Federal Projects Under Construction

ARIZONA HIGHWAYS Road Projects Under Construction in Arizona DISTRICT NO. 1

G. B. Shaffer, District Engineer N. G. Hill Co. have contract 5% completed for the grading and draining of 9.8 miles on U. S. 66, beginning about 32 miles northwest of Ash Fork Jct. and extending northwesterly, N.R. Η. 80-Η (1935). R. D. Canfield, resident engineer.

Tanner and Hall have contract 1% complete for the grading and draining of approximately 9 miles of highway on the Kingman-Boulder Dam Highway, M.R.M. 96-A. J. A. Quigley, resident engineer.

Pearson and Dickerson have contract 12% complete for the furnishing and placing of a two inch asphaltic retreat surface and select material and miscellaneous grading and draining work in the town of Jerome, on State Route 79, M.R.H. 96-A. J. A. Quigley, resident engineer.

Lee Moor Contracting Co. has completed the contract for grading, draining, placing of base course and oil surfacing of approximately 224 miles on the Prescott-Ash Fork Highway, U. S. 89, N.R.H. 61, beginning at Jerome highway junction and extending north. R. D. Canfield, resident engineer.

Arizona Sand & Rock Co. have completed the contract for the grading, draining, placing aggregate base course and mineral aggregate and oil processing by the road mix method of about 5.2 miles of highway, beginning four miles north of Gillespie Dam Bridge and extending northwesterly on U. S. 80, N.R.H. 64-A. Sam C. Redd, resident engineer.

Pleasant Hasler Construction Co. have completed contract for placing base course and mineral aggregate and oil processing by the road mix method on 18.7 miles on U. S. Highway 60, Blythe-Wickenburg Highway N. R. H. 98-D. C. S. Benson, resident engineer.

N. G. Hill & Co. have contract for the placing of aggregate and oil processing by the road mix method of approximately 6.5 miles of roadway, beginning about 7.25 miles west of Peach Springs and extending southwest on U. S. 66, N.R.H. 80-J, 24% complete. M. D. Glessner, resident engineer.

Lee Moor Contracting Company has contract for the grading, draining and oil processing by the road mix method of 4½ miles of the Prescott-Jerome Highway, N.R.S. 19-A, 41% complete. Jas. A. Parker, resident engineer.

DISTRICT NO. 2

F. N. Grant, District Engineer W. E. Hall Co. has contract for the grading, draining and placing of select material on approximately 7.4 miles on U. S. route 260, N.R.H. 78-E, beginning about 25 miles southeast of Holbrook and extending southeasterly. H. B. Wright, resident engineer.

Lee Moor Contracting Co. have contract 75% complete for grading, draining, placing select material, base course and mineral aggregate and oil processing approximately 1034 miles on the St. Johns-Springerville Highway, U. S. 260, beginning at the highway junction about 1-3 mile south of the town of St. Johns and extending southerly. N.R.H. 60-A. J. Kerr, resident engineer.

N. G. Hill & Co. and H. L. Royden have contract 94% complete for the construction of the railroad underpass and incidental grading, draining and paving work within the town of Flag staff on U. S. 66, N.R.M. 21.

Tanner & Hall have completed contract for the surfacing and oiling of approximately 6½ miles of roadway on U. S. 66, beginning about 144 miles northeast of Holbrook and extending easterly. The work consists of placing base course and three inches of Laykold, constructing shoulders and stock pile aggregate. N.R.H. 83-C and N.R.H. 83-G. Floyd Beeghly, resident engineer.

Arizona Sand and Rock Co. has contract 19% complete for the surfacing and oiling of about 14 miles of roadway on U. S. 66, N.R.H. 83-E.

Southern California Roads Co. have been awarded a contract for removing old oil cake, placing new base, re-mixing and re-laying old oil cake, widening with new oil cake, constructing curb and gutter and seal-coating entire width, beginning at the west city limits, of Winslow and extending west on Second street. N.R.H. 22 (1935). Floyd Beeghley, resident engineer.

Lee Moor Contracting Co. has been awarded a contract for the grading and draining, placing of select material on approximately 234 miles on U. S. Highway 260, beginning about 35 miles southeast of Holbrook and extending easterly, N.R.H. 78-H (1935). Н. В. Wright, resident engineer.

Clinton Campbell has a contract for the widening of one concrete bridge and replacing another concrete bridge with corrugated metal pipe and approaches. The work is located about three miles west of Mesa on U. S. Highway 80. R. J. Holland, resident engineer.

William Peper has been awarded a contract for the widening of one concrete bridge located in the town of Miami on U. S. 180, N.R.M. 91-A (1935). R. J. Lyons, resident engineer.

DISTRICT NO. 3

R. C. Perkins, District Engineer Geo. K. Thompson has completed the contract for the grading and draining of approximately three miles of the Globe-Showlow Highway 99-F on U. S. Route 60, just north of the Salt River. A. F. Rath, resident engineer.

Geo. W. Orr has contract for grading and draining of approximately 4 miles of roadway on U. S. 60, located about 46 miles northeast of Globe, N.R.H. 99-G, 7% complete. Gus Rahl, resident engineer.

William Peper has contract 65% complete for the widening of two concrete bridges within the town of Solomonville, and the construction of two new concrete bridges within half a mile of Solomonville, N.R.H. Project 67, on U. S. Highway 180. Dan Lyone, resident engineer.

DISTRICT NO. 4

W. R. Hutchins, District Engineer Clinton Campbell has completed contract for the widening of a concrete pavement located in the town of Chandler on State Route 87, N.R.M. 97-Ε. R. J. Holland, resident engineer.

