USA > California > Alameda County > History of Alameda County, California. Volume I > Part 53
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Jack Frost and Gordon Scott made a splendid take-off with the "Golden Eagle." One minute later the "Miss Doran" accomplished the feat amid the cheers and good-wishes of all. Martin Jensen and Paul Schlueter, in the "Aloha," were next; followed by Art Goebel and Lieut. William V. Davis in the "Woolaroc" at 12:36. Two minutes later the "Dallas Spirit" took the air. After the "Dallas Spirit" had gotten away safely Major Irving's "Pabco Flyer" was towed back to the starting point. But before he could make a second attempt the tens of thousands of spectators were thrown into intense excitement by the return of "Miss Doran," the "Dallas Spirit," and the "Oklahoma." The motor in the "Miss Doran" was not hitting just right; the fabric had been ripped from the "Dallas Spirit;" and the "Oklahoma" had motor trouble. While mechanics worked at top speed around the "Miss Doran" and the "Oklahoma," the checkered flag waved for the second time for Irving. The crowd cheered as he left the ground, but for a few feet, and it was evident that the heavy load was giving him trouble. The crowd was hoping that he could get up enough power to lift; but when about half way down the runway, and about twenty feet from ground, his plane crashed on its nose. It was badly damaged, and eliminated this worthy entrant.
MISS DORAN TRIES AGAIN
Mechanics swarmed about the "Miss Doran," and soon had the motor adjusted and the tanks replenished. It is said that advice was given to her not to make the second attempt; but the three aboard were determined. The courage of Miss Doran, of Pedlar, and of Knope was given the acid test as they looked down the field on their second start and saw the wrecks of the two planes, the "El Encanto" and the "Pacific Flyer." Her second take-off was perfect, and the crowds on the left of the great field got a glimpse of her as she waved her hands in farewell. At 2:43 she was reported passing over the Farallone Islands, and that was the last time her plane was seen.
It was a sleepless night at Honolulu. Theatres gave midnight shows, and the crowds that swarmed down-town clamored for the
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latest bulletins. Excitement was at the highest pitch ever known in the history of the island. The big siren in the Aloha tower at Honolulu had shrieked when the cable had clicked "They're off." Early next morning (although the fastest plane was not due until about noon) a procession, like the one to the Oakland Field the day before, started for Wheeler Field, four miles from the city. The lines of welcome were worn under raincoats, for rain squalls had swept the vicinity during the night. Daylight saw a huge crowd already seeking places of van- tage. When Jensen had left the Oakland Field his manager, C. E. Cross, had cabled to Mrs. Marguerite Jensen: "Marty made a great take-off. Be sure to have breakfast ready."
GOEBEL ARRIVES FIRST
Art Goebel, with his naval navigator, Lieut. William V. Davis, landed at twenty-three minutes, thirty-three seconds past 12 o'clock, Honolulu time, or fifty-three minutes, thirty-three seconds past two, Oakland time, August 17th. His elapsed time was twenty-six hours, seventeen minutes, and thirty-three seconds from the moment he left the starting line on Bay Farm Island. Governor Wallace R. Farrington was there to welcome the aviators; and so was James Dole, the sponsor of the flight. Dole was almost ready to collapse from nervous strain as Goebel landed. Guns roared a salute. Goebel and Davis were over- joyed when informed that they had beaten the field. Mrs. Jensen came forward to greet the winners, but collapsed and had to be carried from the scene. Martin Jensen and his navigator, Paul Schlueter, were lost for several hours, but finally got their correct bearing, headed for Wheeler Field and landed at twenty minutes past two, or 4:50 Oakland time. Their time was twenty-eight hours and sixteen minutes. Their reception was even more marked than that given the winners, for Jensen was among his own neighbors. When Goebel landed his supply of gasoline was sufficient for about five more hours of flying.
LONG SEARCH FOR MISSING FLYERS
As the afternoon of the 17th wore on anxiety heightened for the safety of the Lockheed monoplane, "Golden Eagle," and the Buhl bi- plane, "Miss Doran." The "Golden Eagle" was one of the prettiest ships in the race, and was reputed to have been the fastest. Many had picked Scott to win. The fuel supply of both planes was sufficient
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for only about thirty hours. They must land before six o'clock to reach their goal. The "Golden Eagle" had left at 12:31 Tuesday, and the plane of the famous school teacher at 2:03. At 10:40 that night the navy department ordered the aircraft carrier "Langley" and the tender "Aroostook" to put out from San Diego and commence the search for the missing flyers-a search that was continued for days. In the days that followed the navy had fifty-four vessels from the bat- tle fleet actively engaged in the search. These ships searched a total of approximately three hundred and fifty thousand miles, and used up 3,835,050 gallons of fuel oil and gasoline. In addition many com- mercial vessels joined in the search, and boats were chartered from the Honolulu side to scan the seas around the islands.
