Arizona Highways. January, 1931

              CHEAPER 
BETTER ARIZONA ROADS
built with "Caterpillar" Tractors
"Caterpillar" Road Machinery
ARIZONA TRACTOR
& EQUIPMENT ce.
Itt W. JBFJPBRSON PHOBNIX. AltIZ.
cMiles are traversed
in minutes when county
roads are concrete-paved
The distance between county towns and
their metropolitan trading center can only
be shortened by the building of broad,
smooth roads of portland cement concrete.
Over such roads free movement of motor
cars and trucks in all kinds of weather
is positively assured.
PORTLAND CEMENT ASSOCIATION
Union Bank Building
LOS ANGELES, CALIFORNIA
vf NtltiDn41 Organization to improflt! and extend the uses 0/ CfJ1tcrete
{offices in principal cities}
PORTLAND CEMENT
CONCRETE
fOR PERMANENCE
Page One
Arizona Highways
January, 193 1
 TABLE OF CONTENTS
ARIZONA'S SHARING IN EMERGENCY AID __________ ______ ______________________ 3
By W _ \17. Lane, State Engineer
CIVTUZATION FOLLOWS THE ROAD ________________________________________________ 5
By Mrs. Lalllar Cobb
PROSPER TTY, PROGRESS LIES AHEAD _______________________________ _____ __ _______ ____ 6
By Gov. Geolge \17. P. Hllllt
WHITE MOUNTAINS SHOULD BE STATE PARK _____________________________ 7
By L. C. Bolles
TUCSON-ROMANCE LAND OF SOUTHERN ARIZONA ______________ 9
By A. H. COlldron
THE U IVERSTTY OF ARIZONA ______________________ __ ___________________________________ 11
By Frank C. Lockwood
SECRET AR Y HYDE APPOR T IONS FUNDS ______________________________________ ___ 16
EDITORIAL PAGE - -- -- -------------------------------------------__ . ___________________ 10
PERISl Y LE OF TUCSO COUR T HOUSE ____________________________________________ 8
SCENES OF UNIVERSITY OF ARIZONA --------------_____________________________ 12
TOWERS OF SA XA VTER DEL BAC ___ _ __________________ . ___________ Cover
Pbotos all b) III BlI l'hlll(/1I Stlldio.
-='~''''''''~d:: ~!~9,~
ADVERTISERS
Page
APACHE POWDER COMPANY _________ . ___________________ . __________________________ 19
ARIZONA TRACTOR & EQUIPMENT CO. ________________________________ COver
BEN D. COOLEY___ __ __________ ___ ________________________________________________________ ____2 2
CAUFORNIA CORRUGATED CULVERT CO .. ____________________________________ 17
GILMORE OIL CO., OF ARIZO A __________________________________________ ______________ 23
VTC HANNY CO. ______________________________________________________________ ______________ 23
HEINZE, BOWEN AND HARRT GTON, INC .. _________________________________ 24
HULSE & DICK ________________________________________________________________ _________ ___ _________ 20
MANUFACTURING ST A TlONERS ________________________________________________. __ ___ 22
PAVING DEVELOPMENT & SALES CO .. ________________________________ _______________ 21
POR TLAND CEMENT ASSOCIA TION _____________________________________ ________________ I
PRA TT -GILBER T HARDWARE CO .. _____ __________________________________________________ 19
RIO GRANDE OIL COMPANY __________________________________________________________ 20
RONSTADT HARDWARE & MACHINERY CO .. ______________________________ 19
T. L. SMITH ______________________________________ __ _________________________________________________________ 19
STANDARD OIL COMPANY OF CALIFORNIA _____________________________ 2
THE O. S. STAPLEY COMPANY _____________________________ _________ _______________ 19
SEASIDE OIL COMP ANY _______________________________________________ _______________________ 22
SHELL OIL COMPANY ______________________ .. ___________ ___________________ 27
THE COLORADO BUILDERS SUPPLY CO .. _____________________________________ 24
WESTERN METAL MANUFACTURING CO. ______________________________________ 17
CALOL
ASPHALT
for best results
Laying Asphaltic Concrete with sp ecial 30-
fo o t Ord FiniAher on Golden Sta te HiKhway
. . .. Fa ncher Creek to Fowler Stvitch Cnnal.
CALIFORNIA
SETS ROAD RECORD IN FRESNO COUNTY
1150 tons of pavement laid by each sundown ...
ready for traffic by sunrise! -
LAYING 144 tons of Asphaltic Concrete
an hour, laying it 30 feet wide in one section-
The P eninsula P aving Company sets another record for fast
Asphaltic Concret e construction on a State Highway project.
And Asphaltic Concrete sets records of its own. It is the
only pavement ready for traffic almost as soon as laid. Its un·
interrupted service on many of California's main, paved roads
-many of them more than 10 years old-shows it stands up
with LESS maintenance than any other hard·surface pavement.
Fresno County's own 122 miles cost but $2.71 per mile per
year to keep up-low maintenance that means high durability.
For speed of construction and durability far beyond other
pavements-investigate Asphaltic Concrete.
ASPHALTIS~ND~~~;;~O~;I;;:~~~~~~
WEARS LONCEST AT LEAST COST
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS T HE IMPROV ED HIGHWAY
COPY1'ight 1..931 by ARIZONA HIGHWAYS, All Rights R esel'vcd
VOLUME VII. JANUARY, 1931. NUMBER 1
Arizona's Sharing In Emergency Federal
Highway Aid Hinges on Action by Legislature
By w. W. LANE, STATE ENGINEER.
WHEN the congress of the United
States convened for its present
short session, one of the first things
thct confronted it was the unemploy­ment
in the nation. There were many
bills introduced, much di scussion in both
houses of congresls, and upon the 20th
of December, 1930, House Bill No.
14804 was enacted making immediate
appropriations to provide for emergency
construction work during the remainder
of the fiscal year ending June 30, 1931,
with a view to increasing employment.
This measure carried a total of $116,-
000,000, of which ~,mou n t 5>80.000,000
was appr opriated to be used on the Fed­eral
Aid high way systems in connection
with the regular F ederal Aid appropri­ations;
83,000,000 to be used in con nec­tion
with the so-called a ddie-Colton bill
upon roads lying wholly upon public do­main
, Indian reservati nos, and othe ~'
reservations except forest reservat ions;
$3,000,000 for the forest highway sys­tem;
$3,000,000 for t he forest develop­ment
roads a nd $1,500,000 for park
roads, the balance for rivers , harbors
and other public work.
While some of the $3,000,000 for for­est
development roads, approximately
$240,000 and p roba bly 400,000 of the
$1 ,500,000 for park! r oads will be spent
within the st ate, both of these f unds will
be administered by their r espective fed ­eral
agencies under which ju r isdiction
these domains f all. Of the $3,000,000 of
forest highway funds, approximat ely
$200,000 will be spent in Ar izona, a
par t of which will be expended in the
const r uction of the Oak Creek canyon
road in the canyon proper, the. remain­der
will be distributed over several for·
e3t highway projects within the state.
The Oddie-Colton Bill .
The laddie-Colton bill was enacted by
the last congress and approved on June
24, 1930. This bill provides for federal
participation to the extent of actual sur­veys,
construction and maintenance by
the government, upon main roads
through unappropriated or unreserved
land, non-taxable Indian land, or other
federal reservztions other than the for­est
reservation s. At the time this bill
was enacted, however, no appropriations
were made by congress for carrying out
the provisions of the act. The emerg­ency
appropriation recently enacted pro­vided
83,000,000 for this act.
The addie-Colton bill is a measure
that has been sponsored by the IVestern
Association of Stat~ Hig'hway Officials,
a branch of the A mer ican Association
of State Highway Officials, mad> up of
the eleven western or public lanel states.
It has been the endeavor of this western
branch of the Americ :n Association of
State Highway Officials to obtain the
passage of the bill in June, 1930, it was
without an appropriation, therefore
could not be operative unt'l Congress
h -,d made appropriations to carry out
its provisions.
The bill further provides that in the
allocation of any funds that may be
appropriated under this section, prefer­ence
shall be given those projects which
are ,a part of the Federal Aid system,
as the [same are now or may hereafter
be desigmted.
Under Regulation Number 16, by the
secretal'Y of agriculture, pertaining to
the operation of this bill and the ap­propriation
recently made in the emerg­ency
.appropriation in congress, we find
Section 1 of this regulation reading as
f ollows:
" The t erm 'main road' 28 used in the
Act of J une 24, 1930, shall be construed
to include sections of t he F eder al Aid
highway syst em, cont inuat ions thereof,
and necessary connections between
r outes thereon."
,Section 2. "Pr ojects for construction
with the emel"gency appropriat ion of
$3,000,000 under the Act of December
20, 1930, Ishall be selected and r ecom­mended
jointly by the district engineer
of the Bureau of P ublic Roads .and the
State Highway Department."
From t hese r egulati ons it is clearly
evident bhat the road must either be up­on
the Federal Aid highway syst em or
a continuation thereof, or a necessary
connection between such Federal Aid
routes. Furthermore, that the de,s igna­tion
of the routes upon which this mon­ey
may be expended shall be made
jointly by the distrcit engineer of the
Bureau of Public Roads a nd the State
Hi!!,hway Department. The Bill f urther
provides that the construction of the
projects under this act may either be
done directly by the government or by
the state as may be agTeed between the
fed ci'al government and the 'state. Quot­ing
from Section 3 of the regulations of
the secretary:
"Construction of proj ects hereunder
may be undertaken either by the state
or by the federal government as may be
provided by project ~g reement as en­tered
into by the state highway depar t ­ment
and the secretary of agriculture."
Of the Emergency Appropriation of
S3,000,000, Arizona's apporti onment is
8418,438. The work to be done with t his
emergency appropriation mlJlst be under
contract for construction by June 30' of
1931.
Emergency Advance Fund
The $80,000,000 as appropriated in
the recest congressional emergency act
for Federal Aid Highway work is k nown
as the "Emergency Advance F und." This
is properly named as the fu nds used by
the state from t his appropriation must
be reimbursed to the government over
a period of f ive years, f r om appropria­t
ions made by Congr ess for F ederal Aid
beginning with t he f iscal year of 1933.
This money is to be used by the state in
lieu of state money in matching other
Federal Aid f unds now avaliable to the
,st at e. Any proj ect upon which this fund
may be used must be completed in Aug­ust
of 1931 to receive the full amount of
the allotment of the emergency appropri­ation
contracted to the job. As no work
will be paid for out of this fund that is
done subsequent to the first ofl Septem­ber
of 1931. Projects upon which this
Emer gency Fund may be used must bE!
initi~ted by the state and ,handled in
the same manner as other Federal Aid
projects. It is subject to the regulations
Page Four
pertaining to other Federal Aid pro­jects.
In the use of this fund in lieu of
state funds it is required that the maxi­mum
percentage of the other Federal
Aid funds must be applied to the project
and the remaining amount of the cost
of the construction may be made up
from the emergency fund in lieu of state
funds. This emergency fund cannot be
used upon any job except a regular F ed­er.
a:! . Aid Project upon the 7% Federal
Aid highway system.
Other Funds Available
Upon the fimt of January there was
approximately $980,000 not contracted
in Federal Aid funds made available by
appropriation for the fiscal year 1930-
31 la:nd preceding years. In addition the
appropriation for the fiscal year of
1931-32, in the amount of $1,768,023 has
been made available by the secretary of
agriculture for contract, and work may
be undertaken if financed by the state,
but no p a~ment may be made by the
government to the state from this fund
for such work until July 1, 1931. Under
the normal operation' of the department
and as provided for in our present fis­cal
year's budget, the $980,000 of this
fiscal year and previous fiscal year's
fund would be used in the projects with·
in this Ibudget, and in addition the pro­jectlS
in this budget would have initiat­ed
and startoed construction on approxi­mately
$480,000 of the 1932 funds.
Normally the remainder or uncon­tracted
projects of this present budget
would be contracted over the remainder
of this fiscal year, and quite a large per
cent of the expenditure for the same
would. be carried well into thej next fis­cal
year. At the time of making up the
next budget the remainder of the $1,-
768,023 of the 1932 fiscal year f'Und
would be , entirely covered in that bud­get
and the performance spread over the
next fiscal year. The emergency ap­propriation
by congress, together with
the necessary legislation by the state
legislature, which would make possible
the state of Arizona availing itself , of
these federal emergency funds and the
resultant stimulation of its road pro­gram,
will necessitate getting the pro­jects
of this fiscal year's budget under
construction much more rapidly than
normally under the regular budget pro­cedure.
