Mitchell's Point
By Curt Cunningham

Mitchell's Point is a rock bluff overlooking the Columbia river about 57 miles east of Portland and about 30 miles west of The Dalles. During the construction of the Columbia River Highway in 1915 a tunnel was bored through the point. The tunnel was 400 feet long and 18 feet wide. The walls were 10 feet high with a semicircular roof, having a 9 foot radius. In the tunnel were 5 windows which opened out over the river and gave a view of the river and Washington shore. The windows were elliptical in shape, 20 feet wide and 19 feet high. The western portal of the tunnel was reached over a 230 foot reinforced concrete viaduct.

The part of the rock through which the tunnel had passed was known to the local Indians as Little Storm King, and the larger mountain above that point was known as Great Storm King. An old legend says that Captain Mitchell, who was an early settler jumped off the 1,100 foot high bluff to his death rather than submit to capture and possible torture by the Indians whose territory he had settled on. According to the Hood River Glacier issued on July 1, 1915 said that this legend seemed to have no foundation; 

"When I first came to Hood River," says E. I. Smith, who had moved to the valley in 1876 from Olympia. "We called Mitchell Point Storm Cliff. The rain and wind clouds that were brought scurrying up the Columbia always seemed to be divided here and sent eddying around the Hood River valley." The name seemed to be an appropriate one. The pines and firs which had have rooted to the sides of the bluff show evidence of their struggle with the wind that ever blows strongly on the exposed crag-sides.

The contour of the rugged stone mass, as one stands at either the east or west approach of the tunnel, showed the jagged cliffs, the gnarled trees and the sheer, precipitous drops, was awe inspiring. High up on the face of the larger cliff was a white pedestal, stowed back in a niche-like hole. Those who have climbed the trail that led almost perpendicularly to this niche, have found this while, ghost like column to be the tall stump of a petrified tree. Edgar Locke, a rancher who had an orchard farm just east of Mitchell Point had a flock of white goats which had run wild and made the aerie crags their home. Strangers unacquainted with the area had mistaken them for wild goats.

Storm Cliff or Mitchells Point

During July of 1915 an effort was made by Hood River citizens to have the name of Mitchell Point changed to "Storm Cliff." County Judge E. E. Stanton wrote the state highway commission on July 20th asking that an official announcement be made of the name change. S. Benson and John. B. Yeon, who were in Hood River that day, said they would use their influence to have the name changed as suggested and in view of the fact that neither the railroad company nor government was using the name Mitchell Point for railroad or post office purposes, it was thought that the name would be changed forthwith, and in the event the change was made. Hood River county would have had a large sign placed over the mouth of the tunnel at each end which would have read "Storm Cliff Tunnel."

In August of 1915 when the State Highway Commission sought to change the name of Mitchells Point to Storm Cliff, they found that they were unable to legally to do so. Edgar Locke, who owned the larger portion of the great basalt barrier, his line extending over the crest and well down the west side, had previously registered the name of Mitchells Point under a state law passed by the 1911 Legislature. "I wrote to the Governor on August 12th," said Mr. Locke, and I wrote that if the name of the scenic point was changed I immediately would place no trespassing signs on the property and refuse to admit anymore campers on my property.

"For 25 years (since 1890) Hood River people had visited the rock. Nearly every day during the Summer months I can hear someone calling to me from the top of Big Mitchells. If the old name is allowed to remain unchanged. I do not care how many tourists travel over the cliff." Mr. Locke said the Point was originally a part of the Hayes donation land claim. "I have the old papers at home now" he remarked. "They were signed by Ulysses S. Grant. Mr. Mitchell, for whom the place is named, lived there in 1860. George Martin and C. W. Parker, who owned the west base of the cliff, also were protesting against the name change.

On August 19, 1915 the Oregonian said they had earlier thought that the there was no evidence that the bluff was indeed named after Captain Mitchell. Because of this reason the newspaper had advocated for the change in the name to Storm Cliff. But that August they found out that Edgar Locke who had owned the basalt cliff since the late 1880's told the newspaper that old man Mitchell once lived at the foot of the cliff in 1860 and made a living selling wood to a little early river steamer. 

