Arizona Highways. March, 1931

              Volume 7
Number 3 March
Highway Departmellt's Taxi-see Page 17
COPJ' Ten Cen
Yearly One Dol14
BETTER
QUICKER
CHEAPER
J
,
I
: " ....
BETTER ARIZONA ROADS
built with "Caterpillar" Tractors
"Caterpillar" Road Machinery
ARIZONA TRACTOR
& EQUIPMENT CO.
240 W. JEFFERSON
a-%ri­PHOENIX,
ARIZ.
P I
OR
o
EL
Maximum capacities
N
E
at lowest costs
The three views
shown in these smal·
ler pictures are of
N o. 40 Pionee r
Screening, Crushing
and Load ing Plant
owned by New
BloomField Special
R oa d District, Ful­ton,
Missouri. This
plant screens,crus hes
and loads in one
operation. Capacity
350 to 500 cubic
E E R
UIPMENT
Above is shown Pion <> er
D u p Ie x Screening, Crushing
and Loading Plant owned by
Schmidt & Hitchcock of
Phoeni x, A riz., and operating
at Piedra, Ariz. This plant
produces large daily capacities.
It has sand rejector. Plant
s c r e e ns , crus hes, loads, and
reje cts sand, all in on<>
operation.
--~.~--
See Pioneer Gravel Equipment
Exhibit at St. LouisRoadShow,
Jan . 12 to 16, inc!. Space AR8.
--~.-
A Pioneer
Distributor
is Near You
yards in ten hours, based on one inch reduction
and 25% oversize. Pioneer 21 -yd. portable
storage bin is included.
--~.-
There are 11 different sizes
of Pioneer Screening, Crush­ing
and Loading Plants, also
::fraglines, conveyors, storage
oi nsandscre~ning equipment. --'- Pioneer Gravel Equipment Manufacturing Co.
Minneapolis 1515 Central Avenue Minnesota
DISTRIBUTOR
NEIL B. McGINNIS
PHOENIX AI&IZONA
Page One
Arizona Highways
March, 1931
TABLE OF CONTENTS
PRESERVATION OF HIGHWAYS DEPENDS ON MAINTENANCE 3
By Harry Dubersteill , Assistallt Maintellance Engin eer.
METHODS OF CURING CONCRETE STUDIED IN TENNESSEE
FLAGSTAFF-FREDONIA HIGHWAY IS LARGEST PROJECT 6
By H. D. Alexander, R esidmt Engin eer.
ENJOY YOUR VACATION-PLAN TO SPEND IT IN ARIZONA
EDITORIAL PAGE ..................._ . ........................ . .._ ..._ . . _ ........ . ...... 10
OIL SURFACING AS PRACTICED IN ARIZONA ................ _. .......... 11
By Geo. B. Shaffer, District Engineer.
CALENDAR OF CIVIC CELEBRA nONS ........................................... . 12
HIGHWAY COMMISSION HAS BUSY MONTH ......................... . 14
By M. C. Hawkins, Secretary.
INDIAN CUSTOMS RETAINED BY ARIZONA TRIBES ............... .15
By Clara Lee Props.
WHAT CONTRACTORS ARE DOING ... ..... ............................ ... . ..... 18
PROJECTS UNDER CONSTRUCTION IN ARIZONA ..... .
ROAD CONDITIONS IN STATE SYSTEM
BUREAU OF PUBLIC ROAD PROJECTS
20
23
24
Page
APACHE POWDER COMPANY ............................................................ 20
ARIZONA TRACTOR & EQUIPMENT CO . ........ ......... ........... Cover
BEN D. COOLEy................................ ..... . ................ ............ 28
CALIFORNIA CORRUGATED CULVERT CO . ................................... 21
GILMORE OIL CO., OF ARIZONA ' ............................ .................. 28
GR OSSO'S ................................................... ...................... _ .. ................. 27
W. & L E. GURLEY ..... _ .......................... ................ ...... ....................... 23
VIC HANNY CO . ...................................... _ ...... _ ...... .. ............. ........ 20
HIENZE, BOWEN & HARRINGTON, INC. ............................................ 28
HULSE & DICK ............................................................ .............................. 24
MANUFACTURING STATIONERS ........................................................ 23
PAVING DEVELOPMENT & SALES CO . ..... ......................................... 22
PHOENIX BLUE PRINT CO . ................................................ .................. 20
PIONEER GRAVEL EQUIPMENT MFG. CO . ........................................ 1
PRATT -GILBER T HARDWARE CO ...... ........ ................... ........... .25
RIO GRA DE OIL COMPANY ....................................... ....................... 24
RONST ADT HARDWARE & MACHINERY CO . ................................ 25
THE O. S. STAPLEY COMPANY ......... ..... ..... ... ............... .............. 25
SEASIDE OIL COMPANY ....................................................................... .23
STANDARD OIL COMPANY OF CALIF . ................................... ........ 2
SHELL OIL COMPANy ................................ ............ _ ........................ 31
THE COLORADO BUILDERS SUPPLY CO . ............................................ 23
UNION OIL CO. . ......................................... ............................................ 19
WESTERN METAL MANUFACTURING CO . .................................... 21
GRADY WATSON, INC . ........................................ .. .......... .................. 25
~ .... ~
TAKE A
ASPHALTIC
TIP ON
CONCRETE
FROM
.~RESNO' S CHRIS JENS'EN
.. . he knows!
H ere in his own letter Chris P . J ensen,
widely known County Surveyor of Fresno County, tells you how durable
Asphaltic Concr ete is "surp assing oth er types of permanent pavement
for smoothness, stabil ity and LOW MAINTENANCE" . Read what Mr.
J en sen says - he knows.
S T AN DARD OIL COMPAN Y OF CALIFORNIA
CALOL
ASPHALT
for best results
ASPHALTIC CO~CRETE ~OIlll·§KID
PA'VEMEIIIIT
WEARS lO~GEST.4T lE.4ST COST
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright 1.931 by ARIZONA HIGHWAYS, All Rights R eserved
VOLUME VII. MARCH,1931. NUMBER 3
Preservation of Highways Depends on Maintenance Crews
By HARRY DUBERSTEIN, Assistant Maintenance Engineer.
I T would be folly to invest millions of
dollars in state highways and then
leave them to decay. The best highway
ever built would soon be impassable if
proper maintenance was denied it. High­ways,
like automobiles, must be oiled,
greased and serviced regularly if they
are to be long lived and render the max­imum
of service. Thus the maintenance
division of the state highway depart­ment
is the largest unit of the depart­ment.
The higher the type of highway con­struction,
the less maintenance is requir­ed,
but the best hard su rfaced roadway
must be carefully patrolled for signs of
wear, the appe,arance of defects and im­mediate
repairs made or the heavy traf­fic
of today would soon seriously injure
it. The shoulders must be carefully
maintained 01' the bed of a hard surfaced
road is endangered equally as much as
that of a poorer surf,aced highway and
the res'ulting damage would be much
great·er.
It is the maintenance department that
must rush to the scene when floods en­danger
the highway. It is the mainte­nance
crews that come to the aid of the
motorists when they are s.topped by
high water in dips. It is up to this divi­sion
to devise detours when necessary
and to help the public across creeks ·and
rivers when bridges fail. Therefore, be-sides
maintaining the state highway sys·
tem it is up to this division to see the
highways are passable and keep the tTaf­fie
flowing.
Drainage Is Big Problem
Drainage is one of the most important
under similar climatic conditions. For
instance, [}lading a section in a sandy or
decomposed granite surface can be done
when the soil is saturated with water,
bub adobe or clay surfaces are difficult
to work.
The above slide on the Apache trail, due to heavy rains. would h,.ve been a dangerous menace to
traffic if maintenance patrolmen had not been on the job to block it off.
problems to proper maintenance. Each
p.atrol section has its own and distinct
problems. Changes in formations and
soil conditions require different methods
Fords or dips, as they ·are known in
Arizona, are, the major means of carry­ing
.water acros·s our highways in most
sections. The reason for this is that the
creeks seldom have water in them and
then only for short periods. But the
maintenance of these dips must be care­fully
maintained. Constant attention
must be given to the header ditches and
dykes that divert the water into the dips,
or those dykes that divert the water
away from the highways into natural
drainage channels, so that they will be
in shape to properly function when
called upon, by keeping the flood waters
off the grade.
Watch Eloy grow. It was well watered by February storms when drainage dips overflowed.
The size of the dips, bridges or cul­verts
in the highways is governed by the
drain,age area tributary to the opening
in the road. Often in this state f lood
waters will effect drainage on a highway
without any storm 'being indicated in
that immediate vicinity. Water from
cloudbursts near the head of a drainage
area will of times reach the highways
Page Four
hours afterward and with the sun
brightly shining in the region where
they affect traffic.
Floods are the chief cause of emerg­ency
highway work and expenditures.
They occur in this state mostly in the
months of July and August, and during
January and February. They are more
severe some years than others and they
are liable to strike any section of our
entire highway system during the rainy
seasons. This means that the mainte­nance
department must be ready to meet
any emergencies at any point. Crews
during these periods abandon all routine
work to devote their time in making the
r$ds ·s.a£e and .pa·. sable. Eight;...hour
days are no longer in effect and each
man is required to. devote all the time
necessary or that he is physically cap­able
of putting in so the highways can
be kept open.
The Highway System
Twenty-five hundred and eighty-eight
miles of state roads are maintained reg­ul,
arly by the Highway Department, sup­ervised
by thirty-three patrol foremen
reporting directly to a district engineer.
Of this . total mileage 227 miles are
paved, 325 miles oil-surfaced and the
balance-2063 miles-gravel surfaced.
The average yearly cost of mainte­nance
on gravel is estimated at $525 pel'
mile, oil surface 8425 pel' mile ·and pave­ment
$375 per mile.
Work on gravel surface consists of
regularly 'blading over each 24 mile sec­tion
every two days, or twelve miles
every day alternating, from a section
camp, extra gangs on shoulders and ex­t'l'a
gang>s on ditches, dykes, bridges anti
drainage.
Work on oil surfaces consists of one or
two men with trucks for patching, extra
gang for shoulders and extra gang for
drainage.
Work on 'pavement consists of a com­pressor
gang cutting joints, hot-pot gang
patching and extra gangs on shoulders
and drainage.
Reshaping shoulders is an important
maintenance work.
ARIZONA HIGHWAYS MARCH, 1931
Widening the should ers on Tempe Highway.
Men employed on maintenance bes ides
the 33 patrol foremen are ninety-eight
blademen or mooor grader men, seven cat
drivers, 81 truck-drivers, 70 Ialborers,
four jack hammer men, two compressor
men, four carpenters and two asphalt
men.
The followinlg important pieces of
equipment are used on all sections: 60
large trucks, 30 small trucks, 50 Power
graders, 60 P. K. graders, 4 loaders, 17
caterplilar tractors, 15 rotary snow­plows,
10 scarifiers, 3 compressors, 33
Foreman pick-Up trucks or coupes.
The ,above list of men and equi'pment
Blading a gravel highway.
does not include work done by state forc­es
on betterment work or emergency
work, which comes under the supervision
of the maintenance department hut is
not inoCluded in regular mai1'\tenance
schedule.
Method.s
District Engineers. The district engi­neer
is directly responsible fOl: mainte­nance
work in his district and all em­ployes
in charge of work directly 00 him.
The detail work is assigned to the a s­sistant
maintenance enlgineer.
Foreman. The maintenance foremen
are in charge of sections. The length of
Distress signals On highways. Dark spots show
where rains have cut the shoulders.
a maintenance section varies to fit local
conditions. All employees on a section
report directly to the maintenance fore­man.
The maint'enance foreman covers
his section every day, and keeps in per­sonal
touch with conditions and gives ad­vice
and direction to those employed in
his section. The maintenance foreman'·s
conduct and efficiency in management
of his men and equipment is of utmost
importance to the department. Eight
hours is the legal working day. Mainte­nance
crews travel to and from wark on
their own time. In emergencies, hours
of work will depend on the emergency
and the foreman will supervise the work
and time.
Accidents. All accidents must be re­ported
on regular forms. Injured em­ployees
.availing themselves of rompen­s~
tion insurance are not ca rried on pay
rolls.
Correspondence. Use of telephone or
telegraph is granted only for matters of
import-ance requiring immediate action.
P ay rolls, requisition s, receiving re­ports,
equipment, rental pay rolls and
miscellaneous reports are made out on
standard forms.
MARCH,1931 ARIZONA HIGHWAYS Page Five
Methods Of Curing Concrete Studied In Tennessee
(The following excerpt is from an artI·
cle prepared by F. J. Jackson, senior en­gineer
of tests, United States Bureau
of Public Roads, and E. W. Bauman, en­gineer
of materials. Tennessee depart­ment
of highways. The full article may
be sedured by those interested in the
January issue of Public Roads, the U. S.
Department of Agri~ulture's J ournal of
highway resear-h, Washington, D. C.)
THE field study of methods of curing
concrete pavements reported herein
was initiated by the Tennessee Depart­ment
of Highways and Public Works for
the purpose of determining the relative
efficiency under service conditions of the
various special curing methods which
have been proposed from time to time as
sub!3titutes for the standard earth and
water method. The department recog­nized
the po~sibility of merit in the~e
special methods, from the standpoint of
effectiveness as well as that of cost. It
possesosed, however, no data as to the ef­ficinecy
of any of them under Tennessee
climatic conditions. A field investiga­tion
was therefore proposed to include
all of the methods of cure to which the
attention of the department had been
called prior to July 1, 1928, as well as
certain additional methods involving the
application of' burlap kept saturated for
various periods up to 96 haul'S with no
other curing.
The United States B'ureau of Public
Roads also being interested in the devel­opment
of additional information rela­tive
to the various methods of curing
concrete pavements, an agreement was
entered into by the Tennessee depart­ment
and the bureau for the cooperative
conduct of the investigation reported
herein.
It was decided to conduct the experi­ment
on a concrete pavement approxi­m.
ately 15 miles in length, to be con­structed
on State Route No. 15, in Fay­ette
County, Tenn., 20 miles east of
Memphis. The location chosen seemed
desirable because of ' the very uniform
~u bgrade condition (a fine silty loam)
along the entire length of the highway.
Weather Bureau records likewise indi­cated
the probability of hot, dry weath­er
during most of the construction sea­son.
An announcement of the coopera­tive
project, including a description of
the plans for conducting it, was carried
in the November, .1928, issue of PUBLIC
ROADS.
Curing Methods Listed
The south side of t he pavement was
cured !by t he various special methods
listed in Table 1. These were applied
successively to sections approximately
1,000 feet in length, usually one day's
run. T,his .. procedure permitted the repe­tition
of most of the curing methods a
number of times and therefore made it
possible to observe their behavior at
various seasons of the year from July to
December.
TABLE 1-
List 0/ curing methods employed.
Methods Employed
Wet burlap applied for 12 hours . _ .
