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About The Sunday Oregonian. (Portland, Ore.) 1881-current | View Entire Issue (June 25, 1922)
THE SUNDAY . OREGONIAX, PORTLAND, JUNE 25, 1922 TRANSPORTATION OF GASOLINE AND OIL TO PORTLAND DISTRICT SEES EFFICIENCY - BROUGHT TO HIGH DEGREE. . PORTLANDER WITH NASH CAR MAKES FAST TIME IN RUN FROM SPOKANE. USED IN ISi Data Cover New York to San Francisco. Tough Intestinal Skin Is to Form Part of Flier. OREGON ROADS ARE GOOD TREATMENT IS DELICATE Motorists Branching Off to Come Goodyear Concern Handling Products of Packing: Compan ies for Government. to Xorthwest Will Find Stretches Pleasing. LHIIAY CONDITIONS Gil WOO SIEEOS T" " '''"w"iJ'"''f 1 1'" inws uiii"iiiiiiiiiisiiir'iy!ii.My CHICAGO, June 24. The follow ing report of the Lincoln Highway association gives a complete picture of the present condition of the Lin coln highway from New York to San Francisco. The data are pro vided by telegraph to headquarters by the consuls of the association from along the route, and are the latest and most authenti possible to secure: Division 1 New York city to Philadel phia Pa., 86 miles; Weehawken Ferry to Princeton, 52 miles, excellent; Princeton to LawrenceviUe, 6 miles, poor, wornout macadam; Lawwncevllle to Trenton. miles, excellent; Trenton to Philadelphia. 82 miles, excellent. One detour (3.0 miles), excellent and well-marked Eliza beth, N. J, west Division 2 Philadelphia to Chambers burg Pa., 142 miles, perfect road. One short, well-marked, detour at Down ington. - i Division 8 Chambersburg, Pa., to Greensburs, Pa., 122 miles, pertect road, no detours. Be careful of speed in com- nivUlnn 4 rfSreensbure. Pa., to East Liverpool, O., 82 miles. Greensburg to Pittsburg, SO miles, excellent. Pittsburg to East Liverpool, O., 52 miles, caution; 4nnw- nf Pittsbure Automobile club. 16 Wood street, as to most advisable route west, i.e. via Beaver north ol tne umo river or via Clinton, south of the river; dirt sections of both routes reported to be In bad ehape, may be necessary to go ia Beaver Falls to East Palestine, Salem and Alliance, to Canton. Latter route much longer but paved. ntv!.in' fiiast Liverpool. O.. to ... s iib miiM, v.aat Liverpool to Canton, S2 miles, excellent. Canton to Ashland, 61 miles, excellent. Ashland to Mansfield detour north of Lincoln way via Ollvesburg over good brick and poor old macadam 20 miles. Division 6 Mansfield, .. to Van Wert, n in miles Detour Mansfield to Bu- cyrus via Gallon, 25 miles, good; Bucyrus to Osceola, 7 miles, excellent; Osceola to Van Wert, 79 miles, passable but very rough in places (old macadam). Division 7 Van Wert. O., to South Bend, lnd., 116 miles; Van Wert, O., to Pnrt Wavne. Ind.. 35 miles, excellent; Fort Wayne to Lrgonier, 38 miles, mostly fair to good. One short stretch north of Churubusco very bad depending upon weather; Ligonier to South Bend, 43 miles, excellent. Division 8 South Bend, Ind., to Chi cago Heights. 111., 83 miles; South Bend to New Carlisle, 14 miles, excellent pav ing; New Carlisle to LaPorte, 13 miles, very rough Cold macadam); LaPorte to Deep River, 32 miles, good macadaan; Deep River to Chicago Heights, concrete. Division 9 Chicago Heights, 111., to Clinton, Iowa, 166 milea,. all excellent 18 foot concrete paving with exception two short stretches good gravel totaling about 1U miles between Chicago Heights and Aurora. Division 10 Clinton, Iowa, to Marshall town, Iowa, 104 miles; Clinton to DeWitt, 20 miles, good concrete paving; DeWitt to Lowden, 21 miles to detour; Lincoln way under . construction, new pavement going in; detour likely to be bad; Low den to Cedar Rapids, 46 miles, fair con dition, road being dragged; Cedar Rap Ids to Marshalltown, 75 miles, good. Division 11 Marshalltown, Iowa, to Dennison, Iowa, 142 miles; 82.8 miles of well-drained and graded gravel, 5.5 miles of paving in Green county; rest-of road dirt; reported In good condition; no detours. Division -12 Dennison, Iowa, to Council Bluffs, Iowa, 76 milea. Dirt road in good condition, .'depending upon weather, no detours. Going east from Grand Junction, keep Btralght east on south aide of rail way to Ogden. Division 13 Omaha, Neb., to Kearney, Neb., 204 miles; hard-surfaced west to alley, 24 miles; detour Valley to Fre mont, 15 miles, over good marked