Arizona Highways. May, 1931

              The Old and the New Method of Crossing Railroad at Castle Hot Springs Junction
Volume 7
Number 5 May Copy Ten Cents
Yearly One Dollar
True, it's new-but
look at the name
that's on it.
Amply powered --- well designed ---why
shouldn't it create a sensation
It is easy to handle-does a ccura te work, a,nd will las t a lon g, long tim e. Pneuma tic
t ires equipped with puncture-proof tubes g ive am Ille traction and a lso permi t r apid
movement from IliacI' to pl a ce under it s oW,n Ilower. 10 miles an hour down. 4 s peeds.
WE CAN NOW MAKE DELIVERY
BETTER - QUICKER - CHEAPER
Arizona Tractor & Equipment Co.
240 W. Jefferson St. Phoenix, Ariz.
Note these
10 ADVANTAGES
OF ASPDALTI~
~ON~RETE
PAVEMENTS:
I. Their original laying cost is usually less
than other types.
2. Their greatest economy is in the fact
that they last longer.
3. Maintenance costs are practically nil.
4. They do not buckle up due to contrac­tion
and expansion.
5. The"sealing"properties of asphalt keep
the subgrade free from undermining by
water.
6. They are quicker to build and may be
opened to traffic almost immediately.
7. They are easily replaced after being cut
into.
8. They are sound absorbing, dustless,
and glareless.
9. They are safer ... non-skid even in wet
weather.
10. They are quickly and cheaply resur­faced.
Communicate with your nearest Union Oil Com­pany
distributing station. We will gladly send an
engineer to confer with you on your roadbuilding
requirements.
UNION
ASPHALT
I J NION OIL COMPANY
Page One
Arizona Highways
May, 1931
TABLE OF CONTENTS
NATIONAL MONUMENTS OF STATE LURE VACATIONISTS ________ J
DO YOU BELIEVE IN SIGNS? __________________________________________________________________ 4
By M. G. Holt, Sign Foreman.
OIL SURFACING AS PRACTICED IN ARIZONA ______ __________ __________ ___ ___ 6
By Geo. B. Shaffer, District Engineer.
NEW LAWS GIVE POWER TO ENFORCE HIGHWAY CODE ________ 8
By E. M. Whitu;orth, Motor Vehicle S"perlntmdent.
T. S. O'CONNELL ASSUMES POST AS STATE ENGINEER ________________ 9
EDITORIAL PAGE _____________ ____________________________ ____ __________________ ____________ ______ 10
DEPARTMENT SPENDS THIRTEEN MILLIONS IN THREE YEARS 11
COMMISSION AWARDS MANY HIGHWAY CONTRACTS _______________ 12
BUREAU OF PUBLIC ROADS PROJECTS IN ARIZONA ___________________ 14
ROAD CONDITIONS. ARIZONA STATE HIGHw\'VAY SYSTEM _______ 16
PROJECTS UNDER CONSTRUCTION IN ARIZONA _______________________ 17
Page
APACHE POWDER COMPANY ___________________________________ __ __ _______________ 21
ARIZONA TRACTOR & EQUIPMENT CO. _________________ Cover
RABBITS, GENERAL MERCHANTS ____________________________________________________ 2 j
H. M. CLARK OFFICE SUPPLY CO. ________________________________________________________ 23
BEN D. COOLEY ______________________________________________________________________________________ 22
CALIFORNIA CORRUGATED CULVERT CO. ___________________________________ 15
GILMORE OIL CO., OF ARIZON:I\ ___________________________________________ _______________ 22
W. & L. E. GURLEY ______________________ _______________________________________________________________ 2J
VIC HANNY CO. _______________________________________________________________________________________ 24
HEINZE, BOWEN & HARRINGTON. INc.. __________________________________________ 24
HULSE & DICK ___________________________________________ ____________________________ 24
MOMSEN, DUNNEGAN &: RYAN _______________________________________________________ 2<4
PAVING DEVELOPMENT &: SALES CO. __________________________ 17
-PHOENIX BLUE PRINT CO. _____ ~--------------------------------------------------------2J
PIONEER GRAVEL EQUIPMENT MFG. CO. ___________________ 19
PRATT-GILBERT HARDWARE qO. ______________ 21
RIO GRANDE OIL COMPANY ________________________________________________ 22
RONSTADT HARDWARE & MAClilNERY CO. _____________________________ 21
THE O. S. STAPLEY COMPANY ____________________________________ 19
SEASIDE OIL COMPANY _____________________ 22
STANDARD OIL COMPANY OF CApF. 2
THE COLORADO BUILDERS SUPPLY CO. _______________ 24
SHELL OIL COMPANY 2J
THE COLORADO BUILDERS SUPPLY CO. _____________ 24
UNION OIL COMPANY __ ~-_----------- 1
WESTERN METAL MANUFACTURI?-{G CO. ___________________ 15
GRADY WATSON. INC. _ l'
VEA TER &: DAVIS _______________________________________________________________ 21
CALOL
ASPHALT
for best results
I!I
~ I
WOR~i;~pa;,;;aai;;;c;,;;~
SINCE 1920 - - -
Durable Asphalti.eConerete
P" S MOOTH, t~ugh Asphaltic Concrete on the
Marysville-Oroville ROild 'has cost practically nothing for maintenance in 11
years. The Warren Construction Company built it and-it's still going strong!
This road takes farm trucking - iron wagon tires, hard truck tires heavily­loaded
most of the time. The old Asphaltic Concrete hasn't been over-loaded
yet and .when it gets over-crowded, Yuba County already has three-quarters
of a new highway!
Non-Skid Asphaltic Concrete surfacing - wide enough and safe' enough
fOf any traffic - has b~en' laid ' right over old pavement for only " two-bits"
per' square yard. .
Investigate Non-Skid Asphaltic Concrete.
S TAN DAR DOI·L · G i() M PAN Y 0 F CAL I FOR N I A
• L
ASPHALTI£ CO,..CRETE
WEAR.S LOIIIIIGEST AT LEAST COST
';, .' ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright UJ81 by ARIZONA HIGHWAYS, All Rights Reserved
Volume VII. May, 1931 Number 5
National Monuments Of State Lure Vacationists
THAT Arizona is the most favored
state in the Union from .the stand­point
IOf national parks and monuments
is shown in the fad that eleven, or over
one-fifth of the national parks and mon­uments
administered by the federal gov­ernment,
are located in this state. Ten
of these are national monuments and
the eleventh is Grand Canyon park, the
greatest natural show place and play­ground
in the world.
Y\(mr plans for a vacation this sum­mer
should include some, if not all of
these national monuments and the Grand
Canyon park. In doing so you will see
most of the state of Arizona and you
will be able to add an educational, scenic
and inspirational touch to your recrea­tional
period that millions of persons
will never have the opportunity to en­joy
in a life time.
Of course .the greatest, the most spec­tacular
and inspiring of these national­ly
preserved wonders in the state is the
grand Canyon, yet to many persons
~:,me of t he lesser monuments will be of
greater interest because of their his­toric
rather than natural interest. How­ever,
if one had the whole world to
choose from, they could do no better
than to decide on the Grand Canyon
park for a vacatiJon.
Marvel of Erosion
The park is divided into three distinct
parts, the South Rim, the first section to
be made available to tourist travel; the
bottom of the canyon itself, reached only
by muleback or on foot from the rims;
and the North Rim, where very fine ac­commodations
for tourists have recently
been installed by the Union Pacific
railroad. The South Rim and the Can­yon
are the sections .that ,may easily
be visited throughout the year. The
North Rim, rising 1,000 feet above the
South Rim, and reached through the still
higher Kaibab Forest, is practically
snowbound during the winter month;;.
A year ago, however, snow-plows kept
the roads to the north open all winter,
so that supplies and equipment might be
brought in and construction on the new
lodge continued. .
Within the park the Canyon varies in
width from about four to eighteen miles.
EI Tovar, the famous hotel on the South
Rim, is about ten miles in an air-line
from the new Grand Canyon Lodge, lo ­cated
on Bright Angel Point on thp.
North Rim. Between these two point;;
the Canyon is a marvel of erosion. The
Colorado River, looking in significant in
the distance, is the in strument through
which the gorge was carved, aidEd by
winds and rains at the surface. From
the rim the river looks like a narrow
band of ribbon, with a slight movement
at place" that indicates cascades and
rapids. Upon clo'ser view it is seen to
be a turbul ent, swiftly-moving brown
stream. Its color proves that the river
is still engaged in its chiseling work,
and each day the Canyon is deepened or
widened by the removal of the silt that
colors the water. When one realizes that
this gorge, nearly a mile deep, has been
carved through seemingly endless ages
by just this constant wearing away of
the rocks by the river, some idea of the
magnitude of nature's task may be
grasped.
Riot of Colornig
The overwhelming beauty of the Grand
Canyon lies in three characteristics: its
stupendous size, its exceptional erosional
forms and its gorgeous coloring. From
any point on either rim a magnificent
panorama! spreads out against the oppo­site
wall. Widest at the top, the Can­yon
narrows rapidly in terraced effects,
until the wide Tonto Plateau, slightly
more than half way down, is reached.
From here down it is much narrower,
for now the river has to cut through the
hard Archean strata, the earliest known
rock formation-a much more difficult
task than carving and chiseling the soft­er
limes and sandstones at the top. From
the upper sloping, .. \,?ac m th~ Tonto
Plateau, and from~t.h < {iYl floor it-self
rise innumerable : ttii~; mesas and
terraces, resembling fluted spires, tem­ples
and varicolored mountains. No
straight, uncompromising lines· mar the
beauty of the Canyon; on all sides are
graceful, flowing curves, with here a long
cape extending far out into ·the sea of
space at the top of the Canyon, and
there a broad, shallow inlet or narrow .
bay carnd into the rim wall.
Each stratum of limestone, sandstone
or shale ha; its own distinctive tint,
which bands the walls and temples in a
color combination that is the despair of
artist s. At the top of the high north walI
is the Kaibab limestone, white or buff in
color. Below the buff the riot of colors
starts, with bands of different shades of
red, purple, gray and green. Lowest of
a ll is the so-called granite gorge or
Archean strata which seen from the top
looks grey in tone, but on closer ap­proach
shows many colors. Just above
this is the Algonkian stratum, showing
from the top as a dark, purplish streak.
Scientists say this stratum was laid
down during that long ago period when
primitive life first appeared on this part
of the earth, and the fossil remains of
many early life forms are found here.
The Grand Canyon is one of the most
accessible of our nat:onal parks. Trans­continental
travelers may take through
sleepers from Chicago to Los Angeles
that make a side trip to the Canyon and
take one within a very short walk of the
hotel on the South Rim. Motorists also
find it exceedingly easy of access as the
highways in this region are being con­stantly
improved. Rail travelers to the
North Rim usualIy visit this area in con­nection
with a motor "circle trip" from
the railroad terminus at Cedar City,
Utah, which includes Zion and Bryce
Parks and other scenic spots in south­ern
Utah.
Marvelous Trails
But from whichever rim the visitor
views the Grand Canyon, he shou1d also
take a trip down into its depths. Views
from the half-way plateau are different
from those obtained at the top., while a
view fro~ the floor of the Canyon up the
massive walIs is totalIy unlike that ob­tained
from any other point in the par~.
A trip to the river, or to Phantom Ranch
on the canyon floor ! north of the river,
is i" unique and worthwhile experience.
To facilitate' the trip into the Canyon.
and also to make easier trans-canyon
trips by mule back, the new Kaibab Trail
has been built by the Government during
the past ~ew years. .I'1~.scending the
south ' wall from Yakai Point, it crosses
the new steel suspension' bridge, passes
Phantom Ranch, and ascends the north
waJl.tQ the rim. It is constructed through-
. (Continued on page 18)
Page Four ARIZONA HIGHWAYS MAY, 1931
Do Y on Believe In Signs?
You may nQt be superstitiQus and yQU
may nQt knQW anything aho.ut the Zodi­a<:,
0.1' ,YQU may think the Qld-timer who.
squints at the sky and predicts the kind
Qf weather we are gQing to. have is off
his base, but when yQU see a sign Qn the
highway that says 'CAUTION, SHARP
Abuse of Signs: CQnditiQn existing ir.
the t?wn Qf SalQme, ArizQna. These
two. SIgnS are Qn RQute U. S. 60.
One sign, the pr0perty Qf the State,
a C-5 SIQw. at the apprQach Qf Quaran­tine
S~atiQn. Advertising bQard inter­fers
wIth view, creates cQnfusiQn, disre­nect
and unfavQrable CQmment.
CURVE, 0.1' any Qf the Qther many
things which highway signs say, yQU
had better believe in them 0.1' yo.U are
liable to find YQurself in a jail 0.1' hQs­pital.
Signs have played a vital , pa~ in ev­ery
successful venture unde~taken. The
Highway Department is well laware Qf
this fact and an enQrmQUS amount Qf
this wQrk has been and is being dQne
daily thrQughQut the state.
The ! primary use Qf a sign is to. CQn­vey
infQrmatiQn and to eliminate cQnfu­siQn.
The signs UPQn the highwayss Qf
ArizQna are partterned after the st>an­{
iardiz~<i signs an<i markers adQPted bf
By M. G. HOLT, Sign Foreman
the American AssociatiQn Qf State High­way
Qfficials. A traveler famBiar with
the 'shape and cQIQr cQmbinatiQns Qf the
signs in any state can be safely guided
and infQrmed throughQut the entire sys­tem
Qf state and federal highways.
Placement of Signs
The pla<:ement and erectiQn Qf high­way
departnnent signs 'also. is cQntrQlled
by a standard and the signs are placed
as near to this standard as cQnditiQns
will permit.
A sign may Qften defeat its purpQse
if nQt properly placed, erected 0.1' an­gled,
and much thQug>ht must be given
each location requiring 'a sign. There­fQre,
the erectio.n Qf a sign is nQt al­ways
a purely manulil job.
SQme idea Qf the wQrk required in the
placing Qf signs at IQcatiQns daily en­CQuntered
may ,be had frQm the fQllQw­ing
description:
Driving dQwn the highway we come
upon an S curve, let us suppose the first
bend Qf this curve is to. the right and
the angl~ sharp.
