Arizona Highways, June 1931

              Volume 7
Number 6
Five Cars 'Passing Abreast on New Tempe Bridge
June Copy Ten Cents
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Page One
Arizona Highways
June, 1931
f~
TABLE OF CONTENTS
TEMPE BRIDGE SOON TO BE READY FOR T RAFFIC ... _____ .
By Ralph Ho//mall, Bridge Ellgilleer.
ARIZONA IS NATION'S LARGEST VACATIONLAND ........ .. .. ._ 8
CONSTANT MAINTENANCE NEEDED ON OIL SURFACING __ .... _ 9
By Geo. B. Sha/ /.-r , Dist rict Ellgilleer.
EDITORIAL PAGE .. - ....................... .. .. ..... 10
CEMENT IS TESTED FOR ALL ROAD STRUCTURES ... ___ ....... .. 11
By J. W. Powers, ElIgilleer 0/ Materials.
TENT A TIVE BUDGET IS READY FOR ADOPTION __ ... ____ ......... 12
ARIZO A TO HAVE PATROL FORCE JULY FIRST ........ _____ .. __ .. 13
By E. M. Whit lllortb, Motor Vehicle SuperilltelldeJl t.
MA Y DELEGATIONS APPEAR BEFORE COMMISSIONERS .. ____ ... 14
PROJECTS UNDER CONSTRUCTION ON STATE ROADS ... ____ 18
FEDERAL AID PROJECTS IN ARIZONA ____ . ______ ....... _ ..... _ .... 20
ROAD BULLETIN
APACHE POWDER COMPANY _____ _
- __ .... _ .. _ . _ .... 23
Page
3
ARIZONA TRACTOR & EQUIPMENT CO . . ___ .. __ .Cover
BABBITS, GENERAL MERCHANTS ....... .. .... ___ _. ____ ...... _ _ ... _ 23
H. M. CLARK OFFICE SUPPLY CO. __ .. ___ . ______ .. __ .. _ .... ___ .. __________ .. 23
BEN D. COOLEY --.-____ . _ ..... __________ .. __ . _ .... ___ .. _ . _ . ____ .. ____ ..... _ .... ' __ " ___ 22
CALlFORNA CORRUGATED CULVER T CO. _ ___ .. ___ .... _ 17
COR VA CEDAR PRODUCTS CO. __ _ ... __ --__ .. .. __ ......... _ .. 20
GILMORE OIL CO., OF ARIZONA ---.... ------............. ----.. ____ .. __ . _ ._._22
GROSSO'S ... '''--''''''''- .... - ........ ___ .• ____ .. ___ 20
\VI. & L. E. GURLEY .. - ..... ___ .. ____ .. _ . _ -.------... ----.--... --.. ----.--------...... ._ ... ___ . _ 23
VIC HANNY CO. --.--.--------..... ------... --.--.--.. --------.--.-----.. ----.--._ .. __________________ 24
HEINZE, BOWEN & HARRI GTON, Inc. __ .. ___ ... 23
HULSE & DICK --.... -----.--... ____ ... _ ._ .. _ . ______ . __ . --------... --.--.. --.-.---_._. _____ 24
MOMSEN, DUNNEGAN & RYAN ____ ______ .... _____ . _______ 24
PAVING DEVELOPMENT & SALES CO. __ .. ___ .19
PHOENIX BLUE PRINT CO. ___ ........ _ . _ -- __ • __ .. __ ._. __ .. 23
PIONEER GRAVEL EQUIPMENT CO . .... ______ ... _ . __ . __ ......... _ . _ 3
PRATT -GILBER T HARDWARE CO. ___ --.. -------.. ------.- ... --__________ 21
RIO GRANDE OIL COMPANY ------- .. ---.. --..... --.---...... --...... - ___ . __ . __ .22
ROME MANUFACTURING CO . .... _ .. _ . _ ... ___ ....... _ . _ .. ___ .... __ .... _. ___ .. 2
RONST ADT HARDWARE & MACHINERY CO. --......... --.. --.. _____ . _ .. _ .. 3
THE O. S. STAPLEY COMPANY __ ............ _ .......... _______ . _ ......... __ 2 and 21
SEASIDE OIL COMPANY -------.--.---..... --.--.. --.-----.. --... _____ . ___ ._._ 22
STANDARD OIL COMPANY OF CALlF. ___ .... _ .......... _ .. ___ .... _ .. ____ .. 4
THE COLORADO BUILDERS SUPPLY CO. --.. -.-----... --.-__ .. _ -.-. _ 24
SHELL OIL COMPANY - .. --....... - .. - .. -.-.--.. -----------____ 25
UNION OIL COMPANY ........... __ ........ .... _ . ____ . ___ .... __ .. ._._. 1
WESTERN METAL MANUFACTURING CO. --.. ----........ --....... _ ...... _ ._17
GRADY W A TSO , Inc . .... ___ ................... _ ............... _ ............ _ ........ __ ..... 21
VEA TER & DAVIS ........ --.--......... - .. --------.----------___________ 21
~.-~~ ...... ::=t ~ ..~....._ ::t; ~._ ...•_ ::"t ~~ ......._ ::"t ~_ ...._ ::"t
p~a=g=e =T=w=o ====~===================A=R==IZONAHIGHVVAYS JUNE, 1931
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Wheel and Multi -Wheel Motor '
Graders Rome Crawler
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ARIZONA DISTRIBUTORS
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OF
ROAD
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Boots? He, who wore them, could cover seven
leagues (21 miles) at a step. Wonderful boots,
but not more wonderful than Pioneer Portable
Gravel Equipment, which makes possible enor­mous
strides in road building, eliminates long,
expensive hauls, and provides required capacities
of low-cost gravel.
Below is picture of Pioneer Duplex Screening,
Crushing and Loading Plant at work on new
Boulder City-Hoover Dam Highway. Plant is
furnishing all gravel required. It is owned by
Pat Clineof Las Vegas,sub-contractor on this job.
Th. Pioneer Duplex is 01 slurdy, rugged conslruction, buill 10 wilhsland Ih.
conslanl punishmenl 01 screening and crushing. SKF and Timken bearings are
slandard on all vilal moving paris. These reRnemenls prevenl overh.ating 01
destrucliv. wear and insure conslanl and economical operation of planl.
Wrile lor 3·color Descriplive B,oadside No. 97
Pioneer Gravel Equipment Manufacturing Co.
Minneapolis 1515 Central Avenue Minnesota
Distributor NEIL B. McGINNIS
753 E. Jackson St. Phoenix, Arizona
EQUIPMENT DISTRIBUTORS­REPRESENTING
ATLAS Scrapers
McCORMICK-DEERING Industrial Tractors, Engines
INTERNATIONAL Motor Trucks
BAKER Earth Moving Equipment
BAY CITY Shovels, Cr!tnes, Draglines
ORD Concrete Finishing Machines
MUNICIPAL Oil Distributors, Flushers, etc.
STERLING Hoists
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Picks
KIMBALL-KROGH Pumps
ALAMO-DORWARD Pumps
MYERS Pumps
"OVER {O YEARS IN ARIZONA"
TUCSON ARIZONA
Stop! Look! Listen!
EXPLOSIVES
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Pow­der.
C 0 a 1 Powder, Thnberite,
Blasting Caps, Fuse, Electric
Detonators.
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or Ton Lots f.o.h your railroad
station.
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ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright 1931 by ARIZONA HIGHWAYS, All Rights Reserved
Volume VII. June, 1931 Number 6
Tempe Bridge Soon To Be Ready For Traffic
By RALPH HOFFMAN, Bridge Engineer.
The completion of the new Tempe
Bridge, Arizona's largest and most mag­nificent
causeway, adds another triumph
of engineering skill and closes another
chapter in the history of Arizona high­way
construction.
Many readers will recall the dedication
of that spectacular structure, the Grand
Canyon Bridge, and now just two years
later plans are being carried forward
for the dedication on July 4th, 1931, of
the Tempe Bridge.
This new structure, although not so
spectacular as the former, is the larg­est
bridge ever built in the state of Ari­zona,
both in length and width of road­way.
The total length is 1577 feet; the
width of the roadway is thirty-six feet
between curbs and provides room for
four lanes of traffic. In addition a five­foot
sidewalk is provided on each side,
maknig a total width, inside the concrete
handrails, of forty-six feet.
Comparing the above dimensions with
those of the old brHge,-an 18-iloot
roadway and no sidewalks,-those who
have driven over it in periods of heavy
tFaffic will realize the easy comfort of
driving on the new structure . .
The old bridge, designed for the traf-fic
of 20 years ago, has been replaced
with a modern structure in which the
engineers have attempted to visualize
the future needs of this highway.
With~n City Limits
The bridge is located at the south end
of Mill Avenue within the city limits of
Tempe, and carries the traffic of three
rrain U. S. Highways, namely: U. S.
Route 89, the only north and south high­way
through Arizona; U. S. Route 80,
a transcontinental highway, and U. S.