Wet burlap applied for 24 hours ._
Wet burlap applied for 48 hours _.
Wc~ burlap applied for 72 hours
No cure .-_ -.-.-.---.. ----.--.----
Sisalkkraft paper applied for 24 hours
Sodium silicate::
Earth subgr:ade
Tar p:aper on subgradc .
Ca lcium chloride, surface application:
Earth subgradc _
Tar paper on subg rade
Hunt Process :
Earth subgradc -
Tar paper on subgrade
Barber asphalt emulsion (Curc rc lc):
Earth suhgrade ---------­Tar
paper on suhgradc
Headley asphalt emulsion:
Earth !iubgrade ----_ .... -­Tar
paper on subgrade
Tarvia K. P.:
Ea rth subgrade
Tar paper on subg rade
Tarvia B:
Earth subgrade -~ .. --...
Tar paper on subgrade -
Poor earth cure .
Ponding
Calcium chloride admixture:
Earth subgrade -_ .... _ .. - .
Tar paper on subgrade
Total __
Num. Total
ber of length .
cycles feet
2 2,05J
6 1,007
4.319
4 4,1l9
9 7,124
2,96)
2,211
1,897
1.261
4 ,481
, ,668
2,824
4,137
2,760
) 48'
2,)14
1,800
816
1,081
719
J,J IS
2.201
1,063
761
74,148
A sup.plemental agreement was enter­ed
into between the State of Tennessee
and the contractor, the J . B. McCrary
Engineering Corporaltion, of Atl'anta,
Ga., providing for a change in the cross­section
of the slab from the standard
8-6-8 double parabolic section t'O an
8-7-8 section with the dowel bars across
the center joint eliminated. Expansion
joint spacing was increased from 50 to
200 feet and the joint width increased
from %. to 11h inches. It was further
specified that the center stTip stakes
should !be pulled after finishing opera­tions,
so that each half of the pavement
might be free to move without hindrance
from the adjacent section. The contract­or
was relieved of the duty of curing
that portion of the pavement on the
south side of the longitUdinal joint but
was required to cure the other side (the
north side) in accordance w'ith the stan­dard
specifications which were in force
at that time and which provided for the
application of burlap kept wet for 24
hours followed by a 2-inch layer of earth
kept wet for 10 days. The burlap was
dry at the time it was applied to the
pavement and was made wet by subse­quent
sprinkling. The specifications fur­ther
provided that the earth cover re­main
in place for at least 18 days.
Concluding Statement
It is believed that the results of this
investigation justify the following com­ments
relative to the merits of the vari­ous
curing methods as compared with
the standard method of curing with
earth and water, under the conditions
prevailing during the progress of these
tests.
1. Bu1'lap curing. - Results indicate
that the methtod of cure involving the
application of wet burlap for periods
varying from 24 to 96 hours without fur­ther
curing compares quite favorably
with the standard method. No final con­c1Ulsions
can be drawn until additional
tests under more severe weather condi­tions
are made.
2. Sisalkra/t paper. - The rather
meager results indicate that the applica­tion
of Sisalkl'aft paper for periods of
24 to 48 hours without further curing is
a reasonably satisfactory method of cure
as compared with the standard method.
3. Poor earth cw·e.-Indications are
that it is not necessary to keep the earth
saturated \vith water for the entire 10-
day curing period.
4. Sodium silicate.-Indications are
that this method of cure gives results
somewhat less satisfactory than those
given by the standard method.
5. Calcium chloride, s1O,/ace applica­tion.-
This method appears to give re­sults
very nearly as satisfactory as the
standard method. .
6. Calcium chloride admixture.-The
authors feel that the sections on which
the admixture was used are too short to
warrant any conclusion as to the merit
of this mehtod.
7. Bituminous rna;erials. :-'1ndica­tions
are definite that curing with bitu­minous
materials, as used in these tests
is unsatisfactory, ,because,of the marked
evidence of increased t'l'ansverse crack-ing.
8. Tar- paper on sub grade - Results
indicate that nothing is gained by the
use of tart paper on the subgrade.
The Fidgety Ma id
"Sir," said the maid, quite haughtily,
"either take your arm from around my
waist Qr keep it still. I am no ukulele."
Page Six ARIZONA HIGHWAYS MARCH,1931
Flagstaff-Fredonia Highway Contract Is Largest State Project
By H. D. ALEXANDER, Resident Engineer
THE largest highway construction
project in Arizona is officially
known as Federal Aid Project 604-95
B. It consists of grading and drainage
of apPl'Oximately forty miles of U. S.
Highway 89 extending northward from
Cameron towards Lee's Ferry bridge on
the Flagstaff-Fredonia highway. The
project lies wholly within the bounderies
of the Western N'avajo Indian reserva­tion
and consequently is entirely financ­ed
by the federal government.
Highway U. S. 89 is destined to be­come
one of the important north to
south highways of the west and will give
the toul~ist ~ravel of 'the N orthW:est
states access to the wonderland of Ari­zona.
It passes through a country abun­dant
in beautiful scenery and natural
wonders, including the Zion Park of
The portable school house where 25 children
carryon their studies
Utah, the Kailbab forest of Arizona, the
Grand Canyon, Rainbow Lodge, Natural
bridge, the painted desert and petrified
forests.
On the portion of the highway now
building one can find on the broad mesas
beautiful, vari-colored petrified woods.
In the walls of the deep canyons can be
seen the silicified bones and teeth of the
pre-historic Dinosaur, Labryinthodonts
and Pythosaur, the first lung breathing
animals that roamed these regions on£'
hundred and twenty million years ago.
Vivid Hued Sandstones
The road when completed will pass
through country formed mostly of a wide
variety of sandstones which are them­selves
traversed by deep canyons scoured
outtby rainf'all runoff. As the minerals
in the exposed sudaces oxidize, brilliant
colors are produced which form a nat­ural
matrix and present a picture-like
landscape of beautifully vivid hues. A
(top!?tru<;ti<?l1 f~ature, somewhat unique
to the project, is that these sandstones,
which are suitable for the purpose,
largely, replace concrete as a structural
Contractor's General Offices on Project.
material in bridge piers, abutments,
foundations and pipe headwalls.
The climate of the district is semi­arid,
making available water supply one
of the important point·s for considera­tion
in construction methods and costs.
Fortunately, however, underground or
"inter"Strata" flows break through to
the surface at irregular intervals along
the line of the whole project and furnish
adequate supply of water, usually pot­able
and sometimes exceptionally pure.
Enormous pieces of petrified trees are
seen scattered throughout the vicinity
indicating heavy forestration at some
The quarry Qn the project.
earlier period, though at present there is
little or no vegetation. Wood' for fuel
is obtained from the scattering growth
of juniper and a f,air grade of coal can
be had from the government mine near
the Indian School at Tuba City.
Heavy Trucking Required
Except where the contour is broken by
the canyons already mentioned the topo­graphy
of the ·countTY can hardly be
said to be rugged and the slope rises
more or less regularly from an elevation
of 4200 feet above sea level at the begin.
ning of the project to 5900 feet at Cedar
Ridge, the highest point, near the north­erT'!
end, thence declines to the Colorado
River at Lees Ferry. Flagstaff,some 55
miles distant from Cameron, is the -clos­Est
shipping and supply point" so truck­ing
expense becomes one of the major
Engineers' Camp
items in the cost of construction. The
following quantities of mat-erial, which
will have to be handled by truck before
the job is completed, are worthy of not-e:
605,000 Ibs. of structural steel.
281,000 Ibs. of reinforcing steel.
7,800 feet of 24", 30", 36", dia. corru­~
ted metal ·pipe.
30,000 sacks of cement.
Many thousand feet of lumber for
forms, .etc." besides hay and grain for
100 head of stock and the required sup­plies
for .separate camps, with an aggre­gate
population ofl several hundred per­sons.
Portable School House
The contTact, one of the iongest ever
let in one piece by the Department, was
aw,arded last October to Yeater and Da­vis
of El Paso, Texas, who .began work
at t he southern end of the project in
November. Their base camp was then
established ·at the end of the first five
mile section of the road and now consists
of the customary dwelling tents and cab-
MARCH,1931
ins, boarding houses, commissary, gar­ages
and shops. Tthe camp aLso is the
proud ·possessor of a portlllble school
house, probably the only one of its kind
ni the state, which can be,moved without
notice to wherever it is most needed on
the project. This building, designed for
the comfort and convenience of its occu­pants,
is built of tongue and groove lum­bpI'
held together with bolts and i,s equip­ped
with regular school-desks, b~ack­boards
and all modern, up-to-date appli­ances.
It has a capacity of twenty pu­pils
and one teacher and is always filled.
The contractors 'built and maintain the
buildin'g while the county pays the sal­ary
of the teacher. Special attention
was given to safety in laying out the
school grounds ,and ample space provid­ed
to obviate the danger of getting
struck by a passing toxi if one should
by chance, "E'abe Ruth'" the ball out of
the lot. Altogether the camp gives , the
impression of a little city in contrast to
the vast barren surroundings.
Much of the unskilled labor for the
work was recruited from t'he local In­dians
who, with their long black hair,
moccasined feet and silver jewelry set
with turquoise dangling from their em's
and around their necks, make a pleasing
contrast to the ordinary run of camp
laborers. The rest of the camp citizenry
is made up of skinners, truck drivers,
stone masons, mechanics. together with
their families.
For accessibility's 'sake the engineers"
camp was established in a wen protect­ed
and secluded canyon about a mile to
the east of the halfway point of the pro­ject
at what is known as Willow Springs.
This spot, probably due to the high qual­ity
of the water and the fact that wa­tering
places were few and fillr !between,
attracted the early Mormon settlers and
became a stopping place for travelers
throU'gh this country in 1873. The camp
consists of a couple of ca:bins, bunk­houses,
mess hall and an engineering of­fice.
These buildings were designed and
built for their specific purposes in con­nection
with this project, are heated
with Tuba City coal illnd supplied with
water through a new gravity pipe line
from Willow Springs.
Good Progress Repo1·ted
Even though, as already stated" sand­stone
largely replaces concrete in the
construction of the road, there will be
some 2900 cubic yards of class "A" con­crete
used in bridge decks, cappings, etc.
This item alone constitutes approximate­ly
16 per cent of the cost of the project.
Rubble masonry, while composing over
forty-five per cent of the bulk of all
structures combined, accounts for about
ARIZONA HIGHWAYS
15.5 per cent of the total cost of the pro­ject.
The grade itself (cut and fill) 32
per cent; subgrade stabilizer, five per
cent; structural excavation, five per
Showing stone head walls on J 6" drains.
cent; structural steel, eight per cent;
drainage excav'ation, rip-rap and ,corru­gated
metal pipes, 14 per cent, while the
balance of 100 per cent of the cost is
made up of such incidentals as clearing
and grubbing the right-of-way, placing
8,140 feet of cable guard fence, etc. The
total cost of the completed project will
amount to about half a million donars
and will require over 400 days in its
construction. December 31 is the tenta­tive
date of completion.
At the end of the four months that
the work has already ,been under way
the grade has passed the ten mile point
and reached Moencopi Wash, where one
of the largest bridges of the project is
to be built. Here the contr,actors have
already established a subcamp on the
south bank of the stream where a water
supply is available.
Little int-erference with the ,work by
inclement weather has yet been experi­enced
and similar weather conditions are
anticipated.
Arizona Highway .
Engineer Called
to Teheran, Persia
The industrial awakening of Asia
touched the Arizona highway depart­ment
last month when Julius Irion, res­ident
engineer, sailed from New York
on February 16, for Persia. Mr. Irion
had been employed by the highway de­partment
over the last 12 years and it
came as a great surprise to his many as-
Page Seven
sociates when he resigned his connec­tions
and announced that his future ad­dress
would be Teheran.
Persia, like R'ussia and Turkey, .is
feeling the touch of commercialism and
has started the building of a railroad
from the Caspian Sea to the Persian
Gulf, the route over which moso of the
commerce of this great territory has
flowed for the last 2,500 years by means
of carravans. This railroad will be ap­proximately
900 miles long and when it
is considered that all the railroad that
has been built: in Persia heretofore
amounts to only 350 miles, it must be
considered a considerable undertaking.
Mr. Irion stated on his leaving that he
did not know exactly what his connec­tion
with the work would be. He had
been called to the work by F. O. Pease,
assistant chief engineer, with whom Mr.
Irion had worked for a number of years
in the construction of the Southern Pa­cific
de Mexico.
Mr. Irion had been connect-ed with the
Arizona highway department from 1919
to 1923 when he left to take up the work
on the Mexican railroad. He returned
to the department in 1928 in the capac­ity
of a resident engineer. Mr. Irion has
promised us that he will send us an arti­cle
from time to time on the work in
Persia.
U. S. Bureau Recommends
Oil Mix Highways in East
The low-cast bituminous treatments
which Arizona and the Western St:ates
have applied in constructing many of
their principal highways are proving en­tirely
adequate for the climatic and traf­fic
conditions that obtain, says a report
issued by the E'ureau of PU'blic Roads of
the U. S. Department of Agriculture.
The report ·point'S out the advantages
and defects of construction methods in
the past, and descrubes the more recent
methods employed by some of the States.
It is based on inspection of the roads, by
J. T. Pauls, of the Federal bureau,
Prevost Hubbard, of the A'sphalt Insti­tute,
and representatives of State b1gh­way
departments. The types inspected
were the mixed-in-place treatment of
crushed gravel and stone roads, oil-treat"
ment of natural soils, and various sur­face
treatments. The report suggests
that some of the methods, perhaps with
construction details s.;ghtly modified to
meet climatic conditions, might be suit­able
on the large mileage of secondary
roads in the East:, on whieh traffic has
developed to a density approximating
that of t he main roads in the West.
Page Eight ARIZONA HIGHWAYS MARCH, 1931
Enjoy Your Vacation, Plan To Spend It In Arizona
A NTICIPATION, the opportunity of
giving the imagination a chance,
is more than half the pleasure we mor­tals
derive from everything we do. Plan­ning
a, vacation, the tTip we are going
to make, the clothes we are going to
wear, the equipment we are going to
need, the scenes we are going to view,
yes, even planning the things we are go­ing
to eat is a big part of the pleasure
we get from a vacation.
Now is the time t"O start planning the
vacation that you may enjoy it to t.,re
fullest and that you may plan wisely and
assure , yourself no details are overlook­ed
that will make THIS vacation a su­premely
happy one.
Collecti vely speaking there is but one
place to spend your vacation this sum­mer.
That: place is Arizona. There are
a hundred places in Arizona for you to
choose from, if you desire to spend most
of your time in one place, or if you feel
like "hitting the trail" this year, this
state presents a thousand wonders un­matched
and unduplicated for beauty,
pleasure and thrills by any section of the
world.
I t: seems almost fool-ish
to appeal to Ari­zonans
to spend their
vacations in Arizona.