road; Fremont to Kearney, good when dry. Division 14 Kearney, Neb., to Sidney, Neb., 226 miles. Entire section reported cottd; Gothenburg to North Platte,35 miles, will be graveled shortly, travel being de toured south of the Platte river to North Platte over fair road, well marked; North Platte to Ogalialla excellent; Ogallalla to Sidney, fair. Division 15 Sidney, Neb., to Laramie, Wyo., 157 miles. Excellent road all the way with exception of short, rough sec tion near Hillsdale, 20 miles east of Cheyenne. Division 16 Laramie, Wyo., to Rock Springs, Wyo., 238 miles: Laramie to Medicine Bow, 60 miles, fine; Medicine Bow to Rawlins, excellent with short rough stretch near Walcott: Rawlins to 'Rock Springs, fair except rough east of Thayer Junction. Division 17 Rock Springs, Wyo.. to Echo, Utah, 150 miles; Rock Springs to Green River, 15 miles, excellent; gener ally good to Lvman, 62 miles; Lyman to Evanston, 41 miles, muddy and bad but cars going through; Evanston to Echo, good. Division 18 Echo, Utah, to Gold Hill, Utah. 195 miles: Echo to Salt Lake City. Mi miles, excellent; Salt Lake City to Tooele, 40 miles, excellent; Tooele to Bush's Ranch, 19 miles, excellent; Fisher l ass between Bush's Ranch and Orr's Kancu, 17 miles, in fair shape. Inquire of J. H. Waters, Newhouse hotel. Salt Lake City, regarding conditions on desert. Goodyear cutoff reported passable but very rough to Black Point; Black Point to Gold Hill, 12 miles, fair; weather materially affects conditions. Division 19 Gold Hill, Utah, to Eu reka, nev., 194 miles; Gold Hill to Ely, lur; bneilburne Pass open; Ely to Eureka, fair, with several rough stretches on flats. Division 20 Eureka, Nev.. to Fallon. Nev., 191 miles. Flats east and west of Austin badly rutted; balance fairly good Division 21 Fallon, Nev.. to Placer. vllle. Cat, via Reno and Carson City, 183 miles The Lincoln highway branch from gallon direct to Carson City via Lahon tan dam is in bad condition and is not recommended, g allon to Reno, 67 mil lair to good;- new construction under way Leetesvllle to Hazen, 8 miles, no detour; Reno to Carson City. 30 miles. concrete; Carson City to Placerville over Summit now open to travel. Division 22 Placerville, Cal, to Oak land ana Ban ranclsco, 186 miles, all paved. Division 23 Reno, Nev.,' to Sacramento Cal.. 146 miles. l nis road over the Summit is now open. Auburn to Sacramento paved. For the benefit of motorists com ins to Portland or going eastward from this city, it may be stated that the Oregon trail, which is the con necting link from the Lincoln high way to Oregon, is now in good shape and motorists branching off the Lincoln highway to come to the Pa cific northwest will find general road conditions as good or better than is the extension of the Lincoln Highway to California. The Oregon trail route branches off the Lincoln highway at Salt Lake City and comes in a general northwestern direction through ogden. Twin Falls, Boise, Ontario Or., Baker and La Grande to Pen dleton, where it joins the Columbia river highway. Road conditions through northern Utah and south western Idaho are reported as fair, most of the road being dirt road in good condition. From Ontario, Or., the Oregon trail is in good shape all the way to Pendleton except across the summit of the Blue mountains from La Grande to Pen dleton. Some rough road will be encountered here, but all will be found easily passable. From Pen. dleton to Portland the Columbia river highway is in wonderful shape the entire 234 njiles, either macadam or pavement all the way, except for a short detour of less than a mile at Rowena, near The Dalles. OS I 4"i Above One of hu Standard Oil company tankers discharging its cargo at Linnton. Note the hose which Is lowered into the tank compartments. Pumps on the mainland provide the power by which the gasoline - or oil is pumped from the hold of the ship over a mile to the company's big reservoirs. Below View along the top of the oil company dock, with the oil tanker alongside, showing the maze of pipes used to ' handle gasoline, kerosene, fuel oil and the various grades of lubricating oils. AKRON, O., Jung 24. Close to 2.000.000 cattle will contribute to the making of the ZR-l, the huge airship now being built by the United States navy. A cow may not fly over the moon, except