Motoring Magazine and Motor Life/July 1915
AUTOMOBILE SECTION SAN FRANCISCO NEWS LETTER
agazine
Published Monthly by the Proprietor Frederick Marriott, at the Office 21 Sutter Street, San Francisco, California
DEVOTED TO THE MOTORING INTERESTS OF THE PACIFIC COAST
Price 10 Cents San Francisco, Cal., July, 1915 $1.00 Per Year
1916 SIX-CYLINDER
Valve-in-Head
MOTOR CARS
PRICES AT SAN FRANCISCO
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Remember, the Buick Factory has been building Buicks thirteen years. It has never produced a model that was a failure. It built the first successful small four-cylinder car and its business has increased every year. This is your best guarantee of satisfaction.
Couple this guarantee with Howard Service. Use your own best judgment and you will sell yourself a Buick.
DELIVERIES IN ROTATION
HOWARD AUTOMOBILE CO.
VAN NESS AT CALIFORNIA, SAN FRANCISCO
OAKLAND LOS ANGELES PORTLAND
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Cut Down Your Gasoline Bills ══ DEVELOP MORE POWER ══ Avoid Carbon deposits and corroded valves by using  No matter what brand of oil you are using Panhard Oil will give you better service. We have proved it to thousands. George A. Haws, New York BERNARD I. BILL SOLE DISTRIBUTER 543 Golden Gate Ave. San Francisco, Cal.
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The Dimmer Problem
The Eclipse Dimmer does the business. Dims perfectly—yet leaves driving light. Does not disfigure the lamp—Inexpensive. Sold only by
B. I. BILL 543 GOLDEN GATE AVE.
Specialist in electric equipment for automobiles. Mazda bulbs all sizes, voltages and cases.
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Halftone Engravings For Sale 6 cents per Square Inch For Advertising Purposes For Illustrating Booklets For Newspapers For Magazines The halftone engravings that have appeared in the various issues of the Overland Monthly represent subjects suitable for almost any purpose. Having been carefully used in printing, they are As Good As New Prints of these illustrations can be seen at the office. Over 10,000 cuts to select from.
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"Hoover" Auxiliary Spring  Action of "Hoover" Spring under ordinary load, or running on smooth roads Full factory equipment on all Packards, Oldsmobiles, Coles, Thomas and Seven others. Absolutely perfect. No competition. Full set of four— $14.00 to $18.00
 IMPOSSIBLE TO BREAK SPRINGS Under compression by heavy loads, rough roads or bumps. Under all conditions rides as easy as on asphalt. Impossible to break springs. HOOVER SPRING CO. 617 Turk St., San Francisco, Cal.
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A Tour Into the Sonoma Mountains
A Delightful Drive off the Beaten Path to the Geysers
How much is in store for the man who buys his first automobile! It must be akin to the feelings of those good old pirates whose names grace the pages of history and to whom the hero worshipers take pleasure in erecting monuments for the discovery of new countries, while "pirating." That anticipation that must have keyed them up to be away and doing is an inheritance which the owner of a motor car can now enjoy.
Instead, however, of going forth to accumulate the goods and chattels of others, the motor car owner goes forth to discover for himself those pleasures of nature which others enjoy, and which through the goodness of the Great Creator, are for those who seek.
Such treasures are within the easy reach of the motorists of San Francisco, and it is for them that this tour out of this city is written.
The objective point was the Geysers, a place where nature displays her idiosyncrasies.
Leaving the ferry at Sausalito, the course led through the town built on the hillside; thence through Waldo Point and over the Alta Grade.
The climb up the grade in the early morning was most interesting. The farmer was abroad, cutting the plenteous crop of grain that showed that some one would be a prospective buyer of a motor car, if he did not already own one.
In the far distance was Mt. Tamalpais, with its high head just turning golden with the rising sun. The southern foothills and lowlands at the base of the mountain seemed more peaceful than ever as we drove over them.
One can easily realize the fascination that has made this section so popular with those who have had more than the desire for dollars and cents in this life.
As the summit was reached the upper bay burst into view, marked at its meeting with the waters of San Pablo Bay by the Brothers light.
Nearer in the foreground were the gray walls of San Quentin, and one could not help but ponder over the conditions of men. Within those gray walls was restraint and depression while we on the
California Highway work.
yonder hills were breathing in the clear morning air, laden with the perfume of freshly cut grain and flowers, on pleasure bent.
From the summit the road wound down to the marsh boulevard. As we descended a view of the rapidly disappearing race track was to be seen. It is not so many years back that this piece of ground was kept in perfect condition, and there blooded stock was broken to harness and trained for speed contests that were the glory of the “knights of the reins.” From this race track many four-footed thoroughbreds came who were kings of the road over which we were traveling.
From the time we left the Sausalito ferry until we reached this point we had not encountered a single horse, and one can hardly imagine that such a change could take place in the last ten years.
The road wound around the indentations of the hillsides, and as the course worked further northward. Red Rock loomed up out in the bay.
Like San Quentin this rock is a monument of forlorn hopes, for in the early days of California an enterprising company found value in the rock of this island. The company proceeded to help itself, but its progress to great fortune was one day cut short when Uncle Sam suddenly dropped in and put a stop to proceedings, claiming the right and title to Red Rock.
Passing to the right in Corte Madera the road led on to Larkspur, over a good highway.
The road skirts the marsh through which the Corte Madera Creek runs.
On the creek there are anchored a long string of arks. These floating pleasure homes have now become permanent fixtures on these waters. Some ten years ago they nestled here away from the fury of the winter southerly gales, and as spring time and summer approached they migrated to Belvedere cove, or to Richardson’s Bay, off Sausalito, but the fad of living in a floating house has waned, and it is likely that they will go into decay in the spots where they now lie anchored.
In the olden days the yachtsmen, being forced to lay up their fleet-winged boats until the arrival of the summer winds, and unable to resist the call of the salt sea air, hired these arks that were wintering on Corte Madera creek. It was the week-end trips to this locality and the high carnival enjoyed that gave to the place the name, amongst amateur sailors, of the Holy City.
Now all this is changed. Families have taken possession and everything is as decorous as is found within the boundaries of the near-by town of Larkspur.
The beautiful climate and attractive scenery of this section is drawing people more and more to it. Homes are spreading out, mounting higher and higher on the hillsides, and what a few years ago was considered an undesirable location is now being taken up by those who cannot get land nearer the railroad.
The road leads through Kentfield, and when Ross was reached we found that the road would bear comparison to any boulevard. From Ross to San Anselmo the road was fine enough to permit of a car speeding to its limit, but no one with an eye for beauty could bolt through that country.
The homes are not pretentious, being good roomy cottages, or as their owners care to have them called, “sweet bungalows.”
Roses of every hue, from the deep red of the crimson rambler to the pale pink of the sweet scented Cecil Brunner, grow in profusion. The fancy of the horticulturist was not limited to the rose, but ran riot as was seen in the large number of flowering plants that constantly brightened the way on all sides.
At San Anselmo the road to the right was taken for San Rafael. It wound in around the hills, shaded by the overhanging boughs of the trees decked in their springtime green.
In San Rafael, the same love of flowers was to be seen on every hand, while the homes are much more pretentious than those of the Ross section.
Out of the city into the open country the course led through what is known as Happy Valley, where is located the golf and country club. Out beyond, the upper bay appeared once more bringing in closer view the islands and Point Pedro on the Contra Costa shore. 
California Foothill Country, Sonoma.
As the motor car rolled on through this section, those in the car were silent, enjoying the splendors of the country, and inhaling the sweet incense of the buckeye trees, which were in bloom.
When approaching Petaluma, the great hennery of the State, a touch of bygone days was seen when, as the motor car turned a curve and came in sight of a stream, a dozen small urchins sprang out only to be lost sight of the next second as they dove into the creek. The call of youth was heard, and there was a longing to stop and be boys again.
Once past Petaluma, the road led across the Sonoma Valley to the easterly side, thence along the foothills to Santa Rosa. When near the latter place a home was passed that brought to the mind the “House of Seven Gables,” only this dwelling had eleven gables.