The Oregonian had also supported the name of Storm Cliff, because they thought it was a more pleasant sounding name and because of the significance of its dividing the storm clouds. Although they still liked the name of Storm Cliff, Edgar Locke had established an authentic significance in the name of Captain Mitchell, and since the property had belonged to him, and he wanted the name Mitchell to remain, got his way. Some people called it Mitchell Point, and others referred to it as Mitchell's Point, using the apostrophe. To avoid confusion the Oregonian copy desk employees had settled on the spelling of Mitchells, omitting the apostrophe, as in Grants Pass.

By 1953 the tunnel had become too narrow for the now larger vehicles and the tunnel was closed for traffic. Then in 1966 the tunnel was demolished to make way for the new interstate which was built along the river bank below. In 2022 a new Mitchells Point tunnel was constructed as part of the Historic Columbia Highway State Trail. This new tunnel is 655 feet long and was completed in 2023. You can view the ground breaking video on Youtube via the link found on this page.

The Old Wagon Road Over Mitchells Point

Mitchells Point had been a difficult obstruction for the highway builders. The old 1873 The Dalles - Sandy River wagon road over the bluff went up 700 feet to its crest, at varying grades, but with a maximum grade of 28% to 30%. The sharp and winding ascent and the sudden turn at the summit before dropping down the east side made the old road dangerous and at times, impassable. The problem for the builders of the Columbia River Highway at Mitchells Point would be solved with a cut and tunnel, without a heavy grade and in keeping with the general plan for a great thoroughfare. The Columbia River Highway was a great enterprise, and Mitchells Point must be conquered, or the road would have ended there.

In the July 12, 1915 issue of the Oregon Daily Journal is an article about an auto excursion from Portland to Hood River. Many motorists joined the caravan but only a few intrepid souls made it through to Hood River. The great majority fell by the wayside, at Mitchell point, about midway between Cascade Locks and Hood River, where the grade was "almost perpendicular," to use the phrase of one of the drivers. Some machines refused to climb the hill because the oil would settle back in the tank beyond reach of the motors, others had brakes the driver would not trust, but a great many machines were turned back when the man at the wheel took a look at the narrow, winding and rocky path with a wall of rock and gravel on one side and a death dealing abyss on the other.

To aid motorists, Hood River stationed three flagmen at the point, one on the Portland side of the old road, one at the summit of the hill and one at the Hood River end. The road being the width of one automobile, Cars were permitted for travel in one direction at the time. This saved much delay and no doubt prevented disasters. Mitchells point was not the only spot on the road offering steep grades, but with the completion of the highway, nearly all of them were eliminated. The road around Mitchells point would be practically level, for it paralleled the railroad track and the river at almost 150 feet in elevation and without much increase distance. This new stretch of road was at the time rapidly nearing completion. That summer between Portland and Bridal Veil the highway was in good shape.

Mitchells Point Had a Good Samaritan

On August 22, 1915 The Sunday Oregonian ran an article about the good Samaritan of Mitchells Point. His name was Charles W. Parker, and whose home, the "Little Boy Ranch," was nestled in a cove at the west base of the old grade of Mitchells Point, which was a tortuous portion of the of the original route of the Columbia River Highway that was eliminated in October of 1915 with the long viaduct and tunnel through the bluff. Parker had won the name of "The Good Samaritan of the Columbia River Highway."

Scarcely a day or night had passed since the old route of the scenic highway was opened that Charles was not seen assisting some motoring wayfarer over the steep 28% grade. Almost hourly he was called from his work to fill a gas tank of some automobile, having allowed a garage company to place an auxiliary gas station at his place. When a machine became stalled on the heavy grade. Charles was one of the first to lend the strength of his arms and shoulders.

