Arizona Highways, April 1931

              Volume 7
Number 4 April
Making Arizona Highways Dustless
Copy Ten Cents .
Yearly One Dollar
Armco Corrugated Culverts Are
Strong, Tough and Durable
Under a wide variery of conditions-under high or shallow fills, under heavily-traveled concrete or paved high­ways,
and under the less used rural roads, these pure iron culverts have proved themselves the most satisfactory.
\Vhen old dirt roads are being made a part of the state or county paved system, Annco Cul verts, even though they
have seen serv ice for a long time, are usua lly left in their places :ll1d the road paved: over them. That is reliance in
Armco durability.
Armco Corrugated Culverts withstand shocks and im pacts because they are flexible and res ilient. Properly in­stalled
accordi ng to simple directions, they serve successfu Ily under high and set tling embankments.
Because of their easy handling in shipment and install ation, and their adaptability to varying conditions of serv­ice,
Armco corrugated iron culverts have become standard with a great number of highway and railroad users.
Write for Descriptive Literature and Prices
Western Metal Manufacturing Co. California Corrugated Culvert CO.
EL PASO. TEXAS LOS ANGELE~ . WEST RERI\ELEY. CALIF.
VIC H. HOUSHOLDER, DIST. SALES MGR.
1330 E. Brill Street. Phoenix. Arizona
APRIL. 1931 ARIZONA HIGHWAYS Page One
HEADQUARTERS
for
-Goodyear Mechanical Belting for every
purpose.
-Goodyear Air Hose.
-Goodyear Water Hose.
-Highway Cable Guard Fence.
-Carbic Flare Lights.
McCormick-Deering Industrial
Tractors and Equipment
Write or Phone Us For Prices
The
O. S. Stapley Company
WHOLESALE DISTRIBUTORS
PHOENIX ARIZONA
S. H. VEATER LAMAR DAVIS
Yeater & Davis
EL PASO, TEXAS
General Contractors
At present constructing Arizona F. A. P. 604-
95B, which consists of grading and drainage of for­ty
miles of U. S. Highway 89. Beginning at the sus­pension
bridge across the ,Little Colorado River at
Cameron and extending northward toward the Lee's
Ferry ·Bridge on the Flagstaff-Fredonia Highway.
Arizona Highways
April, 1931
TABLE OF CONTENTS
DESIGNING ARIZONA'S HIGHWAYS .... . 3
By E. V. Miller, Ellgill l'er of Plall s.
OIL SURFACED ROADS TEST SUBGRADE FOR FUTURE SURFACES 5
By Gro. B. Shaffer, Disricl E"gilleer.
EARLY MI TE NAMES DESCRIPTIVE OF EVENTS
By E. J. Kelley.
THE PSALM OF THE ROAD SIGN
BJI Ira L. Wood.
CALE DAR OF CIVIC CELEBRATIO S .............. .
6
7
PHOENIX TO YUMA HIGHWAY COMPLETELY SURFACED . 9
ElJlTORIAL PAGE . . ......... 10
THREE MEMBERS TAKE OFFICE AS COMMISSIONERS ............. 11
NEW COMMISSIONERS TAKE UP DUTIES ...
ROAD CONDIT IOl\'S I STATE SYSTEM
APACHE POWDER COMPA Y .
12
.. 18
Page
. . 21
ARIZONA TRACTOR & EQUIPMENT CO. . ....................... 15
H. M. CLARK OFFICE SUPPLY CO ................................................ 20
BEN D. COOLEy ............................ ... ....................... ... . ..................... 24
CALIFORNIA CORRUGATED CULVERT CO ....................... COver
GILMORE OIL CO., OF ARIZONA ..................................................... 24
GROSSO'S ...................................................................................................... 22
W. & L. E. GURLEY .................................................................................. 18
VIC HANNY CO . .......................................................................................... 22
HIENZE, BOWEN & HARRINGTON, INC. ............................................ 22
HULSE & DICK ............ .............................................................................. 18
PAVING DEVELOPMENT & SALES CO . ................................................ 17
PHOENIX BLUE PRINT CO ..................................................................... 20
PIONEER GRAVEL EQUIPMENT MFG. CO . ........................................ 19
PRATT-GILBERT HARDWARE CO . ..................•................................... 21
RIO GRANDE OIL COMPANY ............................................ ...... .......... 23
RONSTADT HARDWARE & MACHINERY CO . .................................. 19
THE o. S. STAPLEY COMPANY .................. .............. .............. ..... .... 1
SEASIDE OIL COMPANY __ ... ........... ... __ .. __ ........................... ____ 24
STANDARD OIL COMPANY OF CALIF . ...... ............................. .......... 2
SHELL OIL COMP ANY .. ....... .............. .. .... ._ ................ ... _ .. ... ... 25
THE COLORADO BUILDERS SUPPLY CO ......... ...................... . __ ._ .. 18
WESTERN METAL MANUFACTURING CO . ...... ... _ ._ .. ... .. .... COver
GRADY WATSON, INC. _ .......... _ .. _ . __ ._ ... .. ... ______ 19
VEA TER & DAVIS _ .. _________ .. .... ___ _ . _ . __ ... .:.... ___ 1
MOMSEN, DUNNEGAN & RYAN _ ..... ...................................... __ .... . .20
~.-... ~
Non-skid
ASPHALTIC CONCRETE
for I~OOO~OOO ea.-s only
··t'Wo-bits~~ a yard!
O n Multnomah County's 82nd Street Road­Nothing
but a non-skid surface needed after Asph~ltic Concrete
had carried thousands of cars a day for twelve straIght years. So
the W arren Co~struction Company laid Non-Skid Asphaltic Con­crete
right over the old road for only 25¢ per square yard!
To build any other comparable non-skid highway from subgrade
up would have cost Multnomah County around $30,000 a mile. But
she beat that price by about $27,000! She used. her twelve-year-old
Asphaltic Concrete as a base and got a non-skId top coat for only
$2,640 a mile.
Widen-resurface your old roads and save money with the long­est
lasting, safest pavement-Non-Skid Asphaltic Concrete.
STANDARD OIL COMPANY OF CALIFORNIA
A§PHALTIC CO~CRETE
WEARS LO~GE§T AT LEAST COST
CALOL
ASPHALT
for best results
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright 1981 by ARIZONA HIGHWAYS, All Rights Reserved
Volume VII. April, 1931 Number 4
DESIGNING ARIZON A'S HIGHWAYS
By E. V. MILLER, Engineer of Plans.
MANY eminent engineers have ex­pressed
their ideas and opinions
on the subject of location and design of
the modern highway. Many of the the­ories
so expre~sed are in use today and
many of the thoughts are still theoreti­cal.
However, we are building new
roads everv day, and it is the present
problems th<> t confront us who are try­ing
to match the people's funds with the
elements which constitutes the engineer­ing
problem of building a road from here
to there.
In the preparation of the plans for
feceral aH hie;hway comtruction in Ar­izona
there are m~ny details beyond the
location for grade and alignment to be
copsidered. Of cour;;-e the location is the
all-important and except in general I
am rot going to touch on that. After a
route has teon determined upon by the
state engineer ?nd accepted by theBu­reau
of Public Roads, our locating engi­neer
makes hi" detailed examination for
location. The locat'on is made and where
the cost or ('esirability may determine
the use of one or another line, the alter­nate
lines are run and the data submit­ted
on each. The location data which is
thus sent in to the office consists of the
line, level and cross se:tion notes, with
sect'on and other land ties; a thousand
foot to the inch map of the line showing,
alternate locations, section lines and
cr"i'1age are?s; a 100 foot to the inch
m'lp showing all details of topography in
and adjacent to the right of way and the
profile upon which is shown the recom­mended
position of all drainage struc­tures,
grade line, classification of ma­terial,
ditching , clearing, etc.
First Steps in Plans
With this dah in hand we then deter­mine
from costs and inspection the ac­ceptable
line or alternate and work up
the plans accordingly. The first work
to be done in the preparation of the plans
is to plot the cross sections, layout the
templets and figure the earth work quan­tities.
In mountainous country we try
for a balan ~ed grade line whereever it is
practicable. That is, we endeavor to
make the cuts balance off the fills, and
in order to do this we often have to go
back and change our first or trial grade
line. Seldom do we have to change the
same grade twice for an experienced eye
can lay a fairly close grade, when the
side s!opes and amount of swell, over­breakage,
etc. are in hand.
During this process of computing the
qu ~ ntities, the draftsmen plot or trace
the a'i[ nment on tracing cloth sheets.
PAVEMENT WIDENING ON CURVES
.EOGE Of' 5TANDAAC SECTION.
R - RAOIUS OF" CENTER LINt OF STANDARD ~ECTION OF PAVEMENT.
w- WIDE:NING OF PAVEMENT
R W
FEn FtET
100 45
200 4 .0
300 30
400 25
500 25
600 2.0
700 2.0
800 15
gOO 15
1000 15
1100 10
1200 10
NOTE·- THE: TAPER WILL p.K)T STRICTLY BE TANGENT TO THE WIDENED
PORTIONOf' THE CURVE AT THE P.C THE POINT OF TANGENCY IS so
NEAR THE PC HOWEVER, THAT A SUGHT SoHlfTING Of THE fORM5 AT
THI5 POINT DURING THe: &TTING WILL CONNECT THE TAPER WITH
THE CURVE WITHOUT A/oI'( NOTICEABLE BREAK . IN NO CAS,E WILL THE
fORMS, AT THE: PC HAVE TO BE MOVED MOAE THAN I ~ fl:
This is the plan of the road and upon
the plan is shown the right of way re­quired
and all topographical features of
the country adjacent to the line such as
buildings, existing roads, culverts and
bridges, railroads, fences, etc. The
profile of the center line is then plotted
on this same sheet below the plan and
shows all bench marks, drainage areas,
etc.
Plans Checked on Route
The design is then worked out on these
sheets in pencil, giving all data as to
structure openings, ditching, channel
changes, grade l ine, fencing, guard
ra·ls. dips, cattle guards, etc. ' These
sheets are then blue-printed and the pre­liminary
inspection of the proposed work
is gone over on the ground by a statf~
district engineer and a Bureau of Public
Roads engineer. Any criticisms or sug
gestions on the de sign are noted on these
blue prints and returne:i to the office.
The finish ?d ces;gn is then made and
the plans inked in. A finished set of
plans will show, besides the data shown
on the preliminary plans, the amount of
cut, fill, borrow or waste between each
balance point; the estimated yardage in
each ditch, dyke or channel change; the
size, length and amount of concrete, steel
and structural excavation for each cul­vert
or bridge; the yardage in each toe
or retaining wall, amount of rip rap or
bank protection required; th:e length
of new fence or amount of fence to be
moved, lengths of guard rail; the dis­position
of all buildings, telephone or
telegraph lines or other encroachments
is also given. The completed plans, in
other words, give all the inform<. tion as
to desired results as well as a complete
estimate of all quantities required in the
e~:ecution thereof.
location Mo ~ t Important
As previously stated the all-import­ant
part of any road design is the loca­tion,
for without the proper thought
given to the location the very essence of
the design is destroyed and that is the
safety factor. It is the wrong theory
to build a road and then legislate the
speed of cars to fit the conditions.
Except in rare cases, a well designed
highway needs no warning signs to cau­tion
the driver of approaching danger
from curvature or grade. Even in moun­tainous
country where sharp curvature
is used, the approaching curves may be
so placed as to create a transition from
the long radius curves to the short ra­dius
curves in a distance suffecient to
slow down the traffic without the
driver realizing any potential danger
from the short radius curves. Super­elevation
and curve widening are two
essential features of the design and in
most cases are more important as a
safety factor than the best guard rail
Page Four
built, for after all the road should be
so designed as to assist a car from leav­ing
its natural course. The super-eleva­tion
we use as a standard is a simple
conclusion arrived at from plotting sev­eral
exi sting formulae. In subst ance it
is .01 per foot width of roadway pel' de­gree
of curve up to and including a 7-
degree curve. A 6-degree curve, for an
example, has a super-elevation of .06 per
foot of roadway width. The maximum
safe speed for any curve is reached when
] 2 e+ 12 k f= 0.8 S'
R
where k is assumed as .6
f is co-efficient of friction
e is amount of super per foot.
s is speed in m.p.h.
\' is radius of curvp.
Using the above with .2 as the co-ef ­ficient
for friction and we have a safe
maximum speed of 51 miles per hour on
a properly banked 6" degree curve or 5<)
miles pe l' hour on a 4 degree.
Curves Wid oned Inside
All curves over 6 degrees are widen­ed
9n the inside to give an added safety
factor. Curve widening is important not
only for the easement it creates in nego­tiating
the curve but f or the added
~' i g11t dist ance it may create when in
through cuts 01' "blind" curves. A 6
degree blind curve with no widening
has a sight distance on center line of
about 350 feet for a 28 foot roadbed.