In addition it means adding
three million doll am more construction
work within this year, than the present
budget contemp~a<tes . Getting these pro­jects
under way, both the old budget
projects and the new projects, or a total
of six million dollars of highway work
m'USt be placed under construction with­in
th(! next fiv~ months. Therefore, this
ARIZONA HIGHWAYS
department must do the work in from
four to five months that normally would
be done in fifteen months. As the pro­gram
that must be initiated within this
time is equivalent to a fifteen months'
normal construction budget program of
the Highway Department, based upon
the past two years, and during which
time the department has carried on its
largest construction program, this will
entail upon the department the comple­tion
of surveys, plans, estimates, speci­fications,
material tests, obtaining right­of-
way, making all provisions for con­tract,
calling for bids, awarding the con­tract,
and organizing the necessary en­gineering
field forces to carry out the
construction work. As all Federal Aid
projects in which the government par­ticipates
must receive approval from the
Bureau of Public Roads before the bu­reau
will permit construction to start,
and before the approval by them, they
must check the plans, estimates, speci­fications
and materials, which 'require
considerable time upon their p art; there­fore
we must prepare these plans, esti­mates,
specifications end material tests
sufficiently soon so the bureau may
have the time for their check and ap­proval
and the actual construction must
be completed by September 1st, 1931.
As the chceking of the plans, specifi­cations:
and estimates by the Bureau of
Public 'Roads is extremely thorough and
regulations are changing the standards
emanating from Washington continual­ly,
and they are requiring the most
minor changes to be made pertaining to
the plans, specifications and estimates
prior to the approval, means a consid­erable
uJrnount of detail in that factor
alone, requiring a considerable time. As
the time required for this detail is not
within the control of the department we
must have, and expect to obtain, the
closest cooperation between the Bureau
of Public Roads and this department.
Fedm'al Aid Requi1'ements
It is apropos at this time to say al few
words in regard to the requirements and
the method of cooperation of Federal
Aid in participating projects. One read­ing
the Federal Aid laws and the emerg­ency
appropriation particularly, in
which it states. tha,t the $80,000,000 ap­propriation
which nets to the state of
Arizona $1,107,481 to be 'Used in lieu of
state funds in the matching of other
Federal Aid funds, would normally
think that it would not require state
money to carryon these Federal Aid pro­jects.
As a matter of fact no money is
advanced to the state in any Federal
Aid work. The government pays to the
state the pro rata of Federal Aid of the
JANUARY, 1931
construction cost only, upon the per­formance
of the work, and after the
work has been, done, and the money paid
out by the state. W~en the state wishes
to enter into a Federal Aid project it
presents what is called plans, specifi­cations
and estimates to the govern­ment
in complete detail setting forth
the p~oject and all details of its con­struction.
After this has been thorough­ly
checked in the local offices and has
been approved for construction we arc
then permitted to call for bids, and upon
their receipt award the contract. After
the contract is awarded and the con­tractor's
unit bid prices have been es­tablished
by his contract, then the esti­mate
to the Government is made up
based upon the contract prices and sent
in, which then becomes a part of the
original plans, specifications and esti­mate
submitted, and goes into Washing­ton
fo~ the purpose of entering into the
contrrct, or what is termed "Project
Agreement," betw'c:en the government
and the state for the performance of
this work. After the job is thoroughly
checked in Washington and approved,
then the project agreement is drawn up.
It is then sent to the state for their ex­ecution.
Upon the execution of the state
it is returned to Washington, there it is
executed upon the part of the govern­ment.
After this is done we are for­warded
what they call an approved es­timate,
upon which we may voucher
them for work which has been done dur­ing
the interval that the project agree­ment
has been going through its
course, and mQnthly there:a,fter until
the completion of the project. It normal­ly
requires three to five months to enter
into a project agreement after the
award of the contract. Therefore, it
is frequently the case that the state
will Ihave from fifty per cent up to one
hundred per cent of< the total construc­tion
cost paid out before the project
agreement is executed and the first pay­ment
made into the state treasury.
Therefore, it is evident that the state
mUist have state funds upon which to op-~
erate during this interV':ol1, and from
which they must make payment to the
contractor and others in connection with
the construction as the work progress­es,
to be repaid by the government at
a later date.
Analysis of Fede1'al Aid Funds
Upon receiving a copy' of the act ap­pl'Opriating
the emergency fund, togeth­er
with the regulatioIl5 of the Secreta,ry
of Agriculture, it became necessary for
this department to analyze the status
and the operation of the federal 'aid pro-
(Continued on page twenty-one)
JANUARY, 1931 ARIZONA HIGHWAYS Page Five
CIVILIZATION FOLLOWS THE ROAD
By MRS. LAMAR COBB
Editor's Notes--We aTe indebted to THE HOUR GLASS for the accolnlJanyin,Cf
cuts of Roman TOad construction and "hodomotm'," fm'nished th1'ough- the cou?'tesy of
The Uvalde Rock Asphalt Co. oj San Antonio, T exas. ,
I T has come to be said that l'oads are the physical sym­bol
by which to measure the progress of any age or
people. Byrne, in "Highway Construction" says, "If the com­munity
is stagnant the condition of the roads will indicate the
f zct; if they have no roads they are savages."
Of the early history of road building, as: of other works
done in the early
It is to the Carthegenians, however, that credit must be
given for the earliset systematic and scientific efforts at road
building, for as '3arly as the fifth century B. C. they had de­veloped
a system of communication and military power that
enabled them to maintain their integrity against Greece and
the Roman Empire for four hundred years. The Romans
life of the human
race, little is known.
But while no au­thentic
records exist
it is known that the
imporbnce of good
roads was recogniz­ed
in an c i e n t
times. We are told
by Herodotus, the
Greek "Father of
History," of a road­w
a ty of nY.tssive
stone blocks ten feet
deep, built by King
Khufu about "4000
B. C., over which
were conveyed the
heavy materials for
the construction of
the great Egyptian
pyramid that bears
his name. Possibly
the largest paving
contract ever let,
occupying 100,000
men for about ten
years. But history
does not record the
construction cost of
this project and cer­tainly
we know that
no fifty per cent of
the cost went to la­bor
,in those dark
days.
Weare also told
of a broad roadway
connecting the an­cient
city of Mem­phis
with the pyra­mids
and lined on
both sides with tem-pIe
s, mausoleums,
CITY
SIDEWALK
WAY THEY MEASURED MILES TO RO:vJE
The "hodomoter," with which both Greeks andRo­mans
11leasured distances on their highways is not
unlike our model'n speedomoter, in principle, at least,
if not in appearance. Every time a m nble dl'opped
into the container the Roman in charge of the
"hodomoter' knew he had traveled one Roman mile,
or about .9 of our mile. At the end of the day the
number of marbles in the cup gave him the number
of miles traveled that day.
COU NTRY ROAD
1
HOW ROADS TO ROME WERE CONSTRUCTED
learned the art of
road building from
the Garthegenians,
and so fully did
they appreciate the
military advantages
of improved high­ways
that they soon
became the greatest
road builders of his­tory.
The first Roman
road of whlich we
have historical evi­dence
was built in
312 B.C. from Rome
to Capua, a distance
of 142 Italian miles.
This road was be­gun
by A p p ius
Claudius, the Cen­sor,
and was named
after him-the Ap­pian
Way, or Queen
of Roads. About
220 B. C. the Fla­mian
Way was built.
It crossed the river
N a r on a stone
bridge which had a
central span of 150
feet with a rise of
100 feet.
Under A'Ugustus
and Julius Caesar
and succeeding em­peror.
s Rome was
made the center of
a wonderful system
of paved roadways,
stretching out to all
parts of its great
e m p ire. These
reached through It­aly,
Gaul and Spain.
porticos, monuments, etc. Later historians tell us of the pave­ments
of Babylon as early as 2000 B. C., of many paved road­ways
diverging from that city and of a highway connecting
Babylon and Memphis and passing through the great com­mercial
cities of Nineveh, Palmyra, Damascus, Tyre and Anti­och.
Thl'ough Germany, Hungary, Macedonia, through the islands
of Sicily, Comica, Sardinia, England, and to Africa and Asia
Minor and the East. In all a system of 372 roads, which, 2£­cording
to Antonius, amounts to a total length of 52,964 Ro­man
miles. The Appian Way is said to have been in good re­pair
800 years after it W I's built. On a carefully prepared
Pag-e Six ARIZONA HIGHWAYS JANUARY, 1931
~" •••••• ~.AA ••• ~~~A.A.t ••••••••••••••••••••• ,
••4 ••' :; Prosperity, Progress Lies Ahead ~:
. ; By GOVERNOR GEORGE W. P. Hu T :. « • . ; THE days of I kindly greetings and good resolutions are with us :.
<; again and we are preparing for a new year. A new year, I trust, :.
• ; which will prove to the pec ple 10f Arizona that their faith and con- :.
<; fidence have not been misplaced in those who are at the wheel of the :.
. ; Ship c£ State, and those who have served in lesser capacities and :.
. ; who have demonstrated their loyalty to the best interests of the :.
. ; people. :.
<; M ANY storms have been encountered, through which our staunch :.
. ; vessel has emerged uninjured and equipped with a stronger :.
.; bulwark of experience and fai th in the principles which have kept :.
. ; her afloat . :. .«....: L ET us sai l on to Prcsperity and Progress, the great ports to which •~.
.~ our eyes are turned, with renewed confidence in our aims and ~.
. : aspirations and in those whom we have se lected tJ guide us to those :.
.; dest inations. :.
«« ••
~VVV.VVVVVVVVV •• VVyV~~ VVV. VVVVVVVVVVVV.VVVV~
earth subgr ade wa'S placed foul' succes­sive
courses 01' layers; the statumen or
foundation course, the rudus or second
course, the nucleus 01' third course, and
t he pavimentum or wearing surface.
The top and bottom courses consisted in
general of 1 ~ rge, flat stones, while the
two intervening courses were built of
smaller stone or other suitable material
laid in lime mortar.
It is !Said that for a distance of fifty
miles from Rome many of these roads
were decorated with temples and other
superb edifices. Lodging houses for . the
accommodation of couriers and m: nsions
for ·soldiers were erected at regular in­tervals
at the public expense. The width
·of these military! roads was from 15 to
40 Roman feet, the middle portion b'eing
for the infantry, and the margins for
horses and carriages. Many miles of
these ro: ds ostill remain as great monu­ments
to the energy and skill of the
Romans.
At the Temple of Saturn in Rome the
Emperor Augustus set up a golden mile­stone
on which was inscribed the dis­tance
froll'\ Rome to the various Roman
cities. Whence the ancient saying " All
roads lead to Rome."
Not far behind the Romans in the
art of road building were the ancient
Incas of Peru, who built some thous: nds
of miles of good roads in the face of
great difficulti es. In his "History of
Peru" Prescott says of the mountain
road from Quito to Cuzco: "It wa .• con­ducted
over sierras covered with snow,
galleries were cut throu gh t he li vi ng
r ock, r ivers were crossed by means of
bridge3 svrong suspended in the air,
pr ecipices were scaled by stairways
hewn out of the native bed, and ravines
of hideous depth were fi lled up with sol­id
m:sonry." Most of this roadway was
built at an elevation of 12,000 feet above
the sea. It was more than 1500 miles
long and 20 feet wide paved with stone
10 feet square and had running stre2rns
and rows of Ishade trees f lanking it in
many places.
Many a road in England today once
echoed with Caesar's iron legion when
they brought the Latin tongue to the
island. That Winchester was at one time
chief city of all England is shown by
the remains of six Roman roads that
r adiate to the rim Of England. Rural
roads are built usu : Jly for neighborly
use and care not if their crookedness
confuse and prolong the traffic between
cities. But these Roman roads are
st raight as a yardstick. It was a nation
that the Romans built znd their roads
reflect their purpose. In the old Roman
town of Chester, England, there is a
piece of the Rudus course of road, which
resembles in a measure the concrete of
today. Its color is fairly white, the
stones crushed and of varying sizes and
the hardness and texture that of the
present day portland cement concrete.
After the decline of the Rom ~ n Em­pire
the roads fell into disuse and dur­ing
the succeeding dark ages they were
used more as aids to plunder and viol­ence
than for purposes of legitimate in­tercourse.
Later they became practic­able
for pack horses and rude vehicles,
but no effort was made to restore them
until the middle of the eighteenth cen­tury,
when a revivaJ of road building
arose simultaneously in England and
Fr'ance. The highways of England at
that time were wrenched beyond descrip­tion
and an effort was made to improve
thi!:J condition by the establishment of· a
system of turnpikes.