It was during July of 1915 that a Salem minister and his wife Helena, while motoring over the steep road, were caught on the most precipitous part of the grade. Their distress was seen by Charles, who hastened up the hillside with a stick to be used as a stop block behind the car's wheel. After a 15 minute struggle the automobile was eased to the level near the "Little Boy Ranch" where additional gasoline was procured, and it was then that the minister, looking the big owner of the unique place up and down, said: "Mr. Parker, I am going to christen you "The Good Samaritan of the Columbia River Highway," and the name stuck.

The Samaritan-like activities of the owner of "Little Boy Ranch" were however, a source of great worry to a boy who had lived at the place. He was always willing to aid all comers until one day a party bound westward swept down the hill and killed a favorite dog of his. Since then he had looked skeptically at all automobiles. And when anyone, after having been the recipient of his aid, passed carelessly on without proper thanks, the boy would remark angrily. "All the same dog man."

Inside and out the home of Charles and Helena Parker was one of the most unique in Oregon. Parker had been in newspaper work both abroad and in America. From Great Britain and the four corners of North America he had gathered interesting curios that found a place in his Hood River county home. The shrubbery grew in artful abandon around the rustic log house was chosen in the same manner by Helena Parker. Just before the outbreak of World War I, Helena, while in Holland, selected bulbs to be planted on her lawns.

The entire main floor of the Parker home was given over to an enormous living room. Two cavernous fireplaces, one at either end of the building threw out a glow of cheer in the cool seasons. Around the entire home ran a broad, glass-enclosed veranda. The west view from this porch was declared of the best along the entire length of the Columbia River. The towering crags of Mitchells Point rear them was directly behind the rustic Home. "Little Boy Ranch" was completed in 1911. "I knew then." said Parker, "that it would only be a question of time until this highway would be built along the Columbia."

The old State road passed through the terrace-like pass over Mitchells Point to the rear of the Parker home. The new highway took a lower level, sweeping in a graceful curve directly in front of the place. About 100 yards to the east of the home was the wonderful open-window tunnel. "I will be very glad," said the hospitable owner of artistic home, "when the tunnel and viaduct are ready for traffic, not that am not willing to assist every automobilist that may get stuck on the grade, but I now live in constant fear lest somebody may be injured in an accident on this steep, twisting road. As you will see from wood strewn along the hill side, I have carried half a cord up after slowly moving machines, using the pieces for stop blocks, whenever cars stalled.

Charles Parker would pass from this Earth in 1921, and shortly afterwards Helena sold the property. The new owners turned the Little Boy Ranch into a small village which catered to Hunters and travelers. The Parker home was turned into a roadhouse, and on the corner of the new highway a service station was constructed. There was also a sandwich shop, and 10 small cabins which resembled tiny mobile homes, and these were rented out to hunters and weary travelers. Later a 4 unit motel was constructed.

Today nothing of this little village remains and it is now the parking lot for the Historic Columbia River Highway Trail which now leads up to the new Mitchell Point Tunnel that opened in 2023.

Highway Link Almost Abandoned

In the spring of 1915 plans to build the new Columbia River Highway through Mitchells Point was almost abandoned. But after deliberation the highway commission decided to continue with the plan as was promised to the residents of Hood River county, despite the efforts of Senator I. N. Day, of Portland, who wanted them to abandon the plan. The decision to continue with the project was made on March 19, 1915 at a conference of W. L. Clark, who represented the Hood River Commercial club, and Leslie Butler, a leading banker of Hood River, along with the highway commission. Secretary of State Olcott and State Treasurer Kay, two of the three members of the commission, assured the visitors that they would carry out the plan to make the proposed improvement.

Mr. S. Benson said; "We want the state to go ahead and carry out its agreement." said Mr. Clark, at the conference. "We voted a bond issue last summer to construct with the express understanding that the state would aid in the Mitchell Point construction. Had there been no such understanding the bonds would never have been voted on. If the state does not aid us our money is practically wasted. When our present contracts are completed there will be a good passable road from The Dalles to Portland with the exception of the Mitchell Point stretch." Benson then said;  "The engineers' estimates were that the work would cost approximately $50,000, but it is a condition in favor of the project that the bids which were opened show that the work can be done for about $40,000, not including engineering costs. It is absolutely necessary to build the Mitchell Point road if the Columbia River Highway is to be of any practical value. Senator Day is wrong when he says the grade is only 17%. The grade is precisely 28%, and he ought to know it."

