Arizona Highway Commission Notes.

DECEMBER, 1936 ARIZONA HIGHWAYS 19 Arizona Highway Commission Notes

November 20, 1936 The Arizona State Highway Commission met in special session in their offices in the Highway Building at 9:00 a. m., November 20, 1936. Those present were: Chairman Dowell, Vice-Chairman Angle, Commissioners Addams, Barth and Seale; also the Secretary, the State Engineer and Assistant Attorney General A. I. Winsett.

State Engineer O'Connell informed the Commission that he had written the Bureau of Public Roads, sending them a copy of a resolution received from the Maricopa County Board of Supervisors together with a request from both the Board of Supervisors and the town of Tempe for the construction of an underpass on Mill Avenue instead of an overpass, and had received a letter in reply from the District Engineer of the Bureau of Public Roads in San Francisco saying they would consent to the request. The State Engineer further said that plans for the underpass are in the estimating division and will be ready some time this month.

State Engineer O'Connell recommended that the contract on the Prescott-Jerome Highway, F. A. P. 12-Reo. (1937) A. F. E. 7925, F. A. P. 17-Reo. (1937) A. F. E. 7924, be awarded, subject to the approval of the Bureau of Public Roads, to the low bidder, Pearson and Dickerson Contractors, Inc., in the amount of $66,841.53. It was regularly moved by Commissioner Seale, seconded by Commissioner Barth, and unanimously carried, that the recommendation of the State Engineer be accepted.

State Engineer O'Connell recommended, subject to the approval of the Bureau of Public Roads, that the contract on the Benson-Douglas Highway, FAP 79-J, Sch. 3 (1937) AFE 8002, be awarded to the low bidder, J. A. Casson, in the amount of $75,291.91. It was regularly moved by Commissioner Angle, seconded by Commissioners Seale and Barth, and unanimously carried, that the recommendation of the State Engineer be accepted.

It was regularly moved by Commissioners Barth and Seale, seconded by Commissioner Addams, and unanimously carried, that a following resolution in respect to Mrs. Susan Arbelle Anderson, be adopted.

Highway Maps: State Engineer O'Connell presented a sample of the maps received in the last order of 10,000 a great number of which could not be used because of poor workmanship. An employee had to be put to work sorting out the good maps from the poor ones and State Engineer O'Connel recommended that the maps for 1937 be lithographic maps because they are cheaper and better, and further some of the printers themselves, say that the amount of labor put out on the maps as they are now printed, is not a great deal. He also stated that if it were not for the dire need of the maps that there is at this time, he would refuse the entire order, and he proposed paying for the good maps at the same rate as figured on the whole lot. Mr. Miller stated the maps that are good, are as clear as the first ones made, which shows that the bad ones are not the fault of the plates or the cuts, but a matter of poor workmanship. The Commission instructed the State Engineer to handle this matter as he had suggested.

Safety of the Hot Springs Junction Overpass: Mr. Miller informed the Commission that he had carried out their instructions given him at the last meeting and installed safety buttons, re-striped the highway and erected 35 mile per hour signs at the Hot Springs Junction overpass. The signs are painted, however, if it proves necessary to put in a button sign of 35 miles per hour later on, the Division will do so. The Commission requested Mr. Miller to contact O'Connell Brothers and see if they will not co-operate with the Department in promoting safety at this point by moving their sign to a location across the tracks, where it will be just as effective as it is in the present location and, at the same time, will not obstruct the vision of the motorist coming over the structure.

Open Range Signs: Commissioner Angle asked if there are any open range signs on the Nogales road and Mr. Miller stated that Assistant Maintenance Engineer Harry Duberstein had informed him that there were not very many such signs on the road. however, he had put up all he had. The Commission was also informed that a new design has been worked out for this kind of sign, whereby buttons will be used, making the sign visible at night, and the order for these new signs has been placed with the Warehouse Superintendent.

A letter was presented from Mr. J. H. Smith, of Kingman, Arizona, concerning sufficient land to be given to Mrs. Martha H. (Peart) Scaggs, for a service station site on the right-of-way, heretofore granted by her to the state. State Engineer O'Connell reminded the Commission that Mr. Smith appeared before the Commission sometime ago concerning this matter, following which the Department tried to give Mrs. Scaggs an entrance to a proposed service station from the highway, but found out that the right of way she gave us at that point is so wide there is no place level enough left for a service station. The state has a 200 foot right of way on that side of the highway and a 50 foot right of way on the other side. He recommended that sufficient right of way for a service station be deeded back to her, provided the Bureau of Public Roads will permit it. It was regularly moved by Commissioner Addams, seconded by Commissioner Seale, and unanimously carried, that providing the State Engineer can obtain the consent of the Bureau of Public Roads, he be authorized to deed back to Mrs. Martha H. (Peart) Scaggs sufficient land, according to his judgment, for a service station site free of charge, or if there is any legal entanglement, for and in consideration of the sum of One Dollar ($1.00).

An application for permit from the Citizens Utilities Company, Nogales, Arizona, requesting permission to use State Highway No. 89 near Nogales for the purpose of crossing from the west side of the highway to the east side with a transmission line was considered. It was regularly moved by Commissioner Barth, seconded by Commissioner Angle, and unanimously carried, that the permit be granted providing the work is done under the supervision of our Engineering Division and providing that none of the poles are placed on our right of way.

An application for permit from the Citizens Utilities Company, Nogales, Arizona, requesting permission to use State Highway right of way of State Highway 89 near Nogales for the purpose of extending a distribution line to serve consumers at and near the City pumping plant, in which case the poles, in no place will be set on the right of way more than three feet from the fence, was also considered. It was regularly moved by Commissioner Barth, seconded by Commissioner Addams, and unanimously carried, that the permit be denied, inasmuch as the Commission has consistently refused to allow encroachments on the right of way.

An application for permit from the Arizona Edison Company, Inc., Casa Grande, requesting permission to use the right of way of State Highway 84 for the purpose of establishing a power line between Gila Bend and Casa Grande for a distance of 5,005 feet near Gila Bend, was presented. It was was regularly moved by Commissioner Barth, seconded by Commissioner Angle, and unanimously carried, that the application for permit be refused.