The Borderland Construction Company have contract 45% completed for the grading, draining, furnishing and placing of select material and road oil mix with emulsified asphalt, seal coat, in the town of Benson, N.R.M. projects 18-E and 79-D, U. S. Route 80. Oscar Maupin, resident engineer.

BUREAU OF PUBLIC ROADS PROJECTS IN ARIZONA

G. L. McLane, Highway Engineer in Charge.

W. R. F. Wallace, Assoc. Highway Engineer, Supervising Engineer.

F. W. Flittner, Assoc. Construction Engineer, Supervising Engineer.

R. Thirion, Assoc. Highway Engineer, Supervising Engineer.

W. P. Wesch, Assoc. Highway Bridge Engineer, Bridge Engineer.

W. J. Ward, Assoc. Highway Engineer, Locating Engineer.

DECEMBER, 1934. UNDER CONSTRUCTION Route 3, the Flagstaff Clint's Well National Forest Highway:

Hodgman & MacVicar have completed their contract for grading and draining 8 miles of the Flagstaff-Clint's Well Route. The section completed begins at Clint's Well, joining with the PineWinslow route, and extends north. C. R. Brashears was resident Engineer.

The grading and draining of a section of this route, 7.6 miles in length, joining the section mentioned above and extending north, is under contract to Tiffany Construction Company. The work has just begun. C. R. Brashears is resident engineer.

Route 11, the Payson-Colcord Mountain National Forest Highway:

The work of placing selected material for subgrade reinforcement on a 5mile section of this route, which was under contract to N. G. Hill & Company and J. S. Boyer & Company, has been completed. The project was located near Indian Gardens about 21 miles east of Payson. G. E. Nelson was resident engineer.

Grand Canyon National Park Highways:

G. R. Daley and Vinson and Pringle are contractors for grading and subgrade reinforcement of all Grand Canyon Route 8, Hermit Rest, length 9.1 miles. The project extends westerly from the village of Grand Canyon to Hermit Rest, along the rim of the canyon. The work is about 16% complete. J. H. Brannon is resident engineer.

Cameron Desert View Approach to Grand Canyon National Park:

New Mexico Construction Company has completed its contract for oil surfacing 17.1 miles of this route between Desert View and Dead Indian Canyon. V. G. Watson was resident engineer.

The grading of 3.2 miles of the Cameron-Desert View approach is under contract to Skousen Brothers. This work lies at the east end of the route and connects previously constructed sections with U. S. 89 just south of Cameron. Work is about 55% complete. J. H. Brannon is resident engineer and F. A. Bonnell is assistant resident engineer.

South Approach to Grand Canyon National Park:

The Arizona Sand and Rock Company has completed the contract for placing a seal coat on the south 17.2 miles of this route, beginning at a junction with U. S. 66 about 3 miles east of

ARIZONA HIGHWAYS

Williams. V. G. Watson was resident engineer.

Kingman-Boulder Dam Highway:

M. J. Bevanda has the contract for the grading and draining of 10.8 miles of this route. This project begins about six miles from the Boulder Dam and extends south. Work is approximately 90% complete.

All Arizona Engineering and Construction Company is contractor for the construction of 3.5 miles of the King-man-Boulder Dam Highway, joining the section mentioned above and extending south. The work is about 84% complete.

H. L. Lyon is resident engineer on the Kingman-Boulder Dam projects.

SURVEYS:

F. J. Wade is in charge of a survey party on Route 3, the Flagstaff-Clint's Well National Forest Highway. The party is now working in the vicinity of Lake Mary.

The survey of additional sections of Route 11, the Payson-Colcord Mountain National Forest Highway has been resumed. The work is under the direction of G. E. Nelson.

UNWRITTEN ARIZONA HISTORY

About the "Soldiers of the Cross." Not only should the unselfish devotion of numerous Catholic priests who have served in Arizona be attractively presented in magazine articles or book form; but, likewise, the courageous and constructive work of Protestant missionaries and ministers who labored here in pioneer days. The beginnings and early history of several of our romantic mining camps, towns, and forts afford lively material for definitive sketches; and, finally, there are valuable memoirs and diaries in the posses sion of various old families in the state that should be located, edited, and published. The writer is almost constantly stumbling upon such depositories of early Arizona history. Not a few such family collections have been scattered, lost, or destroyed, but from this time on they should be preserved and utilized with the utmost care.

I may illustrate what has just been written by reference to some of my experiences last summer. At St. Michaels, I visited Mr. Sam Day at his historic old home once a trading post. More than half a century ago, his father before him was one of the most important characters in the Navajo Country. His mother, too, was a remarkable and charming woman who received letters from people all over the world who had enjoyed her hospitality. These letters, together with cherished guest-books, in which appear the autographs of many famous travelers, artists, soldiers and public men, and many other articles of historic interest, are jealously preserved by Mr. Day, the younger, himself now well advanced in years. I spent a night at the hacienda of the venerable and picturesque Chee Dodge, who lives near the border of New Mexico, some miles north of Fort Defiance. He was born at Fort Defiance three-quarters of a century ago, and was an active participant in the thrilling events that took place in that region two generations ago. He is the richest man thereabout; and, with the gathered weight of years, intelligence, and force of character, he is looked upon as the head of the Navajo nation. In his home, and in his own person, resides a wealth of material that should be preserved for the future. Crossing over to Gallup, I enjoyed the conversation and hospitality of an able and interesting business man, Mr. C. N. Cotton, now about seventy-five years of age. He really belongs to Arizona, as his public career began here, and as he was for decades closely associated with the distinguished Lorenzo Hubbell, the elder. Mr. Cotton has one of the most dignified and beautiful homes in the Southwest. The rugs, paintings, books, and other furnishings that adorn his mansion are almost all distinctive of the Southwest. His home, in reality, constitutes a Southwestern museum and library that any city or University in the United States might be proud to inherit intact. From the point of view of an enthusiastic Arizonian like myself, the trouble with the three gentlemen mentioned above is that they have lived in a part of the state so remote, and so immediately adjacent to New Mexico and the Santa Fe railroad that they have almost forgotten they are Arizonians. We should reclaim and claim them, and preserve their names, their deeds, and, if possible, their very valuable collections for Arizona, and Arizona history.

