A Month with the Highway Patrol

AUGUST, 1933 ARIZONA HIGHWAYS 19 A Month With the Highway Patrol

DRAMA and tragedy, and, with imagination, a touch of comedy and a bit of romance mark the rather terse and unadorned report of the first month's activities of the enlarged and reorganized State Highway Patrol. But it furnishes a fairly accurate idea of how Arizona's youngest police unit occupies its time. Here it is as it was presented to the State Highway commission: Rendered first aid to injured 20 times. This includes injury due to automobile accidents as well as a variety of injuries which happen to local residents and is of an emergency nature. It includes cuts, shock, heat exhaustion and bites by poisonous insects, etc. In all cases patients were directed to doctor.

Assistance rendered tourists, 85.-Includes assisting ladies to change tires, pulling cars out of ditches, fixing and assisting with car trouble, posting bad places in road due to rain, giving gas to stranded tourists, clearing traffic for cars with sick people, helping tourists plan trips over state, taking water to stranded tourists, towing cars, putting out fires in automobiles, etc.

Information concerning state, 190Includes giving information to points of interest in state.

Arrests, 10-Includes reckless driving, illegal operation, etc.

Corrected insufficient lights, 1103Includes one headlight or no tail light and glaring headlights.

Assisted local officers-Worked traffic at Prescott during Fourth of July celebration. Worked traffic Snowflake, July 24 and 25, during pioneers' celebration.

Apprehended automobile thievesThese cars and men turned over to Department of Justice under Dyer Act.

Located missing persons-This includes assisting sheriff's force in searching for and apprehending murderer, locating dead body on desert and a search for missing persons, one located.

Collections Assisted Motor Vehicle Division in the collection of $9,816.48 on foreign vehicles.

Checked cars A total of 9,316 cars were checked through Arizona. East, 5,200; west, 4,116.

Visitor's permits Issued 546 visitor's permits.

Safety-Made ten talks of 20 minutes each on safety, to civic organizations, also two talks over KTAR.

Respectfully submitted, C. R. McDOWELL, Superintendent.

COMMISSION NOTES

(Continued from Page 18) graph concerning the practice of the Highway Department not establishing telephone service in the offices or residences of various resident engineers throughout the state and pointing out that a station-to-station rate is 25 to 30 per cent cheaper than the personto-person rate. The State Engineer advised the Commission it is always necessary to contact the Resident Engineer personally and, therefore, the Department nearly always has to use the person-to-person rate. The Secretary was instructed to acknowledge receipt of the letter, advising the Telephone Company it is to be brought to the attention of the Engineering Department.

Mr. O'Connell advised the Commission that the junk pile in the Phoenix Yards is large enough now to call for bids and asked that the Commission appoint a Board of Survey consisting of the Superintendent of Equipment, a Member of the Commission and the Shop Foreman. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Barth, and carried, that Commissioner Vyne act as a representative of the Highway Commission on the Board of Survey.

The Commission next discussed the method of hiring employees for the Highway Department and the rotation of employees in different offices of the Department.

Mr. W. L. Carpenter, Superintendent of Equipment, was consulted on the rotation of labor in the Phoenix Highway Shops. Mr. Carpenter was instructed to run the shops as efficiently as possible and to see that his employees are efficient.

It was agreed by the Commission that the office hours of the Highway Department on all working days be from 8:30 a. m. to 5:00 p. m., with an hour off for lunch, and on Saturdays they be from 8:30 a. m. to 12 o'clock noon.

It was regularly moved by Commissioner Vyne that the Heads of each Department not be rotated, and that the present method of rotation in the Motor Vehicle Department be tried out for a while and if it does not function properly the Commission be notified by Mr. Whitworth. Commissioner Manfsield stated he wanted to be placed on record as being against the rotation of the employees and Commissioner Barth stated he would like to see as many people as possible helped, yet he felt the employees should not be rotated if it were going to impair the efficiency of the Department. Mr. Vyne's motion was lost for lack of a second.

It was agreed by the Commission that Mrs. Edith Coleman be placed on the payroll of the Department of Plans, and a separate office be established to take care of people looking for employment with the Highway Department with an Employment Agent in charge. The Employment Agent is to work in close conjunction with Mr. Jarrett and will be advised of any vacancies that may occur in the Department which should be filled.