State Engineer O'Connell informed the Commission that upon the completion by the Tanner Construction Company, of the contract W. P. S. O. 104-A, Sch. 1, 2 and 3, Showlow-Concho Highway, which was three months prior to the construction time allowed, Mr. Tanner appeared before Mr. Mills, Estimating Engineer, to be informed whether or not there were any royalties involved in the matter of borrow pits, and through a misunderstanding believed that there were no royalties involved on this particular job, whereupon Mr. Tanner signed a work order, which is an agreement between the contractor and the State on adjustments. In signing this work order, Mr. Tanner failed to take advantage of the clause in the General specifications, Section 1-4-2, which provides that any time there is a 15% increase or decrease on any one bid item, it is to be adjusted with the contractor.

State Engineer O'Connell stated that he had gone into the matter thoroughly and he recommended that the Commission make an adjustment with Mr. Tanner, in accordance with his letter of November 19th, which was presented and read. Mr. Tanner in his communication stated his Company did not know they would be expected to pay Royalty on imported borrow, which amounts to about

ARIZONA HIGHWAYS DECEMBER, 1936

$6,500 on this job, but since this has come to their attention, he requested to be permitted to withdraw their signed work for further consideration, because of their rights in case of a decrease of more than 15% of any one bid item, which exists in this case. Much discussion was had concerning the granting of Mr. Tanner's request, during which Assistant Attorney General Winsett advised the Commission that in his opinion they could legally make an adjustment. It was regularly moved by Commissioner Angle, seconded by Commissioner Addams, and carried, Commissioner Barth voting "No," that time be given for further consideration and further investigation by the State Engineer and members of the Highway Commission, and the matter again be brought up at the next Commission meeting. The Commission reconvened in their offices at 2:10 p. m., November 20, 1936, all members present. The Commission considered the awarding of bids for the furnishing of approximately 160,000 gallons of SC-2 type road oil. A letter was presented and read from the Phoenix-Tempe Stone Company, the low bidders, explaining delivery on the Road Oil, which they state in their bid is ten days. Their communication pointed out that the notice inviting bids call for the material to be delivered at the rate of thirty thousand gallons per week, which program they intend to follow, and the ten day delivery notation was simply to show that they could start delivery within ten days after the award. Also, in case of being awarded the business they can make immediate shipments on one or more cars as required. It was regularly moved by Commissioner Barth, seconded by Commissioner Seals, and unanimously carried, that the bid of the Phoenix-Tempe Stone Company be accepted at the price of two cents per gallon (247 gallons to the ton), providing the gallons per ton are measured at a temperature of sixty degrees Fahrenheit. It was regularly moved by Commissioner Angle, seconded by Commissioner Seale, and unanimously carried, that a following resolution transferring funds in the amount of $74,366.86, be adopted. Assistant Attorney General A. I. Winsett presented an opinion, dated November 6, 1936, concerning the matter of compensation for removing old cars or wrecked cars left on the highway right of way. Assistant Attorney General A. I. Winsett also presented an opinion, dated November 6. 1936, concerning cattle straying on the highway. The State Engineer presented a letter forwarded to him by Chairman Dowell, signed by Millard W. Black of Short Creek, Arizona, transmitting a petition requesting that something be done to check the trucks from out of the State that do not have Arizona Licenses and who are hauling wood, wool and livestock from Short Creek and vicinity. Mr. D. B. Hutchins, Motor Vehicle Superintendent, stated they could close the checking station at Fredonia for a few days at a time and send a man over to check up, also that if the Commission approved, he could place an extra man at the various stations where there are only two employed now. The Commission expressed themselves as being in favor of checking up on the trucks mentioned in the petition and it was regularly moved by Commissioner Seale, seconded by Commissioner Barth and unanimously carried, that permission be granted to place a third man at the various stations where it is necessary, so as to bring up the number of men per station up to three. It was regularly moved by Commissioner Barth, seconded by Commissioner Angle, and unanimously carried, that a resolution pertaining to the designation, establishment, location and relocation of the Winslow-Flagstaff Highway, F. A. P. 81-2nd Reo., be adopted. A letter presented by Commissioner Addams from Mr. H. P. Shedd, formerly of Chicago, Illinois, but now a resident of Phoenix, as well as a letter from his daughter-in-law, Barbara B. Shedd, stating they individually received extreme discourtesy on entering the State at Duncan, Arizona was read. Mr. D. B. Hutchins, Motor Vehicle Superintendent, was asked to investigate the complaints and to answer the communications. He also requested to impress on the inspectors the fact that discourtesy on their part is inexcusable. The request of Captain Bradley and Lieutenant Dyekman of the Civil Conservation Corps was considered at this time and the Commission upheld the Motor Vehicle Superintendent in the procedure he is following, which is in accordance to a memorandum issued by the Comptroller General of the United States. The Secretary read a letter from Mr. Carroll H. Dunning, President of the Dunning Process Company of Hollywood, California, concerning the showing of the four reel motion picture in full color called "California Highways" and asking whether or not the Commission would be interested in having a similar picture made of Arizona Highways. State Engineer O'Connell informed the Commission that the picture "California Highways" would be shown sometime during the convention of the American Association of State Highway Officials next month, at which time they would possibly see it. The Commission went into executive session at about 3:30 p. m., and met again in open session at 4:45 p. m., all members present. In connection with the adjustment requested by the Tanner Construction Company on their contract on the Showlow-Concho Highway, W. P. S. O. 104-A, Sch. 1, 2 and 3, a motion was made by Commissioner Addams, seconded by Commissioner Angle, and unanimously carried, that the Tanner Construction Company be paid the sum of $12,500, from which $6,500 is to be withheld until the next meeting of the Commission.

There being no further business to come before the Commission, they adjourned at 5:00 p. m., November 20, 1936, to meet again at the call of the Chairman.

ARIZONA HIGHWAYS DECEMBER, 1936 T-Men Will Report Traffic Violations

(Continued from Page 18) carefully. The council also will keep on record the report of the violation.

When a registered owner has received three warning cards, a committee from the council will be designated to call on the owner and ask for more strict cooperation with the law.

When five violation cards have been issued against an owner, Mrs. Hickman said, the case will be brought to the attention of police officials for possible further action under the belief that the person cited habitually is reckless.