Assuming that two cars were ap­proaching
each other on this 6 degree
curve at 40 miles per hour, their speed
per second would be 58.7 feet each or
in other words the space between the
two cars would be reduced 117.4 feet
each second and in three seconds they
would be passing each other. It is ap­parent
from the above example that
maximum sight distance by curve widen­ing
or other means is an important
safety factor. On paved roads the cen­ter
strip or traffic lane should be used
at a ll curves both horizontal and vertical
where the sight distance is less than 500
feet.
Guard rail as a safety feature is also
important, not only as a guard against
cars leaving the road when beyond con­trol
of their drivers, but from the psy­chological
effect on the average driver.
The fact that the guard is there makes a
timid driver feel more secure in moun­tainous
country and he will have the
tendency to stay near the rail, while
without it he will crowd to the center of
the road. This has proven itself, for we
have in some instances erected only a
line ot white posts set at 20 feet inter-
ARIZONA HIGHWAYS APRIL, 1931
SUPERELEVATION FOR CURVES
30 191
29 FOR CURVES WITH RADII OF LESS THAN 200fT. 198
28 USE SUPERELEVATION OF .125fT. PERFT. OF WIDTH. < PS
27 FOR PAVEMENT SECTION WHERE CROWN OF .0 I 212
26
PER FT. IS USED, THE MINIMUM SUPERELEVATION
220
WOULD BE AT I"CURVE.
25 229
FOR GRAVEL OR EARTH SECTION WHERE
24 239 CROWN OF .02 PER.FT. IS USED THE SUPERELEIIA-
23 TION USED FOR I TO 2 CURVES WOULD BE THE II 24<a
22 SAME, OR .02' PER FT. WIDTH . 261
21 USE SUPERELEVAT ION TO NEAREST .O( PER. FT. j 273
20 WHERE LENCTH OF TANGENT PERMITS, 1 2~17
19 APPROACH TO SUPERELEVATION IS STARTED ON II 3~2
18 TANGENT 100 FT. FROM pC. OF CURVE AND FULL 318
17
SUPERELEVATION IS ATTAINED 50 FT. BEYOND I 337
WfJe I- r- p c. ON CURVE.
358 W ~ I--l- I- > -'- 382 0:: 3 15 :::> 1t4 I- r- 4p9 u
1.. 1--l- I- -'-
... 0 13 441 0 W
~ 12 4 77~
l- t--I- ~ - - I -
811 521 0 10 ~
- .. -I-j-- -l- I- - II I-S73
9 p-"V (')37
t- -
8 - 716 7 ;" 819
6 -W- i' <aS5
t- - ; ---
5 11 14e '-i- t- u---I--" -
4 143
~ l- f-I-I-- 3 I 1910
1- ,; k'" r-t - f---r- -
2 .... _L._ 28[05 '-f---
I i..-' ".
I-t-.L 5730
l- I 0 I
t -i-t-l-
I
.01 02 0~~ 015 .0E .07 .~8 .09 .Ip .1 .1 2 .13 ! - l- I- ~-r- IUIEiE1ErTII01 ~EIIT. tr.!f I F t I-I- llTI J +-
vals, or placed large white stones at t en
foot intervals. Although this practice
might be questioned from a safety view­ponit
the psychological effect has proven
the theory.
Must Consider Maintenance
The maintenance problem must al so
be considered in the design, for main­tenance
costs can mount to large pro­portions
due to inadequate design. Deep
ditches or borrow pits adjacent to the
road are a source of much worry to the
maintenance engineer and a minimum
berm of 10 feet is hardly sufficient, for
in case of future widening these borrow
pits must be filled again. Culverts are
placed f ull width of roadbed and suf­ficient
material placed over them t<,
enable the maintenance blade to pass
over without lifting.
In the northern part tOf lthe state
where we have snow the grade line is
laid to hntiqipate the snow ,removlal
problem and to provide widened sections
for snow storage.
All through the design the matter of
cost enters into each problem for after
all the engineers' job is to build the
most hI;! can with the funds available.
I t-
Agreement To Purchase
Blythe Bridge Hastens
Arizona Road Program
With all agreements signed between
Arizona, California and the owners, for
the pur ~ ha se of the toll bridge across
the Colorado river at Ehrenberg, ap­proval
of the transaction by the United
States Bureau of Public Roads only is
needed to start the improvement of the
highway from Wickenburg to the bridge.
The entire highway has been divided
into ten projects by the Arizona highway
department. The department contem­plates
the construction of seven of
these projects this year. Of the three
remaining pro ~e :ts two now are under
state maintenance and the third was
constructed in 1927, extending approxi­mately
ten miles from the bridge east­ward.
This section may be oiled dur­ing
the present year providing funds re­rr.
a ·n after the improvement of the oth­er
sections is made.
The improvement of two of the pro­jects
is provided for in the funds of the
(Continued on page 14)
APRIL, 1931 ARIZONA HIGHWAYS Page Five
Oil Surfaced Roads. Test Subgrade for Future Surfaces
By GEO. B. SHAFFER, District Engineer.
How good is an oil road? Has it a
distinct value ? What is its economical
life? When a cid, what should be the
next step?
Arizona now has many miles of oil
roads. The traveling public thinks they
are wonderful. The ease with which
traffic whisks over them establishes a
mental inclination which causes the peo­ple
to urge the continuation of their
construction. Once a rough dusty high­way
is made smooth and clean by oil
surfacing, there is little wonder why
fail because of faulty drainage, faulty
suh7grade or faulty material. In either
case the failure should be corrected if
traffic is to continue uninterrupted. Up
to date forces have been able to handle
this sitation successfully in nearly all
cases. The placing of oil surfacing on a
road under ordinary traffic is a fair, but
not an abso lute proof of the value of the
subgrade upon which it is placed even
though we know that the oil surfacing is
of good quality and properly constructed
otherwi se. During the life of the oil
Plane for Obtaining Mineral Aggregate for Surfacing an Oil Surfaced Highway.
the public craves for more of the same
kind of improvement.
Dusty roads are dangerous and ex­pensive
in many ways. Old surfaced
roads take out many hazards, but in
turn add others. A clean smooth surface
naturally superinduces faster and less
careful driving. This obviates the
necessity of safe widths, profiles and
curvatures along :with ample caution
signs and guard fencing. In other words
the use of a road after being oil surfaced
will point out to the engineers certain
advisable requirements before the adop­tion
of a more expensive type of con­struction.
An oil surfaced highway is a
vast improvement over the ordinary sur­faced
highway, and while it is serving a
wonderful pur,pose in regards to trans­portation,
it is in fact the pioneering
forerunner of a higher type hard sur­face
pavement which is <sure to follow.
Faults in Grade are Detected
surfacing which will vary with the
amount of traffic, the maintenance
forces will have corrected all of the ma­jor
weaknesses in the subgrade and gen­e
ral routine maintenance will continue.
But the point of fatigue is sure to come
even with increased maintenance a l­lowance.
Up to the time of apparent
approaching fatigue the oil surfacing
has been a useful and splendid improve­m~
nt and a good and ecoriomical invest ­ment.
It has facilitated the ' movement
of traffic and if properly maintained
proven the quality of the subgrade. It
has forced certain requirements neces­sary
to modern traffic, but the time of
its usefulness is but a few years and
from an economical s tandpoint, it is
doomed to give way to a r eplacement or
added waering surface as a public de­mand.
It is not the intention at this time to
go into the details of compa ri son of the
different types of road surfacing ancl
pavements. In fact it matters but little
to the t raveling public just what the
highway is surfaced with so long as it
is an a ll-season, smooth-riding roadway
and if maintained properly the cost of
comtructi on is merely a matter of rec­ord.
An oil surfaced road like other smooth
types of surfacing an:] pavements in­vites
traffic when placed on our main
highways and it is not long until main­tenance
costs of the oil road begin indi­cating
that the original construction is
the f irst stage of a more permanent type
of r oad.
Heflects Qt,ality of Subgrade
A road is no tetter than the subgracle,
but the sub grade is not the only pa rt
of a road which can cause success or
failure. Surface failures originating
from ca uses other than poor subgrade
are nume rous anci steps should be tak­en
to prevent them. Subgrade fai lu res
are orten times la tent in character and
yie ld stubbornly to corrections and the
opinion here is that an oil surfacing
placed upon any roadway will reflect the
good and bad qualities of the sub grade
more quickly than any other types of
s ur ~ a c ing. This fact is one of the dis­tinct
values of an oil surfaced road and
(Continued on page 8)
With the hard surface pavement in
mind the oil surfacing has a distinct
value. Traffic is increasing each year
and the weaker parts of the road get no
favors except from the maintenance de­partment.
The weaker portions might Developing "Squeegee" for Seal Coat on an Oil Surfaced Highway.
Page Six ARIZONA HIGHWAYS APRIL,1931
Early Mine Names~Were Descriptive Of Events
PR)o'-CTI?ALL: every stranger arriv­mg
m Anzona becomes interest­ed
immediately in our system of names.
'I hey are all intrigued with the appar­ent
oddity of them but they each ap­plaud
the appropriateness of the nom­enclature.
Perhaps in no other state were names
given that are so apt, terse, descriptive
and even pretty,-not to say difficult.
Can you pronounce and spell "Chiri­cahua"
or "Huachuca" offhand for ex­ample?
Horse Thief Canyon, Funeral Moun­tains,
Tombstone, Superstition Moun­tain,
just to mention a few, easily sug­gest
interesting stories. Very often
the name alone tells a whole story in
itself. A study of them often reveals
the originality, sturdiness and intelli­gence
of those pioneers who made our
state great; therefore, their history is
unusually interesting.
Upon looking at a map of the Tomb­stone
mining district you note the
names of the principal claims and im­mediately
know there is a story some­where.
Their apparent absurdity, yet
their clear sequence, arouses your cu­riosity,
and you look further. There
are the Grand Central, Lucky Cuss,
Toughnut, Contention and Tranquility.
The Lucky Cuss is the first mmmg
claim ever recorded from the Tombstone
Mining District. As this was a part of
Pima county in 1877 before the forma­tion
of Cochise county, naturally the
record is carried in the Pima books at
Tucson.
In 1903 M. M. O'Gorman, the original
owner of the Tombstone townsite, com­pleted
his sale of La Cananea to "Col­onel"
W. C. Greene. As Cananea was in
Mexico it had been necessary for Mr.
O'Gorman to take out Mexican naturali­zation
papers in order legally to pos­sess
Mexican land within one hundred
kilometers of the American border.
As the state of Texas had been taken
away from Mexico by Americans who
had settled inside the boundary, Mexico
had passed this law to prevent any fur­ther
encroachments on her domain.
Shortly! afterwards ·Mr. O'Gorman made
a final accounting of the money re­ceived
from Greene to two of his part­ners,
Mr. Richard Gird and Senator
George O. Perkins of California. At the
conclusion of the business meeting the
three men relaxed and reviewed old
By E. J. KELLEY, Pearce, Ariz.
t.mes in Arizona and Mexico. That is,
Senator Perkins asked questions and
Gird or O'Gorman answered them. They
spoke of old Governor Pesquiera of So­nora,
who reigned in lordly style; who
always was escorted by a corps of bat­tle-
scarred fighting men with outriders
and all the trappings that mark a king.
He made all his own laws for the gov­ernment
of the state, dispensed with
such trifles as legislatures and got away
with it until the d~y he died.
Might Made Right
They spoke of Emilio Kosterlitzky, a
deserter from the American army who
virtually ruled northern Sonora from
the time of Governor Pesquiera's death
until the first Madero revolution. This
Kosterlitzsky started in modestly as an
officer of rurales, which would corres­pond
ISO mew hat to our old ranger
force. From this modest beginning he
rose to greater heights until he became
a terror in all Sonora. Kosterlitzky,
among other things, could never see
why the state should be made to go to
the expense of bringing in a criminal for
trial. He considered the cost of appre­hending
a criminal, feeding him and
prosecuting him was a total loss to the
state. Hence, when he went after a man
of bad reputation it became noticeable
that the man of bad reputation never
again appeared in Sonora or anywhere
else.
They also told of the joy in western
Sonora when the Santa Fe R. R. com­pleted
the railroad between Benson and
Guaymas. At that time Silver was
$1.29 per ounce. At that high price one
Mexican discovered he could afford the
wonderful luxury of a cake of ice and a
keg of beer delivered by express daily.
Others caught on, and, as this was pri­marily
a wonderful silver country, the
principal function of the train was de ~
live ring ice and beer until the demoni­tizatoin
of silver.
How Mines Were Named
Other stories they· told untli finally
Senator Perkins asked Mr. Gird "how
in thunder" the early mining claims of
the Tombstone district received such
<>4d names. There must lbe a story and
he wanted to hear it.