The toll or turnpike road, although
supposed t'O be of Babylonian origin,
was not definitely adopted as a means
of raising revenue for maintenance and
repair until the year 1346, when Edward
III of England granted a commis sion to
collect tolls on vehic1espassing ,on the
road from St. Giles Hospital to the Old
Temple, London. The ezorly part of the
nineteenth century found this method of
(Continued on page twenty)
JANUARY. 1931 ARIZONA HIGHWAYS Page Seven
White Mountains Should Be State Park
A RIZONA has no state parks, and
now the opportunity arises to cre­ate
one. The occasion arises with the
development of our highway system and
the gradual growth of our population.
The new highway through the heart
of the White Mountains now added to
our national highway system :lnd re­cently
routed as U. S. 60 is to pass di­rectly
through some of the most de­lightful
scenery in the country. Any
one knows that the White ,Mountain for­est
is the greatest uncut stand of tim­ber
in the United States, but very many
people do not r ealize how lovely a place
this forest is.
The route of the new U. S. 60 is now
being surveyed and cOjllstruction will
begin in a couple of months. It will be a
magnificent road, and probably a finer
piece of engineering than t his state has
yet attempted. Every mile of it will be
through scenic glory that we of Arizona
are perJJaps too familiar with to appre­ciate.
Leaving Globe it will pass for
some miles through t he foothills with
their live oak and man",:mita and a
scor e of other species of rugged ever­green,
lovely all the year around. The
Salt '¥ill be crossed by a wonderful
piece of engineering, and a new dam and
lake is planned above here on the r iver.
Across the Salt on the long climb the
pines will soon be entered, and for fifty
miles the highway will be in the pines.
P a,rt will JJave considerable oak a lso,
and the canYons are l~ke l y to haV'e
spruce and the higher slopes the aspens.
The real , beauties of the spruce and as­pen
belong to the higher altitudes a few
miles from the route of the road, kept
fairly low to avoid snow troubles, but
easy of access. Between the :liltitudes of
six and seven thousand feet, roughly,
lies during the summer the most mar­velous
belt of wild flowers it has ever
been my good fortune to see.
We of Arizona do not realize the won­ders
and glories of this state, as I say.
I have just driven from Springerville
to Phoenix (in December). In Phoenix
it is like Indian summer, but when I
passed through the White Mountains the
snow was swirling against the dark
banks of evergreens and the plows had
piled it shoulder high on both sides of
the road. Here, separated by a few
miles, a few hours, is a contrast rival­ling
equatorial Africa. In my estimation
anyone who has spent a winter in low­er
Arizona and a summer in the White
By L. C. BOLLES.
Mountains would not abandon this state
for any spoli on earth as a home, after
a g'Ood road connects the lowland and
the plate ~ u.
The only thing lacking to make the
irrigated oases of our state the most de­s
iraJble places on earth to live in is this
marvellous cool summer playground.
What I wish to suggest is that a defi­nite
place should be provided for the
use of the people adjoining the new
highway or connected with it. It hap­pens
that our Great White Father in
Washington long ago set aside for the
use of the Indians about half of the
scenery traversed by our new r oad, the
rest being mostly in National F orest
Reserve. As a matter of fact, we were
making a fine trade with the aborigine .
2<S most of it is purely scenery, capable
of no a'gricultural use and not even fur­nishing
grazing. As scenery and as a
summer playground it is worth nothing
to the Apaches, but an asset of ines­timable
value to Arizona and ,the whole
United States.
Certainl y a few squz,re miles, select­ed
where timber is rank and grass is
sparse, should be made into a State
Park. Natural water should be devel­oped
and augmented, sanitary' engineer­ing
attended to 2.nd a place made where
the whole state could camp if they wish­ed.
Probably two park,s would be desir­able,
one along the hilghway in the
flower belt, and one on the upper river
in the high mountains.
Far be it from me to deny our duty
and obligation to the Indians. They
should ,be given arable irrigated acres in
pbce of the magnificent scenery from
which they garner nothing today. The
world moves ahead, and eventually the
Indian must become independent and
self supporting. We are of course just
beginning to realize that enough of our
acres can be irrigated to osupport three
or four times the population of today, as
we are f,!!so realizing t hat this magnifi­cent
region of the foothills and moun­tains,
once scorned as irreclaimable wil­derness,
will eventually be prized by this
country on account of its scenery and
climate as more delightful than any
place in Europe, at least.
To establish and 2.dvertise these parks
will be another step ahead for Arizona.
At any l'a.te, it cannot be denied that
Prohibition is as great a success as the
Ten Commandments.
How Much Does It Cost the
Car Owner to Build
Good Roads?
The correct answer is that it does not
cost; it s aves .
The average car gives 13 miles on a
gallon of gasoline. On that basis with a
two cent 'gas tax, you pay 15 cents ev­ery
time you drive a hundred miles. The
more mileage your car gives to a gallon,
the less it costs you.
Take your yearly mileage and divide
it by the number of miles your car will
give on a gallon, multiply it by two and
you can soon tell how much you are pay­ing
oa year. All you have to do then is
remember one time during the year
when gravel saved you from being stuck
in the mud and you will begin to realize
t he enormous profits good roads are
paying.
If you drive on good roads you save
an average of 2% cents a mile or a total
of $2.EO for a hundred miles. You have
paid 15 cents to help build the road and
you have made a net profit of $2.35. It
is a case of the more you spend the more
you save.
Build twice as many roads and save
twice as much on your driving.
A pair of ,chains costs you more than
your yearly gas tax and many a tow-in
has cost t en times as much.-Nebraska
Highways.
Alaskan Trip Soon
Construction of less t han 1,000 miles
of new highway is all that is needed
for California motorists to be able to
tour all the way up the Pacifie Coast to
Fairbanks, Alaska, it was revealed dur­ing
11. recent visit of Major Malcolm El­liott
of the engineering corps of the U.
S. Army, who is president of the Alas­kan
Road Commission. This uncom­pleted
highway is divided approximately
225 miles from Fairbanks to the Can­adian
border west of Dawson, some 300
miles through Yukon territory, and 450
miles in British Columbia from the
northern border down to Hazelton.
While in California, Major Elliott
conferred with officials of the Automo­bile
Club .of Southern California, and
stated that by the time Canada complet­ed
the road through Yukon territory, it
would be met oat the Alaskan border
with a road into Fairbanks, which is in
the central part of Alaska.
Page Eight ARIZONA HIGHWAYS JANUARY, 1931
Peristgle Of Tucson"s New Court House
JANUARY, 1931 A RTZON A HIGHWAYS Page Nine
Tucson-Romance Land of Southern Arizona
BOIRDERING the modern highways
that bind the communities of
S o u~hern Arizona together are scores of
h istoric relics which bring thousands of
tou~sts this way every year. Ancient
quaint Indian villages, crumbling old
f9rts . underground caverns, and weather
worn remains of the great houses of
p~eh i storic 'peoples are here~: nl y short
distancE's from cities that only now are
reaching their first bustlisg, modern,
vigorous youth.
In Arizona the ancient f nd Hie modern
are to be found side by side. The coun­tr:\,
'Yas old when the Declaration of In­dependence
was wrttten, yet it is a new­found
land for thous'ands. It is the land
through 'which Coronado made his expe­dition
to find the " Seven Cities of Ci­bola"
in 1540. It is the land in which
Father Kino, premier missionary. estab­lished
his chain of missions, many of
which still stand. The faags of Spain,
Mexico and the United States have flown
over Ari ~o na. It was one of the last
st~nds of th.e beligerent Indian, and r e­mains
one of the few places where vast
stre,tches of the Old West r emain.
Tucson,center of the romance land of
.southern Arizona, was g ranted a char­ter
by the King·of Sps in in 1552. It was
t he. only .walled city on the continent,
having been completely surrounded by a
high 'adobe wall as a protection against
the s'avage Apache. For years it was the
hea:dquarters for Spanish troops safe­guarding
the interests of the King of
Spain. Under the Mexic: n flag, ,it was
a valued outpost in the northern part of
Sonora. It' 'b'ecame a part of the United
States through the Gadsden Purchase in
1854.
S!()Uthern Arizona is an old country,
but only lately has it really begun to
livll . . For many years it was but a stop­ping
pl2ce on the way to California,
noted only for mines, cattle and wide ex­panses
of nothing at all. Now it has
come into its own, the climate r ecognized
as unexcelled in the country, stored wa­ter
bringing out the fertility of those
wide' expanses and many other advan­tages
becoming known. This is the chief
reason why Tucson has doubled her pop­ulation
in the last eight years [ nd will
double it again in another eight.
But in spite of Arizona's rapidly
growing importance in our own day and
age, its mysterious and dark past still
remains its g r eatest attraction, to resi­dents
as well ~ s to tourists. Its hi stori
By A. H. CONDRON.
cal remains are still its greatest mag­nets,
fascinating gems set in the gor­geous
natural scenery of Arizona,-the
low and fertile valleys, the towering
mountains, beautiful by the ever-chang­ing
glow of t he skies, by sunsets that.
lure artists from a ll over the world.
The Mission of San X: vier del Bac,
called the Father of Missions, is one of
the most perfect specimens of mission
architecture built under Spanish rule.
It stands on the slopes of the Santa
Cruz, river, ni ne miles south of Tucson,
along the road to Nogales. It is the
n orthermost mission in the chain built
by Father Kino, and was founded in
1692. About ,the protecting towers of
these missions, small villages nestled.
The Spani sh ' padres who establi shed
them f ,ced danger, privation and often
death, but their zeal drove th em on and
on as they estabtl ished these outposts cf
civilization.
The mission of San Xavier was con­ducted
continuously by resident Jesuib
until 1751 , then for a few years was ad­ministered
as a visita from TUb'ca. In
1767, f ollowing the Spanish expulsion of
the Jesuits, it was turned over to the
Order of missionaries, the Franciscans .
This order continued the work until
1827, when Mexico expelled all religious
orders. It w :s later a dministered inter­mittently
from Magdalena, but was
practically ahandoncd. Following t he
Gad sden Purchase, it came into the
Catholic diocese of Santa Fe, but it was
1866 before missionaries were able to
resume their work.
One is impressed with t he bea~lty and
symmetry of the mission, which stands
on a slightly elevated position, S() that it
can be easily viewed from a ll parts of
the valley. There a re two towers on eith­er
side of an ornate entrance, one of
which w~ s never completed. Back of
these is the dome over the main portion
of the church. In the restoratioT1l of the
build ing, the ornate gable was untouch­ed.
·Here can be seen a few r emaining
traces of the origin al colored decoration.
Inside, there is a mass of color, once
brilliant in the extreme.
Tumacacori Mission, originally called
San Cayet ~ 'llo de Tumacacori, is located
49 miles south of Tucson and a little
more than 18 miles north of Nog': lles,
twin-city which straddles the in'terna­tional
line. The exact date of the con­stru
ction of this mission is lost in his­tory.
The s ite was visited by Father
Kino in 1691,1692,1694,1697 and 1699.
In 1701, the village of Tumacacori was
put under the charge of a visiting priest.
Evidence of other settlements in th ~ t
vicinity are to be f ound, although they
have not been preserved as has been
T um~caco ri Mission.
It is built of sun-dried, adobe brick,
dian s, and has never been completely r e­stored.
Portions which were covered
with debris of the ages have been uncov­ered,
and t he destruction leaves it a
mOl'e sombre, picturesque ruin than San
Xavier.
It is built of sun-dried, r dobe brick,
laid in mud mortar. The walls are be­tween
five and six feet thick at t he base.
In some places, where great height was
attained, the walls were nearly ten feet
th ick at the base. The church room is
17 f eet wide and 90 feet long, and has
tl-Jree well m rked sections, the vestibule,
the nave and the sanctuary. The bap­tistry
is located in the base of ,the tow­er,
where the walls are nine feet thick.
As is customary, there is a cemetery ad­jacent
to the church. Other bu ildings
which were bui lt about the chur ch were
of less durable construction and have
been demolished . The remains of the ir­rigation
can _ ~s used by the inhabitants
of the village are sti ll visible.
A numb'er of Papago Indi a ns still re­side
about San Xavier Mission, the large
Papago Indian Reservation including
this tract as its northeast corner. Many
other Indian settlements ~ 're to be found
throughout Southern Arizona.
One of ,the most interesting of these
is the Yaqui Village, but 20 minutes
from the center of Tucson, where the an­nual
Yaqui Indian Dance, held the week
prior to Easter, attracts thousands of
tO llrists annually. Dressed in the native
costumes, they dance and chant to the
strains of music from their native in­struments,
solemnly fo llowing the re­ligious
rights which h : .ve been handed
<'own to them for ages by the older mem­bers
of t he tribe. Yaqui Indians for
miles around come to join in these danc­es.