Capt. William P. Erwin, whose young bride was in the East, an- nounced that he would hop off from Oakland in a zig-zag course for Honolulu to search for the missing flyers. With Alvin Eichwaldt, the Hayward navigator, the Swallow monoplane "Dallas Spirit" took off shortly after noon on the 19th, on its flight of mercy. At 9:02 that night Eichwaldt, who had been in frequent communication with local radio stations, sent out an S. O. S., reading: "We are in a tail spin. Delay that. We are out of it O. K., but we sure got a scare. It sure was a close call. Thought it was all over, but came out of it. The lights on the instrument board went out -. " And then at 9:05 came the second S. O. S .: "We are in another t -. " There the message broke off. It was estimated that they were then about six hundred miles out from Oakland. The "Dallas Spirit" was now added to the list of the missing, and also became an added object of the search. On August 25th the navy department ordered a second extension of the search for another five days, but it seemed apparent that Miss Doran, Pedlar, Knope, Frost, Scott, Erwin and Eichwaldt had all perished. News- papers, radio stations, and other places of information were besieged with floods of inquiries during the search. Extra editions of the news- papers in the Bay region appeared every few hours, and one radio station did not sign off for several days and nights, breaking all records for continuous broadcasting. An unconfirmed report from the Island of Maui on the evening of August 18th to the effect that the "Miss Doran" had been found, with all aboard safe, electrified the world. For several hours this belief existed, until the error was discovered. This news flash caused almost as widespread and enthusiastic rejoicing as did the first false report of the signing of the armistice in November, 1918.
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And thus the unsolved mysteries of the seas have been increased in numbers. The strange tales of old about the "Panviego," the "Epervies," the "Wasp," the "Levant," the "Albany;" and of the "Cyclops" in more recent years, hold the interest of all. But the stories of the "Miss Doran," of the "Golden Eagle," and of the "Dallas Spirit" will live forever; and the thousands who gathered around the Oakland Airport on that balmy day in August, 1927, were given a thrill never to be forgotten.
SOMETHING ABOUT THE FLYERS
Maj. Livingston Irving, of Berkeley, was a veteran of the World war, having served with the heroic Lafayette escadrille. He flew on five battle-fronts, and received eight decorations. He was backed in his venture by friends of the Parafine Companies, Inc., where he was employed in the engineering department. He had no pilot, deciding to act as both pilot and navigator. Irving was the oldest man entered, being 32. Erwin, like Irving, won a Distinguished Service Cross in the late war. He had entered the Easterwood contest to win the $25,000 offered for the first successful flight from Dallas, Texas, to Hongkong, China; and the Honolulu hop was to be a part of that attempt. He had intended to take his wife as pilot, but she was disqualified because of her age and inexperience. She was under twenty-one. Erwin had credit for bringing down eleven German planes during his war service. Alvin H. Eichwaldt, aged twenty-six and unmarried, was the son of Mrs. Florence E. Eichwaldt of Hayward. He had attended school in Alameda and St. Joseph's in Berkeley. He served in the navy during the war. Eichwaldt had installed the instrument board in the "City of Oakland" for Smith and Bronte before their famous flight, and had offered to go with Smith as navigator after Carter had withdrawn. Mildred Doran was twenty-two years of age, the daughter of William A. Doran, of Flint, Michigan. Her mother was dead, and she had taught school for two years. She was not a licensed navigator or pilot. Auggy Pedlar, the youngest of the flyers, was born in Butte, Montana, and was twenty-four years old. He and Miss Doran were backed by William Malloska, an aged capitalist of Flint, who went to Honolulu to welcome the plane on its arrival. The "Miss Doran" flew from Michi- gan to Oakland, covering 4,000 miles, and arrived here August 6. They came by way of Fort Worth, Texas, having left Flint on July 11th.
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Vilas R. Knope, the pilot, aged thirty, was married and had one daugh- ter. He was a graduate of Annapolis, and served two years under Com. John Rodgers. He was on a thirty-day leave of absence.