Santa Rosa, the county seat of Sonoma County, if noted for nothing else will hold its place in history as the home of the wizard, Luther Burbank. Over the well kept fence of his grounds were seen the spineless cactus and many flowering plants.
The road from Santa Rosa led on through Windsor to Healdsburg. As the latter town was neared the flowers and grain fields gave way to the hop vines for which this section is noted.
A stop was made at Healdsburg for luncheon, after which the journey continued on to Cloverdale, past the roads leading to Skaggs and Lytton, through Geyserville and Asti.
The latter town, the home of the Italian–Swiss colony, is one of the greatest wine-producing sections in the State. The roads in this vicinity are unusually fine.
From Cloverdale the course runs on to “Pop” McCray’s. A narrative of a journey through this part of Sonoma County would be incomplete without mention of a stop to enjoy the hospitality of “Pop” McCray.
Leaving this popular place and passing over the covered bridge the road turns to the right, as the road to the left continues on to Ukiah or over the Pieta grade into Lake County.
A mile or two of good road brought us to the highway that led up the creek to the Geysers.
As we proceeded, we climbed higher and higher, along the mountain side. It was an exciting ride, the road in many places being so narrow that there was not room enough for a motor car and a pedestrian. On the left was the mountain into which the road was cut, while on the right, sheer down from 100 to 200 feet, or even more in places, lay the creek bed, strewn with huge boulders and ragged rocks, warning of the terrible fate that would result from the slightest misjudgment in driving.
The whole eighteen miles is practically over this kind of a road. There are stretches of it that are not so bad.
After crossing a bridge to the right bank of the creek, we came on to an opening in the mountain side which proved to be the entrance to a quicksilver mine, then in making another turn an old abandoned mine was passed which, it was said, produced considerable free silver in its day.
Finally, signs of habitation commenced to appear and shortly the gates of the Geysers were in view.
The Geysers are a study and a freak of nature most interesting. Springs of boiling water are side by side with springs whose temperature is much cooler than the atmosphere. The steam and mineral springs oozing up out of the ground turn it into mud, the properties of which contain healing qualities that are unexplainable. Those who live there the year in and out tell some strange tales of these waters that trickle down from the springs. They say that in the winter time, or at seasons when but few visit the springs, the wild animals, among which are deer and even bear, have been seen coining down into the creek bottom to bathe.
This in itself might not be unusual were it not for the fact that these animals have not been seen to do likewise in the other creeks in close proximity. It is evident that nature has taught them the value of these life-giving waters.
As one ponders over the greatness of the whole situation, he cannot but think of what a world-renowned spot this would be if it were located in any other place in the world except California, where so many great things abound that this one particular spot does not attract unusual attention.
The return was made over the new boulevard. This is a fine road, practically over the tops of two mountain ranges.
This part of the journey was made most interesting by the wild flowers to be seen on every hand. Ever and anon, patches of the slender stemmed scarlet thistle came into view. The blue bell, the orange colored wall flower, and the honeysuckle were prolific, and the coloring of each was deeper and stronger than that of the flowers of the valley below. Field after field was passed bespangled with the Canterbury Bell.
As the summit of the last ridge was reached, there lay before us a scene that was awe-inspiring. Out, below us hundreds of feet, was the broad expanse of the Sonoma Valley in all its richness of vegetation.
The towns through which we had passed the day previous, with their varicolored roofs, looked like clusters of flowers in the lawn of some mighty giant’s home. Winding in and out through this valley be-ribboned the Russian river.
We, on the mountain top, realized the greatness of things and felt ourselves Lilliputians.
For half an hour we were spell-bound and were only brought to the realization of things by the extreme heat of the day, which caused us to drive on.
Shortly after leaving the summit, the road led over a course of nine miles down to the valley. This stretch of the trip is most acceptable to the driver, as the precipitous mountain side disappears and there is plenty of room on the road. As the descent is made, glimpses of the valley, now and again, are enjoyed. The houses grow larger and the river broadens until finally one feels that they have assumed their natural proportions.
A short run from the foot of the new road brought us to the main county road near Healdsburg, over which we journeyed homeward over the highway we had traveled the previous day.
YOUR FIRST CAR
The Tale of the Man That Would Find the Open Country
Is it very stupid in 1915 to talk of a first car? You who have gone down the line of motor cars, from your first which was as tall as it was long, will find no thrill in the words. Your first car and all the wonder of it belong to that distant time somewhere around your school days when you offered to take the captain of your football team to the championship game of your league. You had your father’s automobile–it was not “car” in those days, nor “machine” nor even “auto”–people were respectful to the strangers. In the middle of that long journey, fully ten miles, something went wrong with something, somewhere. You spread the tools out on the robe and you crept under the car–not that you knew why you did it, surely it came to naught. The football captain walked the remaining five miles and got there in time for condolences (later he black-balled you at his frat election) and you stayed around the automobile all afternoon because the only machine which could have towed you in had seven patients ahead of you, and your only joy was in watching the horses which had to pass your mechanical wonder. That was your first car.
As proud owner of succeeding machines you have followed the march of progress through the coming of sixes and fore-doors, of engine pumps and streamline bodies, of self-starters and electric lights. You can think out the most perplexing business problem while driving down Broadway at five o’clock on a Saturday afternoon. If you were suddenly to be deprived of your torpedo-bodied servant you would feel as though you had lost your legs. You are now trying out a new eight; no automobile agent can tell you anything new about a car, inside or out, and these paragraphs are not for you.
But you who watched an automobile drive past your gate some fifteen years ago, and have been watching automobiles drive past that same gate ever since, you who once bought a buggy second-hand because of course you’d get a car before ever you could wear out a new one–and how many second-hand buggies have you had since that time–you will know full well just what is hidden in the three words–the first car.
You nearly bought a car once, and John had to go to college. Then Paul wanted to go into the chicken business, and then Albert had the fall which hurt his spine. And in the meantime the old house was slowly going to pieces–no shingle-patching could keep it from leaking, and what was to have been a six-cylinder became a six-room bungalow. You cheered yourself along with the thought that you had made a wise choice, nor did the boys complain. But you always wanted to look away when they turned to the automobile sections of the magazines. You wished they did not know quite so much about cars. It hurt you to hear them talking carburetors and ignition systems, radius rods and transmissions. A simple quarrel over whether it hurt the tires more to take a corner at thirty miles or use the brakes in slowing down worried you endlessly. To your ears it was an accusation. If you had done differently, you thought with bitterness, they could now be finding out for themselves which did hurt more.
You began to envy Grayson. Grayson lived across the road, and while he owned no car, he also owned no sons, and there seemed plenty of strange cars on hand to take care of his two daughters.
Then one day–Albert had been greasing the buggy–the ultimatum was laid before you.
“We shall have to get a new buggy,” said Albert.
And something within you stiffened.
“We will not!” you answered, and shut your lips.
It was then that the great idea came. You had a five-acre piece which was not doing anybody any good. And Grayson wanted it.
And Grayson got it. You told them at noontime, when you were all at dinner. Your wife did not say a word, but she left the table, and an hour later you found her, red-eyed, in the bedroom. She was beginning on a knitted sweater; you would need it, she said, in the car.
But the boys, at your announcement, were a disappointment.
“The crankshaft of the one Paul wants will have to be replaced after three thousand miles,” said John. “You see if it doesn’t.”
“Which is better than boiling water every time it goes into low, the way yours does,” Paul shot back, excitedly.
It ended in a deadlock. And then, before you knew it, you had pointed an accusing finger at the self-starter in Albert’s choice.
There was a sudden hush. The boys said nothing. But: “What do you know about it, and where did you find out?” said their round eyes.
Where did you find out? You had not the slightest idea. You were always sure that when you looked through the back pages of a magazine, you were hunting for indestructible hose. You were very sure that in the pink sheet you looked up only the baseball score. When you drove out with friends you never bothered about the working of the thing. And here you were ready to talk storage batteries with the best of them!
So you talked. Whereupon it developed that it would take much studying to find out what car was worthy of the fifteen years’ wait. Anyway, you were in no hurry; you could spend a fortnight or a month before making up your mind, before even telling any one that you were going to “get one.”