The council secretary said those behind the movement realize the registered owner probably will not be the offending driver in all cases but believe that calling attention to the violations marked up against the vehicle's license plates will make the owner more conscious of the offenses by those whom he permits to operate his automobile. Mrs. Hickman also announced recently she had been advised that at a recent meeting of the Yavapai safety council the unit went on record as favoring formation of a non-political state police organiza-tion for compulsory inspection of all mo-tor vehicles at least twice a year.

WESTERN UNION MESSENGERS IN SAFETY CAMPAIGN

(Continued from Page 18) during which the total bicycle mileage by the Phoenix boys exceeded 100,000 miles. Prizes aggregating $65.00 were presented to the Phoenix messengers.

The campaign includes regular meet-ings with the messengers, at which time the traffic laws are explained, and an inspection of messenger bicycles made.

Each messenger is required to sign the following pledge: "Realizing that my own safety and the safety of others depends upon the day-to-day observance of all traffic regulations and the safety rules of the Western Union, which are printed in my Messengers' Manual, I promise to study such rules and regulations and to follow them to the letter. I further promise to be especially careful to keep my equipment in first class condition at all times and to be just as cautious to avoid injury to pedestrians as to myself. "I am joining with 14,000 of my fellow-workers in making this pledge of my own free will, in the interest of accident prevention and safer conditions for myself and others, and in an effort to be helpful in winning the messenger safety contests in our Group."

DECEMBER, 1936

Remnants of a Tropical Frontier

(Continued from Page 17) Not a vestige of water is evident. Visi-tors who have returned to the place in three different seasons of the years have reported that at no time have they been able to find moisture on or near the sur-face in the area where the palms grow. The Washingtonia filifera, the sturdy sister of the Colorado desert, commonly lives where its roots are literally bathed in water, usually beside a stream as in the canyons near Palm Springs resort, or at least beside an area of alkaline seepage water. But the Washingtonia arizonica seems to have develop-ed the capacity of a camel for getting enough water in the wet season to carry over the dry spells. A possible explanation is that the granitic rock of the mountain, apparently devoid of horizon-tal hard rock stratum, holds rain water like a sponge and provides a meagre supply for the thirsty palm roots. The healthy trunks and glistening green fronds of the palms do not testify to either hunger or thirst. They represent as pretty a picture of health as any botanist can find. It may be that they have profited from the absense of ordinary palm parasites and the des-tructive work of vandals. It is to be hoped that this travelog will not bring about their untimely demise. With a southern exposure, the palms are protected from cold northern blasts. The close-pressing rock walls act as a fireless cooker, storing and reflecting heat for the tropical plants. The trees themselves get full sunlight for only a few hours at midday because of the con-fining walls.

How did these beautiful palms get there? How long have they been growing in this narrow canyon? It is reasonable to assume that this is one of the remnants of a retreating tropical frontier. Perhaps in a long gone age this whole desert region was the habitat of palms and other tropical vegetation of the water-loving type. Drought followed by an increasingly temperate climate may have forced these few palms into the most favored spot where they ten-aciously clung to their last stronghold. As for the planting, birds are generally given credit for propigating the species, the small fruit offering ideal food. It is assumed that both male and female plants have been harbored in this canyon. If a visit to the palms is all the motorist-hiker requires, he can return to his car in a few minutes and be back on the paved highway within an hour. But the mountain offers more to the desert

ARIZONA HIGHWAYS

Lover who likes to prospect and climb to "first ascents." If time permits and the urge is impelling, an interesting climb is offered to the top of one of the high points east of the palms. It will be necessary to circle the massif on the north and attack the mountain by way of a wide wash which grants entrance to the inside of the range.

Once in a favorable position at the northern end of the long series of ridges and shelves, it is an exciting and challenging task which greets the climber. He may take his choice of several approaches and make his own way, as there are no trails save the spasmodic paths made by mountain sheep.

In some of the canyons are natural pools of water, stored from rainfall. Even in late summer they are almost certain oasis but should not be relied upon with too much dependence. Three pools called Red Rock tanks are to be found a half mile from the desert floor in one of the canyons. They have a

21

capacity of several hundred gallons of water and are usually full. From the top-most point in the range, the climber can see parts of the Colorado river winding between low hills and further west is the green splash of Palo Verde valley. To the southwest is the picturesque Castle Dome range with its dome-like summit. On a clear day Pi-cacho peak can be seen in its cluster of hills north of Yuma on the California side of the river. And between lies the graceful sweep of the desert, its arroyas giving it the appearance of great veined leaves lying in a limitless plain.

One cannot dream on a mountain top forever. There is another kind of dream-ing which has its satisfactions. The hiker returns to his camp at the end of the road in the light of an inimitable desert sunset and gathers wood for a redolent campfire as the evening star shows itself in the western sky. After the simple meal and the friendly pipe comes the time for peering idly into the embers of a fire, a time of introspection which only the lover of the out-of-doors can appreciate.

The quickest and easiest route for the motorist who visits the palm canyon is by way of Ehrenburg and Quartzsite on U. S. Highway No. 60. However, to complete the round trip through Yuma County's beautiful arboreal desert, there is a satisfactory graded road south through Yuma and U. S. Highway No. 80. On this route the motorist will set his speedometer at 0 at the campsite and arrive at the Stone Cabin at 19.3. The ruins are all that is left of a "halfway house" on the old mining road between Yuma and Quartzsite and is widely known as a prospector's landmark. At 50.5 is a windmill and good water and a group of abandoned ore wagons, remnants of 20-mule team mining days. If time will permit, a visit to the petrified forest north of Dome will be an interesting experience. Here are many varieties of jasperized and opalized wood in small fragments. This route will also provide an opportunity to visit the old Fort Yuma garrison prison near the river bridge at Yuma and to inspect portions of the all-American canal, now under construction along U. S. Highway No. 80 from Yuma to Holtville.

If the motorist prefers to return by way of U. S. Highway No. 60, visits to historical monuments at Quartzsite and Ehrenburg will be of interest. At Quartzsite, once the thriving center of great mining activity, is the ruins of old Fort Tyson, a rambling adobe used as an army outpost in 1858. A short distance further west near the highway is a pyramid monument erected by the Arizona Highway Department in honor of Hadj Ali, the camel driver who conducted the army transport caravan of 14 camels in 1859-60. Hi Jolly, as he was nick-named, deserves a separate story, one filled with the romance of an important event in western transportation. The Arabian camel man died in Quartzite and the monument commemorates his achievement, which, if given a fair trial, might have made the Saharian hump-back a familiar sight in the southwest even today.