Methods of Securing Historical Material

I am often asked how I secure the information used in my books and articles on Arizona. To answer this question is to let the reader into the secrets of my prime source of enjoyment during the past ten years. My advice to anyone who wishes to change from a dull to an exciting life, or to take up an avocation that is a sure cure for ennui or the blues, is to set out in quest

ARIZONA HIGHWAYS

of historical matter that had to do with Arizona.

Of course, a research student turns first to archives national, church, state, municipal, institutional; that is, to official records, anywhere and everywhere. Millions of documents in the archivies of Mexico await the research student, and other millions across the sea in Spain. Unfortunately for me, I have the crudest and most meagre knowledge of the Spanish language; and since coming to the Southwest I have been too busy to make much progress with it. Partly for this reason, and partly because scores of eminent scholars have for decades been delving into early Mexican and Spanish sources, I have chosen to center my study on the American period of Arizona history. It is, however, a foolish and painful handicap for anyone living near the border to remain ignorant of the language of our nearest and most romantic neighbor. However, there are American archives, too, even Arizona archives, and in these unworked mines at home let the student dig if he cannot go farther.

There is one vast, almost limitless, source of information that I have made a good deal of: I refer to the famous collections of Arizona and Southwestern material books, manuscripts, maps, pictures, etc. available in The Bancroft Library, The Ayer Collection, The Huntington Library, and the Munk Collection of Arizonian. What absorbing days, weeks, and months I have spent in these storehouses of priceless historical information! These four libraries are themselves great enduring monuments, and each one commemorates a celebrated personality. To tell the story of the men who made these collections, and to point out even in the most condensed manner, the extent and variety of materials to be found there, would require another article as long as this one. But even within our own borders we have several considerable libraries, rich in Arizona material. The State of Arizona has its collections; each of our institutions of higher education has, likewise; the public libraries of Phoenix, Tucson, Prescott, and Flagstaff are well supplied with books about Arizona; and at the Pioneers Historical Society a very valuable collection of Arizoniana is growing up day by day.

The newspaper files of Arizona and California have supplied me, not only with elusive and fugitive facts, but, also, with a sort of rich, hazy atmosphere through which to view my characters and incidents. Even today as we read our newspapers we are occasionally shocked with the consciousness that inaccurate statements are being made, that false stress is laid upon this or that incident, that facts are misrepresented, and motives misinterpreted; and we are bound to suppose, as we read the newspapers of fifty and seventyfive years ago, that the life of the time was reported in about the same inaccurate, prejudiced manner that it is now. The editorials, as well as the news items of those remote days, are full of prejudice and distortion. Yet, as one read these accounts of events then current, one knows that certain things were happening; that this or that thing did take place; that ditches were dug, that rails were laid, that armies did move, that institutions were founded and buildings erected; that elections did take place, and that laws and statutes were enacted; and, once in awhile, through the smoke and haze, in spite of the thunder and the lightning, one is able to make out a wee small voice of fact; and, notwithstanding the wild, flowing drapery of fine writing, invective, ridicule, and mawkish sentimentality, now and then one is able to discern the outlines of the fine lovely garment of truth. The fact is I have found in the advertising sections of the thousands of pages I have read from old newspapers as clear and indubitable pictures of the times and cities and people I am studying as I have in the news and editorial columns. Here we learn what people are buying and selling, eating and drinking, what sort of places they sleep in, where they go to be entertained and to worship, whether or not there existed at that time a photograph gallery, a barber shop, a water system these and a hundred other intimate human details of the time and place stand out beyond dispute.

Another source of information that I have eagerly sought to explore is the fund of personal experience stored up in the memories of very early pioneers who were distinguished in their remote day and were able to relate the events of the past with accuracy and picturesqueness. Patiently and persistently I have sought out these men and have tried to elicit from them with as much freshness and color as was appropriate the scenes and incidents of the past. Many, many of them I have met and interviewed. I think I can trace to long fascinating hours of conversation with that most urbane and entertaining pioneer, Judge E. W. Wells, my first definite impulse to store my mind with Arizona lore, and to transmit it attractively to others. He came to Arizona the year I was born; a man of clear mind and charming personality, he never wearied in telling the thrilling

DECEMBER, 1934.

incidents in which he had a part; nor could anyone ever tire of hearing him, for he is a master story-teller. My one great regret is that I could not have arrived on the scene a generation sooner than I did so that I might have known and talked with a score of our distinguished pioneers who died long ago. It has, too, been a constant source of regret that my duties have kept me from searching out many early settlers still living whose lives have been most interesting. I have been able to talk at length, and intimately, with not a few men and women who lived in Arizona in the '50s, '60s, and '70s. These are the decades when the American ascendency in Arizona began; and it is this period, before the coming of the railroads, that I have most cultivated.