Gordon Scott was born in South Africa, and was twenty-six years of age. He was a sea navigator, and had been a member of the famous Wilkins polar expedition. He was unmarried. Lieutenant John W. Frost, also unmarried, was twenty-nine years of age, and was born in Chicago. He was a wing walker and stunt flyer, and had toured Europe in a plane after the war. His flying experience included over five thousand hours. He had lived in Los Angeles for four years prior to the Dole flight. Arthur C. Goebel, of Clover Field, Santa Monica, was thirty-one, and was born in southern California. He en- tered flying in 1917, became a movie thriller, mail pilot, and com- mercial flyer. He was backed solely by Frank Phillips, one of the three who financed the "Oklahoma." Lieut. William V. Davis, Jr., gradu- ated from Annapolis in 1923, and secured a leave of absence to ac- company Goebel. Goebel had at first intended flying alone, but his plans were changed shortly before the take-off. Davis was twenty-nine years old, and his home is in Atlanta, Georgia. Martin Jensen, entered from Honolulu, was twenty-six and married. He was born in Jamestown, Kansas. His marriage took place at Yuma, or over Yuma in an air- plane, in 1925. He had entered the navy in 1919, but retired in 1926 to become a commercial flyer. His wife aided greatly in financing the flight. Paul H. Schlueter was the oldest man entered in the race- thirty-eight. He was born in Germany, but came to the United States in 1906, and served in the American army during the war. He was a sea captain, and a few days prior to the flight resigned as commanding officer of the "Nome City" at San Francisco in order to accompany Jensen as navigator.
Lieut. Norman A. Goddard, of the navy, was also married. He was born in Liverpool, England, and served with the Royal Flying Corps during the World war. Since 1921 he had been flying at San Diego. Lieut. Kenneth C. Hawkins was born at Wilkes-Barre, Pa., was married and twenty-nine years of age. He graduated from Annapolis in 1919, and was an experienced navigator and rádio expert. Bennett H. Griffin of Oklahoma City, was born in Mississippi, and graduated from the University of Oklahoma, where he had played football. Al. Henley, his navigator, also came from Oklahoma, and was married. Both Griffin and Henley were thirty-one years of age.
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THE MAITLAND AND SMITH FLIGHTS
The Dole flight was the greatest sporting event in the history of aviation. It brought undying fame for four ; it spread the supremacy of the Oakland airport; and, the saddest phase of all, it resulted in the death of ten flyers. Aside from the famous Lindbergh flight, it was the outstanding achievement of the year. But honor was won by four other flyers using the new Oakland field before the Dole flight was held; and the names of those four flyers will go down in history as heroes of the air.
The United States navy had been making quiet plans for several months early in 1927 to win the distinction of being first to fly from the mainland to Honolulu. On June 20 the Oakland Port Commission re- ceived word from Washington that the Bay Farm Island airport had been officially selected for the flight of Lieut. Lester J. Maitland and Albert J. Hegenberger, and Maj. Gen. Mason Patrick hurried to Oak- land to meet the flyers, who arrived here June 25. About this time Ernest Smith, of Oakland, also announced his intention of making the flight, with Capt. C. H. Carter as navigator. Smith's backers announced on June 21 that the flight would take place early the following week. Smith intended to start from San Francisco, but he was denied the use of a field, and efforts were made to prevent his plans being carried out. They then turned to the Oakland field. It now developed into a race between the navy flyers and Smith to win first honors.
At 7:08, Tuesday morning, June 28, Lieut. Maitland and Hegen- berger took off from the local airport. Over in Honolulu, Richard Grace, the "broken neck" aviator who had made a couple of unsuccessful attempts from this side in the few weeks previous, announced that he would leave that city for the mainland. But his hard luck continued with him, and a broken propeller caused him to abandon his efforts. At 9:37 on June 28, Smith and Carter made a perfect take-off to try to beat the navy officers. But ten minutes later they came back, a broken deflector over the cockpit spelling defeat for the time being.
Maitland and Hegenberger landed at Wheeler Field at 6:29 A. M., Honolulu time, on the following day, having been in the air for 25 hours and 58 minutes. Their flight was the result of several months of care- ful planning.
The Smith start was delayed for one cause and another until July 14, when 10,000 people were on hand to see the local man leave the airport at 10:39 A. M. Emory Bronte had replaced Carter as navi-
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gator. The two daring pilots had planned on leaving at 7 o'clock; but fog prevented. Smith and Bronte nearly lost their lives in a drop which may have been at about the point where the Dole flyers were later lost. After several hours during which the world received no word from the flyers, and during which they were not sure of their bearings, the flyers landed at Kaunakakai, Island of Molokai, at 9:35 A. M., July 15. Maitland, Hegenberger, Smith and Bronte were given ova- tions in Hawaiia; and upon their return to the Bay region were wel- comed with the acclaim due them for their daring feats.
