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Show LEFT Augusta natural bridge, , thirty miles northwest of Bluff; ': span of arch, 310 feet; thickness, 33 feet; height, 265 feet. Eight top-Organ top-Organ rock, Monument valley, 1500 ; feet high. Left Lee's ferry across Colorado river, operated by Coconino county, Ariz. Right Bluff, in '. heart of Navajo Indian country. Bottom Bot-tom center End of the trail, Virgin : river, In Zion's canyon. The walls are bo close together that one can touch both at the same time with his hands. Inset Dr. W. H. Hop-; Hop-; kins of Bait Lake, who, in 1917, accompanied by Dolph Andrus of ; Bluff, made the pioneer trip by auto and logged the route. f Ni T EFT Augusta natural bridge, , f ' ' " - H Li thirty miles northwest of Bluff ; ': r ' f II EPan of arch 310 fect thickness, 33 S ji J . : feet; height, 265 feet. Eight top . V. Organ rock, Monument valley, 1500 ; WSdfcVSma. ! feet high. Left Lee's ferry across '-!-t-i""3a i l ' i ! :. ) Colorado river, operated by Coconino f.?.?-!W..v'Vi i' r i ' -' ' county, Ariz. Right Bluff, in ll ' '''.'sv ' , 3 i 'i' f c . : heart of Navajo Indian country. Bot- Vt- It- X"f-rr,r..v.. ' . .. . ' $ r w . torn center End of the trail, Virgin : , X . x N N x t - ' t " 41 f river, in Zion's canyon. The walls S, v x 4s , . are so close together that one can 1 ' XxN vx vKvV- ' V S t ' t" J"6t ' touch both at the same time with : k v V vv. K -N t ",''t! . - , "-v his hands. InsetDr. W. H. Hop- k NV xv- x v " . . , H " t r if " " " , f s kins of Bait Lake, who, in 1917, t N t' s ' V ff SV . v - " , ' . 1, (-,? .accompanied by Dolph Andrus of c N V V v " N "A Bluff, made the pioneer trip by auto K ioT v xS 4 N V f v - , 'wr- f'R N j ;, and logged the route. x - ' ..riNiv''" i J ' I f sy. v - copyright &HOTc by I ff r -- f V I 4 i'C?' .t . ' SCHRAMM -JGHHSOH DZUGS- AVrTNi. ' ' "- '.:: : J 'Z'VT'T'' S ? J v "VI ! V ' 'J-'ii)k-..- . .."'T-'S'S' Tests Prove Bad Roads Are "Bft f '" f.M-r Cause of Much Lost Energy z W$0 Z Exhaustive tests, conducted bv the. and 30 pounds in the other. On the im?-- I i N x x k ' VtSV California State Automobile association, concrete road, surfaced with nsphaltic VL h- x & x " x () Ji1, regarding the draft required to pull a oil and screenings, a pull of 49.2 pounds $T iss-Jy i, ! x t v Vt x - j given load over tee varying types of per ton was required in one test and " X Sr-'-s n 1 r x s x - N roads to be found in that state, and in 51.(5 pounds in the second. Officials in &45j-;fe-' K T X sx x . NxS , x . a iieno-al wav reju-esuntativo of the eharj-e set out that the increased trae- "f ix N",I!-V; xO x -x ma,f tl.rn.nrh nut. th,"- United States, tion over the concrete and oil macadar. &t V s v i Tests Prove Bad Roads Are Cause of Much Lost Energy -" , " 4K - V - - , . K w U 1 1 1 1 H 1 iTTlhTTTiTrrrit Crete road, which amounted to S3 pounds, or 27. G pounds per ton, and tho pull through stiff mud, which was 654 I pounds for the load, or 21S pounds per 1 ton, furnishes ample food for thought. The difference between the 'concrete read and the mud road was 571 pounds, a difference of 2S5 1-2 pounds pull for each horse power, which is wasted energy, en-ergy, wasted as absolutely as if it never had existed; anil this energy, wasted daj' in and day out, in almost every part of almost every state in the union, is what is meant when Brail-street's Brail-street's agency, with its fingers on the business pulse of the nation, says: 'Bank clearings (Xew York, Chicago" or San Franeisi-o) were affected by the usual seasonal condition.' ''The 'usual seasonal condition' is mud. Mud makes business bad in the country store because the fanner cannot can-not got to town either to buy or to sell. Bad business in the country store makes bad business in the country bank, and bad business in the country bank finds immediate reflex in the financial t