HQW d'angerQus is this curve? Our de­cisiQn
is based UPQn the cQnditiQn oil' the
highway Qn either side Qf tllie curve, If
there have been many curves and rath­er
rQugh gQing encQuntered which WQuid
be conducive to. a slQW 0.1' reduced speed,
the curve is nQt so. dangerQus and dQes
n<Jt require mQre warning than that
cQntained in the regular C-4-R Qr Right
S Curve sign.
HQwever, let us supPQse that Qn eith­er
side Qf thi~ sharp right S curve the
highway is in splendid cQnditiQn, per­haps
paved and fQr miles o.n either side
is straight. With these cQnditiQns this
curve is dangerous and requires a sign
which must give its warning :bQth day
and night, as traffic UPo.n this type Qf
ro.ad will he fast. TherefQre we chQQse
the C-4-R.T.R. sign, a Right S CW've,
with reflecto.rs. HQW far frQm the Po.int
Qf curve shQuld this sign be placed?
The standard calls fQr 400 feet and is
carried o.ut as clQse as cQnditiQns of
right-of-way, obstructions, etc., will per­mit.
Time for R educing Speed
This scale is flexible to. a certain ex­tent
and the exact distance must be de­termined
all the SPQt, and the sign IQca­tiQn
is chosen with the object ,of giving
traffic ample time to. see and read the
sign in time to reduce speed easily to a
safe rate to make the curve withQut
danger to themselves 0.1' o.thers.
We have. decided UPQn our locatiQn in
respect t o. the conditiQn Qf the road and
general speed Qf traffic and the exact
Sign Foreman has just completed repainting of R-4, Speed Limit and
4-11, City Limit signs, Ro.utes U. S. 60 and U. S. 89,
MAY, 1931
distance Qf QUI' IQcatiQn frQm point Qf
curve may be 4'50 0.1' even 500 feet.
We are nQW ready fQr the manual
part of the erectiQn Qf QUI' sign.
The Standard Steel Sign Post adQpt­ed
by the department is 772' IQng, a
Hanged U shaped post knQwn as A-5
Signs used in tQwn Qf Wickenburg. U.
S. 60 turns west. U. S, 89 cQntinues
. nQrth,
'strQng; yet light in weight and com­pact
when handled, These PQsts are
usually driven into. the grQund with a
sledge hammer, a driving cap being
pla<:ed Qver the end Qf the PQst to. pre­vent
smashing it. The PQsb must be
placed so. that when the sign is in place
the edge Qf the sign tQwards the high­way
will be twelve inches frQm the edge
Qf the shQulder Qf the grade,
The tQP of the sign should be apprQX­imately
572 feet abQve the center Qf the
highway; fQr plain 0.1' regular signs the
PQst must he angled so. that the signs
face slightly away frQm the rQad, This
prevents a return glare to. the, mQtorist's
eyes at night.
Angfed to Reflect Lamps
Ho,wever" with our C-4-R.T.IR. and
Qth~r~ ,button. type reflector signs, the
IX~st , must angle. ffiightly toward the
highway in Qrder to catch the rays from
the headlights and attract the mQtQrists'
eyes to. the sign. These signs 'are fas­tened
to. the PQsts with galvanized bolts.
The IQcatiQn chQsen always is Qn the
right._ side Qf the ,highway and fa<:ing ap-pi'O~
chin-g traffic. '
ARIZONA HIGHWAYS
What has the CQst Qf this Qne sign
erectiQn been in dQllars and centls? The
PQst CQst $1.08, two. bQlts cQmplete at
eight cents, labQr seventy-five cents 0.1'
a dQllar and the C-4-R.T.R. $10.50, and
tQtal Qf $12.74. It requires two. such
signs at the curve descrihed, that is
$25.48.
These two. signs may save many lives,
ResurrectiQn can not be a<:cQmplished
with dQllars and cents and while the
first CQst and CQnstant maintenance oil'
highway department signs runs high, it
can nQt be cQmpared to. the value re­ceived
in preventing , accidents, 'IQSS Qf
life and in giving reliable infQrmatiQn
to the traveling public.
A buse of Signs
In Qrder to. bring up the subject Qf
abuse Qf signs I must first answer that
unspoken questiQn in yQur mind, To
whom do. these signs belong?
They are yours; they are mine; they
are the prQperty of the tax payers Qf
ArizQna. I will avoid painful detail re­garding
the abuse Qf signs and cite
Qnly the most CQmmon fQrms encounter­ed.
ShoQting up signs (lomes first, Some
peo.ple take an unholy delight in exer­cising
their revQlvers, rifles and shQt
guns Qn QUI' signs, A sign full Qf holes
cannQt be maintained; it must be replac­ed.
If thoiSe who. destrQy QUI' signs are
citizens they are certain'ly destructive
and CQstly o.nes .
Scratching names, ibending, W1'iting
UPQn or ,Qtherwise defacing and damag­ing
signs creates an addi'tional cost in
maintenance and the evenbual replace­ment
Qf signs.
The law provides a penalty fQr those
GrQwing grass frQm canal will SQQn Qb­scure
these signs, endangering traffic at
~ h :: rp turn and railro.ad crQssing.
Page Five
who destro.y the prQperty Qf the peQple,
but it is nQt as strQng as it sho.uld be
in regard to highway department signs.
When signs are damaged 0.1' destrQyed
the department knows it, and as SQQn
as Po.ssible they are repainted or replac­ed,
It is to. yQur interest to. repQrt to.
the highway department any persons
fQund qestrQying highway markers,
U. S. 80 Citizens Send
Motorcade to Phoenix
Celebrating the cQmpletiQn Qf the Qil
surfacing of the Phoenix to. Yuma high­way
San Diego, Imperial Valley and
Yuma merchants and residents partici­pated
in a matQrcade frQm the coast
city to. PhQenix Qn April 28. Several
hundred persons made the trip in 65
cars, RegistratiQn of those participat­ing
showed citizens frQm San Diego., Es­condido.,
Calif., Brawley, EI Cen tirQ,
Holtville, Calif., and Yuma,
Besides being entertained by the
PhQenix Chamber of Commerce and
meeting the business men Qf PhQenix,
one Qf the fea'tures o.f the mQtQrcade's
visit was a luncheon given by the PhQe­nix
Kiwanis club in the Adams hQteL
W, W. Lane, state engineer, was chair­man
Qf the day at the luncheQn and T.
S. O'CQnnell, incQming state engineer,
was ,an hQnor guest,
Speakers from a ll the cities alQng U,
S. RQute 80, between PhQenix and San
Diego, sPQke Qf the wonderful advance
ArizQna had made in the cQmpleting of
this rQute to. the coast and expressed its
tremendQus value to. the state frQm bot'h
a tQurist and commercial standpQint. It
is an easy trip to. nQW drive frQm PhQe­nix
to. San Diego., a distance Qf 385
miles, in appro,ximately nine hQurs,
In recalling this trip as recently as
three 0.1' fou.r years ago, when the old
"bo.ard walk" rQad lead thrQugh the
sand dunes Qn tEe edge Qf Imperial val­ley
it was sometimes impQssible to make
the trip in less than two. days withQut
great discQmfit.
IMPROVING CITY STREETS
Stage co.nstruction of unimpro.ved
city streets is advQcated' by a co.mmit­tee
Qf the American RQad Builders' As­sQciatiQn.
Under this prQcedure the dirt
streets are graded so that the surface
is at o.r belQW subgrade elevatiQn fQr a
pavement. Any material placed Qn the
dirt street to make it firm may then be
'inco.rpo.ratied in the subbase of the pave­ment
when 'built.
Page Six ARIZONA HIGHWAYS MAY, 1931
Oil Surfacing As Practiced In Arizona
By GEO. B. SHAFFER, District Engineer.
It has 'been explained that a complete­ly
stabilized subgrade is necessary for
a pavement designed to carry heavy
,traffic, and it is particularly necessary
thoroughly to stabilize the subgrade if
oil surfacing is to be placed upon it.
At the time a roadbed is constructed
originally 'little thought is given to the
character of the ma'terial encountered so
far as a finished roadway is ooncerned.
In fact, the work of nature is well ex­plained
by the many soil changes which
ar~ exposed in the construction of high­way.
Some soils are stable and some are
unstable.
When oil surfacnig is proposed for
improving a road where many soil
changes exist, it is necessary to place
subgrade stabilizer on the sections in
question before the mineral aggregate
for oil surfacing is placed thereon.
There is an important difference be­tween
subgrade stabilizer and mineral
aggregate which to the layman are one
and the same thing.
Content of Stabilize'/'
nent surfacing and is thought of as
foundation material.
Oil surfacing is made up in a general
way of two materialls-mineral aggre­gate
and asphaltic road oil. The mineral
aggregate which constit'utes the main
body of the oil surfacing should bear
out its name by being strictly mineral
likely follow and the road will be de­stroyed
under heavy t r affic, unless am­ple
money is spent in repairs and main­tenance.
An aggregate made stl-ictly of
hard rock, sand, minerall, silt and rock
dust will not absorb the oil to any ex­tent,
and if the proper amount of road
oil is used, which is approximately four
Subgrade stabilizer is found in many
forms, but just one will be described
here. A material so incdl'porwted and
mixed as to contain from 20 to 30 per
cent fo rocks and 70 to 80 per cent of
sand and dust, is a good subgrade sta­bilizer.
The rock should all pass a I-inch
screen and be retained on a 14-inch
screen. The sand and dust should all
pass a %,-inch screen and should grade
uniformly- from 14 inch to very fine
dust. The dust must carry a high 'ce­mentation
value and of such character
so as not <to become soft with moisture
after it is once set up. A material of
this kind makes a good subgrade for
all kinds of permanent or semi-perm a-
Spreading and Blotting Oil in close cooperation.
III character. The entire mass should
pass th rough a I-inch circular screen
and grade uniformlly to dust, with about
fi ve per cent to ten per cent' of ·the ma­terial
passing a 200 mesh screen. The
fine material in the mineral aggregate
should have a low cementation value.
Most materials which have high ce­mentation
values are apt to emulsify
with moisture or they might be of such
character that will absorb the road oil
to the extent that they will become hard
and brittle. Ravelling and pot-holing will
Raveling of oil cake of too high cementation.
to five pel' cent of the mass of weight,
the oil cake will not become hard and
dry nor will it blend or roll if 'Wa&hed
carefully when being proportioned.
Compacts Under Traffic
When the oil cake is constructed of
carefully selected materials and oil con­stru0tion
features are p r operly inspect­ed
during the progress of oonstruction ,
it will compact well under traffic and
will remain pliable enough so t hat it
can be reshaped if found neecessa ry.
The foregoing facts are but an indi­cation
of what really should be carried
out when t he component parts of an oil
road are to be decided upon; but it is
hoped t hat they will enable the readers
to visuall,ize some of the steps in oil
road construction. With t his informa­tion
at hand rega rding soil conditions,
material for subgrade stabilizer and ma­terial
for mineral aggregate, the g reaU;r
part of the hattle is won . The road oil
is of a crude or some refined product
containnig between 65 and 70 per cent
of asphalt and is ea sily ohtained froll~
many companies.
We now are ready .to prepare .the oil
surfacing. Assuming that the 'subgrade
has been thoroughly stabilized the min-
MAY, 1931
o I road made of properly graded min­nal
aggregate after ultimate compac­ticn.
eral aggregate is now distributed evenly
on the surfa'ce to the depth and width
J.·§CJ.u5r~d .. We fig'ure on a three-inch oil
cake when compacted and we estimate
t)1at it requires approximately four and
a hali inches of loose mineral aggregate
to make a finished three-inch oil cake.
when thorougl1!y compacted under traf­fic.
Traffic Benefits Sm'facing
After the mineral aggregate has been
distributed as described above the road
oil is distributed and mixed into it. It
is applied at the rate of about one and
a half gallons pel' square yard. The
spreading of the oil is followed very
closely by disc and spring-tooth harrows
so as to blot out any free oil, so that
traffic vehicles can pass through the
partially prepared oil cake without un­due
inconvenience or damage. It might
',be stated here that traffic passing
'through the oill material while it is be­ing
prepared is a benefit to the final
job.
When the required amount of oil has
been 'applied for a distance, the actual
',\l
ARIZONA HIGHWAYS
mIxIng begins. This is done by means
of blading in windrows from one side
of the road to the other, until it is
thoroughly mixed and has reached a sat­isfactory
and uniform color . .
T'he oil material now is ready to be
spread or laid down. It is spread with
a blade to the required width of the fin­ished
roadway. The lay down now is
complete, but careful finishing is neces­sary
if an easy riding surface is to re­sult.
Final Touches
This finall finish is best obtained by
carefully blading or dragging a small
amount of the fine oil material ,back and
forth across the surface until the oil
cake has become compacted. In order
that the entire width of the road be­'
Comes evenly compacted, it is required
Rolling Edges.
that the edges be rolled. The oil road
is completed and strange to say we do
not state that it is now ready to be
thrown open to traffic for the reason
that traffic never has been excluded
from ,ill during c-onstruction.
To describe all the thnigs that can
Finishing touches. Final Blading.
P age Seven
happen to an oil road during its con­struction
would cover many pages. This
description is given on the assumption
that construction conditions, especiamy
the weather, have been ideal.
The maintenance of an oil road begins
the day that it is finished. No matter
how ,good or how poor the job may be,
maintenance will help it.
Comments on maintenance of oil roads
will follow later.
Purchasing Agent Attends
Buyers, Sellers Meeting
By W. C. JOYNER
Purchasing Agent
Buyers and sellers of Arizona enjoyed
a get-to,gether ,conference at Tucson on
April 16, 17 and 1"8 under the auspices
of the Arizona Industrial Congress, that
did much to promote the patronizing of
Arizona Indusrty and merchants. Un­able,
because of the press of business,
to attend all of the meetings, I man­aged
to be present on April 17 and spoke
before the conference on the subject of
"Buying for State Institutions."
The meeting was largely attended by
\vholesalers from all parts of the state,
and numerous enlightening speeches
were made relative to the importarce
of buying Arizona-made products. ,This
was in line with the practice of the
highway department in buying exclu­sively
from Arizona producers, when­ever
possible. However, this does not
alter the fact that we are compelled to
buy a great many articles outside of
Arizona because of our inability to ob­tain
the ~ame here. This inability to
obtain such al'ticles has caused us to
adopt a policy of! buying through estab­lished
firms who order the necessary
supplies from dealers in other states.