Present Road Declared Dangerous.

Benson went on to say that; "Senator Day is right when he says the present road over Mitchell Point has been in existence since 1865. It consists of nothing more than a trail. It is steep and dangerous and hangs out over the railroad at an elevation of about 700 feet. I'd hate to send my family over it. The plans for improving this road provide for a maximum grade of less than 5%, it will connect up the Columbia River Highway in Multnomah county, upon which we have spent several hundred thousand dollars and which the people of Multnomah county take so much interest and pride."

"The Hood River people already have built a road connecting with our highway at the Multnomah county line and extending to Cascade Locks. From Cascade Locks to Wyeth there is a good road. From Wyeth to Viento a new road is being built with funds accruing from the $75.000 bond issue. From Viento to Hood River there is a good road with the exception of the barrier at Mitchells Point. If the state takes Senator Day's advice and falls to appropriate the money for the Mitchells Point road, as it has promised to do, the Columbia River Highway will end right there. All the money spent by Multnomah county and by Hood River county will serve to produce only a scenic highway, but will not be worth a cent so far as practical benefits to the farmer and the tourist are concerned."

Wagon Road No Good.

Relative to a statement made by Senator Day that there was already a good wagon road at Mitchells Point, Mr. Clark said that while there was an old road, it was practically impassable for automobiles. The grade is about 28%, and at the summit there was a sharp turn which it was difficult for a long machine to negotiate. Clark said; "I have never known of but one car going over the hill, and that was hauled back by a team of horses." State Treasurer Kay said that he told Senator Day after the session Wednesday March 17, 1915 that he would not consent to any change from the original plan to expend the money on the improvement of Mitchells Point, unless Hood River county people favored it.

The sentiment of Hood River county, as the state treasurer has found it, has been unanimously in favor of the Mitchells Point improvement. Secretary of State Olcott said he had never changed his mind about the matter, He had been in favor of the improvement on Mitchells Point ever since the promise was made, believing the link to be vitally necessary on the Columbia River Highway. He knew of no one in Hood River who favored changing the plan. Mr. Butler agreed with Mr. Clark and said the Hood River people were unanimously in favor of the Mitchells Point road.

Governor Withycombe received a telegram on March 19th from R. E. Scott secretary of the Hood River Commercial club, relative to the Columbia River Highway contract in Hood River county. It read; "Hood River county certainly will object if the $50,000 is not spent on Mitchells Point, as per agreement made when we voted $75,000 last summer for Columbia River Highway. The commission will have to do the explaining if this $50,000 should be diverted to some other point than Mitchells. We made our fight and won on this very thing, in spite of the doubters. Contractors failing to get the job should go and look for other jobs, and not try and spoil this one."

Senator Day's Rebuttal

On March 23, 1915 Senator Day answered the criticisms of his position concerning apportionment of state funds for building the Columbia River Highway around Mitchells Point, by asserting that on the occasion of his firm appearance before the State Highway Commission he had urged and advised the commission that if it had entered into an agreement with Hood River it should keep absolute good faith. At the time he went to Salem, Senator Day said, he did not know that an understanding had been reached whereby the state was to build that section of the road if Hood River county would vote $75,000 in bonds for work in Hood River county. Moreover, he had not suggested that the money intended for or promised to the Mitchells Point construction be expended elsewhere in the state, but that it be used to improve the Columbia River Highway in Hood River county.

In further defense of his position Senator Day submitted an affidavit from an engineer who had made a survey of the present road around Mitchells Point, which disputed the statements made as to the grade percentages, the elevation of the summit and its reputed overhanging characteristics. It had been said that the grade of the road which Senator Day proposed should be utilized in lieu of constructing a new road and tunnel climbing the point at a grade of 28%.