At Ehrenburg, near the Arizona end of the Colorado river bridge, is a cemetery and historic monument dedicated to the memory of the pioneers who made history in the westward trek of civilization. Seeing the site of the old town reminded the writer of boyhood days when he played hide and seek among the old adobes and used the heaps of empty beer bottles for bombs in play-war. Nearly all the adobes are gone now, washed into the dust from which they come. But the memory of river freight-ing days and fierce mining-town fights still lingers with a few of the oldest prospectors who plod this part of the desert.

ARIZONA HIGHWAYS

After this trip into the desert, the traveler will conclude with the old timers that he must either love it or loathe it the rest of his life. The scales lean heavily in favor of the desert, for it has none of the dismal sandy wastes which its name often connotes. To the observant the desert teems with interesting plant and animal life. And by far one of the most curious and fascinating manifestations of this life is the isolated group of Washingtonia arizonica of the Kofa mountains.

Colorado River Days

(Continued from Page 7) were bachelors or widowers. Practically all of them pinned their faith to their mining claims, potential bonanzas without exception, to hear them tell it; and we two young fellows were just as optimistic about ours. Some took life philosophically; others, those with children, were prone to regard the past with a regretful eye and the future (as to their offspring) with misgiving.

Charles Hale was a southerner. During the Civil war he had fought in the Confederate army and at the close of hostilities had drifted west, finally coming to halt on the banks of the Colorado. Here he had taken an Indian wife and, when first we knew him, his children were almost grown. His only daughter, a very attractive girl, was then just entering womanhood. "Standing with reluctant feet..."

We became very well acquainted with Mr. Hale; in fact, a friendship grew up among the three of us which lasted many years. Despite the disparity in ages he took to us kindly. His responsibilities rested heavily upon him at times, when he envisaged the future of his children. Never shall I forget his saying to us one night as we sat around the campfire: "Boys, it was a dark day fo' me when I first struck this Colorado Riveh." The mother of his children had passed away "Boys, it was a dark day fo' me when I first struck this Colorado Riveh." The mother of his children had passed away and his was the sole responsibility for their welfare.

A digression here may be permissible in order to present some information as to the early day education of Indian chil dren on the Colorado river. Prior to the abandonment of Fort Mojave as a mili tary post the only school available for the children of the Mojave and Chemihuevi Indians was the small one maintained at the agency of the reservation, a few miles below the site of the present town of Parker, Arizona. Not a great many chil dren attended that school for a majority

DECEMBER, 1936

of the Mojaves did not live on the reservation; they preferred a more independent life up in the Mojave valley, which extends along the river from immediately below Fort Mojave south to the entrance to Mojave canyon.

Almost at once after the evacuation of the fort by the United States troops some of the post buildings were utilized as a school for Indian children. On July fourth, 1890, William Hutt and I, together with a goodly number of other holiday-seekers, went on a steamboat excursion up to the old fort, and the change from military post to school was then just about consummated. A few soldiers still were in evidence, but over the wide entrance to the converted building's was a large wooden sign, reading "Herbert Welsh Institute."

It was not my privilege ever to know who Herbert Welsh was, but I was always imagined him to have been a philanthropist ist interested in Indian welfare, or an educator of note. Anyhow, that was the start of that Indian school and the first serious attempt to educate the large number of Indian children then living in the Mojave valley and in the railroad town of Needles, California.

While on this subject I should be remiss did I not accord due credit to such of those oldtimers as had espoused Chemehuevi women and reared families, for they, without exception, faithfully sent their children to the agency school whenever it was in session. Consequently all those young people of white paternity could read, write and speak English. The boys would chat freely with us in that language, but the girls, strangely enough, were very reluctant to use the speech of their fathers.

Another early day settler on the river was Frank Snyder. He, also, had several children. By avocation he was a miner, particularly a placer miner. His idea of the perfect life was to be the owner of a piece of virgin placer ground which he could exploit by dry-washer, at his own sweet will. In search for his ideal he wandered, at intervals, far and wide over the desert, never truly satisfied, always visioning something better, something richer, in the next range. If he were taking out half an ounce a day he hankered after ounce diggings. If he ever achieved the latter, which is doubtful, I am sure his will-o'-the-wisp lured him on still further.

wandered, at intervals, far and wide over the desert, never truly satisfied, always visioning something better, something richer, in the next range. If he were taking out half an ounce a day he hankered after ounce diggings. If he ever achieved the latter, which is doubtful, I am sure his will-o'-the-wisp lured him on still further.

Pete McGuire also was a miner. He found a ledge of rich silver ore which paid handsomely while it lasted. This claim he named "Black Metal," and Black Metal Landing, where he loaded his ore onto the river steamboat, retained its name long afterwards. During his brief season of DECEMBER, 1936 prosperity Pete declared his intention to equip his faithful burro with silver shoes, but whether or not he did so is not now remembered. At that time he had some financial dealings with an old-established Jewish mercantile firm over in Signal, Mojave county, Arizona, and perhaps they dissuaded him from carrying out his highflown idea. In his book, "The Wonders of the Colorado Desert," George Wharton James presents a picture of Pete McGuire which is fairly accurate, as this writer remembers him, With Porter Laird we were not quite so well acquainted. When we knew him he had a seemingly permanent job as caretaker of an idle stamp-mill a few miles above Ehrenburg, but later this mill was dismantled and moved away and we saw the old gentleman no more. Regarding that quartz mill, the agent of the Indian reservation always claimed it was within the southern boundary line of said reservation, and such may have been the case.

Billy Mack had some quite valuable mining property some distance below the mouth of Bill Williams fork. These claims were not far back from the river, and as there was an abundance of spring water on his ground he made his home right there, raising a little garden of green stuff. It was a really comfortable place, with plenty of shade. On one claim was a streak of very rich gold ore, and when the exchequer ran low all Billy Mack had to do was to pulverize a few pounds of ore in his big mortar, and behold! the wherewithal for a trip to town was right there. This appealed to us mightily as an ideal existence . . . true independence and no necessity for hunting a job.