Alas for your blindness, you who have never dealt with automobile agents. Grayson told some one that he bought your five acres. And some one told some one else, and that some one else asked “Cash?” in the hearing of an automobile agent. And the automobile agent said: “Who?” and jotted down your name. And whenever one automobile agent says “Who?” and jots down a name, every automobile agent within fifty miles feels a jerking in his right hand, and if he just puts a pencil into it and lets it write, it will jot down that same name, as everybody who has had business with an automobile agent knows perfectly well.
So next morning early a dashing machine rolls into your yard and is put through its tricks. John climbs into the wheel seat–pedals too high for John–a mere trifle–pedals can be shortened, two or three inches. Albert next tries them–pedals too low for Albert. The agent smiles–easiest thing in the world, you know; pedals can be built up, oh, fully two or three inches. But just feel the seat springs, get in and bounce, as much as you want to. And the centralized control and the self-starter. And just look at the way the engine picks up.
You follow, fascinated. The pedal question bothers, a little. Can the same pedals be cut down and built up? Obviously not. But the agent talks and you forget to worry. More than that, you believe him. The morning is his, and surely he makes the most of it.
Every other car on the market is junk. You begin to wonder how it is that the poor tin things don’t go to pieces the very first time the gears are shifted. But then, perhaps they do, perhaps that is why Judge Smith brought his new car into the garage the week before. He said he had broken a spring on a rotten bridge. But of course….
The agent stays to dinner and you glance out at his car with a proprietary air. You are perfectly satisfied, perfectly. Until next day.
The second agent is a dapper, cheery fellow. You like his face. Too bad he advertises the worst car on the market. The very worst. Didn’t yesterday’s agent tell you so? The brakes always refuse to work in the tightest places–always.
The dapper agent hopes that he is the first to see you. No? Oh, Ormsby was here? He smiles pityingly. At least he hopes, for your own sake, that you have not committed yourself.
You growl a bit. No, you have not committed yourself. But Ormsby’s car looked pretty good to you. Does yet.
But the carburetor–had you noticed the carburetor?
No, come to think of it, you hadn’t noticed the carburetor.
Well, if you had not noticed the carburetor… of course if you don’t really care what sort of carburetor you do get….
You are nettled. You watch his car go through its tricks with no enthusiasm whatever. It is all very well, full-floating axle and oil economy, you will catch him when it comes to brakes. But he forestalls you.
“And take a look at the brakes. Finest on the market. Here, let me show you.”
It is a statement by Barney Oldfield. You realize that Barney would long ago have perished if it were not for that particular brand of brakes. Your faith in yesterday wanes a little. You ask to have the car put through its tricks once again. Slowly it begins to dawn upon you that this and no other is the car you have always wanted. You consent to take a ride; you call in the orchard for the boys; you stay out two hours, and come back enchanted. Your quest is at an end.
Which happens every day for a week or fortnight. Your neighbors’ plowing is quite finished; your neighbors are beginning to harrow. But then, your teams need the rest, you argue it out with your conscience.
In the end you buy a car of which you had never thought before, you pay $500 more than you expected to pay, and the crowd of agents departs with dire prophecies as to what will happen when you are doing forty on a crowded boulevard some evening and your lights go out suddenly. Once more you are at peace–so you think.
The boys learn to drive. You are amazed. After two days of it Paul still zig-zags all over the road. You ask him, trying to conceal your disdain, to trade seats with you. Did not you once ride a bicycle? And did not every agent tell you it was easy as anything for any one who ever rode a bicycle? You try it confidently. A corner? A bridge? What of it?
You get off rather easily–considering. And ever after you are very kind and gentle toward Paul. For it is not every son who will take upon his own innocent head the family’s blame for a smashed light and a jammed fender.
Then comes the day you first venture to ask the neighbors out. You phone the Careys–the Careys, to be sure, own a motor vehicle of a sort, but even you used to smile when they spoke of it as a car. You are piqued to find the Careys unresponsive. They are ever so much obliged–but they’ve been out over the road in their own car, many times. And motoring tires them.
“I should say it would!” you say ironically, and horrify your wife by not hanging up the receiver on your words. You do find company; the Grayson girls have been dying to have you get a car. One of them climbs into the front seat with John, the other sits with Paul, and the mother in the back. You perch on the door and refuse to change places with anybody. You are perfectly comfortable–was not one of your reasons for buying the car the fact that “the body springs make the upholstering a luxury, not a necessity?” Your only concern is that your agent should not see you. If he does, he will be up in the morning to bully you into trading for a seven-passenger.
The rains come on and you take to walking. Because, of course, a car will never be the same after being wet. And you still admonish your boys to refrain from racing, each time they leave the yard. There is nothing worse than racing. Your car is still in cotton wool.
But one day Judge Smith’s son goes whizzing past your gate, you’d hate to say how many miles an hour. And a moment later Albert drives in, grinning happily, and going slowly, too slowly for a clear conscience. You glance at the hood and find the water boiling. Albert reddens. You should scold, of course. So you say, eagerly:
“Did he beat you?”
“Huh!” says Albert, and grins again.
Whis is the end of your car’s newness. After that you let the dog ride on the seat and forget to lie awake listening for auto thieves. A whole week goes by with the lamps unpolished. And then one day you rise to find it raining, and you call to John to come to the garage and show you how to put down the rain curtains. Wins Bet on His Tires
When any one tells Mr. More of the More Automobile Company in St. Louis, Mo., that he can’t make his Marmon “41” do stunts, he steps right up with an offer of $25 that he can, and then goes ahead and does them. We will quote from one of the St. Louis papers about what Mr. More made his car do, and will simply remind you that the car was equipped with Goodrich Silvertown Cord Tires–in fact, Mr. More said that he would use nothing else.
“The car was first driven from the foot of the hill to the top, with the gear lever in high. At Fourteenth street, which is half-way to the top of the hill, More made a complete circle with the car in order to destroy the momentum. The car went over the top of the hill at fifteen miles an hour. The car was next driven up the hill in high, with the motor throttled down to four miles an hour. More then took the car to the top of the hill, set his gear lever in reverse, threw out his clutch and coasted down the hill for about a block. By this time the car had attained a speed of twelve miles an hour. More then threw in his clutch, which brought the car to a stop within ten feet, and backed up the hill again at a good rate of speed. There was no perceptible jar or jolt, and the clutch or transmission seemed in no way injured. The strain on the rear axle must have been severe, for the odor of burning rubber was perceptible when the tires spun. More also shifted gears a number of times without releasing the clutch.” ***
Lincoln Highway Films
Detroit, Mich.–The seven thousand-foot Lincoln Highway film which is being taken by the Association is now practically half completed, and the first several thousand feet have been developed and shown in private to Lincoln Highway officials here. The interest and beauty of this section, taken across the States of New Jersey, Pennsylvania, Ohio, Indiana, Illinois and Iowa, exceeds even the sanguine expectation of the men who are directing the filming of the cross country road.
The film is a panorama of some of the most beautiful country to be seen east of the Rocky Mountains, and the interest of the observer is held closely as city after city stage extravagant expositions before the camera’s eye. The Lincoln Highway interest which exists across the East and Middle West is shown in a wonderful degree by the thousands who swarm and cheer before the camera at every stopping place.
That the film will form a valuable historical record of the progress of good, permanent roads in this country is certain. A glimpse of every kind of road now in use in this country is afforded, and doubtless our ancestors at some later date, when this country will boast a nation-wide system of roads such as is common in Europe to-day, will look with interest at the evolution of the road from the virgin clay to the perfect cement boulevards which are springing up now in sections along every part of the Lincoln Highway. ***
Two Million Autos in the U. S.