It would seem, with the
greatest vacationland
in the nation at their
own doorstep, there
would be little need) of
urging them to "See
Arizona First:." But
the fact remains, it is
human nature to view
distant fields and think
they look the greenest,
and that millions of
dollars are tal<:en out
of Arizona each year
and wasted on less en­joyable
vacations out
of the state t:han if
they had been kept
workin/!.' in Arizona.
N ev~rthele~s. illlere
still are people who
say, "Well, what shall
I see in Arizona, any­,
way?' And the only
way to answer them is
with "Anything you
want to see. Go any­where
in Arizona, stop
anywhere and look '
around you'll see plenty." Literally,
that is all one needs to do. Just start
out, and keep your eyes open. Nature
will take care of the rest.
What Do You Want ?
Do you want to send' the family away
during the hot weather, to some pleas­ant
place where they can have city
conveniences and people around? Pres­cott,
Fla~staff, Springerville, Nogales,
Bisbee and several other towns can fill
your c1imat:ic and other requirements.
Would the family rather go somewhere
where it is more quiet, more secluded,
more "back to Nature?" There are a
score of pretty lodges and guest ranches
where accommodations are of the best,
but where the kids can be out in the
open all day long. Do you want to go
somewhere and just: rest? Arizona has
neat little resorts ready for you, so
quiet you can be as peaceful as you
want. Do you want to go somewhere
where it is more lively, where there are
more people and more excitement? Ari­zona
has plenty of resorts thatJ are full
of pep, too.
In fact, as we have said before, Ari­zona
can supply any kind of a vacation
~etti ng- you want:. You can camp, you ".
Camping Stenes Near FlagstaH
can rest, you can be alone or in a merry
crowd, you can fish, you can swim, you
can hike, you can boat, you can have
your meals served in bed. You can sleep
out under the cool stars or you can go
to hotels that have entertained European
royalty. You can do anything you want,
any way you want, when you are "See­ing
Arizona."
Scene1'y, Climate, PleasU1'e
That really is the most attractive part
of it. The . scenery is there, all around
you; the climate is there, all around you,
and you can enjoy, both just exactly as
you please. If you want to dress for
dinner every night, you can find places
to do it; if you want to wear the same
pair of khaki pants a month at: a time,
you can do that, too, and no one will
ever pay the slightest attention. A vaca­tion
in Arizona can be as expensive or
as economical, as carefree or as exhil­arating
as anyone may wish.
Tm'il of A Tholl sand Wondel's
And what is there to see? Rathel',
what isn't there? Take a ride up to
Prescott and look around. Magnificent
vistas from the highway; pine forests;
rustic camps; modern hotels. Run north­east
a couple of hours. Guest ranches
MARCH,1931
where you can get real cow-ranch atmo­sphere
with modern bungalow accommo­dations.
Run east to Jerome over a ma­jestic
road and see the mines. Go on to
Camp Verde; there's Montezuma Castle,
maybe the most preserved cliff dwelling
in the country, and mysterious Monte­zuma
Well. And more attractive guest
ranches. Modern? Heavens, yes. One
has an airplane to take you sight seeing!
Run up to Flagstaff by way of Oak
Creek, as colorful a wooded canyon as
you will ever see. St"Op a night at one
ARIZONA HIGHWAYS
of its pretty lodges; perhaps catch your
own trout for breakfast. Or if you'd
rather, run back to Prescott and up to
Ask Fork; to your west, Mohave county
has some picturesque places; to your
east you can reach Flagstaff with a stop
at: pleasant Williams. See the lumber
mills; take a few hikes through the for­ests
and hear the brezee play in the
pines and rustle in the aspens. Go on up
to th~ Grand Canyon; soothe your soul
with its calm immensity; forget your
petty troubles in its colorful grandeur.
"hOI ('-011!.' 0/ tbe SHOU: It-'II/rr strealllS 0/ IIJI'
\'(I/Ji/(' MOllntain s. H ere DIU' may ramp ill the
eool sbade of Ibe l'i.-gin foresl and dille on brook
1'-0111 Ibal bal 'e vel'lI mugbl wilbill 100 yards of
Calli/I. Ll'fl.-MolI 11'=11 ilia 's Caslle, 0 11 (' of Ibe
vesl /!r , serl 'l'd cliff dwellings lI)bere Ibose Ibal like
10 dcl,'e inlo emilirics gOll(' by baue a rich field,
Take the trip down t"O the Colorado; go
up into the famous KaiJbab Forest,
where the Union Pacific has a resort ho­tel
that links Arizona and Utah in a
never-to-be-forgotten prospective trip
north. Take a jaunt east into the Paint­ed
Desert; let the Hopi villages fascinate
you and the ruggedness of the Navajo
county awe you.
GTeat Summer Colony
Go south again. Mormon Lake has as
merry a summer colony as anyone could
hope for. Fish, bathe, boat to your
heart's content. Lake Mary and Stone­man
Lake are nearby. When you get
tired of fishing, tramp out in the woods
and see how your appetite improves,
Keep going south if you like, to the wild­ly
beautiful Tonto B'aSin country that
one Grey ,has made famous, Pine and
Payson, the Tonto Natural Bridge, will
delight you. The Verde Valley is again
P age Nine
within easy reach by the splendid Fos­sil
Creek Highway; south is the Roose­velt
Dam.
Or go back txJ Flagstaff and go east
again. Winsow, Holbrook, the Petrified
Forest, St. Johns, then Springerville,
There the hundreds of square miles of
almost virgin wilderness of the White
Mountains open' before you. Three hun­dred
miles of trout streams, snappy sum­mer
resorts and quiet summer resorts,
riding and hunting, hiking ,and resting,
are yours to enjoy. You can see the
great lumber camp at: McNary; camp in
the largest unbroken virgin pine forest
in the world, far from human eyes.
Southward, there is the famous Coro­nado
Trail through the majestic Blue
Ran,ge to Clifton and points 'llQuth;
from McNary, if you must start home,
there is the Rice-Spl"ingerville Road to
bring you down t"O Globe.
The COI'onado T1'ctil
Take the Coronado Trail, and if you
choose you can follow it down to the bor­der.
The pretty Gila Valley, Safford;
cut south into Cochise. There you have
more excellent 'summer country; tim­hered
mountains, tumbling brooks, guest
ranches and cow ranches.
Rhyolite Park and its "Wonderland of
Roeks" in the Chiricahua National Mon­ument.
Bisbee and its mines; Douglas
and it's smelters-and Agua Prieta right
next door; Tombstone and its thrilling
history. Jaunt over the rolling, winding
road to Patagonia; see more ranches if
you like; visit Nogales.
People who have a capaeity for beau­ty
and a capacity for enjoyment should
take about five summers to do it right,
for only a few of a hundred distinctive
scen ic wonders and distinctive summer
resorts have been mentioned. There are
the Sierra Anchas north of Roosevelt,
for instance; the Huachucas, the Gra­hams,
the Pinals, the Mogollons, and a
dozen other areas that will appeal. Once
you start, you'll never 'be satisfied until
you have 'seen them all.
Let us repeat what we said in the 'be­ginning,
start planning your vacation in
Arizona NOW. Write the chambers of
commerce, study the road map. Visual­ize
the kind of a vacation you would like
to have t his summer and you will be wble
to find the spot in this state that will
meet your every desire,
On the old-fashioned, narrow higlb­ways,
just wide enough for two , cars to
pass, many a time a couple of cars
would collide, But now they're building
highways much wider, enabling three or
four cars to smash at one time.--Judge.
Page Ten ARIZON A HIGHW A~Y~S=-===,=========MA==R=C=H=, =19::::::::31
ARIZONA HIGHWAYS
~ U.LISHED IN THE INTEREST OF GOOD ROADS !!IY THE
ARIZONA HIGHWAY DEPARTMEXT
Vol. VII. MARCH, 1931
ARIZONA STATE HIGHWAY COMMISSION
C. E. ADDAMS,
Commissioner. Phoeni x
JACOB BARTH,
Commissioner. Sc. Johns
JOHN B. HART,
Commissioner, Douglas
MONTE MANSFIELD,
Commissioner, Tucson
SAMUEL R. TRENGOVE,
Commissioner. Prescott
M. C. HANKINS
Secretary. Phoenix
GENERAL OFFICE
W. W. Lane ....................... _ .... _ ........................... _State Highway
O. C. Small W. R. Hutchins,
Deput7 State Engineer Office Engineer
&. M. Whitworth, J . W. Power.,
No. 3
Engineer
Vehic), Superintendent Engineer of Materialo
a. A. Hoftman, J . S. Mills,
Bridge Engin .... r Engineer of Estimate.
&. V. Miller, H. C. Hatcher,
Ensrineer of Plan. Statistical Engineer
A. H. Lind, Superintendent Storetl
W. C. J oyner R. L. Jones,
PllI'cllaalq Agent
George B. Shaffer,
District Engineer,
District No. 1.
1". N. Grant,
District Engineer,
District No.2.
Chief Accountant
F'IELD ENGINEERS
R. C. Perkins,
District Engineer,
District No.8.
T. S. O'Connell,
District Engineer,
District No. 4
Percy Jones,
Chief Locating Engineer. ============:============-----
GEO. W. COMPARET, Editor
Subscripiton Rates $1.00 per year'. Single copy 10 cents
Advertising Rates on Request
Address All Communications to Editor
ARIZONA HIGHWAYS
A"IZONA HIGHWAY DEPARTMENT PHOENIX. A"'20,.. ..
RECREATIONAL TRAVEL
Statistics from tourist, federal agencies, automo­bile
associations and like sources conservatively
place the outlay for recreational travel during the
year 1930 at the astounding figure of $7,500,000,-
000. It mus be remembered that this was a .period
of retrenchment. These figures include travel by
rail air and water on vacation tours in the United
States, to Canada, Europe and Mexico.
Half of this great sum was spent for motor tours
in the Unit~d States.
Arizona, with its wonderful winter climate in
the central and southern portions, its ideal summer
vacationland in the north and its unlimited and un­excelled
scenic wonders and beauties, open during
the entire year, has been endowed with a natural
advantage in the getting of a large share of this
three and one-half billion dollars annually spent by
the motorists.
Getting a large flow of tourists to a state or a
community is not accidental. The motor tourists
Arizona has gotten up to now has been maily
through the necessity of the traffic passing through
Arizona to get somewhere else. If we are to get
them for our own, we must go after them and ad­vertise
the attractions of Arizona, It is time the
entire state made a concerted effort to bring a large
portion of these motoring tourists to Arizona and
then let each community divide them up, or pass
them on from one attraction to another, with the
aim of keeping them in Arizona as long as possible
and encouraging them to spend as much with us
as they can afford.
COUNTIES NOT COOPERATING
Records of the motor vehicle department show
that in January there were 164 cars reported stolen
and 143 reported recovered by their owners. A
study of the records on these stolen cars shows that
most of the cars reported missing are recovered
shortly thereafter, indicating that joy riding is
largely responsible for their theft. Cars are taken
and run until the gas tank is dry and left on the
roadside or city street, many times within a short
distance from where they were reported missing.
Of the cars reported recovered only four were re­covered
outside the state, one each being returned
from Colorado, Florida, Oklahoma and Texas.
Twelve were found in other cities in the state than
Phoenix.
The most outstanding fact, found in the study
of the motor vehicle department's records how­ever
is that the counties of the state, excepting
Maricopa, are not cooperating with the depart­ment
in the gathering of this information. Of the
164 cars reported missing in January only six of
them came from other counties.
The law is mandatory that the sheriffs of the
sta te shall report the cars stolen and recovered to
the motor vehicle superintendent and that this of­ficial
keep a record of them, not only for tabula­tion
but as a means of placing the information
against the records of the automobiles for the pur-pose
of checking titles. . .
More cooperatio.p on the part of county offIcIals
in this respect would greatly strengthen the opera­tion
of the motor vehicle law.
Good roads have done more to create real na­tional
unity than any other single thing in the his­tory
of the United States,
The real promoter of progress is the man who
builds roads, not the man who merely drives over
them.
MARCH, 1931 ARIZONA HIGHWAYS P age Eleven
Oil Surfacing As Practiced In Arizona
(The following is the second of a
series of articles on the different
phases of oil surfacing based on ex­perience
and practice in Arizona.
A wide variation of condition as to
climate, materials, topography and
traffic is encountered which requires
a separate S' ~udy of each condition:)
By GEO. B. SHAFFER,
District Engineer
CLIMA TIC conditions, as to tempera­ture
and moisture, are quite im­portant.
One climatic condition, dis­tinctly
peculiar to Arizona and official­ly
recorded time after time, is that both
the hi,ghest and lowset temperatures, re­gardless
of ,season, on a Slingle date in
the United States, as published, were
within the boundaries of Arizona. Eith­er
extreme reflects considerably in the
cost of construction. Open :season for
()il surfacing cannot follow the ideal
temperature, which is about 90· F. in
the shade, so the disadvantages of the
two extremes have to be contended with.
However, the season is closed to oil sur­facing
during the winter time low ex­tremes.
Temperature Is Important
High temperature areas are subject
to long dry periods ,and low temperature
areas are subject to intermittent wet
and dry ·periods. Each has it'S advantag­es
and disadvantages. In the first in­stance
it is very unfavorable to neat
preparation and preservation of the sub­'
grade, hut is favorable to mixing the oil
with the mineral aggregate and final
compaction of the oil cake. In the sec­ond
instance it is favorable t'O finish­ing
subgrade but retards materially the
mixing of the oil with the mineral ag­gregate
and frinal compaction. The oil
cake is a liability until it is thorO'Ughly
compacted.
Mineral for mineral aggregate is
equally as variable as the climate. None
of our natural material can be used
without careful selection. Each has its
own peculiarity and must be carefully
graded, using special provision if neces­sary
to conform to specifications in or­der
that a good road be obtained. Ledge
rock can be dbtained in nearly any part
of the statel but coonplete grading from
crushed rocks is very expensive. Ma­terial
fo~ intermediate s·izes to complete
the grading of a straight crusher run
ledge rock sometimes exists locally, but
this 19ood fortune is seldom the case.
Car'eful Grading Needed
Talus deposits are sometimes found to
be very good for mineral aggregate but
it is important that they be carefully
selected and graded as production pro­gresses.
Such deposits usually contain
material of such character that if allow­ed
to go into the mineral aggregate it
will destroy it for ,good oil surfacing.
Many talus deposits are worthless for
oil surfacing owing to the fact that prop­er
selection is economically impossible.
Water worn gravel composed of rock,
pea gravel, sand and silt is an ideal ma­teriaL
These gravel banks are some­times
within the actual creek or river
channels and sometimes above and adja­cent
to them and vary as to grading,
but by manipulating the pit so as to
hold content ()f the amounts of the dif­ferent
sizes an excellent material can be
obtained.
Gravel bed-s of the older ages might
not be . suitable for oil surfacnig if they
contain much lime, clay or other harm­ful
fines, but thorough prospecting will
safegu.ard against this danger.