Mike Horn, bachelor, veteran miner and prospector, was another oldtimer with whom we struck up a lasting friendship. Mike had no permanent headquarters. Before Ehrenburg was entirely abandoned that town served as his base of supplies. In later years he would quite often outfit in Needles. Still later, when the town of Parker came into existence, it, in turn, served similarly. Mike habitually wore a beard, so, when a little local weekly once came out with the following item in its personal column: "Mike Horn, desert miner, was noticed on the streets of our city this week, in disguise," we knew, without seeing him, that our friend had at last obeyed the call of that standing ad carried by the town barber in the aforesaid paper, which read: "Leave your whiskers at Lamar's."

Bill Lubeck had a band of cattle ranging in the river bottom and, of course, the usual "rich mines" in the hills. Also, Bill had a hare-lip which militated somewhat against the clarity of his speech; and, furthermore, he overindulged in hard liquor at times. Then that vocal (or is it libial?) impediment became more pronounced and he was wont to become quarrelsome. A good time for the innocent bystander to leave him alone, for he al ways carried a gun. Except for these occasional lapses old Bill was a good scout.

ARIZONA HIGHWAYS

Such was life on the Colorado river in 1886 and succeeding years. Now that free, rollicking stream, upon whose banks we so often foregathered with those pioneers, is cribbed and confined and made subservient to man; its hinterland, the desert, scene of our many roving excursions, has undergone changes no less drastic. Some lonely desert well, where, of old, oft could have been seen a little band of Indians contentedly cooking a mountain sheep stew, or a couple of prospectors staking out their burros on a patch of sacaton or galleta grass, now may well be, and frequently is, the site of a gasoline filling station, where the leading question of the day, as propounded by the westbound motorist is, "Say, mister, how far is it to Los?"

Migration of a Saguaro

(Continued from Page 13) allowing it to be lowered to a horizontal position. It was then made fast to the axles of the wheels and was ready for transportation to the railroad in Tucson.

Brown had secured from the railroad company the largest box car obtainable, some forty feet in length. To get the prickly monsters inside the car it was necessary to remove the roof and, with two feet of straw on the floor, the Saguaros were lifted by a railroad derrick and lowered into the car. When the entire as to form an almost solid mass. Their heavy coat of sharp spines or needles helped mightily in this process and made the job of separating them all the more difficult.

The unloading crew, unprepared for such a prickly mess, attempted to unload them by ordinary hand methods, and Thorpe was forced to appeal to the railroad company for help. A wrecking foreman who bossed many a bad railroad wreck, was sent to the park to study the situation. It didn't take him long to discover that here was a job unique in his experience. After carefully surveying the situation he decided the only possible way to free the thorny guests was to place the car on a side track near the green houses and, with one of the company's big wrecking derricks, turn the car over on its side and roll the contents out on the ground, where the cacti could be picked up by other derricks and loaded onto trucks. Each of the desert giants had a huge ball of earth, wrapped in burlap, at its base to protect the roots, which made the handling all the more difficult. The comments of those Chicago workmen on the fauna and flora of the territory of Arizona would be unseemly and out of place on these pages. They were all furnished with heavy leather gloves, but even with this protection every man on the job had sore spots on his hands, arms, legs and other parts of his anatomy, whereever the thorns could find a bit of human flesh on which to operate.

With heavy chains the big derrick rolled the car over with its wheels upended, then by lifting it slowly the contents were dumped on the ground where they were covered with another foot of they could be separated and sent to the straw and in this way the car was evenvarious planting areas which was a fairly tually loaded to its full capacity with Saeasy matter; but replanting them in the guaros of various shapes, lengths and gardens and green houses and around the weights. Just for good measure every unterritorial building was "something else occupied corner and cravice was wedged again." However, the job was eventually full of small barrel cactus, Ocotillas, finished to Mr. Thorpe's satisfaction and Chollas, Yuccas and any other form of the Arizona cacti attracted much attencacti and desert plants that could be tion. At the close of the fair several forfound. Then the car was covered with a eign government commissions asked to heavy canvas and started on its journey be given some of the Saguaros and their to Chicago, Brown and myself following requests were complied with. Several it a few days later. The car was handled went to the great Kew gardens in Lonwith almost express speed and by the don, some went to a government garden time we reached the fair grounds John in Paris and to other foreign countries. Thorpe and his men had begun the unThose which could be taken care of perloading. And then what a tale of woe we manently in the green houses at Jackson heard from every man connected with the park were left in place, where the writer unloading process! saw them several years ago flourishing nicely in their new environment.

Naturally, after the long voyage from Tucson to Chicago the heavy Saguaros some weighing a full ton and over... had "bedded themselves down" in the straw until they were wedged so tight When the bills came in the railroad people demanded of the Jackson park authorities one thousand dollars for the freight car, which had been entirely demolished in the unloading process. 23 (Continued from Page 10) ranch of His Majesty, Edward VIII, puts Canada in the picture.

DECEMBER, 1936 ARIZONA HIGHWAYS Cowmen of Letters

The names Matador, Swenson, Brite, Bivins, Loving, King, Hobart, Slaughter, Adair, Waggoner, Pryor, and Burnett are commonly used when cows are discussed in states other than Texas. Albert K. Mitchell as well as those who preceded him on the Bell Ranch, has made that New Mexico property well known. Chiricahua Ranches Company, managed by the Boice Brothers, Baboquivari Cattle Company, and its popular manager Carlos Rhonstadt, and the historical Seventy-Six are large outfits in Southern Arizona. From the days of the Spanish Dons the El Tejon and Santa Marguerita ranches have been producing T-Bones in California. Miller Live stock Company, of Fontana, California now possesses the Double Hand S Wrench brands of the once famous Miller-Lux empire. Piedmont Land and Cattle Company owns the cattle on William Randolph Hearst's ranch San Simeon. Kern County Land Company, like the Fred H. Bixby Company, is a large operator in several states.

Montana cattlemen can "take it" in spite of drought and blizzard. Poindexter and Orr Company and Conrad Kohrs Company, have been there more than seventy years and the Terretts are also pioneers. Famous in Wyoming cattle history past as well as contemporary, are Swan, Kendrick, Brock, and Belden ranches. Since 1852 the Garet outfit of Nevada has been branding calves and the Moffat Company, too, is an old timer.