A far-away look came into Mr. Gird's
eyes. It took him a minute to review
the past. Then he settled down and
told us all about it as . follows:
"It was very early in 1877 when
Ed Schieffelin, Al Schieffelin and my­self
were camped at what is now
Charleston on the San Pedro river. Ed
Schieffelin had found a piece of wonder­ful
ore while acting as scout for the
army; but when we got down to the San
Pedro he could not go directly to the
ledge. We prospected for it and while
so doing camped near the river to insure
a supply of water.
"A few days later a stranger came
into camp. He had a ranch near Fort
Huachuca and was hunting for a pair of
mules he claimed to have lost. None of
us had seen any sign of mules, but we
Ll I L ,m to eat and spend the nig,, _
with us. He had breakfast the next
morning and then resumed his search for
the mules. He came back the same night
unsuccessful and again we invited him
to share our grub and camp.
"This kept up for several days. Each
morning he started out to look around
and returned each night empty-hand­ed.
He was somewhat of a joke to us as
we figured any man should be able to
trail a pair of mules ,in very short
order, unless they were killed or run
9ff by Indians. Even that we could
lind out in quick time. We thought him
a little queer, but kept inviting him to
share with us, lest we be accused of in­hospitality,
which was a serious thing
in those days.
"However, he surprised us. One night
he came into camp with several pieces of
rock in his hands, saying, "Aha, I have
found that ore you fellows are looking
for." Sure enough he had wonderful
specimens of the real thing. Further­more,
he had a map drawn on old wrap­ping
paper, showing where he had locat­ed
all of the country around the place of
his rich discovery. Everyone else, we
included, were completely shut out. And
what is more, he intended to hold on to
all his locations.
"In those days everyone, as a matter
of course, carried a rifle and pistol with
plenty of ammunition, so he felt able
to keep what he had.
Taming a Tightwad
"The next day all of us went up to
view the discovery. It was the identical
ledge from which Ed Schieffelin had
knocked off the original piece of ore. It
looked bad for us, but we could take
things philosophically when we had to.
Nevertheless, we did a lot of thinking
(Continued on page 7)
APRIL,1931
Highway Laboratory Tests
Keep Arizona's Roads
Up to High ,standards
By J. W. POWERS,
Engineer of Materials
Last month I stated that future arti­cles
would give data on tests and the
reasons for conducting them-with the
application to their use in field work.
However, before going into tests it
seems to me it would be advisable to
know why the tests are made, methods
of testing, and where the methods are
gotten for making determinations.
All work contracted by this depart­ment
is done under specifications which
have been approved by the United States
Bureau of Public Roads. Certain por­tions
of these specifications are for the
guidance of the resident engineer dur­ing
construction. Other portions cover
the grade of construction materials
which shall be used and it is on these
materials that the materials division is
calJed to pass judgment. Uniform meth­ods
of submitting samples are set up in
a materials division manual giving size
of sample, the necessary data to ac­company
it, and the number of samples
to send in from time to time for analysis
-the latter statement in reference
particularly to sand, gravel and concrete
test cylinders.
The basis for the above referred to
specifications in both method of te ~t­ing
and materials specified is usually the
standards set up by the American Soci­ety
for Testing Materials. The Ameri­can
Society for Testing Materials is a
society composed of producers, consum­ers,
highway departments and others
who are interested in uniform materia'ls
and uniform methods of testing them.
The Materials Division of the Ari­zona
highway department has been a
member of this So~iety since 1922. In
addition to the above society, this divis­ion
is a member of The American Con­crete
Institute, The National Research
Council and Committee on Materials of
The American Assoqation of State
Highway Officials. With this back­ground
and applying the data which they
publish from time to time to local
conditions we are able to keep our ma­terials
s'peeifications and tests up to
date, which assures the Arizona high­way
construction i,s kept on a ,par with
the best highway practices in the coun­try.
ARIZONA HIGHWAYS Page Seven
THE PSALM OF THE ROAD SIGN
By IRA L. WOOD
Give ear unto my speech
And eye unto my writing,
For, verily, I am the Road Sign
T,hy guide and counselor. '
He that heedeth my words liveth
But for him that disotbeyeth is d~struction.
Yea, v.erily, will. I ,scatter his chassis upon the highway
And pieces of hlS body shall lie in the morgue.
When I say SLOW!
Put ~h~ foot that is thine u'pon the brake,
For l"t IS better to take thy time
Than for time to take thee.
W,hen I say CURVE!
Approach it carefully,
For verily many a fool driveth
And if thou art another, '
Then woe be unto thee.
When I say SPEED LIMIT! obey it
Or suffer in a foul dungeon, '
Or pay money that is thine unto the judge.
Yea, verily, I am the Road Sign
The Guardian Angel that ,prote~teth thee
And' guideth thee upon the ,highway.
He that heedeth, liveth,
But if thou but disobey me,
Then the days that are thine are numbered.
Early Mine Names Were
Descriptive of Events
(Continued from 'page 6)
that evening as we prepared supper. It
would not ,have been so bad except that
our mulish friend developed a disposition
to 'rub it in'. He was naturally some­what
of a loud talker, but this evening
he went strong. I finally asked him if
he were going to ' share up' at all. This
provoked quite an outburst from him.
'He'd be blankety blanked if he'd let
loose a cent's worth.' Then I gently re­minded
him that as he had been eating
our food and sharing our camp all the
time he was prospeCting and locating
these claims, we were entitled to a di­vision.
We had grubstaked him and so
by law could claim a share. At this he
flew into a rage. He told us over and
over it was alI his, and by the eternal,
he was going to keep it. He repeatedly
swore by alI the gods he would keep
everything. He continued swearing to
this effect,- occasionally varying by tell­ing
us what he would do to anyone who
tried to prevent him.
"We saw it would do no good to argue
with him any further. Ed Schieffelin
unrolIed his blankets preparatory to
turning in for the night. When our
hoggish friend was at the height of his
denunciation Ed turned his back, saying
significantly, 'It's a long road to Tuc­son,'
and went to bed. The effect of these
words on Mr. Muleman was instantane­ous.
He stopped in the middle of a sen­tence.
His lower jaw dropped and his
eyes went glassy. He say the point right
away. Indians or roving bandits could
easily account for a man di sappearing
between our camp and Tucson, where it
was necessary to r ecord the filing of the
mining notices to make them effective.
For a full minute absolute silence
reigned. Then seizing the rough map
he had made of the claims in dispute
he drew a pencil mark through it
saying, 'I will keep these claims and yo~
can have the rest.'
"We studied it for a while and after a
few alterations agreed. The first claim
near his pencil mark was called the
'Grand Central.' The next we <!alled the
'Lucky Cuss,' for he was fortunate in
finding the ledge. The next claim we
named 'Toughnut,' for we so considered
the muleman. In view of our disagree­ment
and quarreling we named the
next one 'Contention,' and after peace
and quiet settled down we named the
last one 'Tranquility.'''
All of these claims produced fortunes
and became world famous.
Page Eight
Oil Surfaced Roads
Test Subgrade for
Future Surfaces
(Con tinued from page 5)
as soon as the subg rade condition which
is made so apparent by this type of con­struction
is mastered, it is then time
to start the det erminations of the length
of its useful and ec onomi ~ al life. As ­suming
that the oil-cake is properly
constructed and mainta ined as to ma­terials
and operations and sub grade
corrections et c. res pectively; the oil cake
should not, and the opinion he re is tha t
it will not, deteriorate under ordinary
heavy traffic. The life of it will va ry
directly with the amount of traffic and
if r econstruction is not well timed, the
oi led road will give way to wear and
t ear. This should not be allowed to hap­pen
for this rea son-an oil surfaced
road , although having served the great­er
part of its usefulness as a splendid
traffic-way, still possesses a great
value a s a thoroughly test ed base for
the next stage of constructi on. The
tim ing of this next stage of construction
is very important for this reason. If
the proper tim ing of the next stage of
construction is not made, it will result
in much waste to the tax-pa yer and un­limited
inconveiece to the traveling pub­lic.
It can be st at ed with confidence tha t
an oil surfaced road, not completely
worn out, if topped with a high grade
wearing surface will last as long as and
at half the cost of a reconstruction job
ARIZONA HIGHWAYS APRIL, 1931
Calendar of Civic Celebrations
The following celebra ~ ions and conventions to be held in Arizona
in the near future were compiled from reports to the Arizona Industrial
Congress:
April I6-IS-Douglas. Arizona Federation of Music Clubs Convention . .
April I7-I8-Tucson. Statewide "Buyers and Sellers" Convention.
April I8-Tucson. "Romance of the Old Pueblo" Pageant.
April 20-22-Douglas. I. O. O. F. State Convention.
April 24-Safford. Red Knolls Pageant.
April 24-25-Safford. State Convention Lions' Club.
April 24-25-Douglas. Arizona Postmasters' Association Convention.
April 25-26-Nogales. Arizona Association of Optometris ~s Convention.
April 27-May 2-Phoenix. 14th Biennial (National) Council Meeting,
General Federation of Women's Clubs.
April -Nogales. Arizona Social Workers Convention.
April 28-May 2-Phoenix. National Conference, General Federation of
Women's Clubs.
April 30-Phoenix. Masque of the Yellow Moon.
May 5-6-Nogales. Arizona Public Health Association Convention.
May 7-9-Nogales. 40th Annual ConvenUon Arizona State Medical As-sociation.
May 9-IO-Prescott. Federal Employes Convention.
May 22-23-Douglas. Elks State Convention.
May-Douglas. Knight's of Columbus State Convention.
June 14-PrescoM. Smoki Ceremonials.
June I5-Grand Canyon. Arizona Association of Commercial Secretar­ies
Meeting.
June I8-I9-Prescott. National meeting Alpha Gamma chapter of Sig-ma
Phi Gamma. (Includes one-day trip to Nogales. )
July 2-5-Prescott. Prescott Frontier Days.
July 2-5-Prescott. Northern Arizona State Fair.
July 3-5-Winslow. "Meteror City Roundup."
Oc ~ ober 29-30-Glendale. Glendale District Fair.
October-Yuma. "'49 Camp" and Rodeo.
November 9-I4-Phoenix. Arizona State Fair.
November ll-Yuma. Pecan Day Celebration.
December 2I-Yuma. Sunshine Congress.
made necessary if the same oil surfaced
road is allowed to give way t o wear
and tear, to say nothing about the in­convenience
to the traveling public.
In the foregoing article, the writer
refers to oil surfaced roads as those
constructed in Arizona. They have been
constructed by both the Road and Plant
Mix Methods and the same conclusions
go for both types.
(This is the third of a series of arti­cles
by Mr. Shaffer.)
'0J...0." 00
o ,.
Broadway of America, Inc., chamber of commerce building, El Paso, Texas, the association that is Isponsoring the improve­ment
and advertising of this transcontinental route from New York City to San Diego, Calif., is celebrating the fact that this
route is now 82 per cent paved and improved its entire length by holding a convention of members and good roads enthusiasts
in Hot Springs, Ark., on April 25th. This' route, which traverses Arizona over U. S. highway 80, is declared to be the 'best all
year road across the continent. A motorcade starting at San Diego on April 12, and gathering cars in each city along the
route, is due to arrive in Hot Springs before the convention date.
APRIL, 1931 ARIZONA HIGHWAYS Page Nine
Phoenix To Yuma Highway Now Completely Surfaced
WITH the publishing of this issue of
Arizona Highways, one of the
greatest road building llrojects in the
state will be completed. The highway
between P,hoenix and Yuma, approxi­mately
200 miles, a part of U. S. High­way
80 and one of the main east and
west transcontinental and state routes
will ;be completely l~ard :surfaced or
oiled.
It is less than 10 years ago that this
important road was only a desert trail
often requiring two days to negotiate it.
Then the highway department started
its improvement, and a gravel surfaced
highway was built connecting the Ari­zona
metropolis and the important
Yuma valley and city in the Southwest
corner of the state. This highway for
several years was regarded as an ex­cellent
highway and many travellers
from other scetions of the n;ation
thought it was a marvelous road cut­ting
across the wide expanses of desert.
But the life!, of a gravel road: under the
traffic conditions this important high­way
sustains is &hort lived. It was nec­essary
that the highway department sur-face
it to keep from either losing it
or running maintenance costs to a pro­hibitive
figure.
Regrading the weak &pots in the old
road, building up the levels, placing of
adequate drainage structures to take
the place of the old! dips, building over­passes
at railroad crossings, and surfac­ing
and oiling the entire distance that
was not hard surfaced, and without any
special financing, was the prdblem
which the department had to face. The
job was completed on April 15th.
