White Mountain Apaches

BY: Raymond E. Maher

THE WHITE MOUNTAIN APACHES

“OLIVER Cromwell coming out on a wild bull! Oliver Cromwell coming out on a wild bull!” This was what I heard thundering from the loud speaker as I stopped my car at the arena fence. Out came the bouncing bovine with Cromwell taking the ups and downs inversely with those of the bull he was riding. Auto horns toot, cowboys whoop, drums beat, trumpets blare, and from the grandstand Indians laugh mirthfully.

Whoa, now. Where are we anyhow?

The time is any Fourth of July and the place the rodeo grounds at Whiteriver, Arizona. Well, it could be on July 3, or even the fifth, for the annual rodeo in Apacheland gets wound up on the third, uncoils like a Jack-in-the-box on the day of Independence, and strikes its “thirty” on the fifth. Almost every year at this great cowboy show some Cromwell has it out with John Bull. First, one is vanquished, then the other. No sooner is the bull-riding event over than some other activity gets under way. Calf-roping, team-tying, foot-racing Perhaps the most singular and colorful event in this rodeo is the horseback race by the Apache squaws. Did you ever see those bright prints the Apache women folk wear? Reds, yellows, greens, and purples, from ten to twelve yards to each dress? These garments in themselves lend luster to a Fourth of July atmosphere, but when you see eight of ten of those black-haired, calico-clad Apache gals, pintomounted, streaking around the arena, their crisp new calicoes streaming in the breeze, you have a color-picture such as the cinema has as yet never captured. This Apacheland rodeo is likewise the occasion when the braves of the tribe bedeck themselves in loud silk shirts and neckerchiefs. Bright-eyed papooses peep through strands of beadwork festooned from the hoods of willow cradles saddled on the backs of mothers. From every nook of the Ft Apache Indian Reservation, by horseback, wagon and car, the Indians come for a Fourth of fun and frolic. Frolic is right, for on the night of the Fourth the natives stage their tribal Devil Dance right on the rodeo grounds. This dance enacted within the glow of a great bonfire, by Indian performers grotesquely masked, is as weird as the rodeo is colorful. As darkness engulfs Apacheland a fire suddenly flares on some distant eminence. This is the signal that the dancers are enroute to the arena, and immediately the beat of the tom-tom and the chant of the medicine man billow off into the night void. Twenty or perhaps thirty minutes later the eerily costumed dancers shuffle in from the shadows and with most indescribable body-contortions, staged in the mellow light of the flickering flames from the log-heap, challenge any evil spirit that might be lurking in their midst. As the night wears away, the circle of onlookers gradually breaks up, happy Green valleys and pine studded mountains comprise the principal feature of the Fort Apache Indian Reservation. Varying in altitude from four to nine thousand feet, the area receives an annual average rainfall of from twelve to twenty-five inches. (Photograph by John Hunt.) In the thought that old Pluto has met his master.

This Apacheland rodeo has been suspended because so many of the younger Indians have gone to war. The authorities on the reservation encouraged this event not only because it furnished the natives fun and amusement, but also because it tended to develop skilled ropers and riders, so necessary to their life-work as cattlemen.

Probably half of this reservation, compris ing 1,700,000 acres, is excellent grazing terrain. Situated on the windward slope of the Mogollon and the White Mountains, at an altitude varying from four to nine thousand feet, the area receives an average annual precipitation of from twelve to twenty-five inches ample for growing grasses and browse needed to support cattle grazing, which is the principal industry among the White Mountain Apaches.

Mr. Donner, the superintendent of the White Mountain or Ft. Apache Reservation, since 1927, has accomplished much with his Indian wards in their cattle industry. As soon as an Apache boy reaches marrying age the government issues him several heifers or cows, assigns him a brand, and does all it can to induce him to build up his herd by the pro-cess of refraining from selling off his female stock.

Prior to Mr. Donner's administration there, much of the area on the north and the west sides of this vast reservation was leased out to certain cattle companies, who paid the Indians on the basis of the number of cattle grazed on the areas. Since this plan involved no active participation by the Apaches there was little inducement for the Indians there to develop much initiative and responsibility as cattlemen. The last lease to private parties expired in 1932 and since that time the entire range has been under the management of the Indians themselves and the Indian Service.