Famous in Arizona cattle history is the Double Circle which is still one of the largest outfits in the Copper state. Pecos McFadden of Globe is owner of the Flying H. Now gone but recorded here in wood is the Lazy Y 4 of the Kleinmans. Levi Grantham sears Open A Cross on the ribs of his cattle. Cows wearing Tex Barkley's Quarter Circle U graze on the desert below Superstition Mountain; Y Slah Z cattle of the Weeks outfit are found there too. Well known in the White Mountains is the Broken Arrow. Bernard Hughes has replaced the Diamond with a Circle Bar but his ranch is still known as the Diamond. Largest in the upper Tonto Region is the Bar T Bar of Tremaines. In the not distant past the name, George Cline, was well known wherever men assembled to ride broncs, tie calves, or rope, for George was a world champion rodeo performer. In the heart of the Tonto country are found the rangelands of George Cline now the cattle king of that particular region. T Turkey Track in his best known brand and Benjamin Baker "Doc" Cline is his only son. Years ago the present governor of Arizona, Hon. B. B. Moeur delivered a baby at the George Cline home. In recognition of the excellent service, the new heir was named Benjamin Baker Cline in honor of Arizona's doctor-governor and was immediately nicknamed "Doc."

"Doc" tells this story about his boy hood days which certainly proves that the blood of the cowman is in his veins.

"Years ago when I was a kid attending the Cline school, our student body of ten convinced the teacher that it would be best to dispense with the two recess periods and lengthen the luncheon period. This extra time enabled us to go to a near by canyon infested with pack rats. With the aid of dogs and snares we caught the rats alive, whittled their ears, and with a piece of hot wire branded them. The majority of the males underwent an operation well known in the cow country but enough "bulls" were left to assure growth of herds. I had over a hundred in mine. A few years after I had completed my work in that school, I was riding through that canyon which was the range for my boyhood rat-herd and I noticed an old grey patriarch sitting on a rock. I shot the rat and you will never know how thrilled I was when upon examination I found him to be branded T Turkey Track, had my ear mark and was a "steer."

Of the desk top which accompanies this article, bring to the minds of those familiar with the brands, interesting events in the history of the outfits represented.

In contrast with the city youngster who carves initials in desks, the boys in the Tonto Basin country carves brands. Dearer to him than initials, is the brand which represents his family. Brands covering several generations are found on this piece of furniture.

There is romance in the brand carvings in the school houses of the American West.

Address By Chairman Dowell

(Continued from Page 5) earth. The concrete work in the sidewalks and curbings measures almost 28,000 square feet, while the concrete poured into the sides, center pieces, etc. measures 11,100 square feet. That means 40,000 square feet of sturdy concrete for YOUR SAFETY. 303,000 lbs. of structural and reinforcing steel were used to support and strengthen the sides and roof. That means 150 tons of well placed steel for your SAFETY. 375 tons of asphalt mix were used to pave the floor for YOUR SAFETY. Those are just a few of the items that were used to eliminate this crossing. The cost of this project was $153,000. The state of Arizona has returned to the people of Douglas, $153,000 of their tax money in the form of insurance against, not only loss of life, but also loss of precious time at this once slow crossing. "The completion of Cochise underpass

has eliminated all grade crossings on the Broadway of America from El Paso, Texas, to the California line, with the exception of one at Mesa.

"Arizona grade crossings eliminated by grade separation alignment number 40 by alignment change, 56. Yet Cochise underpass is not the last one in this state to be constructed. Such work must be done at Kingman, Topock, Holbrook, Mesa, Gila Bend, Benson and Sanders.

"In Cochise County aione, there have been 14 grade crossings eliminated and every one of them, like a man with a gun in his hand, was a potential killer. If one life per year was saved at each intersection, which is a conservative estimate, this would mean that 14 lives are saved every year. In Cochise County there only remain 15 crossings to be eliminated, seven main line and eight branch lines. It is the aim of the Highway Department to eliminate each one of these with a resultant elimination of all deaths and accidents at railroad crossings.

"The history of our roads is perhaps more colorful than any other state in the Union. First came the Apache with his foot trails, and perhaps a speed of 20 miles per day. Next came the Conquistadores and Padres with their horse trails. The Mormon Batallion in 1845 with unbelievable hardships, pushed the first wagons through. Then came the 49'rs on their way to the gold fields of California as a forerunner to the Gadsden purchase which brought the U. S. Troops and the Butterfield stage, and then came the railroads. The miner and then the cowman with his herds of cattle made it possible for towns to spring up with their necessity for intercommunication. Finally there came the modern motorist. All passed their way, demanding better roads and getting them. The modern motorist driving 500 and 600 miles per day is a far cry from the original Apache with his 20 miles per day. In 20 minutes we cover the ground that took the Apache all day to cover but we certainly could not do it on the roads he used.

"It is naturally expected by every motorist that he will have the best roads that can possibly be put at his disposal and it is the duty and purpose of the Arizona Highway Department to provide and improve roads. The business of the Highway Commission primarily is to build roads when a necessity arises and the money is available and when there is enough traffic over a road to justify paying for its maintenance.

"I am proud to say that we have an engineering corps well able to cope with all advancements in highway construction. The work they have done in our state is more of a tribute to their abilities than any words I may use.

"I want to thank all those who have made this undertaking possible: Mr. S. A. Spear, State Director, National Emergency Council; Mr. W. J. Jamieson, State Administrator, WPA; Mr. Ray Vyne, Deputy Administrator, WPA; Mr. Baker; Mr. George Warner of Bisbee; Mayor and City Council of Douglas; Board of Supervisors of Cochise County, Harley Cox, Chairman; J. A. Casson Contracting Company, and our great body of efficient labor from Douglas.

"At the close of these ceremonies I urge all motorists to obey all traffic signs, be courteous on the highways, and arrive at your destination safely.

"In behalf of the Arizona Highway Commission, I now present you, Mayor Tuttle of Douglas, with this underpass, it is symbolically represented by this copper plate and key to the lighting system."

Miss Dorothy Decker, beautiful Douglas girl, then severed a copper ribbon barrier and traffic was allowed to pass through the structure.

Helping Halt Highway Death Toll

(Continued from Page 5) stricken. He told his blood brother, Jeffords, that the next day in the morning he would pass into the spirit land. And he lay thinking over his life. He had become chief of all the Apaches upon the death of Mangus Colorado, who was enticed into Fort McLane under the promise of discussing peace terms, and there was murdered.