in a fairy story, but cattle from 1000 hills may take quite a venture into the air when the big ship is ready for launching. The part that they take In the construction of the most modern form of transportation through fur nishing "gold beater skin" for the airship forms a new chapter in the romance of industry. While the metal frame work for the ZR-l is being manufactured at the naval aircraft factory and as sembled at the hangar at Lakehurst, N. J., the gas bags or cells are being made at the aeronautical shops of the Goodyear Tire & Rubber com pany at Akron. Where in an ordinary non-rigid dirigible the car with its engines and propellers is suspended, by cables from the sturdily built rubber-impregnated gas bag or en velope Itself, this is not the case in the rigid ZR-l. Here the cars are suspended from the metal frame work, which . contain the gas bags. Consequently the gas bags are made of much lighter material due to the fact that they are so surrounded by framework and netting and do not carry any of the load. Steer Intestines to Be Used. One other difference is that in the big rigid airships the cigar-shaped structure is built In compartments. 19 in number, each one the shape of a slice of let's say bologna each "slice being about 30 feet wide and with a diameter of 80 feet. These compartments or gas cells are made of the lightest fabric, ce mented and covered with "gold beater skin," then varnished. Now "gold beater skin" is noth ing more or less than a small tough section of the intestine of a steer. It got its name from the middle ages when goldsmiths discovered that by putting gold between two strips of this skin, they could hammer it for JoMA'3 His Car ' bi Frederick Rurcell No. 12. Profiting by Trouble. Smith's recent trouble with his clutch led to some very important discoveries. Like all new car own ers, he was Inclined to consider every little ailment of the car as something serious in itself, whereas the little things that go wrong about a car. are invariably merely warnings. For example, he became so in terested in the mechanism under the floor boards that I found him sev eral days later refilling the large grease cup which lubricates tne clutch shift bearing. There's the point. I said, mo tioning to the particular grease cup. It it wasn't for the trouble you naa with the clutch on the roaa, tne chances are you would have forgot ten to grease this bearing. Smith seemed to aouDt mat neglecting to grease this part would occasion any serious breakdown. Xr" I admitted. 'Failure to grease a part like this would hardly tie you up on the roaa suaaeniy, De cause the ungreased part would first of all start squeaking. But that is the last warning. If you do not heed it you are in for real trouble." That reminds me," Smith said. I have been hearing a squeaking noise all day. Seemed to come from the rear of the car." "Sounds are deceiving," I saia. But it looks as if one of the uni versal joints needs grease." How can . J'OU teil wnicn one: Smith asked. I told him that this, too, was a matter of one's head. If the squeak ing is constant, the chances are tne rear universal needs greasing: but if the squeaking .'is intermittent then the front one is dry. The rea son for this is that the front uni versal gets most of the up and down motion as the rear of the car covers the uneven surface of the road. Some cars of Hotchkiss drive, with short wheelbase, ana tnose in which a tube or rods take the drive and torque, only have a universal joint at the front of ,the propeller shaft. ... , Smith looked at me as it i naa been talking Greek. He finally ad mitted that he did not know what the universals were for. 