But long before the mi ssions were es­tabli
shed and Indians battled with the
pioneer white man for supremacy of the
west, Southern Arizona was occupied by
another race. The record of their habi ­tation
of the valleys r em : jns but a faint
one on the rocks and in their homes.
Casa Grande, meaning t he "Great
(Continued on page eighteen).
Page Ten ARIZONA HIGHWA:=Y==S:::===========JA=N::=U=A=:R=Y=,= 19=31
ARIZONA HIGHWAYS
~U"LISHED IN THE I N TEREST OF GOOD ROADS ISY THE
ARIZONA HIG HWAY D EPARTME NT
VOL. VII. JANUARY. 1931
ARIZONA STATE IDGHWAY COMMISSION
1. P . McBr ide. Chairman. Globe J.... F. McDonald. Monte Mamfield.
Vice-Chainna n. Bisbee Commis s ion er, Tucson
W. R. Waylan d. Samuel R. Trengove.
Com missioner, Phoen ix Commissioner. Pretlcott
M. C. Han k ins. Secretary, Phoenix
GENERAL OFFICE
No.1
W. W. Lane. ................... . ......... ....... .... State Highway Engineer
C. C. Sm .. l1 W. R. Hutchin ••
Deputy State Engineer Office Engineer
1:. M. Whitworth . M. H. Hasler .
Vehlele Superintendent Equ ipment Enlrineer
ft. A. Hoffman. J . W. Powers.
Bridge Enlrineer Engineer of Materiak
11:. V. Mmer . J . S. Mill ••
Elllrineer of P lans E ngineer of Estimate.
H . C. Ha t cher. Statistical E ng ineer
W. C. J oyner R. L. Jones.
Purchasinlf Agent Chief Accountant
A. H. L ind. Su perin tendent Stores
Geor ge B. Shaffer.
District E n g ineer,
Dis t rict No. 1.
F . N. Grant.
Dis tri ct E ngin eer.
District No. 2.
FIELD ENGINEERS
R. C. P er kins.
Dis tri ct Eng in eer,
Dis trict No.3.
T. S. O·Connell.
Dist r ict Engineer,
Dis t r ict No. 4
P ercy J on es.
Ch ief Locating Eng ineer .
GE O. W. COMPARET. Editor
S" b$cription rate8, $1.00 per year. Single cow 10 cent.
Adver ti8ing rate8 furnis hed on request
Addr ess All Communications to Editor
ARIZONA HIGHWAYS
A'UZONA HiGHWAY DEPARTMENT PHOENIX. AftlZONA
ARIZONA FOR ARIZONANS
Arizona's State Highway Commission, in its
efforts to put the st at e's unemployed citizens to
work, has taken the initiative in correcting one of
the greatest drawbacks, by lodging a protest with
the President of the United St ates and the federal
department s, concerned with highway const ruc­tion,
against the provisions of the Federal High­v..
ray Act which. permits contractors on federal aid
projects in Arizona to hire labor from without the
st ate of Arizona. The protest , in the form of a
resolut ion, sets forth the ,evils of the provisions
which provide that any discriminat ion among the
citizens of the United St ates shall be unlawful and
VI hich permits contractors to import labor into
Arizona.
Arizona , wants to put its own unemployed to
work and the State H ighway department is doing
~verything possiblei within its means to hasten
highway ~()nstn.lction in the st ate so as to make
this wor k available to Arizona CItIzens. The re­strictions
of the Federal Highway act defeats
~heir efforts as it permits contractors to import la­bOl
into this field , where unemployment alreaay
exis ts. Furthermore, such practice is taken ad­vantage
of by some contractors for the purpose of
redu€ing the wage scales thus, not only cheating
Arizona citizens of employment, but reducing the
living standards of the community.
T he intention of the federal government, we
believe, in urging ,the state and city governments
to speed up public works, was to put the unem­ployed
to work in their home: communities, keep­ing
them where thei r homes and interests lay, thus
preventing useless migration.
It is to be hoped the federal agencies will speed­jly
remedy the defect that has been pointed out to
them by the Arizona Highway Commission and
that Arizona citizens1now unemployed can be put
to work on Arizona's highways.
SCENERY -MARRING BILL-BOARDS
Outdoor advertising has its honorable place in
the world of publicity. Its advertisements of pho­toplays,
cigarettes, gasoline and what have you are
nnly quest ioned when the excess of its efforts prej­udices
the world against it, sometimes to the point
I/lhere its abolishment is demanded.
If this misfortune should come to outdoor ad­vert
ising, it will have no one to blame but its prac­t
itioners. In proper places in the city there is noth­ing
object ionable in bill-boards. But when they
are erected on scenic highways, marring the view
of the traveler seeking rest for town-tired eyes, the
boards become a liability"not an asset, to those who
:1dvertise on them.
No motorist would buy a motor oil advertised
on a sign board erected so as to spoil the very view
he left home to enjoy.
Many straws show the wind blowing in the
general direction of elimination of countryside
bill-boards. The American Institution of Archi­tects
has sent an appeal to all its chapters, urging
them to, do what they .can to curb wayside adver­tising.
Recent court decisions, notably one in Indiana,
have encouraged this movement by recognizing
the esthetic side of municipal development. The
Massachusetts Bill-board Law Defence Committee
i~ striving to get a ruling from the Supreme Court
0f the United States as to whether advertising
within the public view on private property can
legally be regulated.
A better way to curb the evil is by educational
(Continued on page 16) .
JANUARY. 1931 ARIZONA HIGHW A= Y=S,========= = ====P=: al<:::e,:::E=:I::::ev=e:::n
THE UNIVERSITY OF ARIZON A
Its Place In The Life Of The State
" WHAT are t he chief aims a nd
functions of the state univer­s
ity ?" the reader may a sk. I s ha ll ~ t­tempt
to answer t hi s question .
Fi rst, the fu nction of the University
of Ar izona is to transmit the essent ial
culture of the past to succeeding gener­ations:
t he record of what men have
thoug ht during the past ages- t hrough
ph ilosophy; the story of t he deeds of
our great men a nd the record of human
struggle and zlChievement-th r ough his­tory
; t he identfication, appreciation, and
interpretat ion of beauty in all its endu r ­ing
forms and t he creation of new fo rms
of bea u ty- through the study of, litera­ture,
music, a nd the plastic arts ; a fa­miliarity
with t he chief languages in
which have been preserved the intellec­tual
and spiritual achievements of t he
race ; a knowledge of society in the rela­tionship
of man to man in t he develop­ment
of civi lization - as studied in
archa eology, sociology, economics, and
political s cience ; and a t horough study
of the neu tral world in whi ch we live­hy
means of astronomy, biology, geology,
etc.
Second, it is the f unction of the Uni­ver
sity . of Arizona to make all t hils
knowledge available and effective
through the instruction and inspiring
influence of wise a nd schola rly men
and women, sound in char :rcter and
wholesome in per sona lity. The Univer­sity
believes that t he t ransmission of
knowledge should be ma de attractive as
well as effective and th at, therefore,
only teachers g ifted with the ability to
convey knowledge should be employed,
and it ,believes, furt her , that this Uni­ver
sit y ought not to attempt to t each
s ubjects we 2.re not f ully prepared to
teach well, or to compete with other
highly developed univer sities in f ields
we are not yet equipped to enter .
Third, it is the function of the Uni­versity
of Arizona to discover new
truth, through original thou gh t, r e­Search,
and experimentation and to car­ry
it s service to the public ever~h ere
and in every way possible. By the sci­entif
ic eradication of pests and destruc­t
ive plants and animd s, and by the dis­COvery
and introduction of new prod­ucts
and methods our state each year is
saved untold loss and is enriched by
many thousands of dollars. It is a fine
thing that the people of the state should
be t heir own benefactors through their
By F R ANI{ C. L O CKWOOD.
state university. Through the u niver sity
~rrl have access to the best. This is t rue
democracy.
S e1'vices to the S tate
The College of Mines and Eng ineer­ing
, through the Arizona Bu reau of
Mines, has p r epared and publi shed the
f irst complete topogra phic a nd geolog ic
maps of the St at e, the f irst general
t reatise on the geology of the entire
state, and many bullet ins of g r ea t n lue .
to people interested in t he development
of Ar izona',s mineral ind ustries. It also
developed the f irst successful electrical
met hod for t he location of sulphide ore
bodies, which method is the b ' s is of all
the inductive processes now so success­fu
ll y used. In cooper a tion with the Unit ­ed
St ates Bureau of Mines it has help­ed
per fect several metallu rgica l process­es
of great potential value to the stat e.
It has ser ved thousands of Ar izona m:n­ing
men by classifying rocks and min­erals
for them and by giving' them rel i­able
information on a wide variet y of
subj ect s. By its extension work it has
a ss ist ed a large number of prospectors
in the ir efforts to learn how to recog­nize
important ore minerals.
The Colleg e of Education meets the
needs of the state in the preparation,
training, and certif ication of t ea chers,
supervisors a nd admin:lstrati\-jc school
officers. Among the graduates of the
College of Education are one college
president, several college and normal­school
and element -.ry-school t eachers.
More a nd more, too, the member s of the
staff of t he College of Education are
called upon to render extra-mural ser­vice.
In assisting in t esting programs,
in helping .to solve problems of organi­za
t ion, in .advice concerning the curricu­lum
a nd how to study, in recommending
tea chers to superin tendents and on other
occasions, and in many other diverse
ways, their services are constan t ly in
demand. Specific instances of such ser­vice
are a complete survey of t he Clark­dale
schools ; surveys at F lorence, Pata­gonia,
Ajo, Benson, and St. David.
During the last few years t he agri­cultural
curriculum has been entirely
r eorganized so as to equip i t s graduates
for r esearch in professional f ields as
well as to take leadership in the f ut ure
development of the State. By this
cha'l1ge il1 has been possible to offer for
the first time ma j or s in plant pathology,
genetias, entomology, and range ecology,
hig hly impor t an t field s in the advanf'e­ment
of Ar i7.ona agr iculture. The .stu­dents
have been quick t o r ecognize these
opport unities and a st r ong gr oup has
already t aken up the work. The work of
the exper iment station h~ s been materi­a
lly extended by the establishment of a
laboratory in Phoenix with a chemist, a
r ort iculturist and an irrigation engi­neer,
giving f ull t ime to the peculiar
r esearch problems of that valley. It is
hoped to increase this force in the nea l'
f uture by t he addition of a soil chemist
a nd a truck crop specialist. The ex­change
of the old Yuma experiment sta­t
ion for a larger and much bet t er adapt­ed
piece of landr located near the Yuma
Mesa ex per iment farm h ~.s given oppor ­tun
it.y to expand the l'e'search mork in
dates, pecans, and the other speciali zed
a g r iculutral interests of that section.
A policy of expansion an<\ impr ovement
of the livestock a nd li vestock fac ilities of
the university a nd experiment st ation
has b2en _ rdopted and a number of valu­able
a nimals have been secured and
needed buildings and equipmen t are be­ing
ad ded. Upon the invitation of the
uni ver s ity, the Forest Ser vice has estab­li
shed headquarter s in t he agr iculture
buil ding and has agreed to cooper . te in
the development of a broad and compre­hensive
range management and r ange
ecology r esearch and t ea ching organiza­tion
. The University in coopeJ:ation with
the biological survey will continue the
study of wild life, especi ally the r elation
of pr edatory a nimals, rodents and mam­mals
to the range problems. The animal
husbandry and dairy husbandr y depar t­ments
will cooperate in the st udy of the
food habits of g razing animals and their
r elation to stock poisoning and t he gen­eral
pr oblem of overgrazing.
Answers Community Calls
It may be of interest to Jist a few
services, little and big, that the univer­s'ity
il'Om time to time offel1S to t he
public. No fu ll list could be drawn up,
and the nature of the service changes
from year to year in accordance with
new demands and new developments. We
have told what direction San F rancisco
is from Greenwich,what the best t ext­book
on logic is, what encyclopaedia is
best adapted to Arizona homes, and
have prepared and sent out r eading lists
on Arizona history, American literat ure,
etc., to guide remote readers in t heir
work. .()ur state mus eum, with its rich
Page FO'Ilrteen
and insb'uctive collection, has ·~dded to
the pleasure and knowledge of thou­sands.
Our College of Music has stimu­lated
and elevated the ideals of music in
the state, and has contributed to the in­spiration
and enjoyment of thousands of
citizens each year through the rendition
of H mdel's Messia.h. Our University
Library has answered calls from every
community and frequently sends books
to be used in a particular community.