Topogr-aphy Influe11:ces
Topography has its influence over
success or failure of oil roads. Latent
conditions exist everywhere and some
of those which contribute seriously to
failure in oil roads become very appar­ent
after oonstruqtioru. Underground
seep water, acting under a head and ex­cited
to capillary action by traffic, will
injure if not entirely destroy an oil
road, even though all other requirements
have been attained. Easy undulating
topography affords a better condition
for oil surfaced roads than the rugged
mountain areas or very flat country.
The sU'bgrade of a road along a moun­tain
slope might at any time during the
year become saturated with under­ground
water which entered the surface
during rain-falls and melting snows at
distant points. Such unfavorable con­ditions
are not always foreseen and are
hard to eliminate without extensive im­provements.
Sub-grades in a flat coun­try
are hard to drain completely and
the action of tTaffic over a flexible sur­face
tends to attract the moisture whioh
renders the sub~grade incapabe of car­rying
traffic unless a . sufficient amount
of suitable sub-grade stabilizers is used
so as to obstruct the capillary action of
the underground wat-er. Assuming that
a road bed across a flat area is well
above the land it is believed that cap­illary
action alone brings the moisture
to the su'b-grade but on mountain grades
moisture will come to the surface with­out
any other assistance. Good drain-age
is necescary in obtaining a good oil
road.
The question is often asked, "How
long will an oil surfaced road lastP The
question in many instances is very vague
and the answer must' be conditional.
Some sub-grades are better than others
and the same applies to materials and
climate and above all the amount of
traffic. A certain amount of traffic is
necessary to preserve an oil road, but
beyond that amount the maintenance
will vary directly with the traffic, as­suming,
however, that the traffic is reg­ulated.
The question as to how long an
oil road will last is still unanswered and
the writer is not willing to hazard an
opinion at the present time.
Warehouse Supplies Needs
of Contractors for Signs
By A. H. LIND, Warehouse Supt.
Speednig up of highway construction
to meet the federal emergency aid ap­propriations
has been reflected in the
general warehouse in Phoenix in many
noticeable ways. One result has been the
'greatly increased demand for road signs.
With the letting of contract'S on the nu­merou's
projects the call comes to the
warehouse from the various contractors
for road signs. It is necessary for the
contractors to provide proper signs for
warning to the traveling public when .de­tours
are necessary or when roads are
wholly or partly blocked by the contTact­ors.
These signs .are loaned or rented
to the contractors and an accurate oheck
is kept on all road signs delivered to
the contractors or returned by them. The
contractor is required to pay for all
signs not returned upon the completion
of his contract.
We have been able to furnish prompt­ly,
with one or two exceptions, all signs
so far required by the contractors,
which is desirable, in that all parties
concerned are given the proper protec­tion
by the use of such signs, where
signs are necessary.
A large shipment of reflector type
s igns was recently received and these
h~ave been \Shipped t·o various points
within the state for permanent erection
upon the state highways. This ty'pe of
sign is a great improvement over the
plain metal sign as it is easily seen by
day or by night.
Page Twelve
Coolidge Celebrates
Opening of Highway
B'y MA'RGI WILKE
One more trans-continental highway
has Ibeen added to the arteries of travel
of the state with the recent opening of
the last link of the new Phoenix-Tucson
highway, which ,vith three other events
was the occasion March 4 of a quadruple
celebration held at Coolidge.
More than 300 guests , a large part of
them reaching1 Coolidge from either the
north or the south over the new high­way,
att-ended the chamber of commerce
banquet which was held in connection
with the celebration. The banquet was
held in the auditorium of the new: $60,-
000 school building, the completion of
which, together with the completion of
the new S17,000 depot of the Southern
Pacific at Coolidge, was also part of the
occasion of the celebration. The fourth
event celebrated by the pepole of Cool­idge,
representatives of chambers of
commerce whose towns are located on
the new highway; well known men and
women engaged in educational work, in­cluding
C. 0., Case, state superintendent
of schools ; Homer L. Schantz, president
of the University of Arizona; Dr. El­mer
G. Ball, head of the agricultural
department of the University, and Mrs.
Margaret T. Randall, school superinten­dent
of Pinal county. C. H. Southworth
who was a,ssistant engineer during the
building of the Cooldige dam and who
is now resident engineer for the San
Carlos Irrigation and Drainage district,
talked on the part of the program de­voted
to the anniversary of the dedica­tion
of Coolidge dam.
Officials of the state highway depart­ment
had been invited to attend but due
to a conference held on the same datoe in
Phoenix, they were unable to accept the
invitation. Many other prominent men
and women from various parts of the
state were introduced for short talks.
The newly completed link of the high­way
lies between Coolidge and Picacho
and althoug>h it is the' last link to be
opened, it is the first to be oil surfaced.
This part of the highway is now one of
the best stretches of road in the state
and Coolidge is already looking forward
for its next celebration when the com­pletion
of the oil surfacing of the en­tire
highway between Phoenix and Tuc­son
will be completed. Contracts for the
oiling of the link between Coolidge and
the pavement end at Chandler are
scheduled to be let some time during
the spring months and completed before
the beginning of the fiscal year, July
1.
ARIZONA HIGHWAYS MARCH,1931
Calendar of Civic Celebrations
The following celebra'ions and conventions to be held in Arizona
in the near future were compiled from reports to the Arizona Industrial
Congress:
April I-Tucson. Historical Pagean( of Tucson and Pima County.
April S-ll-Phoenix. Arizona Utilities Association Convention.
April 17-1S-Tucson. Statewide "Buyers and Sellers" Convention.
April 24-Safford. Red Knolls Pageant·
April 24-25-Douglas. Arizona Postmasters' Association Convention.
April 25-26-Nogales. Arizona Association of Optometris':s Convention.
April -Phoenix. Masque of the Yellow Moon.
April -Nogales. Arizona Social Workers Convention. .
April 2S-May 2-Phoenix. National Conference. General FederatIOn of
Women's Clubs.
May 5-6-Nogales. Arizona Public Health Association Convention·
May 7-9-Nogales. 4th Annual Convention Arizona State Medical As­sociation.
June 14-Prescot ~. Smoki Ceremonials.
June lS-19-Prescott. National meeting Alpha Gamma chapter of Sig­ma
Phi Gamma. (Includes one-day trip to Nogales. )
July 2-5-Prescott. Prescott Frofoltier Days. .
July 2-5-Pr esco:'s". Northern Arizona State Fall'.
Slack Season Noticed By
Purchasing Department
By W. C. JOYNER"
Purchasing Agent
For some reason, occult- or otherwise,
the purchasing department has experi­enced
a slack s eason since the rains,
probably caused by the suspension of
routine work, and the resulting emerg­ency
work for all department heads. On
practically all of the dirt roads in the
state t'he dips were filled with sand and
debris, which became the fir st order of
bUJSiness with those supervising heads
upon whom the duty of keeping the
highways rests.
Another contributing factor to the
small purchase has been the fact that
the department recently purchased a
large number of new Fords, both pick­ups
and dump bodies, which naturally
materially reduced the purchases of new
rubber. Also, IliS rapidly as we consist­ently
can, we are getting away from the
use of solid tires and using the balloon
for heavy equipment.
It ap.pears to the many vendors who
regularly sell the department that the
business depression has extended even to
the state highway department, but no
doubt the extremely light business of
the early part of the year will result in
heavier purchases during the remainder
of the fiscal year.
We feel that while heavy purchases
may seem a bad thing for the taxpayer,
yet the fact that we are buying from lo­cal
firms, who are themselves heavy tax-paye
rs, keep the money within the
st a t e, and t hi s benefits people in every
walk of life.
Descriptive and Truthful
If Not Enumerative
A north ern Ari zona road patrol fore­man,
upon be ing r elieved of his duties,
was a sked to t'urn in a r eport of equip­ment,
et c., which he was turning over
to t he new f oreman. The audit'Or r e­ceived
the following r eport:
Feb. 4, 1931.
"I her eby transfer to the n ew
Patrol Foreman the f ollowing:
"A mi scellaneous bunch of
equipment, some good, some
bad, with all attachments and
accessories that have not been
r emoved or stolen.
"I also transfer ce r tain ani­mosities
not mentinoed ,herein
but later by devious means will
be made known to the New Pa­trol
Foreman.
"Also a ' certain amount of grief
caused ,by wrong clerical re­ports,
indifference to the job,
talking too much and jealousies
among his hired help.
"Also seventy-four miles of
road on which he may slave,
work and sweat twenty-four
hours a day, if he wishes, but it
will be the same old road,
"I also transfer to him my
salary, thi's being the only
transfer that I regret.
"Signed: Old Patrol Foreman."
MARCH,1931
The State Engineer's
Imprest Fund-Its
Use and Purpose
By R. L. JONES,
Chief Accountant.
The state of Arizona, in line with oth­er
progressive states, has a statute which
provides that all employees who are em­ployed
on a basis of monthly compensa­tion.
shall be paid twice each month. It
applies to the employees of the state,
cities and counties as well as to indus­trial
concerns. The general custom
throughout Arizona is to designate the
sixth and twenty-first as regular pay­days.
These days have been adopted for
the reason that the law also provides
for payment within six days after the
work has been performed. The Highway
Department has not been compelled to
set definite dates for payment of its
field forces. The men are paid in turn
as the pay rolls are received, checked
and approved. With the increased activ­ities
facing it under the emergency Fed­eral
Aid work it is probable that the
"egular pay-day plan may have to he
used.
Under the Highway Code all revenues
that accrue to the state highway fund
are under the control and in the custody
of the state treasurer. The only legal
method of wit'hdrawal is upon warrant
drawn by the state auditor,
In addition to their salaries and wag­es
many of the employees of the depart­ment
make expendiutres of their own
money in its behalf and for its benefit.
These expenditures deserve prompt re­payments.
Imp1'est Fund P1'ov isions
In order too provide a method for the
payment of salaries in the time limit
specified in the law and prompt reim­bursement
of expneses, the legislature
authorized the state engineer to with­draw
from t he general highway monies
the fifty thousand dollar imprest f 'und.
The financial code of t'he state makes it
mandatory that all imprest funds shall
be returned to the state treasurer before
the close of each fiscal year's business.
This is a wise provilsion because it re­quires
that the fund be kept intact for
such return.
This imprest fund is deposited in a
bank in the name of the state engineer
and is protected by bonds to secure it.
AgailllSt the deposit the pay-roll and ex­pense
account checks are drawn. This
relieves the stat-e auditor's office of a
burden it could hardly bear under pres­ent
conditions. The number of checks
ARIZONA IllGHW A YS
dra wn on . this account amount to ap­proximately
thirty thousand each year.
Auditor's warrants are issued for the to­tal
of each pay roll , in st ead of a sep­arate
warrant for each employee. Some
of .our neighboring states pay by audit­or's
warrants and it has been stated on
good authority that their employees
sometimes wait as long as twenty-three
days f or their pay_ Some of the pay
rolls carry as many as fifty-nine names
and the average is about f if teen. Instead
of twenty-five hundred warrants month­ly
the auditor's office i,s r equired to is­sue
only approximately one hund red and
fifty.
Gctme of "Put ctnd Tctk e"
The imprest fund warrants are drawn
in favor of the state engineer and are
ca shed by the state trea surer and de­pos
ited in the bank to protect the out­standing
checks. This makes it a li vely
game of "Put and Take."
If the total of t he pay rolls and ex­pense
accounts did not exceed one hun­<
ired thousand dolla rs ea ch montJh t he
handling of this fund would be a sim­ple
matter. When this t otal goes to one
hundred and sixty th ousand or more, as
it does at present ,the probl em becomes
m01"O complicated. In the first in stance
the fund would revolve twice monthly.
In the second it has to t Urn over more
than three times. This r eq uires constant
cooperation on the part of t he state
auditor and harmony between that of­fi
ce and the department.
In the payment of t hese pay rolls and
expense account items the use of the
Powers machines is gi ven one of its most
inter esting applicat ion s. It is one of the
greatest aids to accuracy, efficien cy and
promptness that the depar tment now
uses in its accounting work.
Materials Division Tests
Improve Road Making
By J. W. POWERS
Engineer of Materials
The usual expression of persons who
first enter this Laboratory is "I did not
know the Highway Department' main­tained
any such Division." The surprise
which they show is probably true of the
greater portion of the people throughout
this State, who are only interested in the
fact that a road is either dusty-dust­less-
good or bad-as the case may be.
However, · nearly every highway which
the Arizona state highway department
has huilt, has had la'boratory supervision
in the selection of materials.
In traveling over the roads under con­struction
you probably wonder why so
Page Thirteen
much loose material is piled on the road
in one place, while on another road: the
matel'ials" which have been put on the
road, seem to set very well and make a
nice riding surface. These two opposite
types of road mat-erial are not accidental
but products selected by laboratory tests.
In the fir st case, you have encountoered
material that is suitable for oiling but
not suitable f or natural surfacing,
wher eas in the latter case you have en­countered
a material that was selected
for its high cementing properties. The
t est s which sel ected these materials are
st andard determinations and are the re­sults
of many previous tests conducted
to find out from recognized or original
methods of tests, the characteristics of
each of the two t y pes of material, ,and
so it is with all matetrials used on all
f ederal aid high way projects.
The investment in laboratory equip­ment
is in the n eighborhood of. $50,000.
This investment .. has paid for iltseli\
many times over in the final product
which we have attained in the finished
road.
This article is the first of a series that
will be publi shed in Arizona Highways
and in the next article I will attempt to
describe some of the tests , and. the rea­sons
f or making them.
Whi te Wash Has
Improved Lighting
Condi tion in Shops
By D. REID, Shop Foreman
Better li,ght and working conditions
have been obtained in the P,hoenix shop
of the Highway department through the
whitewashing of the entire interior. The
Phoenix .' hOl\~ , covering an immen~9
floor space under the one roof, have
been poorly lighted in the central por­tions
in spite of the openness. This has
been changed by the application of white
wash which has the effect of distribut­ing
the light by reflection through the
shops.
Another improvement of working con­ditions
has been the installation of indi­vidual
lockers in the lavatories. Each
employee has ,been assigned a locker in
which he keeps his clothes and personal
effects thus eliminating the unsightli­ness
of clothes hanging about the dif­ferent
departments, to say nothing of
the saving effected to their owners.
A year of trial has proven the worth
of the portable crane which the shops
constructed last March. The old shop
crane was a hand operated affair that
required four men to operate it, when
(Continued on page 17)
Page Fourteen
Highway Commission
Has Busy Month
By M. C. HANKINS, Secretary
rJr1HE Arizona State Hi'ghway Com-mission
met in special session at
10 a. m., on F ebruary 4, with all mem­bers
present. A t entative set-up of the
supplementa ry hu dget for 1930-1931 ex­t
ending to July I , was submitted by
State Engineer W. W. Lane. This bud­get
was taken up with the engineer,
it em by item.