'That proves that you are profit ing by the trouble you had last week," I retorted. "To understana the function of the universal joints it is necessary only to picture what would happen if the power from the engine were transmitted to the rear axle by a rigid propeller shaft. When the car would strike a hole in the road the shaft would break. Since the engine and the trans mission o. cars are bolted rigidly to the front of the frame and as the rear axle follows the uneven surface of the road, the propeller shaft must be joined to the transmission shaft by a Joint which will allow free movement of the propeller shaft while the power is being trans mitted. And in cars of long wheeH base anotner joint Is placed just in front of the pinion gear. In metal joints the principle of flexibility is similar to that of two links of an ordinary chain. Some makes of cars are now equipped with fabric universals, which are nothing more than heavy fabric disks to which the ends of the transmission and propeller shafts are bolted. The strain is taken up by the bending of the fabric. This type is very simple, and, of course, requires no lubrication." Smith seemed to understand all this. "In other words, universal joints are a means of transmitting power around corners," he said. "That is the rough idea of it," 1 replied. "It is a long way from the transmission to the rear axle, so when the car flies up or sinks down in a ditch, power has to be trans mitted in anything but a straight line." Smith had been filling his grease gun while we talked. When he leaned over to grease the front uni versal I called his attention to the battery. ' "See this." I said, pointing to a little corrosion which was forming on the posts of the battery to which the positive and negative wires were attached. Smith started to clean off the posts with a rag. "This is Just another evidence." 1 went on, "to prove that a little trouble now and. then will lead to your discovering the beginning of other trouble in time to check it. If this corrosion is allowed to col lect it will eat away the posts and connections; then your motor will stop dead some day for lack of spark. To prevent this happening it is only necessary to clean the connections and then keep them covered with a thin film of vase line." "See anything else wrong?" Smith asked. "Not just now," I said. "But. the next time you have a little trouble just consider it a warning to nip some real trouble in the bud. This plan will save you many a . dollar." Next Sunday "The Knack of Cleaning." QHEGON CAVES OPENED GRANTS PASS PLANNING BIG CELEBRATION TOMORROW. Government, State and County Unite to Provide Road to Little-Known Scenic. Wonder. Tomorrow will be a red letter day in the highway history of southern Oregon, for it will mark the offi cial opening of the new road to the Marble caves of Oregon. A cele bration signaling the opening of the new road has been planned under the auspices of the Grants Pass chamber of commerce and aU Ore gon has been asked to participate. For several years the Grants Pass chamber, assisted by the Portland Chamber of Commerce, the Oregon state chamber of commerce and other associations and individuals, has been working strenuously for a road to open up this extraordinary and comparatively unknown natural wonder. More than a year ago an appropriation was made by the gov ernment in connection with the forest road programme, and the state and Josephine county took sim ilar action. As a result work was begun and only recently the road was completed into the region of the caves. As the Oregon marble caves, ,or the Josephine caves as they are better known, may well be considered a scenic attraction be longing to the entire state, the cele bration "Monday to mark the opening of the road is considered of state wide significance. ' In January of this year the gov ernment at a cost of $130,000 com pleted approximately ten miles of graded road through the Siskiyou national forest to the entrance of the caves. This road is a wonderful piece of engineering, according to those who have gone over it, climb ing along the mountainside, and built most of the way out of solid rock. The maximum grade is 7 per cent. To link up this forest road with the stage highway system the state of Oregon and Josephine coun ty have been at work constructing a link from the Grants Pass-Crescent City highway. The new work at last opens up the caves to motor ists via Grants Pass. To the caves from the Josephine county metropo lis is about 52 miles and the trip is said to take about three hours. A camp has been established at the caves and facilities are provided for visiting the several lakes and other beauty spots in this neighbor hood. With the opening of the new road it is expected this section will become one of the most important recreation points in southern Oregon. Charles Z. Edleson of the Untied Manufacturing; company of this city and Nash car, In which lie recently . " made run from the Falls city in 14Vfe hours' driving time. Good roads are gradually closing in, the gaps which formerly existed between northwest points before the construction of the thousands of miles of hard-surfaced pavements which are now linking the northwest cities. The completion of the Columbia River highway has brought Spokane to within a few hours' drivo of Portland, and what used to be a bard two days' trip is now made in daylight between suns. When Ray McNamara, the stunt driver, a few years ago drove his cut-down speed car between Portland and Spokane in 15 hours and 30 minutes it was herald-ed as a record which would stand for years to come. And it did stand until more pavement was laid and the rough spots Ironed out. Now comes Mr. Average Driver and makes the trip in 14, and without pushing his car to the limit, either. This time was made last week by Charles Z. Edle son of the United Manufacturing company, 971 Sandy boulevard, in his Nash Six. The condition of the roads and the ease with which the Nash was handled is indicated by Edleson's statement to S. V. W. Peters of the Portland Motor Car company, the Nash distributors, that "after I arrived in Portland I was able to start out on a drive for pleasure without the least sense of fatigue." He started away from Spokane in the early morning, arriving in Portland at 7:30 o'clock. The Palouse highway was taken to Colfax. wHere the Central ferry was taken across the Snake river. Several detours were encountered which lengthened the distance traveled to 4&0 miles. days, making the finest gold leaf, without ever tearing the skin. Its great strength, along w'th its lightness of texture and the further fact that. it. permits less diffusion of gas than any other known sub stance, recommended it for balloon work. This was tried out in Eng land before and during the war and proved successful. he ZR-l is the first American airship to be constructed, using the gold beater skin. It is a companion ship to the English-built ZR-2 that went down in the Humber river, near the city of Hull, a year and. a half ago. The great packing houses-, of Chi cago, Kansas City and of South America set aside for the ZR-l all the "gold beater skin" segment of the intestines of all the cattle killed, and send them salted in brine to the Goodyear aeronautical work shop at Akron. Skins Carefully Handled. Here they are washed and care fully inspected and then held In a glycerine, solution until they are ready to be cemented to the balloon fabric Several hundred girls, work ing in three shifts, place the gold beater skin in position, each one I how much patronage could be ex overlapping the next by an inch and pected from its members and how a quarter. As the skins are only 15 to 30 inches long by 6 or 8 in width, the task requires a great deal of painstaking work. All dust is excluded from the room where the work Is done, widows be ing hermetically sealed, and ven tilation being secured by artificial means, all the air entering the room being carefully filtered so that no particle of dust may work its way betweeh the fabric and the gold beater skin. All visitors to the department en ter an ante-room first, where they put on cloth sandals over their shoes. Every possible precaution is be ing taken to render the ship as safe as it is humanly possible to make it. ilie ZR-l is expected to do com pleted next spring. ' Air Freight Service Probable. NEW YORK, June 24. An air freight service between New York and Chicago is now a probability. The United States war department has requested the Merchants' Asso ciation of New York to ascertain and make trouble the project is regarded by -the busi ness interests of New York general ly. Members of the association who feel that they could use a New York Chicago air freight service, at rates of from Jl to (2 a pounds have been asked to communicate with the sec retary of the Merchants association so that the information requested may be forwarded as soon as possible. Brain the Vacuum Tank. At the bottom of vacuum tanks which are now used on so many cars to secure proper fuel feed, there is located a drain cock. Many owners seem to think this is some sort of an ornament, but it should be opened at intervals, once a week or so. Gener ally a little water and possibly some