We feel that the merchant . who pays
taxes to assist in maintaining our state
government, <through collection of taxes,
is entitLed to every po'ssih-le dollar's
worth of business we can give them.
A paper was read before the meeting
showing the wide range of purchases
made for the use of the highway de­partment,
the methods of buying, the
highly competitive prices bid by the de­partment,
and the annual purchases,
which for .the rrast fiscal year amounted
in round numbers to $803,000.
I -believe t hat considerable good r e­sulted
from this meeting with the pro­ducers,
merchants 'and agents of the
state.
Page Eight ARIZONA HIGHW A~Y~S,===============MA===Y=, =-=19=31
New La,vs Give Power To Enforce Highway Code
By E. M. WHITWORTH, Motor Vehicle Superintend.ent.
THE Tenth Arizona Legislature in
regular session, passed two mos~
constructive legislative measures affect
ing motor vehicle operation. The bills
are identified as S. B. 83 and S. B. 97.
The f10rmer creates a highway patrol,
which patrol is made a division of the
state highway department, and the lat­ter
corrected such faults as had been
found in the operation of the highway!
code.
The patrol will be vested with th~
power of peace officers to enforce the·
provisions of the Motor Vehicle Code.
The organization will be headed by a
superintendent. The force will be re­stricted
to one patrolman to each 8000
registered vehicles. On the basis of this
apportionment the force wi ll, by present
vehicle registration, consist of one Su­l:
erintendent, fHurteen patrolmen and
necessary clerical help. The patrol is
charged with the responsibility of pa­troling
the highways both day and night.
Arizona's highway code is patterned
after the Uniform Traffic Code. Faults
found in the application of the original
law passed in 1927 were noted and the
highway commission drafted S. B. 97,
which bill was drawn to q(}rrect these
faults and put teeth in the patrol.
Penalties PTovided
A general penalty clause was added
to existing statute, specific penalties
were provided for some offenses. The
creation of the patrol should materially
improve traffic hazards. It will correct
the present objectionable glaring head­lights
as official testing statiJons for
headlights and brakes will be designated
.throughout the state and their opera­tion
will be supervised by the patrol.
The bill provides a four month visitor s
privilege in place of the present six
months.
Commercial vehicles from foreign
states must take immediate registration.
This provisilon was made to prevent the
practice that has been followed under
the present law which grants a 30 day
privilege, of foreign trucks coming into
the state and moving out entire crops
within the 30 day period to the detri­ment
of the Arizona truck owner.
The pa.trol should materially increase
revenue. Many bona fide residents of
~rizona have made a practice of regis­;
ering their vehicles in a foreign state
to evade the payment of the personal
property tax that is required at time of
registration in Arizona. The motor ve­hicle
division has been powerless in the
past to stop this practice, due to its lack
" if police powers and field for,ce. Should
individuals persi st in this pradice the
cal' will be seized and stored until such
time as Arizona registration is effected.
Silops Gas Bootlegging
Some inter-state truck carriers have
built large auxiliary storage tanks on
their trucks and have traveled our high.
ways without making purchase of gaso­line
in Arizona. The new legislation
prohibits the operator of a truck from
importing motor vehicle fuel in his fuel
tanks in excess of the amount of the
manufacturer's stock specifications in
respect to fuel tanks.
A Ifolleign v€l'dcle before receiving
Arizo~a registration must stand a physi- -
cal inspection by an authorized agent of
the division. This is too eliminate the
jJossiblity of stolen vehicles securing
registration, many of which ,ave al­tered
motor numbers. The altering of
a motor number is declared a felony.
The registrat~on card covering a ve­hicle
must be carried on the vehicle ex­posed
to the inspection of any peace of­fic~"
Previously the card could ·be up­on
the person of the operatior.
Possible To Collect Tax
The division in the past has been un­able
to enforce the payment of the com­mon
carrier tax. This should be a ma­terial
revenue for the ' highway depart­ment.
Upon the failure of an operator
to make proper fee return to the divi­sion
the registration of the vehicle shall
be cancelled and upon the payment of
the delinquent fees the division may re­register
the vehicle upon pl'Oper appli­cation
and the payment of the original
fee.
The enforcement of this provision will
rule off the highways the present "wild
cat" operat'Or and protect the legitimate
franchise operator.
The purpose of the Arizona laws is to
spread equitably the burden of her high­way
improvements. Tlhe operation of
the new law will make it possible to en­force
the collection of revenues alike
from her own citizens and t he transient
carriers that come inUQ Arizona too do
business, use her highways and leave
without contributing anything toward
the upkeep of the highways .they have
used.
The hi~hway commission has been
studying the operation of the highway
patrols in other states where such state
forces exist and has not yet definitely
decided how the o.peration I()f this law
will be put into effect. They will prob­ably
act on this the latter part of the
present month.
Grand Canyon Approach
Road Being Oil Surfaced
Work is now, progressing on the ,pav­ing
by the so-ealled plant mix oil pro­cessing
method of 27.97 miles of the
south park approach road of the Grand
Canyon. This road, 57.5 miles in length
extends from park headquarters at
Grand Canyon to a connection with
Highway 66 at a point some 2.5 miles
east of Williams. The last section of
this road was graded late in December,
1930. It now has a surfacing of gravel
and I crushed rock for its entire length,
making it a Rtandard highway open the
year round.
The five mile stretch within the park
is already paved, and it is the plan of
National Park Service officials to ex­tend
the 'Paving, all the way to Highway
66. It is expected that . a contract will
be let during the coming fall or winter
for oiling the ,balance of the road not
covered by the project on which ;bids
were recently opened.
A fu.tal of seven ·bids were received
with the low Ibid in the amount of $134,-
145.10 being submitted ,by Jack Casson
of Hayward, California. Other bidders
were George H . .oswald of Los Angeles,
Skeels & Graham of Tucson, Southwest
Paving Co. of Los Angeles, Western
Gunite Co. of Phoenix, Pearson & Dick­erson
& Dickerson of Riverside Califor­nia
and Chas. H. Heuser of Glendale,
California. .
It is expected that work will be start­ed
by the contractor within a few weeks
and be completed early this fall. The
contract ,prlO!vides for completion with­in
200 calendar . days. Work is to be
done under the supervisioti of the U. S.
Bureau of Public Roads, with funds pro­vided
eXIClusively from Federal appro­priations
for National Park Roads.
MAY, 1931 ARTZO)JA HIGHWAYS Page Nine
T. S. O'Connell Assumes Post As State Engineer
Culminating a service in the Arizona
Highway department that began in Nov­ember,
1913, T. S. Q 'Connell was named .
state. highway engineer by the Arizona
highway commission, succeeding W. W.
Lane, who resigned the post on May I,
to look 'after his personal affairs, after
four years service as state engineer.
Mr. O"Connell's appointment became ef­fective
April 1 in order to give him an
opportunity to familiarize himself with
his duties before the retirement of Mr.
Lane.
From point of 'Service with the depart­ment
Mr. 'O'Connell is one of the oldest
engineers in the state's service, having
entered the highway department in 1913,
serv,ing as assistant engineer in location
and construction work until May, 1917,
when he left the department to enter the
officers training camp of the army. Af­ter
service over seas with the 91st Divi­sion
in the World war, ,he returned to
the department in May, 1919, as loca­tion
and construction engineer, serving
in that capacity until March, 1924, when
he WIIiS named one of the four district
engineers of the highway department, in
which capacity he has served until his
present appointment.
Pioneer Resident
While Mr. O'Connell was Iborn in San
Francisco he has ·been a resident of Ari­zona
for 39 years, with Tucson as his
home. He received his engineering ed­ucation
at the University of Arizona
and the United ,states Military Academy
at West Point. His first practical ex­perience
in his profession was with the
Southern Pacific of Mexico on construc­tion
work from 1909 fu 1912. In 1912
and 1913 he served as instrumenbman
and assistant engineer in maintenance
work at Tucson, and Bakersfield, Cal­ifornia,
leaving the Southern Pacific
company to enter the highway depart­ment.
Since then he has helped to change
Ari?;ofna's d1esert trails into the fine
highway system which he now heads. At
the time of his appointment he was in
charge of the southern district, com­prised
of Pima, Santa Cruz and Cochise
counties.
Mr. O'Connell is a registered profes­sional
engineer of the State of Arizona,
Associatie member, American Society of
Engineers and a mem:ber of American
Society, Civil . Engineers.
T. S. O'CONNELL,
S ~ ate IIi:::;hway Engineer.
Inter-American Highway
Survey Is Nearing Finish
Washington, D. C.- Five-sixths .of the
Inter-American Highway lying between
the Texas.'Mexican border and the Pan­ama
Canal have been covered by pre­liminary
reco.nnaissance surveys, and
approximately 2,300 miles of a total of
3,200 is possible for traffic during the
dry season, according to a delayed cable
from Pyke Johnson, secretary of the
Highway EducatiJon Board, from Pan­am~
City.
Wi,th Thomas H. MacDonald, chief of
the United States Bureau of Public
Roads and chairman of the Board, Mr.
Johnson went to Panama to attend a
conference of delegates from Mexico
and the Central American republics to
con sider the pI'cgress made in l'ealiza­t
:on of the dream of seven nations of a
cont-inuous highway that wi ll link the
sovereign countries of the North Ameri­can
continent.
The conferees formally organized the
Inter-American Highway Commissi~ll.
The meeting was called by the govern­ment
of Panama. Ml'. Johnson's cable
follows: :
"Substantial progress has been made
toward the development of the Inter­American
Highway since the Congress
in Panama seventeen months ago, ac­cording
t'O report ado·pted at the clos­ing
sessions of the In ter-American
Highway Commission.
" 'Individually and in cooperat~o n with
engineers of the Bureau of Public
Roads of the United States,' the report
says, 'the countries interested in the
Highway have now made preliminary
reconnaissance surveys over all but ap­proximately
550 miles of a t'Qtal mileage
about 3,200,' The least known links are
those in Costa Rica and Nicaragua. A
study of these probalby will be under­taken
within a month by Bureau en­gi
neers, who have been asked by the
presidents lo·f the respective countries m
cooperate with national engineers.
"The report says: 'As work has pro­gressed
surmise has given place too fact.
It now is definitely known t hat no in­surmountable
obstacles bar the way, al­though
,certain sections will be of more
than average cost.
"'Oonstruction is progressing stead­ily.
Panama is now fi ni shing the major
part of her project to the Costa Rican
boundary, and within a short time ·the
new road will open and rich agricultural
areas. Delegates to the conference spent
two days inspecting highways in the in­terior
of Panama and were very favor­ably
impressed with the progress being
made.
" 'S,o sustained have highway earnings
been that returns are paying both main­tenance
costs and providing funds for
further construction. Mexico is making
a great effort to open the road to Mex­ico
City this year. It certainly will be
ready in 1932. Part of the road from
Mexico City t:> Guat~mala is improved
and the rest surveyed. South of Pan­ama
great progress is reported.' "
CROSSING DEATHS LOWER
Although motor vehicle btalities in
general are mounting year by year,
deaths in grade cross! ng accidents are
being decreased, according to an an­nouncement
by t he Interstate Commerce
Commission. Fewer deaths resulted
from grade crossing accidents in 1930
than in any other year since 1922, or
nearly ten years. The commission re­ported
2,020 deaths at grade crossings
in 1D30, which was a reduction of 465
over 1929 ..
Page Ten. ARIZON A m~HWA~Y~S~==,==========MA==Y=, =19=31
ARIZONA HIGHWAYS
Published in the Intere9t of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol. VII. MAY, 1931
ARIZONA STATE HIGHWAY COMMISSION
C. E. ADDAMS,
Chairman, Phoenix
JOHN B. HART,
Vice-Chairman, Douglas
JACOB BARTH,
Commi~~io"er. St. Tohns
MONTE MANSFIELD,
Commissioner, Tucson
SAMUEL R. TRENGOVE,
Commissioner, Prescott
GEO. W. COMPARET,
~erret:lrv. Phoe.,ix
GENERAL OFFICE
No.5
T. S. O'CONNELL _____ State Highway Engineer
c. C. SMALL
Deputy State Engineer
E. M. WHITWORTH
Vehicle Superintendent
R. A. HOFFMAN
Bridge Engineer
E. V. MILLER
Engineer of Plans
J. W. POWERS
Engineer of Materials
GEORGE B. SHAFFER
Di strict Engineer
Di strict No.1.
F. N. GRANT
District Engineer
-District No.2.
J. S. MILLS
Engineer of Estimates
H. C. HATCHER
Statistic:ll Engineer
A. H . LIND
Superintendent of Stores
W. C. JOYNER
Purchasing Agen t
R. L JONES
Chief Accountant
FIELD ENGINEERS
R. C. PERKINS
District Engineer
District No.3.
W. R. HUTCHINS
District Engineer
District No.4.
PERCY JONES
Chief Locating Engineer
S1Ib qcripiton Rates $1.00 PM' year. Single copy 10 cents
Adverti.qinu Rotf',,q on R p.uu pst
Address All Communications to Editor
ARIZONA HIGHWAYS
Arizona Highway Department Phoenix, Arizona
THE LABOR PROBLEM
The Arizona Highway Department has been
doing everything in its power to help the labor
situation in Arizona. For months it has been work­ing
with the aim always in sight of keeping as much
highway construction work under way as there
would be money available to pay for it when the
work'was completed.
Far in advance of the appropriation by the fed­eral
government of the emergency aid for highway
work, the Arizona department had surveyed and
completed plans so that it could take immediate ad­vantage
of the government's offer when it came.
The result of that is, that Arizona will use all of its
quota of this money and will be able to use more if
it is available.
Btit the depart~ent has labored under many
handicaps. The worst of them in the fore part of
the . present year was that it could not force the
contractors to use Arizona citizens on federal aid
projects, with the result that many contractors
ori co.nstruction work in the state were using "float­ers"
who would work for any wage and who kept
Arizona citizens from getting work that the de­partment
had planned would be available for them.
The concession of the government in permitting
Arizona to write q ~itizen clause in all cQntracts and
enforce a mlmmum wage of four dolla,rs per day
has corrected that evil and highway department in­spectors
are seeing that no one is employed on high­way
work in the state except citizens of at least one
year's residence.