From January 7, 1930, to March 4,
1931, approximately 117 miles of the
highway were completed. Over 11,048,-
478 square feet of prepared subgrade
was made in that time; 133,000 cubic
yards of crushed rock spread on the sur­facing
and over 2,572,000 gallons of
road oil mixed and placed. The work
went ahead with apllroximately 8 miles
a month being fini shed.
Today, 1,200 to 1,500 cars per day
pass over this highway between Yuma
and Phoenix and four and one-half
hours is about the usual running time.
Smith Lauds Safety
Teaching in Schools
CHICAGO-Organized saf ety effort of
the type which has come to the r elief of
the child en route to school will succeed
in cc.tting down our accident tol! in a ll
walks of life, according to ex-Govern­or
Alfred E. Smith, who r ecently ad­dressed
delegates to the Greater New
York Safety Conference.
"While it would naturally be ima g­ined
that the greatest hazard to child
safety is traveling the streets back ann
forth between the home and the school,
the fact is that org anized effort has
cut these accidents to one-third the
number happening in the home," .;aid
Governor Smith. " Inasmuch as the
home is not orga ni zed for safety, acci­dents
continue to happen frequentl y."
Judge----HWhat is the charge, officer ?"
Off icer-"Driving while in a state of
extreme infa tuation. ·'- E x.
Traffic problems of trunk highways are becoming as great a problem in the eastern states as in congested cities. New Jersey, situated as it is between
New York and Philadlphia, has developed a situation calling for the most advanced methods of moving traffic, resorting to viaducts and subways through
and under cities in the path of its trunkline highways. Some of this mae's main highways run as high as 50,000 vehicles per day. Separation of highway
grades and of traffic lanes and the construction of traffic circles, by which traffic always enters the lanes by turning right, have become necessary. Above
is one of the latest devices for the control of traffic at the junction of two important highways. Crossing is effected by an overpass of one highway over
the other and lanes froim one highway for traffic to enter the other are afforded so th.t change can be made in any direction by alwa ys making a right turn,
This is called a "clover leaf" bequse if it~ resemblance.
Page Ten ARIZONA HIGHWAYS APRIL, 191J
ARIZONA HIGHWAYS
Published in the Intere9 ~ of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol VII APRIL, 1931
ARIZONA STATE HIGHWAY COMMISSION
C. E. ADDAMS.
Chairman, Phoenix
JOHN B. HART,
Vicc-Chairman , Douglas
JACOB BARTH,
Commi ~sioner. St. Johns
MONTE MANSFIELD.
Commissioner, Tucson
SAMUEL R. TRENGOVE.
Commissioner, Prescott
M. C. HANKI S
Secretary, Phoenix
GENERAL OFFICE
No. 4
T . S. O 'CO 'NELL ..
C. C. SMALL
.. ___ State H ighv.'ay Engineer
Deputy State Engineer
E. M. WHITWORTH
Vehicle Superi n te ndent
R. A. HOFFMAN
Brid ge Engineer
E. V. MILLER
Engineer of Plans
j . W. POWERS
Engineer of Materials
GEORGE B. SHAFFER
Dis tri ct Engineer
Di st ri c t No. 1.
I· . N. GRANT
District Engi neer
D istr ict N o.2.
j. S. MILLS
Engineer of Esti m:ttes
H. C. HATCHER
Statistical Engineer
A. H. LlND
Superintendent of Stores
W. C. JOYNER
Purchasing Agent
R. L. JONES
Chief Accountant
FIELD ENGINEERS
R. C. PERKINS
Di strict Engineer
District No.3 .
W. R. HUTCHINS
Dist ri ct Engineer
Di stri c t .No. 4.
l'ERCY JONES
Chief Loca ting Engineer
GEO. W. COMPARET. Editor
S1~bscripiton Rates $ 1.00 per year. Single copy 10 cents
Advertisin.q Rates on R equest
Address All Communications ·to Editor
ARIZONA HIGHWAYS
Arizona Highway Department Phoenix, Arizona
Step Lightly on the Accelerator
Arizona's death toll from traffic accidents is
mounting daily, keeping apace with the record
established last year. We had hoped this state
would show a marked improvement in 1931.
. The touring season is at hand. While we are
thinking of it we should seriously consider whether
we want to come home in a box, or go through
life crippled, or whether we want to tour this
great state of ours, seeing the wonders the Creator
has placed here for us to enjoy and come home
healthy and happy.
Millions of dollars have been spent on Arizona's
highway system making a vast network of boule­vards.
We can ride hundreds of miles in a day
through desert, plain, forests and mountains in
safety as far as the condition of the highways are
concerned. But, we must keep in mind one thing,
don't let our foot get too heavy on the throttle.
Thirty-five to forty miles an hour, with proper
caution observed on hills and curves is a safe speed
in these modern days. If maintained steadily it
will get one over many miles during a day, as far
as the average person would have to travel. Speeds
above that are a gamble. If you read the acci­dents
that are ocurring daily you can see how
maay are losing, and nQ matter how lucky you
may have been up to now, IT WILL TURN, and
it may be tomorrow.
No Mind Reader
"The Man Behind Can't Read Your Mind-Sig_
nal. "
This terse, punchy slogan is the suggestion for
motorists to keep in mind during the 'all-year safe­ty
in traffic campaign.
Failure to give the required arm signals is a pro­lific
cause of accidents on the highway.. Motor­ists
who do not keep in the proper lane when
turning, or who give no signals at all are not only
a menace to themselves, but to other drivers.
Carelessly given signals also lead to ' accidents.
The state law demands that a motorist indicate by
a proper, continuous signal at least 50 feet in ad­vance
of where a turn or stop is to be made.
Likewise, the man that dashes through the ar­terial
highways without regard of the stop signs,
is a menace to society and such violations should
be met by revoking the driver's driving permit.
Many of the fatalities that have occurred in the
state have come through such violations. Motor
vehicle operators should be taught that stop signs
are posted to guard intersections and they should
be given as much respect as if they were traffic
policemen.
What Price Motoring?
What does an automobile tour of the eastern
states cost?
Many motorists in Arizona have speculated on
how big a dent would be placed in the pocketbook
if a family motor tour were taken to the old home
back east. Few persons keep an accurate count of
cost so that information is somewhat difficult to
obtain. Much depends on the country traversed,
type of automobile used, class of hotels patronized,
and the "incidentals" that are purchased.
What is believed to be a fairly accurate and
representative average is found in a typical trip
recently made from Los Angeles. This indicates
a daily cost per person of $7.71. In this cost in­cidentals
are included so that a more economical
traveler doubtless could make some reduction.
Total time gone from Los Angeles on this trip,
45 days; actual traveling time, 30 days. Average
mileage per day 303 miles, the entire trip being
made during daylight driving. Exactly 700 gal­lons
of gasoline were consumed, getting an averagi
mileage of 13.1 miles per gallon. The total cost 0
trip, including gasoline, oil, accommodations, meals
and incidentals was $1,041, or an average of $23.13
per day for the trip for each of the three travelers.
APRIL, 1931 ARIZONA HIGHWAYS Page Eleven
Three Members Take Office As .Highway Commissioners
Arizona's State Highway Commission
underwent the greatest reorganization
of that body since its inception on March
16th, when three new members, C. E.
Addams, Phoenix, John B. Hart, Doug­las
and Jacob Barth, St. Johns, took
their places on the commission through
appointment by Governor Geo. W. P.
Hunt. They were welcomed into office
by 1. Perle McBride, W. R. Wayland
C. E. Addams, Chairman
and James F. McDonald, retiring com­missioners
and Monte Mansfield and
Samuel T. Trengrove, holdover commis­sioners.
In the organization of the new com­mission
Mr. Addams was elected chair­man
and Mr. Hart vice-chairman. The
appointments of Mr. Addams and Mr.
Barth expire January 31, 1937 and that
of Mr. Hart, who was named to fill the
vacancy caused by the resignation of
Mr. McDonald, expires January 31, 1933.
Mr. Addams has been a resident of
Phoenix since 1917. He was born in
~ennsYlvan!a and started his engineer­Ing
career as mining engineer for the
Lehi , WI'l ke s Barre Coal company of
t?at state, leaving for the diamond
fields of South Africa where he held
the p OSI' tI' ons of Chief Engineer for the
~~ Beers Consolidated " Mines of.
Imberly and was manager of four of
the largest diamond mines in the Kim­berly
district, the Wesselton, Dutoitspan,
De Beers and Kimcerly mines. He also
helel the position of general manager of
the Voorspoed Diamond mines in Trans­val,
South Africa.
In 1913 Mr. Addams came to Arizona
as the assistant super'ntendent of the
Ray Consolidated Copper company and
then became general manager of the
Ray Hercules mine at Ray. He left his
mjnfug poffiiao-n in 1917 to come to
Phoenix and do war work serving in
the capacities of chairman and director
of the Arizona State Council of Defense,
a member of District Draft Board No.1,
and later was in charge of the entire
relief work in the state during the Flu
epidemic.
Sice the war Mr. Addams has large­ly
devoted his tim/' to looking after his
John B. Hart, Vice-Chairman
personal interests and has taken an aC­tive
part in civic and state affairs. He
was chosen chairman of the Democratic
State Central Committee 'last fan and
so conducted the state campaign that.
the state committee was put and kept on
a cash basis.
Mr. Hart came to Arizona in 1901
with his parents and three brothers, lo­cating
in Bisbee. He was born and ed­ucated
in Sandusky, Ohio, removing
from his birthplace to Marion, O. where
he was engaged in business for four
years previous to his coming to Arizona.
He entered the restaurant business in
Bisbee and in 1903 expanded by opening
additional restaurants in Lowen and
Douglas, moving his residence from
B'sbee to Douglas in 1915.
In 1920 Mr. Hart was elected a mem­ber
of the board of supervisors in Co­chise
county and served through four
terms. In 1930 Mr. Hart disposed of
his restaurants and has served . as as­sistant
chief of police of Douglas since
that time.
Mr. Barth, a son of a pioneer' family
in Arizona, was born in St. Johns and
educated in Albuquerque, New Mexico,
high school and university. His father,
Sol Barth, came to Arizona jin 1861,
stopping first in Tucson. Later the fam­ily
moved to Prescott and finally locat­ed
in St. Johns in 1874.
Mr. Barth has been engaged in many
enterprises about St. Johns, besides be­ing
interested in several mercantile busi­nesses,
he has also engaged in stock and
cattle raising. He saw service in the
Navy during the World War.
While always active in the civic and
political affairs of his community and ·
state he never before has held a public
office or appointment.
Jacob Barth, Commissioner
Page Twelve
New Commissioners Take Up Duties
By M. C. HANKINS, Commis~ion Secretary.
The Arizona State Highway Commis­sion
met in special session on March 16,
1931, with the three newly appointed
members present. Messrs. C. E. Addams,
Phoenix, John Bo. Hart of Douglas, and
Jacob Barth of St. Johns.
Organization was effected by the elec­tion
of C. E. Addams as chairman and
John B. Hart as vice-chairman. The
lenght of term of Commissioners C. E.
Addams and Jacob Barth is to January
31, 1937. John B. Hart was appointed as
commissioner in lieu of James F. Mc­Donald,
resigned, term expiring Janu­ary
31, 1933.
Contract was awarded on the Tucson­Nogales
Highway, F. A. P. No. 86-C and
86-E t() Heitsch and Bitten, Nogales,
Arizona, low bidder. This construction
involves approximately 17 miles of oil
processing by the road mix method from
the end of the pavement North of No­gales
extending North on U. S. 89. Date
of completion is June 30, 1931.
This contract awarded on the basis of
the employment of Arizona citizens at a
minimum wage of $4.00 per day.
The governor transmitted a letter to
the highway commission relative to the
flooding of the highways hy irrigators,
particularly, near Chandler and Buck­eye.
The matter was deferred until
information is secured from the Salt
River Valley Water Users' association
as to their cooperation and advice on
the proper method of procedure to elim­inate
the nuisance.
Ask f01" New State Roads
A letter was presented from Mr. Har­ry
O. Parks, president of the Sulphur
Springs Valley chamber of commerce at
Willcox, transmitted to the commission­ers'
office by the governor, requesting
the establishn,~nt and loidation of a
highway from Willcox through Arava'pai
Canyon to Winkleman. No action can
be taken at this time.
A letter from the chamber of com­merce
of Florence was presented re­questing
the commission to take over
the Hunt highway as part of the state
system. The chamber of commerce was
notified that no action would be taken
at this time.
A letter was received from Mr. Wm.
Allen Nickerson, Humboldt, together
APRIL, 1931
with a petition transmitted from the
governor's office, requesting ·the com­mission
to take over the Black Canyon
road to the state system. Petitioners
were notified that no action could be
taken at this time.
The commission awarded the contract
on the Winslow-Holbrook highway, F. A.