Our lecturers have answered request~
for addresses of every description in ev­ery
hamlet and town where their ser­vices
were requested. Our corre3pond­ence
courses have enabled mature peo­ple
to continue their university studies
at home or while engaged in profession­fU
activities, and summer school instruc­tion
has been provided for teachers and
other earnest students.
Through its extension service the uni­versity
knocks at every door, so ' that ev­ery
farm may become an experimental
station, every home a classroom. Child
welfare campaigns have been carried on
in b ,'.ckward communities. On? of our
demonstration agents saved trirty tho;I­sand
dollars to a certain remote valley
by showing the people how to care for
and market its apple crop. The Depart­ment
of Agricultural Cihem'l-stliY was
able to report upon certam soils and w;3.­tel'
conditons for a certain irrigation
project aided by capital from outside
the State, the result being that the in­vestment
was made and the enterprise
became a going concern.
From the Colleges of Mines and En­gineering,
Education, Law, Music, Agri­culture,
Letters, Arts, [ Eld Sciences, and
the departments of PhYisical Education
we are sending out leaders, experts, and
cultivated citizens to carryon all the
important activities in the common­wealth.
Our teachers ,our lawyers, our
civil engineers and mining engineers,
our agriculturists, accountanw, newspa.­per
men and business men) are touClhing
vitally every activity of the state.
History of Institution
The University of Arizona was con­ceived
in 1864 at the first session of the
territorial legilslature. At that time a
bill was passed establishing the Univer­sity
of Arizona, although no town was
fixed· upon as the seat of the institu­tion.
As was true of many of the west­ern
states, our early legislators "had
college on the brain," and as a result we
are today enjoying the rich fruits of the
dreams and the labors of those f. 1'­,
sighted pioneers. When these legislators
voted to have a university in Arizona
sixty-six years ago, there was not a high
school, 'a court house, or a mile of rail-
ARIZONA HIGHWAYS
road in the territory. There were not
at that time a hdf dozen young people
who knew what a university was, much
less had any thought of attending one.
But the idea ofl a university pensisted
and grew. During the fierce Indian
wars that scourged the territory from
1864, on into the '80's, the idea of a uni­versity
W : 'S kept alive. In 1881 seventy­two
secti·ons of land were set aside by
the government to aid in endowing the
university. The 13th Legislature met in
1885 and voted that the university be lo­cated
at Tucson. An appropriation of
$2E,000 was appropriated for building,.
and other necessary expenses for the b-o­ginning
of the university. The act of
the legislature by which the University
of Arizona w[ls created was "construed
to read that the governor of the terri­tory
be ex-officio president of the 'board
of regents," and that he name six other
members to serve on the board. March
12, 1885, Governor F. A. Trittle, both
signed the Act by which the university
was organized and appointed the fol­lowing
gentlemen to serve as regents:
W, B. Horton, J. S. Mansfield, J. R.
Farrell, J. W. Anderson, C. P. Head and
A. Fn.,nk.
There was little interest in the uni­versity
on the part of the people. The
regents appointed at that time did not
even qualify. For a long time the resi­dents
of Tucson ignored the gift that
had come to them. It was not until near
the close of 1886, when the sum of $25,-
000 that the legislature had voted for
building and equipment was about to
lapse, th:,t any action was taken. In or­der
that this $25,000 might become avail­able
it was necessary that forty acres
of land in or near Tucson be conveyed
to the territory as a university site.
Governor C. Meyer Zulick, who had been
appointed Ilate in 1885, named a new
bo:rd of regents, and on November 27,
1886, they met in Tucson and organized,
electing Dr. John C. Handy Chancellor.
The members of this new board were:
J. S. Mansfeld, R. L. Long, C. M.
Strauss, W. B. Horton, James A. Bay­ard,
M. G. Samaniego, and J. S. Wood.
Ga.mblet,s Tendet· Site
The board took a recess of an hour to
look at a tr, lct of forty acres that had
been tendered for the use of the univer­sity
by three famous Tucson gamblern,
Messrs. B. C, Parker, E. B. Gifford, and
W. S, Read-men of standing and sub­stance
in the Old Pueblo. The property
was accepted, "sweetness and light"
was ushered in, upon these forty acres
the university wts planted, and there it
has flourished to this day. During the
year 1887, the territorial fund of $25,-
JANUARY, 1931
000 was handed over to the regents.
Work was begun on a building known at
that time as the School of Mines but
now called the Old Main building. In
1888, this structure was 'still unfinish­ed
and the funds were almost exhaust­ed.
An appe!:?l was made to the legis~
lature of 1889 for additional funds to
complete the building but the effort was
in vain. July 1, 1889, the board voted
to establish a College of Agriculture and
an experiment 'station in the hope that
it might in this way avail itself of a due
share of '2n annual appropriation voted
by Act of Congress for the establishing
of agricultural experiment stations in
the several states and territories. At
the same time S. M. Franklin was elect­ed
pl'Ofessor of agriculture and superin­tendent
of experiment stations. This at­tempt
was a success. In 1890, the uni­versity
received $15,000 from the fed­elI,
I government and from that time to
this has continued to receive ever in­creasing
appropriations from Washing­ton.
Univel'sity Opened in 1891
The university evolved slowly as an
actual institution of learning. June 7,
1890, action was taken to complete for
the ulSe of the agricultural experiment
station a portion of the building that
h ~.d been started so long before. Oct­ober
1,' 1890, F. A. Gulley was elected
professor of agriculture and director of
the experiment station. In March, 1891,
a chemist and an assistant were added
to the staff. April 6, 1891, a faculty
WlllS organized and more professors were
elected; and June 15, 1891, Theodore B.
Comstock w: s made professor of min­ing
and metallurgy and director of the
School of Mines.
In October, 1891, the university was
first opened for the instruction of stu­dents.
Up to May 15, 1893, there was
no Isingle presiding officer; the work of
the )university being 'condudted by a
council made up of Dean Gulley, of the
College of Agriculture, Dean Comstock
of the College of Mines, and the prin­cipal
of the preparatory school. But at
this time, Dean Comstock became chair­m:
m of the faculty, in full control of
academic matters . . June 5, 1893, Com­stock
was made president of the faculty
instead of chairman; and May 29 1894 .
he was made president of the uni;ersity:
Degrees were recommended by the fac­ulty
for the first time on May 8, 189'5,
and on that date the regents voted th,: rt
the degree of bachelor of science be con­ferred
upon . the following graduates:
Charles O. Rouse, Mercedes A. Shibbell,
and Mary F. Walker.
August 20, 1895, President Comstock
~~N~?=A~R=Y=.=1=93=1=====================A~R~IZ~O~N~A~HIT~G~HW~~A~Y~S~======================Pga~g~e~FQigft~~~n
offered hils resignation and it was ac­cepted.
On the same day the regents
created the chair of civics to which w~s
attached the presidency of the univer­sity
without compensation; and Ho·ward
Billman, A. M., president of the board
of regents, was elected to fill the' chair
of civics. In 1897, Mr. Billman resigned
and M. M. Parker was elected to the
presidency; he continued to serve until
1901, September 5, at which date Pro­fessor
Frank Yale Adams was elected
acting-president. On May 3, 1902, Pro­fessor
Adams presented his resignation
to take effect June 30; and June 26,
1903, Professor Howard J. Hall was
elected acting-president. August 5, 1903,
Dr. Kendric C. Babcock was elected
president. He served . until December; 31,
1910. December 20, 1910, Professor A.
E. Douglas was appointed acting-presi­dent
and discharged the duties of this
office until March 10, 1911, when Dr.
Arthur H. Wilde became head of the in­stitution.
In 1914, President Wilde was
succeeded by Dr. R. B. von Kleinsmid,
who presided over the institution for
seven years. Dr. C. H. Marvin was elect­ed
to the presidency on September 1,
1922, and his resignation was accept­ed
JI~.nuary 31, 1927. On the last-named
date, Dr. Byron Cummings was appoint­ed
acting-president; and on September
12, 1927, was elected president for the
ensuing academic year. On September
12, also, Dr. Homer LeRoy Shantz was
elected to the presidency to assume of­fice
at the expiration of Dr. Cummings'
term.
At this time, 1931, the campus of the
University of Arizona is one of the most
unique and ~ttractive in America; it
contains more than twenty buildinglS,
many of them of ,great size and beauty;
nearly tWo thousand students throng
the grounds and buildings; and one hun­dred
fifty inl3tructors are devoting
themselves to teaching and research on
the campus. The, state hPls always been
generous in providng financial support
to the university, but the in.(!rease in
stUdents is constantly outstripping the
growth of the state in taxable property,
so the university is more and ,more, in
the admission of students, laying stress
on quality rather than numbers. Stan-d3.
rds of the colleges are constantly be­ing
elevated and stiffened. In 1928 un­der
the sound and in!spiring leadership
of President Homer LeRoy .shantz the
University started out on a new era-an
era, We believe, that is to surpass any
previous one in harmony, wholesome de­velopment,
and far reaching service to
the State.
Danger in Automobile
Heaters
Saturday, when four people were driv­ingin
a closed heated automobile from
Minneapolis to Duluth, they were affect­ed
by monoxide gas.' Two were over­come,
though they were revived; the
other two were affected more mildly.
This is a reminder that the automobile
heater' which gets its heat from the ex­haulst
is not always safe, especially in a
closed car. Frequently there are leaks
in the heating system that let the dead­ly
gas into the car, amd if the windows
are all closed, as they often are in cold
weather, serious consequences may fol­low.
It is very much wiser for those who
have such heaters to make it a rule to
have at least one window open for ven­tilation
and, if anybody notices .a; head­aohe,
to have the heating system over­hauled
for leaks.
A little fresh air, even if does cool off
th~ car a bit, is safer than running the
risk of the ,asphyxiatioin that has not
seldom ovrecome people driving a he:at­ed
closed car with the windows all shut.
More Cash for Parks
An incl'ease of $2,185,318 has been al­lowed
the National Park Service for the
fisoal year 1931 over the amount $7,-
813,817 allotted fol' the fiscal year end­ed
June 30, 1930.
According to the annual report of the
service, a total of $9,999,135 has been
appropriated for the parks and monu­ments
of the country for the fiscal year
1931, with additional authorizations for
road work up to $2,500,000. This extra
road work proviso was also contained in
the 1930 authorizations.
Cash donations for development and
improvement of the national parks for
the 1930 fiscal year amounted to $781,-
453. Revenues for the 1930 fiscal year
a,mounted to $1,015,740, says the report,
passing the million mark for the first
time in the history of the parks.
F are Exchange
A stout woman wedged into a crowd­ed
street car was having difficulty in
getting into her tightly-,buttoned jacket
pocket to extract her fare.
"Madam," said a man next to her,
during her fruitless struggles, "let me
pay your fare."
She protested Ii2.ther indignantly.
"My only reason for wishing to do so,"
he lS·aid, "is that you've unbuttoned my
suspenders three times trying to get in­to
your pockets:"
No Women's Auto Clubs
Although nearly 25 per cent of th~
automobile drivers are women, there are
few, if any, strictly feminine automo­bile
clubs in the country. One reason
for this may be the fact that a woman's
club was organized in Ctalifornial 25
years ago, and the first by-law was, "No
gentleman or male chauffeur shall be
permiUted to accompany the club."
The first club run of the fair drivers
was made to San Jose. On thilS occ'asion
three of the machines broke down and
the women could do nothing with them.
The records show also that immediately
after the run, three of the members re­signed.
OTHER ROADS-OTHER CARS
In the last 27 years the automobile
has developed as much travel distance
in one hour as it formerly had in one
day.
This is indicated in a comparison of
the first trip across the continent from
New York to Los Angeles, as compared
with the latest shattering of the record
by "Cannonball" Baker.
The first trip across the continent was
made by Tom F etch in 1903 and required
61 days. The last record trip was 3230
miles between the metropolis of the east
coast and that of the west coast and was
made in 60 hours and 51 minutes clip­piny
the existing record almost seven
hours. An average speed of 52.92 miles
an hour was registered and an average
distance 0:£\ 1280 miles was made a day.
There have been many changes since
Tom Fetch's epoch-making trip. Many
of the country dirt roads of his day have
been changed to boulevards. Automo­biles
have been improved to a high point
mechanically, so that the usual trouble
of early days is a thing of the past.
Within a few years the average touring
radius for a day has increased by a hun­dred
miles. Many motorists who used to
think 150 miles in a day was fine travel­ing,
now will average 300 miles and
have plenty of time to' sleep.