Applications have been received by the depart­ment's
labor bureau from all that desired to apply,
until today they have over 13 ,000 applicants for
work in all vocations. These applications have been
filed and indexed according to their qualifications
and the labor department furnishes the contractors
on highway work lists of applicants qualified to do
whatever class of work is needed.
The state is doing all that it can to help Arizona
citizens to get work. If private citizens, corpora­tions
and industries would give the same kind of co­operation
the labor situation in Arizona could be
greatly relieved, but as long as the private employer~
continue to hire other than Arizonans to do their·
work little real progress can be accomplished.
THE HIGHWAY PATROL
Near the middle of June the new law creating
a state Highway Patrol goes into effect. Through
this measure the state will have a force of officers
to enforce the motor vehicle laws of the state. These
new officers will not be just speed cops, although
that feature of the motor laws also comes under
their jurisdiction, but they will have the power to
enforce all the laws pertaining to the operation of
motor vehicles on the highways.
Evaders of license fees, faulty registration, com­mon
carreir fees and licenses, drivers' permits and
everything pertaining to the operation of an auto­mobile
will be within their province.
It has been declared there are 5,000 cars running
around the state of Arizona with improper or for­eign
licenses that should be registered in this state.:
The owners of these cars have but 3 a days in which
to change their ways, because added penalties will
fall to them if the highway patrolmen pick them up.
Drivers of vehicles without proper drivers' licenses
had better take warning and get them.
Arizona's motor vehicle laws have not been;
taken seriously. Many of the local authorities have '
been too busy to enforce them. The motor vehicle'
department has not had enough inspectors to cover
the field. That is going to change. The legislature
wants the motor laws of Arizona enforced and the
state patrol will be out to do it. It might be a good
thing to study up on Arizona's motor laws, some of '
the things you have gotten into the bad habit 6f
doing may need changing . . It is better to do it your­selves
than to have a highway patrolman pointing
Qut the errors in your driving. ','
.. MAY, 1931 ARIZONA HIGHWAYS Page Eleven
Department Spends Thirteen MillionslJIn ThreeP.Fiscal Years
Arizona's state highway department
from July 1, 1928, to March 31, 1931,
has averaged over four and one-quarter
million dollars each fiscal year in con­seruction
and maintenance of state
roads, or the total sum for that period
of $13,211,473,80.
Below is given a table of highway ex­penditUres
for that period divided into
counties, showing the amount of money
spent each year, in each county, the pop­ulation
of those counties and !!he per
capita expenditure of t he department
in each county. It is interesting to note
that Mohave county with the smallest
population of any county in the state
has a per capita expenditure of $140,176
on state roads by t he highway de­partment.
Maricopa county, the mos\)
popu[ous, while receiving the largest
sum expended in anyone county, still
had the low per capita expenditure of
$14,442 and Pima county the second
largest in the state, from a population
County PopUlation
1930
Apache .............. .. ........ .. ......... 17,766
g~~~~~~o .. :::::::::::::::::::::::::::::::::: i~:~~~
~~~~~~e·::::.:.:.:.:.~:.:::.:.:.~:.:. . :.::.:~:·~:~:.:::.::: fi:~it
Maricopa ............ .. .................. 1,50,870
~~e!j: :::::::::::::::::::::::::::::::::::: 2~:~~~
Pima .......................... E15,123
Pinal ............ .. ......... .. ....... .. ... 23,321
Santa Cruz .............................. 9,652
~~~ia~ ............... :::: ............. :.. .................. :... ..... i~:~i~
TOTAL ...................... .
Gasoline Tax Revenues
Break All U. 8. Records
The gasoline tax yielded a net revenue
>O[ $494,683,410 in 1930 and nearly fif­teen
billion gallons of gasoline were used
by the motor vehicles of the United
States, according to reports received by
the 'B'Ureau of Public Roads of the U.
S. Deparfinent of Agriculture from
State agencies.
As compared with 1929, the tax reve­nUe
increased 14.6 'Per cent and the con­sumption
of gasoline increased 31h per
cent in spite of the fact that t here was
no increase in the total number of mo­tor
vehicles. The average consumption
per vehicle was 556 gallons in 1930 as
compared with '538 gallions in 1929.
Sending a truck, grader and caterpillar tractor to maintenance crew
from Phoen ;x shops all in one op eration.
standpoint, had the lowest expenditure
of only $12,592 per person.
This table shows one of the difficul­ties
which Arizona faces in financing of
her state roads. In building up her state
1928-29 1929-30
Expenditu re Expenditure
system it is n ecessary to spend large
sums in the Jess populous districts in or­der
to complete the system of East and
West and North and South interstate
highways.
July 1, 1930 Total Per Capita
to Expenditure
March 31, 1931
S 87,532,27 S 2:)6,687.24 S 333,549.58 $ 677,769,09 38.149
429,921.72 580,108.80 428 570.99 1,438,601.61 55 .0~0
481 ,472.27 216,657.22 487,909.10 1,186,038.59 84.403
203,342.38 337,238.57 113,f551.91 654,132.86 21.Q94
634,259.42 J 97.654.77 94,219.70 926,133.89 92.051
55,184.20 52,140.44 96,464.39 203,789,03 20,603
402,287.40 875,481.77 901,12(j .08 2,178,895.25 14.442
130,741.01 446.~82.13 203 342,64 781,065.78 140.176
262,619,69 294,778.06 161,600,50 718,998.25 33.931
197,654.41 142,942,12 353,513.65 694,110.18 12.592
501,481.26 G'13,058.39 370,629.58 1,515,169.23 64.970
69,844.93 149,202.00 142,707.88 361,754,81 37.479
355,482.97 223,223.22 251,686.30 830,392.49 29,125
423,726.08 293,345.11 327,551.55 1,044,622.74 58.630
------- ----- --- ------ --
...$4,235,550.01 $4,709,499.94 $1,266,423.85 $13,211,473.80
A gasoline tax was imposed in a ll the
States, the rate ranging from 2 to 6
cents per gallon. The average r ate was
3.35 cents per gallon. The net revenue
of $494,683,410 was allocated as follows:
$1,102,187 for collection expenses; $338,-
927,564/ for State highways; $96,225,637
for local I'o,ads; $20,869,901 for State
highway bond payments; $10,179,135 for
local rOM bond payments, $11,842,930
for city streets ; $13,404,200 for schools,
and $21131,85B tfor miscellaneQuil :ex­penditures.
The average of the annual registra­tion
fees is $13.41 and this , added to the
average gasoline tax of 18,62 made a
total direct tax on the motorist of $32.03.
These two taxes formed the largest it-em
of revenue for highway purposes.
An analysis by the bureau shows t hat
the average consumption of gaSioline per
motor vehicle was 452 gallons in 1925
and there has been an increase each year
to 556 gallons in 1930. This increase is
thought to be the result, in part, of the
increased percentage of tTucks and oth­er
commercial ve'hicles, but it has also
been influencedl by increased use or'the
average vehicle.
CHINA NEEDS ROADS
With more than four hundred milliQn
people living in an area sO'IIlewhat larg­er
than the United States, China has
only 35,000 miles of road, with only
about 2,000 miles paved. In the whole
country there is less than 8,000 miles
of ralliroad <J.nd only 30,000 motor vehi­cles.
•
Page Twelve ARIZONA HIGHWAYS MAY, 1931
Commission A wards Many IIighway Contracts
The Arizona State Highway Commis­sion
met in special session on April 10th
and 11th, 1931. A delegation appeared
befcre the Commission r ep resenting the
Central Highway a ssoci at ion r equesting
t hat the pr imary system, as formerly
a pproved by the highway commission,
be not changed and had par ticular r ef­erimce
to the Globe-Spr ingreviHe route
f rom near Showlow to near Springer­ville;
·connecting with U. S. Hig.hway
No. 70.
A delegat ion from Tucson and No­gales
r epresen ting the Border Sunshine
wa y appeared before the commission and
submitted a t entative setup on proposed
construction for improvement in the
southern part of the st a te to be includ­ed
in the ensuing bud get.
The Commission awarded the contract
on the F lor ence-Tucson Highway, F. A.
P . No. 94-B to t he low bidder, Hodgman
and MacVicar, in t he am'Ount of $64,-
850.25.
A board of appraisers was appointed
to prepare a li st of a ll obsolet e equip­ment,
material s, and suppli es, properly
segr egati ng them into lots for the pur­pose
of adver tising Jor bids for sale.
The st at e engineer was authorized,
through t he superintendent of 1he M'O­tor
Vehicle department, to secure in­formation
from other states as to the
generail operation and administration of
the hi ghway patrol f or t he purpose of
setting . up the administration 'Of the new
Patrol Bill, recently passed by the
Tenth leg.islature.
Citizens Being Employed
Contlractors' repol"ts on employees
were submitted to the commission on the
employment of Arizona labor on all state
hignway oontracts. The r eports disclos­ed
that the percentage of Arizona citi­zens
being employed was gradual[y on
the increase and t hat all contlracts
awarded since the Arizona citizen clause
had been added to the contracts were be­ing
lived up to by the contractors in ful­filling
the requirements of hiring Ari­zona
citizens.
The Globe-Showlow Highway, F . A. P.
No. 99A and B, was brought up f'Or dis­cussion.
T,he Indian agencies are tem­rorarily
holding up the righti of way un­til
defini,te actinrr is taken either by the
state or county to maintain the old
Rice-McNary highway.
The commission awarded the contract
on th ~ Ashfork -Ki n~man hi~hway, F. A.
By M. C. HANKINS, Secretary.
P. Nos. 57 . and80-C, Ashfork-Flagstaff
highway, F . A. P. N'O. 89-B, Ashfork­Prescott
highway, F . A. P. No. 62-A, in­volving
approximately 22 miles of oil
processing by the Road Mix method, to
Schmidt and Hitchcock, low bidder, in
the amount of $132,555.14.
Conside1' V erde Bridge
The commission met in special session
on April 18, 1931.
The commission t ook up for further
consideration the con struction of a
bridge at Camp Verde, in a ccordance
with S ~nate Bm No. 147 passed by tbe
Tenth legislature, in which a delegation
from Yavapai and Gila counties were
present. The commission inst ructed the
state engineer to proceed with plans,
specifications, and estimate for the con­struction
of the bridge. Yiivapai county
through the board of supervisors is to
put up the difference, not 10 exceed ten
or f ifteen thousand dollars, if the cost
of the construction should ex.ceed the
amount of $65,000 as provided f or in
Senate Bill No. 147.
The commission awarded tlhe contract
on the Tucson-Nogales highway , F. A. P.
Nos. 25-B and 86-D to the low bidder,
Stanley Jaicks company of Tucson, iT'
the amount 'Of 5>113 ,156.51.
The commission awarded a contract
on th~ Globe-Safford highway, F . A. P.
No. 87-D to the low bidder , O. F. Fish­er,
Phoenix, in the amount of $21,201.88.
The commission awarded the contract
on the Florence-Superi'Or highway, F. A.
P. No. 23-C, 4 and F, t o the [ow hidder,
Westlern Gunite company in the amount
of ~5 4 , 954.43. The work consists of Oil
Surfacing approximately 16 miles from
Florence Junction to Superior.
The commissi'On awarded the contract
on the Florence-Superior ,highway, F. A.
P. No. 23-A and B to the low bidder,
Western Gunite company, in the amount
of $77,761.87. The work consrists of
three miles of construction from the
Florence Bridge north and the Oil Pro­cessing
of the entire section from Flor­ence
Bridge to Florence Junction, 15
miles.
Request N ew State Route
A delegation from Willcox, Bowie,
San Simon and Dragoon, appeared be­fore
the commission requesting thali the
route from Benson by' way of Dragoon,
Willcox, Bowie, San Simon and the New
Mexico State line 'be taken 'Over as a
State Route or a State Highway. The
matter taken under advisement.
The controversy on the rightl of way
through the Indian reservations on the
O:obe-Showlow road was hrought up.
The state engineer explained that a con~
ference was held the night before be­tween
a representative of the Indian
service, Senator Hayden , Mr. Lane and ·
other s, and he believed that the contro­versy
had been settled sat isfactorily and
he did not anticipate any further trou­ble.
The routing of the Globe-Sh'Owlow
highway through Springerville was
brought up and the commission instruct­ed
. the state engineer to make a survey
from Showlow direot to Springerville
and also a survey by the way of Con­cho
to St. Johns.
The commission met in special session
on April 24, 1931.
A delegation from Williams appeared
before the commission with r eference to
the routing 'Of U. S. Highway 66 through
Wnliams. The delegation was informed
that t here was no contemplated change
on the routing of U. S. Highway 66, as
now establi shed on Bill Williams Ave­nue,
and that a grade separation over
the 'Santa F e Tracks would be con­stru
ct ed just east of Williams. The del­egation
was . further advised that by
July 4th, five 'Or six pr ojeots would be
under construction on U. S. 66.
The commission awarded the contract
on the Florence-Tucson highway, F. A.
P . No. 94-E, to the low 'bidder, Ralph
Plea sant of Phoenix, in the amount of
$49,531.99. The work begins at the
Pima-Pinal county line and extends 8.3
miles toward T·ucson.
Mr. William Coxon appeared before
the commission with fuf\ther reference
to the Willcox road. The commission
designated the road from Benson by the
way of Dragoon, Willcox, Bowie, San
Simon and the New Mexico State Line a
State Route. >
Discuss License Violators
A resolution from the board of _ super­visors
of Maricopa county was present­ed
with reference to residents of Mar'i­copa
county carrying foreign registra- .
tion 'On their automobiles. Chail'Illan
Addams stated that on a check made in
th~ vicinity of Phoenix, one man work­ing
for six hours counted 610 cars car- ·
rying California license plates, 28 of
which ·had 1930 plates. He further esti-
MAY, 1931
mated thlllt there were five thousand
cars in Arizona not paying the license
fee and taxes, on cars operated in Ari­zona
and owned by Ariz'Ona residents.
Th~ matter is to be taken up through
the various hoards of supervisors with
a view of reaching an agreement of co­operation
between the various counties
for the enforcement . of this flagrant
vi'Olation of the Motor Vehicle code.