Some of the fattest range cattle found anywhere in the United States come from the Grass hopper and Cibecue districts, on the western part of the Ft. Apache Indian Reservation. The principal grasses found on the range are Gramma, Galeta and Needle. Moreover, there is a wealth of browse on the mountain slopes, thus rendering much of this great reservation a year-around range.

The writer lived for eight years in the fertile Cibecue Valley, where he occasionally was host to visitors from various non-reservation points. Most of them would voice the praises of those tender steaks from the sleek steers butchered by the Apaches right there on the range.

Most of the 2,800 Indians on this reservation live in the narrow, high valleys threading southward from the bowels of the White Mountains or the flank of the south-facing escarpment of the mighty Mogollons, clad so luxuriantly in coniferous timber. Since permanent streams of clear, cold water wind through most of these valleys, irrigation is possible, and in many of them the Indians have small farms of alfalfa, corn, and both peach and apple orchards. The Cibecue Valley is a veritable Garden of Eden! Mr. F. T. McQuillin, the Government Farmer among the 700 Apaches in that far-flung nook of the Ft. Apache Reservation, has done a most commendable work in inducing those Indian folk to grow more fruit, more alfalfa, better gardens, and has effected immeasurable betterment in the housing and the law-abiding phases of Apache life there. Mr. McQuillin, too, has been serving these Indians since 1927.

Since the numerous districts in which the Apaches reside are designated after the name of the stream meandering through their domain, we frequently hear the reservation authorities refer to the Oak Creek, the Carrizzo, the Cedar Creek, the North Fork, the East Fork, the Turkey Creek and the "Boneet' In-

At no time of the year is it permissible to hunt wild turkey on the Apache domain. Since the Apaches themselves have not acquired a taste for the luscious drumstick of this great gallinaceous bird, the refusal on the part of the reservation authorities to permit whites to kill the regal birds is a decided step in the interest of conservation. When visiting Apacheland your face may flush occasionally at the seemingly unchivalrous actions of certain of the Apache men folk. Should you see the squaw carrying large ollas of water to her husband shading himself outside the wickiup, just remember that she danced all night once to establish her privilege to serve as a pack animal for her man. The story is told of a certain employee who, observing a squaw with a large load of juniper wood on her back, while behind her trailed a brave carrying only the axe, thus accosted the native: Mr., is this your wife with this heavy load of wood?" Bewildered, the native blinked and grunted, "Umph." The white man's face reddened. "Why make her do the heavy work?" Again the native looked nonplused. Focusing his gaze on the white, the Indian replied laconically, "Me burro, he die!" Thus, whether you visit Apacheland to observe the everyday life of the Apaches, to fish in their tumbling streams, to attend their tribal dances or their colorful rodeos, you will doubtless absorb food for thought, the like of which it has never before been your privilege to enjoy.

Ned Andrews of the Bar 37

“Little Stranger” is the most recent of Andrews' books having been published in 1941. It is the story of a cowpony and the boy who raised it. It is a beautiful story packed with action and filled with that peculiar sentiment which can exist only between a cowboy and his pony. But in addition to writing this story, Ned also illustrated it with charcoal drawings. Thus, there is a completeness in story and illustration in “Little Stranger” that is not found in the two earlier books, excellently illustrated by Tousey.

Ned told this writer about this “illustrating business” in somewhat the following manner. “When I came to the writing about this pony I had a feeling that I would like to draw the pictures of him. That pony had become in sentiment my pony and I had a particular fondness for him.

“I knew nothing about drawing. I had never had an art lesson in my life, but I thought I knew something about horses and cowboys and how they worked together. Too, I had studied the works of Remington and Charles M. Russell and admired greatly the accuracy and life of their drawing and paintings. So I went to town and bought some charcoal and paper and began to interpret the incidents of the book in drawings. I was quite surprised and happy when the publishers wrote me that they would use my drawings for the illustrations in 'Little Stranger.' All of the drawings excepting the horse head, used were charcoals. The horse head is pen and ink. I'm no artist but I am proud to have my own drawings used with my story. I have a feeling that it's all mine and Frances' now.” Since his beginning in the field of art Andrews has done a number of drawings both with charcoal and with pen and ink. Some of the illustrations from “Little Stranger” are reproduced herewith with the consent of the publishers as are recent pen and ink sketches. More recently Ned has been doing pastels and his results are pleasing and have a sense of Western authenticity often lacking in the work of renowned artists.