The Commission discussed the matter of appointing some woman in the Department to look out for the welfare of the women and girl employees and to see that they receive proper attention when they become ill while at work.

Evening Session

The Commission discussed the regulations of the Department which require a contractor to file his financial statement sixty days prior to bidding, in order that it may be determined whether or not he is qualified to bid. It was regularly moved by Commissioner Vyne, seconded by Commissioner Barth, and unanimously carried, that the action of the Commission in requesting a contractor to file his financial statement with the Department sixty days before bidding, be rescinded, and the Commission adopt new regulations satisfactory to the Bureau of Public Roads.

The State Engineer made a report to the Commission on the trip made to San Francisco by himself, Mr. H. C. Hatcher and Mr. Ray N. Vyne. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Barth, and unanimously carried, that the action of the Highway Representatives with the Bureau of Public Roads at their San Francisco Office be approved.

July 18, 1933 The State Engineer presented the new set-up on the personnel of the Ari-zona Highway Patrol, which he recommended the Commission approve. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and unanimously carried, that the new set-up for the Highway Patrol Personnel be approved.

ARIZONA HIGHWAYS

Mr. S. N. Johnson, City Manager of the City of Phoenix, and Mr. W. C. Lefebvre, City Engineer, appeared before the Commission stating they understood that, under a bill recently passed by Congress, Municipalities are supposed to get twenty-five per cent of the money apportioned to be spent on the 7 per cent system in the Municipalities. They requested that, if this were the case, they be permitted to submit a program to the Commission for the City of Phoenix. After some discussion, Chairman Dowell requested Mr. Lefebvre and Mr. Johnson to submit a list of the projects in the City of Phoenix, on which they wished money spent, which would not cost more than the amount of money it would take if the present highway through the City of Phoenix on the 7 per cent system, were widened.

The Secretary stated Mr. Sam Bailey had added the following to his proposal to signpost the highways: You are at liberty to furnish all of the material at your option, thereby eliminating the cost of same from this proposal.

Maintenance shall apply to the more heavily traveled roads and to such other highways as your budget will permit.

Commissioner Vyne stated it was impossible to set up an accurate statement of what the maintenance of signs would cost. Commissioner Mansfield stated he was in favor of the Arizona Automobile Association taking care of the signing of the highways if an agreement could be legally entered into with them. Attorney Strouss advised the Commission, that, if they desired, he would be glad to go into the proposal submitted by Mr. Bailie and try to work out some plan to be submitted to the Commission at their next meeting. The Secretary was instructed to refer the proposal to Mr. Strouss.

Commissioner Mansfield recommended the Department purchase a cooperative fuel research engine which is used to determine the octaine rating of fuels. No action was taken on the recommendation of Commissioner Mansfield, as it was brought out that it is not known at the present time what funds will be left in the equipment budget after equipment has been purchased for the Highway Patrol and for the removal of snow equipment.

The Commission recessed at 11:45 a. m., to make a plant inspection.

The Commission reconvened in the offices of the State Engineer at 12:20 p. m., after making their inspection.

It was regularly moved by Commissioner Vyne, seconded by Commissioner Barth, and unanimously carried, that Mr. Jack Murphy, of Pearce, Arizona, be installed in the Labor Office as Employment Agent.

It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and carried, Commissioner Barth voting "no", that no person shall be employed by the Arizona Highway Department where some other member of the family is gainfully employed, in the opinion of the Highway Commission, to such an extent as to provide for the necessities of the family.

A wire was read from Mr. W. E. Lutz, of Greenlee County, asking that the Board of Public Welfare be permitted to appear before the Commission to present reasons why additional funds that may be allotted to Arizona should be spent in Greenlee County. The Secretary was instructed to answer the letter stating when the next Commission meeting will be held and to advise that there will be no additional funds spent by the Highway Department. The rotation of employees in the

AUGUST, 1933

Motor Vehicle Department was again taken up. It was regularly moved by Commissioner Vyne that the rotation be carried on as it is at present until such time as the Commission sees fit to rescind their action. Commissioner Mansfield stated he would not go on record as voting for the rotation of the office help in one division of the Department and advised he saw no reason why if the employees could be rotated in one office, they could not be rotated in every office. Commissioner Barth stated he was not for rotating the employees, however, if the Commission wished to try it out for a while, he would second Mr. Vyne's motion. After further discussion Commissioner Vyne withdrew his motion.

