Motoring Magazine and Motor Life

Front matter

1913

1915

February 1915

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San Francisco, Cal., July, 1915

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Views of the Panama-Pacific Exposition

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Which is the World's Greatest Fair

Beautiful Statuary to he Seen at the Panama-Pacific Exposition

Detail of the Fountain of the Earth in Court of Abundance—Robert I. Aitken.

Detail of Fountain of the Earth, showing figures "Faith", "Sorrow" and Sleep."

Kill A Liability, Create An Asset

Use of Convict Labor Will Complete Our State Highway System and Unlock A Treasure House of Scenic Beauty

A family secret is out. Jack Neylan, of the Board of Control, let it out. He says that "Stern has gone nuts on convict labor." This classic phrase carries good news to automobiledom.

Commissioner C. F. Stern, of the California Highway Commission, has a bill before the Legislature to allow convicts to build State roads, more especially mountain roads. He believes that this is good business and sound statesmanship. He wants everybody to think as he does about the matter. Stern is contagious, and if you stop to listen to him you catch his enthusiasm.

As we are firm believers in this doctrine, and are willing to see all automobile owners "go nuts on convict labor" in road building, we print the essential paragraphs of Assembly Bill No. 547:

Extracts from Assembly Bill No. 547.

Section 1. The department of engineering of the State of California may employ, or cause to be employed, convicts confined in the State prisons in the construction, improvement and maintenance of the State highway system, provided for in the "State Highways Act," approved March 22, 1909, and in the construction, improvement and maintenance of any other State roads in California.

Section 5. The State Board of Prison Directors is hereby empowered and directed to adopt a special rule applicable solely to convicts employed as herein authorized and contemplated, whereby convicts so employed shall be granted additional good time allowance conditioned upon their loyal, obedient and efficient co-operation with the State, but such additional good time allowance shall not exceed one day for each two calendar days that the convict is absent from the prison.

Section 7. This act is hereby declared to be an urgency measure within the meaning of section 1, article IV of the Constitution, and is deemed necessary for the immediate preservation of the public peace, health and safety.

The following is a statement of the facts constituting such necessity: It is necessary for the earlier completion of the State highways now in course of construction, more particularly of those portions thereof which will render accessible the isolated sections of the State, for permitting the department of engineering to materially reduce the cost of the improvement of the same by the use of a class of labor which will not replace free labor, but will enable the department of engineering to proceed at once with extensive work which would otherwise be impossible for lack of sufficient funds, and, finally, for the prosecution of such work during the spring and summer of 1915, which, if postponed until ninety days after the final adjournment of this session of the legislature, would be delayed another year on account of the winter season in the mountains.

In a recent note. Commissioner Stern quotes competent testimony in support of his bill, as witness:

Dear Mr. Briggs:

Herewith is a copy of my Convict Labor Bill—also a brief discussion of same, which may interest you.

I have a letter to-day from Warden Tynan of the Colorado State Penitentiary, probably the best informed man in the country on this problem, in which he says: "Your bill is more liberal than ours—and thereby will get far better results than ever we have had. This is the prettiest law that was ever introduced in any legislature."

Sincerely yours,

C. F. Stern.

Reasons Why this Bill Should Pass.

Assembly Bill No. 547 authorizes the use of convict labor on State Highways.

The work is to be designated and directed by the Department of Engineering.

The convicts are to be controlled, guarded and disciplined by the Board of Prison Directors as at present.

All expense incidental to the project is payable from the fund provided for the particular road under construction.

The bill proposes to turn a definite liability of the State into a definite asset, for the solution of the mountain road problem of California, both as applied to the State Highway system provided for under the Eighteen Million Dollar Bond Act, and also the special appropriation roads of interest to all parts of California.

The funds provided for the State Highway system are sufficient only to build

Looking down over the old Mission Trail of the Padres.

—Photo Arthur Spaulding.

Touring scenery to be found in Marin County across the bay.