Speaking of the drawings for “Little Stranger” Ned tells how they were done. “As to the illustrations Frances posed for them by the hour, on a saddle, wearing chaps and all the trimmings, even holding a gun, which she hates, until I had caught the pose I was after for the cowboy.” Just now a fourth manuscript is in preparation. This is the story of a cowdog and is tentatively named “Sandy.” Every boy or girl who has read the others of Ned's books will be eager to have this one, and there must be many of them since the sales for “Little Stranger” exceed 8,000. That book has already had both an English and Swedish printing and bids fair to be the most popular of the trilogy. But is it any wonder when critics say such as the following from Miss Grace M. Sherwood, State Librarian of Rhode Island: 'Little Stranger,' by Ned Andrews kept me enthralled with the adventuresome career of the born thoroughbred. The book has the tang and authenticity of the real Westand one's vocabulary is enriched with phrases of a ranch and the profession of raising horses and cattle. I like so very much its feeling of reality and the true understanding of the relationship between man and horse which is not in the least sentimental, but a brief for bravery and spiritedness.” Another Arizona name has gone up to the big lights and another “adopted” son is telling the world about the genuine life of the old West and the cow country. Once more we see the testimony that the West has a thrill for the young and old and we can not but suggest that there is literary “gold in them thar hills” that is still to be produced.

The hours that we have spent at the Bar 37 with Ned Andrews and Frances Andrews have passed all too quickly and now that the picnic spread out under the tall pines has been eaten we prepare to leave this unique and thoroughly restful setting and the grand companionship of the genuine people. We leave them to their round of chores and the joy of writing and illustrating. We have shared their happiness and contentment and with a desire to stay longer we get in our car and start back over the road to town. We turn from the street of the Western “town” and drive toward the gate. As we come to the little divide we look back and see Ned and Frances waving us a friendly “good bye” that says “come again.” We leave resolutely promising ourselves to return to this friendly abode and to watch for all the future books of this true Western author.

Joseph Miller

(Continued from Page Two) the finest thing ever done on Arizona, should be in the library of every person interested in the West and things western.) As a Writers' Project worker, Miller came into contact with the director, Ross Santee, noted artist and author, and under Santee's direction and encouragement began taking pictures and writing articles.

“It was a great privilege for all of us to have been able to work with Santee,” Miller says. “To me he was a constant source of inspiration. He deeply loved this country, as his books and his drawings show. He was impatient with the false or the synthetic and under him, you had to be honest and genuine or your work wasn't acceptable. He interested me in photography and writing and his encouragement and help led me into a field that was new to me. To have been associated with Santee during the productive years of the Writers' Project was both a happy experience and to me the most stimulating period of my life.” All of Arizona began to unfold before Miller during that period. Very few parts of this state are unknown to him and as an editor of the Project and a research worker himself, he began to delve deeply into the history, the legend, the lore and romance of Arizona. Few persons are as well informed about the state as he.

When he first began taking pictures he specialized in sports action pictures, many of which appeared in the state press. Some of the best things on this subject ever produced in Arizona came from his camera. Then he succumbed to the spell of Arizona scenery and found his true medium. He did a portfolio of Indian heads that were so outstanding a national publisher, Hastings House, produced them in book form. This book elicited national critical comment. He has been engaged for some time now on another book that will probably be published right after the war. This book of pictures will be devoted to Monument Valley and the Navajo Country.

While he never engaged actively in salon photography, several of his studies have won national recognition. One picture, “Apache Sunshine,” won sixth place in the child pictures section of the Graflex Golden Anniversary Picture Contest and was later exhibited at the All-American Exhibition of Photography at Rockefeller Center, N. Y. This event was an international competition. Further awards were won by Miller's children studies in the 1940 and 1941 National Newspaper Snapshot competitions. Pictures in these competitions were exhibited at the National Salon at Washington, D. C.

Joseph Miller, in picture and word, has done much to tell the story of Arizona. It has been a privilege for ARIZONA HIGHWAYS to publish his things. After the war, when we all return to the peace time pursuits, we predict that many a colorful chapter in the story of the West will come from the camera and the pen of this consistent and versatile contributor to these pages. R. C.

TRUCKING In Arizona Today

And exit through the state. In many instances the Arizona Highway Department escorts vehicles which have oversize war materials aboard which of necessity have to speed through the state. Escorts have been provided ahead and behind these loads in certain cases.