On June 1st of the current year the number of automobiles in the United States for the first time reached 2,000,000. Figuring on an average of four persons to each car, which is very conservative, there are 8,000,000 people in this country in daily enjoyment of motoring. What it costs to follow this sport is of interest, because of the stupendous figures involved. To run 2,000,000 cars for one year requires at the very least 1,000,000,000 gallons of “gas” worth $130,000,000; 20,000,000 gallons of lubricating oil worth $8,000,000; 12,000,000 tires, worth not less than $16 apiece, or $192,000,000; accessories and extra comforts, goggles, gloves and caps, $50 per car, or $100,000,000; garage charges on short tours (exclusive of gas and oil), $100 per car per year, or $200,000,000; repairs made necessary by wear, tear and accident (exclusive of tires), $50 per car per year, or $100,000,000. Total running expenses for all cars in use, $730,000,000. Add thereto the value of the 600,000 new cars purchased during the year, at an average price of $750, or $450,000,000, and we get the immense total of $1,180,000,000 spent in a single year (1915) on the sport of motoring.–Scientific American. ***
Electric Autos Compared With Gas Cars in Germany
In recent times the question has been asked quite often whether and to what extent an electric automobile might take the place of one driven by gasoline. Here it may be mentioned that the German name “Benzinmotorwagen” is simply the traditional name of an automobile originally driven by gasoline, but such automobiles can now be driven well and economically, too, by benzol, alcohol and various mixed fuels. In this respect, the experiences gained during the war have been surprisingly gratifying even for older machines. In comparing an electric with an internal combustion motor car it is sufficient to consider just two points of difference in order to decide under what conditions one car may replace the other.
- The electric automobile carries a comparatively small supply of energy, whereas the other type of motor car will go eight to ten times farther. If an electric were to be built for long trips it would be too heavy; an internal-combustion motor car, however, can easily be built for a range two or three times larger than the one now usual.
- An internal-combustion motor car can be supplied with new energy in a few minutes, whereas it takes several hours to charge the storage battery of an electric automobile.
A person making short trips about the city may well get along with an electric automobile with one battery. A taxicab company, however, must have at least two batteries for each car, one of which is being charged while the other is at work. Even so, the business of running taxicabs in a large city has its difficulties, for unexpected lengthy trips may lead to an exhaustion of the accumulators, which means an economic loss. The conditions are much more favorable when an electric automobile is employed as a delivery wagon by department stores, breweries, etc. In that case trips are, as a rule, similar, and it can easily be calculated whether the car will return strong or nearly exhausted.
The conditions are even more favorable for omnibus lines, such as have been operated in Vienna for some time as an experiment. Here, too, the distance which a battery must cover before being replaced is perfectly known beforehand, and both the size of the battery and the time table can easily be arranged so that one battery will suffice for a round trip of about 18 miles. The principal municipal line in Vienna is served by 13 electric omnibuses with 34 batteries, 3 of the cars being held in reserve. In large cities the electric omnibus possesses two remarkable advantages over the internal-combustion motor car–it does not throw out any exhaust gases or produce clouds of smoke and its motor stops whenever the omnibus stops, whereas the internal-combustion motor must be kept running and usually makes a great noise.
It is, therefore, in but few cases and only under special circumstances that an electric automobile can be employed to advantage as a substitute for an internal-combustion motor car. ***
—The State Highway Commission has taken over and will further improve Dublin Boulevard, a famous scenic road in Alameda County, connecting Hayward and Dublin Station. 
A. F. Bye and party, who are inviting Californians to take a trip to British Columbia.
Invites California to British Columbia
Delegation Tour to the Exposition to Extend Invitation to Motorists to Visit Northwest
Following is an account of a trip from Vancouver, B. C., to San Francisco, made by A. F. Nye, representing the American Club, Ltd., B. C., who donated his Winton automobile for this purpose, which is to advise visiting motorists who may be in the neighborhood of San Francisco, and throughout California, of the beauties of motoring into British Columbia, condition of the roads, and of the fact that there are no inconveniences of any kind by which motorists going into Canada would be bothered. Any and all of them are welcome to a fourteen day permit, which will take no more than five minutes of their time as they cross the line. These permits do not necessitate their coming out of Canada via the same route. Any port or entry is open to them for leaving the country by simply surrendering the permit given to them at the original point of entry.
Mr. Nye’s party consisted of S. B. Buchanan, representing New Westminster; Mr. Bruce, representing South Vancouver; Mr. Frenlin, representing the Vancouver Automobile Club; and Mr. Mulligan, representing the municipality of Point Grey, a suburb of Vancouver, B. C.
“While our start was made at rather a bad time, our big six required not a particle of help over the entire distance of 1,285 miles, and was ready to start back if called upon to do so,” says Nye.
“We had a little bit of tire trouble, but nothing of any seriousness. We found all roads in excellent condition over the Pacific Highway, with the exception of short stretches where new work was going on, but where alternative roads were provided.
“At Portland the Rose Carnival management induced us to remain over a couple of days and put our car in the parade, where we were given a very prominent place, and were most enthusiastically received by fifty or sixty thousand people who lined the sidewalks.
“Referring to one portion of the road, which is the crossing of the Siskiyous, we believe this to be the most finished grade in the world and one of the most beautiful spots on earth. In our own country–British Columbia–as is pretty well known, our roads are all maintained by the government, and are kept in most excellent condition at all times.
“In conclusion, I wish to say we desire to thank the Winton people and their various branch houses along the coast for their kindness in rendering such service as we asked of them in a most cheerful manner. For myself, I would say this service has been superior to any ever given me by any of the makers of the different automobiles I have owned.” From Portland to St. Helens
Delightful Day’s Drive by Motor Over Oregon Roads
If you want to take a four hour, 30 mile round trip that involves a combination of excellent roads and varied scenery, get “king’s ex,” some afternoon soon and aim your motorcar at St. Helens.
Tucked away in the comfortable confines of a 1916 automobile, a party of us pulled away one day last week for one of the most delightful short automobile trips possible. We went by way of the Linnton road, but on the return a swing was taken up over the old Germantown road that departs from the regular highway at Claremont. This change not only gave us a variety of road and scenery, but brought us back over the skyline boulevard and the Cornell road, which is now in a superb condition.
On the entire 60 miles of the round trip, only two rough stretches of road were encountered, the distance intervening between the old Lewis & Clark fair grounds and the Standard Oil plant, and intermittent patches of irregular surface between Scappoose and St. Helens. Just this side of St. Helens workmen are busy perfecting the finest kind of a road, and an insignificant detour is necessitated as a result, but the road that they have completed at the other end is worth going a long way to meet. The motorist is, of course, made happy by the warrenite that bridges the gap between the Standard Oil plant and Claremont Tavern.
Every motorist has learned of that stretch of road by experience, but comparatively few know that a solid ten miles of highway between Linnton and the Columbia County line, not far this side of Scappoose, had been matted down into a veritable boulevard.
The road that leads to St. Helens might well be called the road of a thousand curves, and perhaps this characteristic is the basis for much of its charm. As each turn is rounded a new landscape is uncovered and a new angle is given to the river and mountain scenery that leads the eye to the eastern horizon.
First, as you drop down from Thurman street the site of the 1905 fair commands your attention, then the handsome plants of the Standard Oil Company and the Portland Gas and Coke Company, then the Government moorings and soon the lower harbor that opens out before you. All the time you have been able to look across to Portland and study the settlements that have sprung up in the attractive woods that lie to the west. At Linnton the mammoth plant of the Clark & Wilson Lumber Company is an interesting sight.
Farther down, the road skirts the water’s edge in some places. Now the railroad track is below and again it is above the road. As your car lunges from one pretty stretch to another, Mount St. Helens, Mount Adams and Mount Hood alternate in sentinel duty on the eastern skyline, and the variety of scenery is completed by farms and orchards that dot the lowlands.
Perhaps the cream of the trip was the pull up over the Germantown road and Skyline boulevard and the pleasant coast down Cornell road. Any old time you want to ascertain whether or not your motor’s lungs are in good shape, turn it loose on the Germantown hills. For every chapter of ascent there are “a couple or six” sharp turns, and the road is just narrow enough to test the driver’s nerve and give the passengers a few stitches of excitement, particularly when vehicles come ahead from the opposite direction. It’s a mighty good thing to have a faithful
The roads to the east of Portland through most delightful touring country.
Highway to the west of Portland that will provide the visiting motorist with many interesting side trips.
warning signal when you are wandering around on the hills west of the city.