Reconnoitering along Shasta River. Commissioner Stern in center. the main trunk lines. The thousand miles of mountain laterals leading to the county seats in or east of the Sierras must be built at the expense of uncompleted portions of the main trunk line. Nor is the State justified in expending the large sum necessary to build a permanent type of tourist or commercial road through these mountains, where the population and assessed valuation to be served are so comparatively small, and where the cost of building an ideal type of road is the greatest.

The bill was drafted by Highway Commissioner Charles F. Stern as the result of a year's study of the road problems of California, and intensive study of methods and results in other States, where convict labor has been employed for road work.

The proposition presents three aspects.

First as to the State: California is today supporting four thousand convicts as a daily liability. The economic value of such labor is definitely expressed in the experience of Colorado. We quote from the 18th biennial report of the Board of Prison Directors of this State, which is probably furthest advanced in this problem:

"Our largest item of labor performed by the convict was, of course, the road work. The prisoners … have built 157 miles of good roadway, and a great deal of this has been blasted out of solid rock.… The average labor cost for the 157 miles was $298.12 per mile. It is hard to estimate the immense value of the roads, for the reason that the work in Mesa County alone would have cost with free labor not less than $25,000 per mile, as the rock in places had to be blasted for 75 feet in order to get a proper road bed.… The difference between what the free labor alone would have cost the public—namely, $270,285…and what the labor of our men actually cost them, shows a labor profit of $223,479.56. However, this labor did not compete with the free labor of the State for the reason that the counties could not otherwise have afforded to do this work."

For every thousand men employed on road work under the conditions suggested a definite State liability of $600 a day can be turned into an equally definite State asset of not less than $1,500 per day. This change can be translated into many miles of road not otherwise possible, or into a higher type of road than could otherwise be contemplated.

Wherever convict labor has been tried under an intelligent plan, intelligently administered with due regard for both parties at interest, the State and the convict, the plan has been uniformly successful. The economic advantage lifts a burden from every taxpayer in the State, be he union or non-union, laborer or capitalist.

The effect on the convict himself is equally definite and beneficial. Constructive work instead of deteriorating grind on the rock pile or in the jute mill, better working conditions and better living conditions, and outdoor life and as large a measure of freedom as he will demonstrate his fitness for, and the tremendous incentive provided for in the bill of one day's reduction of sentence for every two days' efficient, loyal work—these things must necessarily make for the physical and mental and therefore moral betterment of the convict.

The work will be begun with a sane nucleus of trustworthy men, and developed as fast as it will justify itself. Guards will be employed insofar as necessary, but the elimination of "Gatling gun" government will be the ideal sought.

The proposal carries no antagonism to organized or other free labor. Its object is to build roads in localities and of a character which could not otherwise be contemplated by the State. It proposes to do work for which the unemployed taken from the streets of San Francisco demonstrated their unfitness and unwillingness in the Highway Commission road camp in El Dorado County last spring, as set forth in the Governor's message to this legislature. It proposes to make possible commercial roads, to open the undeveloped empire in the mountain counties east of the Sierras, to add to the •assets of the State millions of acres of cheap land that needs only road transportation to become a practical solvent of the unemployed problem of California. For every job thus done by a convict which might otherwise have possibly been done by a free man, the way is opened for many free men to get back to the soil and raise the bread they are demanding of their State.

Thus the necessities of the State and the welfare and ultimate redemption of the convict are united in this solution of the problem, a solution which, without injury to any, will result in the betterment of all concerned.

OREGON BEACH ROAD CUT.

By the action of the County Court of Tillamook County recently, and previous action taken by the Polk and Yamhill County Courts, a road to the Tillamook beaches that may be traversed from Portland in four hours by easy riding is rendered a probability before summer.

Broad turn near the grand stand of race-track at P. P. I. E., where the big auto races will be run.

THRILLS DELAYED

Vanderbilt Cup Contest Postponed Until Next Month

The lovers of automobile racing have been greatly disappointed in the Vanderbilt race this year. It was hoped that the contest would take place as scheduled, but the weather was such that it would have been folly to have started the racing cars.