The affidavit of E. A. Middlebrooks, surveyor, was that the road had an average grade of 15.4%; that the maximum grade was 21.9% and that was for only 100 feet. These grades were on the west slope. On the east slope the road descended at an average grade of 10.6%. Senator Day maintained that with small expense the road could be improved so that the maximum grade would be 12% or 13%. The road, said by some to overhang the river, was, according to Surveyor Middlebrooks, "no nearer at any point than 300 feet to either railroad or river."

In further evidence of the feasibility of the old road Senator Day referred to the report of State Highway Commissioner Bowiby, which said; "at Mitchell's Point the present road climbs to an elevation of 400 feet in a distance of half a mile." This, Senator Day pointed out, was in direct contradiction of statements that the road climbed to an elevation of 700 feet and at a grade of 28%, for the statement of the Highway Engineer figured it out at 15%. Senator Day's statement was as follows; "In the discussion that has taken place on the Mitchells Point matter the argument seems to revolve around three points;"

"First, the position taken by me; second, the obligation of the State Highway Commission; third, the facts relating to the grade of the present county road, and incidentally thereto, the question arises; Was there a contract as maintained by some of the advocates of the Mitchells Point tunnel that this particular piece of work should be done or was it his promise to perform the necessary work at that point? There is nothing in the report of the State Highway Engineer covering this matter, notwithstanding the fact that he is directed to report to the Commission in his annual report all roads toward the construction of which the state has contributed."

"It will also be noted in the report of the Stale Highway Engineer that the new location passes along the face of the cliff, requiring the construction of 3 tunnels through solid rock points. Inasmuch as there has been a departure in one case from 3 tunnels to 1, it does not seem that a further departure from one tunnel to the county road would be a violation of the spirit of the agreement, provided the Hood River people were agreeable thereto." On the question of grade the State Highway Engineer had the following to say in his report dated November 30. 1914;

"At Mitchells Point the present road climbs to an elevation of 400 feet in a distance of half a mile. This is approximately 15+ per cent. It is proposed to run the new tunnel from the present county road at reference 150 foot elevation. Following up the county road to the crest back of Mitchells point, an elevation of 261 feet is had, making a total of 411 feet. Major Bowlby says that in half a mile the present road climbs to an elevation of 400 feet.

If the distance to the crest is 400 feet, as contended by Major Bowlby, the distance from the crest to the bottom of the hill is also 400 feet This would bring the bottom of the road, to which he refers, below the present level of the river, as the level of the river is approximately at 50 feet in elevation. The hysteria evidenced by a some what unreliable evening newspaper, wherein it says that under the circumstances the Day proposal was infamous, does not appear to me to be justified by anything which I have said upon the matter."

"I repeat that I consider the appropriation for that purpose as unwise, and again say that the money would better be expended within the county on other parts of the road. That my opinion is shared by others is evidenced by the receipt of telegrams from Senators who aided in passing this bill. The attempt to show that I am not in favor of highway construction is not based upon the record. I was chairman of the special committee directed to report a bill to the Legislature, and the present law is the result of our efforts."

"The fact that two years have elapsed, and no general plan of highway construction adopted seems to me to merit some criticism. The report of the State Highway Engineer shows that on November 1, 1914, there was available in the state funds $59.595.88. The report secured by myself at the office of the Secretary of State last Wednesday the 17th indicates that there is less than $5,000 now available, The result obtained from the $238,000, reported as having been collected for state highway purposes, is a grievous disappointment to the friends of the Good Roads movement, and unless the State Highway Commission starts upon a new tack, highway building in the state of Oregon will be set back a generation."

"With the public I look with confidence to Governor Withycombe to extricate the state from the unfortunate dilemma in which the state finds itself with relation to road matters. A somewhat inaccurate critic excitedly states; Without this improvement at Mitchell's Point, the Columbia River Highway, as an artery of through traffic would have no practical value. Its western link would end at the western base of Mitchells Point. It is impossible for an automobile to go over the present road."