Driving for a period of six months '
without a single accident of any kind is
the rceord recently achieved by 62 per
cent of the cars in a statewide contest
for commercial vehicles in Massachus­etts.
A total of 13,357 vehicles competed.
These cars experienced only 4.438 acci­dents
during 18,812,944 hours of opera­tion.
Of these accidents, only 472 in­volved
personal injuries.
The number of individual cars which
operated for the entire contest without
an accident was 8,919 or 66 per cent.
Page Sixteen A RTZON A HIGHW A.:.:Y:::S============J=A:::N::::U:::A=:R=:y:::,=1:::9:=31
Secretary Hyde Apportions
Emergency Road Funds
Secretary Hyde, on December 23 ap­portioned
to the States 580,000,000 for
immediate use in Federal aid road con­struction,
as provided in the act approv­C'd
December 20, providing for emerg­e:--
c'; cOl'struction to in ~reas~ employ­ment.
Ar portionment was also made of
53 .000,COO for the building of roads on
public lands, to be admini, tered by
agreement, either by t:he States or by
t~e Bureau' of Public Roads.
ACO')l'ding to the provisions of the
emergency legislation, these funds are
to be u~ed by the States in p;ace of
State fu nds to match regular F ederal­aid
funds previou sly authorized and ap­portioned.
On 1 o\:emb?r 30 the F ed2ra!­aid
funds avai lable to the States for new
projects amounted to $155,383,877. Sinc2
each State had to its credit an amount
at least equal to the sum now made
a.va ilahle, it wi ll be possible to spend
8160,000,000 in road work without pro­viding
any money from State sources.
The Federal Government is now pre­pared
to advance the full cost of pro­ject
s submitted under the emergency
iegi slation . . The sums advanced to the
States from the S80.000,000 appropria­tion
are to be reimbursed to the Fed­eral
Government over a period of five
years, commencing with the fi scal year
] 933, by making ded uctions fr om the
regular apportionments of future Fed­eral-
aid authorizations.
The amounts advanced will be limited
to the sums actually paid for work per­formed
under new contracts for the con­struction
of Federal-aid roads before
September 1, 1931. No part of the
emergency employment relief funds will
be available for projects in which con­vict
labor is used.
Should any State fail to claim any
part of its allotment, the President may
reapportion the unclaimed funds to
States capable of using them prior to
September 1.
The Bureau of Public Roads of the
Depa.rtment of Agriculture has advised
its field organization to be prepared to
exredite all emergency projects.
The apportionments fo llow:
State Sum Apportioned
Alabama.. .. .. ............ $ 1,698,645
Arizona ................ 1,170,481
Arkansas 1,388,157
California 3 108,233
Colorado.... 1,507,832
Connecticut... .. ............... 5120,491
Delaware........... .. ...... .. ........ 400',000
F10ridu ....................... 1,086,438
Georgia ...................... 2,077,996
Idaho . ... ...................... 1,008,0:35
Illi nois ....................................... 3,400,1l(j
Indiana ........................... 2,045,929
Iowa . ....................................... 2,116,369
Karlsas ................................. 2,192,3011
Kentucky.................................... 1,504,715
r ouisiana..... .............................. 1,147,927
M('3. ine.. 715,799
M\ 'ryland .. ................................. 678,752
Mamachusetts ............... 1,141,460
Michigan ........................... 2,521,382
Minnesota .. ............... 2,249,993
Mississippi...... ........................... 1,434,736
Missouri ......................... .... ....... 2,526,823
Montana .................................... 1,671,930
Nebraska .................................. 1,708,031
Nevada ...................................... 1,049,638
New Hampshire .................... ..
lew Jersey ............................. .
New Mexico .......................... .
New York. ................................ .
North 'Caroline ...................... ..
North Dakota ....................... ..
Ohio ......................................... ..
Oklahoma ................................. .
Oregon .................................... ..
Pennsylvania ................. .
Rhode Island, ......................... ..
South Carolina
South Dakota .
Tennessee
Texas .............................. ..
Utah .................. ... .... .
\'ermont ............ .
Virginia ................... .
Washington ......................... ..
West Virginia ................... ..
Wisconsin
Wyoming
Hawaii
400,000
1,107,807
1,303,288
4;050,566
1,926,775
1,298,532
2,998,538
1,926,351
1,320,287
3,512,943
400,000
1,114,636
1,337,973
1,741,882
5,088,080
926,5 'U
400,000
1,505,502
1,270,93:{
875384
1,992,410
1,029,383
400,000
TotaL. .... .. ..... $80,000,000
A 1)1)0I't1'onm ent of 53,000,000 fo1' Road,;
on Public Lands
State Sum Apportioned
Arizona ................ .
California .. .. ... .. ........ .
Colorado
Idaho .............................. ..
Montana .............. .
Nevada ................ .. .. ..
New Mexico , .......... ..
Oklahoma ...... ..
......... S 418,438
231,782
130,857
175,199
165,355
591,898
258,091
Oregon ...................................... .
26,853
194,357
South Dakota ................ ..
Utah .............................. ..
66,048 '
328,338
Washington ................................ 55,445
Wyoming ................ ................. .. 282,339
*Total .......................... $2,925,000
*$75,000 deducted for administering the
funds.
Scenery-Marring Bill-Boards
(Continued from page 10)
advertisers. The boards were ,down inside of a
month.
pressure brought 'OTl the advertiser. One oil com­pany
in England recently published a full page ad­vertisement,
depicting a lovely bit of English
countryside over the caption "This Company Does
Not Advertise in Places Like This."
At least one summer cobny in the United
States has started an ideal program against scenery
defacing signs. Half a dozen bill boards were
erected on the short side road leading from the
:nain highway to ,this summer settlement. The res­idents
met and agreed thatl they would never p.ur­chase
any of the articles thus advertised on their
road, and sent a copy of the resolution to all the
There is too great a tendency to cry "There
ought to be a.law against it." Law against this par­ticular
evil is not ,needed. ' All that is required is
to convince the advertisers that such publicity is
InJUrIOUS to their products, and it will promptly
end.
Our front cover page this month is an unusual
picture of the Mission of San Xavier del Bac. The
clear detail in fore and backgrounds and the de­parture
from the conventional renders this photo
unique in studies of the Mission. All photos in this
issue are from the Al Buehman Studio in Tucson.
JANUARY, 1931 ARIZONA HIGHWAYS Page Seventeen
Easier Installation
Greater Efficiency
Longer Service
That's Why Wise
Buyers Select
Armco Perforated Pipe
Because of its light weight, Armco perforated coru­gated
pipe is easily transported and rapidly installed
with minimum costs for labor and freight.
A base of purest commercial iron, with a 2 oz. coating
of high-grade zinc galvaniz'ng, makes Armco Per­forated
Pipe las+ing. Its 25-year s2rvice record-in
Nature's own laboratory undergro'lnd-sbnds alone
in the f teld of cO:'rugated pi:-:;e. This proved p?r£orm­ance
is your guarantee.
Long sections securely io:ned w:th strong and durable
. Armco iron band couplers result in cOYltinuity and
m3..X imum c'ra:nage efficiency. The intake of solids
l::eing minimized by the size of the perforations,
Armco perfora~ ed p'pe remains effcient for long P3-
dods without attention .
Write for Fr'ces and Fu'j PcrJculars.
W"estern Metal ·Manufacturing CO. Cali;ornia Corrugated Culvert CO .
EL PASO, TEXAS LOS A~GELE!-' WEST RERKELEY. CALIF.
Can' of Vic Huusholder, D:st. Sa l{'s Mgr.
1:330 E. Rrill St reet, Phoenix, Arizona
D:stributors of Page Hi-Way Guard, "The Life-Line of the Highways"
Page Eighteen
Quick Action Needed
Only 12 States require all automobile
drivers to pass tests before they are li­censed,
and in 12 other States ·anyone,
however incompetent, may operate a car,
according to Dr. Julius Klein of the De­partment
of Commerce.
"In t he absence of a driver's license
law," he states, "any or all of these po­tential
killers and wreckers can be let
loose with the untmost freedom a~d im­punity
upon the roads of the commun­ity.'
Statistics show that the accident rate,
in pl"Qportion to the number of automo­biles
registered, has increased much
more rapidly in States where examina­tions
of drivers are not required than in
States where they are required.
Even if all the 48 States had strict
eX2/Jl1inations for drivers the accident
problem would not be solved. But it is
the conselllSus of much expert opinion
that nation-wide laws which will force
potential drivers to learn how to drive,
are the 'greatest single need. The fact
that last year 31,000 people were killed
by automobiles should cause a demand
for quick action in every State.
HIGHWAY OFFICIALS
AIDING PRESIDENT
Measures Beinm Drawn to Assist States
in Speeding Up Road Work.
Washington, D. C.-State highway of­ficials
are moving with all possible
speed toward opening the way for great­ly
enlarged forces in highway construc­tion,
not only as a means of providing
more employment for labor, but as an
economic factor in the permanent ex­pansion
of the country's highway trans­portation
facilities.
The plan of advancing Federal funds
to those states which are not in posi­tion
to meet their share of increased
Federal aid appropriation at this time,
will reach Congress 'soon after it con­venes.
Already several members of
Congress are drawing up measures to
meet the situation, and owing to the urg­ency
as an unemployment relief meas­ure,
little if any delay is expected in leg­islative
consideration, and especially so
since President HooveI"l's Emergency
Committee for Unemployment is square­ly
,behind officials in their plans for an
expanded Federal and state road build­ing
program.
"At no time in our country's history,"
says H. H. Blood of Utah, President of
ARIZONA IDGHW AYS
the American Association of State High­way
Officials, "have we had such an
opportunity to spend public money so
wisely .and so well. More roads are need­ed
for one thing, and unemployed men
need work. The· basic principles of the
Federal highway legislation under which
road construction is being advanced
have been demonstrated over a long
period, and experience has proven the
Federal aid plan to be an effective and
sound method of cooj>eration between
the Federal government and the sevel<al
states."
Mr. Blood is now in Washington for
the specific purpose of aiding in work­ing
out the new road building' program.
"We are in full accord with the Pres­ident's
emergency committee in the fur·
therance of three types of road pro­jects,'"
said Mr. Blood. "These projects
are the widening and improvement of
main highways leading into cities, and
the building of new ones where needed;
the building of by-pass roads to enable
motorists to paSIS cities without enter­ing'
them; and the general extension of
the Federal and state road building pro­gram.
"There will be no cutting of red tape,"
Mr. Blood said further, "if by that is
meant aJ disregard of the safeguards
which have been so wisely placed by
Congress around t he operation of the
Federal aid in road building. All pro­jects
must go through the regular pro­ceedure
of making proper surveys and
presentation for final approval by the
U. S. Bureau of Public Roads before la­bor
can be placed on the job.
"The only short cut that can be: made
rests with Gongress. If fUl}ds are ad­vanced,
to be used by the states in
matching Federal aid appropriations,
and this can be done with the utmost de­gree
of safety, then vast possibilities
will be opened up not only for the im­mediate
employment of labor, but for
the general good of the people every­where."
TUCSON-ROMANCE LAND OF
SOUTHERN ARIZONA
(Continued from page nine).
House," is the name gven the prehis­toric
ruin located 70 miles northeast of
Tucson, near mIorence, on the Bankhead
highway. Just when it was built re­mains
unknown, but historians a.gree
that it was old long before Columbus
discovered America. Massive walls bf
a peculiar kind of "caliche" make up the
house, which was constructed in the flat
valley under tremendous handicaps.
JANUARY, 1931
Four of its five stories were standing
when it was discovered in 1540. Four
large buildings and four clan houses are
also parij of the ruins. They have been
ascribed to the Aztecs, but no definite
data has b'een found to prove I the iden­tity
of the forgotten race of builders.
The watch tower of Casa Grande is
estimated 'to have been 39 feet high.
The walls are several feet thick. Finger
rings, bracelets, pottery, basket remains,
al"l"Qwheads, stone axes, corn grinders,
stone idols and a variety of other obects
have been unearthed in the ruins.
Rafter1\ for the Big .House were car­ried
80 miles from the mountains, and
several thousand cords of wood were
similarly brought to the structure. It
is estimated that it would require 1,500
baskets of mud to raise the walls one
foot.
Of more recent construction is anoth­er
point of historical interest, Old Fort
Lowell. It is seven miles east and north
of Tucson, and was built during the
days when the U. S. government sta­tioned
troops in the southwe,st to pre­serve
peace and quiet which certain
tribes of Indians were intent upon dis­turbing.