centers; where bank clearings fall off ! ami the city merchant finds his business j dull because the country merchant? two hundred miles away, perhaps, has found his business dull on account of bad roads. ' ' Exhaustive tests, conducted by the. California State Automobile association, regarding the draft required to pull a given load over tee varying types of roads to be found in that state, and in a general wav representative of the road's throughout the United States, furnish striking evidence of the vast amount of energy wasted by reason of traction over .bail roads. The. storv of the tests is embodied in I a little booklet issued by tho California! State Automobile association and " of - i fered as a contribution to the cause of good roads." A load of GM'IO pounds,, drawn at an average rate of 2.4 miles I per hour bv team, was used in the tests, except in two instances, where j the same weight of load was drawn by motor truck over oil macadam roads. , Tho experiments were conducted on! behalf of the association by Professor J B. Davidson, division of agricultural; engineering, University of California, ; his assistant, L. J. Fletcher, and A. B. ; Fletcher, engineer of the California j Highway commission. An instrument' known as tho Lnwa dynamometer, scien- . tificallv built to determine and record the pull required, was used. Cover Wide Range. Almost every variety of road to be j found in the average region that re-1 quires transportation of articles was covered in the tests, except that none i was made on unusual mountain grades., The roads tried out included concrete (unsurfaced), concrete with a three-; quarter inch surface of asphaltic oil j and screening, macadam (water bound). I "Topoka" tup on concrete, gravel, oil' macadam, "Topcka" on plank, earth ( road with dust up to two inches deep, , earth road with stiff mud, travel road, loose and unpacked. The table of results shows tiiat the BOOd pound load was drawn with the; least resistance over the unsnrtaced concrete roads, tho per ton resistance i being given as 27.0 pounds in one test and 30 pounds in the other. On the concrete road( surfaced with asphaltic oil and screenings, a pull of 49.2 pounds per ton was required in one test and 51.6 pounds in the second. Officials in charge set out that the increased traction trac-tion over the concrete and oil macadau. ! roads was due in part to the warn, weather, the mercury .being over 100 degrees at the time the tests were made. Results on Macadam. I On the water-bound macadam road I the table shows a per ton pull of 64.3 I pounds, on the concrete with "Topeka" top, 6S.5 pounds, while on the compact j gravel the dynamometer registered a j mil of 7.7 pounds per ton. The two tests j made on oil macadam showed a pull of 7S.2 pounds and SI. 3 pounds per ton, respectively. On the gravel road, in good condition, on the University farm, the instrument registered a pull of S2.3 pounds per ton, while on the "Topeka" top on plank, on the causeway and a little soft so that tho w-agon "tire left marks, a pull of 8S.3 pounds was required. re-quired. On a firm earth road, with about one and one-half inches of fine, loose dirt, a pull of 92 pounds per ton w-ns required to keep the load moving, mov-ing, while on a soft "Topeka" on plank the traction wont up to 92.6 pounds. On the University farm earth road, with the dust about two inches i deep, 99.3 pounds was required; on the earth road, firm underneath, but covered cov-ered with stiff mud, the pull rose to 218 pounds per ton, and in loose and unpacked gravel a draft of 263 pounds per ton was found necessary. Carries Plain Lesson. Commenting upon the results attained, at-tained, the association that issues the booklet says: "Comparison between the lowest pull reoorded, that was necessary to keep the three-ton load moving after it was started, over the level unsurfaced con-' . |