The commission awarded the contract
on the Holbrook-Lupton highway, F. A.
P. No. 83-A to' the low bidder, Everley
and AllIison, in the amount of $96,946.55.
The work consists , of Oil Processing ap­proximately
22% miles from Sanders to
the New Mexico State line.
The commission awarded the cont ract
on the Ashfork-Kingman highway, F . A.
P. No. 80-B to the low bidder, Martter
and Bock: in ,the amount of $101,709.44.
The work consists of grading, draining
and surfacing of nine miles of roadway
from Crookton to Seligman.
Natural Surfacing Needs
Selected Material Types
By J. W. POWERS
Engineer of Materials
In selecting the types of mat erial for
use as natural surfacing for highways
built by this department, it is necessary
that they have certain characteristics.
For natural surfacing it is necessary to
have a high cementation, a low shrink­age
and a proper grading analysi s. The
tests by which these characteristics are
determined are as follows::
CEMENTATION - That portion of
the material that passes a quarter inch
screen is ground in a ball mill, for 'a
definite length of time, to a stiff mud.
This mud is then molded by pressure in­to
small briquettes (approximately one
inch in diameter and 'One inch high).
After being formed and allowed to dry,
they then are baked to r,emove all trac­es
of moisture. When thoroughly dehy­drated,
they are placed on 'a small anvil
and tested for binding power by repeat­ed
PQunding action. If the. material ,has
good cementation qualities it will with­stand
1200 blows with'Out breaking. Low
cementations range from practically
nothing to ·three or four hundred. Low
cementations make Iloose dusty roads.
LINEAL SHRINKArGE - The line'al
shrinkage is made on that portion of
matJerial passing a 10-mesh sieve. It is
mixed with water to a point at which
when slighrtl/y oompacted :it willi l:not
readily al:isol'b any further moisture.
This condition is known as t he moisture
ARIZONA HIGHWAYS
equivalent percentage of a materia l. The
wet mat er ial is then rmolded ointo a
1"x1"x12" briquette and a llowed to dry
out. The difference in length between
the wet state and the dry state is com­puted
to a per centage basis and is re­pc
r ted as per cen t sh rinkage.
P1'events Troubles
We have fo und that only those soils
which have a shrinkage of 1ess than
three per cent make satisfactory su rfac­ings.
By t his I mean that material that
has a sh rinkage in excess of this t hree
per cent may make satisfactory natural
surfacing but in case any other type of
surfaci ng is placed over it, trouble is
likely to result.
Screen analyses of these materials are
of value in determining the stability of
the material. We have fou nd t hat for
nat ural material the maximum percent­age
of rock is 40 per cent, and it should
preferably be 30 per cent. This gives
ample rock and leaves enough binder to
set rea dily and well.
The a bove determinations constitute
the more import ant tests on the ordinary
s urfacin g ma terials. However, a ma­terial
may have good characteristics as
mea sured by the above, yet have a low
specif ic gra vity. The heavier a material,
t he more it r esists being displaced by
traff ic. For this reason we watch the
specific gra vity, particularly in the
northern part of Arizona where cinders
(low g ravity material) are prevalent.
Shops Are Making Junk
Heaps Pay Big Dividend s
By c . E. SCHNURE,
Shop Foreman
Making the junk heap pay $50,000 a
yea r dividends is one of t he tasks t he
Phc.enix sh'OPs of the highway depa rt­ment
has recent ly set about doing in the
inst a llation ofi a recla im depal"tment for·
automobile parts. On making a survey
of FWD and Liberty trucks that were
stored in the highway depa rtment yards
in Phoenix, and which wer e found to be
worn, beyond r epai r, it was decided that
it ""'QuId pay 10- install a r eclaim depa rt­ment.
This department could disman tle
these old trucks and reclaim the pa rts
in them that were not worn out and
were usable as replacements in equip­ment
now in use.
Bins and two sections of racks were
installed in t he west end of the south
sheds for t hat pur pose, tha total cost of
this installation amounting to approxi­mately
$500. These bins and racks are
numbered with the parts number s and
as the trucks are di smantled t he parts
Page Thirteen
that are usable are placed in these bins
a nd racks, which have now become a
stock room for FWD and Liberty t r uck
parts. As t he parts are reclaimed a per ­petual
inventory card system is started
on them so that an accurate accounting
of a ll parts is always on ha nd.
When parts are issued from t his stock
for replaeements in trucks now in use
they are charged out at 50 per cent of
their list value as, a new part. The sys­tem
has bareily gotten underway, but
from all indications to date a saving of
at least $50,000 will be effected dur ing
the coming year by this improvement, a
saving that otherwise would have ,been
practically wasted in j unking the old
trucks as they were not usable.
Inventory Card System
Checks Warehouse Stock
By A. H. LIND
Warehouse Superi,!It endent
In the General Warehouse of the
Arizona Highway Department at P hoe­nix
a perpetual inventory card system
is maintained covering all of the ware­house
stocks at P hoenix.
This system is a visable card index.
which at all times indicates the quanti­ties
of stocks on hand, the unit price of
same, and the past disbursemen ts, the
files contain some ten thousand index
cards, each covering a separatearticIe.
A constant check is kept on the stock,
as each item of stock is inventoried and
the card is checked whenever it is nec­essary
to reorder, in this manner when
it is necessary to reorder any artidle for
stock, an actual physical inventory on
that item is made and t he inventory is
checked with t he card, and if a ny dis­crepancy
is fou nd a f ur ther check is
made of past disbursement s, outstand­ing
requisitions, etc. , until the differ­ences
are located and t he discrepancy
eliminat ed.
Thus it wiII be seen that t he Ware­house
st ock balances ar e kept correct
at all times, as far a s it is possible for
us to do so. This department is oper­ated
as any pr ivate ,business and atten­tion
W all details are always given that
a correct and pr oper accounting can be
made for all supplies r eceived and dis­bu
rsed.
Engineer (disgust edly ) : "You've got
to speed up on this job, Mr. Contractor.
You 'r 'e always behind time. Did you
ever do anybhing on time?"
Mr. Contractor: "Yep ; once. Bought
a st eam s'hovel and six dump wagons."
Page Fourteen ARIZONA IUGHWAYS MAY, 1931
Bureau Of Public Roads Projects In Arizona'
UNDER CONSTRUCTION
C. G. Willis & Sons have the grading
of Forest HighwaY-Oak Creek Hil! Sec-
7-C. The project begins at the top of
the Oak Creek Canyon-13 miles south
of Flagstaff-and extends to the bottom
of the hill, a length of 2.8 miles. Esti­mated
cost of construction is $186,000
and project is now 25 per cent complete.
E. J. McCracken, Resident Engineer.
Skousen Brothers have the grading
of the Picnic Mesa-Springerville Sec­tion
19-1 of the Clifton-Springerville
Forest Highway. The project is 4.5
mi les in length, beginning at Picnic
Mesa and extending north to a connec­tion
with U. S. Route 70 at a point liz
mile east of Springerville. Estimated
cost of this project is $27,000 and is now
05 rer cent complete. C. R. Dalton,
Resident Engineer.
O. F. Fisher completed on April 8,
the contract for subgrade reinforce­ment
on Forest Highway 19-G2, HI, two
sections of the Clifton-Springerville
road, 11.3 miles in length extending
from a point one mile north of Nutrioso
j'O Picnic Mesa.
Lord & Bishop have the contract for
oil surfacing 18.5 miles of the Grand
View-Desert View Section of the Grand
Cllnyon Village. extending 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 per cent
completed when closed down in Novem­her
for the winter season. Work was
resumed April 20th and should be com­pleted
about June 1st. V. G. Watson ,
Resident Engineer.
Jasper-Stacey Company has the con­tract
for grading Housero<)k Canyon
Section of the Houserock Canyon Na­tional
Forest Highway, Project 28-A,
Kaibab National Forest, Coconino Coun­ty.
at an estimated ' rost of $275,000.
Wo"k on this project was begun in Au­gust,
1930, and is now approximately
85 per cent complete. W. J. Nelson,
Resident Engineer.
Jasper Stacy Company has the con­tract
for grading the 8.4 miles of Sec­tion
B. Houserock Canyon Natinoal For­est
Highway, Kaibab National Forest,
Coconino county, Arizona, at an esti­mated
cost of $162,000. W. J. Nelson,
Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand
Canyon Route 3 from Bright Angel point
to Cape Royal, at an estimated cost of
$285 ,000. This project is located on the
North Rim of the Grand Canyon Nation­al
Park and in Coconino county. Pro­ject
when closed dlown October 29t31
for the winter was 40 per cent complete.
Work will probably be resumed in May
or Ju ne. Rudolph Thirion, Resident En­gi
neer.
Portions of Sections "A" and "C" of
the Payson-Holbrook Forest Highway
Route 11 are under Betterment and Im­rrovement
work by day lab or. Portions
to be improved total ten miles in length
and will cost approximately $1 2,CnO.
L. C. Chadwick, Resident Engineer.
Swift Tra il Section 1 Improvement,
,., portiol'] of the Major Forest Develop­ment
Road System, is being done by
r'au labor and station contract. This
rro'ect is 4 miles in length beginning
at a junction with State Route 81 , seven
IYliles south of Safford and extending
into a southwesterly direction to the
foot of t he Graham mountains. Esti­mated
cost is $12,000 and project is now
70 per cent complete. E. V. Aldrich,
Resident Engineer.
Henry Galbraith has the contract for
th~ p'l"lding of Project 7-D, Upper Can­yon
Section of the Oak Creek Forest
HiO'hway. The project begins at the
foot of the Oak Creek Hill, adjoining
the Willis contract. and extends down
to the "Call of the Canyon" resort. The
lpngth of the project is 2.9 miles and
the total estimate of cost is $73,000.
Pro'ect is 9 per cent completed. E. J.
McCracken. Resident Engineer.
Harry Hagen has the contract for the
I"rading of 4.3 miles of Section 2-D,
Swift Trail Major Rorest Development
Road, in Crook National Forest, Gra­ham
County. The total estimated cost
is $57,000 and E. F. Strickler is the
resident engineer. Contract time started
April 20th and project is now 4 per cent
completed.
W. NT. Tenney. Jr., has the contract
for grading and draining 1 mile of the
Heber Hill Section of the Payson-Hol­brook
Forest Highway, a portion of
Project ll-A, in the Sitgreaves National
Forest Navajo county. Estimated cost
of co~struction is $2,800. Project is
now 20 per cent complete. L. C. Chad­wick,
Resident Engineer.
Jack Casson has the contract for the
surfacing by the plant mix method of
28 miles, Section "A" and "B", of the
Grand Canyon-South Approach Road in
Coconino county. Total estimated cost
of construction $160,000, V. G. Watson,
Resident Engineer. To date only pre­liminary
work incident . to plant instal­lation
has been done.
SURVEYS
Chiricahua National Monument Sur­vey,
Forest Highway Route 32, in Co­chise
county. Estimated length 12
miles. Survey began February 23. F.
H. Norton, 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
Highway near the Gila-Coconino county
line. Survey began March 15th. J. H.
Brannan, Locating Engineer.
ADVERTISED FOR CONSTRUCTION
Grading 12.8 miles, Section "C" of
the Pine-Winslow Forest Highway be­ginning
at Moqui Ranch and extending
northeast to the North Forest Boundary
30 miles southwest of Winslow. Bids
opened by 19th.
Grading of 13.7 miles, Section "B" of
the Pine-Winslow Forest Highway be­ginning
at Clint's Well (60 miles south
of Flagstaff) and extending to Moqui
Ranch. Bids opened May 21.
Grading of 13 miles of the Three
Lakes Section of the Fredonia-Grand
Canyon Forest Highway in the Kaibab
National Forest, Coconino county. Bids
to be opened in San Francisco last week
i:1 May.
California Leads States In
Automobile Registrations
California finally has passed New
Y,erk in the number of automobiles, and
now leads all states in the nation with
1,941,969, it is noted by the Automobile
Club of Southern California. The state,
however, has not yet passed New York '
in total registration, as t he Empire
State has 347,0&4 trucks, compared with'
147,919 for California. This allows New '
York to maintain its leadership in total '
registrwtion with 2,347,011, compared ,
with' 2,099,293 for this state.
California still retains by a good mar-'
gin its leadership in motor vehicle r eg­istration
compared to population. ·,Ac­cording
t o, the 1930 census, t he state has
a ,population of 5,677,251, which means
tha11 . there is now a motor vehicle r eg­istered
for each 2.8 persons.
California's registration for 1931 ,pre­sented
an increase of approximately
67,000 over the preceding year . .
MAY, 1931 ' ARIZONA HIGHW A:=Y=S,=============p=a::::g=e=F=if=te::=en
'.
Out Go The Old Wooden Bridges
In Come Modern Large Diameter
Sma I I woode,n
bridges have had
their day - they
are being re­placed
throughout
the country by
Large Diameter
Corrugated C u I­v
e r t s. Armco
Culverts are pre­ferred
because of
f h e i r strength
and lasting quali­ties.
Armco
Corrugated
Culverts
.- ---._.. ---... ----..... ~ ----
Armco Culv€rts have been demonstrating t heir superior strength and durability under vary­ing
conditions for the past twenty-five years. They are excellent for small bridge replacements
because they pr€vent narrowing of the highway at the crossing. They are Strong, Attractive and
Long-Lasting.
For small bridge requirements, specify Lar ge Diameter Armco Culverts-the culverts with
a proven durability record. Write or Phone for Further Detalis.
ern Metal Manufacturing Co. California Corrugated Culvert CO.
EL PASO, TEXAS WEST BERKELEY LOS 'ANGELES
VIC H. HOUSHOLDER. DIST. SALES MGR.
1330 E. Brill Street, Phoenix, Arizona
p=a=g=e=s:-=ix=t~e.:.e=n============~A~R~IZONA HIGHWAYS
Road Conditions, Arizona State Highway System
LT. S. ROUTE 80, YUMA TO RODEO-
518 Miles. All paved, oil surfaced
or graveled. Condition g-ood ex­cepting
21 miles being oil surfaced
Tucson to Vail Junction; 4 miles
under construction west of Benson.
Detour good; 7.6 miles under con­struction
east of St. David. Two de­tours,
condition good.