It is something of a knack to interview an old-timer satisfactorily (a generation ago it might have been something of a risk, also), for some of these ancient men have things they prefer to keep to themselves, and are inclined to be a little suspicious of a stranger who grows inquisitive. However, when once a sought after old gold nuggets of fact has established his credentials, and still more important, has shown himself informed and sympathetic there are no riches they will not dig up, no charming hospitality they will fail to offer. The best way to capture such material is to seek it with a number of friends who are themselves old-timers, and thus draw it out unconsciously, in an easy, natural social atmosphere. Then pioneers speak in character and with freedom and spontaneity. One anecdote calls forth another. One high experience prompts a still more wonderful one. As was hinted in an earlier paragraph, it is to be hoped that young writers will seek out leading pioneers who still survive and draw from them detailed and accurate information dealing with trading posts, early merchandising in the Territory, the beginnings of the cattle and lumber industries, and the dramatic story of railroad building in Arizona.

A source of information as significant in its way as libraries and newspapers is field research. Upon this phase of investigation I could grow lyrical; for, under Arizona skies, to one who delights in action and the out-ofdoor, there is almost no occupation that can compare with this traveling old trails, locating forgotten sites, and identifying crumbling ruins, finding the spot and photographing upon one's memory the surroundings of some obliterated building, some abandoned fort, some heroic field of death where one may revive afresh the thought of

DECEMBER, 1934. ARIZONA HIGHWAYS

"old, unhappy, far-off things And battles long ago,"

and live through the experiences of the brave men and women who did and dared in an age when death lurked everywhere and when barehanded toil alone could conquer the fierce elements of Nature. There are many almost forgotten roads and trails, many lost villages and mines, a few decaying haciendas, and many unidentified rocks, caves canyons, mountains, and trees that stand as landmarks of events that were grim and crucial. These should not be lost sight of or permitted to perish. The exact spot of every mission, stage station, spring, camp, fort, or dismal rallying point where dauntless pioneers and soldiers gave out "a last sunset cry" should be discovered, identified, and marked for posterity.

On this last point I cannot forego special emphasis. We have all too long been careless or indifferent with respect to historical achievements in our state and fitting monuments to commemorate them. Hardly any region in America can surpass the State of Arizona in vivid, memorable deeds. We have a colorful past of four hundred years. We have records of antiquity that goes much farther back. Wave after wave of humanity has swept over our Southwest; and at times these waves have mounted in conflict one against the other and fierce, distinctive battles have ensued. Relics of these various and successive civilizations, from that of the pre-historic peoples down to our own day, remain in our midst; call forth our wonder, and challenge our investigation. The whole thing presents itself as a thrilling pageant or panorama to the intelligent eye. We stand at the center of vast and continuous activities. At every turn we find remains and relics of the pueblo folk, the marauding Indian tribes, the Spanish cavaliers and priests, the half savage trappers, the prospector, the white emigrant, the sol-dier, the cowboy, the bad man, and, at last the college professor, the tourist, and the artist. Each troop of actors has in turn had its little day upon the stage; each occupancy has left its proper deposit along the way from the exquisite prehistoric pottery of the Pueblo Indians to the bent and blistered tin can of the modern America era. "Can such things be without our special wonder?"

Some of the relics that we come upon as we trace backward the course humanity has trod here in Arizona are calculated merely to stir our curiosity, appeal to our sense of humor, or gratify our feeling for the picturesque; but most are of pathetic and tragic moment-stern monumants, reminders of sudden disaster, or hopeless last stands of implacable foes. All are interesting; and each year they grow more interesting. What I wish to stress, then, is that responsible officers and organizations should decide what is to be designated as of permanent significance, and then in a dignified and orderly way set about marking these spots, erecting monuments to these monumental characters of the past, making these locations and memorials accessible over good roads and by means of uniform road signs for the guidance and enlightenment of the untold thousands who will come in ever-increasing numbers to enjoy our climate and our relics of antiquity. We should make it possible for our tourists to read as in an open book our extremely rich and romantic past through monuments and inscriptions, from the moment they enter our borders until they pass out of them again. These monuments should be simple and beautiful. The legends written upon them should be brief, accurate, eloquent. Particular organizations and localities should cooperate with, and work through, a central, authoritative, state board or committee a committee

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ASH FORK, ARIZONA made up of broadminded, intelligent, historically informed men and women from all parts of the state. Within a decade, if such steps as these were taken, no summer outing of a high school boy or girl but would be both inspiring and educational. No chance traveler could pass through our state without feeling the thrill of our extraordinary attractions and our great antiquity; and, inevitably, stirred by a historic map so bold in its relief and so simple in its illuminating inscriptions, he would desire to read our whole story by means of an extended tour.

THE HONEYMOON TRAIL TO UTAH

(Continued from Page 7) The Mormons claimed both springs by virtue of previous settlement but about 1903 the government wanted the location on which to establish an In-dian School, so the settlers sold their claims to the government for $45,000, which was divided among them on a pro-rata basis. Early travelers along the road often speak of Tuba and Moenkopi as "oases in the desert" and so they were, and are. There is a world of early history con-cerning these places which all young Arizonians should read and understand.

The road followed the wash for about 25 miles, then turned out and crept along the east side of the "Echo Cliffs" and down some long ridges like huge fingers that led them ultimately to the river at Lee's Ferry. The road down the Moenkopi Wash was frightfully rough, its course strewn with the wrecks of abandoned wagons. At the river they were carried across on the huge ferry boat at first operated by John D. Lee himself, later on by the of-ficials of Coconino county. On the north side of the stream the road followed the Paria River north for fifteen or twenty miles, finally turning out on its west side, over into House Rock Valley. There it skirted the blunt

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17

nose of the giant Kaibab range-Kaibab means in Pah-Ute a "mountain lying down," a very descriptive name indeed. In those days it was more commonly known as the "Buckskin" range or mountain because here the settlers and Indians all came to secure buckskins from the many deer always found in this region.