The officials of the Exposition did everything in their power not to disappoint the public and the contestants, even going to the great expense of boarding over the part of the course which runs on the trotting track.

It cost some $20,000 to do this, but the first thought was to keep their promise with the public. The contest was even delayed until noon with the hope that the sun would come out, but instead it began to rain, and all hopes were abandoned.

The event was carried over until the sixth of March, and in the meantime the Grand Prix event will take place Saturday, February 27th.

Want State to Take Over Roads

Secretary H. Guibor of the San Joaquin Auto Trades Association says:

"The automobile taxes: have you paid them? Do you know what this money is to be used for? San Joaquin County hasn't got a foot of State highway. Unless there is an awakening of automobile owners, the highways may not be taken over and no money refunded to this county for the upkeep of our good roads.

"There is a petition being circulated by the San Joaquin Auto Trades Association to be signed by every automobile owner in this county. There are only a few more days left in which to get these signers, and if you have not already signed, it is urged that you go immediately to your nearest garage anywhere in San Joaquin County and sign up.

"Last year there was over $11,000 returned to our county from license collected from automobiles. This year it may be nothing unless we have the right representation at the Legislature in Sacramento. If the State does not take over our highways and does not return us some automobile tax money to keep our highways, it will be the cause of a higher property tax next year, whereas, if the State takes over our highways they will be taken care of by the State, saving the taxpayers this expense."

The Man At The Wheel

Noted Racing Drivers Who Will Take History for the Motor Car and the World's Exposition

For daring, wonderful head-work and great skill, the driver of a racing motor car must be placed at the head of the list of expert sportsmen.

No known sport of to-day demands such quick thought, decision and action as is required of the racing driver, such as will be seen in the races for the Vanderbilt and Grand Prix cups. We present here a few words concerning the racing history of the man at the wheel.

It will be seen that of the list but two can be called veterans, and that the majority of the premiers of the road to-day are under thirty.

Louis Disbrow.

Louis Disbrow, who will be at the wheel of the Simplex car, is known as the "King of Dirt Tracks." Disbrow, who was born in New York City 33 years ago, started motor car racing in 1906, when he took part in the 24 hour contest held on the Brighton Beach track. Between 1906 and 1908 he spent most of his time in these contests. In ten weeks he was in five contests, never getting worse than third during that period. In 1908 he drove second in the Medowbrook Parkway. In 1909 the principal contest in which he took part was on the Atlanta, Ga., speedway, when he won the $10,000 trophy. In 1910 he drove third on the Long Island Motor Parkway. In 1911 he made all records from one to three hundred miles on Pebble Beach, Florida. In 1907 he took part at Savannah in the Vanderbilt and Grand Prix events. In 1912, 1913 and 1914 he followed the dirt track circuit, traveling all over the United States wherever an automobile contest was held. He has taken part in every Indianapolis speedway race. At the present time he holds 17 official records for time made on speedways, dirt tracks and beaches. His greatest success in his racing career was achieved at the wheel of the Simplex.

"Howdy" Wilcox.

H. S. Wilcox, better known as "Howdy," claims the good old automobile town of Indianapolis as his birthplace, which dates back 26 years. "Howdy" began his racing career in 1908, acting as mechanician to the celebrated Johnny Aitken. The following year he drove in his maiden event in New Orleans, and won the race. 1910 he spent driving on the Indianapolis speedway, winning a large number of racing events, and also hill climbs all over the United States, the most prominent of which was Dead Horse Hill climb at Worcester, Mass. In the same year, established the straightaway record in the mile and five mile events at Pebble Beach, Florida, which records still stand. He also took part in the Santa Monica road race. 1912, 1913 and 1914 were devoted to racing in the big events on the Indianapolis speedway. Last year he also raced at Sioux City and Elgin. The coming contest marks his first appearance with the Stutz racing team.