"Cochise remembers that his grandfather had told him he was the descendant of a line of three hundred chiefs who had occupied the southwest for more than a thousand years. Cochise remembered the stories of the first coming of Cabeza de Vaca and Coronado. He remembered the stories of Padre Kino, and the two burnings of San Xavier Mission. He remembered the tales of the Mexican wagon trains and their occupation of the valley of the Great River. They had made slaves of the Pueblo Indians.

DECEMBER, 1936 ARIZONA HIGHWAYS 27

peace. But he had met disdain and contempt and indignities had been put upon him he would never forgive. He had urged Cochise to join him with the eastern Apaches and make war upon the enemy while there was yet time. But Cochise had pointed out it would be a losing fight and had refused. "And now he remembers the fatal day when he had met Lt. Bascom who had ignored his own white flag, and there were six corpses swinging in the Arizona sun. Two were brothers of Cochise, one a brother-in-law. Signal smokes began to rise from Helen's Dome. Rough mountain and other peaks telling Mangus Colorado that Cochise was on the warpath at last. He remembers brooding before his campfire his face black with rage, and his heart filled with bitterness as he looked at the ashes of his hopes for friendship with the white. In a few hours a blundering shave-tail had ruined them. A hundred lives apiece would be his revenge for his murdered chiefs. Indeed it became five hundred apiece, and the cost of the twelve years war that followed would have bought a string of ox-teams reach-ing from the Atlantic to the Pacific. The incident itself which led to the trouble was of little importance. The Butterfield Stage line was no longer protected, wagon trains were destroyed, every man massacred, settlers were butchered, ranches burned. The Chiricahua Apaches struck like bands of eagles and left desolation throughout the Gadsden purchase. "But Cochise remembered that when these whites had settled their war with each other they would return with new weapons, and cannon on wheels that would fire many times in a minute. He saw the ultimate defeat of the Apache, and he determined to make it a costly one. Then he remembered the day when his pickets told him that Jeffords was coming into the Stronghold with a great general, and another white man. Jeffords made the final ascent from the Boquillas horse ranch to the Dome Park with two of his Apache friends, and although Cochise treated him with silence and rage, he finally succeeded in con-vincing Cochise that the time had come to make peace or to be exterminated. General Howard was brought up and saluted the great Apache as he would any general. Peace was finally concluded and a treaty made which Cochise observed scrupulously. "Now his end had come and Jeffords remembered all his life of almost a half century the final words he had heard from Cochise. Cochise said "I shall be here in my Stronghold, and will see again the scenes I have lived and I shall watch what these whites do with their civilization. It is fitting that we place his face on this underpass, where his eye of vision can see the swift moving automobile and the swifter airplane. Perhaps his life of asceticism and want, which made him hardy and enduring had more sanity than our modern lust for power and more possessions, and more swingtime. Civilizations in the past have perished, and we may well consider what will become of ours. Cochise will watch its progress or decay for a long time to come."

Arizona Safety Council Notes

(Continued from Page 18) Appointed for setting up a plan for these different projects, same to be mailed to the county safety council presidents throughout the state. Such problems as bicycles, traffic violator's school, proper walking on highways, reporting of all traffic violations, have been dealt with and others are being considered by the committee. COOPERATION, in the way of letters from the superintendents of the state highway patrol, to all state patrolmen, asking that they lend all possible help in putting suggested projects into effect, has been given the state council.

SEVEN BROADCASTING STATIONS

throughout the state are receiving radiograms each week from the state office. These are being broadcast in the interest of safety.

STATISTICS,

showing the increase or decrease of motor vehicle fatalities in each state for each month, are being mailed to a number of newspapers in the state by the state council, monthly.

SANTA CRUZ COUNTY SAFETY COUNCIL

(H. P. Watkins, president) reports that Santa Cruz county has held some very enthusiastic meetings and that the committees stand ready and willing to work for safety.

YAVAPAI COUNTY safety council,

(Arthur A. Foster, president) is doing excellent work. At a recent meeting, that council went on record as endorsing the formation of a state police organization which would be non-political. It is also endorsed by vote, the idea of compulsory inspection of all cars at least twice a year.

PHOENIX CIVIC CLUBS,

with the cooperation and help of other organizations, put over a "Think Safety" week this month. Those responsible for this "Think Safety" week deserve a great deal of credit. Let us make every week a "Think Safety" week.

HERE'S SOMETHING FOR ARIZONA TO FOLLOW:

A leading Boston garage has posted this notice, "No Intoxicated Driver Will Be Allowed to Drive From This Garage." This is not only good public policy, but also good business policy. A second garage duplicating this, provides a sober chauffeur when the intoxicated motorist calls for his car. Usually, however, the posted notice has the required effect.

GOOD DRIVING IS A CHRISTIAN OBLIGATION:

The following poem, which first appeared in the London Church Times, gives a little "food for thought." Grant me a steady hand and watchful eye, That no man shall be hurt when I pass by, Thou gavest life, and I pray no act of mine May take away or mar that gift of Thine. Shelter those, dear Lord, who bear me company, From evils of fire and all calamity. Teach me to use my car for others' need, The beauties of Thy world; that thus I may With joy and courtesy go my way.

DECEMBER. 1936 The preacher thanked them and quoted from the Scriptures. To Cum Sing's horror he ate another meal and then rested from his journey.

Had he departed after supper, Calabazas might have become a religious town. After his evening meal the Reverend Smithers made the rounds of the saloons to cash in his poker chips from the contribution hat. He was invited to have a drink, which he accepted with alacrity, and also to play to increase his money for the church, which he did, having unusual luck.

About twelve o'clock that night the Reverend Smithers, having accepted the courtesy of the bar frequently, was well on his way to break the bank at the Coliseum.

He had a large pile of chips in front of him when some man stole part of his pile. The preacher promptly knocked him down and a fight ensued that raised the town. The preacher came out victorious.

Smithers then made the rounds of the hurdy houses to say goodbye to the girls, where he danced until the hurdy houses closed. Going to the Custom House he bade the boys farewell, and saddling his mules, he departed for "the line."

Later that day it was found that the mule had broken his rope and consumed part of the haystack, also that the baleful gleam in his eye was not for nothing. Several horses had their ribs caved in, or part of their hides missing.

On his way to "the line" the Reverend Smithers stopped at a cattle ranch, where he was made welcome and asked to join the noonday meal. Old man Boyle, the foreman, was a huge and powerful Irishman, and hard boiled as they made 'em.

