Portland Girls Training as Automobile Mechanics

Nearly one hundred Portland girls and young women, members of the general utility division of the Girls' National Honor Guard, are taking a mechanical course in the Hemphill Automobile Trade School. These girls, ten at a time, slip on the same style and quality of "jumpers" that are worn by the male mechanics and actually take various kinds of automobiles to pieces and put them together again after making repairs. The work is, of course, done under the direction of experienced mechanics, but the girls, following their instruction in the classroom, go ahead and do most of the work without guidance. Each girl has a full set of tools and a set of overalls, and none of them cares a "whoop" how much dirt she gets on her face, how much grease is spattered on her "trousers" or where her hair chances to fall.

If all of the shop mechanics of Portland, or any considerable portion of them, are called off to war, the Honor Guard girls may be called upon to fill their niches. Or in the event any of the girls become nurses on the battlefield they will not only be able to run the automobile ambulance, but will also be able, if needs be, they say, to repair it in an emergency.

To Officially Dedicate the Albert Pike Highway The automobile sociability tour under the auspices of the Colorado Springs Chamber of Commerce to be made in May through the states of Oklahoma, Kansas and possibly Missouri, will be in the nature of an official dedication of the Albert Pike Highway, the newest of routes into the great Southwest. This highway, which taps some of the richest sections of Arkansas and Oklahoma and leads into Colorado via Kansas points, has its northern terminus at Colorado Springs. Its formation came as the result of an agitation for a more direct route from Eastern Oklahoma points to Colorado Springs; and with its 600-mile air-line from the Tulsa oil fields to Pikes Peak it will shorten materially the journey of the hundreds of motorists from Oklahoma and Kansas who visit the Pikes Peak Region each summer season.

Maxwell Covers 742 Miles Under 24 Hours Three round trips from Los Angeles to San Diego, Bakersfield and Santa Barbara respectively, within less than twenty-four hours, was the recent feat of a Maxwell 1917 touring car, driven by Ray McNamara. Incidentally, it took the Chanslor & Lyon trophy cup offered for the best time on the San Diego round-trip. Four passengers and the driver were carried. The San Diego run, 298 miles, was made in 8 hours, 18 minutes; the Bakersfield run, 254 miles, in 8 hours, 8 minutes; and the Santa Barbara run, 190 miles, in 6 hours, 4 minutes. The total 742-mile run took 23 hours, 45 minutes. The run was engineered by the Lord Motor Car Co. of Los Angeles.

A new record of 46.5 miles on a gallon of gasoline has been made by a Maxwell touring car which has been one of a fleet of stage coaches operating in the mountain country of Southern California. Some thirty Maxwell car dealers competed for a trophy cup offered for the best showing, entering stock models. The winning car was driven by Clarence Bradshaw of San Diego, who carried two observers according to the rules. The car that won had a few days before been traded in at the San Diego agency of the Lord Motor Car Co. of Los Angeles.

From Skyland to Island in Less Than Three Hours On the assumption that it was necessary for army officers, who had been using the instruments of the solar observatory on the summit of Mt. Wilson, to communicate with the commander of the Pacific squadron, lying in the harbor at Avalon, Catalina Island, at a time when the radio service was out of commission, aircraft was not available and weather conditions prevented using their heliograph or other signaling devices, an imaginary message was delivered last Tuesday through the medium of automobile and motor boat.

Ralph Hamlin, the Los Angeles Franklin and ScrippsBooth motor car dealer, drove a Franklin touring car from the top of the mountain to Wilmington, a distance of 48.9 miles, in one hour and thirty-five minutes. The first nine miles of the trip were down the famous trail with its numerous turns and steep pitches, and thirty minutes were required to cover this distance. The last two miles were through a fog that almost entirely obscured the view of the road at times.

Five minutes were lost in making the transfer from the automobile to the Fellows 3, the fastest motor boat on the coast. With Joe Fellows at the helm, the five miles in the inner harbor to the San Pedro breakwater were negotiated in fifteen minutes. It is twenty-four miles from the breakwater to Avalon harbor, and this distance was made in exactly one hour, the fastest time ever made between the two points. The total elapsed running time by car and boat from 6,000 feet above sea level to Catalina Island was two hours and fifty-five minutes. The distance is 77.9 miles and this is the quickest it has ever been covered.