After topping the long hill in “slicker than a whistle” fashion," we were anxious to get back home, so it took to the left at the first fork in the road, and it wasn’t long until it had packed us from the skyline boulevard to the Cornell road. Right here allow us to make a recommendation.
Even though you don’t make the St. Helens trip, or can’t go anywhere else, go out sometime for a taste of the Cornell road. If you haven’t been over it recently you don’t know what you are missing. You may enter the Cornell road by branching off from Washington street just west of Twenty-third street. It will carry you below and around the edge of Westover Terraces before you come to the prettiest part of the road.
In going to St. Helens it is possible, of course, to travel the first leg of the trip via the Cornell road and the Skyline boulevard and meet the regular Linnton road, where the Germantown road ends by intersecting with it a few yards north of Claremont Tavern. Also it is possible to travel over Willamette boulevard and other paved streets to St. John’s, and then ferry across to intersect with the St. Helens road also at Claremont.
Without crowding yourselves at all, you can cover the 29.7 miles to St. Helens in about two hours’ running time and return within the same space of time. ***
State Highway Into Big Basin
A most important public event has occurred with the completion of the State highway into the Big Basin. This wonderful redwood park should be visited in 1915 not only by residents of the State of California, but by all who come here as visitors to see the big Exposition and other California sights. As a primeval redwood forest in all of its natural beauty it is not equaled anywhere.
The park lies in what is commonly known as the Big Basin. Its surface is composed of narrow valleys, plateaus and rolling hills and slopes. It contains a noble forest of gigantic redwood trees, many specimens measuring from 15 to 20 feet and more in diameter, and they are often from 250 to 360 feet high. They are symmetrical, graceful and majestic. It is the oldest known forest in the world. Professor Fernow, the eminent German forester, formerly of the University of Berlin, and now connected with Cornell University, who laid out the forestry system of the United States for the government, says of this forest that it is the most interesting, beautiful and noble of any forest of the world; that aside from the fact of its giant sequoias and the large variety of other trees, the California Redwood park possesses a woodsiness and charm that is a constant delight to the visitor.
There is must to see in this park that is unique among the marvels of nature. The climate is mild and ideal for camping. The elevation is from 1,000 to 1,200 feet above the sea.
According to geographic and other authorities, the height of the Cedar of Lebanon is only about an average of 80 feet, while the giant redwood of the Big Basin towers up to 360 feet, in some instances. The biggest diameter of the cedar is about 16 feet, while many of the giant redwoods in the Big Basin measure over 20 feet.
If the ancient forest of cedars clothing the sides of the mountains of Lebanon were famed the world over for their beauty and enduring qualities, and were visited yearly by multitudes of pilgrims, how much more worthy of a niche in the temple of fame are the giant trees of California.
A good automobile road is now complete into this California redwood park. This park is the property of the State of California, and is free to all. It is a people’s playground. Camping is allowed under the direction of the park warden without charge. The grounds at Governor’s Camp have a perfect sewerage system, and pure mountain water is on tap at convenient intervals.
The new road is from 16 to 24 feet wide with a maximum grade of 5 per cent in a few places. The tourist at the Exposition can now make the trip into the California Redwood park in from three to five hours, according to how fast he is driven. People from Oakland, Berkeley and Alameda have a straight drive of 60 miles of fine valley road, and 19 miles of mountain grade. They can come straight through the valley of Santa Clara, passing through San Jose almost in a straight line, and go right into the Governor’s Camp in the heart of the park. On May 1st the hotel at Governor’s Camp was opened under the able management of Mrs. Glass. Board and lodging can be had at $2.25 per day. Single meals are 50 cents; dinners 75 cents. Board per week $14. ***
—“Is your car a good one?” “Discriminating people choose them,” said the glib automobile salesman. “More of our cars are stolen than any other make.”–Kansas City Journal. Into the Snohomish County
Interesting Tour Out of Seattle Made Possible by the Motor Car
For a short day’s run in the backwoods country, with an occasional city along the route, the trip mapped out to Edmonds, Everett, Snohomish and return by way of Bothell is one that is featured by diversified scenery and good roads practically all the way. The circuit calls for 75.7 miles of travel. This distance is ideal for the motorist who delights in traveling leisurely and prefers a picnic luncheon to one in a restaurant. There are numerous attractive luncheon stops along the road, while in Everett and Snohomish one may obtain good restaurant accommodations.
In leaving Seattle, one drives over the Westlake Boulevard, skirting the western shores of Lake Union, through Fremont and past beautiful Woodland Park. From the summit of the hill one obtains a splendid panoramic view of Puget Sound with the rugged, snow-capped Olympic Mountains towering high into the sky in the background.
Continuing northward, the car reached the city limits, where the Golf Club road begins. This thoroughfare is closed temporarily on account of construction work, and it is necessary to travel eastward a short distance to the new brick-paved North Trunk road. This splendid highway is followed for a short distance, and then a side road leads back to the Golf Club road, which takes one through attractive wooded country and past the beautiful grounds of the club, ten miles from the city.
Beyond the Golf Club the road takes an easy grade down to the town of Edmonds, 16.7 miles from Seattle. Along the route to Edmonds, one obtains numerous glimpses of Puget Sound, from which there is a cooling breeze to add to the enjoyment of motoring in warm weather.
From Edmonds the route leads up over the hill that overlooks Puget Sound and the Olympic Range, traversing a prairie country that at this time of the year is a favorite field for berry pickers. The Times pathfinder counted no less than fifty persons along the route picking blackberries.
A ride of 22.3 miles from Seattle brings the motorist to Martha Lake, a beautiful body of fresh water hidden in the woods. Here is an ideal luncheon spot; or, if one
Map showing route through Snohomish Country.
is not hungry, he will find a short stop near the cool waters of the lake inviting. About three miles farther on the Pacific Highway is reached, and this route is followed north.
Silver Lake, 30.3 miles from Seattle by way of Edmonds, is a beautiful spot, and offers countless picnicking spots. Six miles farther on over the Pacific Highway is Everett, on Puget Sound, where the motorist may obtain good meals and automobile supplies of all kinds.
From Everett to Snohomish there are two routes. The pathfinder preferring the one by way of Lowell because of the absence of grades and the fact that it traverses the western and southern edges of the great Snohomish Valley. There are many miles of paved roads, too.
At a point 44.4 miles from Seattle there is a fork in the highway. The left branch leads into Snohomish, 1.2 miles, and the right fork leads to Bothell, the return route. Should the motorist care to take the short run into Snohomish, he will find good roads and pleasant scenery. The pathfinder did not include the mileage from the forks into Snohomish, so those automobilists who continue on into the city should, upon returning to the forks in the road, set their odometer back to 44.4 miles in order that there be no possibility of getting off the route on the return run.
From the forks in the road to Bothell one traverses a beautiful backwoods country. The roads are above the average, and there is a diversity of forest, field and stream views that is pleasing. Crossing the Sammamish River near Botell one is surprised by the richness of the scenery. This beautiful stream is followed into Botell, where the Pacific Highway is again tapped. From here into Seattle, a distance of approximately sixteen and a half miles, there is a magnificent boulevard that gives countless views of Lake Washington, the Cascade Mountains, and, on clear days, a matchless glimpse of majestic Mount Rainier, which pierces the clouds to an elevation of 14,526 feet.
The city is entered by way of the university district and over Eastlake avenue, skirting the eastern shores of Lake Union.
The complete and accurate log of the trip is as follows:
0.0 Start–Second avenue and Union street; north in Second avenue to Pine street; right three blocks to Westlake avenue; then left in Westlake.
1.4–Pass Lake Union on right. Follow pavement to left past Stone avenue bridge.
2.9–Turn right and cross bridge over canal; straight ahead up paved street (Fremont avenue.)
4.2–Turn left, passing Woodland Park on right. Three blocks farther turn right along car line.
5.2–Veer to left, following car line.
6.1–City limits. Turn right over planked streets and gravel road. (Gold Club road temporarily closed on account of construction work.)
6.7–Turn left over brick paved road.
7.5–Turn left off paved road and up hill.
7.7–North Park Station. Caution–Look out for interurban cars.
8.0–Turn right upon Golf Club road.