rust will flow out before gaso line begins to come. In many cases It will be necessary to insert a bit of wire to clean out the drain cock of an accumulation of foreign mat ter. If this latter is permitted to remain long enough it will work its way back into the carburetor T H IS I S A STUDEBAKER YEAR State Has $8,000,000 for Roads. The state of Tennessee has in augurated a new federal aid road building- Drogramme involving the "expenditure of $8,000,000, for 281 miles of road in 20 counties. While this programme is being carried out a campaign is under way to increase the state highway fund by means of a gasoline tax and a bond issue. This movement has the support of the automobile clubs of the state and the Tennesseeood Roads asso ciation. The highway department of the state recently let contracts for 138.86 miles of bituminous macadam roads in the vicinity of Altamont. Ashland City, Elizabeth, Erwin, Greenville, Huntington, Kingston and Dandridge. the cost of which will be $4,884,500. Don't fail to have a lighted tail light at night. "TOPS 'EM ALL" GENEtheTOPMAN My prices so cheap you cheat yourself if you dont have that top re-covered or repaired NOW. Just think tops re-covered for $12.50 to $45.00 OREGON AUTO TOP CO. 14th and Couch Sts. Stops Spring Squeaks. Stops Body Squeaks. Loosens rust-frozen bolts and nuts. my. m graphite penetrating oil "Kmumiim,. naaiiM " """ ... M.hh. mm ,, UK.!'' c"ICACO.IUJItOI. At your Dealer. Alemite Lubricator Co. 10th and Oak Sts. No car ha be ttCT refinements or more complete equipment. The Big-Six has large, artistic head lights with improved deflecting and diffusing lenses; cowl park ing lights; courtesy light, illu minating left side; tonneau light with 10-foot extension cord; built-in thief-proof Yale trans mission lock, ignition lock and . lock on tool compartment in left front door, all operated with the same key; gypsy-type top with large bevel French plate glass window in rear; curtains opening with doors; improved one-piece; dear-vision wind shield; windshield wiper; 3)4' carpet-covered foot rest in ton neau; electrically lighted, wal-nut-fmished instrument board; , ventilator in cowl; jeweled 8-day dock: double tire carrier at rear with one extra rim ; outside and inside door handles; shock absorbers. If Studebaker built nothing bat the Big-Six, you would never be able to buy one of these extraordinary cars for $1785 at the factory. The expense of manufacturing and marketing Studebaker cars is shared by three distinct models, the Light Six, the Special-Six and the Big-Six. That means one executive manage ment, one manufacturing organiza tion, one purchasing unit and one selling cost instead of three separate organizations. Consider the Big-Six as an investment how much you get for your money, plus the amount you actually save. We know of no car, even at twice its price, that will give you greater satis faction in the matters of endurance, appearance, comfort, serviceability and the refinements. In everything that goes to make up your appreci ation of a car, the Big-Six ranks with the finest built. But it distinctly does not rank with them in price! The theory that high prices necessa rily mean fine cars is fallacious, simply because prices are not based upon intrinsic values but upon production costs of individual makers, which vary widely according to their ability and manufacturing facilities. Obviously, high costs of production, inevitably arising from incompetence or inadequate manufacturing facili ties, mean not only high prices but actually inferior cars. The materials and workmanship in Studebaker Cars measure up to the highest standards known to the auto mobile industry. With $70,000,000 of actual net assets, including $36,000,000 of plant facil ities, and seventy years' manufactur ing experience, Studebaker stands unsurpassed in ability and resources to manufacturcewnomeaftand give the greatest intrinsic value possible for a t given price. The Studebaker Corporation of America Studebaker Building, Tenth and Glisan Sts., Retail Salesroom Service Department Biq-Q)ix- 51765 J r. O FACTO Mf SEVEN-PASSENGER 60 HORSE POWER' 126-INCH WHEEL BASE CORD TIRES STANDARD EQUIPMENT Chassis $1500 Touring $178$ . SfieedtUr (4-Pataengtr) SI9SS Coupe (4-Passmger) $2500 StJm$27M AU Prices f. e, b. Factory