P. No. 40-C, Schedule 2, to the low ibid­der,
McGinty Construction company,
Phoenix. This _ work involves 1600 feet
of grading, draining, and paving out of
Winslow east, and the draining and
placing of surfacing on approximiately
three-fourths mile. To 'be completed by
April 30, 1931. Requirements are that
Arizona citizens be employed and that
a minimum wage be paid in the amount
of $4.00 per day.
The commission authorized the trans­fer'
of sufficient funds to seal coat the
Douglas-Rodeo highway . .
State engineer advised that the oil
surfacing and widening of the culvert
and structures on the Casa Grande-Pi­cacho
highway would be ready for con­struction
in about three weeks.
Special Session
The commission met in special session
on March 23, 24 and 25, 1931, with all
members present exce'pt Commissioner
Mansfield.
A delegation from Greenlee and Gra-
APRIL,1931 ARIZONA IDGHWAYS Page Thirteen
ham counties appeared before t he com- the Petrified Forest and Adamana in Camp Verde and Fossil Creek. Further
mission requesting that additional funds Apache county. The matter to 'be fully consideration to be given the .matter in
be set up in the ensuing budget for the investigated by the commi.ssion on their conference with the board of supervisors
continuation of the widening of t he Cor- trip to Northerrr: Arizona. of Yavapai county and also to secure in­onado
Trail and also that a survey be The right-of-way situation at Aguilla formation from the Paradise Verde as­made
on a new alignment of State High- on the Wickenburg-Ehrenberg highway sociation as to probable time 'when con­way
No. 71 from the Junction of U. S. was settled by the commission for the struction wiII commence .on t he Verde
180 east of Solomonvivlle to Clifton. alignment to run on the south side of River dam.
The Commission instructed the state en- the Santa Fe Railroad tracks, thereby The state engineer was instructed by
gineer to make a reconnaissance of the eliminating two overpasses. the commission to make a survey of
proposed new alignment with a view of Approve Bridge Purchase the proposed road from Showlow to Con-setting
up in the ensuing 'budget suffi- The commission approved the tenta- cho.
cient money for a complete survey and tl.v e agreement f or .t h e purch ase 0 f t h e Contract was awarded on the Phoenix-estimate,
also consideration wiII be giv- B'lythe bridge between California and Tempe highway, F . A. P. No. 2-B, ap-en
for additional money for the widen- Arizona in which the agreement wiII be proaches to the Tempe bridge, to the
ing of t he Coronado Trail. forwarded immediately to the Califor- low bidder R. H. Martin, Tucson. This
A delegation headed by Mr. John Dob- nia commission for their approval in work consists of grading, draining, and
son, President of the Water Users' as- order that immediate construction can placing of subgrade stabilizer and is to
sociation, appeared before the commis- start on the Wickneburg-Ehrenberg be completed by June 30, 1931.
sion with reference to .a new aIiggnment highway with the release of Federal Aid All bids on the Ash Fork-Kingman
of U. S. 80 from the Palm Service sta- fu nds. Highway, Ash Fork-Flagstaff, Ash
tion, west of Mesa, straight through to A letter was presented from Miss Fork-Prescott, oil processing of approx­Mill
avenue at Tempe. State Engineer Grace M. Sparkes, secretary of t he imately 22 miles were rejected on ac­was
instructed to make a preliminary Yava:pai county chamber of commerce, count of the bid on mineral aggregate
survey on the .proposed change so that with reference to Senate ,Bill No. 147 being too high . A second call followed
it may be given consideration in the providing for the construction of a for new ,bids which are to be opened
ensuing budget. bridge across the Verde river or Beaver April 14, 1931.
Mr. H. D. Lore of Apache county ap- Creek near Camp Verde, in which the Contract on the Holbrook-St. Johns
peared before t he Commission with ref- state highway commission is authorized Highway, F. A. P . No. 78-F, was award-erence
to a proposed road from ,the alld empowered to proceed with the erec- ed to the low bidder, H. L. Royden.
bridge site over Puerco to U. S. High- tion of the bridge, provided that Yava- Work consists of grading, draining, and
way 66, which is a distance of appro xi- pai county will agree to provide the con- placing of subgrade stabilizer from t he
mately 5 Yz miles. This road is through necting roadway between Clarkdale, town of Holbrook running easterly to-
----------~----~----------------------------------------
Importance of Improved Highways in Transporta .. ·~'-r~ in Record Shipment of Arizona WooI.to Coast
Most of the trucks we see about the city streets are owned by Arizona con­cern::;
for the trans]:ortation of theh own commodities. Unless s.pecial attention
is drawn to the fact the average person does not realize that the highwaYls of
Arizona have become arteries of trans·portation that are growing in importance
each day and t hat the tonnage now coming' into the state and going out of it in
hu ~e trucks that carry half a freight car load of merchandise is reaching a point
where it must be given serious construction of highways
and bridges. This is particul 80 ibetween Phoenix and
Yuma, where the newly oil ~111nU~-- given a severe test under
this kind of traffic. This ';:~~;'troenl~~ZOIQa in the registration
fees of the Motor Vehicle" . Highway department. The
equipment in the above picture In registration fees to obtain
Arizona licenses, exclusive of the persona,l ·property tax on t he trucks. Incident­ally
a motor vehicle inspector found two of the trailers in the picture were not
registered in Arizona when this shipment started on its way to the coast and it
cost $67.00 for ,plates for them before the load could proceed. It keeps inspectors
busy checking freightel1s into the state who attempt to use our -highways with li­cense
plates ' of neighboring states.
Page Fourteen
ward St. Johns and is to be completed
by JUly 31, 1931.
State Engineer Resigns
State engineer tentatively su'bmitted
his resignation effecitve April 15, 1931.
Mr. John C. Hall of Eagar and Mr.
Gibbons appeared before the commis­sion
with reference to the controversy
over the right-of-way on the Coronado
Trail in Apache county, between the
federal government and Apache county.
State engineer advised that the highway
department had nothing to do with the
controversy as it is a matter entirely be­tween
the Forest Service througlh the
Bureau of Public Roads and the County
of Apache. This is not a part of the
state highway system.
The letter of resignation of W. W.
Lane, State Engineer, was read and ac­cepted
with regrets with date changed
effective as of May 1, 1931.
On March 27, 1931, the Commission
met in special session at 10 :00 A. M.
with all members present.
Thomas S. O'Connell, district engi­neer,
was appointed as state engineer.
W. R. Hutchins, office engineer, was
transferred to district engineer in the
South di strict_
E. M. Whitworth, superintendent of
the motor vehicle department, wasgiv­en
the added duties of Field Efficiency
engineer.
The labor investigation was changed
by turning over the duties of investiga­tion
and the inspection of all contracts
regarding the employment of foreign la­bor
to the four Motor Vehicle field in­spectors.
Plans, specifications, and estimate
were reported under way for the con­struction
of the first section of the Bis­bee
Divide.
Agreement T o Purchase
Blythe Brid ge H a sten s
Ar izona Road P r ogram
(Continued from page 4)
addie-Colton bill with a possibility of
a third being added. Relocation of the
h'ghway a"ross one section is contem­plated
by the department and therefore
is not included in this year's program.
California has appropri'ated a half
million dollars for the improvement of
the highway on the California side to
Blythe, and early construction from that
side is assured.
Following a conference between Gov­ernor
Hunt and Governor Rolph of Cal­ifornia,
negotiations were entered into
by State Engineer W. W. Lane and' Col.
Walter E. Garrison, director of the de-
ARIZONA IllGHWAYS
partment of public works, C. H. Purcell,
state highway engineer of California,
and the own'ers of the Ehrenberg bridge
for the jo:nt purchase ~f the structure
as the federal government would not
approve the use of federal aid on the
highway from Wickenburg unless the
states owned the brdige. Agreement on
the joint purchase of the bridge was
reached on March 7. This agreement
has now been approved by the commis­sions
and legislatures of both states
and only the sanction of the federal bu­reau
is needed for Arizona to start the
immediate improvement of the route.
Work will be expedited by the hign­way
department so that all contracts
may be let on the projects at the ear­liest
possible moment. This improve­ment
will shorten the distance between
Los Angeles and Arizona points more
than any other road in the state as it
gives the most direct east and west
connections and will save many thou­sands
of dollars to motorists annually,
that now are being paid in the form of
tolls for crossing the Colorado river.
Purchasing Department
Adopts N ew Rules For
Purchasing of Supplies
By W. C. JOYNER,
Purchasing Agent
Effective April 1st the purchasing
department notified all vendors whose
solicitors regularly call at the depart­ment,
that hereafter all purchases, unless
emergency arises, will be made between
the hours of 9 :00 a. m. and 12 Noon.
Due to the large amount of work neces­sary
in get+ing out the myriad purchase
orders it became absolutely necessary
that some regulations be made to avoid
the confusion of a large number of
sales repreEentatives who called each
afternoon.
A new sign has been installed in the
main entrance requesting salesmen tt}
transact their business with the purchas­ing
department rather than with the
heads of different departments. Un­fortunately,
in many cases during past
years salesmen have adopted rather high
pressure methods, arid this resulted in
some cases at least in requisitions being
written calling for the particular repre­>:
ented by this salesman.
As nearly as possible, every article
bought by this department is purchased
un~er competitive bidding, ;hence the
necessity for the rule prohibiting sales­men
from persuading supervising heads
APRIL,1931
to specify their particular brand of
goods.
The purchasnig agent's name is now
followed by the legend "Purchases made
from 9:00 a. m., to 12:00 Noon only."
This is, however , not an arbitrary rule
and applies to the salesmen who call
every day for orders. Those who sell
the department only occasionally, of
course, may call and discuss their busi­ness
at any time, but I believe that sin::e
the regular caBers have become accus­tomed
to the new rule that they are
uniformly pleased with the present
practice.
When competitive bids have been sub­mitted
by several firms we usually open
these bids in th afternoon, at approxi­mately
2:00 p. m., and the vendors are
naturally expected to have a represen­tative
present to ascertain to whom the
business was allotted.
This is a state institution, but I feel
that it should be conducted along lines
conducive to the best interests of all
of the people of the state, and I am
attempting to carryon the duties of this
position in identically the same manner
:,s I would were the business my own.
NORTH DAKOTA
The North Dakota le£lislature lasl1
month passed a bill increasing the gaso­line
tax from 3 to 4 cents. The bill
will take effect July 1. The tax will be
divided 21h cents to the state highway
fund and 1112 cents to the counties.
The Wisconsin state senate, by a vote
of 22 to 10, passed a bill increas'ng the
tax in that state from 2 to 4 cents. The
same bill also repealed the personal
property tax on automobiles, but in­creased
the license fee or so called
"weight tax."
•
A UTa INCREASE SMALL
Last year marked the smallest an­nual
gain in the number of automo­biles
in US6 in' the United States since
the invention of the "horseless car­riage,"
it is noted in reports reaching
the .Automobile Club of Southern Cali­fornia.
There were less than one per
cent more machines on the highways
than in 1929.
The actuaf" increase in numbers was
only 160,153, bringing the present total
to 26,661,5596. It is pointed out by
manufacturers that there is every in­dication
of an increase in the manufac­ture
and sale of cars in 1931.
APRIL,1931
BEITER
QUICKER
CHEAPER
ARIZONA HIGHWAYS Page Fifteen
,
1 I
BETTER ARIZONA ROADS
built with "Caterpillar" Tractors
"Caterpill~r" Road Machinery .
ARIZONA TRACTOR
& EQUIPMENT CO~
240 W. JEFFERSON PHOENIX, ARIZ.
Page Sixteen ARIZONA HIGHWAYS APRIL, 1931
What Other States A_re Doing
ILLINOIS
Completion of the bond issue system
of hard roads will require approximately
$110,000,000 and can be accomplished in
the next three or four years providing
present road revenues are continued.
That information was tran smitted to
Gov. Louis L. Emmerson by Director H.
H. Cleveland of the department of public
works and buildings.
With revenues 'coTlltinuing to come
from motor license fees, Federal aid
funds and from two-thirds of the state's
three-cent gasoline tax, new pavement
of standard width, and important widen­ing
and grade separation projects equiv­alent
to a total of 800 miles can be com­pleted
each year, the highway officials
said.
Any curtailm€n~ of the present road
revenue would seri ously delay comple­r
on of the bond issue system, as well
as hamper the construction of grade
se parations and paving projects neces­~
a ry to relieve traffic congestion in the
metropolitan areas, they said.
"The principal and interest of both
tond issues are being paid from curren
motor license fee receipts, and the year­ly
surplus is used for constructlOn and
maintenance."
"To date 7.631 miles of bond issue
roads have been paved, leaving ap­proximately
2,200 of the 9,800 miles
f ystem to be flabbed."