9.1–Straight ahead, passing school on left..
10.1–Straight ahead, passing Golf Club grounds on left.
10.6–Straight ahead.
10.8–Straight ahead.
11.1–Crossroads.
11.2–Straight ahead, down grade.
11.4–Left fork.
11.9–Straight ahead.
12.2–Straight ahead.
12.7–Left fork in wide gravel road.
13.2–Turn right.
13.3–Straight ahead. (Left fork to Richmond Beach.)
14.9–Straight ahead.
15.6–Turn left down grade.
16.1–Turn left.
16.7–Edmonds–Turn right at Yost’s Garage and up grade.
17.0–Straight ahead.
18.3–Straight ahead.
18.8–Left.
19.8–Turn right.
22.3–Alderwood.
24.3–Turn right.
25.4–Cross railroad.
26.0–Pass Martha Lake on left.
27.2–Turn left over Pacific Highway.
30.3–Silver Lake.
30.5–Straight ahead over main road, and turn right at forks in road at north end of Silver Lake.
31.9–Beverly Station–Caution–Look out for interurban cars.
33.6–Left fork.
34.2–Turn right at north end of Country Club.
35.2–Turn right to Colby avenue (paved street), then left to
36.4–Everett–Corner of Colby and Hewitt. Turn right in Hewitt to Broadway, then right over paved street and paved highway.
37.8–Left at cemetery, following paved road.
39.5–Cross wooden bridge.
39.5–Straight ahead over gravel road.
42.4–Turn left.
43.1–Caution–Sharp turn.
44.4–Turn right. (Left fork to Snohomish, 1.2 miles.)
44.7–Straight ahead.
46.0–Up grade.
46.1–Left and cross railroad.
46.7–Straight ahead.
48.2–Right turn into Cathcart.
48.3–Cross bridge over railroad.
48.9–Straight ahead.
51.3–Cross railroad.
51.5–Maltby–Depot on right.
51.6–Turn right across railroad.
53.0–Turn left, passing white house on right.
55.0–Grace–Depot on left.
55.3–Straight ahead.
56.0–Cross railroad and take right fork.
57.0–Turn right, passing school on left.
57.2–Cross trestle and railroad.
57.4–Woodinville–Pass depot on the right.
57.9–Straight ahead. (Left fork to Kirkland.)
58.2–Right and cross bridge.
59.2–Right fork into Bothell. Proceed straight ahead over Pacific Highway to Seattle.
75.7–Second and Union.
End of tour.
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A Tour Through National Parks
Southern Motorist Plans Visiting the Reservations of the West
A 6,000 mile circuit of the finest scenic features of America, including every prominent National Park in the West, is the trip just planned by Harold L. Arnold of Southern California.
“It is such a wonderful trip,” says Arnold, “that if those who are able to indulge in such a vacation could know just how, when and where to go, there would be hundreds of machines on the route this year. To make a transcontinental journey, or any long motor trip, one of the first essentials is plenty of weather proof storage room in the machine. The old-time way was to pack the outfit on the running boards, hang it on the lamps, or strap it to the top irons, as best one could. That way makes the best car look like a peddler’s wagon and in less than a day after leaving home this outside luggage is so full of dust and dirt that it takes away half the pleasure of the trip.
“In fitting up one of our cars we had this storage in mind, and we found that the 100 per cent extra room they provided was sufficient to carry all our luggage, camp blankets, sleeping cots, folding chairs, cooking utensils, camp stove and food supplies.
“This equipment is all under a weather proof and tight-hinged back, and when we are packed up for the long National Park trip there won’t be an extra piece of luggage showing anywhere on the car. The route we have laid out traverses the grandest scenic regions in the West.
“In California the itinerary includes Sequoia and General Grant National Parks, Yosemite Valley and the Mariposa Grove of Big Trees, Lake Tahoe and Mt. Shasta, with a stop en route at the Exposition. The Pacific Highway will be taken from San Francisco north through Oregon and Washington, visiting on the
way the celebrated Crater National Park, with its wonderful bottomless lake two thousand feet below the rim of the crater. Equally interesting is Rainier National Park in Washington, where the government has built a new motor road right to the foot of Nisqually Glacier. At Seattle the National Park route turns east over Snoqualmie Pass through the Coast Range to Spokane, and through the famous Coeur d’Alene mining district and past the Bunker Hill and Sullivan mines.
“Just within Montana and right up on the roof of the United States, as it were, the motorist will spend a delightful week among the wonders of Glacier National Park. Southwest from there the road crosses the continental divide into Butte, the site of the greatest copper mine in the world.
“Turning directly south at Livingstone, Yellowstone National Park is visited, and the motorist will there see a region of wonders not duplicated anywhere on earth. The spouting geysers, in themselves, are worthy of the long journey, and a dozen and one other curious sights will be stored away in the memory as part of the best of the National Park circuit.
“From the Yellowstone the route continues south to the Lincoln Highway and east through Wyoming and Cheyenne. Then again south to Denver, Estey National Park, Garden of the Gods, Pike’s Peak, Royal Gorge, Skyline Drive, Raton Pass and along the Santa Fe route to Albuquerque. West through Arizona this wonderful route traverses a hundred interesting spots, the Petrified Forests, Cliff Dwellings, Meteor Crater, Sunset Volcanoes, Grand Canyon, Painted Desert and others too numerous to mention.
“The last leg of this six thousand mile trip is into Los Angeles via Needles and
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Trip Out of Santa Roca
A trip that can be enjoyed by any one is to start from Santa Rosa, thence to Burke’s Sanitarium and Mark West, on to the Petrified Forest, retracing your road a short distance and turn back by way of the Rincon grade home.
There is not a single mile of this journey that is not crowded with beauties. The pleasant ride from town on the highway to Guinns Corners, four miles, then turning off the main road a short distance until you reach Burke’s. This is a very pretty place, and worth while inspecting should you have a few moments. Then you start to climb. You wind along the beautiful Mark West Creek through beautiful scenery for several miles until you come to Mark West. Here is a pleasant and good place to stop for lunch or a rest. Starting again from here, travel about five miles until you come to the picturesque Petrified Forest. After spending some time at this place, retrace your road a short distance and turn to the south. This will take you over some more interesting road, and back home by way of the Rincon Grade, and down through the Valley. ***
Be Careful on Big Basin
“I have no criticism to offer of the new State highway into the Big Basin,” stated George Osen after a trip over the new route by way of the Saratoga summit into the Big Tree forest. “However, I would advise people who use the road to drive slowly, as some of the turns are rather short.”
Osen left San Jose with a party of five. Leaving San Jose at 8:30 a. m., the party arrived in Governor's Camp, a distance of 34 miles, at 11:15. No attempt was made to hurry. The distance from San Jose to the Saratoga summit, where the new State road starts, is 17 miles, according to the speedometer. The grade is rather heavy between Saratoga and the summit, and at times Osen shifted to the second but never into the low gear.
Returning, the trip was all made on the high gear. No braking was necessary in descending the east side of the summit into the Santa Clara Valley. *** “A great deal of what we call pleasure is largely imaginary,” said the ready made philosopher.
“I suppose so,” replied the man who was working on his automobile.
“Now, wouldn’t you like to be able to take a long ride without having to worry about speed limits or spark plugs or tires or anything at all?” “I should say so!”
“Well, here’s a street car ticket.”
The Most Costly Road in the World
Mitchell’s Point Cut on Columbia Expensive Piece of Highway Engineering
Unless construction work begun by the New York State Highway Commission around Cloud Mountain on the Hudson costs more, the Mitchell’s Point section of the Columbia Highway will be the most expensive wagon and automobile road in the United States. This three-quarters of a mile of new road, being built under the supervision of the State Highway Commission of Oregon, will cost $50,000. However, except for a third of a mile this work is ordinary filling. The remaining part comprises the gigantic task, that, when completed, will make the Mitchell’s Point section of the road the most noted in the mountainous districts of the Pacific Coast or of the world.