It was unanimously agreed by the Commission that employees on a monthly basis be allowed twelve days sick leave instead of eight days, as previously voted on by the Commission. The sick leave is not to be used as vacation time, but only during times of ill ness. Employees on a daily basis are not given any time off for sick leave.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and unanimously carried, that the Commission adjourn at 3:30 p. m., July 18, 1933, to reconvene on August 2, 1933, or at the call of the Chairman.

FEWER ACCIDENTS ON STATE HIGHWAYS

(Continued from Page 11) Per cent in non-fatal accidents.

The largest percentage of fatal accidents relative to speeds seems to occur between 40 and 50 miles per hour, where 10 per cent of those showing this speed were in fatal and 50 per cent in non-fatal accidents.

Of the 538 cars reported in accidents. 432 were going straight ahead. This is about 74 per cent, and of these, 7.4 per cent were involved in 85 per cent

(Continued on Page 21)

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HILL ROAD RE-MADE INTO BOULEVARD

(Continued from Page 14) along the shoulder line. Catch basins and gutters are functioning satisfactorily.

Since completion of the contract, the highway has been striped. On curves, the marker is placed so that the minimum distance is on the inside, that is, if the curve is 20' 16" in width, a distance of 9' 6" was measured, from the inside, leaving the outside lane 11 feet; this for the reason it is much harder for the driver to hold to the outside.

The striping of the highway at a relatively small cost has increased the driving safety many fold. All that is required on the mountain grade is for a person to stay on his or her own side, and since this, in conjunction with the stripe, makes it appear that the other person's side is of lesser width, all the more reason he or she should not intrude on the other's driving lane.

FEWER HIGHWAY ACCIDENTS

(Continued from Page 20) of the fatal accidents and 36 per cent were involved in 77 per cent of the non-fatal. Making left turns was 8.2 per cent, slowing down or stopping 4.5 per cent, parked 4 per cent, and backing, making U-turns, overtaking, etc., make up the small remaining number.

Cars running off the roadway were responsible for about one-fourth of all fatal accidents.

Pedestrians were 20.6 per cent of the total killed in all accidents, and "playing in the roadway" was contributory to about 27 per cent of all pedestrian accidents, with "walking in roadway" next with 22 per cent, and 20 per cent "crossing the roadway between inter sections." Of the 45 pedestrians killed or injured, 20 of them were under fifteen years of age.

"Driving on the wrong side of road" is the most obvious improper driving charge, with "disregarding stop sign" next. "Failing to signal turns" is in third place and "passing on curve or hill" next.

Practically all of these "improper driving" charges are inexcusable, and show the great necessity of more concentrated education of those, who, under normal conditions, are cautious citizens, but when behind the wheel, have no regard for the other fellow's rights.

"Defective brakes" and "improper lights" again are the glaring defects of the motor vehicles as reported.

Drivers reported to have been drinking are 7 per cent of the total which is an increase of 1 per cent over the first quarterly report. Drivers falling asleep doubled during this period and constitute 2 per cent of those involved in accidents. About 6.5 per cent of the pedestrians reported involved in accidents had been drinking.

Almost 2.5 per cent of all accidents occurred where the road was under repair or construction. No road defects were reported in 97 per cent of the cases, with the same percentage showing the road surface to be dry and the weather clear.

Daylight accidents were 55 per cent of the total, with 48 per cent of the fatal and 58 per cent of the non-fatal, but these fatal accidents were only 7.5 per cent of the daylight accidents; whereas, the fatal accidents under "darkness-no street lights" are 15 per cent.