Then the road led northwest across the wide treeless Johnson Valley past the Mormon settlement of Johnson, to the little settlement of Kanab, on the banks of the Kanab Wash. Kanab, by the way, is a Pah-Ute word meaning "willows," with which the stream was once lined. At Kanab, they turned due west, crossed the wash, then but a shallow wash-now a hundred feet deep due to erosion struck the northern point of the famous Hurricane ledge, then down the valley to the Virgin River.

And finally after a tiresome, tedious trip of over 350 miles from, let us say, Snowflake for a starting point, the young people reached their destination, St. George, Utah. With stops along the way to rest horses, high waters in streams and washes, nearly a month had elapsed from the time they started until the picturesque spires of the snow white Temple at St. George greeted their eyes from the high summit above the town to the east.

Here in this beautiful Temple, the first of its kind to be finished and used for such purposes in Utah almost a year before the one at Salt Lake was ready for business they were made man and wife in accordance with the rites of the Mormon religion. As a gesture to the proprieties they had been legally joined before leaving home by some local justice of the peace, but the ceremony in the Temple was essentially a religious and final affair.

For many miles this pioneer highway led over the clay flats where in wet weather the mud was often hub deep.

ARIZONA HIGHWAYS

Snow sometimes caught them along the base of the Kaibab and Hurricane ranges, which added to their sorrows. Following the three days' ceremony at the Temple the next two or three months was generally spent by the newlyweds in visiting with friends or relatives in the little Mormon hamlets along the way.

Early in April they began the homeward trek. Before that the snow was generally too deep to get through on the House Rock Valley divide. About the middle of May the last of them had returned home and while the girls got settled down in their new homes the boys hunted up their old jobs or found new ones and for them, life moved along just about as usual.

These Mormon boys were excellent cow hands and the Old Cattleman remembered he always had several of them with his chuck wagon all summer long. His first experience as he recalled the matter of this trek to St. George, was one day while on the fall roundup, one of these Mormon boys came to him and after some moments of hesitation and embarrassment, his eyes on the ground and his voice almost failing him, announced the important fact that about the first of November he would quit his job. Asked for his reasons he stated that "he and Mary" were going to start for St. George about the middle of November to "go through the Temple." He was not particularly surprised at this bit of news for he had watched the billing and cooing of the two at the Mormon dances held in the little settlements about the range which were always attended by the boys on the roundups whenever within riding distance of the wagon.

Asked about his plans for the future the lad said he hoped he could have his job back in the spring, which was duly promised him. The old man admired the pluck and enterprise of those young couples in starting out in life with what was naturally a very modest plan. The boy certainly did not have on hand more than fifty dollars, in hard cash, owned a couple of half broke cow ponies, a six shooter, a saddle and the proper saddle equipment with a none too heavy bed roll, plus the clothes he stood in.

The young woman's mother was a widow and the girl probably had little in the way of earthly possessions except a few clothes, a very healthy appetite and a willingness to work. However, the boy was a sober, honest, reliable lad, had no bad habits and, when it came to chasing cows was a "top waddy."

When the day for their departure arrived, he was possessed of a brand new Studebaker wagon, equipped with a canvas cover and everything needed for the trip to St. George, including food for the journey there and back, and a new set of double harness.

The girl's mother donated the bedding, including a spring mattress. The boy's two saddle ponies clothed in that brand new harness were to furnish the motive power. When he and his young bride-to-be climbed into that wagon with the front door tied back, and, from the spring seat inside drove hopefully and happily away to join four or five other wagons similarly outfitted and inhabited, they were just about the happiest youngsters in the wide world. The Old Cattleman doubts if today any young couples get one-half the thrill and happiness out of their trips by auto and railways, living at expensive hotels and spending dollars where those of that day spent pennies as did those young Mormon boys and girls. "Ah, them were the happy days, indeed."

Naturally one asks, "Where did they get the new outfit?"

Well, that's one of the great advantages of being a member of the Mormon church in good standing. Every good sized Mormon town has its own co-operative store known always as

DECEMBER, 1934.

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DECEMBER, 1934.

"The Co-op." Its stock is owned to a large extent by the citizens of each settlement. The young Mormon boys had only to go to the Manager of their Co-op and make their wants known for the trip they were planning to get credit for whatever they needed for the journey to St. George and back. It might take them two or three years to repay the debt but that was part of the understanding, one of the obligations of these Co-op stores. As far as the Old Cattleman knew, never did one of these Mormon lads fail to clean up his indebtedness eventually. Best of all, these Mormon boys and girls took their marriage vows seriously. The Old Man cannot remember ever hearing of a divorce among them, al though he lived among the Mormons for more than 25 years. "When our folks gets hitched," explained a father ly old Mormon Bishop, "they stays hitched for good. They are just natur ally brought up that way."

Today, this old "Honeymoon trail" is for the greater part a fine well paved highway. Over it the Mormon boys and girls of this present generation roll along in their bright new autos and know nothing of the trials and tribula tions of their forbears. Many of them now go on to Salt Lake or St. George just for the ride, although since the beautiful Temple at Mesa was finished a few years ago most of them go there for this important churchly function.