"A horse-drawn vehicle could not even attempt it. The road has been open for 50 years, but has never been traveled by more than half a dozen vehicles a year. Only one automobile ever attempted to go over it, and this machine failed in the attempt. In answer to the above. I wish to say that on last Sunday I saw a horse-drawn vehicle pass over this road without inconvenience, and in entire safety. I will make no attempt to harmonize the inaccuracy and inconsistencies found in the report and accredited statements of the State Highway Engineer."

"I have had the present road over Mitchells Point surveyed not only once but twice. The two surveys checked. I have photographs showing that the road is not overgrown with brush nor obstructed by rocks, but that it shows evidence of travel. I am advised by competent surveyors that it can be improved at small expense so that the grade will not exceed 12% or 13%. "I have also been informed that the bond proceeds in Hood River county are not sufficient to put the Columbia River Highway beyond the Multnomah county line in passable condition."

"If Hood River county insists that the expensive and unnecessary new road and tunnel be constructed when there is a feasible alternative route that can be utilized, at least temporarily, at great saving and thereby provide money for other needed work on the highway. I have nothing more to say. But I have the interest of good roads at heart. I sincerely believe that if this piece of extravagance is carried out there will be difficulty in obtaining further road consideration from the legislature. I think I know the temperament of the members from the up-state counties and I am confident their constituents will view with disfavor the expenditure of $40,000 or $50,000 on less than a mile of highway when the needs of the state for road construction ore so pressing and the funds available so limited."

The Contract is Let to Build the Mitchells Point Tunnel

On Thursday March 25, 1915 The Hood River Glacier reported that the contract for the Mitchell Point work of the Columbia River Highway was let Monday the 22nd by the State Highway Commission to the Standifer-Clarkson Co.. of Portland for $40,343.00. The Senator Day proposal had became infamous. To have followed it would have resulted in a state wide scandal that would never have ceased until the state highway department had reversed the action and faithfully carried out its sacred contract.

Construction Begins

Unless construction work begun by the state of New York Highway Commission around Cloud mountain on the Hudson cost more, the Mitchells Point section of the Columbia River Highway would be the most expensive road in the United States at the time. This three-quarters of a mile of new road, being built by the Standifer-Clarkson Co., of Portland, under the supervision of the State Highway Commission of Oregon, cost $50,000. However, except for a third of a mile this work was ordinary filling.

The remaining third mile comprised the gigantic task, that when completed, made the Mitchell Point section of the road the most noted in the mountainous districts of the Pacific coast, or the world. Engineers declared that no other highway in the world had ever been constructed just as the third of a mile around Mitchell Point at the time. For several hundred feet the road passed through a tunnel cut in solid rock. In one side overlooking the Columbia five big windows or "peepholes," had been cut giving light for the subterranean passage and made it possible to secure an effective view of the Columbia, 100 feet almost directly beneath the roadway, which seemed to jut out over the base of the cliff at this point.

The Axenstrasse of Switzerland, about which so much has been written, is of similar construction. But in the case of the latter road, instead of holes having been cut, the side windows are more like a aeries of arches or arcades, and have been built up, the road having been merely cut into the side of the mountain. The walls of the windows at Mitchell Point were of the rough stone. No concrete was needed to hold them in place. They were 10 feet thick in places.

Unless the motorist who passed through the tunnel got down from his car and peered over the edge of the window base it would seem to the motorist that they would be above the Columbia waters. A Kodak picture was taken by C. A. Pfaff, a member  of the engineering gang which had been at work on the road, showed this illusion. The Bailey Gatzert, of the Regulator line, was just opposite the window at which the young engineer was stationed, the light was just right, and the photograph resulting is a remarkable one. Mitchell Point is a huge formation of basalt and lava rock, and through it run several seams of peculiar, hard coal.

The Standifer-Clarkson crews crossed a three foot seam in their excavation work. In appearance the coal was very similar to Pennsylvania anthracite, but its burning qualities were poor. In reality there are two points, Little Mitchells and Big Mitcheils, as they have become known to those who reside near the gigantic crags. The small point rises to a height of from 300 to 400 feet just above the river edge and the railroad tracks. From its topmost jagged point it slopes gently back, to the base of the larger crag, and through this pass the old state highway, over which motor cars traveled until the tunnel was completed, wound, around tortuous curves and up grades impossible except to high powered machines. The second and larger formation rises to an altitude of more than 1,000 feet. It extends back in a gentle slope to the range of mountains that form the west barrier of the Hood River valley. The ridge of Big Mitchells is sharp edged. The topmost points of both these peculiar crags of the Cascades jut out over their bases.