After recessing at 12 :30 p. m. the
commission r econvened at 2 o'clock with
all members present. Commissioner
Wayland brought, up the appointment
of a man for lalbor investigation and for
f ield cont act with the r esident engineers,
all foremen and contractors in requir­ing
the employing of Arizona citizens
and submitted a dr aft of instructions
on the dut ies of s uch investigator . It
was unanimously carried that such an
invest igator be named and that Evan B.
Peterson be appointed as field contact
man.
After t he supplementary budget had
been changed, making provision for this
investigator , the Tenta tive Supplemen­tary
II:mdget was unanimously adopted
and t he !St at e engineer was authorized
to proceed in compliance with the provi­sions
of House BiII 45 of the Tenth leg­islature.
This mea sure was passed by
the legislature making it possihle for
the state to take f ull advantage of the
Emergency F ederal Aid portioned to the
state for the r elief of unemployment,
The commission author ized the an­swering
of the petitioners of Hackiber­ry,
Mohave county, that it was neces­sary
to change the alignment of U. S.
Highway passing through the town, so
as to avoid two over:passes and heavy
construction. Th~t a former petition
received from Mohave county petitioners
had r equested) the changes and further­more,
the, proj ect had 'been presented to
the Bureau of Public Roads and approv­ed
'by them for construction on the new
alignment.
The meeting adjourned at 4 :30 p. m.
to reconvene at the call of the chairman.
Conf er on Wage Scale
February 7, the commission met in ·spe­cial
Isession at 10 a. m. Commissioner
Mansfield heing absent. J. W. Strode,
representing Governor Hunt, C, C. Mor­ris,
senior highway engineer for the fed­eral
bureau of public roads in San Fran­cisco
and C. L. McLane, engineer for the
Phoenix division of the bureau, appear­ed
Ibefore the commission for the discus-
ARIZONA IDGHWAYS
sion of force account on federal aid ·pro­jects
and a minimum wage scale.
After prolonged discussion it wa s sug­gested
that Mr. Lane include in the
questionnaire, or issue a letter to all
contractors, that they must base their
bids on a minimum wage scale of $4.00
a day or their bids would not be ac­cepted.
It was further sug gested that
a minimum 'board scale also be included
and the state engineer was authorized
to write the letter.
In the afternoon session all members
were present excepting Commissioners
Mansfi eld and Wayland. It was ordered
that a wire be ,sent U. S. Senator Hay­den
urging the estalblishment of a min­imum
wage scale for Arizona contracts.
The commission adjourned at 3 :30
o'clock.
F ebrua ry 17, Vice-chairman ,McDonald
presided at a special session of the com­mission
convened at 10 a . m. Chairman
McBride and Commissioner Mansfield
being absent. A delegation f rom the
Building Trades Council was advised
that the commission was in f a vor of ful­ly
cooperating with the Building Trades
Council in working out a solution for a
sat isfactory wage scale for skiIIed me­chanics,
and suggested that the delega­t
ion take the ma tter up with . their or ­ganization
in Washington.
Commissioner Wayland, st ate engineer
and others signified their intentions of
making a trip to AguiIIa with a view of
reaching an agreement on t he alignment
of the highway through AguiIIa.
The Kingman chamber of commerce
was ordered notified that the request for
the oiling of the highway between King­man
and Oatman would be given con­sideration
in the preparation of the en­suing
budget.
The secretary was ordered t'O com­municate
the request of the Border Sun­shine
Way to the New Mexico commis­sion,
asking the commission to request
New Mexico to oil U. S, 80 from the
J 'unction west of Lordsburg to the state
line at! Rodeo.
Blythe Bridge Appmised
A wire was read from Senator Carl
Hayden advising the Secretary of War
had approved the actual cost of the
Blyth~ bridge as amounting to $236,-
172.50.
The state engineer was authorized to
sign a contract with Packard and Tan­ner,
the low bidder on F. A. P. 79-E on
the Ben1lOn -ToJn;bstone highway. The
state engineer was also authorized to
sign contracts! with Skeels and Graham,
low bidders .on F. A. P. 88-A, Reo., and
F. A. P. 88-B, Reo., on the Safford­State
Line highway.
MARCH, 1931
The petitioners of Eagar were noti­f
ied that the request for the improve­ment
of the Rice-Springerville highway
would be given consideration in the en­suing
budget.
T,he commission advised a delegation
from Buckeye that the designation of
the Hassayampa-Salome road a s! a -state
highway would ,be given consideration in
the 'Preparation of the ensuing budget .
The commission recessed at 4: 30 'PO m.
to reconvene at 9 a. m. on F ebruary 18.
F ebruary 18 the commission r econven­ed
with all present excepitng Commis­sioner
Mansfield. The commission advis­ed
Mr. Ed Bollinger , r epresentative from
Santa Cruz county, there were no f unds
availalble in the emer gency budget for
the widening of sharp curves on the
Nogales-Patagonia highway, 'but some
construction work on this highway would
be given considera t ion in the ensuing
budget. The commission adjourned at
] 1 :30 a. m.
F ebruary 24 the commission met at 10
a. m. with all members present. The
state engineer was au thorized to sign
contracts with Hodgman and MacVicar ,
low bidders, for the constr uction of F . A.
P. 90-A, on the Tucson-Benson highway
and with Martter and Bock, low bid­ders
on F . A. P . 80-E, on t he Ash F ork­Kingman
highway.
Rigney B. Salmon, deputy attorney
general, was approved to be special
counsel of the highway department.
The appointment of Jack Anderson as
superintendent of equipment was con­firmed
and the state engineer inst r uct­ed
to work out the duties of the sU'Per ­intendent
of equi'Pment with the f ollow­ing
, exceptions:
The shops at Tucson, Ash Fork and
Hollbrook t o be under the district en­gineer
assigned to that distTict. Phoenix
shop to be under the direct supervision
of the state engineer.
The bridge engineer was ordered sent
to Sacramento, Calif., for the purpose
of making a joint report between the
two 'states on the cost of the Blythe
bridge in order that a fair valuation
may be fixed.
A letter was received from Governor
Hunt transmitting a petition from the
citizens of Kingman and vicinity for a
proposed road from Kingman to Pierce's
F erry on the Colorado river and anoth­re
transmitting a petition requesting the
extension of the 'Kingman-Sandy hi,gh­way
to connect with U. S. Highway 89
at 'CongresS) Junction. No action taken.
The commission adjourned at 12: 30
p . m.
1
MARCH, 1931 ARIZONA HIGHWAYS P age Fifteen
Indian Customs, Centuries Old, Retained By Arizona Tribes
I T wa s t he year 1539. A long line of
Spani sh noblemen, priests and their
reti nue moved slowly over the desert.
The glitter and ga it y of their orna­mental
dre~s, which had confounded t he
natives as they left a lit tle village in the
valley of Mexico were now much sub­dued,
for the na t ives and the desert sun
and sand had taken toll. Heavy metal
embellishments and dozens of extra suits
of dress had been dropped by the way­side
to adorn wonder ing dark-skin s. The
desert had spared neither foot:men nor
horsemen for the re bes of the padres
were more white than black, whi'e the
gay colors of Sranish caballero costumes
were du ll ed and worn by ex'posure to sun
andn storm. Thus t hese blu3 bloods of
Spa in moved onward, fo llowing the beck­oni
ng f inger of wealth and fame. Some
were worn in s pi r it and body as well as
in raiment ; these wi shed to ret race their
steps. The leader and hi s int imates,
however, were prone to listen to the big
black man who led them on against the
more sensibl" heads. Qu ivera! Was there
not a golden city ahead where each could
quench his t hirst for gold? Gold ! Gold
Ever did t hese thoughts of in stantaneous
wealth at t:he end of .a long journey en­courage
the weariest of f eet.
Sta1'ted F1'om Mexico City
The Spanish tr,avelers began their
journey close to the city of Tenochtitlan,
now t he mellowed Mexico City. F or
some days they continued t o encounter
villages of nati ves who gazed and won­dered
at so many of the f airer men.
Slight wonder that the poor dark devils
thought t he lighter ,men of godly extrac­t
ion , for they believed that suoh wealth
and splendor could not be equa ll ed in
their land.
To t he Spaniard the mi serable villages
of the Indians were at first of no con­sequence
whatever . E'ut as the native
settlements beoame f eWer in number
they were approached with at least more
considerat ion , for did they not offer a
chan'ge of diet and a bit of diversion ?
As the present state of Chihuahua was
approached and tTa versed, the di'stanc8
between villages lengthened until the
day came when t he Spaniards questioned
the possibility of new riches in this
strange land.
Scatter ed Pima and Papago huts of
reeds and clay, hundreds of miles of dry
and barren desert, great hills ' to the
r ight and life, and an occasional r uin­these
were the r ewards of such a jour­ney.'
Ruins and wa ste" they t houg.ht.
By CLARA LEE FRAPS
Winter came upon the Span ish invad­ers.
Camps were made in Jew Mexico,
but the fire in the blood of th ese men
would not let them rest. Into the west ,
into t he north , went sever al bands. To
follow these men will f urther describe
the life of the southwest in the year
154.0.
Hopi Land Explo1'ed
From the New Mexican pueblos to the
Hopi villages atop prominent mesas was
a move headed by Cardenas. This man
and a few fo llowers marched on to the
Hopi towns. Here they found these In­dians
li ving uncler much the same condi ­tions
as tod ay. Perhaps one might say
t ~e I ndians were more picturesque in
their native way of liv ing, for the Span­ia
rds fo'und their homes of stone, their
cot ton garments, their nat ive pottery all
untouched by Old World contacts which
today form t he least a ttracti ve side of
the life of these quiet Indians. Then, as
now, the Hopi cut: his hair in a "banged"
'style ; then as now, he rai sed his own
corn and made "piki ' or thin paper
bread from the same. T,hen he held his
ceremonial dances" and, fortunately,
those dances are st ill an important part
of t he life of the Hopi.
A truce was struck between the Hopi
and Spa niard, resul t ing in the exchange
of Hopi "towels" and Spani sh coin s. This
exchange started an interesting develop­ment
among the Indians which forms
one of their most important occcupations
today, namely, that of t he manuf acture
of si lve r jewelry.
Thus appeared the lands .and peoples
to the early Spanish conquistadores.
Litt le dreamed they of the hidden trea s­ures
here. Li tt le did t hey rea lize the
possihi lities of the ferti le lands. Hur ­,:
iedly they pa ssed over the dry southern
Arizona lands, oaring not for the sub­missive
Pima and Papago Indians whom
t hey encountered here. The padres 'Only,
felt that there w,as more than sand and
cactu,s, and the padre returned and sow­ed
seed on f ertil e g round. The San
Xavier mission t est if ies to the fai th of
the missionary.
Sight Blinded By G1'eed
Quite as hurriedly wer e the lands of
northern Arizo,na put into t he past.
Again the Spanish mistook a veritable
paradise for a desert. The northlands
appeared dry and sandy; the Indians
cer tainly had no material wealth. Even
the padre despaired of eSt'a>bIishing his
church among t hose Indians in spite of
the fact that their very name signified
•
"peaceful ones." So far, no church, no
creed has replaced Hopi r eligious faith
which is fo unded on centuries of growth.
Let us turn to the same lands in the
light of today. Now they seem brilli,ant
and capable of any possibilities. All the
desired r iches which the Spanish search­ed
for so diligently have been realizer!
many times over. As for t he wealth of
an ancient peoples, which t hey neglected,
that, too, has been unear t hed along with
t he gold , silve r , cop per, and other ma­te
rial riches. Cert ainly, the former
wealt h is quite like the greatest wealth
of Egypt; it reveals the sto ry of an an­cient
civilization.
Let us fo llow some of those gold trails
of those f irst' Spaniards which are now
main highways and see how the Indian
life, ancient a nd modern , appea rs today.
As t he Spanish left decid edly super ­f
icial records of the Indians, so the
a verage tou ri st has quite the same im·
pression . It is the ,byway and not the
highway which yields the t rue Indian
life. The dress of most of the Indi ans as
it is seen in frequent spots harks back
to earlier American life ; it is only in
out of the way pla ces that one encoun­ters
" native costumes." This is par ticu­larly
true of the P i mas and Papagoes.
The fi nest pha ses of t he ceremonial life
of · these people are likewise confined to
tre farther corners where civilization
sddom reaches its tentacles. Many of
the detai ls of the ceremonies are u n­known
to white men , and, unfortunate­ly,
w-;]] pass into oblivion with the
death of the older generation. Reser va ­tion
schools have taught the younger
generations new modes of living; the old
is fast disappea ring.
Ruins of "Great House"
Who were the ancestors of the Pima
and Papago? According to t he earliest
Spa nish r ecords, they, too, thought that
the r emains which they occasionally! en­countered
~ere homes of the forebears
of the darker men. Little did the Span­ish
dream that those same ruins would
some day be part of a very ,long story
which would be told via t he archreolo­gist's
spade.
Ca sa Grande, the most outstanding of
these ruins, perhaps housed the ancestors
of the Piman people. The center of a
great agricultural area, it very likely
was the home of the chief of the tribe
who directed the movements of his tribe.
The chief lived in the central house of
three stories. 'Dhe surrounding homes
were protected hy a watchman who stood
Page Sixteen
sentry in a towel' above the chief's home.
That sentry could see for many miles
about the village and could warn his
people in time for them to prepare
against the attacks of an enemy.
The Casa Grandeans were the greatest
agriculturists of the Southwest. They
developed extensive canal system. along
the Gila River, and raised sufficient
supplies to support a heavy population.
They too, as well a s their northern
brothers . were skilled in various arts,
such as pottery making and wcaving.
Certain ly their material developments
have not been as well preserved because
of the open, exposed country, bu t; the
presence of certain arts among li vi ng
tribes suggest& the attainments of the
people of Casa Grande.
We will not follow the main route of
the Spanish into New Mexico but instead
trek off along the Cardenas path into
the Hopi country. Here we will encoun­ter
quite different conditions, both in
considering the past and present. How­ever,
the highways which lead into the
heart of the Hopi lands have had no
more--if ,as much- influence on chang­ing
the lives of the people of the banged
hair as similar roadways among the
southern tribes.
Customs Relltain
The every day life of the Hopi is much
as it has been for centuries. Many years
ago, so long ago that the time is lost in
a haze, a band of Indians settled on
three mesa tops. There they were told to
stay, so the tradition goes, until their
god came back to them. Thcre th: y
have faihtfully awaited the return of
their diety, and apparently will continue
to wait for some years to come. Many
years have been spent by governm ~ nt of­ficials
in an attempt to move the Hopi
into more fertile lands, but to no avail.
The beliefs in their roearts are more
strongty inbl'ed than the tlesire for
w~alth and a surer means of livelihood.
Several thousand years ago, a scat­tered
population lived in Northern Ari­zona.