U. S. ROUTE GG, TOPOCK TO LU1>­TO
-396 miles. Gravel surface,
oiled or paved. Condition good ex­cepting
4% miles under construction
at Hackberry. Nine miles under
construction ea st from Seligman; 15
miles Ash Fork, west, under oil pro­cessing
construction. No detours;
use care in driving. Paving %, mile
of Winslow streets and 22% miles
from Sanders to Lupton is being oil
surfaced. No detours.
U. S. ROUTE ] 80, FLORENCE J CT.
TO STATE L1NE - 183 miles.
Condition good. Observe caution in
driving, 30 miles being oiled Cool­irlge
Dam to Geronimo; 5 miles
detour; condition fair; 13 miles un­der
construction east of Geronimo,
6 mi'le detour, fa ir; 8 miles of oil
surfacing, S010111011Ville to Duncan,
caution. Duncan to State Line un­der
construction, detour via Virden.
STATE ROUTE 88, APACHE JCT. TO
GLOBE-83 miles. Gravel sur­face.
Condition good.
3T ATE ROUTE 73, CUfTER TO MC­NARY-
I04 miles. Gravel sur­face
Cutter to Rice and White
River to McNary, other unim­proved.
Condition good when open.
Should enquire Globe Chamber of
Commerce before making trip at
this time of year as road is often
closed because of snow.
STATE ROUTE 71, CLIFTON JCT.
TO S P'R I N G E R V ILL E -
157 miles. Gravel and partly sur­faced
. Condition good Clifton Jet.
to 40 miles north of Clifton;
Cherry Lodge to Hannigan good ex­cept
when raining. Alpine to Nutri­oso
good. Nutrioso to Springerville
good exceptling caution by 7.3 miles
under construction near Springer­villle.
U. S. ROUTE 89, NOGALES TOFRE-DONIA-
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
exception 23 miles under construc­tion
~etween Nogales and Tucson,
caution. Oil surfacing Hot Springs
Junction to Wickenburg and 4.:i
miles of oil surfacing south from
Ash Fork.
U. S. ROUTE 70, H 0 L B ROO K TO
ST ATE LINE-l09 miles. Gravel
surfaced. Condition good to ex­cellent
excepting 5 miles east from
Holbrook, under oonstruction. No
detour.
STATE ROUTE 79, PRESCOTT TO
FLAGSTAFF-91 m'ile s. Gravel
or oil surfaced to Sedonia, graded
and drained Sedonia to Flagstaff.
Contl;tion good excepting for
construction in Oak Creek canyon.
Sedonia to Flagstaff slow in wet
weather.
STATE ROUTE 74, WICKENBURG
TO EHRENBERG-74 miles. Sur·
face, low type improved. Condi­tion
good, Wickenburg to Aguilla
and Quartzsite to Ehrenberg, bal­ance
fair.
STATE ROUTE 81, DOUGLAS TO
SAFFORD-128 miles. Gravel su r­faced.
Condition good.
STATE ROUTE 187, SACATON DAM
TO CASA GRANDE-13 miles.
Gravel surfaced. Condition good. '
STATE ROUTE 83, VAIL TO SO­NOITA-
28 miles. Gravel sur­faced.
Good.
STATE ROUTE 82, NOGALES TO
TOMBSTONE JCT. 70 miles. Grav­el
surface:l. Good. Bridge under
construction 8 miles north of No­gales.
STATE ROUTE 84, TUCSON TO GILA
BEND-124 miles. GraveL surfaced.
Condition good excepting Tucson to
Rillito being oil surfa,ced, 1 mile
detour neal) Rillito; ten mille demur
between Rilliti o and Red Rock. De-
MAY, 1931
tour fair. Observe caution in driv­ing.
STATE ROUTE 87, MESA TO PICA­CHO-
60 miles. Paved oiled or
gravel surfaced.' Condition good
excepting 1800 ft. detour around
overpass construction near Picacho.
PERSONALS
R. C. Bond, locating engineer, has been
changed from Nogales to the Wicken­burg
to Blythe road, with headquarters
in Wenden.
L. , W. Burdwell, foreman on the
Apach Trail betterment, has moved to
Roosevelt dam.
Robert D. Canfield has been made
sub-resident engineer on Project 8908 on
the Tucson to Nogales highway with
headquarters at Amado.
H. C. Foster has taken charge of the
21 miles of oil surfacing beginning 5
miles south of Ash F ork and extending
westward from Ash Fork.
Albert Freitag, locating eng ineer, has
changed from the Hdlbrook to Lupton
project to 1806 out of Superior.
W. , J. Halloran has been named resi­dent
engnieer on 6601, the new project
east of Williams.
Geo. E. Lang, resident engineer, has
changed from Wellton to Project 8902,
Wickenburg to Castle Hot Springs Junc­tion,
with headquarters in Wickenburg.
Leroy Middleton has assumed charge
of the Ash Fork shop and yard as f ore­man.
W. B. , Matlock, foreman, has moved
his force from the Seligman-Kingman
project to 8402 from Casa Grande to
Picacho.
H. O. Norville, resident engineer on
the Topock to. Oatman oil processing job,
is now located at Casa Grande in charge
of Project 8402.
PENN STATE LEADS
Pennsylvania leads all the states in
highway department expenditures in
1930 with $81,833,000, followed by New
York with $57,100,000. Louisiana wiill
have more. than $30,000,000 increase this
year. Only a comparatively few states
show a decrease for 1931.
MAY, 1931 ARIZONA HIGHWAYS Page Seventeen
Projects Under Construction In Arizona
DISTRICT No. 1
Geo. B. Shaffer, District Engineer.
Gribble & Bunce have completed the
oil surfacing of 16.5 miles of oil sur­facing
Topock to Oatman. H. O. Nor­ville,
Resident Engineer.
Martler & Bock have grading and
draining of 4% miles (F.A. Project 80-
E) which begins 2 miles west of Hack­berry
and extends 2 miles east of Hack­berry
36 per cent complete. Jas. H.
Parker, Resident Engineer.
Schmidt & Hitchcock have been award­ed
a contract for oil surfacing 17.8 miles
beginni~g at 1.11he Co£onino-YavapM.
county ' line and extending west, F.A.
Projects 57, 80-C and 89-B, and 4.3
miles Ashfork south,' F.A. Project 62-A
started construction on 80-C on April
4th. H. C. Foster , Resident Engineer.
MartIer & Brock have been awarded
a contract for grading, draining and
subgrade stabilizer on approximately 9
miles which begins at Crookton and ex­tends
west to Seligman, F.A. Project
80-B. Floyd Bughly, Resident Engineer.
DISTRICT No.2
F . N. Grant District Engineer
Ben Pearce Construction Co. has the
gravel surfacing of 22112 miles from
Sanders to Lupton 89 per cent com­plete
(F.A. Project 83-A). H. Pinney,
Resident Engineer.
H. L. Rayden has the construction of
5% miles beginning at Holbrook and ex­tending
east (F.A. Project 78-F) 8 per
cent complete. J. P. Flynn, Resident
Engineer.
McGinty Construction Co. has the con­struction
of Winslow streets (F.A. Pro­jects
20 and Non F.A. 40) 25 per cent
complete. J. P. Flynn, Resident Engi­'
1eer.
Veater & Davis have the construction
of F.A. 9,P-B (Cameron to Ridge, 40
miles) 18 per cent complete. H. D.
Alexander, Resident Engineer .
Everly and Allison have been award­ed
a contract for the oil surfacing of
22% miles from Sanders to Lupton, F.
A. Project 83-A. J. P. Flynn, Resident
Engineer.
DISTRICT No. 3
R. C. Perkins, District Engineer.
Lynch Canon Engineering Co. has the
construction of the Tempe Bridge (F.
A. Project 2-B) 94 per cent complete.
Gus Rath, Res. Engr.
R. H. Martin has the construction of
the approaches to the Tempe Bridge 24
per cent complete. Gus Rath, Res. Engr.
Martin Bros. Trucking Co. has the
oil process ing of 30 miles from the Cool­idge
Dam east 68 per cent complete
(F.A. 87-B Sch. 1 and2). M. Kisselhurg,
Res. Engr.
Lee Moore Contracting Co. has the
grading draining and placing of sub­grade
stabilizer on five miles beginning
at Geronimo and extending west, (F.A.
l5-D) 66 per cent complete. L. C. Bolles,
Res. Engr.
Lee l\Ioore Construction Co. has grad­ing,
draining and surfacing of 6.9 miles
beginning at Duncan and extendig to the
New Mexico-Arizoa state line (F. A.
88-C, 67 per cent complete. H. B.
Wright, Res. Engr.
Robert E. McKee has the grading and
draining of 13.7 miles beginning at Ge-
In The Wake Of Better Roads---
ALL TOWARDS MAKING LIFE WORTH WHILE
Paving Development & Sales Co.
Phone 38413 525 Luhrs Bldg.
PHOENIX ARIZONA
Page Eighteen
rDnimD and extending east (F.A. 87-E)
29 per cent cDmplete. L. C. BDlles, Res.
Engr.
Skeels & Graham have the surfacing
and Diling Df 11.6 miles, beginning at
Duncan and extending west (F.A. PrD­ject
88-B 1st ReD), 42 per cent CDm­plete.
Daniel ThDmpsDn, Res. Engr.
Skeels & Graham have the surfacing
and Diling Df 8 miles, beginning at the
end Df the pavement east Df SDIDmDn­ville
and extending east, F.A. PrDject
88-A 1 ReD. Dan ThDmpsDn, Res. Engr.
Stanley Jaicks has practically CDm­pleted
the Paving Df FIDrence streets
F.A. 94-A and 1 ReD. JDe De ArDzena,
Res. Engr.
O. F. Fisher has been awarded a CDn­tract
Df apprDximately %, miles just
west Df CDDlidge Dam. F. A. PrDject
87-D.
Western Gunite CD. have started CDn­structiDn
Dn 15 miles Df surfacing and
Diling, beginning at the FIDrence Bridge
and extending nDrth F. A. PrDject 23-A
and B and have the cDntract fDr sur­facing
and Diling apprDximately 16
miles frDm FIDrence JunctiDn to' Super­ir
F.A. 23-C, D and F.A.-A.W. Newhall,
Res. Engr.
Bids were Dpened May 1st Dn sur­facing
and Diling 14.6 miles, beginning
apprDximately 10 miles east Df SDlmDn­vi
lle and extending east.
DISTRICT NO'. 4
W. R. Hutchins, District Engineel".
HDggan & Farmer have the Dverpass
between RillitO' and TucsDn 94 per cent
CDmplete (F.A. 94-G). J. R. Van HDrn,
Res. Engr.
Stanley Jaicks CD. has the cDntsructiDn
Df 8.3 miles, beginning at RillitO' and
extending west, F.A. PrDject 94-E, 94
per cent cDmplete. J. R. Van HDrn, Res.
Engr.
N. G. Hill & CD. has the cDnstructiDn
Df a bridge and apprDaches, an Dver­pass,
alsO' grade, drain and surface 4
miles west Df BensDn approximately 65
per cent cDmplete. W. J. TavenDr, Res.
Engr.
The Imperial Trucking CD. has the
Dil surfacing Df 15% miles which be­gins
1 mile west Df RillitO' and extends
to' the pavement nDrth Df TucsDn, 96
per cent cDmplete. F.A. PrDject 94-F.
J. R. Van HDrn, Res. Engr.
William Peper has the cDnstructiDn Df
10 miles which begins apprDximately
22% miles sDuth Df TucsDn and ex­tends
sDuth to' the cDunty line, apprDxi­mately
65 per cent cDmplete. J. R. Van
HDrn, Res. Engr.
ARIZONA lllGHWAYS
Packard & Tanner have the cDnstruc­tiDn
Df 7.6 miles (beginning 1 mile east
Df st. David and extending east) (F.A.
PrDject 79-E) 34 per cent cDmplete. W.
J. TavenDr, Res. Engr.
Stanley Jaicks has cDmpleted the Dver­pass
PicachO' (F.A. PrDject) (94-C Sch.
2 and 3). J. R. Van HDrn, Res. Engr.
HDdgman & McVicar have the Dil
surfacing Df 21 miles, (beginning 1 mi.
east Df TucsDn and extending to' Vail
Jct.) F. A. !lO-A, 1st ReD. 63 per cent
cDmplete. C. S. BensDn, Res. Engr.
Heitsch & Bitten have the Dil sur­facing
Df apprDximately 17 miles (be­ginning
at the end Df the pavement 3
miles nDrth Df NDgales and extending
nDrth, F.A. 86-C, 86-E, NDn 25-A and
ti6), 14 per cent CDmplete. C. E. BensDn,
Res. Engr.
HDdgm~n & McVicar have started
cDnstructiDn Dn grading, draining and
placing Df subgrade stabilizer Dn F.A.
PrDject 94-B, whcih extends· frDm FIDr­ence
to' CDDlidge. JDe De ArDzena, Res.
Engl'.
Stanley J aicks CD. has started CDn­structiDn
Dn 9.2 miles (F.A. 25-D ReD
and 86-D) begins at the Pima-Santa
Cruz cDunty line and extends sDuth.
R. D. Canfield, Res. Engl'.
Ralph Pleasant has started cDnstruc­tiDn
Dn the Dil prDcessing Df F . A. 94-
E. beginning at the Pima-Pinal CDunty
line and extending sDuth 8.3 miles tD­ward
TUCSDn. C. S. DensDn, Res. Engl'.
National Monuments of
State Lure Vacationists
(CDntinued frDm page 3)
DUt Dn a standard five-fDDt width, with
parapets at the pDints Df steepest incline.
It is a marvel Df engineering wDrk, and
Dne Df the mDst spectacular mDuntain
trails in existence. Other interesting
trails frDm the SDuth Rim are the Bright
Angel and the Hermit.
The Grand CanYDn is ever changing,
ever fascinating. Every hDur in the day
br;ngs different cDIDring, with the
changing shadDws apparently altering
the very fDrms Df the buttes and tem­ples.
And every change in the weather
brings its Dwn particular canyDn view.
An intimate knDw1edge Df its many
mDDds can be gained Dnly thrDugh IDng
acquaintance.
In cDnnectiDn with a visit to' the NDrth
Rim Df the Grand CanYDn a visit is Dften
made to' Pipe Spring NatiDnal MDnu­ment,
IDcated up near the Utah bDrder.