On July 11, 1915 the first daylight was let through the Mitchells Point tunnel when a crew of the Standlfer-Clarkson Company discharged a blast. On Friday the 15th the big tunnel was completed. The men were rushing to completion of the 250 foot concrete viaduct that connected the west approach at Mitchells Point. The tunnel and viaduct made the around the difficult point opened for traffic on August 13, 1915.

First Car Through the New Tunnel

On Sunday August 12, 1916 the Mitchell Point tunnel was opened to let one unique car pass through it. Mr. Mitchell president of the Mitchell Motor Car Co, in one of his Mitchell cars was first to drive through the completed tunnel. To obtain this combination H. W. Mitchell made up his mind to drive the first car through the Mitchells Point tunnel on the Columbia River Highway. In applying for information as to the earliest possible time that the tunnel could be used, Mr. Mitchell found that the idea appealed to the officials in charge of the work, and they advised him that the tunnel would be open late last Sunday or early Monday (Labor day) morning.

Saturday afternoon of the 11th Mr. Mitchell turned the nose of his Mitchell Six toward Hood River, with Mr. McCook of Pendleton along with Mr. Ray Albee and his wife for company. Unfortunately, the Crown Point part of the Columbia River Highway was closed on account of road operations, making a necessary detour over the old hill road. At Benson Park the party refreshed themselves at the new fountain. They were obliged to wait there until a truck piloted the way through over the newly laid crushed rock and "hot stuff," which the contractors were at the time applying to the road surface. Although frequent turnouts were necessary, most of the journey was made over the new highway, much of which was paved. That which was not paved was smooth, making the going nearly as pleasant as on the pavement.

Danger is Apparent.

At the approach to the old road over Mitchells Point the car was stopped while one of the party tried in vain to telephone the flagman at the top. Mr. Mitchell finally decided to wait no longer and that if anything was met on the narrow road the proverbial goat passing would have to be made. Right there let it be said that if anyone wanted to appreciate fully the necessity for and the great advantage of the tunnel through Mitchells Point let him drive his car over the point from the west side on the old road. He would not only be fully appreciative of the new tunnel, but he would have tested his driving ability to the limit.

Near the summit of the old road in spite of its rock formation the wheels of the Mitchell Six spun as if on wet pavement. At the top Mr. Mitchell paused long enough to say; "That's the worst I ever saw; it must be fully a 35% grade." Mr. McCook's comment was that it looked more like a 90% grade to him at the start up the hill. A half hour's driving brought the car to the town of Hood River, where the party put up for the night. Sunday morning at 10am Mr. Mitchell decided to drive down to the point and learn, if possible, when he could go through. Mr. Mitchell asked one of the men in charge what chance he had of going through, and was told that he must wait until Monday morning.

Right Granted to Mitchell Car.

"We are only going to let one through," he continued, "and that is Mr. Mitchell, who is going in a Mitchell car." Upon making himself known Mr. Mitchell was then taken to Frank Wilson, who generously offered to move the track from the west approach to the viaduct, which would then leave barely enough room for the car to pass. The party all fell to in cleaning the tunnel of nails, kegs, loose boards and such so that the car could have a clear passage. At 2pm that Sunday afternoon Mr. Mitchell got in behind his wheel, and was the first of the thousands of cars which in the course of time passed through Mitchells tunnel. The party was then piloted into the east or Hood River side of the tunnel. In the center of the tunnel a stop was made for a photograph, which was possible on account of light through the windows of the tunnel. These windows, or holes, gave the traveler a wonderful view of the Columbia river and rocky cliffs on the opposite shore.

Last Danger Point Removed.