Route 60, the new transcontinental route
recently established through Arizona.
Thus it will be seen that, w:th the com­pJetion
of Route 60, a large percentage
of the tourist traffic must pass over
this bridge in addition to the ever in­creasing
local traffic.
The recent traffic counts show a total
of about 8,000 vehicles each 24 hours
traversing this sect!on of the highway;
and this total has been increasing rapid­ly.
If the 'old bridge carried this traf­fic
it is safe to say that the new one
will handle three or more times this
total on account of the width of road­way
and the increased speed made possi­by
by that width.
The extens:on of Mill Avenue was the
only logical location, as it maintains the
present line of travel through the main
part of town and eliminates two right
angle turns in the town of Tempe.
A survey was made first extending
the center line of Mill Avenue straight
across the river and re-entering the
present highway with a long curve on
the north side of the river, and a con­tract
was let for foundation borings.
The results of these borings were at
first very discouraging. The data ob­tained
showed shallow rock foundation
for less than half the length of the
bridge and the remaining portion a soft
caliche. The rock apparently dipped
abruptly and was not encountered at
cepths up to 75 feet beyond the center
of the channel.
Side Found Unfavorable
The experience with the railroad
bridge only 300 feet up stream, on which
two steel spans were lost by the failure
of ' a pier, was sufficient evidence that
the caliche material was not adequate
for foundations except at a depth which
would preclude all possibilities of scour
under the footings. This depth was con­sidered
to be 40 to 45 feet below low
View of new Tempe Bridge looking down stream, showing arch construction. Each arch has a span of 140 feet.
Page Six
water elevat'on, which meant only one
tyre of d ~ si"n -long steel spans, I
In addition to the deep foundations
this site required extensive bank pro­tection
and a long, high fill at the north
end of the bridge and the loss of con­:-:
i '(,nrle lengt'1 of th3 existing paved
highway on that side,
Th~ nrofile plotted from the test bor­ings
d'd, howeve-', S' lO'" a hio;h !Joint in
the r~('1< formation t01" ar(1 the center of
the channel. In stud" ing this motile
on, the f""oul1d it w"'s diEcoYE'red that the
hig-h point lined with an outcrop of rock
on the n ... rth bank u113er the oli brirln;e
Dnd a ridge extending out from the
Te"1re Butte,
This discovery ind i ~ated the possibil­ity
of a rock ridg-e or dvke extending
across the river diagonally across our
line. The indi(:ation of the existence of
such a formation was so strong that our
own drilling force was moved on the
job to prove our theory.
Loca t!'d Diap'onal Ridge
An extensive drilling program was
laid out and the ridge located as eX­pected.
Contours of this formation un­der
the bed of the river were plotted
and a paper location for the new center
line laid out.
This location, by spanning a small un­derground
channel in the rock near the
north bank, made possible a fairly shal­low
rock foundation for the entire length
of the bridge and also made possible
the adoption of the concrete arch design.
The line extends from a point on Mill
Avenue on the south hank diagonally
across the river to an intersection with
the pre gent highway at the north end
of the old bridge. An easy curve (one
degree) extending onto the bridge from
each end was not difficult to take care
of in the design.
The estimated saving of this line over
the original was more than $100,000 on
foundations and roadway.
For economy the design was practical­ly
limited to the deck type structure on
account of the width of roadway to be
provided. It was also desirable to keep
the roa:lway on as Iowa level as possi­ble,
which limited the span length on ac­count
of available head room. For these
r e::tsons only two types were considered:
the concrete arch and the steel plate
girders.
The limit of the span length for the
concrete arches was about 140 feet and
for the steel girders about 100 feet;
the .problem resolved itself into the com­parison
of relative r.:erits of two de­signs
on this basis.
ARIZONA IDGHWAYS JUNE, 1931
The old Tempe Bridge, which the new structure, to be seen at the right, wil! soon
supplant. It was a close squeeze for a truck and auto to pass on thIS old
bridge. On the new bridge 5 cars can pass, as shown on cover scene.
Pr~vai:ing steel prices at that time abutment pier being 15 feet in girth at
and the additional piers requ 'red for the the spring line of the arch while the in­ste
-l t1esir'n resulted in a slightly lower termediate piers are only 7% feet.
cost for the con ~rete arch type. The These are constructed with two separate
concrete structure was to be preferre::l shafts on separate footings and the
on a~ - otmt of the inher2nt architectural shafts are tied together with an arched
eCects to be secured without additional tie strut., built intergral with the pier
cost and rro~ably would have been the cap at the junction with the arch rings.
accepted design even at a slightly high- Above the arch the intermediate piers
er cost. carry a typical column construction,
Ten Spans in Bridge while the abutment , piers are surmount-
Final plans were worked up for the ed by a sand box extending the entire
arch bridge consisting of ten spans, 140 lent\'th of the piers, to give additional
feet each. The spans were of the two weight. The ends of these boxes are
r b open spandrel type, with the con- carried up above the roadway in a hex­crete
roadway suppol-ted on beam and agonal tower effect, terminating in a
wec b ~ d columns above the two ribs. canopy over a retreat bay in the pier
Each rib is two feet nine inches in end. These piers are capable of resist­thickness
by nine feet wide at the crown, ing the full deal load thrust of the
seven feet thick in the vertical plane arches from one side only.
at the piers. On account of the height of 32 feet
The reinforcement consists of 114 inch from the spring line of the arch to
square bars at 12 inch centers in the top foundation some degree of flexibility
and bottom of the rib throughout its was anticipated in the intermediate
length, except that this steel is doubled piers. The movement of the pier top
in the extractors (top) at each end for under live load on the bridge was cal­a
distance of about 30 feet out from the culated and its effect on the stresses in
pier. the arch ring analyzed. The result re-
The ribs WE're designed as hingeless qui red an increase in the size of re­arches
fixed at the piers and the stresses inforcement in the rib.
analyzed by the elastic theory involving Open Type Abutments
long, tedious calculations and a mass of The abutments are of the open type
figures which have no place in this with the earth fill spilling around the
article. end columns. The same effect as at the
Two types of piers were used in the al::utment piers has been maintained
des'gn. It was considered advisable to with a tower on each side of the road­provide
at least two abutment piers for way w:th the addition of a hexagonal
convenience and safety in construction. p"lon at the ends of the railing.
With this in view the spans were divid- The roadway slab is reinforced as a
ed into three groups of three, four and continuous slab between expansion joints
three spans each and the groups sep- with bent steel providing for negative
arated by abutment piers, The piers r.10-:ement over the supporting beams.
are of the same general design below Four expansion joints are provided to
the top of the arch except in size, the each span at about the third points of
JUNE, 1931
the span and at each pier. A feature
of the design is the elimination of all
sliding joints by supporting all ends on
separate columns.
The handrail details were worked out
after a careful study of those built in
other cities and a design arrived at
The hand rail and sidewalk on the new
bridge adds beauty to the bridge, and
safety for pedestrians.
which is sturdy as well as distinctive
and in keeping with the ,rest of the
structure.
The lighting fixtures and poles were
selected to harmonize with the rest of
the handrail structure. Mounted upon
handrail block over each intermediate
pier is a spun concrete pole surmounted
by a standard street lighting unit. At
the towers these units are supported on
heavy bronze brackets mounted on each
side of the tower.
In all there are thirty-four of these
units on the br:dge. The bracket lights
on the towers are specified to be ar­ranged
in a circuit to burn all night and
the rest to be controlled by an auto­matic
time clock, so that they will burn
only during the early hours of the night.
In this manner ample lighting will be
assured at all times.
The lighting will not be maintained
by the state but is placed there for the
use of the city of Tempe, as the bridge
is within the city limits.
The sections of the members through­out
the bridge were designed to a min­imum
required for the stress and prac­tically
no concrete was added for mass
effect or architectural treatment except
in the work above the deck,-handrails
and towers.
The contract was awarded January 22,
1930, to the Lynch-Cannon Engineering
Co. of Los Anglees, the low bidder on
ARIZONA HIGHWAYS
the jeb. This company began work un­eer
their contract in March, 1930.
A,nchored In Solid Rock
The first work was that of excavating
for the piers and abutments. Coffer­dams
of heavy steel sheet piling were
driven to rock and the sand and gravel
taken out with a crane. The design re­quired
the concrete footings to be an­chored
three feet into the solid rock,
which required blasting the rock out to
tl'c f eoting lines.
While the excavation of the first hole
was in progress a central mixing plant
was erected ad'acent to a commercial
gravel plant ,which was to furnish the
,and and gravel for the entire job. Belt
conveyors transported the material from
the plant to large storage bins above
the mixer. From these bins the 'land
and gravel were weighed in a batcher
ar.J du':!ped into the m:xer. The cement
was supplied from an adjacent storage
shed by means of a skip which dumped
(' i re~t ly into the hopper . .