In 1943, 35,000 truck units were registered in the State of Arizona, 9,000 units over 1942. The 1942 Motor Carrier Tax alone amounted to $304,000, and the registration fees for trucks were $536,00 and for busses and taxis, over $30,000. This tax represents 2½% of gross earnings on the trucks and 24% of the gross earnings on busses and taxis. In addition there is a gasoline tax and diesel fuel tax. Most of the fuel used by the larger carriers is entirely diesel and Butane. Based on 1942 figures, the amount of this fuel used was over 3,000,000 gallons, with a use fuel tax of $134,000. It is estimated, considering all taxes paid by the motor truck industry, of which the above examples are but a few of the visible taxes, that the total taxes from this great carrier system amount to 60% of all taxes paid in the state. The average private truck pays 21½ times as much taxes as the average passenger car. Contract carrier trucks pay 41% times as much and common carrier trucks 614 times as much. The taxes of the average truck total approximately $100 per year. Some are taxed more than $2,000 annually. According to the average per unit, the 35,000 trucks registered in Arizona in 1943 pay an approximate $3,500,000 in taxes.

On the state highway system motor trucks traveled 125 million miles and busses traveled 10,787,000 miles, in 1942. It is estimated that only 50% of all traffic on all roads is over the state highway system. The 1941 trucking tonnage as of carried load that crossed the Arizona border was as follows: products of agriculture, export tons 75,292; import tons 82,252; trans-state tons, 68,604; total tons, 226,148. The traffic in animal products amounted to 46,305 export tons, 8,770 import tons, 10,864 trans-state tons, with a total of 65,939 tons. Products of the mines totaled 6,593 export tons, 24,112 import tons, 257 transstate tons, totaling 30,962 tons. From the forests, 1,915 export tons were hauled, 5,779 import tons, 425 trans-state tons, with a total of 8,119 tons. In manufactures and miscellaneous goods the export tonnage was 29,107. The import tonnage, of which 206,775 tons were gasoline and other products of oil refineries, was 274,957 tons. Trans-state tonnage amounted to 11,552, with a grand total of 315,586 tons. General freights carried was 67,816 export tons, 160,927 import tons, 67,404 trans-state tons, totalling 296,147 tons. The grand totals of all commodities carried by motor truck are, export tons, 227,028; import tons, 556,797; trans-state tons, 159,076, with an over-all total of 942,901-almost one million tons of load. These figures give some idea of the great amount of tonnage hauled over Arizona's highways by motor truck, and with the stepped up haulage since Pearl Harbor, it is safe to believe that this figure has now been doubled or tripled. The vital part played by motor transportation in relation to the many pilot training air fields and war plants in Arizona is indicated by the fact that the transportation of all gas and oil, and much of the materials and supplies are trucked to the installations, many of which are in isolated areas away from any other means of conveyance. Specially built-tractor-trailer combinations 63 feet in length overall, and 14 feet high, built underslung with but six inches of clearance from the road surface in order that the huge wings, flight decks and tail assembly units, built for the Coronado Navy Flying Boat, can be handled, and still clear underpasses, ply be-tween the Goodyear Aircraft Corporation plant near Phoenix, and the assembly lines in the Pacific Coast region.

An enormous amount of war materials originating in the East, Midwest and Southwest is hauled by truck to the assembly lines, through Arizona to the Pacific Coast. The aircraft transportation of essential war materials has increased to enormous proportions. Materials are transported by truck from remote origins to airports by air to destinations, then in turn by truck to final destinations from airports.

In Arizona 160 small machine production shops are carrying out sub-contracts for larger manufacturing centers. The machinery is brought in by trucks and the finished parts which go into assemblies for war equipment, go out to their destination by truck.

Fabricated houses, developed in Arizona, necessitated the building of special trucks for their delivery. The AiResearch, Good year and Aluminum plants, in addition to the mines, furnish an enormous amount of material for production of aircraft and other implements of war, all transported by truck.