"But I'm here to tell you," remarked the Old Cattleman, "I'm betting that none of these present day honey 'mooners who slip along this road at a fifty-mile clip in an easy riding auto, stopping at night in fine hotels instead of camping in the open, make it in three days instead of that many weeks, get half the real happiness out of the jour ney as did those youngsters of yester year who made it in a two-horse cov ered wagon. "The Honeymoon High way! Long may it prosper!"

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ARIZONA HIGHWAYS FIRST ARIZONA CHRISTMAS TREE.

(Continued from Page 9) Mrs. Ehle's home to make things: Little pin cushions and tiny hand bags with draw strings for the girls, and wristlets and scarfs for the boys, and the new Mrs. McCormick divided her pretty wedding handkerchiefs among the women.

"Some years ago, Mrs. Ehle's daughter,(now dead) showed me a pin cushion from that tree.

"The women had baked dozens of little cakes to go in the bags, and in place of candy there was brown sugar in cakes, from Mexico. A very small amount of real candy came from San Francisco. This tree was celebrated on Christmas eve and on Christmas night there was a big dance, and Sam Miller, in his buck-skin hunting suit, danced with the new bride, who wore some of her wedding finery. It was a joke for a long while that young Miller, who danced beautifully, even when he was an old man, quite took the "shine" off the official family in their regulation suits.

"There had been rag dolls made for all the little girls and put on the tree the night before, and one woman told me how, as a child, she took her doll to the dance the next evening and danced with the grown men while hanging tightly onto her wonderful doll with one hand. There were so few women that the little girls were needed to make up the sets in the dances."

In the spring of 1867 the lovely young Mrs. McCormick died, and with her little baby was buried under a pine tree near the mansion. Old women who knew her well told how the only physician available did not know what to do, and how the mothers of the little town begged to give their crude but experienced help, and how a Mexican mid-wife, to whom the dying woman had been kind, sat on the doorstep all night, sobbing, and begged them to let her in and see if she could not save one life, or both. It was too late; the lovely young girl mother, with her baby, had passed into the long, last deep sleep, victims of pioneer days.

OUR COVER PICTURE

(Continued from Page 10) For miles, that the early morning fog daily wraps their peaks in a moist cloud. Here, also, in the valleys and can yons, are to be found some of the lar gest specimens of the ocatillo plant, many being twenty feet in height, with stems three inches or more in diameter.

RESOLUTIONS PASSED AT THE AN NUAL CONVENTION OF THE AMER ICAN ASSOCIATION OF STATE HIGHWAY OFFICIALS, HELD AT SANTA FE, NEW MEXICO.

(Continued from Page 12)

A manual, has completed its work of revision; and,

WHEREAS, the conference on Street and Highway Safety at its meeting in May, 1934, and this Association, by let ter ballot in September, 1934, have both adopted said Revised Manual on Highway Traffic Control Devices, which Manual is now being printed for use of the State Highway Departments. Therefore be it RESOLVED: That this annual meeting of the Association urges upon all the states the adoption of this Manual as the standard for all traffic control signs, signals, markings and of other control devices therein presented; and to accomplish the actual installation of such standards as rapidly as possible by a process of replacement in the course of maintenance operations, as such re placements become necessary.

Resolution No. 8.

WHEREAS, the selection of addition al mileage beyond the limits of the original seven per cent eligible to receive Federal Aid funds is provided for in law; and WHEREAS, the selection of such mileage should be adequately foreseen, and the needed information made available to enable an intelligent choice of additional roads; and, WHEREAS, a general classification of public roads is becoming of great administrative importance from the point of view of both the highway administra tors and the revenue officials; and WHEREAS, the Act of June 18, 1934, provides that any state may ex pend not to exceed one and one-half per cent of its Federal Aid allotment for advance planning. Therefore be it RESOLVED: That this annual meet ing of the Association of State Highway Officials urge upon the several state highway departments that they devote to traffic studies a liberal part of the permissible funds, and that they re quest the Bureau of Public Roads to enter into cooperative agreements to conduct surveys which will disclose LEE MOOR CONTRACTING COMPANY 807 BASSETT TOWER EL PASO, TEXAS

WHEREAS, those roads not now in the Federal Aid Highway System which should next be added, and furnish data necessary and adequate to make a complete classifi cation of all public roads.

Resolution No. 9.

WHEREAS, the plan of sharing the cost of railroad grade crossing elimin ations between the State and the rail road involved, heretofore considered equitable, is now, due to financial con ditions, delaying such eliminations; and WHEREAS, the necessity for such railroad eliminations and the elimina tion of highway intersections and the construction of bridges is ever appar ent; and WHEREAS, loss of life because of such hazards can only be stopped by definite action. Therefore, be it RESOLVED: That this Association assures the National Administration and the Congress that any corresponding allotment or appropriation of Public Works money for these above men tioned purposes and for the relief of unemployment would make a valuable contribution to public safety and the general welfare of the nation.

Resolution No. 10.

WHEREAS, the Federal Government through Congressional action has, for the purpose of extending the improved road system of the National and to in crease employment, allocated funds for the improvement of secondary or feeder roads, not necessarily included in the State Systems or the Federal Aid Sys tem of highways, and WHEREAS, the expenditure of these funds through the Bureau of Public Roads and the State Highway Depart ments has been expeditiously and econ omically administered in the construc tion of roads which coordinate with the primary highways, and has afforded a marked increase in employment, and WHEREAS, if this policy is con tinued, the resulting roads will ade quately connect with the shipping points of the Federal System. Therefore be it RESOLVED: That this Association assures the Federal Government that any further appropriations of Public Works money that may be found de sirable to expend on secondary or feeder roads can quickly be made active through the facilities of the members of this Association, and we gladly offer such facilities and our entire coopera tion in such a plan.