From the mixer the concrete was
'hauled on an industrial railroad to the
job. Here the batch boxes were lifted
from the cars and dumped into the
forms, For the footings and piers the
:'r. soline operated crawler crane was
used in depositing the concrete.
In con::reting the arch rings and deck
it was necessary to have a machine
which could reach the entire height an::!
width of the structure so that concrete
could be deposited at any desired point
with a minimum of moving. For this
purpose a travel'ng gantry crane was
constructed, consisting of a four heavy
post frame mounted on four flanged
wheeli'. Supported on top of this frame
at deck level was a boom derrick, op­()
ro.ted l:;y a gasoline hoisting engine.
Two steel rails laid parallel to the
bridge perml.tted this crane to be shifted
to any span in a short space of time.
Each rib was poured in five main sec­tions
and four keys, each five feet six
inches long, which were omitted until
the other redions of concrete had taken
shrinkage. Two of these keys were near
the crown and two at the haunches and
were placed at the lap in the reinforc­ing
steel. The purpose of the keys was
to eliminate as much of the initial stress
in the ring as possible.
Fooled by Big Boulder
The sections of rib were poured sym­metrically
about the center of the span
to ba lDnce the loa::! and the timber false
work and prevent distortion.
The two abutments were completed
~ir-t, as specified, in order to allow a
Page Severt
contract to be let for approach fills.
Then the piers were completed in order,
beginning at the Tempe end.
When pier number 9 was reached in
the process of construction, rock founda­tion
was found at plans elevation on the
upstream side and extending over about
one-half the area of the pier. Original
tests for rock made at this pier showed
rock at the same elevation at both ends,
but developments showed that the drill
had struck a large boulder at one end
and the crew, confident in the discovery
of bed rock, had moved on without the
U ~ ual check. ' !
Steel rails were at once driven on the
perimiter of the pier and a profile of the
solid rock plotted to determine its actual
location and slope. On the low side the
rock was found at an elevation about 30
feet l::elow the high side.
The construction here called for spe­cial
treatment. The work on this pier
was the most difficult encountered on
the entire job and required very care­ful
preparations. In order not to delay
the rest of the construction the work on
this hole was carried on in three eight-
Cne of the eight rest stations on the
new bridge.
hour shifts until the pier was finished.
More, than 3,000 cubic yards of material
were excavated from the hole, of which
about 25 per cent was solid rock.
The last concrete was poured in the
deck during May, 1931, and the last con­crete
in the bridge, a small dado in the
han ~ rai1, was poured on Wednesday,
June 3, 1931-just fifteen months after
st arting the work.
Throughout the entire job is reflected
(Continued on page 23)
Fage Eight ARIZONA HIGHWAYS JUNE, 1931
Arizona Is Nation's Largest Vacationland
Ar:zona has more to offer those of
her children who are not too indifferent
to seek her wonders and scenic beauties
than any other state in the Union.
We hear constantly the Arizonan of
long residence confessing his ignorance
of his stat eand admitting that he has
never even seen the Grand Canyon. He
knows that visitors from every part of
the globe come to marvel over this
greatest of all natural wonders, and, of
course, he plans that some day, on his
yearly junket to or from the expensive
inconveniences of some grimy beach, he
will stop off and take a look.
It r emained for a noted English trav­e'er
who visited Arizona some years ago
to v c i ~e his appreciation of the state by
sa.yir!g. "You've seen nothing,-absolute­ly
nothing, until you've seen Arizona!"
And this from a man whose travels were
,·:orld-w." de. '
Arizona is a peculiar state in that it
rosserses every variety of climate and
scenery to be found in the west. Ex­cept
for salt water beaches Arizona has
everything any reasonable person could
wish in the way of scenery, diversion,
a2commodations, sports or what have
you.
Prescott Offers Much
Prescott, in its setting of pine-clad
h lis, offers many delightful trips to the
vacationist. Within fifty-four miles,
over excellent highways, is Montezuma's
Cr stle, its history shrouded in the mist
of centuries, the best preserved of the
cliff-dwellings in the state. High in the
niche of a gray cliff an unleashed imag­ination
pictures some householder of the
Stone Age, in the twilight of his civil­ization,
scanning the country for his en­emies,
from the sycamores on Beaver
Creek at the foot of the cliff to the long
range of the Black Hills in the dim
southwest. T;me was when the Verde
Valley in which the Castle is located was
the home of an abounding aboriginal
population. How long ago no man may
say, for even the Apache Indians have
no legends concerning them.
Montezuma's Well is another of the
Prescott side trips well worth taking.
A cup-shaped lake formed by a constant
and uniform flow of subterranean water
of which there is no recorded depth.
You are paddled across this mystic lake
and escorted through caverns lined with
cliff dwellings and your fancy furnishes
the former inhabitants.
Oak Creek Canyon, a short distance
Typical mountain highway in Northern Arizona ·showing bank elevation and
guard rail on curves.
from Prescott, has been described by a
certain traveler as "The Grand Canyon
brought to the surface." Wooded dells,
brooklets rushing through ro ~ky gorges,
a maze of color in rock formation that
dazzles the eye, these give one but a
slight conception of the beauty held in
Oak Creek Canyon. Here is a primitive
wildernes3 untouched by the artificial­ities
of man such as you might have en­countered
had you live when the world
was young; and here you may camp and
fish beneath the maples, oaks or syca­r.
J,ores, yew trees or alders, as your fancy
urges.
For the golfer visiting Prescott the
Hassayampa offers a unique and sporty
golf course, with a well appointed club
house where good entertainment in the
way of food and dancing, showers and
lounging rooms may be found.
Coronado Trail
A great state, Arizona, and one teem­ing
with romance. Youngest and oldest
in the Union, for it had a civilization
of its own when Hannibal led the
soldiers of Carthage against the hordes
of Rome, before the centuries had run
to an end and a new order ensued. And
even under the new order its first Euro­pean
settlements antedate the Thirteen
Colonies.
Three hundred and ninety-one years
ago the new order blazed a trail search­ing
for gold and the Seven Cities of
Cibolla; and today the Coronado Trail
rivals the tourist trips of Switzerland,
Norway, Sweden, Scotland and other
f ar-famed and world famous beauty
spots.
Starting at Clifton, one of the oldest
copper camps of the state (three miles
long and several hundred feet wide) this
trip to the top of the state winds
through an ever changing vista of lov­liness;
timber, wooded canyon~, peaceful
l1',eadows and mountain peaks, past bub­bling
brooks and mountain streams. The
forest pr;meval inviting the weary trav­eler
to rest and peace.
And then to Springerville, gateway
to the White Mountains and the Mecca
of the hunter and fisherman.
Many visitors to the White Mountains
prefer to make Springerville their head­quarters,
but there are many lodges and
camps through the White and Blue
ranges where one may rusticate in com­fo
t, not to say luxury.
The writer has the memory of a de­lightful
week spent at the hospitable
Butler Lodge at Greer in the White
Mountains; of the excellent food and a
kindly hostess never too busy to or­ganize
a fishing party along the pine
(Continued on page 23)
JUNE, 1931 A RTZON A HTGHW A YS Page Nine
Constant Maintenance Needed On Oil Surfacing
By GEO. B. SHAFFER, District Engineer.
The maistenance of oil surfaced roads
is so extremely variable that it is dif­ficult,
if not impossible, to explain the
different operations so that they can be
readily understood by those not familiar
with this type of road maintenance.
An effort will be made here to touch
upon some failures and remedies. Pros­pective
oil road maintenance men should
at every opportunity visit and study the
construction of oil roads. Construction
difficulties as well as advantages are
reflected into the finished job when it is
subject ed to traffic and a keen observer
can take advantage of this.
Failures vary in characteristics and
the maintenance man usually has to
treat them separately. Rolling of the
oil cake is not always traced to the
same cause. Too much oil is a common
cause for rolling, but quite frequently
it is caused either by moisture impris­oned
in the oil cake or existing in the
sub grade during construction, or attract­ed
to the base ' of the oil cake under
traffic. Either condition will cause roll­hg
or wrinkling of the oil cake.
In the ('ase of too mu::h oil the cake
,hould be scarified. dry selected mate­rial
added. re-mixed and laid down in
its original form. If properly done the
Tolling will not re-occur.
Moisture in Sub grade
When rolling is caused from the pres­ence
of moisture in the Rubgorarle durin~
ronstru~tion. the c'1,ke should be scari­fied
and moved from one side of the
road to the other until the sub grade
is thoroup.:hlv dry. If the cake has been
neatly taken UP :>n1 re-snread during
the nroces<; of drvin<:\" out the suhfl"rade,
it will make a v,ood iob. but ordinarily
tl>e d;sturbed are'l chould he seal coated.
Should the reconditioned :JTea apnear
dry it should by all means be seal coated.
If moisture has been attracted to the
subg-rade by C'lpillary attraction or grav­ity,
the trouble is a more serious one.