Gil Anderson.

Gil Anderson, who will drive the 296 cubic inch motor Stutz, was born 36 years ago in far-off Norway. He began his racing career in 1906, starting as a mechanician on the old Mathewson cars, and followed the Eastern circuit of minor events, driving and acting as mechanician until 1913, when he took up racing of the Stutz cars, winning the Elgin race and figuring prominently in all the classics from that time until date.

Eddie Pullen.

Eddie Pullen, born in Trenton, New Jersey, began his racing career in the Mercer cars, acting as mechanician with Hughey Hughes. In 1912, he drove first at Tacoma, winning his maiden race and captured second the same year in the Elgin contest. In 1913 he drove the Mercer in the Elgin contest, while he was also relief driver at the big Indianapolis speedway. In 1914, he won the Grand Prize cup at Santa Monica, making a new record for the distance, and had the honor of driving the first American car to capture this trophy. He was second in the Elgin race, losing by one mile, but, however, created at that time a new world's non-stop record. He was leading in both of the Tacoma races last year when his car went out of commission. He, however, was credited with making the fastest lap of the meet. He also acted as relief driver in the big Indianapolis speedway. He finished up his wonderful record of 1914 by setting a new world's speed mark over the Corona course of 87.89 miles per hour average for 331 miles. He lost out the racing honors for last year by the smallest of margins.

Guy Ruckstall.

Guy Ruckstall is a California production, having been born in San Francisco twenty-six years ago. Ruckstall started his racing career in 1912, taking part in "bush races" throughout the State, the most prominent contests being the winning of the big race in Bakersfield. His real racing career, however, began in the year 1914, when he drove second at the Tacoma races. He then captured with the Mercer first place in the Bakersfield and Fresno events. At the former place he set a new 25 mile record for a mile dirt track in the 301 cubic inch motor class. He was running a good second to Pullen in the Corona race when his car ran out of gasoline. He has started this year with a splendid showing over the Point Loma course, but lost out on mechanical trouble.

Louis Nikrent.

Louis Nikrent, who will drive the Baby Mercer car, was born in Detroit 31 years ago. Ten years ago he began driving racing automobiles in the East at the wheel of the Punz car. He was still racing this make up to 1906. At the beginning of 1907 he came to California, locating in Los Angeles with the old California tourist car. For two years he, with his brother, was the racing team for the California Tourist. In 1909 he took up racing the Buick, and won the 1909 road race to Phoenix, the Nikrent brothers being on the winning car. From 1909 to 1913 he "bushed it" with the Buick car, winning many light car races throughout the State. In fact, he won the light car class in 1911 and 1912 over the Santa Monica course. 1914 saw him joining the Mercer team and driving that car for the first time in the Corona race, being at the wheel of the new Baby Mercer.

Caleb Bragg.

Caleb Bragg, the millionaire amateur driver, was born in Cincinnati 28 years ago. His racing interest dates back to 1907, when he was attending Yale College at New Haven. A number of the students formed an automobile club, and as motor car racing was a sporting feature of owners at that time, the members of the club, when club race meets were planned, would strip down their private cars for the contest. From 1907 to 1910, Bragg's racing was confined to these Yale Club events. In 1910, upon graduation, he was presented with a car, and at that time took a high-powered speedster, which he raced. In 1911, he took part in the race for the Grand Prix in Savannah, Ga., and also in the Atlanta, Ga., speedway contest. In 1912 he won the Grand Prix race at Milwaukee. In 1912-13 and 1914 he drove in the big Indianapolis speedway contest.

Earl Cooper.