The increase in the number of our Highway Patrol will no doubt reflect in a decrease in accidents, for it is only through the efforts of such an agency that we may expect state-wide respect for the highway laws and rules of the road. As an example, a few weeks ago, we noticed a certain card in the accident file with four green tags, showing that that particular person had been in four accidents. On examination we found all the accidents similar, and the man was brought before the patrol for questioning, with the possibility of determining his particular "kink". It was found that his judge of distance was far from accurate and when traveling closely behind a car he gave himself no room to maneuver, and when the car ahead decided to stop or make a turn, the inevitable happened. This is only one case, but shows the need of education among our people if we hope to make our highways safe for ourselves and families.

OUR COVER PAGE

The watchtower and kiva of the Hopi recently erected and dedicated there, with a glimpse of the Painted Desert in the distance.

The watchtower, which is built of native stone, has a height equal to that of the ordinary five-story building, and the interior has been made into a fascinating museum of Indian art and lore. It has been decorated throughout by the ablest of the Hopi artists. Adjoining the tower is the kiva, duplication of the underground ceremonial chambers of every Hopi pueblo.

The watchtower and kiva were dedicated May 13 of this year by a large group of Hopi dancers imported for the occasion from the pueblo villages of Chimopovi and Mishongnovi.

ACCIDENTS ARE COSTLY

Although motor vehicle fatalities were reduced last year throughout the country, the economic loss through accidents, together with traffic congestion is estimated to cost three billions of dollars in 1932, according to reports reaching the Automobile Club of Southern California. To emphasize what this represents to the average citizen it is pointed out that this means $25 for every man, woman and child in the United States this year.

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TOURING ARIZONA

(Continued from Page 13) find the authentic spirit of the Spanish Southwest. Nogales is one of the few towns in the world to maintain a municipal polo field, and the bull fights and the other attributes of Spanish origin contribute an old world charm to the sparkling city.

North of Nogales lies the Tumacacori Mission, built, as the first of a chain from Mexico to California, by the Spanish padres, and still standing in the grace of this typical architecture. Its walled graveyard, and the dome which was built with such cunning that modern architects are unable to figure how it was done, are principal points of interest.

Northward through a land whose history is as old as man on the North American continent, through the Santa Cruz Valley which was once the scene of prehistoric farming, past the Rincons, wherein is the Colossal Cave, we enter the gracious city of Tucson. The quaint witchery of a town whose existence started with a charter from the King of Spain is blended with the pleasing urbanity of a smart metropolitan city. Here is located the University of Ari zona, as highly regarded scholastically as it is for its spirit and its beauty.

Near Tucson is the lovely mission San Xavier del Bac, another of the old missions founded in the early days of history, but this beautiful structure is still used as an Indian mission and school.

Ahead lies the Casa Grande Ruins, one of the most famous of Arizona's many national monuments. It is a prehistoric adobe structure, four stories in height, with several smaller buildings grouped around it, and is considered by archaeologists to be an outstanding example of prehistoric abodes. Centuries old when the Conquistadores came, it stands today a lonely monument to a forgotten race.

Nearby, in striking contrast as the fertile fields reclaimed by the huge multiple domed Coolidge Dam, which is transforming the San Carlos Valley into a highly productive agricultural center. A happy by-product of the project is the San Carlos lake impounded behind the dam, the quality of the bass fishing in the lake being famous far outside the borders of the state.

Close by is Phoenix, capital of the state and heart of the Salt River Valley irrigation project. This project, headed by the Roosevelt Dam, has turned a quarter of a million acres of land into what Roger Babson has called “The Gold Spot of America”, one of the richest agricultural empires ever known. It will be worth our while to see this mighty engineering work in its entirety, so let us start out on the Apache Trail toward the Roosevelt Dam, which is the fountain head of the project that enables Arizona to supply a large part of the winter lettuce and other vegetables to the nation.

