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Show THE CITIZEN 26 Our Good Roads THE SENATE recently approved the Phipps bill to continue federal highway aid to the several states for the fiscal years beginning July 1, 1929 and one the same date in 1930. The annual appropriation is to be seventy-five million dollars and the bill also sets aside $7,500,000 each year for forest roads thus continuing the present American highway system through our national forests, a very important project from the standpoint of forest conservation as well as touring. A bill similar to the Phipps bill has been introduced into the House by Congressman Dowell and is expected to pass during the present session. In presenting the bill Senator Phipps pointed out that it is necessary for Congress to continue its road policy for a year or two in advance in order to provide continuity of work on the primary system of highways and to give the state highway commissions and the Agricultural Department ample time to outline the good road programs. It is difficult to visualize the great improvement in our highways which has taken place during the past few years. Broad roadways, good for travel all the year round now traverse the country to the north and south, the east and the west in all directions. It is interesting to note in connection with this that the motor vehicles registered in the United States during the year 1927 numbered 23,127,315, according to compilation made by the Bureau of Roads of the Department of Agriculture. Of this number about millions twenty and were passenger vehicles while tvo three-quarte- rs and a quarter million were motor trucks and road tractors. The registration fees and license paid amounted to a little more than $300,909,000 of which about went into construction work and maintenance on state highway systems. The expenditure on roads and motor vehicles each year amounts to a total which almost staggers the imagination. Yet it must be said in all fairness that our good roads are worth all they cost and that our present penchant for touring is a very good one. The people of the United States are at least seeing America. They are traveling from east to west, from north to south, and vice versa. They are beginning to realize in fact what a tremendous country and what a fine country the United States really is. They are beginning to visualize its tremendous resources, its fertile lands, its towering mountains, majestic rivers and beautiful lakes. And best of all, we Americans are finding out that we have come to be one united nation, with one language, one set of customs and with common ideals. Ve are finding that in spite of our different locations, the fellows in the west and east, the north and south, have about the same ideas and the same kind of civilization. The more we travel the more homogenous our population will become. Travel broadens the perspective. To know America is to love it, and the best way to know it is to look it over. Therefore the money we spend on roads is well worth the two-thir- ds cost. LAND OF ENCHANTMENT. IF YOU are planning a journey, may we take you through the Land of Enchantment? We will introduce to you two splendidly appointed trains of the Denver Scenic & Rio Grande Western, the Limited1 operated between Denver and Ogden all the year, and the Panoramic between Denver and Salt Lake City during the summer. These trains glide smoothly over heavily ballasted roadbed, through deep cancolor and scenic yons of grandeur, and climb to the crest of senthe continent- amid ever-changi- ng - snow-cover- ed tinel peaks. Enchantment? Where a few years ago Indian ponies stumbled over rocky trails, the great new Mountain Type locomotives draw easily these two superb trains. Daylight schedules take you through scenery of awe inspiring sublimity. As you wind through the Royal Goige, you casee natures challenge to man-bui- lt walls and pinthedrals; nacles painted and frescoed by countless centuries. The train moves so quietly you hear the organ tones of the cascading river. Train employees thoughtfully, efficiently and genially see that comfort, hospitality and enjoyment travel with you. Seven years of constant work at an expenditure of many millions of dollars give you this improved service this enchantment! Your journey over the Royal Gorge route at any time of the year will be an unforgettable pleasure. Shortened schedules, made possible by perfection of roadbed and latest automatic signal devices, give you speed with safety. The trains, from locomotive to observation car, are the last word in comfort, convenience, beauty of furnishings and efficient service. The unexcelled dining car service is one of the distinctive features of the trip. world-famo- us sky-pierci- ng COLUMBIA STEEL (Continued from Page 18) on the west. There it is made into creosote, protective coating for ties, telegraph poles, etc. Pig Iron Production. Two main kinds of pig iron are pro. duced, namely, basic and foundry their difference being primarily in the silicon content, which is higher in the foundry iron. The operation at the Provo plant is continuous, that is to say, three shifts of eight hours each. The blast fur. nace is cast five times in twenty-fou- r hours, and a coke oven is pushed about every half hour. At this plant three hundred men are employed, and at the pipe plant about two hundred and fifty. This aggregate employment of five to six hundred men represents sizable very payrolls, and the payroll money stays within the state; is expended for Utah and western products, thus benefiting the west. The pig iron is shipped throughout the intermountain territory and to the Pacific coast. The Pacific States Cast Iron Pipe Company melts about tons of pig iron and proseventy-fiv- e duces seventy-fiv- e tons of pipe a day, ranging in sizes from two to eight inches in diameter, and six to twelve feet in length. The numerous foundries on the coast, Columbia Steel plants, and other steel plants, receive pig iron from the Utah plant. The Coast Plant At the Columbia Steel Corporations miles Pittsburg plant, thirty-fiv- e northeast of San Francisco, the iron is made by the furnace process into steel. The daily output of finished steel products from this plant is: castings, about forty tons; rolling mill products, consisting of reinforcing bars, plain rounds and squares, flats, tie plates, etc., about fifty tons; wire and nails, about eighty tons; and sheet steel, both black and galvanized, about one- hundred tons. At the Columbia Steel Corporations Torrance plant, situated fifteen miles southwest of Los Angeles, the pig iron is converted into steel by a similar process to that used at Pittsburg. The daily tonnage and products of this plant are the same as those at Pittsburg, excepting that they do not make any wire and nails, but do produce light structural, consisting of angles, channels, and The Columbia Steel Corporations to plant at Portland is devoted solely the making of castings, mild steel, steel manganese steel, high chromium and other alloyed steel. The Columbia Steel Corporation is unit of the west, from a mine to finished product. It is f western capital, western brain, western labor, a progeny of the west. What the West makes, mrJ.es the West. rail-roa- d open-hear- th - ms. self-suffici- ng Could Never Make It many Speeding, eh? How times have you been before me ?' Speeder: Never, your honor, or tried to pass you on the road once twice, but my bus will do only fifty five. Judge: |