Earl Cooper, who will drive a No. 8 Stutz car, has been thought by many to be a California boy, but Cooper was born in Nebraska 29 years ago, and came to the State when he was a year and a half old. To speak of Cooper means to speak of the automobile racing game of the Pacific Coast, for his first race took place in 1902, the year following the fall when the motor vehicle first made its appearance in San Francisco. In 1902 he was winning races with the single cylinder Cadillac, and kept up that sort of game through the different cities and counties in the State until 1906, when he commenced racing the Comet. In 1906 and 1907 he took part in many of the "bush" events throughout the State and coast, winning the majority. In 1908 he won the Portola race, and many other more prominent contests. This was followed up in 1910 with another string of victories, still racing the Comet. In 1911 he started in racing the Stutz car. The principal events which he won were the Fresno and Tacoma contests. In 1912 he was prominently connected with the victory and the money in the Santa Monica race, as well as first in the Tacoma. In 1913 he was declared the road race champion. Out of eight prominent events he only lost one, and that was a second. He won two Tacoma races, two Santa Monica races, two Corona races, one Fresno free-for-all, one Bakersfield free-for-all and another Fresno event. He also was relief driver at the Indianapolis speedway. In 1914 he raced in the Vanderbilt, the Grand Prix, the Tacoma, was first in the Tacoma free-for-all, and took four firsts out of six events at the Seattle meet; one the Fresno free-for-all, one the Phoenix free-for-all, and broke down three miles from the finish in the Corona when he had second place well in hand. He also was in a winning position in the big Indianapolis contest of 1914, when the car went out of commission.

Harvey Kennedy.

Kennedy, who is to be at the wheel of one of the Edward's Special cars in the Vanderbilt and Grand Prix races, was born in San Francisco 27 years ago. He first raced at Santa Monica in 1909; then in Redlands Hill climb, and various track meets through the Pacific Coast, including San Diego and Corona up to 1910. He defeated Burman on the Emeryville track, and raced against the noted driver at Madison Park, Seattle, and other meets throughout the Northwest. In 1913 he was a member of the Benz racing team that campaigned through the United States, staying with them until the latter part of last year.

Louis Gundy.

Louis Gandy, who raced one of the other Edward's Special, was born in Virginia in 1880. He has had charge of the Stevens-Duryea racing cars that took part in the Portola races in Alameda County, and also acted as relief driver in the big event at Del Monte. At one time he held and made the record for fast driving around the bay. He also drove the Sunset in the track meets on the Tanforan course, as well as at Santa Rosa. He was one of the designers of the Sunset car, and is the designer of the Edward's Special, as well as builder.

Tom McKelvy.

McKelvy, of Fresno, who will drive the Overland car in the Vanderbilt and Grand Prix races, was born in Farmington, Minnesota, December 20, 1885. He came to California in 1900, when quite a boy, with his father, and settled on a farm near Fresno. He has always been mechanically minded. In 1907 he Associated himself with the Cobb Evans Automobile Company at Fresno, agents for the Overland car, and has been connected with that company ever since. In 1912 he was continually asked the question by prospective buyers why the Overland did not race their cars, and as the Overland had not been identified with the racing business, he was compelled to tune up an Overland car.

In April, 1912, he entered this Overland car racer in the 200 mile road race at Fresno, and won the light car race and second place in the free-for-all. In June of the same year he lowered the Toll House Hill climb record by 2 minutes and 2 seconds. This is considered the longest and steepest hill climb in the country, 7½ miles long.

He also holds the record in the high hill climb at Coalinga, Fresno County, with his Overland. On New Year's day in 1913 he won the 150 mile race at Lindsay, Tulare County. On September 28th and 29th he won three races on the Bakersfield track.

October 3d of the same year he won the light car race on the Fresno track, July 4, 1914, he won the 150 mile race at Visalia. In 1914 he won the 25 mile race on the Fresno track. He is considered one of the most conservative and level headed racing drivers on the coast.

Long Wear in Gravel Roads

Well constructed gravel will sometimes sustain years of traffic without showing marked deterioration, even when there has been no maintenance. Such roads sometimes even improve during the second season; more frequently, however, they show ruts or the formation of chuck holes. It cannot be expected that the average life of a gravel surface will be greater than that of a macadam surface.