Complete drainage is necessary in the
case of gravity moisture. Moisture
caused by capillary attraction is usually
eliminated by removing the oil cake and
f;tabilizer placed on the subgrade. This
is rather ex)::ensive but in most cases
costs less than extensive drainage. In
cases of repairs where moisture has been
attracted to the sub grade the oil cake
must be taken up and relayed as des­crieed
in the above paragraph.
Tt if; true that several of our oil roads
were constructed of a poor grade of ma­terial.
Some were constructed of good
material but unfortunately placed on in­ferior
subgrade, and in some cases the
drainage was neglected. We have to
maintain them all regardless of quality;
so with apologies to the well-constructe:!
sections, the writer is endeavoring to
show causes and remedies for failures.
Raveling Is Common Failure
Raveling is a" common failure and is
usually caused from insufficient oil, poor
quality of aggregate or poorly graded
aggregate. Inslfficient oil will cause rav­eling
regrdless of quality of aggregate.
If oil is lacking the cake shOUld be
£carified, more oil added, re-mixed and
re-laid as described above. If th; ag­gregate
is inferior or poorly graded, a
seal coat will help and might have to
be repeated from time to time until re­construction
is deemed necessary.
Local raveling is often effectively
checked by apply:ng- road oil or emulsi­fied
a sphalt with a covering of coarse
san1. Incipient ravels must be detected
and repaired at once in the above man-­ner;
but if allowed to develop into ruts
or pot-holes new oil mixed material
shoul{l be added, and when compacted
they should be seal-coated and covered
with coarse sand. All ruts and pot­holes
should be cleaned out thoroughly
and the sides and bottoms of the pot­holes
should be painted with oil or emul­si4'
ied asphalt before the oil mixed ma-terhl
is added. '
The edges of the oil cake are natur­ally
the weakest areas and on heavily
traveled roads cause the maintenance
man the most of his troubles. The oil
cake is not rigid and of course cannot
stand up under the imp:lct of heavy traf­fic.
Raveling is pronounced at the edges
and will invade the entire width of the
road if let alone. The edges should be
watched constantly and repaired by add­ing
new stock or sealed with road oil
or emulsified asphalt.
Separatio,n of Oil Cake
Separation of the oil cake from the
subgracle is caused by the presence of
a shifting material between the oil cake
and the subgrade. This condition is
most noticeable where oil cake is al­lowed
to be put down on uneven sub­grade
or on a sa'1d sub grade which has
not been thoroughly confined and is
, <::uite apparent in the line of heavy traf-f
ic. The oil cake separates from the
sub grade and shoves ahead in line and
in the direction of the heavily loaded
traffic. A good remedy for this is, in
the case of hard subgrade, to scarify
slightly below the oil cake, re-mix and
add oil if necessary, re-Iay and seal­coat.
If the separation is on sand sub­grade,
remove the oil cake, stabilize the
shifting area, replace oil material and
seal coat.
The above comments are based on
satisfactory results following many un­successful
attempts of various descrip­tions.
Good oil road maintenance is the
direct result of study and experience.
New!Gas Station Reduces
,Fire Danger in Shop Yard
By C. E. SCHNURE, Shop Foreman.
Replacing the shed that stood between
the administration building . and the
warehouse in the Phoenix yards, a new
gasoline and oil station has been in­stalled
near the main gates. Here the
departm_ent',s cars may be serviced from
three sides of the station at the same
tirre, without interfering with each
other ' or with traffic in the yards.
Two gasoline pumps were installed in
the station and an oil pump rack that
handles six different grades of oil.
The station was moved from its for­mer
site so as to lessen the fire hazard
and insurance rates on the main build­ing
and the warehouse. The old shed
has been removed, thereby giving more
roadway into the shops and between the
buildings.
One of the newest successes turned
out by the Phoenix shops is a loader
that has been put to work. A Barber
Greene Loader No. 1 was ,brought into
the shops for a general overhaul. While
the machine was being repaired, work­men
in the shop constructed a rotary
screen, which they attaehed to the load­er.
T,his screen is of the telescope ty;pe,
consisting of a series of screens, one in­side
of the other, ranging in size from
one-half inch down to twelve ,mesh. Now
the loader can be put in a creek bed and
serve as a complete unit, digging the
material, segregating the different sizes
and loading it all in the one operation.
Roads might well be classified accord.­ing
to the traffic, "class A, 1,000 to
5,000 vehicles a day; class H, 500 to
1,000; and class C, less than 500.
Page Ten ARIZON A HIG HW A===:Y:::::S===-==========J=U=N=E=, =19==:31
ARIZONA HIGHWAYS
Published in the Interes; of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol. VII. JUNE, 1931
ARIZONA STATE HIGHWAY COMMISSION
C. E. ADDAMS,
Chairman, Phoenix
JOHN B. HART,
Vice-Chairman. Douglas
JACOB BARTH,
Commissioner. St. Johns
MONTE MANSFIELD,
Commissioner, Tucson
SAMUEL R. TRENGOVE,
Commissioner. Prescott
GEO. W. COMPARET,
Secreacy, Phoenix
GENERAL OFFICE
No.6
T. S. O·CONNELL ________ . ___________________________________ . _____ .". _. State Highway Engineer
C. C. SMALL j . S. MILLS
Deputy Sute Engineer Engineer of Estimates
E. M. WHITWORTH H. C. HATCHER
Vehicle Superintendent Statistical Engineer
R. A. HOFFMAN A. H . LIND
Bridge Engineer
E. V. MILLER
Engineer of Plans
j. W. POWERS
Engineer of Materials
GEORGE B. SHAFFER
District Engineer
District No. 1.
F. N. GRANT
District Engineer
District No.2.
Superintendent of Stores
W. C. JOYNER
Purch'lSing Agent
R. L. JONES
Chief Accountant
FIELD ENGINEERS
R. C. PERKINS
District Engineer
District No.3.
W. R. HUTCHINS
District Engineer
Distri.ct No.4.
PERCY JONES
Chief Locating Engineer
Subscripiton Rates $1.00 per year. Single copy 10 cents
Advertising Rates on Request
Address All Communications to Editor
ARIZONA HIGHWAYS
Arizona Highway Department Phoenix, Arizona
THERE ARE ROADS AND MORE ROADS
Since the time when man first discovered he
could make the dumb animals of the world trans­port
him and his goods over the earth by means
of wheeled vehicles there has been a demand for
roads. Xerxes, the great Persian King, 450 years
before C~rist was born, built a great system of
graded roads connecting the far flung portions of
his empire, frem the Bosporus to the Persian Gulf,
that his tax collectors might levy their duties and
transport them back to Persia. Alexander The
Great a hundred ye~rs later used the same high­ways
to conquer the Persian people.
The Romans early recognized if they were to
tie their empire solidly together, they must have
roads over which they could quickly transport
their legions to subdue rebellions, and their great
na:ional highway system outlived their empire
many centuries.
We Americans, with a vast undeveloped domain,
early recognized our development lay in roads of
transportation. First they connected our rivers,
then came the iron horse, the steam engine, and
the race began between individuals and communi­ties
to grid the n<\tiQl1 with steel rails and wherever
the railroads went, development, growth and pros­perity
followed.
The present century brought a new means of
transportation, the motor vehicle. The American
people immediately grasped the possibliities of this
new mode of travel and transportation. In three
decades we have literally become a nation on
wheels, and to take advantage of this means of
transportation we early recognized we must have
roads.
For the last twenty years, the cry has been roads
and more roads. Billions have been spent building
r·oads. Sleepy Hollow woke up and cried for roads,
got them and promptly became a tourist center.
The average communities today are more in­terested
in trunkline highways than in trunkline
railroads. Schemes are constantly brewing for the
diversion of traffic from one section to another.
Likewise, the demand has broadened. The modern
trucks with their great capacities have opened new
freight transportation problems, routes and high­way
construction. The urge today for roads and
more roads is as great as it was a decade ago when
our highway system of today was in its infancy.
The problem of where arid how to build them to
satisfy the demands best is just as perplexing.
SPEEDING THE DEPRESSION
It's an old saying that, "Charity begins at home,"
but when you can practice it and still get better
return in hard dollars and cents it is the rankest
kind of foolishness to help those who will give you
no return.
Arizonans are in exactly that position in the
consideration of their vacation plans this year.
This state, like every state in the Union, has felt
the pangs of the depression of the last two years.
There will not be as many persons in a position
to enjoy a vacation this year as in most former
seasons and those that are will, most probably, not
be able to spend as much. Nevertheless, a large
portion of the people of this state will in some de­gree
have a vacation. They have saved their spare
nickels, dimes and dollars to that end. They de­serve
their holidays even more than they did in
more prosperous times. We are for them having
it, and that leads to the "meat in the coconut."
Arizona is the greatest vcaationland in the na­t
i.on. No other state can offer such wonderful
and varied vacation opportunities. Many of the
sections that offer the finest vacation attractions
are the ones that have felt the depression most.