The main feature here is a ruined DId
stDne fDrt, a r elic Df piDneer days. In
the early 60's the MO'rmDnS had a cat-
MAY, 1931
tie ranch in the vicinity, and the fDrt
was erected as a prDtectiDn against ma­rauding
Indians. It Driginally CDnsisted
Df twO' hDuses Df twO' stDries each, built
facing each Dther acrDSS a cDurtyard
which was clDsed at bDth ends by heavy
dDuble gates. In the cDurtyard is Pipe
Spring, a spring Df cDld, pure water,
which DverflDws and waters the grDund
arDund, SO' that cDttDnwDDds .thrive and
furnish abundant shade, making a charm­ing
oasis in the desert.
Tnmacacori Monument
TumacacDri NatiDnal MDnument, near
the State's sDuthern bDrder, is alsO' inter­esting
histDrically. UpDn it is IDcated a
very old Spanish missiDn ruin, believed
to' date frDm the latter part Df the Sev­ente€
l1th Century. It was built by Jesuit
missiDna ries from Spain and Dperated by
them fDr nearly a hundred years. Ac­cDrding
to' the mDst authentic informa­tiDn
available it was fDunded abDut 1691
by' Father EusebiO" Francisco KinD, mis­siDnary
and explorer. Sometime after
1769 the Franciscan Fathers tDDk charg~
Df the ancient missiDn and repaired its
crumbling walls. FDr anDther sbrty years
it ministered to' the Indians ' Df the' re­giDn,
until Apache Indians attacked it,
drDve away the priests and disbanded the
peaceable PapagD Indians r esiding in the
vicinity. When fDund by Americans
abDut 1869 the missiDn was in a ruined
cDnditiDn, but much has been dDne -to' re"
pair it.
The Dther natiDnal mDnuments in Ari'­'-
D na under the supervisiDn Df the Park
Service may be divided intO' twO' dassell,
prehistDric and scientific.
AmDng thDse reserved because Df their
priceless value to' the NatiDn as relics oj
the prehistDric peDple whO' lived in tH~
SDuthwest are the Casa Grande an;d
MDntezuma Castle NatiDnal MDnument~.
The main feature Df the fDrmer is t~
Casa Grande Dr "Great HDuse," a burnt~
DUt, dismantled grDup Df sDlid adDHe
walls which are the ruins Df a great
building which at Dne time was fD~
stDries in height. The standing walls are
six feet thick at their base. The fir~t
recDrded visit Df a white man to' Casa
Grande was made in 1694 by Father
KinD, fDunder Df San Xavier MissiDn.
FrDm his descriptiDn Df the ruins they
must have been in much their present
cDnditiDn fDr a cDuple Df centuries befD~e
he viewed them. In additiDn to' the great
main ruin there are many ruins Df DthJi­prehistDric
dwellings. Taken tDgeth~r
they indicate a remarkable r~cofli, Df a~­vancement
in the architecture 'Df t e
Casa Grande peDples up to' the time f
the settlement. i
(CDntinued Dn page 20) .-- - JI
M=A=y~,~19~3=1======================~A~R~IZONAHIGHWAYS Page Nineteen
PIONEER GRAVEL EQUIPMENT
t(~. 2~ Pioneer Screening, Crushing and Loading Plant, owned and operated by Fred
. H!"qulSt 01 ~eneva , II I. Capa~ ity 20'0 to 350 cubic yards per day, based on
1-lnch re~uchon and ~5.% oversIze. Shak ~f screen "hangers have upper and lower
SKF belnng., cru,~er "Jaw type and ha, 8 by 24 opening . Plant has Sind re­Jector
Ind mechanlca! leeder. I, one ~an operated Ind powered by 40 H. P.
g .. ollno motor. Weight 21 ,500 Ib,.; , hipping weisht 27,160 Ib,.
An Ideal Portable
Gravel Plant
No. 22 Pioneer Screening, Crushing and Loading
Plant is ideal for county use or wherever unusually
. large daily capacities are not required. Here in one
self-contained unit, is all the necessary mechanism
for producing required gravel capacities from road­side
pits,at low cost. It is often an advantage to have
two or three of these plants, strategically located
instead of one of the larger "Pioneer" models:
Write for new detailed circular No. 99
We manuFacture a complete line of 11 different sizes
of Crushing and Screening Plants, also Washing Plants
Loading Plants, Drag lines, Storage Bins, Conveyors:
Shakers, Revolving Screens, etc.
. ' ,··Thi. show. the complete hookup 01 Fred Hillquist', No. 22 Pioneer Plont
'- ... W!th_ p~~er unit. Delivery conveyor i. loading truck.
,Piope~r Gravel. Equipment Manufacturing Co.
Minneapolis . . 1515 Central Avenue Minnesota
~. '. _ Distribut.or NEIL B. McGINNIS
i75S .;.E. Jacks.on st. PhO'enix. ArizO'na
HEADQUARTERS
for
-Goodyear Mechanical Belting for every
purpose.
-Goodyear Air Hose.
- Goodyear Water Hose.
-Highway Cable Guard Fence.
-Carbic Flare Lights.
McCormick -Deering Industrial
Tractors and Equipment
Write O'r Phone Us FO'r Prices
The
O. S. Stapley Company
WHOLESALE DISTRIBUTORS
PHOENIX ARIZONA
e;p aD
Grady Watson
Authorized Ford & Lincoln Dealer
WASHINGTON AT SEVENTH AVENUE
Solicits Your Patronage
Most Modern Equipped Shop
Open Evenings and Sundays Till Noon
Liberal Allowance on Your Present Car
Trade Now on the New Ford
Grady Watson
The Ford Dealer
Established Since 1919
Washington Street at Seventh Avenue
Page Twenty
(Oontinued froon page 18)
Montezuma Castle
Montezuma Castle is an excellent ex­ample
of an entirely different type of
prehistoric architecture-the cliff dwell­ing-
at its highest. The building, situ­ated
in a cavity in the face of a vertical
cliff eighty feet above its base, is about
forty feet from bottom to top and has
been kept in an unusually good state of
preservation by the overhang of the
cave, which extends at least thirty feet.
H must be very old for the Apache In­dians
who occupied the surrounding val­ley
at the advEnt of the white man, have
no traditions concerning its ongm.
Around the castle are many smaller
!-;tructures of from one to five rooms, and
it is estimated that 20.0. or 30.0. persons
may have had their homes in the settle­ment.
From their pottery and other arti­facts
the ancient inhabitants were in a
rather well advanced tage of the Stone
Age. A study of the Castle itself shows
at least three different stages of build­ing,
and various methods of construction
were used in the different rooms.
The Navajo National Monument, in
the northeastern portion of the State, is
within the avajo Indian Reservation.
It cons ists of three sepa rate tract s, each
of which contains cliff-dweller or pueb­lo
ruins in a good state of preservation.
One of them, Inscription House, gets its
name from the inscription, "S-hapeiro
ano Dom 1661," carved on its wall by
some earl~ Spanish explorer or mission­ary.
So far as known it was not visit­ed
again by white men until 190.9. Beta­takin
and Kitsil, the other two groups,
are both located in great caves. The lat­ter
is the largest of the cave pueblos,
and yields broken pottery of the finest
type produced by the cliff dwellers.
Wupatki Pueblo
The ruins contained in the Wupatki
National Monument are of pueblo type
and are mostly indicated by low mounds.
Excavation of the mounds show t hat the
prehistoric dwellings were construct ed
of r ed sandstone and lava, and that those
made of sandstone weathered far better
than the lava. Altogether there are thir­ty-
five ruins in the monument . .It is evi­dent
that the buildings were originally
one, twO! or three stories in height, and
some of them contained twenty or more
rooms. It is believed that the Wupatki
ruins were occupied by the ancestors of
the present Hopi Indians, one of the
most picturesque tribes of Indians exist­ing
today. They apparently were con­structed
by the Snake clan of the Hopi
in their migrations from the Grand Can­yon
of the Colorado, where according to
ARIZONA HIGHWA~Y~S==============MA==Y=, 1:::9=31
Indian mythology their ancestors came
upward from the Underworld.
Our remaining Arizona monuments.
the Petrified Forest and Sunset Clat er,
were establi hed because of their sci­entific
interest. In the Petrified Forest
are a great number of petrified tree
trunks, more or less fractured, lying on
the ground or in it. Every tree is stripped
of its branches and many of their bark.
Judging by t he strata of the earth's sur­face
in which these trees are found, sci­entists
estimate that the live forests grew
several million years ago, at a spot some
distance from where the trees are now
fo und. It is evident that the trunks were
carried along by some stream, became
waterlogged and sank in ponds or bay­ous,
and were rapidly buried by a thick
deposit of clay. La ter the region was
submerged by the sea and petrification
of the logs started. Ages afterwards an
upheayal of the earth turned the old sea
bottom with its embedded logs into a
high plateau, so that now the Petrified
Forest lie:> at an altitude of about a mile
above sea level. The monument contains
three main sections called tht First,
Second and Third Forests. Geologically
they belongJ to the same layer, but ero­sion
has produced different r esults in
the three area s, so that t he tree trunks
of the First Forest are of brightly col­ored
agate and carnelian. Those of the
Second Forest are of a dull, yellowish­gray
color. The Third Forest surpasses
the other two in size, number of logs
and brilliancy of coloring. Many of the
t runks here now exceed 10.0. feet in
length, and it is believed they at one
time grew to a height of 20.0. feet or
more. In this group, called the Rainbow
Forest, cross-sections of the tree trunks
show every tint of the rainbow. Here the
ground is covered with chips of agate,
onyx, carnelian and jasper.
Until r ecently Arizona's scenic monu­ments
included Papago Sahuaro park,
consisting of nearly 2,0.0.0. acres of virgin,
desert land in the Salt River valley. This
monument is now, however, divided
among several agencies that will retain
the area in its natural state for public
uses.
Though Papago-Sahuaro park has been
lost to Arizona as a national monument,
the Federal government has created an­other
national monument in the Sunset
Mountains, ten miles northeast of Flag­staff.
This monument, the Sunset Crater
National Monument, comprises the land
about Sunset Mountains, with its lava
bp.ds and ice caves.
HIGHWA Y EXPORTS INCREASE
The export of highway materials and
machiriery to foreign countries where
road programs are just beginning on a
large scale will be a valuable addition
to business.
NOTICE TO CONTRA,C TORS
GLOBE-SHOWLOW HWHW A Y,
F. A. P. 99-A ~ ..
Bids to be opened May 19th, 1931.
Sealed bids for the eonstruction of
the above named project 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 r eceived after the time .specified.
All bids must be marked upon the
outside of the envelope "Stat-e Highway
Contraet, Globe-Showlow Highway, F .
A. P. 99-A," and MUST OLEARL Y
SHOW THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVEL­OPE.
The work, which begins a1bout thirty
(30.) miles northeast of Gilobe, extends
app roxima~e l y eleven and one-half
(11 % ) miles to t he Salt River, consists
of the Grading, Draining and Placing
of . Subgrade StabilizeJ.:, and is to be
completed on or before July 31st, 1932.
APPROXIMATE QUANTITIES
Roadway
560. Squares Clearing & Grubbing
378,90.0. C. Y. Roadway Excavation
5,0.0.0. C. Y. Drainage Excavation
21.30.0. C. Y. , Slides &l Overbreak
4,150. C. Y. Structural Excavation
43,10. 0. C. Y. B'Orrow Excavation
49,40.0. ISta. Yd. Overhaul Earthwork
15,60.0. C. Y. Subgrade Stabilizer
59,500 C. Y. Mi." Haul
710. C. Y. Concrete I
26,90.0. Lbs. Reinforcing Steel.
1,876 Lin. Ft. 24" C. M. P .
520. Lin. Ft. 30." C. M. P.
1,374 Lin. Ft. 36" C. M. P .
3,10.0. C. Y. 'Cement RubMe Mafonry
20.,60.0. Lin. Ft. Road Guard
3,20.0. Lin. Ft. Line Fence
3 'Cattle Guards
Bridges
225 C. Y. Exeavation
160. C. Y. Concrete
17,40.0. Lbs. Reinforcing Steel.
1.
'li,
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial re­sour
::es and construction experience and
equipment has been approved. Bids will
be made only upon the bidding form
contained in the Pamphlet and supplied
MAY, 1931 ARIZ ON A HIGHW A==Y=S============p~a~g~e~T~w~e~n~ty~-o~n~e
EQUIPMENT DISTRIBUTORS­REPRESENTING
r.A LION Graders, Ro' icrs. elc.
McCORMICK-DEERING Industrial Tractors. Engine.
INTERN A TiON AL Motor Trucks
BAKER Earth Moving EQu·prr. e nt
RA Y CITY Shovels, Cranes, Draglin ..
ORD Ccncrete Fini~ hi ng 'Machines
MUNICIPAL Oil Dht ribulo rs. F lush er s. etc.
STERLING Ro'sls
BRODERICK & BA SCOM Yellow Strand Wire Rope
RED EDGE Shovels and Pick.
KIMBALL-KROGH Pumps
" LAMO-DORW ARD Pumps
MYERS P umps
"OVER 40 YEARS IN ARIZONA"
6th & Broadway 311 4th Ave.
TUCSON PHOENIX
Stop! Look! Listen!
EXPLOSIVES
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder. R, R.
Grading Powder, Stumping Pow­der,
C 0 a 1 Powder, Timberite,
Blasting Caps, Fuse, Electric
Detonators,
Write for quotations on Car Lots
or Ton Lots f.o.h your rai1roact
station.
Apache Powder Company
Sales Department,
Dra wer 218, Benson, Arizona
S. H. VEATER LAMAR DAVIS
Veater & Davis
EL PASO, TEXAS
General Contractors
~ .... ':.::£
~
At present constructing Arizona F. A. P. 60.4-
95 B, which consists of grading and drainage of for­ty
miles of U. S. Highway 89. Beginning at the sus­pension
bridge across the ,Little Colorado River at
Cameron and extending northward toward the Lee's
Ferry Bridge on the Flagstaff-Fredonia Highway.
INSLEY
•
HALF-YARD EXCAVATOR
A fast, profitable machine--either as a Sh'ovel
Pull Shovel, Crane, Dragline or Skimmer Seoop.