The earliest of these people lived
in caves, sans pottery; sans cotton gar­ments,
sans agriculture. Eventually they
exchanged their cave_ shelters for pit
homes, houses which were constructed
partially under ground. With this devel­opment
came also the art of pottery mak­ing.
Then a great group of an appar­ently
higher type came into the land,
bringing with them new and wonderful
ideas. As a result of combined J:eoples
and ideas, more pretentious homes devel­oped,
cotton was introduced, and agricul­ture
became the mainstay of life.
Now the great pueblos which bespeak
"Arizona.!' came into existen ce. Great
ARIZONA HIGHWAYS
villages of a hundred or several hundred
rooms were often built in step formation
with the Iback tiers rising four stories in
height. Many of these p'ueblos wen'
built in huge oval caves, the rooms' fill­ing
all available space. Below were wide
valleys, which were excellent for culti­vation.
Here crops of beans, squ,ash,
melons, cotton, and corn were raised for
the maintenance of an enti re village.
The great ceremonials which were the
hE'art of social, religious, and political
life were held in the center of the vil­lage,
usually in a circular underground
chamber. The re in those peaceful lands
they lived for cent'u ries; time imbuing
r,ach genel'ation with a peace and stoic­ism
which the modern Hopi commands
so graciou sly.
.Hol'ed to JVJesa HOlltes
So life continued for a number of
years. Then it seems life became morc
difficult. The Hopis seem to have left
thcir ancestral homes at thi ~ time and
wandered into the mesa country. There
they ~e tt::ed to a life quite s imila r to that
which they had li ved in their large r pu­eblo
homes. There they have ex i st ~ d in
that same state; so they were in the
year 1540 when t;hey met the Spaniards
one morning, separated from the invader
cnly by a corn meal line. But the spirit
back of that: sacred meal line has served
to retard the inroads of soldi er s, priests,
and European civilization.
A visitor to the Hopi reservation to­day.
oan review the life of the past in
the present. The hou ses are still bui lt
of stone, and are two or three stories in
height. A good part of the Indians' timp
is spent on the roof tops. There the wo­men
gossip at length, as they undoubted­ly
did centuries ago, instead of "over the
back fence," to the Indian it is and was
"over the roof top'S."
The men spend their time in t heir
fields or with their stock. They still
retain the underground chamber for
their secret ceremonies, and as a general
gathering place. Occasionally men and
women both don the garments of the
past, the women wearing a dress of two
dark blue blankets tied about with a
sash, the men wearing simple trouser
and loose shirt garments of white cot­ton.
All of them wear the characteristic
silver jewelry, earrings, necklaces, and
bracelets.
Coronado, cutting ,across southeastern
Arizona, Cardenas, marching into north­ern
Arizona about t~e year 1540 saw
the people of these regions living under
conditions slightly different from those
of today. The pat:1ways of those men
led them to view a mEmory of the past
which they could not interpret. In the
•
MARCH, 1931
light of recent research, we can see
more, a great deal more, than those early
avaricious eyes which searched for
naught but gold. In the living Indian
populations we have the closing chapta !,
in the ancient hi story of Arizona.·
Tourist Travel Pays
37 Per Cent of Gas Tax
By E. M. WHITWORTH,
Vehicle Supt.
The Motor Vehicle Division of the Ari­zona
highway department was created
by the Seventh Special Session of the
Eighth Legislature. This Divi~ion was
delegated with the collection of all reve­nues
for the highway department with
the exception of the mill tax levy.
A mong the revenues for which the di­vision
is responsible for collection, is the
tax on sales of motor vehicle ~ue l s.
House E'ill 45 before the Tenth Legis la­ture,
which provided in part an increase
over the then 4c tax per gallon, of lc
pel' gall on, was passed by ,both houses
with the emergency clause and made a
law by the signing of the bill by the
governor, under date of January 30th.
The Division with its close contacts
with all departments of the state high­way
thinks this method of taxation most
equitable, The highway department
through the agency of its maintenance
department makes monthly check of the
traffic over the state highway system
and after years of methodical and un­failing
check have developed the fact
that 37 per cent of the traffic upon our
highways is had by foreign vehicles. In
effect thi,s percentage is the net gain
which the state benefits in through gas
tax , revenues, as otherwise, t'his traffic
would use our roads and escape all tax­ation.
The Igas tax is apportioned to both
county and state, after refunds have
been deducted, three-eigohths of the
amount -being paid the 00unties in which
the sales were made, the remaining five­eighths
being placed to the credit of the
state highway fund.
During the fiscal year 1929-30, $2,699,-
985.24 was credited to the combined
county and state highway funds. On the
basis of the 37 per cent factor of foreign
traffic it develoP'S that the tourist travel
paid $998,994.54 into the highway funds.
Curious Indeed
A curious little boy was watching a
car being loaded . at the station, and lat­er
inquired: "Why do they call it a ship­ment
when it goes in a car rnd a ' cargo
when it goes in a s hip?"
MARCH,1931
Department's Taxi
Transporting Equipment
Giving a power scraper or a snow
plow a ride is t'he chief duty of the high­way
department's seven ton taxi, shown
on the cover this month . The picture of
this paritcular "fare", being loaded
aboard, was taken in the Phoenix yards
as an overhauled pO'Wer scraper was
sent back to a maintenance crew, r eady
to smooth the corduroy out of some
gravel road.
Considerable comment was made at
t he time this great truck was purchas­ed
by the department. Its service dur­ing
the past year has thoroughly dem­onstrated
it was an excellent investment.
Equipment that herei'Ofore had to be r e­paired
on the ground or shipped to the
shops now is picked up by this truck
and brought to the shops where it can
be speedily and properly overhauled and
then returned, often in less time than it
used to take to g'et the equipment in, as
it makes little difference what this ma­chine
is canying it still can average 30
to 35 milef.\ an hour on the road.
One example of its worth is illustrat­ed
in a f eat it performed last winter,
The McNary-Springerville road was bad­ly
blocked with snow. The snow plows
on the job could not handle it, an emerg­ency
call was sent in by the maintenance
foreman for another plow. The only one
available was located between Prescott
and Jerome. The big wh ite truck ,rolled
out of the Phoenix yards at 5 p. m"
picked up the snow plow between Pres­cott'
and Jerome and unloaded it on the
Springerville road, where it went im­mediately
to work, at 5 p. m. the next
day. JUiSt 24 hours after the call, in
spite of the storm in the north, the 450
mile trip had been accomplished and the
plow delivered, saving at: least a week s
delay in the opening of the snow blocked
highway.
Arizona Leads in Auto
Fatalities Percentages
Arizona, with a 49.6 per cent increase
in automobile fatalities in 1930, has lead
all the states of the Union in percentage
of increase thus far reported. The esti­mated
total of deaths in the United
States during the last calendar year,
based on the reports of 33 states and
t:he District of Columbia, which repre­'
sents 75 per cent of the population of
the country, will mount to the stagger­ing
sum of 32,500. The ."death curve" of
the nation continues upward, the 1930
ARIZONA HIGHWAYS
total being four per cent higher than
1929 when the record of deaths was
31,215.
But, significantly, the increase in
.1930 for the nation is the smallest per­centage
of annual increase since the
reckless motorist ·became a real safety
problem.
Arizona, Iowa and New Mexico show­ed
the highest increase for the year of
the states thus faI" reported. Iowa's in­crease
amounted to 48.1 per cent and
New Mexico came in a close third with
47.1 per cent.
In decided contrast, Rhode Island en­joyed
3i reduction of 20.1 per cent dur­ing
the year and Connecticut lessened its
motor vehicle deaths by 16.5 pel' cent.
Ten states with strong driver s' license
laws (with examination requirements)
showed an average decrease of 1.5.
These: states were New Hampshire,
Rhode I sland, California, Connecticut,
Maryland, Massachusetts, New J ersey,
New York, Pennsylvania and Vermont.
This decrease is especiall y si'gnificant
since four of these ten states had in­creases
over their previous r ecords.
These were more than offset however by
t he splendid reductions of the other six
drivers' license law states.
In decided contrast with the records
in these ten drivers' license law states,
the group of non-li cense law states, in­cluded
in the list, show an average in­crpase
of 8.3 per cent.
If the entire country had done as well
as this group of license law states last
year, 1700 lives would have been saved
and the nation would have enjoyed a
substantial reduction in its annual motor
vehicle death toll.
The increase in 1929 was 12 per cent.
In 1928 it was 8 per cent over , the pre­vious
year. Increases since 1906 when
the first motor vehicle records were kept
quite often ran from 25 to 50 per cent.
It is interesting to note there were
only 416 auto fatalities in 1906.
White Wash Has Improved Lighting
(Continued from page 13)
lifting a ton or over. Besides, it was of
S'uch height that it could not be used in
the shops or storage sheds. The depart­ment
built a crane, with an adjustable
boom, on a Liberty truck. This crane is
operated through a power take off di­rectly
from the motor of the truck. The
shifting levers and clutch are situated
directly hehind the driver's seat, who
can ' operate it without leaving his seat.
This crane does all the lifting required
in the shops and can operate in the low­est
of the storage sheds. Another fea-
Page Seventeen
ture that has proven its worth is that
the hoist has two hundred feet of cable
on the drum and has many times been
used effedively in pulling cars out of
the ditch and other general wrecking
purposes.
PERSONALS
D. M. Thompson, former transit man
with Geo. E . Lang, has been changed
from Wellton and made resident engi­neer
on F. A. Projects 88-A .and 88-B,
Safford to state line, with headquarters
at Solomonville.
Harry Little, transitman, has been
transferred to F. A. Project 87-E, Globe­Safford,
with headquarters at Fort
Thomas.
H. S. Cederblom, office engineer, has
been transferred from location with D.
A. LawTence to construction party at
Fort Thomas on combined F. A. Projects
87-E and 15-D.
Walter F. Lee, assistant purchasing
agent, has recently experienced the al­leged
joy of the so-called summer bach­elor
since Mrs. Lee took advantage of
the extremely low railroad rates t'O the
Coast, where she spent several days.
State highway forces at Ft. Thomas
have started a night school, under the
auspices of the vocational training de­partment.
They are studying the funda­mentals
of engineering as pertaining to
highway construction. Classes are being
attended, not only by members of the
engi neering forces, but by many of the
contractors' workmen.
J. A. Parker, formerly at Wellton,
now is resident engineer at Hack'berry
on four and one-half miles of new con­st
ruction.
J. P . Flynn, formerly transit man on
the Flagstaff-Lees Ferry highway, has
been made a locating engineer on the
Casa Grande-Picacho highway with
headquarters at Casa Grande.
Jack Anderson, of the motor vehicle
department, was appointed equipment
superintendent.
At Last
Jim the Porter: " Boss, de ladies has
finally giv' in, ani't they?"
Boss: "Give in? How?~"
Jim : "Well, I just now seen a sign
down the street that said, 'Ladies'
Ready-to-Wear Clothes.'"
Page Eighteen ARIZONA HIGHWAYS
What Contractors Are Doing
DISTRICT NO. 1
The severe storm ex·perienced in Feb­ruary
caused considerable damage to
highway construction in several districts
and delayed numerous projects. One of
the hardest hit was F. A. Project 26-D.
The Wellton flood carried out approxi­mately
700 feet of grade, but the con­tractors,
Canion" Francis and Royden
quickly repair\=d the breaks and the
Western Gunite company now is at work
on their oil surfacing contract on the
project.
The Lee Moore Contracting Co. were
interrupted by water in the construction
of the dip north of Gila Bend on project
53-1, but suffered no particular damage
and are speeding the work to comple­tion.
Skeels & Graham were considerably
delayed hy wet weather . on the oiling of
the 15 mile project extending west of
Gila B'end. No washouts were suffered
but oiling matertial had to be dried out
before the work could progress.
Contractor Morris, who is finishin,g
F . A. Project 57 for Yglesias Brothers,
placing subgrade stabilizer on 9.3 miles
of the Ashfork-Seligman highway is well
equipped for the work and is running
two shifts with the promise of making
an excellent job.
H. L. Royden, contractor on F. A. 55
Reo. consisting of two bridges and widen­ing
fill and placing of subgrade stabil­izer,
had hard luck on t'he start of the
first structure. The Wellton flood filled
the excavations, doing considerable dam­age.
Since fair weather he has been
going strong.
DISTRICT NO. 3
Intuition oom'bined with hard work
saved the Lynch-Canon Engineering
company, contractors on Tempe bridge,
a large loss and much delay during the
February floods in the Salt River. The
hole on 'pier 9 in the main channel of
the river was 53 feet to bed rock, fair
weather had prevailed throughout the
job and taking advantage of it the con­tractors
poured 847 cubic yards of con­crete
in one pour, .working in 8 hour
shifts, 24 cubic yards to the hour. The
pier was poured to the ,bottom of the
cap on Thursday night, Saturday morn­ing
the flood waters of thE!! Verde came
down _ the. Salt river, but everythi~ '
was safe. The br~dge is 76.8 per cent
complete. Percentage of time elapsed is
72.2 per cent.
Lee Moore Contracting Co~ were slow
getting started on F. A. Project 15 D,
but are now making good progress and .
expect to finish the grading and surfac­ing
of the five miles from Geronimo
ahead of schedule, which calls for com­pletion
by May 31. The project is 15 per
cent complete, time elapsed 29 per cent.
Robert E. McKee, contractor on F. A.
87 E. the grading and draining of 13.7
miles extending east from Geronimo has
been moving in equipment while waiting
for the wet weather to clear, with the
aim of making up for lost time when
working conditions improve. The pro­ject
is 4 per cent complete, elapsed time
] 3 per cent.
Martin Brothers on F. A. Project 87
B, the oil processing of 30llz miles ex­tending
east from Coolidge dam, have
the surfacing for 12 miles on the road
side. They have been getting out 420
cubic yards per day. Oiling operations
will start this week with the expecta­tion
of completing half a mile per day.
They plan to leave the road in condition
each night so as not to endanger traffic.
What Other States Are Doing In Highways
COLORADO
Delegates to the annual convention of
the Colorado Association .of County
Commissioners went on record as oppos­ed
to any change in the present division
of the state gasoline tax between the
Stat-e Highway Department and the
counties.
At present the counties receive 27%
of the gas tax, w.hile the State Highway
Department receives 75%, with 3% go­ing
to the cities of the stat-e.
It was felt that to make a change ~ n
the distribution at the present time
wO'uld cause the counties considerable
embarrassment and hardship because of
the fact- that county road budgets were
made early in December.
IOWA
When a highway carries 1,000 tohs
of traffic per day, it pays to spend $60
to shorten the road one foot, according
to Prof. T. R. Ag,g of the Iowa State
College at Ames. Since the average ve­hicle
with load weighs about 3,000
pounds, 1000 tons a day means 666 ve­hicles,
so if the average dany traffic
between two points exceeds this figure"
it will pay to spend $316,800 for a new
stretch of road if it will shorten the dis­t,
mce one mile.