Help them, help yourself. Keep the Arizona dol­lars
working in Arizona. Spend Y0l,lf vacation in
Arizona.
JUNE, 1931 ARIZONA HIGHWAYS rage Eleven
Cement Is Tested For All Road Structures
By J. W. POWERS, Engineer of Materia's.
The precpding articles have all dealt
with material for the riding surface of
the highway up to either a good sub­grade
for a higher type 0; a good nat­ural
surfacing. Let us turn aside for
the time and see what materials we use
to take care of the streams . and drain­age
which cross the highway.
The most used material fQr this pur­pose
is concrete, one ingredient Qf which
is Portland cement. "Portland cement is
the product obtained by finely pulveriz­ing
clinker produced :by cafcining to in­cipient
fusion an intimate and properly
proportioned mixture of argillaceous and
calcareous materials, with no additions
subsequent to calcinatiQn excepting wa­ter
and calcinedo,r un calcined gypsum."
While the above definition is a sci­entific
one boiled down to a few words,
it maens that clay and limestone ground
to a fine dust have been burned to a
clinker and reground, to which regrind
has been added gyps'um to retard the
setting time. With this background we
will proceed to the several tests set up
by the American Society fQr Testing
Materials, Specification C 9-30 cover­ing
it, namely:
1, Fineness; 2, Soundness; 3, Time of
Set; 4, Strength.
FINENESS is determined by screen­ing
over a 200-mesh sieve (approximate­ly
40,000 openings per square inch).
The usual cements of today do not of­ten
exceed 10% retained, with a maxi­mum
of 22% allowed. On the fineness
depends the rapidity of hardening.
SOUNDNESS is determined by plac­ing
in a steam bath for five hours a 24-
hour Qld cement pat (cement and wa­ter).
NO' cracking, checking 0; disinte­grating
shall result.
TIME OF SET. The minimum time
is forty-five minutes and maximum ten
hours. There are two methods, the Vicat
and . Gillmore, but both depend on the
penetration of a needle into a neat ce­ment
pat for the result. They give
slightly different results in time of set
but it is not of consequence. Time of
set has to be regulated to allow time for
placing and finishing.
STRENGTH is determined with a
standard sand (Ottawa sand-a pure
silica (white) sand graded ,between the
20 and 30 mesh sieves.) The mix is Qne
one part cement and three parts sand,
On strength depends the ability of a
structure to stand the loads imposed
Universal testing machine used in laboratories in testing strength of
cement and steel. U will exert a pressure of 200,000 lbs.
upon it. The, minimum strength in ten­sion
is 275 pounds .at 7 days and 350
pounds at 28 days. All the above tests
are physical and in addition to them a
chemical analysis is required to deter­mine
,particularly the sulphate and mag­nesium
content. These two are consid­ered
as having detrimental qualities.
Cement is expensive. For this and
other reasons it is nQt used straight.
The other ingredients are sand, gravel
and water, but they each have their sep­arate
determinations and we will treat
of them later.
WOMEN DRIVERS TAKE A BOW!
Again feminine motorists are credited
as being better drivers than men. Ac­cording
to records recently compiled in
Pennsylvania one-fourth of the operat­ors
of motor cars ·in that state were wo­men,
but the number of men involved in
fatal accidents is nine times greater
than the number of women.
A good woman driver is a better oper-utor
than a good man motorist, accord~
ing to the findings of the Pennsylvanit
r:10tor vehicle dep:ntment. The worst
drivers on the road are men, it is c1aim~
ed, and in this "worst driving" category
fir st place is credited to those who can­r:
ot leave their business troubles at home
or to those who:oe wives are back-seat
drivers and interfere with operation of
the vehicle.
And speaking of those back-seat driv­ers,
r.1otorists who have suffered from
that particular form of pest will find le­gal
:oolace in the refusal of the Supreme
Court of the United States to review a
decision of the lower courts, holding that
it is the duty of passengers in an auto-,.
mobile "to sit still and say nothing."
He Must Be in Love
Cop: You say the judge is absent­minded?
Clerk: Well, in court today he dis­missed
the pri soner, sentenced the jury.
scratched his desk and hit himself on
the head with the gavel.
Page Twelve ARIZONA HIGHWAYS JUNE, 1931
Tentative Budget Is Ready For Adoption
Arizona's highway program for the
fi scal year beginning July 1, and end­ing
June 30, 1932, will be practically
as large as in the present fi scal year,
now drawing to a ,close and representing
one of the greatest periods in highway
construction in the state's history. The
tobl tu"get as t entatively set up by
the state engineer and accepted by the
highway commission calls for an ex­penditure
of $8,593,541.07 during the
coming year. This amount is made
possible through the large carryover
of projects started during the present
year and to the remainder of the emer­gency
federal aid, and Oddie-Colton
money which will be spent in the com­ing
year.
In revenues the department will be
short $1,068,426.89 in comparison with
the amount it had to spend in 1930-1931.
This is accounted for chiefly thr ough
having to repay $650,000 advanced by
the state legislature this spring to en­able
the state to take advantage of the
emergency federal aid offered by the
government and which, together with
ten thousand dollars interest is deducted
from the mm t ax levy for the coming
year. Likewise, through the emergency
federal aid, the department has during
the present year matched all of the reg­ular
federal aid available which will re­duce
t his contingent fund over one mil­lion
dollars during the year 1931-32. The
depression has also lopped $150,000 off
the estimated revenues derived from
registration fees.
This reduction in funds was partly
overcome by the increase of the gaso­line
tax to five cents a gallon which, it
is estimated, will increase the revenues
of the department from that source ap­proximately
$310,000. General depart­mental
expenditures also show a saving
of approximately $6,000 for the coming
year over the present in spite of the
fact that $74,510.00 had to be added to
take care of the Highway Patrol created
by the Tenth legislature and which be­gins
operation on July 1.
Due to the heavy carryover from
this year's budget and the funds that
had been obligated through the accept­ing
of emergency aid projects, the state
highway commission found they were
confronted this year with the problem
that, although the budget for the com­ing
year was nearly as large as in 1930-
1931, they in reality had only $1,151,-
111.13 to distribute over the state to
satisfy the demands of the various
cOUlbties for new constructi<fu during
the coming year, as that amount was all
that remained after funds had been ap­portioned
for completion of projects al­ready
started or set up in the emergency
budget adopted this spring.
The following table shows by counties
as well as totals just where the funds,
as set up in the tentative budget, for
the coming year will be spent.
Sixteen per cent of the motor vehicles
made in the United States in 1930 were
exported, according to the Automobile
Club of Southern California.
Survey Shows How Tourist
Dollars Affect Business
Automobile tourists now are recog­nized
as an important facbor in business
in all sections of the country, so much
so in fact, the United States Department
of Commerce has 'been making a study
of the new industry and has issued the
following percentatges as bein;g their
findings as to how the tourist's dollar is
divided while he is on the road:
Retailer ...................................... 25 per cent
Restaurant ____ ________ ____ ________ __ ______ 20 per cent
Ifutel or Camp _______________________ .. 17 per cent
Garage and Filling Station ___ 12 per cent
Transportation ______ ____ ______ ________ __ 10 per cent
Theatres and Amusements _____ l0 per cent
Confectionery __ __ ______ __ __________ __ __ __ 6 per cent
TotaL __________ __ ____________ ____ .100 per cent
An analysis of the above listings will
show the entire business structure is af­fected
-by this industry. T.he merchant
who does not profit directly from them
is getting his share from the earnings
of the employes IOf the filling station,
garage, hotels and restaurants into
whose hands the dollars directly fall.
Good roads and accommodations bring
these dollars to a community.
Motor vehicle registration on farms
in the United States now totals 5,700,-
000.
BUDGET, 1931 - 1932 BALANCE 1930 - 1931 BUDGET
~ fi 8"" ~
; ~~ -= e ;;
,,~ ~<- 3~ ~., g~
~ ~<- ~g ~~ ~ ~ t-
0: 'OJ 'OJ z " Oj 0: 8 :;;:l :;;:l :;;:l ~ 8
o<1 .•.
.~ '"
g~
b .