Although the Oakland airport was but a few months old, and had to be hastily put into condition for these big events in aviation history, it was the seat of more important flying features than any other field during 1927. And to crown all, on September 17 the famous Col. Charles A. Lindbergh brought his "Spirit of St. Louis" to rest upon the spot where history had so recently been made. Lindbergh, on his trip around the nation after his wonderful flight to Paris from New York, dedicated the Oakland field on his visit, and also a bronze plaque in honor of Maitland and Hegenberger. Fifty thousand East Bay resi- dents, including some ten thousand anxious school children, were on hand to welcome "Lindy" at the Bay Farm airport. The port itself, and the aviators who had made flying history here, were praised by the renowned "Lone Eagle."
CHAPTER XX
INDUSTRIAL GROWTH FOLLOWING THE WAR
INDUSTRIAL AND BUILDING SUMMARY OF THE WAR PERIOD-BANKING RECORD OF 1918-"TRIBUNE" MOVES TO NEW HOME-SIXTY NEW INDUSTRIAL PLANTS IN 1919-FEDERAL CENSUS OF 1920-INDUS- TRIAL GROWTH OF 1920-TWENTY-SEVEN SHIPS LAUNCHED DURING THE YEAR-THE YEAR 1921-BUILDING RECORD OF THE YEAR- MANUFACTURING STATISTICS ANNOUNCED-THE YEAR 1922-THE 1923 BUILDING RECORD-INDUSTRIAL GROWTH CONTINUES DUR- ING 1924
INDUSTRIAL AND BUILDING SUMMARY OF THE WAR PERIOD
Oakland and the other East Bay cities of Alameda County not only wrote a splendid record in achievements relating solely to the war, but experienced a splendid industrial growth and increase in population during the years 1917 and 1918. Industrial building permits jumped from $36,500 for the year 1914 to $1,098,461 and $2,088,362 for 1917 and 1918. Among the large industrial concerns to locate in the East Bay during that period, or to increase existing plants, was the Amer- ican Can Company. In February, 1918, this company took out a build- ing permit for a warehouse costing $148,000. In April of that year a permit for its main factory costing $248,000 was issued, and another one for a service building costing $40,000 was also secured by the firm. The General Electric Company expanded during the year, doub- ling the size of its plant and increasing its employees to 500. The Remar Baking Company secured a building permit for $300,000 for its plant; and in Berkeley the Peet Brothers Soap Company made additions to its plant to the extent of nearly $150,000. The Southern Pacific started three wharves costing $400,000 to handle the growing trans-Pacific commerce coming to Oakland. The Union Construction Company's
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permits totaled $174,800 for 1918; and those of the Moore Shipbuild- ing Company $251,700. Many smaller industrial concerns helped swell the total.
The total building permits for Oakland for 1917 were $4,442,520; and for 1918, $5,382,159. More than eight hundred buildings were erected in Berkeley during 1917; one thousand six hundred in Oak- land; about one hundred in Piedmont and more than one hundred and fifty in Alameda. These records do not compare to the yearly ones now being made by the East Bay cities; but, considering the slump in building operations throughout the nation during the war, Alameda County cities made wonderful progress. The number of industrial wage earners grew from 8,784 in 1914 to 36,200 at the 'close of 1918 in Alameda and Oakland; and the manufactured products of the two cities increased from $31,316,000 to $96,400,000. The words of Mayor John L. Davie at the opening of the year 1919, descriptive of conditions in Oakland, were applicable to other cities of the county :
"With the end of 1918 Oakland has completed the most successful year in our history. A summary of our success points immediately to the brave men and women who went forth in the Allied cause gallantly upholding the honor of our city, and their supreme sacrifices rest enshrined in the hearts of our people.
"Next to those privileged to participate in the great struggle for the right, comes the sacrifices at home, slight perhaps in comparison, but only limited by the ability to do no more. In all the drives Oakland has kept pace with the patriotic commu- nities of our country and well we might, in view of the prevailing era of prosperity.
"The outstanding feature of 1918 has been our pre-eminent position in war work. Our shipbuilding industry with 20,000 workers has gained world recognition and the speed in their work speaks for the spirit which moved this army of war workers to the limit of human capacity.