This is the saving effected merely by
MARCH,1931
the distance reduction, and if the new
road is better than the old one, a fur­ther
saving is effected. Researoh at the
Iowa college has placed the cost of op­erating
the average car over paved roads
at 5.44 cents a mile, ,good gravel roads
6.43 cents a mile and "low type" roads
7.50 cents a mile. Thus if a ten mile
pavement is built to take the place of a
twelve mile dirt road, the cost of driv­ing
a car between the two points is re­duced
from 90 to 54.4 cents.
MEXICO
With Panama as their object-ive, a
trail-blazing automobile expedition left
Los Angeles recently to continue explora­tion
of the general route of the Interna­tional
Pacific Highway. The country to
be explored for the feasible highway
route is from Mexico City to the south­ermost
point of the North American con­tinent,
a distance of approximately 2,000
miles, including the southern portion of
Mexico and the Central American States.
The expedition is being sent by the
Automobile Club of Southern California
and is the second of its kind to be sent
out by the motoring organization [ The
first was in the spring of 1930, which
explored the route from Los Angeles to
Mexico City down the west coast of Mex­ico.
As a result of this initial expedi­tion,
assurances have been given the
club that the International Pacific High­way
from Nogales to Mexico City will
be opened to tourist travel ,vithin a
year.
CALIFORNIA
Motorists are cautioned that the new
auto license plates must be 24 inches
from the 'ground, according t'O state law,
and they must be clearly visible. This
means that they must not be behind
bumpers or spare tires or installed at
an angle that would make their reading
difficult.
That the motorist touring the Pacific
Coa:st ,vill find no conflicting traffic
laws to trouble him from Canada to
Mexico is a probability of the near fu­ture
as a result of resolutions unani­mously
adopted at the first meeting re­cently
of the Western States Motor Ve­hicle
Conference in Portland, it is re­ported
by the Automobile Club of South­ern
California.
A program of 'Uniform regulations
has been proposed to the legislatures of
California, Washington and Oregon as
the importan outcome of the confer~
ence which was attended by law-makers
of hi,g·hway and motor vehicle commit­tees
of both house of the legislatures of
the three stat-es.
hat to Consider lVhen
Buying A Pavement
T HERE are three fac,
tors which regulate
the selection of the type
of paving t'o be used­quality,
service and price.
Note how Asphaltic
Concrete meets these
three basic yardsticks:
I. Quality
(a) Asphaltic concrete pave,
ments don't sag or crack
due to undermining of
water, because the "sealing"
qualities of asphalt prevent
moisture from reaching the
subgrade.
Last year, in Southern
California alone,
40,286,394 cu. ft. of
Asphaltic Concrete
pavement were laid.
(b) They effectively resist
the wear of heavy traffic.
( c) They are noiseless, dust,
less, easily cleaned.
(d) They automatically ab,
sorb expansion and con·'
traction so don't buckle up.
2. Service
(a) They last longer.
(b) They can be opened to
traffic soon after laying.
( c) They are easily replaced
after being cut into for
water and gas mains,
sewers, etc.
(d) They are easily and
quickly resurfaced.
3. Price
Asphaltic Concrete is an
economical type of pave­ment
because it lasts
longer, and its main ten-ance
costs are extremely
low. Also the time and
money required for resur,
facing or making replace,
ments is very small.
F or further informa ..
tion communicate with
your nearest Union Oil
Distributing Station, or
write direct to Asphalt
Dept., Union Oil Com,
pany, Union Oil Bldg.,
Los Angeles, California.
UNION
ASPHALT
UNION OIL COMPAN~
Page Twenty ARIZONA HIGHWAYS MARCH, 1931
Projects Under Construction In Arizona
District No.1, Geo. B. Shaffer,
District Engineer
Schmidt & Hitchcock have the oil
surfacing of F.A. 55 Reo. (beginning at
Wellton and extending east 42 lh miles,
87% complete, George Lang, Resident
Engr.
Lee Moore Contracting Co. has the
construction of a concrete dip four miles
north of Gila Bend 60% complet,e F.A.P.
53-1 Reo., A. W. Newhall, Res. Engr.
M. H. Sicoum has the grading, drain·
ing and gravel surfacing of 7.4 miles
F.A. 80 D., (beginning at Seligman and
ext ending west) 75% complete, Floyd
J. Beeghly Res. Engr.
Canion, Francis & Royden have the
grading, draining and gravel surfacing
of 5.6 miles of the Phoenix-Yuma
Highway (l:;eginning a t Ligurta and ex­tending
east) 88% compl ete, James A.
Parker, Res. Engr.
Skeels and Graham have the grading.
draining and oil processing and con­struction
of fifteen miles of road in­cluding
.two concrete bridges (begin­ning
at Gila Bend and extending west),
F. A. Reo., 82% complete, A. W. New­hall,
Res. Engr.
Gribble & Burke have started con­struction
on oiling approximately 17
m les of the Topock-Oatman Highway,
H. O. Nor ville, Res. Engr.
The Western Gunit-e Co. has the con­tract
for the oil surfacing of eight miles
F.A. 26-D Reo. (beginning at Ligurta
overpass and extending east), 1 % com­plete"
James A. Parker, Res. Engr.
Yglesias Brothers have started con­struction
on plac;ng sub grade stabilizer
on 9.3 miles of Ashfork-Seligman High­way
(beginning at Pinevita and extend­ing
west), 10% complete, Floyd J.
B'eeghly, Res. Engr.
H. L. Royden has started construction
of two bridges and widen'ng fill and
placing subgrade stabilizer, F.A. 55 Reo.
(beginning 12 mile north of Stovall) ,
18% complete, Jas. H. Parker, Res. Engr.
Martter & Bock have been awarded a
contract for the grading and draining of
4.5 miles (beginning 2 miles east of
Hackberry and extending west) on F.
A. Project 80-E, H. O. Norvill e, Res.
Engr.
Distri ct No.2, F. N. Grant, Dist. Engr.
Ben Pearce Construction . Co. has the
gravel surfacing of 22lh miles of U. S.
66 (beginning at Sanders and extend­ing'
to the New Mexico state line), 45%
complete, H. Pinney, Res. Engr.
Veater and Davis have the construz­tion
of 49 miles f rom Cameron to the
Ridge Trading Post on U . S. 89 (F.A.
95-B) 8% complet-e, H. D. Alexander,
Res. Engr.
Dis tri ct No.3, R. C. Pe r kin s, Dist. Engl".
Lynch-Canon Engin eering Co. has the
construction of the Tempe Bridge 77%
complete, A. F . Rath, Res. Engr.
Martin Bros. have construction of
the oil processing of 30lh miles of the
Globe Safford highway (beginning at
Coolidge ,Dam and extending east), 13%
complete, A. 87-B, M. Kisselburg, Res.
Engr.
Lee Moore Contracting Co. has con­tract
for the grade, drain and sub-grade
EUl'faci ng of five miles of U. S. 180,
(beginning at Geronimo and extending
we3t, F. A . . 15-D., 15% complete, L. C.
Bolles, Res. Engl'.
Lee Moore Contracti ng Co. has con-
Stop! Look! Listen! Stetson Hats
Arrow Shirts
V assaI' Underwear
Crossett Shoes
EXPLOSIVES
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Pow­der,
Co a I Powder, Timberite,
Blasting Caps, Fuse, Electric
Detona tors.
Write for quotations on Car Lots
or Ton Lots f.o.h your railroad
station.
Apache Powder Company
Sales Department,
nr:t~'er 21R. Rf>n1"on. Arizona
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Vic Hanny Co.
36-42 N. Centra l Twin Fronts Ph oe nix
PHOENIX BLUE PRINT CO.
PHOENIX, ARIZONA
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
Measuring Tapes
WRICO LETTERING GUIDES
CITY, COUNTY AND STATE MAPS
U. S. G. S. TOPOGRAPHIC MAPS
HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407
MARCH, 1931 ARIZONA HIGHWAYS Page Twenty-one
Four Reasons Why Armco Culverts Are Most
Satisfactory For Small Bridge Requirements
Easy Installation
Because of their ligh t weight, these culverts are easil y in sta lled with a minImum of time and labor. There 1S
litdc or no interruption to traffic, depending upon' the m ethod of pbcement.
Strength
Their corr ugated form gives them ample strength to withstand t he shocks and impacts of modern traffic
when they are inst alled under shallow covers, and their fle xibility en.lbles them to build up resistance against dead
loads and tr.msverse movements of fill s.
Economy
Armco culvert bridges are relatively inexpensive as compared with other types. Transportation costs are low
because of their light weight. There is no maintenance e xpense. TheIr first cost is practically their last cost.
Lasting Service
The pure iron base with its two-ounce coating of hi gh-grade galvanizing makes Armco Culverts lasting 111
service. Thousands installed twenty oli more years ago ar e in good condition today.
WRITE OR PHONE FOR DETAILS AND PRICES
Western Metal Manufacturing Co. California Corrugated Culvert CO.
J::L PASO, TEXAS LOS ANGELE~ WEST RERI{ELEY, CALIF.
VIC H. HOUSHOLDER, DIST. SALES MGR.
I :i;~O Eo Hrill Street, Phoenix, Arizona
Distributors of Page Jii-Way Guard ((The Life-line of the Highways"
Page Twenty-two
struction on F. A. Project 88-C, (be­ginning
at Duncan and extending to
the state line), 33% complete, H. B.
Wright, Res. Engr.
Robert E. McKee has the grading and
draining of 13.7 miles of U. S. 180, F.
A. 87-E. (beginning at Geronimo and
extending east), 4% complete, L. C.
Holles, Res. Engr.
Skeels & Gr~ham have been awarded
a contract for the surfacing and oiling
of 11.6 miles (beginning at Duncan and
extending west) on F.A. Project 88-B
Reo., Daniel Thompson, Res. Engr.
Skeels & Graham have been awarded
a contract for the surfacing and oiling
of 8 miles (beginning at the ,east end
of the pavement and extending east) F.
A. Project 88-A Reo., Daniel Thompson,
resident engineer.
Stanley Jaicks Co. has the construc­tion
of the Florence paving 19% com­plet-
e, Joe de Arozena, Res. Engr.
District No.4, T. S. O'Connell, District
Engineer.
Skeels & Graham have the grading,
draining and surfacing of 8.7 miles of
the Tucson-Nogales Higihway, U. S.
Route 89, (beginning at the end of the
pavement 3 miles north of Tucson, and
ARIZONA HIGHWAYS
extending north) F.A. 86-E, 90% com­plete,
Sid Smythe, Res. Engr.
Hogger and Farmer have the con­struction
of a R. R. Overpass and Ap­proaches
(between Rillito and Tucson)
F. A. 94-G., 56% complete, J. R. Van
Horn, Res. Engr.
miles west of Benson, F. A. 18, Sec. D.
Stanley Jaicks Co. has the construc­tion
of 8.3 miles of U. S. 84 (beginning
at Rillito and extending west) F. A.
94-E, 70% complete, J. R. Van Horn,
Res. Engr.
N. G. Hill Co. has the construction
of a bridge and approaches, an over­pass
and grade, drain "-nd surface, four
miles west of Benson, F. A. 18, Sec. D.
& E., 25% complete, W. J. Tavenor, Res.
Engr.
The Imperial Trucking Corp. has the
oil surfacing of 15~2 miles F. A. 94-F.
(Ibeginning 1 mile north of Rillito and ex­tending
to the pavement three miles
north of Tucson, 10% complete, J. R.
Van Horn, Resident Engineer.
Wilham Peper has the surfacing of
approximately ten miles of the Tucson­Nogales
highway (beginning 22V2 miles
south of Tucson and extending to the
Santa Cruz county line, also the con­Istruction
of several concrete bridges,
MARCH, 1931
17% complete, J . R. Van Horn, Resident
Engineer.
Packard & Tanner have been awarded
a contra·ct for the construction' of 7.6
miles (beginning 1 mile east of St. Da­vid
extending east) F. A. Project 79 E,
W. J. Tavennor, resident engineer.
Hodgman & McVicar have been award­ed
a contract for the oil surfacing of 21
miles (beginning 1 mile east of Tucson
and extending toward Benson) on F. A.
Project 90-A, 1st Reo., C. S. Benson,
resident engineer.
Made Him Nervous
"But the policeman says that you
tried too climb the lamp post."
"Yes, I did, Your Worship, but I was
not drunk. Three crocodiles had been
following me around all evening and
they were getting on my nerves."
EXPERIENCED
OIL BLADE
Operator Wants Job
Highway Dept. Reference
Inquire Editor Arizona Highways
In The Wake Of Better Roads---
Better Business
Better Homes
Better Schools
Better Churches
ALL TOWARDS MAKING LIFE WORTH WHILE
Paving Development & Sales Go.
Phone 38413 525 Luhrs Bldg.
PHOENIX ARIZONA
=M:=A:=R=CH::::::,1 =9=31= ==============A=R=IZONA HIGHWAYS
Road Conditions, Arizona State Highway System
U. S. ROUTE 80, YUMA TO RODEO-
518 Miles. All paved, oil surfaced
or graveled. Condition g00d ex­cepting
8 miles being oil surfaced
west of Wellton; Oil Surfacing
Wellton to Sentinel; 15 miles oil
surfacing between Gila Bend and
Sentinel, 2 detours 500 ft. each;
4miles under construction west of
Benson. Detour good; 7.6 miles
under construction east of St. Da­vid;
caution, no detour.
U. S. ROUTE 66, TOPOCK TO LUP­TON-
396 miles. Gravel survace,
oiled or paved. Condition good ex­cepting
17 miles oil surfacing west
of Oatman and Williams to Flag­staff
TS only fair.
U. S. ROUTE 180, FLORENNCE JCT.
TO STATE LINE - 183 miles.
dit:ion good. Observe caution in
driving, 30 miles bei ng oiled Cool­idge
Dam to Geronimo; 2.5 miles
detour out of Geronimo.
STATE ROUTE 88, APACHE JCT. TO
GLOBE-83 miles. Gravel sur­face.
Condition good.
JTATE ROUTE 73, CUl'TER TO MC­NARY-
104 miles. Gravel sur­face
Cutter to Rice and White
River to McNary, other unim­proved.
Condition good when open.
Should enquire Globe Chamber of
Commerce before making trip at
this time of year as road is often
closed because of snow.
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Me"-h. Guard It'ence, Fence Stays
1534 Blake St., Denver
Plants at Denver and Pueblo
STATE ROUTE 71, CLIFTON JCT.
TO S PIR I iN Gf E R V ILL E -
157 miles. Gravel and partly sur­faced.
Condition good Clifton Jet.
to 40 miles north of Clifton;
closed for winter from that point
- to Alpine; Alpine to Springerville
fair, partly under constTuction.