"'o" ."P,o urn
Apache ...........$ 71.885.44 $ 14.280.00 86.165.44 $ 30,350.00 $ 102~.~4 6=1~.6=2 ---.,-$-1:-2:::-:0.:-0=-0;;.--0;:-0;:-.-..- ...- .. -... -...- ...- .- ---;$'""""'1;-:4,-;-4-;;.8.1,.,1;-.-;6;-2;;----,$;;;-;;39;;.--0;;c2;;-6;;-;.9~1-----.$ 270.003.97
Cochise ............ 57.640.68 60.378.86 118.019.54 25.500.00 262.354.02 .................. .. .............. ~ 287.854.02 175.312.36 .................. 581.185.92
Coconino ........ 122.334.91 122.334.91 9.000.00 211.111.66 .................. .................. 220.111.66 708.570.04 .................. 1.051.016.61
Gila ............... 16.479.72 44.474.74 60.954.46 10.000.00 479.355.75 .................. 489.355.75 436.521.95 986.832.16
Graham .......... 38.260.82 18.540.13 56.800.95 96.728.32 .................. 96.728.32 187.656.56 .................. 341.185.83
Greenlee ........ 8.400.79 30.210.16 38.610.95 30.000.00 13.500.00 43.500 .00 52.680.58 4.500.00 139.291.53
Maricopa ........ 98.466.43 37.138.23 135.604.66 54.000.00 246.489.24 .................. 300.489.24 203.153. 14 4.250.00 643.497.04
Mohave """'''''' 62.221.58 62,221.58 15.000.00 70.000.00 20.000.00 .................. 105.000.00 44.824.32 ................ .. 212.045.90
Navajo ............ 32.902.46 39.411.07 72.313.53 11.500.00 94.205.91 20.000.00 20.000.00 145.705.91 210.789.54 .... .............. 428.808.98
Pima ................ 47.619.51 18.544.49 66.164.00 5.000.00 100.951.55 30.000.00 135.951.55 111.783.24 313.898.79
Pinal .... 65.315.14 65.237.28 130.552.42 12.500.00 193.079.28 40.000.00 .................. 245.579.28 368.694.01 59.250.00 804.075.71
Santa Cruz ... 12.104.21 22.845.86 34.950.07 67.661.09 .................. 67.661.09 123.801.55 .................. 226.412.71
Yavapai .......... 107.452.49 107.452.49 22.500.00 317.102.29 .................. 65.000.00 404.602.29 239.310.14 751.364.92
Yuma ............ 63.000.00 63 .000.00 14.000.00 735.733.90 749,733.90 199.787. 83 1.012.521.73
Emerg. Maint. 54,000.00 .................. .................. ........................ ........... .......... 54.000.00
Grand Totals- $804.084.18 - $351.060.82 $1.209.145.00 $239.350.00 $2.977,234.63 $135.500.00 $85.000.00 $3.437.084.63 $3.101.912.17 $68.000.00 $7.816.141.80
General Supervision, Departmental Acct .• Public Servic~ A~ct.. Motor Vehi ~!e, Higqway and Capital Account ............................................................... ~_777 .399 .27
:BUDGET TOTAL .............................. ................................... ... $8,593.541.07
JUNE, 1931 ARIZONA IDGHWAYS P age Thirteen
Arizona To Have Highway Patrol Force July First
By E. M. WHITWORTH, Vehicle Superintendent .
The Highway Patrol authorized by the ================
Tenth Leg;slature will be provided with d S K' contained in the Governor's message:
funds to organize and function after Any Goo urveyor nows. "* * * * No legislation has been enacted
JUly 1st. The force is limited to one giving preference to Arizona manufac-patrolman
to each eight thousand regis- That a loose tripod leg has turers, producers and business institu-tered
vehicles for the calendar year next caused a lot of errors. tions in furnishing supplies to · the state
preceding the appointments. The au- That oil and dust makes a and its subdivisions. Yell it is Arizona
thorized force in addition to the super- grinding compound in instru- industry that provides employment for
intendent and necessary clerical assist- ment joints. Arizona labor.
ants will consist of fourteen patrolmen. That the more ties he takes to "Every legitimate and reasonable
1 th f the II'
It is the intention to schoo e orce ne the easl'er I't I'S to r e- preference should -be given Arizona in-
M trace and stitutionS in purchasing supplies for
both in respect to provisions of the 0- public purposes. 'These people pay taxes
h ' I C d d th office opera That the Boss says, "In th~
ttoiorn Voef ltCh ee M0 oteo ra nV ehicel e DI.VI. S,I on, so- old days t hey had wooden II'ne in our state and assist in the mainte-
·th th rods and iron men and now they nance of our state government and pub-they
may be eC'uipped to cope. WI . e lic institutions. They employ local labor
many and varied problems With which have iron Hne rods." and thus help in alleviating the prob-they
will be confronted in field opera- lem of unemployment, which is very
tion. cial vehicles in interstate operation to acute at this time. For these reasons I
The development of the patrol llnd its determine the capacity of the fuel tanks trust that all departments of our state
effective operation will mark a long step of each and of auxiliary tanks, if any. government and of the subdivisions of
forward in the progress of the state in It is and has been in the past, the prac- the state will adopt an active policy of
respect to legal operation of vehicles of interstate carriers to equip their giving preference to Arizona producers,
upon our highways and will effect a vehicles with auxiliary tanks of suffi- manufacturers and business men in the
material increase in revenues accruing cient capacity to make a round trip, thus purchase of supplies, when conditions
to the credit of the general fund of the losing to Arizona the tax that is prop- are equal, or nearly so. Unless Arizona
highway department. erly due her from motor vehicle fuels producers and business men obtain or-
Prevention of bootlegging of motor consumed wthin the state. ders for their products, they cannot give
vehicle fuels into the state is one of the To correct this evasion legislation was employment to Arizona labor.
major and serious problems that will passed prohibiting the use of tanks in "C~mplaints have reached my office
confront the patrol at the outset. The excess of the manufacturers' stock speci- that branches of departments of the
correction of this violation in the past f ications in respect to capacity. The state government have placed orderir;
has been prevented due to lack of au- carrier of motor vehicle fuels is not outside the state for products which
thority and force in the field. That one classified as a common carrier, but as a could have been obtained on a competi­may
be advised the extent to which mo- private or contract carrier and is not re- tive basis within the state, and that in
tor vehicle fuels are imported into the quired to pay a tax for his use of the some instances local dealers were not
state !by means of highway transporta- highway as is the common carrier. As even invited to bid or quote prices on
tion , it might be well to state that with before stated the movement of this type the supplies desired. This is a condi­
·but one exception the major distributors of operator is becoming tremendous and tion that should not exist, and certainly
of vehicle fuels ar eimporting their com- in the absence of any but license plate should not continue.
modity by the agency of truck transpor- fees to the state, it is certainly proper "I trust that all officials in Arizona,
tation. he should pay tax upon a ll fuel he burns charged with the authority and duty of
That data may be available when the on our highways. purchasing materials and supplies for .
patrol is organized, a twenty-four hour public purposes, will cooperate in giving
traffic survey is ceing mainta;ned at G M reasonable and legitimate preference to
various points of entry on our borders. overnor's essage On Arizona business men and Arizona prod-
This wiiJ a ssure the patrol of detailed Purchases in Line With ucts, and thus materially aid in pro-and
authentic information as to the Department's Policies moting employment for our citizens and
legitimate and suspected outlaw opera· prosperity for our people."
tor. The bootlegging of one shipment The Purchasing Department of the
of motor vehicle fuel which may be By W. C. JOYNER, Arizona Highway Department is con-
transported by means of a truck and Purchasing Agent. fronted daily w:th the problem of J.U S t
trailer represents a loss of revenue to The general depression in all lines of where the line of demarcation is between
the Highway Department in fuel tax of business was the incentive recently for the dealer , long established in business,
approximately $300. One can readily Jl. form letter from Governor George W. who handles products other than those
see that it would not require many out- P. Hunt to the heads of all state depart- produced in the state, and the resident
laws in operation to seriously affect the ments, requesting them to purchase all agent who h andles out-of-state products.
properly estimated budget receipt from supplies from Arizona producers, deal- In certain lines, of course, it is ab­this
source. ers and jobbers whenever it is possible solutely necessary that we deal with
In connection with this traffic survey, to do so. manufacutrers in eastern states, one of
im;pection is being made of all commer- I quote part of the subject matter (Continued on page 16)
Page Fourteen ARIZONA IllGHWAYS
Many Delegations Appear Before
The Ariwna State Highway Commis­sion
met in regular session in their of­fices
in the Highway Building at 10 :00
A. M., May 8, 1931, all members pres­ent.
A delegation from Apache County ap­peared
before the Commisison request­ing
that 5lh miles from St. J ohns to
C<lncho on U. S. 70 he set up as a Fed­eral
Aid Project.
A delegation from Navajo County ap­peared
before the Commission with ref­erence
to Senate BiU No. 11 providing
for flood protection on the Little Colo­rado
River. The delegation urged the
Commission to take immediate action.
The Navajo delegation presented pe­titions
signed by citizens and tax-payers
in the vicinity of Showlow and Taylor,
requesting the Commission to construct
a new alignment on Highway 77 by the
way of Shumway involving 'six o~ seven
miles of new construction.
A delegation from the Southern part
of Cochise County appeared before the
Commission and requested the C<lmmis­sion
to rescind its action of April 24th
designating the road from Stein's Pass
to Benson a State Route. A Northern
C<lchise County delegation appeared be­fore
the Commission requesting the ac­tion
of the C<lmmission be not rescinded.
On the motion of Commissioner Mans­field
and the second of Commissioner
Trengove, it was unanimously carried
that the action of commission in desig­nating
the road from Stein's Pass to
Benson a State Route be rescinded.