Saxon Car Rounding U. S. Boundaries

Starting almost two months ago, a Saxon four roadster has traveled down the Eastern coast of the United States, skirted the tip of Florida, and is now speeding westward along the Gulf shore. It is the National Highway Boundary Blazer, which started from Washington to mark a roadway along the rim of the country as near to the boundary as travel conditions will permit. Southern roads and spring rains have cut down the Saxon's speed but the trail blazers have found no roads impassable to motor The trail-blazing car will travel along the border trails on the banks of the Rio Grande, then along the national boundary line to California and up the Pacific Coast to the Canadian line, finally circling back eastward to the northeastern tip of Maine.

cars.

T

May 1, 1917

Single Copy 10 cents.

The Automobile's Part in National Defense

HE part that the motor truck will play in the scheme of national defense has already been outlined by our military strategists. The experience gained by our observers in the European war will doubtless perfect the plans of the Council of National Defense in this respect and insure the substitution of motor transport for our armies in place of the antiquated animal-drawn equipment.

There seems to be lacking just now, however, any nation-wide plan of using to the best effect in our national defense the 3,000,000 pleasure cars, and their owners, now registered in this country. Isolated instances may be pointed out, however, where far-seeing men in some of the States here in California, for instance-have formed motor reserve corps that can be made, on short notice, effective units of the transportation department of a fairly large-sized army. As an element of defensive warfare, these 3,000,000 cars, designed primarily for pleasuring, could be transformed almost immediately into a most effective transportation corps, capable of carrying large bodies of troops to threatened points even more rapidly than would be possible for railroads to do the same work. But there has been no general organization to this end. It is not yet too late, however. General instructions covering the methods of organizing motor reserve units in the several States, by townships and counties, should be immediately issued from Washington. There are a sufficient number of motorists with military knowledge who could be made available at once as officers of these smaller units. Regular army officers should at the same time be assigned to each State to organize the motorists of the entire State, arrange for county and State rendezvous on emergency calls and make all other arrangements necessary for the proper utilization of private automobiles and their owners in time of national peril.

It is a waste of time to harp upon the fact that this matter should have been attended to long ago. The proper thing to do it to organize a national motor reserve corps now. A message from President Wilson would be effective in bringing hundreds of thousands of motorists and their

cars at appointed rendezvous throughout the country within 12 hours after it was flashed from the nation's capital. In 24 hours a reasonably effective emergency organization would be available. Within two weeks these various nuclei could be so built up and cemented together that a national motor reserve corps would be an actuality. Then would follow a polishing process which would eventually render this vast army of motorists and their automobiles a mighty factor in the national defense, ready for instant service whenever and wherever called upon.

Here on the Pacific Coast, and in California particularly, much preliminary work in the way of enrollment and organization of motorists has already been done. Should an emergency arise whereby it might become necessary to rapidly carry 10,000 troops from Los Angeles to San Francisco, in the event of a possible crippling of the railways. the cars are ready and the highways are ready. Indeed, California is the best exponent of preparedness along these lines that the country can boast of. It behooves the remainder of the country to get in line, and at once.

May Commandeer Automobiles in New York State In New York City, it is stated-and the statement is said to be upon best authority-that within the next week or two the military authorities of the State will probably commandeer for military service most, if not all, of the 200,000 automobiles owned within that State, and that it may also seize the motor boats owned by New Yorkers. The report states that the officers of the New York National Guard are nourishing the hope that they may be the first American troops to reach the firing line in France, and the commandeering of the automobiles of the State is in connection with this plan.

Before me, a notary public, in and for the State and county aforesaid, personally appeared George M. Schell, who, having been duly sworn according to law, deposes and says that he is the editor and business manager, of the MOTOR WEST and that the following is, to the best of his knowledge and belief, a true statement of the ownership, man agement (and if a daily paper, the circulation), etc., of the aforesaid publication for the date shown in the above caption, required by the Act of August 24, 1912, embodied in section 443, Postal Laws and Regulations, printed on the reverse of this form, to wit:

1. That the names and addresses of the publisher, editor, managing editor, and business managers are: Post Office Address

Name of

Publisher, Geo. M. Schell..