In the early days cattle were herded from the ranges by cowboys, to the railheads, sometimes covering great distances. As a result the animals lost considerable weight. Today, trucks from Phoenix and Tucson travel from a minimum of 80 miles to a maximum of 400 miles, picking up fat cattle at the range corrals and hauling them direct to processing plants, especially to the Pacific Coast. The stock is transported to the Pacific Coast in approximately 17 hours by truck in contrast to about nine days by rail after they had the stock at the railhead. These trucks, after delivering their loads on the Pacific Coast bring back loads of other commodities billed for export from that area. For a time the Interstate Commerce Commission would not permit merchandise and freight to be hauled on a return run in cattle trucks but these restrictions have been relaxed since the war began when it became necessary to conserve equipment to the maximum. However, no cases of damage or contamination have resulted from this practice, and this cooperative scheme is working out to great advantage.

The agricultural production in Arizona has increased to tremendous tonnages. This produce includes vegetables, grain and hay, which the railroads cannot possibly take care of, being pushed to capacity carrying other vital war materials. The trucks have taken over the load. The vast acreage of head lettuce, producing two crops a year; cantaloupes, and truck garden items, growing in the Valley of the Sun in the Phoenix area, are hauled from the fields to the various packing sheds by truck, and a great volume of these commodities are then carried from the packing sheds to market and consumer by truck.

Owners and operators of all livestock equipment in the State of Arizona had in service in May, 1942, on the livestock run between Arizona and California points, 23 large diesel trucks and trailers and two gasoline powered units. The capacity of 19 of these trucks and trailers per unit is 18 to 20 tons of dead weight and the equivalent of the capacity of a 40-foot rail car of live weight. The four smaller trucks are capable of hauling 10 and 12 tons of dead weight and two thirds of a 40-foot rail car's capacity in live weight.

The large trucks and trailers have twenty-two tires each on the ground with two spares, the smaller units have fourteen wheels on the ground each with two spare tires, a total, when properly equipped, of 520 tires.

A conservative estimate of the volume of business handled by the Arizona livestock carriers is approximately 250 westbound trips with livestock from Arizona to the California packing houses and markets per month. A ten-month record between July, 1941, and May, 1942, reveals that one livestock operator had averaged 48 westbound trips from Phoenix

ities daily (Norman G. Wallace photo.)

and the Valley per month on five, 46-foot dieselpowered trucks and trailer units laden with an average of 35 head of cattle per trip. In arriving at the total capacity estimate for all trucks operated by livestock haulers in Arizona, a conservative figure for the 250 westbound trips per month would be 8,750 head of livestock per month, or the approximate total of 7,437,500 pounds of livestock. These associated livestock carriers, comprised of the Paul Alley Transportation Company, Carl Muldner, Calhoun Bros. Stepp Produce Company, Hopper Transportation Company and the Arrow Transportation Company, each have an intrastate business, handling the bulk of livestock hauling in Arizona as well as hauling 75% of the fat cattle going from Arizona to the California packing houses. Arizona, with eight national forests having a combined area of over 11 million acres, and with the largest standing pine forests in the United States, is scheduled to produce some 150 million board feet of lumber in 1943, the major portion of which will be used in the construction of barracks, hangars, ordnance and quartermaster depots in Arizona and immediate states. Huge motor trucks used in the forests to haul logs to the mill ponds are loaded to a capacity of 32 tons, and trucks loaded with 10,000 board feet of planed lumber roll out to commercial establishments and military installations.

The many mines in the state use fleets of huge motor trucks in their various operations. Some are used in carrying concentrate from one mine to another while other fleets are used in operations at the mines. As an example, at the Phelps Dodge Corporation's great open pit mine in Morenci, one of primary success has been the use of eighteen 42-ton trucks in carrying loads of waste to the dumps. The trucks hauled their loads on the average of from onehalf to one mile, and ten of these units in continuous operation were used to keep a steam shovel busy gouging out 5,000 tons of waste each eight hour shift. Great quantities of this waste, or overburden as it is called, must be removed before profitable ore is reached. Every truck comes into the main repair shop for servicing after 32 hours of operation.

The Alabam Freight Lines, operating a fleet of 67 motorized units, mostly huge modern trucks with maximum load capacities of 30,000 pounds, hauled 12,350,000 pounds of general commodities in April, 1943. This figure gives some idea of the huge tonnage carried in Arizona by a single outfit. Most of this tonnage was general commodities purchased by the federal government. This firm hauls perishable commodities as well as other items to the various military installations throughout the state--Fort Huachuca, Williams Field, Luke Field, Thunderbird I and Thunderbird II, Falcon Field, Kingman Gunnery Base, DavisMonthan Field, Gila Bend Gunnery Base, Florence Internment Camp and many other similar installations. Affiliated with Alabam is the Consolidated Copper State Lines which hauls general merchandise between El Paso and Phoenix.