Out through the prosperous cities of Tempe and Mesa we strike east across the desert, past Superstition Mountain, until we enter the range of hills through which the Apache Trail winds its breathtaking way. Alternately far below and close at hand to the left winds the blue ribbon of the four great lesser dams of the Salt River project, each supplying water and power to the Valley below, and each affording recreational facilities to thousands who come for aquatic sports. After traversing the thrilling grades and curves of this spectacular mountain drive, which is, like nearly all Arizona highways, in excellent condition, we come to the mighty lake held back by human ingenuity behind the towering Roosevelt Dam. Skirting the southern shore, we stop to inspect the Tonto Cliff dwellings, another monument set aside by the national government to mark the existence of a prehistoric race whose only surviving record is their eyrie homes. The Apache Trail continues to Globe, center of another great copper producing area which circles the Pinal Mountains in the cities of Globe, Miami, Superior, Ray and Hayden. From Globe southeast we pass the Coolidge Dam, and Lake San Carlos previously mentioned, and parallel the historic Gila River to Safford, passing through beautiful and productive valleys over superlative roads, and thence swing northeast to Clifton. Clifton, nestled in a cuplike valley between high rocky barriers, is rich in reminiscence of the early days of Arizona, for besides having a reputation as a pioneer town, it is also on the Coronado Trail, and was at one time the site of a Spanish settlement. The Coronado Trail was the route followed by the plumed and armored knights of Spain in their search for the seven cities of Cibola, now thought to be the pueblos of the Hopi group. Northward from Clifton the Trail swoops and rises in a dizzying panorama of mountain road, through national forests of fragrant pine and purling streams, with every bend in the road beckoning us to stop and camp. At its terminus is Springerville, in the heart of the White Mountains, near which hunting and fishing are always good, and the region abounds in camp sites and lodges, where an ideal vacation may be spent.

Leaving Springerville, we go through St. Johns to the Petrified Forest National Monument, a widely known objective for visitors, consisting of a bewildering number of great logs metamorphosed through the years into blocks of stone in shimmering rainbow colors. Through the Petrified Forest to Adamana, we turn west, skirting the Painted Desert to Holbrook. To the north lies that great plain of colored dunes of gaudy sands which is almost as widely known as the Grand Canyon, and is without duplicate in the world.

We proceed along U. S. Highway 66 to Winslow, near which is the great crater caused by the impact in some bygone days of a monstrous meteor, which dug a vast hole in the plain in burying itself deeply in the earth. On westward, with a short sidetrip to see the more than 2,000-year-old cliff dwellings of Walnut Canyon, we come to Flagstaff, almost 7,000 feet above sea level, and nestled at the foot of San Francisco Peaks, on which is situated the Lowell Observatory which gave to the science of astronomy the planet Pluto.

From Flagstaff, Highway 89, in excellent condition, leads us northward past lava beds, ice caves, the weird Sunset Mountain Crater with its hovering aura, through the timeless lands of the Navajo Indians and past the fringe of the Painted Desert. On all sides startling rock formations give a sense of unreality to the landscape, and an occasional Indian on his wiry mount reminds us of the time when this land was closed to the white race. At Tuba City, a famous Indian trading post, we are almost tempted to leave the main highway and wander off into the enchanted northeast corner of the state. But let's go on for now, and perhaps we can stop on the way back.

Ahead lies another contribution of engineering skill, the Colorado River Bridge at Marble Canyon, spanning the muddy Colorado with a spider-like web high above the canyon floor.

Passing startling examples of erosion, and running within sight of the severe line of the Vermillion Cliffs, we go through House Rock Valley, where ev-ery year the State Game Department stages a buffalo hunt to keep the state's great herd of bison within bounds, on into the Kaibab Forest known all over the world for its immense herd of deer and its many varities of other big game.

AUGUST, 1933 ARIZONA HIGHWAYS

At Jacob's Lake we turn south for the drive to the North Rim of the Grand Canyon, with the magnificent view from Bright Angel Point to reward us. No words can describe the sublimity of this glimpse at the Canyon, and no casual visit is enough to do it justice.

But there is still much to be seen. Retracing our path to Jacob's Lake, we find an alternative route presenting itself. If we care to add another thou-sand miles to our journey, we can con-tinue northward into Utah, through Zion National Park, cut across the ex-treme northwest corner of Arizona, and go through Las Vegas, Nev., re-enter-ing the state of Arizona at the site of Boulder Dam. This trip is well worth the extra mileage, for it brings us through the rich mining district around Kingman, and across Mohave County to Ashfork and Williams, and back into Flagstaff.