Editor, same

Managing Editor, same. Business Manager, same

Venice, Calif.

Same ....Same ..Same

2. That the owners are: (Give names and addresses of individual owners, or, if a corporation, give its name and the names and addresses of stockholders owning or holding 1 per cent or more of the total amount of stock.)

Geo. M. Schell F. Ed Spooner

Venice, Calif. Detroit, Mich

3. That the known bondholders, mortgagees, and other security holders owning or holding 1 per cent or more of total amount of bonds, mortgages, or other securities are: (If there are none, so state.) None. 4. That the two paragraphs next above, giving the names of the owners, stockholders, and security holders, if any, contain not only the list of stockholders and security holders as they appear upon the books of the company but also, in cases where the stockholder or security holder appears upon the books of the company as trustee or in any other fiduciary relation, the name of the person ог corporation for whom such trustee is acting, is given; also the said two paragraphs contain statements embracing affiant's full knowledge and belief as to the circumstances and conditions under which stockholders and security holders who do not appear upon the books of the company as trustees, hold stock and securities in a capacity other than that of a bona fide owner; and this affiant has no reason to believe that any other person, association, or corporation has any interest direct or indirect in the said stock, bonds, or other securities than as so stated by him.

5. That the average number of copies of each issue of this publication sold or distributed through the mails or otherwise, to paid sub scribers during the six months preceding the date shown above is (This information is required from daily publications only). GEO. M. SCHELL. Sworn and subscribed before me this 31st day of March, 1917. GOTTLIEB ECKAARD.

My Commission expires Nov. 14, 1918.

M. & A. M. Votes to Co-operate With Government Matters of unusual importance to the 266 members of the Motor and Accessory Manufacturers were under discussion at the three days' meeting of the Executive Committee. Board of Directors and Credit Committee held recently at M. & A. M. headquarters in New York.

Matters regarding the present international crisis were discussed, and it was the desire of the Board of Directors that this country should not duplicate the mistakes of the allies in its truck service at the front, such as incomplete supplies of parts. A committee composed of C. W. Stiger, Christian Girl, W. O. Rutherford and James H. Foster was appointed with the result that a telegram was dispatched to Howard E. Coffin of the Council of National Defense at Washington, notifying him that this committee had been appointed to "mobilize the resources, both materials and men, of the members of the M. & A. M. for the purpose of co-operating with the Government in all its needs." The committee brought out the fact that members of the M. & A. M. can be of great service to the Government since its members are supplying the component parts of every motor car, motor truck, airplane, motorcycle, motor boat and tractor made in the United States.

The recently formed Motors Transport Committee, a subsidiary of the Council of National Defense, invited the M. & A. M. to become a member and President C. W. Stiger appointed E. H. Broadwell, vice-president of the Fisk Rubber Co. to represent the M. & A. M. on this committee.

For the first time in the history of the M. & A. M. there will be held a mid-season meeting at Atlantic City, September 12, 13 and 14. The annual meeting in January will be continued. The purpose of this mid-season meeting is to bring the members of the M. & A. M. together to discuss ways and means to enlarge the association.

More Money to Improve Old Spanish Trail in Arizona. Director Eddy, of the Arizona section of the "Old Spanish Trail" Association, writes "Motor West" as follows: "It gives me great pleasure to be able to report the following legislation, that means extensive improvements on the Old Spanish Trail in Arizona: Appropriations of $50,000 for extension and improvement of the Florence bridge, between Tucson and Phoenix; $22,000 for the Agua Fria bridge, and $50,000 for the Antelope bridge, both between Phoenix and Yuma. The Arizona Legislature at this session has also doubled the State Highway appropriation, and this means double the work to be done on all State highways, and the Old Spanish Trail follows the line of the State Highway through this State."

Tioga Pass Road Vital to Nation

California will be the first state to construct a system of military highways. The state council of defense has put every road measure, where the highway in question is of military value, before the Legislature, to determine which will be built at once and which should wait. The Legislature shall make immediate appropriations for the roads approved by the council and work shall start forthwith.