On emerging from the tunnel the car crossed the viaduct, which was such an example of fine bridgework, and they continued to the fill connecting the new road with the old. Here the workmen were removing the track and dump-cars, and it was only a short time until Mr. Mitchell was permitted to drive his car slowly over this fill and to the old road. The Mitchells Point tunnel removed the last reason for anyone owning an automobile hesitating to drive to Hood River over the new highway; "It is a trip that you will talk about for days and which will linger in your minds for years," said Mr. Mitchell. "Surely there is nothing more beautiful in America than the varied scenery along the highway, from enchanting green-clad, roiling hills to the awe-inspiring lofty cliffs and crags, and, dropping the gaze, one is always rested by the broad calm old Columbia, which in years gone by has made the whole thing possible."

Tunnel Surpasses the Axenstrasse

In the Hood River Glacier issued on August 16, 1915 is an article about how the Mitchells Point tunnel surpassed the Axenstrasse tunnel of Switzerland. The Axenstrasse had been judged as the most picturesque road in the world after it was built in 1865. It forms a part of the great highway between Switzerland and Italy, of which 9.5 miles, the distance between Brunnen and Fluelen is cut and tunneled out of rock. The tunnel is still in use today although it has been renovated. Globetrotters who have seen the noted tunnel of the Swiss Alps and other scenic highways in different parts of the world and who had passed through the Mitchells Point tunnel of the Columbia River Highway, had found in the new construction work a new love.

"I always thought the Axenstrasse could not be surpassed," said George W. Tillson, city engineer of Brooklyn, NY., in a letter to J. A. Elliott, who had charge of the construction of the Mitchells Point work. Mr. Tillson, accompanied by E. L. Powers, editor of a good roads publication, made a trip over the Columbia River Highway on August 9, 1915. "Mr. Powers and I. both having seen the Axenstrasse, want to emphatically state that the Mitchell Point work outclasses anything we have ever seen," said Mr Tillson. By special arrangement H. W. Mitchell, president of the Mitchell Motor Car Co, was permitted to drive the first automobile through the tunnel. "The Mitchell people," said Engineer Elliott, "will use four or five photographs of their car, taken in the tunnel and on the viaduct, for their 1916 calendar. "No sooner had we thrown down the barriers last Monday morning of August 13th than an Overland car passed through."

Engineer Elliott thought that at least 2,000 automobiles passed over the tortuous passage of the old State road over Mitchells Point before the new construction was completed. A record kept by Warren Miller, Hood River county road supervisor, showed a number slightly in excess of 1,600. However, says Mr. Elliott; "we saw a large number of machines pass over the Point before the county's watchman, who was stationed at the Point to prevent accidents, reached his work. A large number passed over in the night, and were not seen."

Tunnel Becomes Mecca for Tourists

In the October 17, 1915 edition of the Hood River Glacier is an article about the Mitchells Point tunnel becoming a mecca for tourists. The Mitchells Point tunnel of the Columbia River Highway had become a rival with the orchards of the Hood River valley in bringing tourists to the community. In fact, during October of 1915 the larger percentage of the visitors had made a mecca of the great piece of engineering work, and seeing the orchards was secondary.

Among the visitors at Mitchells Point had been James R , Clarke, along with his wife who were from Hudson, NY. Both were emphatic in their declarations that the grandeur of the Columbia gorge far surpassed that of the Hudson. "We have nothing in New York, or for that matter in the United States, so far as I have seen," said Mr. Clarke, "that can equal the tunnel and viaduct at Mitchells Point." Professor I. P. Roberts and his son, R. M. Roberts, of Fresno, CA., had also traveled there to see the tunnel and the local orchards.

Professor Roberts, who was in his 82nd year, had for 80 years been a member of the faculty of Cornell University. His son was agriculturist in the Southwestern states for the Santa Fe Railway Company. The tunnel and viaduct were both open at all times. Local people had never taken much interest in their scenery before the tunnel was completed. But afterward local parties almost daily had motored down the Columbia, and on Sundays scores of automobile loads of Hood River valley ranchers and their families would picnic in the folds of the great gorge.