"Our wonderful harbor on the continental side of the bay has developed beyond all expectations. Stimulation of government work has turned idle lands to sites of shipbuilding and other manufacturing and commercial pursuits.
"The western harbor front, facing the Golden Gate, is now the home of the Union Construction Company, the Parr-McCormick Terminal Company, which opens a channel for the full benefit of our natural commercial advantages, and the Albers Brothers Milling Company. On the Oakland estuary the Moore Shipbuilding Company, the Hanlon Shipbuilding Company and the Bethlehem Shipbuilding Com- pany form a trio of manufacturers with an output leading all shipbuilding cities.
"The New Year finds Oakland rising out of her proud position as a city of homes and fast becoming a great manufacturing and commercial center as well. With no 'To Rent' signs, with every merchant and business man feeling the wonderful increase in the circulation of money, with the demands of the reconstruction period depending upon what Oakland can do, and our determination to press forward, Oakland welcomes 1919 a new and bigger city.
"The same spirit of cooperation which brought all walks of life together in the common cause and placed our people shoulder to shoulder, makes us a united people to continue in the great advance which we have barely begun."
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BANKING RECORD OF 1918
There were 148,766 depositors doing business with the eleven main banks and seven branch banks of Oakland in 1918. The total capital of these banks was $4,988,000, with a combined surplus of almost $3,910,000. The deposits of the patrons of these institutions had reached the figure of $86,724,114.64. Bank clearings mounted to $325, 455,224.93, a gain of over seventy-six million dollars for the twelve months. The banks were the Central National Bank, the Farmers and Merchants Savings Bank, the Bank of Italy, the First National Bank of Oakland, the State Savings Bank, the Oakland Bank of Savings, the Central Savings Bank, the First Savings Bank of Oakland, the Fugazi Popolare Bank, the Portuguese American Bank, and the Broadway Bank. The six first mentioned were members of the Oakland Clearing House Association. The Bank of Italy had three branches-the Col- lege Avenue branch, the Fruitvale branch, and the Melrose branch. The Central Savings Bank had its Telegraph Avenue branch. The First Savings Bank of Oakland had a branch in West Oakland; and the Oakland Bank of Savings had a branch in West Oakland and one in East Oakland.
"TRIBUNE" MOVES TO NEW HOME
One of the events of 1918 was the celebration of the Tribune forty-fourth birthday in its new home at Thirteenth and Franklin streets. This building was erected in 1906 for the John Bruener Com- pany, but had been altered to meet the requirements of a large news- paper establishment when the Tribune became the owner. On Feb- ruary 21, 1918, the paper celebrated in its new home, upon which has since been erected the widely-known tower. A brief summary of the paper's history to that time is appropriate at this time.
The Oakland Tribune made its first appearance on Oakland streets on Saturday evening, February 21, 1874, with Benet A. Dewes and George B. Staniford as editors and proprietors. Both men were prac- tical printers, and the office of publication was Butler's printing shop, at 461 Ninth Street, between Broadway and Washington, on the sec- ond floor above the post office. The paper was at first supported entirely by advertising and was distributed gratuitously, but it was soon in such demand that a subscription price was placed upon it, and it was in- creased to six columns.
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On January 30, 1875, the office was removed to 911 Broadway, between Eighth and Ninth streets, on the second floor above Bowman's drug store. About this time Dewes purchased Staniford's half-interest, and early in 1876 he sold this interest to A. B. Gibson of San Francisco, who shortly afterward sold out to A. E. Nightingill of Marysville. On March 18, 1877, the size of the Tribune was again increased-this time to four pages of eight columns each.
The Tribune was purchased from Dewes and Nightingill on July 24, 1876, by W. E. Dargie, who enlarged it to nine columns on March 5, 1877, and established a San Francisco branch office at 416 Clay Street. On October 1, 1877, the publication office was removed to 406 Twelfth Street-a site now occupied by the Pantages building, and directly back of the new Tribune building. It remained there until October 1, 1880, when it was moved to 415-417 Eighth Street, on the ground floor of the Galindo Hotel, between Broadway and Franklin, presently expanding to take in the additional space at 413 Eighth Street.
In this location the Tribune remained for a quarter of a century under one management, steadily altering its typographical appearance and increasing in size to keep pace with the advancement of the stan- dards of newspaper publication. Outgrowing these quarters, a new building was erected for the Tribune at the northwest corner of Eighth and Franklin streets, almost directly opposite the old location. This was the first Tribune building.
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