One of the roads in which California and the military authorities are particularly interested is the Tioga Pass road, crossing the high Sierras between Groveland and Mono Lake. The federal government has appropriated $100,000 for this road and a bill has been introduced in

the state Legislature, asking for $100,000 to complete the road. How urgent the construction of this road is, was seen in the recent message of W. G. Scott, executive director of the California National Highway Defense Association, at Washington, to the state assembly committee on roads and highways:

"We join the members of the California Legislature in their effort to appropriate $100,000 for the Tioga Pass road. We believe this road is of vital importance to both state and nation as a military necessity and it is so pronounced by ablest military strategists. It is the only feasible route for general purposes of army transportation over the Sierras between Lake Tahoe and Tehachapi, is the shortest transcontinental highway between Washington and San Francisco, and the only lateral between the northern San Joaquin Valley and the California National Defense Highway."

The Tioga Pass road is the old Oak Flat road of historic fame. At its western end it connects with the StocktonSonora state highway, runs for 36 miles over the Tuolumne meadows, where it connects San Francisco with the Hetchy Hetchy water project, crosses Yosemite National Park for 40 miles, and makes its eastern terminus at the TahoeMojave state highway; now building within three miles of Mono Lake in Mono County.

Arizona Legislature Behind Good Roads.

The strength of the good roads movement in Arizona is shown by the attention devoted to highway building and maintenance, motor vehicle traffic, etc., by the State Legislature when in session. One of the most important laws pending would provide an annual fund of about $500,000 for good roads. The State would expend 25 per cent and the counties 75 per cent. The bill would raise this amount each year by a special good roads tax of 10 cents on each $100 assessed valuation. In addition to this bill there are many road and bridge bills calling for $200,000 for bridges on the State highways. A wide tire bill would prohibit any tires less than two inches in width on vehicles other than rubber-tired vehicles.

Salt Lake City to Cut Speed Limit

Under the new Utah state law which does not recognize the phrase "reasonable speed limits," and permits municipalities to fix their own speed laws, Salt Lake City, Utah, has under consideration a revised traffic ordinance. Under the reasonable speed" ordinances, motorists who drove faster than 25 miles per hour while traversing the congested district have been arrested and fined in court. In the hands of the city attorney, the new ordinance would cut the margin of grace to 20 miles per hour, a limit of 8 miles when crossing intersection, 15 miles in the congested areas and in turning corners, 12 miles per hour.

Sierra Roads in Good Condition

Touring routes through the Sierra Nevada Mountains will be open to automobile travel by about May 20 or June 1, according to the report of state road engineer H. H. Blee, who has completed an investigation of the California mountain roads and passes. None of the bridges have been put out of commission by heavy snows and ice, nor have slides broken up the roads. The routes covered in the survey are of paramount military importance, as they are included in the National Defense Highway plan.

Commerce

HARVEY TRACTOR ATTACHED TO ICE WAGON.

Over 400 Motor Bus Lines in California Los Angeles is the headquarters of one of the two largest motor bus companies in California and is terminus for another, according to a recent statement given out by the State Railroad Commission of California. The statement shows the results of an investigation of the jitney bus industry conducted throughout the state, in the interest of enforcing the law placing this form of transportation under jurisdiction of the Commission.

Nearly 400 passenger motor bus lines and thirty freight auto-stage companies have filed tariffs required by law with the Commission. It is shown that jitneys are operating in every section of California and that the use of public automobiles ranges from the individual operator with one small machine to the corporation with half a hundred expensive cars, each holding from 20 to 40

persons.

It is well within the facts to say that jitney transportation exists between all points in California where highways are

at all passable. Passenger rates are governed by the character of the country, the road conditions, the population, the competition of other transportation, and the class of travelers. In level sections and in competition with electric and steam roads, fares are as low as 221⁄2 cents a mile and seldom are over 4 cents a mile. In mountainous sections, where there is little or no competition and roads are poor, fares range from 8 to 15 cents a mile.