The method of handling these great loads of freight and commodities at the Alabam loading dock is an interesting study in efficiency. Huge trucks roll in with capacity loads and back in against the platform which extends about the length of a half city block. Empty trucks also line the docks side by side, and above each hangs the label of destination Globe-Miami, Prescott, Kingman, Flagstaff, Ajo, Gila Bend, Texas-New Mexico and various other localities. As the trucks are unloaded, One of the larger operators is the Southwest Freight Lines with 60 units, including 20 tractors, semi-trailer units, each with a 26,000pound load capacity. These great trucks operate on timetable schedule, making the run from El Paso to Phoenix in 15 hours, and the run from Phoenix to Los Angeles in 14 hours. On the haul between El Paso and Los Angeles, the actual running time was clocked at 29 hours. Drivers are changed at Lordsburg, New Mexico; Phoenix, Arizona; and Blythe, California on this cross-country run, which are all overnight runs. On trips from Phoenix to Blythe, one driver makes the round trip, taking a load to Blythe and bringing another back to Phoenix, exchanging trucks at that point. This company has been in operation since 1932, and at the present time, about 65% of all tonnage hauled is war materials.

The oil tanker plays a very important role in Arizona's motor transport picture, hauling oil, diesel fuel and gasoline from the oil wells on the Pacific Coast to the various war plants, air fields and commercial installations throughout the state. There are several outfits using both single and double tank trucks. As an example, the Phoenix Coal and Wood Company, in business over fifty years, hauls diesel fuel from the Pacific Coast oil wells to various points in Arizona for industrial consumption, to the agricultural areas for the pumping plants, power plants, tillage equipment, tractors and other uses. These huge single tankers hold 6,500 gallons of diesel fuel, and as in the case of nearly all of the other motor transport carriers, operate on a timetable schedule, which is, in most instances, carried out with amazing results.

There are numerous other motor freight carriers in Arizona aside from these cited in the above examples, but to give the whole picture of each individual outfit would be a task beyond the scope of this article. As a general rule however, operations of the larger operators are somewhat similar and somewhat parallel. Among these are the Comet Freight LinesArizona Fast Freight, Arizona Express, Arizona Pacific Motor Freight Lines, Arrowhead Freight Lines, Boulder Dam Line, Calizona Transportation Company, Goldberg Film Delivery Lines, Pacific Freight Lines, Pacific Motor Trucking Company, Phoenix Blue Diamond Freightways, Smith-Heywood Company, Universal Interstate Freight, Utah-Arizona Freight Lines and Western Truck Lines. There are hundreds of other truck lines operating between towns and cities throughout the state of Arizona.Teaming with Arizona's tremendous trucking industry are the bus lines with the huge task of moving passengers across the state and into most every community within the state. Far overtaxed beyond capacity to cope with the demand, the bus operators are performing to the maximum of their ability both in equip-ment and personnel. There are three large operators in the state: Pacific Greyhound, Santa Fe Trailways, and All-American and in addi-tion to these, there are numerous other smaller units branching out over the state, serving many inter-communities.

Pacific Greyhound, operating about 95 thirty-seven passenger busses in Arizona carry an average of 3,500 passengers daily, or 105,000 per month. They operate approximately 525,-000 miles per month in the state over all main highways and with few exceptions, serve every community within the state. Their busses operate over a nation-wide network aside from the statewide coverage.

In the early days, several of the larger lines operating in Arizona were purchased by the Shipments tagged for the various points are transferred to designated trucks. The trucks operate on schedule and the ease in which these operations are handled is amazing almost un-canny. Regardless of the size or weight of a piece of freight, merchandise ranging from furniture to airplanes, plumbing fixtures to farm implements, lumber to sheet iron, and enormous motors and valves and machinery, a simple method has been devised whereby the movement from one truck to another is accom-plished in minimum time and with minimum effort.