Approximately $Z85 ,774,000 have been
spent up to November 1, 1930, in con­structing
bond issue ro ads, while out­standing
obligations for roads in the
process of construction total about $14,-
250,000.
CALIFOHNIA
Abo'ifon of the personal property tax
(n automotiles by the counties ani
substitution of a weight basis tax to
to be collect :d by the state at the time
of registraticn is a new plan embodied
in the proposed constitutional amend­ment
which has been introduced in the
California legislature by Assemblyman
William B. Horhblower of San Fran­cisco.
Under this arrangement, the bulk of
the proceeds would be pro-rated back to
the counties to be used for street and
highway improvements. A state fund
would be set up for participation with
cities and counties and the railroads in
the elimination of grade crossings on
streets and roads off the state highway
system. Additional aid to joint highway
distri:ts would al~o be provided out of
the tax revenues.
Under the proposed plan the counties
would receive the same amounts now ob­tained
from the personal property tax,
while the additional revenue derived
from those who evade the tax under the
pre ~ ent method would be applied to
grade crossing work and joint highway
districts.
Endorsement of the measure has been
voted by the driectors of the Automo­bile
Club of Southern California, the
California State Automobile Association,
the Motar Car Dealers' Association of
San Francisco and of Los Angeles, and
the Northern California Motor Car
Dealer s' Association.
F eatures which caused the Automobile
C'ub of Southern California and the
northern association to actively oppose
Arr.endment 18, the stat~ taxation pro­posal
which was defeated at the election
last November, are obviated by the
Hornblower measure, it is stated.
MINNESOTA
Cids on I:;ituminous treatment of 630
miles of graveled trunk highways were
received by the Minnesota Highway de­partment
March 17. Another 150 miles,
more or less, may be added to the pro­gram
later in the ,eason, it is an­nounced.
Minnesota now has 1,150
miles of bituminous bravel in the trunk
highway system and the 1931 program
will tr;ng the total close to 1,900.
The tenbtive schedule on which bids
were received March 17 calls for figures
on 12,700,000 gallons of material. Sepa­rate
figures will be taken on material
delivered at the nearest station to each
project, an::! on appli:::ation of the ma­terial.
In addition to the new treatment,
the s hedule also in ~ludes 822 miles of
retrca~ment of routes previously treated.
TIetreatments, on the average, are re­c:
ui red two out of three years.
Whi'e bituminous materials come in
three general clas ~es, oil, tar and as­phalt,
there are several grades in each
class. Before any gravel road is treat­ed,
th ~ re is a careful study of traffic
conditions, sub-soil, cost of materials,
and !ot.her factors, to determine ' ~he
right grade and amount to apply.
U sing the wrong grade, too much or too
lit tle, or any error in the method of ap­plicaticn,
may result in a road surface
worse than an untreated road.
COLORADO
Colorado builds her mountain roads to
connect her people of the mountain
towns with the people of the cities of
the plains, and in ,so doing builds for the
use of the tourists.
Neither our mountains nor our plains
roads are completed as through high­ways
from east to west or from north
to south.
The unimproved portion is our weak
link in the chain.
To complete our system of state high­ways
will cost about $60,000,000. Our
present highhway program of construc­tion
is about $4,000,000 a year.
ARKANSAS
The Ninth Biennial report of the Ark­ansas
highway commission forwarded to
the governor and the state legislature
contained 473 pages showing the detail­ed
status of all contract work between
January 1, 1927, and Nov. 30, 1930. The
foreword of the report says:
"A perusal of the contents of thi'S bi­ennial
report will give a very clear idea
as to the magn~tude of the construc­tion
,program inaugurated by the Stat~
of Arkansas through the passage of the
Martineau road law.
"Nearly four years have passed, each
marked by a nearer approach to a parity
of construction in each of the 75 coun­ties
of the State and by the completion
of various inter-communicating high­way-
s throughout the State.
"As the provisions of the Martineau
road law, providing for a parity of con­strucmon
throughout the State, prcelud­ed
the possibility of the completion of
n(e through, or intterstate hig\hways,
such highways have been completed only
in part, but now that parity will be
reached by the end of this fiscal year,
the through highways should be com­pleted
as rapidly as possible.
"It is felt that t'he efforts of the State
Highway Commission should be direct­ed
during the next biennial period to­ward
the early completion of the inter­state
highways and toward higher type
dustless surfaces on our heavier trav­eled
roads, which will reduce mainte­nance
costs, together with increased rev­enue
due to the completion of our
through highways, will be available for
building other mUClh needed. roads in all
parts of the State."
APRIL, 1931
HCaterpillar" Patrol Is
Latest Addition In
Maintenance Machines
The "Caterpillar" Auto Patrol, latest
addition to the "Caterpillar" line, is
designed and engineered throughout as
a heavy duty maintenance machine cap­able
of doing all kinds of maintenance
work according to "Caterpiller" stand·
ards. It has been placed on the market
to do the work demanded by the lead­ing
maintenance engineers of the coun­try.
They want a machine that has f lexi­bility
of speed. On first speed this
machine will do an excellent job of scar­ifying,
for it has the proper weight,
power and traction. The scarifier has a
double row of teeth which gives more
clearance between the teeth for larger
particles. First speed is also adapted
to oil-mix work as well as extremely
heavy blading work.
Second speed is an ideal rate for nor­mal
surface maintenance work.
Third speed is for lighter surface
maintenance work and means many more
miles of road work per day.
Fourth speed is a special high speed
to get from one job to another in a hur-
ARIZONA HIGHWAYS Page Seventeen
CATERPILLAR "FAST PATROL"
ry and cushioning on six big pneumatic
tires makes this possible without the
usual vibration found in most big
maintenance machines.
Another demand In a machine of this
type is simplicity and ease of control.
The steering wheel is the only control
operated manually. '
In The Wake Of Better Roads---
Better Business
Better Homes
Better Schools
Better Churches
ALL TOWARDS MAKING LIFE WORTH WHILE
Paving Development & Sales Co.
Phone 38413 525 Luhrs Bldg.
PHOENIX ARIZONA
Page Eighteen ARIZONA IDGHWAYS
Road Conditions, Arizona State Highway System
U. S. ROUTE 80, YUMA TO RODEO-
518 Miles. All paved, oil surfaced
or graveled. Condition good ex­cepting
8 miles being oil surfaced
west of Wellton; 2lh miles of detour
ar ound paving in Florence; 21 miles
being oil surfaced Tucson to Vail
Junction; 4 miles under construction
west of Benson. Detour good; 7.6
miles under construction east of
St. David, caution, no detour.
U. S. ROUTE 66, TOPOCK TO LUP­TON-
396 miles. Gravel surface,
oiled or paved. Condition good ex­cepting
17 miles oil surfacing west
of Oatman and 4Y2 miles under
construction at Hackberry.
U. S. ROUTE 180, FLORENCE JCT.
TO STATE LINE - 183 miles.
Condition good. Observe caution in
driving, 30 miles being oiled Cool­idge
Dam to Geronimo; 5 miles
detour; condition fair; 13 miles un­der
construction east of Geronimo,
2 mile detour, fair; 8 miles of oil
surfacing, Solomonville to Duncan,
caution.
STATE ROUTE 88, APACHE JCT. TO
GLOBE-83 miles. Gravel sur­face.
Condition good.
",TATE ROUTE 73, CUl'TER TO NlC­NARY-
104 miles. Gravel sur­face
Cutter to Rice and White
River to McNary, other unim­proved.
Condition good when open.
Should enquire Globe Chamber of
Commerce before making trip at
this time of year as road is often
closed because of snow.
STATE ROUTE 71, CLIFTON JCT.
TO S P'R INGlE R V ILL E -
157 miles. Gravel and partly sur­faced.
Condition good Clifton J ct.
to 40 miles north of Clifton;
closed for winter f rom that point
to Alpine ; Alpine to Spr ingerville
f air, partly u nder con stTUction.
U. S. ROUTE 89, NOGALES TO FRE­DONIA-
660 miles. Gravel, oil
or paved surface to Flagst aff ;
graded and drained to Cameron ;
unimproved Cameron to J acob's
Lake ; 40 miles under construction
north of Cameron; gravel Jacob's
Lake to Fredonia. Condition good
excepting 10 miles lUlder construc­tion
between Nogales and Tucson ,
caution, Ash Fork to Flagstaff
fair to good and Cameron to Jac­ob's
Lake poor.
U. S. ROUTE 70, H 0 L B ROO K TO
STATE LINE-109 miles. Gravel
surfaced. Condition good to ex­cellent
excepting 5 miles east from
Ho~brook, fair.
STATE ROUTE 79, PRESCOTT TO
FLAGSTAFF-91 miles. Gravel
or oil surfaced to Sedonia, graded
and drained Sedonia to Flagstaff.
ConJ,ition good excepting for
construction in Oak Creek canyon.
Sedonia to Flagstaff slow in wet
weather.
STATE ROUTE 74, WICKENBURG
TO EHRENBERG-74 miles. Sur­face,
low type improved. Condi­tion
good, Wickenburg to Aguilla
and Quartzsite to Ehrenberg, bal­ance
fair.
STATE ROUTE 81, DOUGLAS TO
SAFFORD-128 miles. Gravel sur­faced.
Condition good.
STATE ROUTE 187, SACATON DAM
TO CASA GRANDE-13 miles.
Gravel surfaced. Condition good.
STATE ROUTE 83, VAIL TO SO­NOITA-
28 miles. Gravel sur­faced.
Good.
STATE ROUTE 82, NOGALES TO
TOMBSTONE JCT. 70 miles. Grav-el
surfaced. Good.
construction 8 miles
gales.
Bridge under
north of No-
STATE ROUTE 84, TUCSON TO GILA
BEND-124 miles. Gravel sur ­faced.
Condition good excepting
Tucson to Rillito being oil surfac­ed,
1 mile detour near Rillito ; ten
mile detour between Ril~ito and
Red Rock. Detour fair. Observe cau­t
ion in driving.
STATE ROUTE 87, ME SA TO PICA­CHO-
60 miles. Paved oiled or
,gravel surfaced. Condition good
except ing 1800 f t. det our around
overpass construction near Picacho.
APRIL,1931
Watch Hand -Signals
When a motori st is observed giving
a signal, the best rule for drivers of ap­proaching
vehicles to adopt is one of
caut ion. Records of t raffic accidents
show it is unsafe to take it f or grant­ed
_ t ha t the signalling operator is going
to do just whGIt his hand signal indi­cates.
It frequently happens that a driv­er
i,s confused and -gives the wrong sig­nal.
Many drivers, also, give signals which
are so uncertain t hat they might mean
anything, and in such cases other oper­ators
should use ext reme care until it
is definitely evident what the signalling
driver really intends to do. . -
He: "My ancestors came over in the
Mayflower."
She: " It's lucky t hey did. The iJmni­gr,
ation laws are much stricter now."
HULSE & DICK
~ Produc~
YUMA, ARIZONA
@~
It's our pleasure to please
our customers
24 HOUR STORAGE
Gurley
Instruments
are building
Airzona Highways
Arizona Representatives
PHOENIX BLUE PRINT CO.
W. & L. E. GURLEY,
Troy, N. Y.
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Guard }o'ence, Fence Stay.
1534 Blake St., Denver
Plants at Denver and Pueblo
APRIL,1931 ARIZONA IDGHWAYS Page Nineteen
PIONEER GRAVEL EQUIPMENT
For Low· Cost Aggregates I
A bove is view 01 huge cOlrse Iggreglte stock pile on Stone & Webster
S25,OOO,OOO Rock Isllnd lob. A simillr stock pile 01 sond is close by.
Aggregotes produced by 300W Pioneer Pllnt shown Ibove.
No.300W Pioneer W ashins,
Screening, Crushing and
Loading Plant
Here is the last word in mobile plants
for producing required capacities of
low-cost aggregates. This plant
embodies in one compact unit the
necessary feeding conveyors, screen­tng,
washing, crushing, dehydrating
and delivery mechanism, all arranged
in perfect balance to permit large in­put
.and output capacities.
This 300W Pioneer WIShing Pllnt is producing 300,000 cubic Ylrds 01
coor .. Iggrogoto on Stone & Webster S25,OOO,OOO Rock Isllnd, Wish.
Hydro.Eloctric Projoct. The Pioneer Pllnt has given complete .. tisllction.
Send jor detailed illustrated
broadside No. 98
PIONEER GRAVEL EQUIPMENT MANUFACTURING CO.