U. S. ROUTE 89, NOGALES TO FRE­DONIA-
660 miles. Gravel, oil
or paved surface to Flagstaff;
graded and drained to Cameron;
unimproved Cameron to Jacob's
Lake; 40 miles under construction
north of Cameron; gravel Jacob's
Lake to Fredonia. Condition good
excepting 8 miles under construc­tion
'between Nogales and Tucson,
detour good, Ash Fork to Flagstaff
fair to good and Cameron to Jac­ob's
Lake poor.
U. S. ROUTE 70, H 0 L B ROO K TO
STATE LINE-109 miles. Gravel
surfaced. Condition good to ex­cellent
excepting 5 miles east from
HoH?rook, fair.
STATE ROUTE 79, PRESCOTT TO
FLAGSTAFF-91 m'iles. Gravel
or oil surfaced to Sedonia, graded
and drained Sedonia to Flagstaff.
Cont!,;tion good excepting for
construction in Oak Creek canyon.
Sedonia to Flagstaff slow in wet
we:lther.
STATE ROUTE 74, WICKENBURG
TO EHRENBERG-74 miles. Sur,
fa ce, low t ype improved. Condi­tion
fair.
STATE ROUTE 81, DOUGLAS TO
SAFFORD-128 miles. Gravel sur­faced.
Condition good.
STATE ROUTE 187, SACATON DAM
TO CASA GRANDE-13 miles.
Gravel surfaced. Condition good.
STATE ROUTE 83, VAIL TO SO­NOITA-
28 miles. Gravel sur­faced.
Good.
Page Twenty-three
STATE ROUTE 82, NOGALES TO
TOMBSTONE JCT. 70 miles. Grav­el
surfaced. Good.
STATE ROUTE 84, TUCSON TO GILA
BEND-124 miles. Gravel sur­faced.
Condition good excepting
Tucson to Rillito being oil surfac­ed,
1 mile detour near Rillito; ten
mile detour between Rillito and
Red Rock, poor condition due to
rains.
STATE ROUTE 87, MESA TO PICA­CHO-
60 miles. Paved oiled or
gravel surfa·ced. Condition good
exceptin 1800 ft l detour around
overpass construction near Picacho.
Gurley
Instruments
are building
Airzona Highways
Arizona Representatives
PHOENIX BLUE PRINT CO.
W. & L. E. GURLEY,
Troy, N. Y.
Departmen ts of
ARIZONA
CALIFORnIA
NEW ME~XI(;O.
-also b'l man'l counties
and cities within
these states
Seaside Oil Compauy
inCORPORATED 1898
SUMMERLAnD. ~LlI'OKnIA
-ARIZONA'S GR.EATEST COMMEP..CIAL PR.INTING PLANT"
..M3 THE MANUFACTURIN6 'STATIDNER5 INC J6 <l n '"
P H OE N IX AI\.I"Z.ONA
Page Twenty-four
Bureau of Public Roads
Projects in Arizona
UNDER CONSTRUCTION
C. G. Willis & Sons have the grading
of Forest Highway-Oak Creek Hill Sec­tion
7-C. The ,project begins at the top
of the 'nak Creek Canyon~13 miles
south of Flagstaff-and extends t-o the
'bottom of the hill, a length of 2.8 miles.
Estimated cost of construction is $186,-
000 and project is now 3 per cent com­plete.
E. J. McCracken, Resident En­gineer.
Skousen Brothers have the grading of
the Picnic Mesa'jSpringerv'ille Seotion
19-1, of the CHfnon-Springerville Forest
Highway. The project is 4.5 miles in
length, beginning at Picnic Mesa and
extending north to a connection with
U. S. Route 70 at a point lh mile East
of Springerville. Estimated cost of this
project is $27,000 and is now 8% com­plete.
V. G. Watson, Resident Engineer.
O. F. Fisher has the contract for s'ub­grade
reinforcement on Forest Highway
19-G2, HI, two sections of the Clifton­Springerville
road, 11.3 miles in length
extending from a point one mile north
of Nutrioso to Picnic Mesa. The esti­mated
cost of this project is $27,000 and
is now 50% ,complete. V. G. Watson,
Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 18.5 miles of the Grand
View-Desert · View Section of the Grand
Canyon National Park Route 1, begin­ning
at Grapevine Canyon, 10 miles east
of Grand Canyon Village, xetending 15.2
miles east to Desert View and including
3.3 miles of spurs. Estimated cost of
this project is $144,000 and was 60%
completed when closed down in Novem­ber
for the winter season. , It is expect­ed
that work will be resumed in April.
V. G. Watson, Resident Engineer.
J asper-Stacy Company has the con­tract
for gradling Hou;serock Cajnyon
Section of the Houserock Canyon Na­-#
I
ARIZONA lllGHWAYS
tional Forest Highway, Project 28-A,
KaibaJb National Forest, Coconino Coun­ty,
at an estimated cost of $275,000.
Work on this project was begun in Aug­ust,
1930. W. J. Nelson, Resident Engi-neeI'.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand Can­yon
Route 3 from Bright Angel point to
Cape Royal, at an estimated cost of
$285,000. This project is locat'ed on the
North Rim of the Grand Canyon Na­tional
Park and in Coconino County.
Project when closed down October 29th
for the winter was 40% complete.
Work will probably be resumed in May
or June. Rudolph Thirion, Resident En­gineer.
Swift Trail Section 1 Improvement, a
portion of the Major Forest Develop­ment
Road System, is being done by day
labor and Station contract. This project
is 4 miles in length beginning at a junc­tion
with State Route 81, seven miles
south of Safford and extending in a
southwesterly direction to the foot of
the Graham Mountanis. Estimated cost
is $12,000 and project is now 40%' com­plete.
E. V. Aldrich, Resident Engineer.
Eruger Spur connection, Forest High­way
Project 19-J, is being constructed
by day labor. This project is 2.5 miles
in length and connects the village of
Eager with Forest Highway 19-1, now
under construction. Estimated cost of
the project is $10,000 and is now 17%
complete. V. G. Watson, Resident Engi­neer.
ADVERTISED FOR CONSTRUCTION
Grading of 8.43 miles on Section B of
Arizona Forest Highway Route 28,
Houserock Canyon in Kaibab National
Forest, Coconino County, Arizona. Bids
opened March 3.
Grading of 2.92 miles on the Upper
Canyon Section 7-D, of the Oak Creek
Forest Highway in Coconino National
Forest, Coconino County, Arizona. Bids
opened March 12.
A_JOkU
unit of .... petrol.um
.In"o'nIuscIIr7. - -l'rooIiIars­X.
rh.'ns.
MARCH,1931
Grading of 4.34 miles Sectino 2-D of
the Swift Trail Major Forest .Develop­ment
Road in Crook National Forest,
Graham County, Arizona. Bids opened
March 24.
Oil surfacing of 9 miles of Grand
Canyon N atinoal Park Route 4 on the
North Rim of the Grand Canyon. Bids
opened March 3.
Grading of 1 mile on the Heber Hill
Section of Forest Highway 11-A, Pay­son-
Holbrook 'Road, in Sitgreaves Na­tional
Forest, Navajo County, Arizona.
Bids opened last week in March, date not·
set.
SURVEYS
Petrified Forest National Park, Ad­ministration
site to North Forest ,boun­dary
near Adamana in Navajo County.
Length 18 miles, completed February
20th. E. J. McCracken, Locating En­gineer.
Chiricahua National Monument sur­vey,
Forest Highway Route 32, in Co­chise
County. Estimated length 12 miles.
Survey \began February 23. F. H. Hor­ton,
Locating Engineer.
Payson-Indian Garden-Colcord Survey,
Forest Highway Route 11, beginning at
Payson and extending eastward for an
approximate distance of 40 miles, to a
connection with the Young-Holbrook
Highway near the Gila-Coconino Coun­ty
Line. Survey to begin March 15th.
J. H. Brannan, Locating Engineer.
HULSE & DICK
~ Products
YUMA, ARIZONA
It's our pleasure to please
our customers
24 HOUR STORAGE
MARCH, 19~1 ARIZONA HIGHWAYS Page Twenty-five
EQUIPMENT DISTRIBUTORS­REPRESENTING
GALION Graders, Rol'l_rs, _tc.
McCORMICK-DEERING Industrial Tracto .. , Enginetl
INTERNATIONAL Motor Truck.
BAKER Earth Moving Equ 'pment
BAY CITY Shovels, Cranes, Draglines
ORD Concrete Finishing Machine.
MUNICIPAL Oil Distributors, Flush_rs, etc.
STERLING Hoists
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Pkks
KIMBALL-KROGH Pumps
ALAMO-DORW ARD Pumps
MYERS Pumps
"OVER 40 YEARS IN ARIZONA"
6th & Broadway 311 4th Ave.
TUCSON PHOENIX
Lincoln
Sales and Service
You will find any part you desire In
our Parts Department
Grady Watson, Inc.
Authorized Sales and Service
Washin&'ton at 7th Ave. Phoenix
The American Steel Scraper Co.
FRESNOS
Both Light and Heavy Pattem
DRAG SCRAPERS
WHEEL BARROWS
NONE BETTER
and the prices are right
The
O. S. Stapley Company
Wholesale Distributors
Phoenix Arizona
-il you're going to
make money in 1.931.
WORN out or obsolete pavers will not earn 1931
prosperity for their owners.
Just as the boom and bucket distribution revolutionized
pavers, so the Koehring
Autocycle paver revolution­izes
them again.
The cost and profit figures of
Koehring Autocycle opera­tion
as compared to manual
operation are now in-and
E~i~~ Autocycle.
Pratt-Gilbert Hardware Co.
Tel. 35145
7th & Grant Streets Phoenix, Arizona
Page Twenty-six ARIZONA HIGHWAYS
--.. ~ .. ...... ,_ ::'";kS 'A4~~w .S!!J!E1t:::s:saaesm.~ ~~ .. .... ~ ~'- "-, ~
NOTICE TO CONTRACTORS
ASHFIORK-KINGMAN HIGHWAY,
F. A. P. Nos. 57 & 8D-C
ASHFORK-FLAGSTAFF HIGHWAY
. F. A. P. 89-B
PRESCOTT-ASHFORK HIGHWAY
F. A. P. 62-A
Bids to be opened March 23rd, 1931
Sealed bids for oil procesFling the
above named projects will be received
until 2: DO, P. M. on the wbove date, and,
after the disposal of 78-F and 2-B, then
publicly opened and read at: the office of
the Arizona State Highway Commission,
Phoenix, Arizona. No bids will be re­ceived
after the time specified.
All bids must be marked upon the out­side
of the envelope "State Highway
Omtract, Ashfork Oil Processing, F. A.
P. Nos. 5,7, 62-A, SD-C and S9-B," and
MUST CLEARLY SHOW THE NAME
OF THE B·ID.DER ON THE OUTSIDE
OF THE ENVELOPE.
LOCATION OF WORK: 89-B begins
at the Coconino-Yavapai County Line
and extends west two and four-tent:hs
(2.4) miles to Fourth Street in Ashfork
where it joins SD-C. SD-C continues west
six (6) miles to a junction with 57. 57
continues west approximat:ely nine and
one-third (91f:J) miles. 62 begins at the
junction, approximately one (1) miles
east of Ashfork and extends south four
and three-tenths (4.3) miles.
PROPOSED WORK: Consists of oil
processing ,by the Road Mix Method.
DATE OF COMPLETION: July 31st,
1931.
APPROXIMATE QUANTITIES
71,0,0,0, Sq. Yd. Preparation of Surface
540,,0,0,0, Gal. Oil
22.2 Miles Mix, Lay &0 Finish
150,0,0,0, Sq. Yd. Special Seal Coat
11,20,0 C. Y. Subgrade Stabilizer
21,0,0,0, C. Y. Mi. SUbgrade Stabilizer
Haul
26,0,0,0,1 C. Y. Mineral Aggregat:e
17,SDD C. Y. Mi. Mineral Aggregate
Haul
4.90,0, C. Y. Mi. Shoulder Material
Haul
1150,0, C. Y. Shoulder Material Haul
3,0,0,0, C. ,Y. Mi. Haul Stock Piled
M'aterial
NO! contractor shall be eligible to sub­mit
a Ibid until his attested statement,
made on fO:mIJs supplied by the Arizona
Highway Department, of financial re­sources
and construction experience and
equipment have been approved. B~ds
will !be made only upon t:he bidding form
contained in the Pamphlet and supplied
by the Department, and which forms
will be supplied only Ito contractors
whose statements show sufficient finan­cial
r esources 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 unless such bid is qualified by
specific limitations.
STANDARD SPECIFICATIONS
Copies of the Standard Specifications,
Issue of' October, 1930, may be purchas­ed
for Three ($3.00) Dollars. Checks
should be made payable to W. W. Lane,
State Engineer.
PLANS & PAMPHLET-(For Bid­ders
ONLY) Copies of the Plans and
Pamphlets may be issued to qualified
contractors having a copy of the Stand­ard
Specifications of above issue, and
upon deposit of Ten (SID.DD) Dollars.
Deposit will be refunded should Plans
and Pamphlet: be returned within ten
(10) days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10,.00) Dollars. Deposit will
be refunded should Plans and Special
Provisions be returned 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 b.idding and the
award and execution of the Contract.
N. B.-Award of this Contract will be
on the ba;sis of all project'S to the one
Contractor.
W. W. LANE"
State Engineer.
Phoen~x, Arizona, March 9th" 1931.
NOTICE TO CONTRACTORS
TUOSON-NOGALES HIGHWAY
F.A.P. S6-C, Including Non-F. A. 25-A.
F.A.P. 86-E, Including Non-F.A. 66.
Bids to :be opened March 16th, 1931.
Sealed bids for the Oil Processing of
MARCH, 1931
t:he above named Projects will be re­ceived
until 2 :0,0, P . M. on the above
date, and then publicly opened and read
at the office of the Arizona, State High­way
Commission, Phoenix, Arizona. No
bids will be received after the time
specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Tucson-Nogales Highway, F.
A. P. 86-C and 86-E", 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 pave­ment
North of Nogales and extends ap­proximately
seventeen (17) miles north­erly,
consists of the Placing of Mineral
Aggregate and the Oil Processing by the
Road Mix Method of the entire Project,
and is t'O be completed on or before June
, 3Dth, 1931.
N. B.-The attention of the Contract­or
is directed to the EXTRA SPECIAL
PROVISIONS dated 2-11-31, and to the
fact that this Contract will be awarded
on the basi,s of all Projects to the one
Contractor.
APPROXIMATE QUANTITIES
233,000 Sy. Yd. Preparati<m of Subgrade
27,40,0 C. Y. Mineral Aggregate
75,40,0 C. Y. Mi. Mineral Aggregate
Haul
70,0, C. Y. Shoulder Material
1,0,0,0, C. Y. Mi. Shoulder Material
Haul
49S,DOD Gals. Oil
16.S Mi. Mix, Lay &' Finish
2,0,00 C. Y. Mi. Haul of Stock Piled
Mater,ial.
No contractor shall be e ligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department; of financial re­sources
and construction experience and
equipment 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 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 St a