Another large operator, the System Freight Service, hauls all types of freight except live-stock, interstate. They operate from Seattle to El Paso and their main terminal is at Los Angeles. System has 50 units registered in Arizona and nearly all of these units are of 18-ton capacity, giving direct service to El Paso, Tucson, Yuma, Phoenix, San Diego, Los Angeles, San Francisco, Portland and Seattle, daily. Over 70% of the business now being handled by the System Freight Service is directly identified with the war effort. Its Victory haul from Arizona includes production of the Goodyear Aircraft Corporation to the finishing lines on the final assembly. As Goodyear increases its scope of production this organization is being equipped to handle the massive parts-flight decks, tail assemblies and wings. This firm is also engaged in transport-ing quartermaster supplies, replacement units, ordnance equipment and other items needed to speed Arizona's war effort.

Pickwick Lines and in 1930, Mr. Travis, now the president of Pacific Greyhound Lines, brought organization to the infant industry, and because of the extensions and improvements in service, he made this line one of the greatest of the Greyhound units. The Greyhound Lines are divided geographically and operate under individual names, such as Pacific Greyhound, Atlantic Greyhound and Southwest Greyhound Lines.

The Santa Fe Trailways operate on a transcontinental basis as well as locally. Four sections run east to west and four sections run west to east each day on their transcontinental run. One section runs each way daily between Phoenix and Salt Lake City. They also have four schedules each way daily between Phoenix and Flagstaff. As an example of the great demand on bus lines, one 37-passenger bus left Flagstaff at 6 p. m. with 26 passengers; picked up and discharged 43 additional passengers enroute, and arrived in Phoenix with 32, a handle of 101 passengers on the one run of 200 miles. It is estimated that about 75% of the over-traffic is caused by people now riding busses who ordinarily would drive their own cars during normal times.

The All-American Bus Line operates four schedules daily each way across the state on a transcontinental run betwen San Francisco and New York. The load on these busses, which operate at capacity as do most all busses, is 38 to 40 passengers, totaling approximately 41% million patrons annually at the present level. Incidentally, this is said to be the only line in America with the innovation of free meals being served to customers enroute.

Aside from the larger carriers, many small companies make runs from one community to another and also many busses operate within the cities of Phoenix and Tucson. The city of Phoenix owns 48 units and has on lease, seven tractor-trailer units from the Navy, and 10 White busses in addition. Ten busses are used on the Luke Field run, five of which operate on full schedule, the other five on peak runs. The same holds true with the Williams Field run, five and five. The Goodyear Aircraft run is handled with ten busses including the seven Navy busses which seat 54 persons and can carry 100 if necessary during rush hours. The same equipment with the addition of three busses handle the Aluminum manufacturing plants runs at the present time. Two busses handle the AiResearch plant. All of these runs will have to be supplemented as expansion continues. At the present time it is estimated that the city transportation system carries over 112 million passengers monthly on their bus lines, and there are five competing lines in the city to the airfields and war plants, the largest of which is the Menderson lines with 21 large units. The Sun Valley Bus Lines operate to various military installations in the Phoenix and Tucson areas.

The Tucson transportation system consists of busses and aside from handling the passenger business within the city and environs, the new Consolidated Aircraft plant as well as the City Airport and Davis-Monthan Field is also served by busses.

The office of Defense Transportation was formed shortly after Pearl Harbor. The president appointed Joseph B. Eastman, formerly with the Interstate Commerce Commission, to be national director over all methods of transportation. The stockpile of rubber was very small and had to be conserved. The railroads couldn't possibly handle all of the traffic and the Office of Defense Transportation had jurisdiction over all forms of transportation except private passenger cars.

Each unit was asked to cut operation mileage 25% and the regulations were more or less on an honorary basis in the early stages, until the summer of 1942 when it became necessary to put some teeth into the orders as some of the larger carriers weren't complying wholeheartedly. Compulsory regulations were then issued. Each operator was issued a Certificate of War Necessity, and it became necessary for any commercial vehicle to have this certificate to legally operate. The certificate specifies what operations they may carry on, what mileage they can operate on the number of gallons of gasoline or fuel local boards can issue for these operations. This does not include vehicles used in the armed forces.

The State of Arizona has been made a "guinea pig" for an experiment whereby all motor transport employees are included in one pool, whereas in other states, those carriers with over 100 employees are pooled individually and separately. The vital employees are listed and a table is prepared, approved by the Office of Defense Transportation, then the Manpower Commission, and finally the Selective Service Officials. In this way the three organization have an overall picture of the manpower situation at all times within the industry, as related to draftees, replacements, and resignations for other jobs, the latter being nil due to freezing, for the most part.