Fort Lowell was established in
1862 and temporarily abandoned two
yeaJ's later. It was reoccupied in 1865
and the following year made a perma­nent
post. For a number of years the
fort was located in what is now the cen­ter
of Tucson. It was moved to its pres­ent
location in 1873, and buildings erect­ed
for four companies. From its walls,
troops rushed to quell Indian disturb­ances,
and when fin ally the red men
were subdued and the need for troops
on active duty passed, the fort was
abandoned and allowed to disintegrate.
At the present time, however, there is
a movement under way to secure the
land and have the ruins placed under
the direction of the Arizona State Mu­seum,
so that what now remains can be
preserved.
Further on to the southeast, along U.
S. Highway 80, is Tombstone, ghost city
of the early roarin' days, about which
many stories are being revived by na­tionally
known novelists. Further on is
Bisbee, great mining city, and Douglas,
site; of the smelters.
But out of this romanceland is grow­ing
.1i modern world. Smooth highways
pierce the vastness of the "desert," and
above the trail of the ox-cart and mule
teams purr tri-motored paslsenger
planes. Much of the historic splendor
of the southwest has been lost, but
enough ,'remains to l ilU8 the traveler
to this old-new country, Southern Ari­zona.
JANUARY, 1931 ARIZONA HIGHWAYS Page Nineteen
ANNOUNCING!
A NEW NAME
FOR AN OLD BUSINESS
RONST ADT HARDWARE
and MACHINERY CO.
Formerly
The F. Ronstadt Company
"Pioneers in Good Merchandise"
OVER 40 YEARS IN ARIZONA
HARDW ARE - RADIO
ROAD, FARM & PUMPING MACHINERY
MOTOR TRUCKS & TRACTORS
311 So. 4th Ave. 6th & Broadway
Phoenix -- Arizona -- Tucson
T. L. SMITH 27-E
Paver
Easy, one-man control puts all the
volume through the drum that
mixing period makes possible-and
it's a rugged, stalwart unit that
means low maintenance and long
service!
And now, behind it IS N. E. C.
Service!
Pratt-Gilbert Hardware Co.
Sev€nth and Grant Streets
PHOENIX, ARIZONA
Stop! Look! Listen!
EXPLOSIVES
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Pow­der,
Co a I Powder, Timberite,
Blasting Caps, Fuse, Electric
Detonators.
Write for quotations on Car Lots
or Ton Lots f.o.b. your railroad
station.
Apache Powder Company
Sales Department,
Drawer 218, Benson, Arizona
The America.n Steel Scraper Co.
FRESNOS
Both Light and Heavy Pattern
DRAG SCRAPERS
WHEEL BARROWS
NONE BETTER
a nd the prices are right
The
O. S. Stapley Company
Wholesale Distributors
Phoenix Arizona
Page Twenty
CIVILIZATION FOLLOWS
THE ROAD
(Continued from page six).
raising road funds at the height of its
popularity, when a perfect flood of turn­pike
acts were palssed by Parliament.
Something like 1100 turnpike trusts
were in existence throughout the king­dom,
but excessive overhead seems to
have had a discouraging effect upon the
system, as the cost of collecting the
tolls often equalled the income, leaving
not'hing for maintenance. In 1871 the
census showed that in England and Scot­land
5000 persons were engaged in col­lecting
tolls. In 1878 Parliament passed
an act aboli'Shing tolls in England. As
a result no improvement over the old
roads was evidenced in England and no
advance was made until the time of
Macadam and Telford, to whom England
is indebted for her present admirable
system of roads.
The first inhabitants of this country
were too fully occupied in subduing the
wilderness, establishing homes, operat­ing
farms to provide the necessities of
life and setting up the framework of a
government to give much attention to
the conveniences, and comforts of trans­portation.
Hence their roads were of the
crudest and poorest sort. As the coun­try
grew in wealth and population the
dispersion of the people over a large
adea in their search for desirable locali­ties
for residences and the excellence of
the railroad systems and waterways aug­mented
their indifference to the condi­tion
of their highways.
The first toll r>oiad in the United
States was the Lancaster Pike between
Philadelphia and Lancaster, Pennsyl­vania,
a distance of 62~ miles, the con­struction
of which was authorized in
1792. The turnpike improvement ex­panded
rapidly until in 1828 there were
3110 miles of turnpikes in Pennsylvania
alone. In New York and the New Eng-
ARIZONA HIGHWAYS
land states over 317 turnpikes had been
chartered by 1811, having a combined
length of 4500 miles. With the intro­duction
of the railroad interest in turn­pike
building ceased and today we know
of no road on which toll is collected on
prussing traffic.
Time has, brought about few changes
as marvelous as those resulting from the
automobile. The transition from the
rutted rural highway of a quarter of a
century , ago to the transcontinental
highway of today belongs to the history
of the motor age, although the early
years of the motor promised little in
the way of overland travel. Indeed it
was many years before we dared' travel
far from home, lest we be ignominiously
hauled back by the long-suffering horse.
There were less than 25,000 automo­biles
in this country 25 years ago, while
today there are more than 26,000,000.
There were 155,000 miles of improved
road a quarter of a century ago, of
which but 144 miles h 2d a high type of
surface. Today there are more than
600,000 miles of improved highway and
another 500,000 miles of usable dirt
road. Last year t his country spent on
the building and maintenance of high­ways
$1,300,000,000, and from present
indications $1,600,000,000 have been ex­pended
during the year 1930. 'While
European countries today may lead in
mileage of surfaced roads, due to the
old Roman roads, the United Sta1les
leads in road improvement and con­struction
activity.
Roads alre the greatest si ngle factor
in producing national wealth. The coun­tries
and sections with the best roads
are the richest. Money doesn't make
roads so much as roads make money.
The improved highway is changing the
social and economic life of this coun­try,
bringing people of all sections into
closer contact 2nd developing a broader
nationalism,-the greatest factor in the
development of national prosperity.
JANUARY, 1931
Many Forest Roads
More than ten million dollars were
spent on construction of roads and
trails in the 149. national forests of ,the
United States during the past fiscal
year. This construction included 1,726
miles of roads and 6,175 miles , of trails,
according to a report received from S.B.
Show, district forester of the U. S. For­est
Service. Of the amount spent on the
work during the year, $8,883,595 was
federa l funds and S1,472,577 coopera­tive
funds.
The estimated expenditure still re­quirer
to complete all road and trail
work in the national forests is more
than $232,000,000, including construc­tion
of forest highways, or first-class
roads forming part of state or county
highway system, 2nd forest development,
or secondary roads. The Forest Service
has spent S111,179,871 to date on roads
and trails.
When completed there wiII be 16,020
miles of fore t highways, 51,703 miles
of secondary roads, and 149,768 miles
of trails.
Beneath the spreading chestnut tree
The smith works like the deuce,
For now he's selling gasoline,
Hot dogs and orange juice.
HULSE & DICK
.!fe~ Products
YUMA, ARIZONA
It's our pleasure to please
our customers
24 HOUR STORAGE
A "omplcu 1110 Gr"n".
.. nU 0' th. p"rol ... m
1..........,-PrIHl""ars­IIc,
fncrs- H"rh".rs.
P.trole .. m Pro .... "'s
arc """11,,.,. thro",h·
out the ..... thw.st.
JANUARY, 1931
ARIZONA'S SHARING IN AID
HINGES ON LEGISLATURE
(Continued from page four).
jects under ths new schedule, in connec­tion
with other Federal Aid projects
and funds. In order to do this, first, it
was necessary to list all contracts now
in existence, estimating the monthly
payments upon each individual project,
the monthly receipts from each project
as Federal Aid, ext-end these month by
month until the estimated completion of
the job. Second, estimate both as to
time of starting and completion, amount
of money to be paid out by the state and
the amount of Federal Aid , and when
it would be received by the state, by vir­tue
of the completion and performance
of the projects yet to be done under the
current budget. This required, however,
a modification in the schedule of work
for the remainder of this budget and re­quired
a marked advance in the time
when these projects would be started.
Third, it was then necessary to assume
a :schedule of new projects, taking inte
consideration the time it would take to
complete the plans, specifications and
estimates, approvall of the Bureau of
Public Roads, and the time of comple­tion
of the construction. These also had
to be analyzed, project by project,
ARIZONA IDGHWAYS
month by month, so as to estimate the
payment and receipt from the federal
government. In making these analyses
it was necessary to' pro-rate part of the­federal
aid upon a one hundred per cent
basis, part upon a twenty-five per cent
basis until July 1, 1931, and the total
amount of federal aid to be earned up
to that time from the regular 1932 fund,
and from then on estimating upon a
hundred per cent basis until its com­pletion.
When we refer to one hun­dred
per cent, that is the construc­tion
cost alone. It does not include sur­vcyt;,
right-of-way, offiCe work upon
plans, etc. The average cost to the state
for this item is approximately five per
cent more than the basis upon which the
government repays the state after the
location surveys have been completed.
After these schedules were finished
these month by month totals ilhen must
be 'added, the monthly operation costs
of the department, maintenance of ,high­ways
and work that must be done other
than upon the 7% system. Then analyze
the payments and receipts month by
month as a total.
The .receipts of the Arizona Highway
Department accrue to the department
month by month, gasoline tax, property
tax, motor vehicle fees and Federal Aid
as earned. The tax levy of one mill up-
Page Twenty-one
on the dollar produces approximat-ely
$721,000 a year to the department·
which is paid at the time the levy is
made in August, and is the only fund
that is paid into the state treasury to
the credit of tihe state highway depart­ment
in a lump sum for the year. Due
to the fact that this department has
speeded up its work this fiscal year, an­ticipating
the possibility of some form
of emergency legislation, and also to re­lieve
as much of the unemployment as
it WalS financially possible for the de­partment
to do, all of the state highway
funds received as of December 31 have
been entirely used up. This is normal
as the construction and obher work of
the department for this fiscal year was
slightly more than fifty per cent com­pleted
at the half of the fiscal year.
Therefore, the work of the fi,scal year
to date is in accord with the funds for
the fiscal year. Consequently there was
no cash balance of any size in the state
highway fund as of January 1, that
could be consideff~d in meeting this
emergency program. The only money
now available to the state is the current
revenues and Federal Aid to be earned
and coming in frol11\ month to month.
After making an analysis of both ,ex­penditures
that must be made in order
to carry out the work as provided for
W ARREN
PRODUCTS
W ARRENITE-BITULITHIC PAVEMENT
. PENOLITHIC PAVEMENT,
ASBESTOPHALT PAVEMENT
There is a Warren Pavement Product for every traffic need:
CITY STREETS
HIGHWAYS
BRIDGES
AIRPORTS
Built with the knowledge gained by Warren Brothers Company during 30 years of specializ­ing
in street and highway construction.
There are scores of good Warren Pavements which have been in service for 20 years and more
-a record which cannot be approached in volume by any other pavement type. Illustrated pamph­lets
will be sent ur-on request.
Paving Development & Sales Co.
Phone 38413 525 Lahn Bld~.
PHOENIX ARIZONA
Page Twenty-two
under the emergency program and to
be completed within the time limit pro­r;
osed by that act and the receipts that
wiII accrue within this time, it was
found that the state must have approx­il11.-,
tely one million dollars to augment
the revenues that will accrue during the
remainder of this fiscal year to carry
on this program. A large part of this
r.mount must be made available within
the first two months of the program, as
during that period no Federal Aid will
be earned except ur;on projects under
contract at thiS! time.
It will be necessary tJ begin immedi­ately
to increase the number of projects
under construction to complete this pro­gram
within the tim2 limit required. Th ~
payments for construction and foe the
othe.; operations of the department will
b~ in excess of the receipts as now pro­\
ided during the second month of the
program.
If the legislature makes it possible
for this program to be put into effect
the expenditures r;er month for the com­ing
s ix months will run from six hun­dred
thou sand for the first month to a
maximum of one million two hundred
thousand dollars in a single month, The
receipts during that time will run from
approximately fOUl' hundred thousand
dollal's to seven hundred thousand dol­lars
a month. Therefore it is very evi­dent
that there will be a diffe rence be­tween
these two sums that must be mad.)
up from sources in addition to those now
provided.
Planll /0)' Additioll(li Financin[)
After making a thorough study of ex­penditures
and the receipts that may
accrue by virtue of these expend itures
such as federal aid, the receipts of the
regut:~· sources as provided by the stat'2
and the possibi,Jity of additional receipts,
it is proposed the legislature make a
special appropriation of $650,000 to be
reimbursed to the general fund of the
state from the one mill levy that is now
provided and wiII accrue to the depart­ment
in August, 1931. Th~s special ap­propriation
would be merely ~,n advance
upon the one mill levy that is to accrue
to the state within the ~ext fiscal year,
and in addition to this advance of the
next year's one miB levy, propose that
they place .an additional one cent upon
the gas tax to make up the difference
ARIZONA HIGHWAYS
between the $650,000 advance and tJhe
approximate one million dollars that wiII
be required to finance this program
through the remainder of this f iscal
year.