Engineers declare that no other highway in the world has ever been constructed just as the third of a mile around Mitchell’s Point. For several hundred feet the road passes through a tunnel cut in solid rock. In the side overlooking the Columbia, five big windows, “peepholes,” have been cut, giving the light for the subterranean passage and making it possible to secure an effective view of the Columbia, 100 feet almost directly beneath the roadway, which seems to jut out over the base of the cliff at this paint.
The Axenstrasse of Switzerland, about which so much has been written, is of similar construction. But in the case of the latter road, instead of holes having been cut, the side windows are more like a series of arches or arcades, and have been built up, the road having been merely cut into the side of the mountain.
The walls of these windows at Mitchell’s Point are of rough stone. No concrete has been needed to hold them in place. They are ten feet thick in places.
Unless the motorist passing through the tunnel gets down from his machine and peers over the edge of the window base it will seem to him that he is above the Columbia’s waters.
Mitchell’s Point is a huge formation of basalt and lava rock, and through it run several seams of peculiarly hard coal. The crews crossed a three-foot seam in their excavation work. In appearance the coal is similar to the Pennsylvania anthracite, but its burning qualities are poor.
In reality there are two Mitchell’s Points, Little Mitchell’s and Big Mitchell’s, as they have become known to those who reside near the giagantic crags. The small point rises to a height of from 300 to 400 feet just above the river’s edge and the 0. W. R. & N. Company’s tracks.
From its topmost jagged point it slopes gently back to the base of the larger crag, and through this, terrace-like, passes the old State highway, over which motor cars must travel until the tunnel is completed, winds around tortuous curves and up grades impossible except to high-powered machines. The second and larger formation rises to an altitude of more than 1,000 feet. It extends back in a gentle slope to the range of mountains that forms the west barrier of the Hood River Valley. The ridge of Big Mitchell’s is sharp edged. The mountaineer who dares an ascent of it must crawl on hands and knees to reach the summit, at the very point, and the topmost points of both these peculiar crags of the Cascades jut over their bases.
While most of the salient points of the Cascades along the Columbia have some interesting significance in Indian legend, no authentic legend has ever been told of Mitchell’s Point. A story prevails to the effect that in early days a man named Mitchell, when chased by hostile redmen, plunged over the precipice and was killed. But this seems to have no foundation. “When I first came to Hood River,” said E. L. Smith, who removed to the valley 39 years ago from Olympia, where he had resided with his family when Secretary of Washington Territory, “we called Mitchell’s Point ‘Storm Cliff.’ The rain and wind clouds that were brought scurrying up the Columbia always seemed to be divided here and sent eddying around the Hood River Valley.” The name is an appropriate one.
The pines and firs that have found root in the sides of the points bear mute evidence of their struggle with the wind that ever blows strongly on the exposed crag-sides. The contour of the rugged stone mass, as one stands at either the east or west approach to the tunnel work of the Columbia Highway, showing the jagged cliffs, the gnarled trees and the sheer, precipitous drops, is awe-inspiring. High up on the face of the larger cliff is a white pedestal, stowed back in a niche-like hole. Those who have climbed the trail that leads almost perpendicularly to the niche have found this white ghost-like column to be the tall stump of a petrified tree.
Edgar Locke, a rancher who has an orchard place just east of Mitchell’s Point, has a flock of white goats that have run wild, and now make the eerie crags their home. Strangers, unacquainted with the region, have often taken these animals for wild goats.
By following rough trails that lead around the base of the big point to the wooded ranges that lie back of Mitchell’s Point, the explorer may in an hour’s time reach spots as virgin and unmolested as though they were one hundred miles from any habitation. Deed hunters find this a favorite shooting ground in the fall. However, the small bushes on the places not overgrown with larger forest trees render much of this country almost impassable. This district along the top of the great gorge is known as the “brakes of the Columbia.”
Cougars often come down from the Columbia from these wilds. A year ago one was seen swimming the Columbia just west of Mitchell’s Point. A boatman made an effort to lasso the big cat, but was afraid to put his plans into effect when the cougar began to swim towards his boat. Bobcats may be found there by the score.
In the fall of 1913 Judge A. J. Derby and F. E. Newby were returning from grouse hunting down the sides of the larger crag when they were startled by a bleat and a scurrying of feet above them. Looking toward the summit of Big Mitchell’s, they saw a bobcat in full flight, pursued by one of Locke’s wild goats. The cat took to a stunted pine, while the goat pawed ferociously and vented his anger on bushes around the roots of the tree.
The five mile stretches of Columbia Highway, a portion between Cascade Locks and the Multnomah County line, and the remainder between Wyeth and Viento, stations on the O. W. R. & N. lines, are just about completed. In fact, it is now possible for an automobile to travel from Hood River to Portland. The way, however, on account of places not being smoothed, will make the journey uncomfortable for a time.
These sections of the great scenic wagon and automobile road have been built by the Newport Land and Construction Company from the proceeds of a $75,000 bond issue sold by Hood River County last year. This $75,000 for five miles of construction as compared with the $50,000 for the three-quarters of a mile around Mitchell’s Point, shows the extreme high cost of the latter. With 95 per cent or more of the $50,000 expended on a third of a mile, where the road will pass through solid rock, cuts or tunnel, and over one of the largest concrete viaducts on the highway, this construction work is as expensive as railroad work. The lines built up the Deschutes River are said to have been as expensive as any ever constructed in this portion of the United States, and the average cost per mile of the heavy rock excavation work there ranged around $60,000.
Crews of men are now engaged in digging more than 100 feet into the earth to bedrock for the concrete piers that will support the 200 feet long concrete viaduct. 90 feet above the O. W. R. & N. tracks. The viaduct is at the west end of the tunnel.
One of the most expensive points in Hood River County, leaving aside the Mitchell’s Point work, was at what the engineers have termed “the gateway,” where, just west of Lindsay Creek, a passage was blown through fairly solid rock. Formerly the rocky cliffs obstructed the view, but since the road has been opened a large slice has been taken out of the gorge side, and one is enabled to see for a long distance up the Columbia, and thus the name.
Fairly heavy work was also encountered west of Cascade Locks, as well as at Shell Rock Mountain, east of Wyeth. At both points the sides of the gorge are slowly sliding in toward the river. The trees just this side of the Multnomah County line, their trunks bowed, show the effects of the moving earth.
At Shell Rock the initial work on the Columbia Highway was done in 1912, when ex-Governor West, with a fund of $10,000, having been donated by S. Benson, detailed a party of honor men to construct the highway around the difficult point. The work of the convicts for the most part has been abandoned. The retaining walls constructed by these unskilled men in many cases have already fallen. The dry masonry of the new work is entirely of different construction, and will stand the onslaughts of the winter’s storms.
“The entire highway will be fairly passable by August 1st,” said J. A. Elliott, State Engineer in charge of the work. “Numbers of persons who have recently gone over the scenes of construction have advanced opinions that no motorcars could well travel the rough surface this year. However, the road to them probably looked like a house just before the carpenters left it. It no doubt seemed pretty badly mussed up, but the clearing away process will make a change appearances.”
Hood River people are eagerly awaiting date when the great completed scenic boulevard will be an actual reality and when the scores of long looked for automobiles will begin to pass through the orchard districts. Scores visit the Mitchell’s Point work, and invariably they return a hundred fold more enthusiastic than before the journey.
The expressions of gratitude for the philanthropy of S. Benson are unbounded, and discussions are often participated in as to what may be done to evidence most this respect and honor for the dean of Oregon’s good roads enthusiasts. A suggestion has been made by E. L. Smith, one of Hood River’s most distinguished and beloved citizens, and for many years a close friend of Mr. Benson, that has received much commendation. Mr. Smith proposes that the Hood River portion of the highway be officially known as the Benson section of the Columbia Highway, and that appropriate testimonial tablets be placed along the route. *** —Sales of American autos in Venezuela have increased materially since the outbreak of the European war, despite unfavorable economic conditions due to prompt reduction of all Government salaries and the paucity of markets for exports. More than 90 per cent of the automobiles imported come through the port of La Guaira. From July, 1914, to March, 1915, both inclusive, only four European cars were imported, as compared with 97 new American cars.