Minneapolis 1515 Central Avenue Minnesota
75 Distributor NEIL B. McGINNIS
3 E. Jackson St. Phoenix, Arizona
Grady Watson
Authorized Ford & Lincoln Dealer
WASHINGTON AT SEVENTH AVENUE
Solicits Your Patronage
Most Modern Equipped Shop
Open Evenings and Sundays T ill N oon
Liberal Allowance on Your Present Car
T rade Now on the New Ford
Grady Watson
The Ford Dealer
Established Since 1919
Washington Street at Seventh Avenue
EQUIPMENT DISTRIBUTORS­REPRESENTING
GALION Grader s, Rontrs, etc.
McCORMICK-DEERING Industria l Tractor s, En gines
INTERNATIONAL Mot or Tr ucks
BAKER Ea r t h Moving Equ'pment
BA Y CITY Shovels, Cran es, DragIines
ORD Concrete Fini, hing Machines
MUNICIP AL Oil Dh tributors, Flusher s, etc.
STE RLING Ho'sts
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Pick.
KIMBALL-KROGH P umps
ALAMO-DORW ARD Pumps
MYERS Pumps
"OVER 40 YEARS IN ARIZONA"
6ih & Broadway 311 4th Ave.
TUCSON PHOENIX
•
Page Twenty ARIZONA ffiGHWAYS APRIL,1931
Projects Under Construction In Arizona
District No.1, Geo. B. Shaffer,
District Engineer
Schmidt & Hitchcock have completed
the oil surfacing of F. A. 5·5 Reo. begin­ning
at Wellton and extending east 42lh
miles. George Lang, Resident Engr.
Lee Moore Contracting Co. has com­pleted
the concrete dip four miles north
of Gila Bend. F. A. P. 53-1 Reo., A. W.
Newhall, Res. Engr.
M. H. Slocum has the grading, drain­ing
and gravel surfacing of 7.4 miles
F .A. 80 D., (beginning at Seligman and
extending west) 80% complete, Floyd
J. Beeghly Res. Engr.
Canion, Francis & Royden has the
grading, draining and gravel surfacing
of 5.6 miles of the Phoenix-Yuma
Highway (beginning at Ligurta and ex­tending
east) completed, James A.
Parker, Res. Engr.
Skeels and Graham have · the grading,
draining and oil processing and con­struction
of fifteen miles of road in­cluding
,two concrete bridges (begin­ning
at Gila Bend and extending west),
F. A. ·Reo., completed, A. W. Newhall,
Res. Engl'.
Gribble & Burke have the construc­tion
on oiling a·pproximately 17 miles
of the Topock-Oatman Highway 77%
complete. H. O. Norville, Res. Engl'.
The . Western Gunite Co. has the con­tract
for the oil surfacing of eiglht miles
F.A. 26-D Reo. (beginning at Ligurta
overpass and extending east), 50% com­plete,
Geo. E. Lang, Res. Engr.
Yglesias Brothers have the con­struction
of placing lSubgrade st&bilizer
on 9.3 miles of Ashfork-Seligman High­way
(beginning at Pinevita and extend­ing
west), F. A. 57 Reo., 90% complete,
Floyd J. Beeghly, Res. Engr.
H. L. Royden has the construction
of two bridges and widening fill and
placing subgrade stabilizer, F.A. 55 Reo.
(beginnirug lh mile north of Stovall),
87% complete, Jas. H. Parker, Res. Engr.
Martter & Bock have the construction
contract for the grading and draining of
4.5 miles (beginning 2 miles east of
Hacklberry and extending west) on F.
A. Project 80-E 1 % complete. H. O.
Norville, Res. Engr.
Distri: t No.2, F. N. Grant, Dist. Engr.
Ben Pearce Construction Co. has the
gravel surfacing of 22% miles of U. S.
66 (beginning at Sanders and extend­ing
to the New Mexico state line), 68%
complete, H. Pinney, Res. Engr.
Yeater and Davis have the construc­tion
of 49 miles from Cameron to the
Ridge Trading Post on U. S. 89 (F.A.
95-B) 8% complet-e, H. D. Alexander,
Res. Engr.
McGinty Construction company has
been awarded a contract for the con­struction
of S. 20 & Non 40-C, Schedule
No. 2 in the city of Winslow, J. P.
Flynn, Res. Engr.
H. L. Royden has been awarded a con­tract
for the construction of S1h miles,
beginning at Hollbrook and extending
east on Route 70, F. A. Project No. 78-
F. J. P. Flynn, resident engineer.
District No.3, R. C. Perkins, Dist. Engr.
R. H. Martin has been awarded the
contract for the construction of the ap­proaches
to the Tempe bridge, F. A. No.
2-B. Gus Rath, resident engineer.
Lynch-Canon Engineering Co. has the
construction of the Tempe Bridge 80%
complete, A. F. Rath, Res. Engr.
Martin Bros. have construction of
the oil processing of 30 lh miles of the
Globe-Safford highway (beginning at
Coolidge Dam and extending east), 28%
complete, A. 87-B, M. Kisselburg, Res.
Engr.
PHOENIX BLUE PRINT CO.
Lee Moore Contracting Co. has con­tract
for the grade, drain and sub-grade
surfacing of five miles of U. S. 180,
(beginnirug at Geronimo ·and extending
west, F. A. 15-D., 45% complete, L. C.
B'olles, Res. Engr.
Lee Moore Contracting Co. has con­struction
on F. A. Project 88-C, (be­ginning
at Duncan and extending to
the state line), 48% complete, H. B.
Wright, Res. Engr.
Robert E. McKee has the grading and
drainirug of 13.7 miles of U. S. 180, F.
A. 87-E. (beginning at Geronimo and
extending east), 4% complete, L. C.
Bolles, Res. Engr.
Skeels & Gr&ham have been awarded
a contTact for the surfacing and oiling
of 11.6 miles (Ibeginning at Duncan and
extending west) on F.A. Project 88-B
Reo., Daniel Thompson. Res. Engr.
Skeels & Graham have the surfacing
and oiling of 8 miles (beginning at the
east end of the pavement and extending
east) F. A. Project 88-A Reo., 30% com­plete,
Daniel Thompson, res. engr.
Stanley J aicks Co. has the construc­tion
of the Florence paving 56% com­plet-
e, Joe de Arozena, Res. Engr.
SEE ARIZONA FIRST
For Your Vacation
See Us
First
For Your Office
Supplies
H. M. CLARK OFFICE SUPPLY CO.
123 N. 2nd Ave. Phoenix
PHOENIX, ARIZONA
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
Measuring Tapes
T ools--General Hardware
Heavy Hardware and Supplies
Large Wholesale Stocks
WRICO LETrERING GUIDES
CITY, COUNTY AND STATE MAPS
u. s. G. S. TOPOGRAPHIC MAPS
HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407
Momsen ~ Dunnegan ~
Ryan Co.
Phoenix, Arizona El Paso, Texas
APRIL,1931
District No.4, W. R. Hutchins, District
Engineer.
Skeels & Graham have the grading,
draining and surfadng of 8.7 miles of
the Tucson-Nogales Higihway, U. S.
Route 89, (beginning at the end of the
pavement 3 miles north of Tucson, and
extending. north) A. F. 86-E, complete,
Sid Smythe, Res. Engr.
Hogger and Farmer have the con­struction
of a R. R. Overpass and Ap­proaches
(between Rillito and Tucson)
F. A. 94-G., 74% complete, J. R. Van
Horn, Res. Engr.
Stanley Jaicks Co. has the construc­tion
of 8.3 miles of U. S. 84 (beginning
at Rillito and extending west) F. A.
94-E, 78% complete, J. R. Van Horn,
Res. Engr.
N. G. Hill Co. has the construction
of a bridge and approaches, an over­pass
and grade, drain 'lnd surface, four
miles west of Benson, F. A. 18, Sec. D.
& E., 45% complete, W. J. Tavenor, Res.
Engr.
The Imperial Trucking Corp. has the
oil surfacing of 15lh miles F. A. 94-F.
(Ibeginning 1 mile north of Rillito and ex­tending
to the pavement three miles
north of Tucson, 35% complete, J. R.
Van Horn, Resident Engineer.
William Peper has the surfacing of
ARIZONA HIGHWAYS
approximately ten miles of the Tucson­Nogales
highway ('beginning 22lh miles
south of Tucson and extending to the
Santa Cruz county line, also the con­istruction
of several concrete bridges,
45% complete, J . R. Van Horn, Resident
Engineer.
Packard & Tanner have the construc­tion
of 7.6 miles (beginning 1 mile east
of St. David extending east) F. A. Pro­ject
79 E, 5% complete, W. J. Taven,
nor, Res. Engr.
Hodgman & McVicar have the oil sur­facing
of 21 miles beginning 1 mile east
of Tucson and extending toward Benson)
on F. A. Project 90-A, 1st Reo., 7% com­plete.
C. S. Benson, Res. Engr.
WHERE TO {SPEND HIGHWAY
FUNDS
W,\shington, D. C.-An educational
campaign on where to spend highway
money rather than where to get it has
been launched by the American Asso­ciation
of State Highway Officials.
This step, according to W. C. Mark­ham,
executive secretary of the Asso­ciation,
has been made advisable by the
efforts of those who are clamoring for
second and third class road improvement
without realizing that our present poli­cy
of completing state systems first is
Page Twenty-one
Leading steadily and logically toward
the goal they seek.
This is !being done through two re­sults
which come from placing substan­tial
surfaces on main routes first and
where traffic is heaviest. The first re­sult
of this policy is to hold road repair
costs down to a minimum, and the second
result comes from lessened cost of fuel
in automotive vehicle operation. Both
of these results provide savings in main
route operation which in turn may be
applied to the improvement of sceondary
and third-class roads. While this state­ment
may be a repetition of known facts,
it cannot be repeated with too much em­phasis.
"The plans under which we are work­ing"
Mr. Markham states, "did not just
happen. It took exactly eighteen years
of hard-fought legislation, beginning
with the Post Road Inquiry of 1912, fol­lowed
by long debates and the passage
of amendments running through ten
Congresses, to get where we are now."
Government experts say you can buy
more with a dollar now than you could
this time last year, and what we hope
is that they 2'l"e now at work on a bul­letin
telling'! where to get the donar.
INSLEY Stop! Look! Listen!
•
HALF-YARD EXCAVATOR
A fast, profitable machine-either as a Shovel
Pull S hovel, Crane, Dragline or Skimmer Scoop.
Positive flexi,ble clutches connected directly to oper­ating
lever, roller. and ball bearings on every ihigh
speed shaft, high line speed and high swinging
speed, plenty of power and plenty of weight-these
are only a few of the Insley features. Let us tell
you more about the Half-Yard Insley and its per­formance.
Pratt-Gilbert Hardware CO.
Telephone 35145 Phoenix, Arizona
EXPLOSIVES
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Pow­der,
Co a 1 Powder, Timberite,
Blasting Caps, Fuse, Electric
Detonators.
Write for quotations on Car Lots
or Ton Lots f.o.h your railroad
station.
Apache Powder Company
Sale8 Department.
Drawer ~18. RenRon. Arizona
Page Twenty-two ARIZONA IllGHWAYS APRIL,1931
Bureau Of Public Roads Projects In Arizona
UNDER CONSTRUCTION
C. G. Willis & Sons have the grading
of Forest Highway-Oak Creek Hill Sec­t
ion 7-C. The project begins at the
top of the Oak Creek Canyon-13 miles
south of Flagstaff-and extends to the
bottom of the hill, a length of 2.8 miles.
Estimated cost of construction is $186,-
000 and project is now 12% complete.
E. J. McCracken, Resident Engineer.
Skousen Brothers have the grading of
the Picnic Mesa-Springerville Section
19-1, of the Clifton-Springerville Forest
Highway. The project is 4.5 miles in
length, beginning at Picnic Mesa and ex­tending
north to a connection with U. S.
Route 70 at a point 112 mile East of
Springerville. Estimated cost of this
project is $27,000 and is now 55%
complete. C. R. Dalton, Resident Engi­neer.
O. F. Fisher has the contract for sub­grade
reinforcement on Forest Highway
19-G 2 HI, two sections of the Clifton­Springerville
road, 11.3 miles in length
extending from a point one mile north of
Nutrioso to Picnic Mesa. The estimated
cost of this project is $27,000 and is now
90% complete. C. R. Dalton, Resident
Engineer.
Lord & Bishop have the contract for
oil surfacing 18.5 miles of the Grand­Canyon
National Park, Route 1, begin­ning
at Grapevine Canyon, 10 miles east
of Grand Canyon village, extending 152
miles east to Desert View and includ-
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
ing 3.3 miles of spurs. E stimated cost
of this project is $144,000 and was 60%
completed when closed down in Novem­ber
for the winter season. It is expect­ed
that work will be resumed about
April 15th. V. G. Watson, Resident En­gineer.
Jasper-Stacy company has the contract
for grading Houserock Canyon Section
of the Houserock Canyon National For­est
Highway, Project 28-A, Kaibab Na­tional
Forest, Coconino County, at an
estimated cost of $275,000. Work on this
project was begun in August 1930 and
is now approximately 75% complete. W.