Upon the completion of the project.,
as provided for in the new schedule for
the emergency program, in the event
that the legislature makes it possible
for this program to go through, there
wiII accrue to the state in federal aid
earned upon this work, and which will
come into the state treasury from July
on through unt:il probably December, ap­proximately
$1,500,000 which may be
applied on the next fiscal year's high­way
program.
The additional one cent of the gas tax
would provide fifty thousand dollars a
month for the five months' period be­tween
February 1 and July 1, or $250,-
000 added to the $650,000 will give the
state highway fund approximately $900,­OOC
additional during this time.
As the department can easily catTy
over a hundred thousand dollars for the
month of June to be payable after July
1, the necessary million dollars would b ~
accounted for.
There is one thing that must be borne
in mind in connection with this addi­tional
one cent gas tax, and bhe r.dvance­ment
of next year's Federal Aid work
into this coming eight months for the
purpose of aiding the unemployed, that
is, that the highway fund for the next
fi cal year will not have the federal aid,
except in uncompleted and carried-over
projects upon the program now being
discussed. Therefore, the construction
progl':.m for the next fiscal year will be
materially reduced over that of bhe past
two years, and will need to be helped by
the additional one cent gas tax if this is
put in force, and it should remain in
force at least through the coming two
years.
Time Is Essence of P1'ogram
In the consideration of this program,
with the limitations of time placed upon
it, a nd the urgency of getting the work
under way, to make it benefici311 in the
unemployment situation, it is urgent
this program start at the earliest pos­sible
moment. For the past six months
the writer has anticipated that some
program would be initiated by the com­ing
congress, and we have prepared as
JANUARY, 1931
much of the preliminary work as could
be financed and physically taken care
of with a normal force, and carryon
the regular work at the same time.
The preliminary preparations m,~ ke it
now possible for the department to
physically take care of this program,
provided, and only provided, that the
necessary legislation is enacted in bhe
early days of this session of the legis­lature,
as the federal law provides that
only such money as has been paid out
for work done prior to September 1,
1 D31, may be reimbursable under the
emergency appropriation. Therefore,
there is only slightly over six months
actual working time from February 1
to start and complete six million dollars
of construction work. Some part of that
time must be consumed in preparing
plans, estimates, specifications, check­ing
and approval by the Bureau of Pub­lic
Roads, obtaining right-of-way, caIl­ing
for bids, awarding the contract and
time for the contractor getting on the
work and getting under way. The Bu­re.
·lu of Public Roads is willing and
ready to cooperate with the state to the
fullest extent to aid in carrying th rough
--- - ---
-also btJ m a ntJ counties
and cities within
these states
Sll'asid~ GiU Compauuy
inCORPORATED 1898
SUMM£.RLAnD.
Ben·D. Cooley
Commerci al Photographer
Pbone 23342
l~~'h N. 1st Ave. Pboenix. Ariz
"A~I .ZONAts GR.EATEST COMME'P...CIAL' ·. ·PR.INTING PLANT".
~ THEMANUFACTURIN6 .STATIONERS INC JE.
, ·. P·HbE NIX AI\.I'Z.ONA . \
JANUARY, 1931
this program. But they, like the de­partment,
cannot make definite arrange­ments
to proceed upon this program un­til
such time as it is definitely known
that the money is available, as neither
they nor this dep~.rtment can make ex­penditures
until the necessary funds are
provided. Every day the program is de­layed
means the possibility that so much
work will not be completed within the
required time. It is therefore hoped that
the legislature may see the urgent nec­essity
for early action and take action,
at least upon this legislat::on, at the
earliest possible time, thereby permit­ting
the state to start in upon this pro­gram
that it may have some opportun­ity
of completing the work wibhin the
time required, so the state may be fully
reimbursed for the expenditures they
may make from the "Emergency ,od.­vance
funds."
NOTICE TO CONTRACTORS
TUCSON-NOGALES HIGHWAY
F.A.P. Nos. 25-A, 25-B, 75, 86-B 86-G
Bids to be opened January 20, 1931.
Sealed bids for the construction of
the above named highways wiII be re­ceived
until 2:00 P. M. on the above
date, and then publicly opened and read
at the office of the Arizoll.-l 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, Tucson-Nogales Highway, F.
A. Projects, 25-A, 25-B, 5, 86-B & 86-
G," and MUST CLEARLY SHOW THE
NAME OF THE BIDDER ON THE
OUTSIDE OF THE ENVELOPE.
The work, which is considered all one
project, begins at the end of the Oiled
Surfacing, approximately twenty-two
and; one-h,df (22.5) miles south of Tuc­son,
extends South approximately ten
(10) miles to the Santa Cruz County
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
ARIZONA HIGHWAYS
Line, consists of the Grading and Drain­ing
of the Roadway, the p,lacing of Sub­grade
Stabilizer, and t he construction of
several Concrete Bridges, and is to be
completed ,on or before August 31st ,
1931. The work on 86-B shall be done
and completed prior to other work in
the Contract.
Approximate Q'uanti ties
(All Projects Combined-
154 Sq. Clear ,and Grub
41,450 C. Y. Excav. Road.
8,300 C. Y. Excav. Drainage
1,350 C. Y. Excav. Struct.
125,500 C. Y. Exchv. Borrow
77,850 Sta. Yd. Overhaul
7,200 C. Y. Subgrade Stab.
l r;,OOO C. Y. Mi. Subgrade Stab. Haul
Removing 14\ Old Structures
965 C. Y. Concrete
45,680 Lbs. Rein. Stee l
702 Lin. Ft. 24" C.M.P.
198 Lin. Ft. 30" C.M.P.
428 Lin. Ft. 36" C.M.P.
11,600 Lin. Ft. Cable Road Guard
1,400 Lin. Ft. Bank Protection
D,800 Lin. Ft. Reconst. Fences
52,000 Lin. Ft. New Line Fence
5,200 Lin. Ft. Reconst. Guard Fence
St?'lIctll}'CS Ove)' 20' Clea'}' Span
l,570 C. Y. Excav. Struct.
300 C. Y. Exe'V. Dl'aina'ge'
1,460 C. Y. Concrete
1 OD ,600 Lb. Rein. Steel
8 Rocker Bridge Seats
8 Plate Bridge Seats
and other incidental items.
No contractor shall be eligible to sub­mit
a b:d until his attested statements,
macle on forms supplied by the Arizon:l
II ighway Department, of financia l 1";­sources
and construction experience amI
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 whose
statements show sufficient financial re­sourC€
s and construction experience and
Page Twenty-three
equipment to properly construct the
work.
All b' (I S shall be accompanied by an
ur.endorsed, certified or cashier's check
only, of not less than five (5) 'Jer cent
of the gross amount of the bid payable
to the SI ate Treasurer of Arizona.
The r ight is reserved as the interest
of the Sbte Highway Commission may
r quire, to reject any and all bids, to
waive any informalities in bids r eceiv­e,
I, a'ld to accept or reject any items of
any hd unless such bid is qualified by
, pe ~ifi c limitations.
S TAN D A RD SPECIFICATIONS­r;
opies 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 ($10.00) Dollars. Deposit
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Ar izona
ENGINEERS AND CONTRACTORS
Will Find Value in
the Pages of
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
ARIZONA HIGHWAYS
Price lOc per copy-$l.OO per year
On sale at Newstands
Advertising rates sent on
application Vic Hanny Co.
36-42 N. Centra l Twin Fronts Phoenix
Twenty-four
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 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
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 Contr act.
W. W. LANE,
Phoenix, Arizona.
January 9th, 1931.
State Engineer.
NOTICE TO CONTRACTORS
YUMA-WELLTON HIGHWAY,
F.A.P. 26, 2nd REO. (OIL)
Bids to be Opened January 21, 1931.
FLORENCE-TUCSON HIGHWAY
F.A.P. 94-G (OIL)
Bids to be Opened January 28, 1931.
Se!l'led bids for the Oil Processing of
the above named Highways will be receiv­ed
until 2 :00 P.M. of 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 tim~ specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Yuma-Wellton HighWlay, F.
A. P. 26, 2nd Reo.," or "State Highway
Contract, Florence-Tucson Highway, F.
A. P. 94-G," as the case may be, and
MUST CLEARLY SHOW THE NAME
OF THE BIDDER ON THE OUTSIDE
OF THE ENVELOPE.
The work on F. A. P. 26, 2nd Reo.,
which begins at the Overpass, ,approxi­mately
t hree-fourths (%,) mile east of
Ligurta and extends easterly about
eight (8) miles, toward Wellton, consists
of the Oil Processing by; t he Road Mix
Method, and is to be completed on or
before April 15th, 1931.
The work on F. A. P. 94-F, which be-
ARIZONA IDGHWAYS
gins approximately one (1) mile north­west
of Rillito and extends about fif­teen
and one-half (15,5) miles toward
Tucson, consists of the Oil Processing
by the Ro~' K.I .Mix Method, and is to be
completed on or before May 1st, 1931.
APPROXIMATE QUANTITIES
F. A. P. 26, 2nd Reo.
91,850 Sq. Yds. Subgrade Preparation
10,200 C. Y. Mineral Aggregate
37,900 C. Y. ~~ Min. Aggregate Haul
2,550 C. Y. Shoulder Material Haul
13,000 C. Y. Mi. Shoulder Mater'l Haul
137,800 Gal. Oil Applied to Road
7.8 Mi. Mix, Lay & Finish
F. A. P. 94-F
181,000 Sq. Yds. Prepairation of
Subgrade or Surface
29,100 C. Y. Mineral Aggregate
91,000) C. Y. M. Min. Aggregate Haul
332,000 Gal. Oil AppHed to Road
15.4 Mi. Mix, Lay & Finish
181,000 Sq. Y ds. Seal Coat.
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 wiD
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 \\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 t he Plans and Pamph­let
may be issued to qualified contract-
J ANUARY, 1931
ECONOMY IN PAVING
It would not be at all surprising to
have the next legislature provide ways
and means for a more rapid extension of
paved roads in the state. The pepple are
beginning more thoroughly to appreci­ate
the economy and convenience of pav­ed
roads and would look with favor upon
any plan that would make this possible.
Those who pay for the trunk highways
will directly or indirectly pay more for
poor roads than they will for good pav­ing.
Incidentally the more miles of pav­ing
the more tourists will come to Ari­zona
and the more money they will con­tribute
to the road funds.
ors 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 Pro·
visions be returned 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
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,
January 7th, 1931.
State Engineer.
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Guard Jo'ence, Fence Stays
1534 Blake St., Denver
Plants at Denver and Pueblo
HEINZE, BOWEN AND HARRINGTON, Inc.
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
EVERYTHING FOR THE OFFICE
228 W. Washingt.on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
Office
Furniture
Added safety:
Colas surfaces are non-skid
•
ASMOOTH, gray-mosaic appearance, easy
riding- yet with a grip that holds fast
rolling tires in wet and skiddy weather. That
is the kind of road you build with Shell's cold
asphalt emulsion, Colas.
And Colas has a decided advantage over
many emulsions. It has a uniform ~~ breaking
point." The emulsion holds during application
until just the right time before it ~~ breaks."
It can be applied at any temperature above
freezing and in any weather except an actual
downpour.
MANUFACTURED BY
SHELL OIL COMPANY
A _plMe Coltu ~ and lite penonal-.lee 0/ SMll
...,pn.er. .. .-ila6le 10 colllnJclo,.. and road o~
U. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
GET ACQUAINTED WITH ARIZONA
,.
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~~. "'-'"--
~" - '~i LEGEND ~ --. ... """ .. ,,_ .
HIGH TYPE-II4PRoVEL ____________ . _......... ~
INTERMEDIATE TYPE-IMPROVED _____ • ••••• , ~ --.
LOW TYPE-IMPROVED CearlhL ______ . iii i i III i i III ~ .. SANT
UNIIAPROVED- C.arthl _____ .. _____ ,
g~~~~RCO~~T~~~T~O~_~_~~A~~_:~- ~~~::~~~:k_ J:l ..........
COUNTY ROADS (cond~ion. not .hownL
U.S ROUTE No. ______________ ===@)==
-------------=:@:=
State Histori<lll
State Capitol, '
ARIZO:-lA HH;HW..\Y DEPARTMENT
CONDITION MAP
01"
STATE H IGHWAY SYSTEM
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