The average interval for resurfacing macadam roads is between six and seven years. If a sum equal to two-thirds of the original cost of the gravel surface itself is provided for renewals at six-year intervals, it should be estimated at from $150 to $250 per mile per year. If $30 is then allowed for annual dragging and small repairs, the total annual cost of repair and maintenance of gravel roads would be from $180 to $280 per mile. The annual cost of strict maintenance is sometimes below $30.

In Bennington County, Vt., during 1912 175 miles of gravel roads were maintained at a cost of $20.70 per mile. The annual cost of maintenance and repair on sand-clay roads, including all necessary resurfacing at periodic intervals, should not be fixed at less than 10 per cent of the original cost.

The cost and repair and maintenance of water bound macadam roads has been determined with some considerable exactness from Massachusetts figures and checked by resurfacing charges in other States and in Germany. From $100 to $125 per year ordinarily pays for necessary small repairs, such as patching, cleaning culverts, etc., and from $400 to $425 per year is the necessary annual charge for resurfacing at periods varying from six to seven years.

The sum of $525 per mile, on an average, should therefore absolutely maintain macadam roads if changes and increases of traffic are not excessive. It must be understood, however, that in many instances where macadam sufficed for the volume and character of traffic prior to 1906, it will not withstand the action of the motor vehicle traffic, which has developed since that time.

Unknown Hero of the Race

The Mechanician Who Sits in the Seat of the Lowly is the Man Who Spells Success

The mechanician may be said to sit in the seat of the lowly. The honor, the glory, the laurel wreath, the golden trophies, and not to mention the sack of double eagles, are generally handed to the winning driver and the car.

But from these mechanicians of to-day come generally the championship drivers of to-morrow. It is he who must watch the car, the tires, the lubrication, and everything about the mechanical monster that is annihilating time and space under the guidance of the driver.

It is he who constantly watches road conditions, must warn the oncoming car, and practically is responsible for everything except the course and speed the car takes.

His judgment in the racing motor car of to-day must be at least as great as that of the man at the wheel, and while he has heretofore been overlooked. Motoring Magazine wishes to place him on record, and in its humble way give him his just dues.

John Jepsen.

John Jepsen comes from Denmark, and is 25 years old; he has for the last two years been Ruckstall's mechanician. Jepsen has ridden with Ruckstall in the San Diego, Corona, Bakersfield and Fresno races, and in fact has ridden with Ruckstall in every race except the one in Tacoma when Joe Thomas helped out.

Joe Thomas.

Joe Thomas, rider as mechanician with Eddie Pullen in the world's speed record Mercer, is a Seattle boy, 26 years old. Thomas has been in the racing game since 1908, and has made a reputation of his own as a driver, being known as the "Speed King of the Northwest." He began his racing career in 1908, winning two events in Yakima. In 1909 he drove in the races at Cohasset Beach, Washington. In 1910 he continued his winnings at Yakima, Tacoma. In 1911, his principal races were in Yakima, Tacoma and Vancouver, besides a number of minor racing events in the Northwest. 1912 saw him driving in the same events and in the same territory. In 1913 he made quite a reputation driving at Tacoma, Vancouver and on the Portland speedway. In 1913 and 1914 he won the P. I. reliability tour. In 1914 he drove in one of the Tacoma races, and rode as mechanician with Guy Ruckstall. Later he joined Pullen, and was with him when he broke the world's record at Corona.

F. A. Schultz.

F. A. Schultz, who will ride with Louis Nikrent in the Baby Mercer, was born in Trenton, 24 years ago, and has come up as one of the experts in the Mercer factory in his home town. Schultz has been relief mechanician on the Mercer racing team in 1913 and 1914. This is his first year as a regular member of a crew.

C. Quicksell.

C. Quicksell, who is to act as mechanician for Caleb Bragg, a Trenton boy 38 years old, has been with the Mercer people as factory expert for several years, and has acted always as one of the mechanicians. This, however, is the first time that he has been a member of a regular driving crew, and comes West to act for the noted millionaire driver.