Resolution No. 11.

WHEREAS, the majority of the Highway contractors are not commercial producers of sand, gravel or broken stone, but on the contrary, produce such materials locally for a particular job. Now, therefore, be it RESOLVED: That the American As sociation of State Highway Officials believes that such contractors when pro ducing materials for a particular job from a plant which is not used for com mercial purposes should not come with in the purview of Code No. 109 of the Crushed Stone, Sand or Gravel, and Slag Industries, but should come under the regulations of the Secretary of Ag riculture through the United States Bu reau of Public Roads.

ARIZONA HIGHWAYS

job. Now, therefore, be it RESOLVED: That the American As sociation of State Highway Officials believes that such contractors when pro ducing materials for a particular job from a plant which is not used for com mercial purposes should not come with in the purview of Code No. 109 of the Crushed Stone, Sand or Gravel, and Slag Industries, but should come under the regulations of the Secretary of Ag riculture through the United States Bu reau of Public Roads.

Resolution No. 12.

WHEREAS, the present legal pro visions for the hours of work on labor contracts under the National Recovery Act, relating to highway contracts, set a maximum of thirty hours per week for common labor, and WHEREAS, this limiting of the working hours to thirty hours per week on outdoor work places an unnecessary burden on the contractor due to loss of time and to the continuous shifting of forces; and further, since a thirty hour week does not provide on the present wage scale, especially due to loss of time, an adequate compensation for common laborers, and, WHEREAS, the present legal pro visions for the classification of labor on highway contract projects under the same act, are that skilled and intermediate classes of labor must come from the county within which the project is lo cated. Therefore be it RESOLVED: That the American As sociation of State Highway Officials recommends that a maximum of forty hours per week be allowed on any con tract for highway work; and be it further, RESOLVED: That the American Association of State Highway Officials recommends that a maximum of forty hours per week be allowed on any contract for highway work, and be it further RESOLVED: That this Association recommends that contractors be allowed to secure their skilled and intermediate labor from any place within the state.

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Specialists on Reinforcing Steel Mesh Guard, Fence Stays 1534 Blake Street, Denver Plants at Denver and Pueblo

DECEMBER, 1934. Resolution No. 13.

WHEREAS, it is manifestly unjust to discriminate in the taxation of road users, and WHEREAS, the mileage obtained from Diesel and similar heavy fuels is greatly in excess of that obtained by gasoline. Now, therefore be it RESOLVED: That this Association recommends to the respective State Highway Departments a study of this situation in order that an equitable state tax be placed on users of Diesel fuels in motor transport.

Resolution No. 14.

WHEREAS, the approval of the War Department of the United States of all bridge structures over navigable streams has resulted and continues to result in the construction of unnecessarily costly bridges over streams not navigable in fact; and WHEREAS, there apparently exists no distinction in decisions of that Department between streams navigable and unnavigable for practical or com mercial purposes; and WHEREAS, the result of past ap proval in the existence in many places of expensive draw or lift bridges which have never been called upon to operate and which today represent an uneconomical and unwarranted investment, and WHEREAS, it has appeared in some cases that the heights and widths of fixed structures have seemed excessive, and that a lack of positive information exists as to just what dimensions would be adequate to take care of water traf fic as well as highway traffic; therefore be it RESOLVED: That this Association formally requests the War Department to make a determination in each case that a stream is or is not navigable in fact for some practical and useful pur pose at the time decision is made and to cease requiring openings and clear ances suitable for use by large vessels where such are unlikely to be needed; and be it further RESOLVED: That the Committee on Standards of this Association make in vestigation looking to the collecting of information as to the heights, widths and lengths of vessels using navigable streams, and the tendency of the con struction of additional vessels so that the various State Highway Departments may have such information in discuss ing with the War Department applica tions for permits for bridges over streams navigable in fact.

Resolution No. 15.

WHEREAS, the American Association of State Highway Officials is concluding its annual sessions after a most beneficial meeting made successful to a great extent by the untiring efforts of our President, Secretary, other officials, and the people of Santa Fe, the New Mexico State Highway Department, and the citizens of New Mexico in general. Therefore, be it

DECEMBER, 1934.

RESOLVED: That this Association express our hearty appreciation of the manner in which the various features of this annual convention have been carried out to His Excellency, A. W. Hockenhull, Governor of New Mexico, and the New Mexico State Highway Commission, the State Highway Engineer, and all those who assisted them in making this convention a success.

an easement for $1,500.00, providing, the State Highway Department would put in a culvert across their highway just east of the present station. Further, that in the event of Mr. Bryce improving his corner, it would cost the Highway Department considerably more for the right of way through his property. The Secretary was instructed to forward Mr. Rogers an excerpt from the Official Minutes of October 31, 1934, showing the action taken then by the Commission on this matter and advise him that the attitude of the Highway Commission has not changed.

COMMISSION NOTES (Continued from Page 11)

A letter was presented from Mr. Robert E. Morrow, of Kingman, Arizona, stating he contemplates presenting a bill in the next Legislature relative to extending Highway 69, known as the Boulder Canyon Road, to connect with Highway 89 by way of Wikieup and having the whole designated as State Highway 69, and requesting any information the Department may have, or suggestions they may wish to make concerning this proposed designation. The Commission instructed the Secretary to write a letter to Mr. Morrow requesting that, inasmuch as he is preparing a bill on this designation to be submitted to the Legislature, he also prepare a bill requesting the Legislature to provide sufficient funds for the construction and maintenance of this highway.