Again the mysterious lands lying back of Tuba City call to us, the high mesas with their age old Indian villages, where each year is held the awe-inspiring Snake Dance which brings visitors from all over the world; the many deserted ruins of prehistoric dwellings; the tow-ering walls of the beautiful Canyon de Chelly, immortalized by Maxfield Parrish; the unbelievable examples of erosive sculpture in Monument Valley; the many natural bridges, and over it all the brooding hush of Indian-land, the haunting quiet of a country untouched by time.

Returning to Flagstaff we turn west to Williams, and north from there lies the Grand Canyon's South Rim. The bulk of travel goes to this rim due to greater ease of accessibility. Every convenience is afforded by the National Park Service for any duration of stay.

Returning to Highway 79, we travel from Flagstaff down the beautiful Oak Creek Canyon, rivalling in beauty the mighty Grand Canyon itself, but on a smaller scale. Through the cool shad ows of this pleasant and fertile land, we cross the wide Verde Valley, go through the mining and smelting towns of Clemenceau and Clarkdale, and after winding through Jerome on streets which pile one above the other on a precipitous cliffside, where houses look down upon the neighbor's rooftop, and every structure is anchored to the mountainside, we thread our way across the mountains and through the Granite Dells to Prescott, the Mile High City. With this as our base, we can visit Montezuma Castle, a national monument preserving some prehistoric dwellings high on a cliffside above the valley floor, and not far from there Montezuma Well, a deep hole in the level plain, its water of unknown depth.

Leaving the friendly city of Prescott, we speed down Yarnell Hill to the lowlands of Arizona again, and whirling through Wickenburg, guest ranches center, we re-enter the Salt River irri gation district, and then glide, down the Yuma road through alluring desert reaches to the city of Yuma, center of pecan growing, and highly productive of citrus, melons and winter vegetables.

But we haven't even begun to see Arizona. We have seen only a tiny fraction of it, and every foot of the way is calling for us to return.

Let's take a shorter trip next month, and try to see everything as we go. It may take a lifetime to see everything, but it will be worth it.

IN HOPI LAND

(Continued from Page 5) fields. There appears to be no soil and the sand looks barren, but it raises excellent peaches, fair maize and good bean crops. The corn grows bushily only two or three feet in height and the ears put on the stalk near the surface of the ground. Beans and maize are sheltered from the drifting sands by rows of closely placed dry sticks parallel with the rows of the crops, or by large stones placed beside each plant.

Every Hopi family follows the feminine line, the husband remaining a member of his own clan. The wife is therefore a powerful influence in the social scheme, and the maternal uncle has more authority over the children than the father. To him falls largely the task of educating the youth in the legends and traditions of the clan. Each Hopi clan has its own legends and rit-

23

Individuals and each has its ceremonial kiva. When a family becomes extinct its rituals perish. No clan knows the legends and traditions of the others. Therefore, no single Hopi knows all about Hopi ceremonials.

The Hopi country is completely surrounded by the Navajo, but both tribes, though living in close proximity, have retained their racial characteristics. There has been very little mixture of blood either between the two or with the whites.

The Hopi villages, with exception of Moenkopi, have preserved their isolation from the white man through the years, due to their inaccessibility. While there are a number of trails leading in from improved state highways, most of them are impassable at certain seasons and all of them are torturous at best. If weather conditions are good and the sand is not blowing, it is possible to go in from U. S. Highway 89 through Tuba City. Five roads lead in from U. S. Highway 66-turning northward at Winona, Canyon Diablo, Winslow, Holbrook and Navajo. But it is not wise for the tourist to undertake the journey without a shovel and a plentiful supply of water, as well as a stock of provisions. And he should heed the advice of the Indian traders as to the condition of the trails. Few cars travel the roads and it is a long way between habitations. If something goes wrong he is apt to be there for a considerable space of time.

The visitor should also have a supply of bedding and go in prepared to camp. There are no accommodations in the Indian country, but groceries can be purchased at the trading posts. Even in these days of easy transportation, the Hopi continues to live as his ancient pueblo ancestors lived, very largely unto himself. But the Hopi doesn't mind.

THOSE ARIZONA CAMELS

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