$100.00 REWARD $100.00 For Best Slogan Submitted Before Sept. 15th on 1st Prize $25.00 2nd Prize $15.00 And 16 Other Prizes NEW YORK LUBRICATING OIL CO. 516 SECOND STREET SAN FRANCISCO, CAL. |
Tips to Automobilists The News Letter recommends the following garages, hotels, and supply houses. Tourists will do well to cut this list out and keep it as a guide: Palo Alto.–Larkin’s Cafe–just opened. The only strictly first-class cafe on the Wishbone Route devoted to the patronage of automobile owners and their families. Corner of University avenue and The Circle. San Jose.–Lamolle Grill. 36–38 North First street. The best French dinner in California. 75 cents, or a la carte. Automobile parties given particular attention. Palo Alto.–Palo Alto Garage. 443 Emmerson St., Tel., P. A. 333. Auto livery at all hours. Tires and sundries in stock. Gasoline, oil, repairing, lathework, vulcanizing. Open day and night. |
 AUTOISTS SHOULD NEVER BE WITHOUT THEM — — FOR SALE SOON |
We Make a Specialty of Repairing Auto Lamps, Radiators, and Fenders at Short Notice  Manufacturers of lamps, lanterns, reflectors of all Descriptions. |
WHERE SERVICE MEANS SERVICE Between Polk and WHERE THE PRIVATE OWNER FEELS AT HOME |
AUTOMOBILES AND TOURISTS’ BAGAGE  OF HARTFORD PACIFIC BRANCH–301 California Street San Francisco Telephone Sutter 3010 |
Taking a Car Through the Desert
Advice to Those Who May Tour Eastward Over the Southern Route
By Harris M. Hanshue
Assuming for the sake of argument that you are about to take an automobile trip through the desert, and, never having done any desert driving are looking for pointers bearing on that subject, we shall first dwell on the equipment which it would be well to take on a desert tour.
The only implements necessary in addition to the full complement of hand tools with which the car is supplied, are the shovel and hand axe. An African water bag should contain your drinking water and a large canteen the extra water for the radiator. A few cans of tomatoes are a handy thing to have in an emergency, as one can quench thirst better and travel farther on tomato juice than on water. You should carry a gallon can of cylinder oil, sealed, at all times.
Instead of carrying a large number of extra casings, it is better to have only one or two, but plenty of tubes and blowout shoes, inner and outer. This keeps your weight down, but at the same time insures you against being hung up for want of tires. The car should be equipped with oversize plain tread tires and with a tire pump in working order. You also want a tire gauge in your pocket. You should have a set of tire chains for use in any of the outlying irrigated districts where the roads are flooded to keep them in condition.
A spring repair outfit, consisting of a bar of steel with clips to hold it in place, may stand you in good stead if your car has seen much service. These things, with the possible exception of a blanket or robe for each passenger, and some assorted nutritious canned foods, are all that are required for the most strenuous jaunt through the unfrequented wilds, for it is essential that you keep the load down to the lowest possible figure when you expect to travel in sand.
This suggests the idea that a car of light weight constructed of strong, tough material is best suited for this class of work. It should have nine inches or more clearance and the fly-wheel should have greater clearance than the axles. The carburetor and magneto should be protected, both above and below, from the dust and sand which is thrown against the hood and pan by the front wheels. All grease cups should be lined and screwed down often, so that the grease squeezes out of them, for when the bearings are full of grease no dust nor grit can get in. This is also true of the differential transmission and crank case. If the oil is running out of every joint you are sure no sand is going to destroy the gears and bearings. The oil in the crank case should be drawn off and fresh oil substituted every 500 miles of desert driving on account of the dust entering the motor through the carburetor and breather tube.
Now, having the car ready for the grind, we will consider some suggestions touching on the actual work of handling it on desert roads. When you come to the point where your road map tells you that you will encounter several miles of deep, fine sand, you should deflate your tires to fifteen to twenty-five pounds pressure, according to your load and tire size. Four and one-half inch tires should carry twenty-five pounds; five inch twenty pounds, and anything over five inch fifteen pounds, for the reason that the larger the tire the thicker and stiffer the sides, so it is necessary to let out more air to get the width of contact on the face of the tire. This allows the tire to flatten out and hold the car on top of the sand instead of sinking in over the felloes. On a traveled sandy road, always keep in the tracks, but if you get off the road, try to get back on gradually, and do not turn your front wheels sharply, as you cannot make any progress whatever in sand with the front wheels cramped. In soft drift sand or wash gravel, slow down to from four to eight miles per hour, using the low or intermediate gear and maintaining an even, steady, constant torque on the rear wheels to keep the axle from jumping, and using the power sparingly to prevent the wheels from burying themselves. On sandy grades or anywhere you stall, it is a good plan to back up and start again in the tracks you have made, and when you have advanced as far as you can, repeat the operation until you have traversed the difficult area.
If you find you can neither retreat nor advance, do not make the mistake made by all novices and most professional drivers and punish your motor and car by trying to buck through by main strength and awkwardness, but get out and shovel the sand from in front of the wheels, especially the front, and cut some brush and throw in the path of the rear wheels to give them traction, and you will be surprised how easily the car will move out. However, on approaching a questionable place, it saves time and wear and tear on car and nerves to get out and throw the brush in and make a road before attempting to drive through. In starting from a standstill in a difficult position, it is necessary to take care that the car starts gradually, so as not to put a sudden strain on any of the driving parts. This is a very difficult thing to do with a clutch which is severe and engages without, any slippage. A cone or disk clutch is likely to become very severe through dryness and dust. The Apperson contracting band clutch excels for this work, because it never starts the car with a jerk whether flooded with oil or covered with sand, but always moves it off gently and smoothly under all conditions.
Speaking of springs, do not drink from them at all, but especially if there are no animal or bird tracks around them, as this is a sign that the water contains arsenic or some other poisonous ingredient.
When driving on a road with a high center and ruts on each side, it is well to take no chances, but to straddle one of the ruts by putting one wheel on the center and the other on the high ground outside the rut and proceed very slowly in order not to slip back into the road and damage oil reservoir or differential case.
In case of an accident which would make it necessary for one of the party to go for help, do not let him walk on the desert in the heat of the day. He will make better time traveling in the cool of the morning and evening and resting in the middle of the day. Many a man has lost his life attempting a ten-mile walk in a very high temperature. But to be sure to avoid any such necessity, the idea you must carry with you when driving in the desert is that you cannot gain anything by hurrying; that conservative driving always wins over alternate speed and breakdowns, and that the surest and quickest way to arrive at your destination is to keep your car going at a safe, steady gait all the time.
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LOS ANGELES | SAN FRANCISCO | PORTLAND | SEATTLE |
A PERFECT TONNEAU AT LAST!
 Showing Shield Extended in Actual Use |
|
 Shield Folded Away When Not in Use |
AUSTER EXTENDING TONNEAU SHIELD
Affords absolute protection from wind, dust, rain and back draft. Makes an open car comfortable even on the coldest, windiest, dustiest day. Lets you "get the air" without the wind, and enjoy sunshine and light without the dust. When fully extended with the top up. it practically converts an open car into a Closed Car.
Easily fitted to ANY Car; instantly adjustable to ANY position; absolutely rigid where placed. Does not vibrate or rattle. Does not interfere with entrance or exit to car. Folded up OUT OF THE WAY when not needed
The Auster is NO EXPERIMENT. It is the ORIGINAL adjustable extending shield which has achieved popularity in England and Europe for years past. Over 50,000 have been sold in England and France alone. No other collapsible shield for Tonneau CAN be made without infringing our patents.
Put it on your old car now. WHEN BUYING A NEW CAR INSIST on an Auster being part of your equipment. Don't wait, order an Auster TODAY before you forget it.
See Our Exhibit at the Panama-Pacific International Exposition—Rhode Island Section
| Fryer-Auster Company |
11 Pine St., Providence, R. I. |
SOLE OWNERS AND MANUFACTURERS IN U. S. A.
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Factory, Framingham, Mass.
New York Branch and Export Office
1779 Broadway
BOSTON—F. Shirley Boyd, 175 Massachusetts Ave.
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SAN FRANCISCO—Fred Ward & Son. Inc. Cor. First and Howard Sts.