Positive flexible clutches conneded directly to oper­ating
lever, roller' and ball hearings on every high
speed shaft, high line speed and high swinging
speed, plenty of power and plenty of weight-these
are only a few of the Insley features. Let us tell
you more about the Half-Yard Insley and its per­formance.
Pratt-Gilbert Hardware Co.
Telephone 35145 Phoenix, Arizona
Page Twenty-two
by the Department, and which form
will be supplied only to contractors
whose statements show sufficient fin­ancial
resources and construction exper­ience
to properly construct the work.
AI! bids shall l::e accompanied by an
L!nen'lorsed, certified or cashier's check
only, of not less than five (570) per
cent of the gross amount of the bid pay­able
to the Sble Treasurer of Arizona.
Tl:e right is rese l"Yed, as the interest
of the State Highway Commission may
require, to r eject any and all bids, to
waive any informalities in bids receiveJ
und to accept or reject any items of any
bid unless such bid is qualified by spe­ci
fic limita tion s.
STANDARD SPECIFICATIONS -
Copies of the Standard Specif ication s,
I ssue of October, 1930, may be purchas­ed
for Three (S3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Connell, State Highway Engineer.
PLA~;S & PA;\IPHLET (For Bidders
O~,; L Y) -Copies of the Plans and
Pamphlet may be issued to qualified
:ontractors haying a copy of the StalId­a
rd Spe ~ i f i ~ations of above issue, am)
upon d.:.pCJsit of Ten ($10.00) Dollars.
Depo~it will be i'efunled should Plans
and Pamphkt be returned within ten
(10) days after opening of bids.
PLAKS & SPEcrAL PROVISIOKS
(For Non-Bidders ) - Copies of the
Plans ::n:l Spe:ial Provisions, without
lldding ScheJule, may be obtained
upon depo ~ it of Ten ($10.00) Dollars.
Deposit will be refunded should plans
and Special Provisions be returned
within t en (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
no tif i ~ atin th,1t a new issue is ready
for di stril::ution.
The bidde.r will be required to comply
. ',' ,': .:.:::: ::'.::::. :.'
ARIZONA HIGHWAYS
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
T. S. O'CONNELL,
State Engineer.
Phoenix, Arizona,
May 7th, 1931.
NOTICE TO CONTRATORS
BENSON-VAIL HIGHWAY
E. F. A. I8-A, Reo.
Bids to be opened May 18th, 1931.
Sealed bid for the construction of the
above named project will be received
until 2 :00 P. 1\1. on the above date, and
tl'en publi: Jy opened and read at the of­fice
of the Ariz~:ma State Highway COl11-
l111S ' lOn, Phoel1lx, Arizona. No bids
\'. ill l:;e receiyed after the time specified.
All bids must be marked u pon the out­side
of the envelope "State Highway
Contract, Benson-Vail Highway, E. F.
A. 18-A, Reo," and MUST CLEARLY
SHOW THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVEL­OPE.
The work is to bc£:in at the end of the
Oil Surfacing on 90-A, about twenty­two
(22) miles southeast of Tucson, and
extend easterly about two and t hree­fou
rths (2 %, ) miles towa rd Benson, con­sists
of the Grading, Draining, Placing
of Subgrade Stabilizer and Mineral Ag­gregate
and the Oil Processing by the
HO:ld Mix J\Iethod, and is to be complet­ed
onor before Aug ust 31st, 1931.
APPROXIMATE QUANTITIES
ROADWAY
42,000 C. Y. Roadway E xcavation
2,000 C. Y. Drainage Excavat ion
800 C. Y. Slides and Overbreakage
550 C. Y. Structural Excavation
Ben D. Cooley
Commercial Photog rapher
Phone 23342
1221,2 .'. 1st Ave. Phoenix. Ariz
MAY, 1931
4,000 C. Y. Borrow Excavation
32,500 Sta. Yd. Earhtwork Overhau'l
200 C. Y .. Subgrade St ab ilizer
90 C. Y. Mi. " " Haul
-also btl man'\l counties
and cities within
these states
Seaside oau Comparmy
inCORPORATED \898
SUMMERLAnD.
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
A "omplde
unit Of the petroleum
I .... u.".,,-Pr<HIu" ..... -
Refiner. - Marketers.
Rio Gr .. nde
Pe.roleum Products
twe .. " .. I1 .... le throueh'
out the South"' .....
RIO GRANDE OIL COMPANY
jle,ineries: VinvaJe, California· PhoenilC Arizona· 1:1 Paso, TelCas
MAY, 1931
300 C. Y. Concrete
26,600 Lbs. Reinforcing Steel
550 Lin. Ft. 24" C. M. P .
464 Lin. Ft. 36" C. M. P .
140 C. Y. Plain Riprap
3,600 IAn. Ft. Road Guard
38 C. Y. Stock piling Shoulder Mat.
at Pit
34,000 Sq. Yd. Prep. of Subgrade
4,200 C. Y. Mineral Aggregate
67,600 Gals. Oil
2.881 Mi. Mix, Lay & Finish
16 C. Y. Mi. Haul of Shoulder Mat.
5.746 Mi. Form & Shape Shoulders
1,000 C. Y. Mi. Overhaul of Oil Mix
Br idges
360 C. Y. Drainage Excavation
250 C. Y. St ructural Excavation
230 C. Y. Concrete.
22,200 Dbs. Reinforcing Steel.
No contractor shall be eligible to sub­mit
a bid unti l his attested f)tatements,
made on forms supplied by the Arizona
Highway Department, of financial r e­sour
ces and construction experience and
equipment have been approved. Bids wiiI
be made only upon the bidding form con­t
a ined in the Pamphlet and supplied by
the Departmen t, and wh:ch form will be
supplied only to contractors \\ hose
st atements show sufficient financial re­sou
rc€s and construction experience and
equipment to properly construct the
work.
All bids sha ll be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of t he gross amount of the bid payable
t o t he State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may re ­quire,
to I'e ject any and all bids, to waive
an y info rmalities in bids received, and to
a ccept or r eject any items of any bid un·
less such bid is qua lif ied by specific lim­itations.
S TA N D A RD SPECIFICATIONS­Copies
of the St a ndard Specif ications is-
ARIZONA HIGHWAYS
sue of October , 1930, may be pur chased
for Three ($3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Connell, State Highway Engineer.
PLANS & PAMPHLET (For Bidders
only) - Copies of the Plans and Pamph­let
may be issued to qualified contract­ors
h3\'ing a copy of the Standard Speci­fications
of above issue, and upon de­posit
of Ten ($10.00) Dollars. Deposit
will te refunded should Plans and
Pamphlet be returned within t en (10)
days after opening of bids.
I'LAI\S & SPECIAL PROVISION~
(For I'\on ·Diclders)-Copies of the Plans
an:! Special Provisions, without Bidding
S-:hedule, may be obtained upon deposit
cf Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Pro·
visions be r eturned within ten (10) days
ui'ier opening of bids.
The Standard Specifications of the is­sue
of October 1930, shall be used for
a ll Proj c~ t s until July 1931, or until
noti ~ i c at,on that a new issue is ready for
distribution.
The b ;dder will be r equired to comply
\\ ;,"h the [Jrvvisions of the Specifications
and Contract in bidding and the award
,mel execution of the Contract.
T. S. O'CONNEL,
State Highway Engineer.
Phoenix, Arizona,
May 2nd, 1931.
NOTICE TO CO TRACTORS
BLYTHE-WICKENBURG HIGHWAY
F. L. H. P. No. l-C
Bids to be opened May 20th, 1931.
Sealed bids for the construction of
the above named project will be receiv­ed
unttl 2:00 P. M. on the above date,
and then publicly opened and read at the
office of the Arizona State Highway
Commission, Phoenix, Arizona. No bids
will be received after the time specified.
. All bids must be marked upon the out­s
ide of the envelope "State Highway
Page Twenty-three
Contract, Blythe-Wickenburg Highway,
F. L. H. P. No. 1-C;" a nd MUST
CLEARLY SHOW THE NAME OF
THE BIDDER ON THE OUTSIDE OF
THE ENVELOPE.
The work, which begins near Gon­zales
Well extends easterly seven and
two-tenths (7.2) miles towards Quart­zite
(Gonzales well is about nine and
eight-ten ths (9.8) miles east of E hren­burg),
consists of the Grading, Drain­ing
and Oil Processing (Road Mix) t he
entire project, and is to be completed
on or before February 29th, 1932.
APPROXIMATE QUANTITIES
ROADWAY
54,250 C. Y. Roadway Excavation
3,000 C. Y. Drainage Excavation
7-
Gur ley
I nstr u ments
are building
Airzona Highways
Arizona Representatives
PHOENIX BLUE PRINT CO.
W. & L. E. GURLEY,
Troy, N. Y.
SEE ARIZONA FIRST
For Your Vacation
See Us
First
For Your Office
Supplies
H. M. CLARK OFFICE SUPPLY CO.
123 N. 2nd Ave. Phoenix
PHOENIX BLUE PRINT CO. DEPENDABILITY - PHOENIX, ARIZONA
43 Years in Northern Arizona have equipped us with
a thorough knowledge of dependable merchandise in
all lines.
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
Measuring Tapes
WRICO LEITERING GUIDES ~~
General Merchants CITY, COUNTY AND STATE MAPS
U. S. G. S. TOPOGRAPHIC MAPS Flagstaff Winslow Holbrook Prescott
HOME BUILDERS' BLDG. Williams Kingman Grand Canyon
128 N. First Ave. Phone 4-2407
Page Twenty-four
2,200 C. Y. Slides & Overbreak
1,100 C. Y. Structural Excavation
57,500 C. Y. Borrow Excavation
1,100 Sta. Yd. Earthwork Overhaul
12,800 C. Y. Subgrade Stabilizer
24,100 C. Y. Mi." " Haul
750, C. Y. Concrete
46,500 Lbs. Reinforcing Steel
968 Lin. Ft. 24" C. M. P.
176 Lin. Ft. 30" C. M. P.
552 Lin. Ft. 36" C. M. P.
210 C. Y. Riprap
9,200 Lin. Ft. Cable Road Guard
84,200 Sq. Yd. Preparation Subgrade
10,500 C. Y. Mineral Aggregate
10,100 C. Y. 'Mi." " Haul
189,400 Gals. Oil
7.2 Mi. Mix, Lay & Finish
14.3 Mi. Form & Shape Shoulders
2,300 C. Y. Shoulder MatI. to be
stock-piled at pit
4,450 C. Y. Mi. Stock-piled Shoulder
MatI. Haw
BRIDGES
660 C. Y. Drainage Excavation
1,360 C. Y. Structural Excavation
970 C. Y. Concrete
88,400 Lbs. Reinforcing Steel
16 Rocker Bridge SeatJs
16 Fixed Bridge Seats.
No contractor shan be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial re­sources
and construction experience and
equipment have bene approved. Bids
wili be made only upon the bidding form
contained i~ the Pamphlet and supplied
by the Department, and which form will
ARIZONA HIGHWAYS
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 State Highway Oommission may
require, to reject any and all bids, to
waive any informalities in bids received,
and tJo accept or reject any items of any
bid unless such ,bid is qualified by spe­cific
limitations.
STANDARD SPECIFICATIONS -
Copies of the Standard Specifications,
Issue of October, 1930, may be purchas­ed
for Three ($3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Oonnell, State Highway Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the :Pilans and Pam­phlet
may be issued to qualified con­tractors
having a copy of the Standard
Specifications of above issue, and upon
deposit of Ten ($10.00) Dollars. De­posit
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without B'idding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will
be refunded should Plans and Special
Provisions b~ returned within ten (10)
days after opening of bids.
MAY, 1931
The Standard Specifications of t he
Issue of October, 1930, shan be used for
all Projects.
The bidder will be required to com­ply
with the provisions of the Specifi­cations
and Contract in bidding and the
award and execution of the Contract.
T. S. O'CONNEL,
State Highway Engineer.
Phoenix, Arizona,
May 6th, 1931.
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Guard Fence, Fence Stays
1534 Blake St., Denver
Plants at Denver and Pueblo
HULSE & DICK
.!ft'~ Products
YUMA, ARIZONA
~
It's our pleasure to please
our customers
24 HOUR STORAGE
--------------------------1
Tools--General Hardware
Heavy Hardware and Supplies
Large Wholesale Stocks
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
Momsen ~ Dunnegan ~
Ryan Co.
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Vic Han'ny Co. Phoenix, Arizona
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
EI Paso, Texas
36-42 N. Centr-al Twin Fronts Phoenix
HEINZE, BOWEN AND HARRINGTON, Inc.
EVERYTHING FOR THE OFFICE
228 W. Washingt,on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
Office
Furniture
--------------------------~
ARHUWHEAD THAlL HIGHWAY NEAR CRYSTAL. NEVADA. OI I.ED WITH SHELL ROAD OIl. IN 1930
Plan ROAD-OILING earlier
Roads that are oiled as soon as weather
permits are firm and well packed by
the time heavy, hot -weather traffic
comes along.
They get worked in slowly, with
fewer traffic ruts and less corrugating.
They are actually cheaper to oil in
spring even though materials cost as
much. There is less interruption from
traffic. The ground is soft and easier
to bring to grade.
And another point: Transient traffic
hates fresh oil. It is not very good ad­vertising
for your community to have
roads torn up in the travel season.
Get them finished early.
SHELL ROAD OIL
Furnished to meet any desired specification
NEVADA PAVING COMPANY'S EQUIPMENT ON ARROWHEAD TRAIL U, S. H IGHWAY No. 91
u. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
GE,T ACQUAINTED WITH ARIZONA
.,..... Goff> h O
Needle,o
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MOHAVE
LE( iES})
~IGH TYPE - IMPROVED
INTERMEDIA TE TYPE -IMPROVED
"OW TYPE -IMPROVED (earlh)
UNIMPROVED-Cearlh)
UNDER CONSTRUCTION OR REPAIR
DETOUR
..... -,
IlItt"!",,,
&8 8 :<8888 8 8
COUNTY ROADS C cond,IIon, not ,hown) ======
U S ROUTE No
STATE ROUTE MARKER
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STAi~ ... y SYSTEM
1" .to ~')\ ' ......
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f EDERAL ROUTE MARKER
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