A delegation from Florence filed a pe­titio,
n requesting funds he set up in the
ensuing budget for the improvement and
oil surfacing of U. S. 80 from Florence
to Tucson.
A delegation from Mohave county ap­peared
before the commission in the af­ternoon
with reference to oil surfacing
U. S. 66 from Kingman tOr Oatman.
A delegation from Maricopa county
requested a 'proposed road from Perry­ville
to Wintersburg. As the proposed
road is not part of the Highway System,
no action could be taken.
Delegations from Tempe and Mesa re­quested
and opposed the changing of U.
S. Highway 80 through Tempe.
A delegation from East Van Buren
street, Phoenix, urged the commission
to set up sufficient funds in the ensu­ing
budget for the widening of East Van
Buren street with a hard surface from
16th street to the junction of U. S. 80
and Washington boulevard.
Contract on the Solomonville-Duncan
Highway, F. A. P. No. 77, Reo., was
awarded to the lowest responsible bid­der,
Skeels and Graham for the amount
of 71,017.14.
The contract on the Wickenburg-Hot
Springs Junction Highway, F. A. P. No.
59, 1st Reo., was awarded to the low
bidder, Geo. H. Oswald, in the amount
of $70,249.83.
Contract on the Mesa-Casa Grande
Highway and Florence-Tucson High­way,
F. ,A. P. Nos. 97-B and C, and
94-B, was awarded to the .low bidder on
the Alternate, Skeels and Graham Com­pany
in the amount of $127,916.04.
Contract on the Blythe-Wickenburg
Highway, F. L. H. P. I-A, was awarded
to the low bidder, V. R. Dennis Con­struction
company, in the amount of
$215,974.95.
Contract on the Blythe-Wickenburg
Highway, F. A. P. No. 98-B, was award­ed
to the low bidder, Canion and Fran­cis,
in the amount of $23,443.33.
1'h(' commission recessed at 5 :00 P.
M., May 8, 1931, to reconvene at 10:00
A. M., May 9, 1931.
Meeting May 9th
The commission reconvened at 10:00
A. M .. May r th. 1931, all members pres­ent.
The secretary of the commission was
instructed to write the City of Phoenix
extending a vote of thanks from the
H' ghway commIssIon for the city's
hearty cooperation in directing the chief
of police to issue citations to operators
of all motor vehicles bearing foreign"
licenses who have not secured non-resi­rlent
permits.
Vi ~e -Chairman Hart was instructed
to investigate a request made by C. L.
Suggs, Pres'dent of the Southwestern
Manufacturing and Construction Co. of
Douglas for a permit to construct a spur
track crossing U. S. Highway 80 just
east of Douglas l' nd also a claim of
$1,100.00 damages caused by the re­moval
of their plant from one side of
the road to another.
It was unanimously carried by the
commission that the contractors on state
highway work be required to start work
on the time as specified in the con­tract.
The contract on the Ash Fork-Flag­staff
Highway, F. A. P. No. 89-E, was
awarded to the low bidder, Packard and
Tanner, in the amount of $111,682.30.
Contract on the Ash Fork-Flagstaff
Highway, F. A. P. No. 89-D, was award-
JUNE, 1931
Commissioners
ed to the low bidder, O. F. Fisher, in ,the
amount- of $103,553.55.
The State Engineer was instructed to
erect the proper safety signs at the
dangerous intersection on Grand avenue
at the junction of U. S. Highway 89
and Grand Canal.
The Commission recessed at 12 oclock,
noon to reconvene at 10:00 A. M., May
11, 1931-
Meeting May 11th
The Commission reconvened at 10 :00
A. M., May 11, 1941, all members pres­ent.
A letter was read from W. W. Lane,
former State Engineer, reauesting a va­cation
of thirty days. It was unani­mously
carried that W. W. Lane be al­lowed
thirty days' vacation commencing
May I! 1931-
It was unanimously carried by the
commission that it was the sense of the
commission to require contractors to
employ all Arizona citizens.
The State Engineer was instructed to
erect signs on all large bridges of the
state designating the weight the bridge
can carry.
It was unanimously carried that the
obsolete Fordson Tractors located in . the
Phoenix yard be turned over to the Boys'
Industrial School at Fort Grant for the
consideration of a bill of sale for $1.00.
Mr. E. M. Whitworth was called in by
the Commission to explain what class of
road machinery exemptions are made
and due diligence was requested in al­lowing
refunds on motor vehicle fuel.
Vice-Chairman Hart was asked to take
the chair. It was moved by Commis­doner
Addams, seconded by Commis­sioner
Barth that the office of the secre­tary
of the commission be declared va­cant
as of May 16, 1931. The motion
carried by the vote of Commissioners
Barth. Trengove, Acting Chairman Hart,
Commissioner Addams voting "yes."
Commissioner Mansfield voting "no."
It was unanimously carried that Geo.
W. Comparet be appointed secretary of
the highway commission effective May
16, 1931. Mr. Comparet to continue as
editor of the magazine and handle the
employment department.
The commission adjourned at 12
oclock, noon, to reconvene at 10:00 A.
M., May 20, 1931.
May 20, 1931
The commission met in regular ses­sion
in their offices in the Highway
JUNE, 1931
Building at 10:00 A. M., May 20, 1931,
all members present.
A delegation from Mohave County re­quested
that provision be made in the
1931-32 budget f or the oiling of the
Highway from Kingman to Oatman and
t.he survey of the road from Kingman
to Boulder Canyon Dam.
A delegation from Gila county re­quested
the commission to widen two
bridges on Highway 180 within the City
Limits of Globe and one bridge east of
Miami. Members of the committee tes­tified
s:x fatalities had resulted on these
bridges through ac:,idents caused by the
na"rowness of the bridges.
Mrs. E. R. Keen, State Historian, re­quested
the commission to authorize the
placing of signs designating the historic
and scenic spots of the state by High­way
Department crews.
A Greenlee County delegation request­ed
the commiss'on to provide in the
1931-32 budget for the making of the
road from Duncan to Clifton a State
Highway and the spending of $100,000.00
on the Coronado Trail.
A delegation representing the Broth­erhood
of Carpenters and Joiners re­quested
that the minimum wage agree­ment
with the contractors be changed to
include a minimum scale of $1.00 per
hour for all skille:l building mechanics
on the State Highway work.
It was unan'mou ~ly carried by the
commission that the State Engineer be
instructed to enter into negotiations
with Mr. C. L. Suggs for the settlement
of the claim filed by him for the South­western
Manufacturing and Construc­tion
Company in the matter of the re­n'loval
of their and the construction of a
,pur track aerOfS the hig-hway East of
Douglas.
The contract on the Benson-Vail High­way,
F. A. No. 18-A. was awarded to
the low bidder, R. H. Martin, in the
amount of $54,129.31.
The contract on two carloads of
Grader Blades was awarded to the low
bidder. O. S. Stapley Company of Phoe­nix,
in the amount of $7,443.60.
A contract was awarded to the low
bidder, the O'Malley Lumber Company,
on the contract on timbers in the amount
of $4,339.34.
A delegation from Maricopa and Gila
counties requested that a survey from
Showlow to Springerville be made and
this section in: luded in the 7 per cent
Syste'm. The delegation was informed
the survey requested already was under
way.
A delegation from Santa. Cruz county
ARIZONA HIGHW A~Y~S~============p=a=g=e =F::::if:::::te=en
requested the state to participate with
the City of Nogales in the paving of the
highway from the Banks Bridge in the
city of Nogales to the end of the present
paving and desired to have this project
included in the com'ng budget. It was
unanimously carried that this project be
com:i(\ered in the t entatvie budget.
Cochise county delegation requested
that three projects of l:enefit to the
Southern counties be included in the
coming budget, n~me ly, the oiling of
the Casa Grande-Gila Bend Highway,
the improvement of the Bisbee Hill and
the Neg.les paving requested by Santa
Cruz county.
The commission adjourned at 4 :30 P.
M., to reconvene at 9 :30 A. M., May 21,
1931.
Consider Tentative Budget
The commission reconvened May 21,
1931, all members pre~ent, at 9 :35 A. M.
The commission went into executive
session to consider the tentative budget.
In the afternoon. the commISSIon
awarded the contract on the Blythe­Wickenburg
Highway, F. L. H. P. No.
l-C, to the low bidder, Lee Moor Con­tracting
Company, in the amount of
$152,653.51.
The commissio~ then went into ex­ecutive
session to consider the budget.
The commission adjourned at 5 :45 P.
M. ,to reconvene at 9 :30 A. M., May
22, 1931.
The n'eetinr; W'1S called to order at
9 :40 A. M., May 22, all members pres­ent.
The commission continued consid­eration
of the tentative budget in ex­ecutive
session.
The commisoion adjourned at 5:15 P.
Moo May 22, 1931. to reconvene at 10 :00
11.. M" May 26, 1931-
May 26, 1931
The commission met in special ses­Fion
at 10:05 A. M., May 26, 1931, all
members present.