State Engineer O'Connell presented a letter dated November 17, 1934, from John F. Franklin, Colonel of the 25th Infantry, Commanding, Fort Huachuca, Arizona, referring to the matter of routing the proposed Fort Huachuca-Elgin road other than through the northwest part of the reservation. The matter was discussed and the Commission in structed the State Engineer to abide by the Minutes of October 31, 1934, wherein he was instructed to build the road in accordance with our Programs A and B.

Commissioner Vyne brought up the matter of constructing a bridge at Wickenburg. He advised the Commission that the Bridge Department, after making investigation, recommended two sites. One at the present location, and one approximately one mile downstream from the present bridge. After going into the matter, it was regularly

ARIZONA HIGHWAYS

moved by Commissioner Vyne, seconded by Commissioner Addams, and unanimously carried, that the State Engineer be instructed to prepare plans and a final estimate on the cost of the construction of a bridge at the two sites, taking into consideration on the present location the matter of straightening out the line and the widening of the bridge, and submit a report on same to the Commission for comparative purposes.

Commissioner Addams presented a letter from Mr. G. W. Nelson, of Win slow, concerning the condition of the Holbrook-McNary Highway. Mr. Nelson stated the road is in bad condition although the crew available is doing all they can to keep it up. It was brought out that $30,000 had been set set up for survey and construction of this road and it was suggested that Mr. Nelson be advised of this, and that he also be advised that some betterment work has been done on this road and it will be further improved by grading and draining within a year or so.

It was regularly moved, seconded, and carried, that the Highway Commission adjourn at 4:20 P. M., November 21, 1934, to meet again at the call of the Chairman.

November 15, 1934.

The Arizona Highway Commission met in special session in their offices in the Highway Building, November 15, 1934, at 10:00 A. M. Those present were Chairman Dowell, Vice-Chairman Vyne, Commissioners Barth and Mansfield, also the Secretary and Assistant Attorney General McDougall. Commissioner Addams was absent and so was State Engineer O'Connell. Deputy State Engineer Smyth acted in place of the State Engineer.

Deputy State Engineer Smyth recommended to the approval of the Bureau of Public Roads that inasmuch as the regular and the alternate bids are in the same amount on the Prescott-Flagstaff Highway (Jerome Streets) U. S. Public Works Highway Project No. N. R.M. 96-A (1935) A.F.E. No. 514, the contract be awarded on the alternate to the low bidder, Pearson and Dickerson Contractors Inc., in the amount of $19,484.82. It was regularly moved by Commissioner Vyne, seconded by ComMissioner Mansfield, and unanimously carried, that the recommendation of the Deputy State Engineer be accepted.

Deputy State Engineer Smyth recommended, subject to the approval of the Bureau of Public Roads, that the contract on the Flagstaff-Winslow Highway, U. S. Public Works Highway project No. N.R.H. 22 (1935) A.F.E. No. 6662 be awarded to the low bidder, the Southern California Roads Company, in the amount of $15,092.40. It was regularly moved by Commissioner Barth, seconded by Commissioner Vyne, and unanimously carried, that the recommendation of the Deputy State Engineer be accepted.

Mr. Clark J. Wells and Mr. R. T. Prather, both of the U. S. Indian Irrigation Service, appeared before the Highway Commission and requested permission to place their power transmission line on the highway right of way of a borrow pit on 94-B between Coolidge and Florence, as per the sketch submitted by the Indian Bureau.

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Mr. A. C. Sieboth, right-of-way agent, advised the Commission that the Highway Department had procured an additional area at the railroad crossing north of Coolidge for the purpose of a borrow to construct the grade separation there, and the Indian Service wish to pass through that with a pole line. He also stated that he had talked to the State Engineer on this matter and the State Engineer was inclined to let them go through there if they will keep 75 feet away from our right of way line, and give them a revocable permit therefor. Then, when the time comes to borrow for grade separation purposes, the pole line is to be removed temporarily by the Indian Service at their own expense.

It was regularly moved by Commissioner Vyne that inasmuch as the cooperation of the Indian Service on right of way matters with this Department has been very good, this request be granted on a revocable easement as recommended by the State Highway Engineer. The motion was seconded by Commissioner Mansfield and unanimously carried.

The committee took up with the Commission the matter of poles which have already been placed on the right of way on Highway 87 between Florence and Coolidge Junction. Mr. Sieboth advised that the State Engineer recommended that the poles already established be allowed to remain on the right of way on a temporary permit for one year, providing the Indian Service agrees not to place any more poles in the future on the highway right of way. After discussion, it was regularly moved by Commissioner Mansfield, seconded by Commissioner Barth and unanimously carried, that the recommendation of the State Engineer be approved and he be empowered to enter into such an agreement with the U. S. Indian Service.

It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and unanimously carried, that the Indian Service be granted a revocable permit allowing the cross arms of their pole line, located on private property, to extend over our right of way a distance of four and one-half feet on Highway 87 from a point two miles East of Coolidge Junction to a point 2½ miles West of Coolidge Junction.

It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and unanimously carried, that resolution concerning the establishment and location of that part of the Kingman-Boulder Dam Highway designated as F.A.P. 102, State Route 69, be approved.

The Secretary read a letter addressed to Mr. G. L. McLane, Highway Engineer of the Bureau of Public Roads, from Mr. M. R. Tillotson, a copy of which had been sent to Mr. O'Connell, concerning the matter of getting the road southward from Jacob's Lake, through the Kaibab National Forest to the north park entrance, designated as an approach road with the recommendation that if this could be done park funds be used on the oil processing, and stating that such a proposition may not (Continued on Page 24)