Nelson, Resident Engineer.
Jasper Stacy company has the con­tract
for grading the 8.4 miles of Section
B, Houserock Canyon National Forest
Highway, Kaibab National Forest, Co­conino
County, Arizona, at an estimat­ed
cost of $162,000. Work on this pro­ject
has not yet begun. W. J. Nelson,
Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand Can­yon
Route 3 from Bright Angel point to
Cape Royal, at an estimated cost of
$285,000. This project is located on the
North Rim of the Grand Canyon National
Park and in Coconino county. Project
when closed down October 29th for the
winter was 40% complete. Work will
probably be resumed in Mayor June.
Rudolph Thirion, Resident Engineer.
Swift Trail Section 1 Improvement, a
portion of the Major Forest Develop­ment
Road System, is being done by
day labor and Station contract. This
project is 4 miles in length beginning at
a junction with State Route 81, seven
miles south of Safford and extending in
a southwesterly direction t othe foot of
the Graham Mountains. Estimated cost
is $12,000 and project is now 45% com­plete.
E. V. Aldrich, Resident Engineer.
Henry Galbraith has the contract for
the grading of Project 7-D, Upper Can­yon
Section of the Oak Creek Forest
Highway. The project begins at the
foot of the Oak Creek Hill, adjoining
the Willis contract, and extends down
the Canyon to the "Call of the Canyon"
resort. The length of the project is 2.9
miles and the total estimate of cost is
$73,000. Project is 3% completed. E.
.T. McCracken, Resident Engineer.
Harry Hagen was low bidder on A~ril
3 for the grading of 4.3 miles of SectIOn
2-D Swift Trail Major Forest Develop­me~
t Road in Crook National Forest,
Graham c~unty. The total estimated
cost is $57,000 and E. F. Strickler is the
Resident Engineer. Award of the con­tract
has been recommended but has
not yet been made.
W. M. Tenny Jr., has the contract for
grading and draining of 1 mile of the
Heber Hill Section of the Payson-Hol­brook
Forest Highway, a portion of Pro­ject
ll-A, in the Sitgreaves National
Forest, Navajo county. Actual con-
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart -Schaffner & Marx Clothes
IF IT IS - - - -
CANDY yon like, we have a large assortment to
choose from.
ICE CREAM you desire these hot days, we have
nine flavors to choose from. Vic Hanny Co. LUNCH you want, don't fail to try our noon
plate lunch.
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
Twin Fronts Phoenix
HEINZE, BOWEN AND HARRINGTON, Inc.
EVERYTHING FOR THE OFFICE
228 W. Washingt~n St ., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
Office
Furniture
APRIL.~,1 ~93~1============~A~R===IZONA IllGHWAYS Page Twenty-three
struction work has not yet commenced.
Estimated cost of cO'nstruction $2,800.
L. C. Chadwick, Resident Engin~er.
Jack Casson was low bidder on March
31, for the surfacing by the plant mix
method of 28 miles, Section A and B,
of the Grand Canyon-South Approach
Road in Coconino County. Total esti­mated
cost of construction is $160,000.
V. G. Watson, Resident Engineer.
SURVEYS
Chiricahua National Monument Sur­vey,
Forest Highway Route 32, in Co­chise
County. Estimated length 12 miles.
Survey began February 23. F. H. Hor­ton,
Locating Engineer.
Payson-Indian Garden-Colcord Survey:
Forest Highway Route 11, beginning at
Payson and extending eastward for an
approximate distance of 40 miles, to a
connection with the Young-Holbrook
Highway near the Gila-Coconino County
line. Survey began March 15th. J. H.
Brannan, Locating Engineer.
A uto Dollar Leads
Now is the time to buy an automo:bile,
according to a recent statement regard­ing
the value of thermtomobile dollar
frol11 the National Automobile Chamber
of Commerce.
In terms of the 1914 dollar, the auto­mobile
. "buck" today is worth 122 pre­war
ce~ts, while the cost of living dol­lar
is worth only 66 cents. On this ba­sis,
nearly twice as much value is ob­tained
frO'm a dollar expended on autO'­mobile
purchases, comp'aTed. with ex­penditUres
for articles used in cO'mput­ing
the average cost of living budget.
Widespread interest has been aroused
in Mexico through the proposed Interna­tional
Pacific Highway construction
from Nogales to MexicO' City.
The to'urist invasion as far as Guay­mas
started already, it is indicated, as
A-...,.
the number of motor touring parties
passing into Mexico has increased from
an average of two a week to 10 or 12 a
day, or approximately 35 times as many
as when the pathfinding party from the
motoring organization went into Mexico
last spring.
A curious feature of the increased
travel is that the majority of the tour­ing
parties are honeymooners seeking
the land of romance.
NOTICE TO CONTRACTORS
FLORENCE-TUCSON HIGHWAY
E. F. A. P. No. 94-E.
Bids to be opened April 21st, 1931.
Sealed bids for the Oil Processing of
the above named project will be received
until 2 :00 P.M. on the above date, and
then publicly opened and read at the
office of the Arizona State Highway
Commission, Phoenix, Arizona. No bids
will be received after the time .specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Florence-Tucson Highway, E.
F. A. P. 94-E," and MUST CEARLY
SHOW THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVEL­OPE.
The work, which begins at the Pinal­Pima
County Line, extends eight and
three-tenths (8.3) miles toward Tucson,
consists of the Gil Processing by the
Road Mix MethO'd of the entire Project,
and is to be completed on or befO're Aug­ust
15th, 1931.
APPROXIMATE QUANTITIES
96,400 Sq. Yd. Preparation Subgrade
or Road Surface
12,000 C. Y. Mineral Aggregate
75,000 C. Y. Mi. Mineral Aggregate
Haul
5,000 C. Y. Shoulder Material
18,700 C. Y. Mi: Shoulder Mat. Haul
192,000 Gals. Oil
8.2 Mi. Mix, Lay and Finish
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial re­sources
and construction experience and
equipment has been approved. Bids will
be made only upon the bidding form
contained in the Pamphlet and supplied
by the Department, and which form
will be supplied only to contractors
whose statements show sufficient fin­ancial
resources and construction exper­ience
to properly construct the work.
Ali bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5%) per
cent of the gross amount of the bid pay­able
to the State Treasurer of Arizona.
The right is reserved, as the interest
of the State Highway Commission may
require, to reject any and all bids, to
waive any informalities in bids received
and to accept or reject any items of any
bid unless such bid is qualified by spe­cific
limitations.
STANDARD SPECIFICATIONS -
Copies of the Standard Specifications,
Issue of October, 1930, may be pur­chased
for Three ($3.00) Dollars the
copy. Checks should be made payable
to W. W. Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the Plans and
Pamphlet may be issued to qualified
contractors having a copy of the Stand­ard
Specifications of above issue, and
upon deposit of Ten ($10.00) Dollars.
Deposit will be refunded should Plans
and Pamphlet be returned within ten
(10) days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders) - Copies of the
Plans and Special Provisions, without
Bidding Schedule, may be obtained
upon deposit of Ten ($10.00) Dollars.
. Deposit will be refunded should plans
and Special Provisions be returned
... Gr ....
• nlt of th. p"rol •• 1M
1IooIIutJ7-PrcNI...,....­..........
-M.r • ., .....
P.,r...... Pr ••• tt •
.._..tu foNfIoo- ...........-......... .•
Page Twenty-four
within ten (10) days after opening of
bids.
The Standard Specifications of the
Issue of October 1930, shall be used
for all Projects until July 1931, or un­til
notificatin that a new issue is ready
for distribution.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
W. W. LANE,
Phoenix, Arizona,
April 7th, 1931.
State Engineer.
NOTICE TO CONTRACTORS
FlIORNCE-SUPERIOR HIGHWAY
F. ,A. P. 23-A & B, 23-C, D & F
Bids to be opened April 17th, 1931.
Sealed bids for the construction of the
above named projects will be received
until 2 :00 P. M. on the above date, and
then publicly opened and read at the of­fice
of the Arizona State Highway Com­mission,
Phoenix, Arizona. No bids
will be received after the time specified.
All bids must be marked upon the out­side
of the envelope "State Highway
Cndt\ract, ,Florence-(SuiPerior HiJghway'
F. A. P. 23-A & 'B<, Florence-Superior
Highway, F. A. P. 23-C, D & F (as the
case may be)", arid MUST CL,EARLY
SHOW THE NAME OF THE BIDDER
ON THE OUTSID'E OF THE ENVEL­OPE.
The work, on 23-A & B begins at the
Florence B,ridge and extends north ap­proximately
fifteen (15) miles to Flor­ence
Junction, consists of the construc­tion
of approximately three (3) miles of
new roadway, the oil processing by the
Road Mix Method of the entire fifteen
(15) miles, and is to be entirely com­pleted
on or befor~ August 31st, 1931.
T,he work on 23-C, D & F begins at
Florence Junction and extends easterly
a'Pproximately sixteen (16) miles to Su­perior,
consists of the oil ,processing by
the Road Mix Method of the entire fif­teen
(15) miles, and is to ,be entirely
completed on or before August 31st,
1931. '
APPROXIMATE QUANTITIES
F. A. P. 23-A & B
6,300 C. Y. Excav. Ro8.d
1,500 C. Y. Excav. Drai~ .
830 C. Y. Excav. Struct. ,
9,750 C. Y. Excav. Borrow
11,400 C. Y. Sub. Stab. '
59,500 C. Y. Mi. Sub. Stab. Haul
300 C. Y. Concrete
13,300 Lbs. Rein. Steal
136 Lin. Ft. ,24" C. M. P.
144 Lin. Ft. 36" C. M. P.
32 Lin. Ft. 30" C. M. P.
• 75 Lin. ft. Bank Prot.
ARIZONA IDGHWAYS
150,000 Sq. Yd. Prep. Subgrade
18,800 C. Y. Mineral Aggreg.
84,500 C. Y. M'i. Mineral Aggreg. Haul
300,000 Gal. Oil
14.2 Mi. Mix, Lay & Finish
28.4 Mi. Reshape Shoulders
F. A. P. 23-C, D & F
9,300 C. Y. Sub. Stab.
18,100 C. Y. Mi. Sub. Stab. Haul
20,700 C. Y. IMineral Aggreg.
58,600 C. Y. Mi. Mineral Aggreg. Haul
331,000 Gal. Oil
15.1 Mi. Mix, Lay & Finish
30.2 Mi. Reshape Shoulders
2,000 C. Y. Mi. Overhaul of Material
to be Stockpiled.
2,000 C. Y. Mi. Ovehaul Material to
be Stockpiled
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial r e­sources
and construction experience and
equipment have been approved. Bids will
be made only upon the bidding form con­tained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors VI hose
statements show sufficient financial re­sources
and construction experience and
equipment to properly construct the
work.
All bids shall be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of the gross amount 'of the bid payable
to the State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may re­quire,
to reject any and all bids, to waive
any informalities in bids received, and to
accept or reject any items of any bid un·
less such bid is qualified by specific lim­itations.
S TAN D A RD SPECIFICATIONS­Copies
of the Standard Specifications is­sue
of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to W. W.
Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
only)-Copies of the Plans and Pamph­let
may be issued to qualified contract­ors
having a copy of the Standard Speci­fications
of above issue, and upon de­posit
of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Doll~rs. Deposit will be
refunded should Plans and Special Pro·
visions be returned within ten (10) days
after opening of bids .
APRIL,1931
The Standard Specifications of the is­sue
of October 1930, shall be used for
all Projects until July 1931, or until
notification that a new issue is ready for
distribution.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
W. W. LANE,
Phoenix, Arizona,
April 4th, 1931.
State Engineer.
-also bll manll counties
and cities within
these stales
Seaside Oi8 Compauy
inCORPORATED \898
SUMMERLAnD.
Ben D. Cooley
CommercIal Photographer
Phone 23342
122lh N. 1st Ave. Phoenix, Artl
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
niform "breaking point"
MANUFACTU RED , ,,
SHELL OIL COMPANY
A ny Shell office will
gladlyputyou in touch
with Colas experts
and see that you are
supplied with com-plete
in/ormation
makes Colas
the pre/erred
cold asphalt emulsion
WITH every mile of every
road a separate problem,
your road engineers are glad to
escape at least one complication
- uneven emulsions.
Colas, because it contains a
patented cmulsi:ying agent, can
be depended upon to give uni­form
laying results. A few tips
from Shell engineers and even
inexper ienced crews are entirely
capa ble of applying this finer
emulsion. Colas does not "break"
too quickly yet does not remain
liquid long enough to delay traffic.
SHEI~L OIL COMPANY
U. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
GET ACQUAINTED WITH ARIZONA
.f
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