The office of Defense Transportation has established joint information offices at various junctions and it is compulsory for a trucker to contact these offices after he has discharged his load at any destination. Trucks are not permitted to return empty when there is any tonnage awaiting transit in the general direction in which he is to return. For example, a truck loaded at Phoenix for Los Angeles must ascertain at the Los Angeles Office of Defense Transportation information office as to whether there is any tonnage to be handled on its return trip. The joint information office is kept advised at all times of any and all shipments to be routed out of each junction point. In this way there is seldom if ever, any deadheading as was the practice before Pearl Harbor.

The Arizona Highway Department plays an important role in checking loads at the various border stations. The Motor Vehicle Division is able to report any violations of empty loads as drivers must produce a clearance certificate unless they are loaded. If there has been a violation, the carrier is given a warning, and if not heeded thereafter, effective means are applied such as a cut in gas allowance.

The sole purpose of the Office of Defense Transportation regulations, according to E. C. Corbell, Arizona District Manager of that organization which applies to the motor transport division, is to conserve tires, automotive parts and manpower. Plans have just been announced in the newspapers that the Office of Defense Transportation is about to inaugurate a nation-wide share-the-truck campaign directed to the entire private trucking industry, seeking to stimulate more extensive joint reciprocal use of private trucks by members of the same industries, related industries, and unrelated industries or businesses that can combine their deliveries on a single truck. Although this plan is working in some degree at the present time, an all-out effort is to be made to further eliminate use of numerous duplicating and overlapping routes, unnecessarily traversed by more than one unit.

Too often overlooked, and a most important cog in the machinery of the industry are the drivers handling these mechanical giants of the highways. Not only responsible for enormous tonnages of merchandise and in the case of the busses, human lives, the truck driver has the hazards of road conditions caused by the elements, the traffic on the highways ahead and behind, great distances of desert and mountains to traverse, and many nerve-shattering conditions that these men of steel withstand. Among certified authorized contract carriers with strict safety regulations in force, a periodic physical examination is also required of all drivers to be assured that they are at all times in top physical condition. Among these drivers the percentage of accidents is so low that is its practically negligible. Not so long ago truck and bus drivers were generally cussed out by the motoring public at large, but are now universally considered the gentlemen of the highways. Equipped with first aid kits and fire fighting apparatus, bus and truck drivers always stop in case of distress or any emergency that comes to light enroute. Many lives and many pieces of equipment have been saved in prompt action by these men, who are not only skilled in first aid and fire fighting, but through their general experience as drivers have acquired many other fine traits that have played an important part in their relations with the general public.

Always on the alert, not only for their own safety and welfare and the safety of their passengers and cargo, an outstanding example of the drivers alertness on the highways is related in the incident for which Jack Cameron, a Santa Fe Trailways driver, was adjudged the outstanding chauffeur for 1942 and was awarded a gold badge for his deed. He was on the Salt Lake City to Phoenix run and just above Flagstaff, noticed what appeared to be fresh tire tracks leading off the highway. He stopped his bus and upon investigation found a wrecked car which had gone over a cliff and was lying at the bottom of a deep canyon. The six occupants were all unconscious. He administered first aid to the more seriously injured, and with the aid of some of the passengers, placed the injured motorists in the bus and delivered them to a Flagstaff hospital.

The maximum hours of driving time for truck and bus drivers is 10 hours, although normally eight hours are worked. The drivers change, eat anad rest at designated stops and their schedules are usually arranged so that at the end of one run, a driver lays over and the next day or the next night, returns with another unit to the home port. On transcontinental runs especially, two drivers alternate at the wheel. A sleeping compartment is built in an enclosure behind the driver's seat, and one usually rests in the compartment while the other drives. This does not hold true on all transcontinental runs as some of the carriers have done away with this method and have their men stationed at different points where a change of drivers is to be made. Yes, the final analysis of the trucking industry's part and the part played by the passenger transportation industry in the war effort in Arizona is one of tremendous importance and necessity, and without the development of these facilities by the pioneers of the industry, Arizona would not be what it is and the part of aiding in the war would be negligible. The foremost purpose of the men in the industry is to "Keep 'em Rolling!" Which will spell bad news to the Axis powers and bring closer and closer to them the realization that Right Makes Might and Might Makes Right, and which will prove to them to their great reversal of face, that they are now decidedly on the wrong side of the ledger. Their doom is sealed, and the trucking industry, for one, is aiding tremendously in that undertaking.