The State Railroad Commission has no jurisdiction over auto stages operating wholly within municipalities. Its jurisdiction is over all automobile passenger or freight carriers operating inside the state as common freight or passenger carriers, on regular schedules, on regular routes over public highways, between fixed points and not operating solely within municipal limits.

Harvey Light Tractor Device

The Harvey Tractor is an attachment for converting any Ford car into a practical economical tractor, without the slightest injury to the car itself. By means of an enormous gear reduction, the power of the car is multiplied many times and when in operation for heavy pulling there is no more strain on the engine than that ordinarily required for pleasure purposes. The feature in connection with this device is its general utility. Its short turning radius makes it practicable for orchard work-reaching the corners and short turns as easily as would be possible with one or two horses. The drive is through internal gear. roller bearings and all gears machined and running in oil. All wearing parts are enclosed, affording protection from dirt. By the demountable wheels the change can be made from rubber to steel tires in a few minutes' time. The Harvey Tractor can do the work of from four to six ordinary horses and is manufactured by W. T. Garratt & Co.. 299 Fremont St., San Francisco.

Τ

For Entire Outfit

HE A. A. Haskins Dolomite Co., of San Francisco. which owns the largest mine of pure dolomite in the United States, aggregating over 3,000,000 tons, is using a White Good Roads truck and a 5-ton trailer to haul 40 tons of dolomite every 24 hours from the mine to the nearest railroad siding, a distance of 101⁄2 miles. Exhaustive experiments made by this company prove that the truck and trailer is the only practical outfit that enables the mine owners to transport this quantity of mineral at the lowest possible cost.

Steel mills making steel by the open-hearth process, use dolomite as a flux. It is also calcined to make lime and plaster. The gas, a by-product, is used for charging soda water and other carbonated drinks. The residue, after being hydrated, makes an everlasting lime for making plaster ornaments, stucco work, etc.

The road from the mine to the railroad is one of the worst for hauling to be found in any part of the country. It is full of chuck holes and eight miles of very crooked mountain road is covered with a fine dust six to eight inches deep. There are steep, sharp turns, with grades from 8 to 10 per cent and 11⁄2 miles long, making the task of hauling a very difficult one.

A

Before purchasing the Good Roads truck and trailer, the company experimented with mules and horses for hauling. One animal could deliver to the railroad one ton of dolomite every 24 hours. In order to deliver a minimum amount of 40 tons, to fill a freight car, it was necessary to use five teams of eight horses each, necessitating five drivers and the regular stable help. The cost of this method was prohibitive and was soon abandoned. rubber-tired truck was then purchased, but the roads were so rough that the trucks could not operate efficiently. With Eastern steel and paper mills, builders' supply companies, plaster and chinaware concerns wiring for longterm contracts and quantity shipments of dolomite, the company was at a loss to solve the problem of getting the mineral to the railroad until they purchased a White Good Roads truck and trailer. Now it can satisfactorily meet the market demands, the new equipment being able

to make four trips in 24 hours from the mine to the railroad and deliver 40 tons of material. The drivers are not permitted to drive the truck over five miles an hour, tonnage and dependability being more essential than speed. The cost of delivering 40 tons of dolomite with the truck and trailer is $28.71, while with horses and wagons the same tonnage incurred an expense of $58.21, resulting in a net daily saving to the owners of $29.50. The truck paid for itself in the first seven months in service.

There are two shifts of drivers and the truck uses 44 gallons of gasoline and four gallons of oil to haul 40 tons, registering a total mileage of 84 miles. In the day-time 12 gallons of gasoline are consumed and at night 10 gallons for the round trip. The summer days are extremely hot and the nights cool.

The mine is located in San Benito County and the truck and trailer are loaded direct from a chute, into which the dolomite is dropped. Only three minutes is required for this operation. To reach the chute there is a grade of 10 per cent, with 12 inches of dust covering the road. The truck pulls the trailer up this grade and a sharp turn, with a 40 per cent curve, is negotiated in order to get under the chute. A steep drop from the chute necessitates lowgear work to get onto the road.

There are no brakes on the trailer, and thus the responsibility of holding the 10-ton load on any part of the grades between the mine and the railroad falls on the truck.