Although he must have been past sixty years old, his punch retained all the wallop of a pile driver.

The ranch being near "the line," it was a problem to keep the cow-punchers sober, but the "Old Man" had things pretty well figured out. He kept the boys broke. Pay day came only three times a year, and woe be to any puncher who asked for money oftener.

After the meal was over Slim and Jake, two of the punchers who had an awful thirst, thought they would brave the Old Man and ask for money. They'd say that their boots were worn out, and that they also needed some levis.

Slim said to Jake: "I'll ask him, but stand right back of me in case the Old Man gets tough."

So Slim and Jake entered the house where the Old Man was talking to the Reverend Smithers, who was still eating. "' Scuse me, Mr. Boyle, but Jake and me would like to go to town. Our boots and clothes is all worn out, and we

ARIZONA HIGHWAYS

where the Old Man was talking to the Reverend Smithers, who was still eating. "' Scuse me, Mr. Boyle, but Jake and me would like to go to town. Our boots and clothes is all worn out, and we thought mebbe you'd advance us a little money so we could git some new ones."

The Old Man was on his feet.

"So it's money ye want, is it, fer clothes, huh? Well, see thim two hound dogs there? Ye can have thim!"

"We don't want no dogs, Mr. Boyle, we shore need money fer boots."

Wham! The Old Man's fist shot out and landed on Slim's chin. Slim went down and saw more stars than ever appeared in an Arizona sky.

"And ye! What'll ye have?"

Jake looked down at the Old Man.

"Me?" I reckon I'll take them two houn' dogs."

The preacher had really intended spending the night at the ranch and trim the Old Man at poker; but he, too, reckoned he'd better be on his way.

The last ever heard of the Reverend Smithers was in the Custom House at Nogales, explaining in flawless Spanish, that he was on his way to call on the Governor of Sonora, to get permission to open a tadpole cannery, at the mouth of the Colorado River.

No one in Calabazas ever contributed to a church again. Years later another evangelist made her dash to "the line."

She dove into the Pacific Ocean and appeared across "the line," with no seaweed in her hair and not even a scratch on her shoes.

When Traveling Was Real Adventure 1834. The Hansom cab was patented by J. A. Hansom.

1846. RUBBER TIRES. Pneumatic tires were invented by an Englishman, R. W. Thomson, who used them on carriages. An inner tube of rubberized canvas was used inside of a leather casing.

These, however, did not become popular and the idea lay dormant until J. R. Dunlop in 1888 applied pneumatic rubber tires to bicycles; thus introducing the idea for their use on carriages and automobiles. It was in 1844 that Charles Goodyear accidentally discovered the vulcanizing process when some of his solution of rubber and sulphur boiled over onto the hot stove.

In 1860 rubber tires came into use in England, and in 1888 were introduced into the United States for carriages. 1850. During 1850 several months were

29

required for the Covered Wagons to travel across the United States from the East to California during the gold rush.

1860. AMERICAN STAGE COACH (or Concord coach). On April 3, 1860, began the first pony express journey carrying the mail. Mail was carried for $5.00 an ounce, eight days being required to deliver the mail from San Francisco to St. Joseph, Missouri. The fastest coaches carrying passengers on a line: between St. Louis and San Francisco required twenty-one to twenty-five days, and taking a trip on one of these coaches was indeed a risk due to highway robbery, banditry and Indians. The period of the stage coach in American transportation is very picturesque and played an important part in the development of the West before the advent of the railroad.

1871. The jinrickisha was invented by Reverend Jonathan Goble, an American missionary in Japan, who had the first one built for his wife, who was ill. It fitted the narrow roads and streets of Japan so well that it largely displaced the palanquin and remained popular until the introduction of the bicycle.

1900. The last few years of the nineteenth and first few years of the twentieth century were the most prosperous that the carriage building industry had ever known. More carriages (largely for private use) were built and sold than ever before, and most of the carriage builders refused to believe that the automobile, which was then in its experimental and development period, would ever compete with the carriages, much less supersede them.

PHOENIX BLUE PRINT CO.

PHOENIX, ARIZONA Taylor Thermometers Hamilton Drawing Boards Drafting Room Equipment Photostat Printing Drawing Material Blue Printers Surveying Instruments Measuring Tapes

WRICO LETTERING GUIDES

CITY, COUNTY AND STATE MAPS U. S. G. S. TOPOGRAPHY MAPS Home Builders' Bldg. 128 N. First Ave. Phone 4-2407

Ruler of the Roost

(Continued from Page 14) climate which is mild and bracing in winter, cool and invigorating in summer.

Of Yuman stock and speaking a conglomerate language, the Yavapai has decreased through the years until there is only a remnant of the once powerful tribe. Today the population varies slightly as Indians come and go. They are estimated to number about fifty. The population is increasing, but the true Yavapai is decreasing, the intrusion of other tribes leaving almost no pure bloods. Their general health is excellent.

In the early days the tribe was sometimes hostile but not as warlike as other Yuma tribes. They formerly inhabited a section of country east of the Colorado River, where a great epidemic (presumably small-pox) wiped out about threefourths of their number. They were first placed under military control at Date Creek, afterwards removed to the Verde, and thence to San Carlos. At the latter place, we are told by the present leaders of the tribe, nearly all the older and less hardy members died due to changed way of living, penned up like cattle and treated as prisoners of war. With their passing went the last source of information pertaining to the past history and traditions of the tribe.

There appears to be as many different histories of these people as there are historians. Sitgreaves, Sloan, Hodges, Bancroft, and McClintock each has given a version which fails to tally with the others. Nothing is known for certain of the Yavapai prior to 1856.

In the course of time they drifted as far east as the Verde Valley and as far south as Peeples Valley. Perhaps of no other Indian tribe on the American continent can it be so truly said that the Yavapais of today are a people without a past, without a country and without a culture they may call their own. Every circumstance of their lives during the past half century has conspired to destroy all record of their early existence and strange as it may seem; it is with great satisfaction that their woman leader views this obliteration of ancient landmarks. As she expresses it, "we should be happy to forget the past. There is no good in it. Nothing but hardships. Now we have a fine reservation, good houses, everything to make us comfortable. We are a Christian people, trying to live according to Christian standards. Why should we try to keep alive that which is no good?"

"I'll Take 700 Gallons -Please!"

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