A <'elep;ation re-resenting the City of
Tempe and Phoenix Chapter 'of the
American Soc'ety of Engineers stated
plans were being rerfected for the dedi­cation
ceremonies of the Tempe bridge,
thE' (hte being tentatively set as July
4th. The committee was informed there
were no funds available in the Highway
Departn'ent to assist in the celebration.
A deler:ation representing Pinal, Pima,
Santa Cruz and Coch'se counties re­quested
the commission to include in the
tentative bud!!et sufficient money for
the o ~ l ing of the highway between Casa
Gran-le and Gila Bend and presented a
retition signed by the citizens of those
cOilnti ~- .ro~··l. hg the del egation.
Maricopa delegation urged the com­mission
not to complete the Casa Grnade
Highway at the expense of the Wicken­burg-
Ehrenberg road.
Bids for the printing of Arizona High­ways
were presented by the secretary
with the recommendation that a new cal!
be issued. It was unanimously carried
that the secretary be instructed to issue
a new cal! for bids for the printing of
the Arizona Highway magazine.
It was unanimously carried that the
Highway Department rent a truck for
a nominal rental of $1.00 per month to
the State Fair commission until funds
became available to that commission for
the purchase of a truck in the new fiscal
year.
Contract on the mo!->e-Showlow High­way.
F. A. No. 99-B . was awarded to
t.he low bidder. Chfls. Willis and Son,
Jnc., in the amount of $274,023.57.
A delegation from Superior urged the
commi!.:sion to investigate the better­ment
work being carried on bewteen
Superior and Mia'l1i Imd the State En­gineer
was instructed to investigate the
condition of the work and the employ­mel"
t on this project.
Upon the recommendation of the State
Enp'ineer, it was un ~mimously carried
that the State En"'ineer hE' p'iven au­thoritv
to sip-n agrl'ement with the City
of HolbrOOK relative to making certain
streets within the City of Holbrook a
part of the State Hc:..jhway.
A delegation from Navaio county ap­peared
before the commission and urged
the oiling of the hi?,hway between Hol­brook
and Winslow at an early date.
It was regularlv moved by Commis­sioner
Barth. seconded by Commissioner
1'rengove that the commission accept the
tentative budget as furnished by the
State Engineer in accordance with the
provisions of the law. A rol! call was
demander!. Commissioners Barth, Tren­gove
and Chairman Addams voting
"yes." Commissioners Hart and Mans­fiele!
voting "no."
The commission adjourned at 3 :00 P.
M., May 26, 1931. to reconvene in regu­lar
session at 10 :00 A. M., June 1, 1931.
CONSIDERATION FOR ANIMALS
Consideration and care for animal life
on the highways might well be taken as
a test of a driver's fitness to , operate
an automobile. Since kindness and gen­eral
watchfulness are recognized char­acteristics
of a good operator, the per­son
who is not as careful to protect
dogs, cats, and other animals as he is
of human beings can be classed as an
incautious driver.
•
=p::::ag::::e=s=ix=te=,_e=n=============A===:R=:IZONA HIGHWAYS
Detour Signs Are Bad
Signs on Road or in
The Warehouse
By A. H. LIND, Warehouse Sup't.
Detour signs nearly always cause un­favorable
remarks by the motorists
when they block the highways. They
often mean slow going and sometimes
rough road. but to the warehause tihey
mean a lot of bookkeeping for which
this department gets no actual credit
for the work involved in seeing they are
sent out fool' the public's protection and
that they are returned 001' charged to
the contractor.
With the large number of proojects
under construction at the present time
it is a difficult task to keep track Qf the
many kinds of signs required to guide
the public. All of these signs are han­dled
through the Phoenix warehouse
and an enormous amount of detail work
is I required in the handling of them, as
it seems next to impossible to keep them
straight on the jobs.
I have in mind one contracting firm
whQ. during 1930-1931, received from the
Phoenix warehouse 151 signs and re­turned
a total of 158 signs, yet in check­ing
Qver their account it was found that
they still had 46 of the original signs
delivered to them, as 53 of the signs re­turned
were turned over to them by the
resi<brt engineer, a transaction of
which this office had no record.
These contractors were naturally held
responsible for the 46 signs they still
held, and were not given credit fOIl' the
signs they returned, which they had re­ceived
from the resident engineer. Fur­thermore,
some Qf the signs reburned
were in bad order and unfit fool' use, so
the contractiors were required to pay
fool' the damaged signs.
Contractors are required to post a
check, in .the full amount, of the value
of signs delivered to them, and if all
signs are returned, their' check is re­turned
to them, if. not they are required
to pay fQr missing or damaged signs
before their deposit check is returned.
It is also necessary that they return
the same kind of signs they receive, as
our records are kept to cover each kind
of sign.
A certain contractor turned over a por­tion
of his signs to another contractQr,
sending us a check froom the second con­tractor
as deposit fool' same, :but failed
to furnish us with an itemi~ed list of
the signs he gave the second contractor.
In this case we are holding both con­tractors'
checks, as we cannQt tell which
signs are invQlved in the transfer and
can only straighten this matter out when
we receive the itemized list.
All of the above matters require de­tailed
accounting, cQrrespondence, etc.,
as it is QUI' desire and intention to keep
the sign records of all coon tractors ab­solutely
correct at all times, and to co­operate
with the contractor to the end
that they get the signs they need, and
we expect the contractors and resident
engineers too co-operate with us that our
records may be correctly kept.
Resident engineers shQuld not furnish
signs to contractors without the proper
authority and contractors should not ex­change
signs between each Qther with­out
notifying this office that the prop­er
transfer of deposit checks may be
made.
Penn State Has Moved
~House In Middle of Road'
Harrisburg, Pa.-"The House in the
Middle of the Road," in Moosic Borough,
famous since 1925, midway between
Scranton and Pittston, will nQ longer
call for comments of consternation or
wonder from travelers over U. S. Raute
309. The house ,has been moved to an­other
location, and the cQmpleted pave­ment
opened to traffic on May 10.
When this section of the route was
constructed in 1925, the borough offi­cials
had reached the limit of their
bonded indEfutedness, were unable to pro­vide
the mooney necessary to pay for the
removal of the house occupied by the
Garvey family. The center line Qf the
road, which had been relocated to elim­inate
tWOO dangeraus grade crossings and
two right angle curves, passed through
it. The Garveys refused to move, so
the house had been bY-I1assed by an un­sightly
and 'Ilnsatisfactiory detour thru
an alley since that time.
John Garvey, a soon, became a football
star at Yale a few years ago, and while
at the height Qf his glQry a New York
newSIPaper published an article headed
"JQhnny Garvey holds down line at Yale
while his Mother holds down the line in
the House in the Middle of the Road."
Recently the Lackawanna County
Commissioners, under authority vested
in them by an act of Legislature passed
in 1929, came to the aid Qf the borough
OO'fidal~ and prbvided the necessary
damage funds and the house was moved.
In 1925 the highway was paved up to
the cellar wall at the rear vf the house
and to tlhe property line in front, .leav-
JUNE, 1931
ing a gap aproximately 67 feet, occu­pied
by the building.
The situation created Iby the house
remaining in the middle of the road
had been the wonder of motorists and
brought about many unfavorable and
caustic comments from the traveling
public and newspapers.
GOVERNOR'S MESSAGE ON
PURCHASES IN LINE WITH
DEPARTMENT'S POLICIES
(Continued from page 13)
the most outstanding of these being the
supplies required in the laboratory.
Many chemicals and articles of a more
or less scientific nature are required in
this department and we buy· goods from
California and eastern states, getting
competitive bids by mail from dealers
'n such chemicals.
However, since the governor's instruc­tions
reached this office we have en­deavored
to be more careful than be­fore.
if r;ossible, in giving the business
of the department to Arizona citizens.
The purchases for the fiscal year
1929-1930 reached the enormous sum of
$803,000 in round numbers. Any think­ing
citizen will realize that this amount
of money expended with Arizona busi­ness
men would be a Godsend. particu­larly
during times of deep depression
such as we have experienced for the
past year and a half.
The reader may rest assured that we
are doin'!' everythinn: r-ossible to assist
the merchant or manufacturer. who is
assisting by the payment of taxes in
carrying on the business of the state.
TIRE IMPROVEMENT
Instead of buying til"P.s evny week or
so as motorists did a few years ago, less
than one set of tires a year is now the
average, according to the manufacturers'
report to the census bureau. This show­ed
that the average value of a tire last
year was $8.30 and the average value
of a tube $1.21. Each motorist uses an
average of 3.041 tires and 3.09 tubes per
year.
It is also shown in these reports that
the prices of automobile t;res today are
lower than they have been since 1924.
During; the past few years tires have
become more standardized and instead
of 43 sizes of baloon tires there are now
but 17 sizes. Not only are the tires' more
durable but their life is extended by the
improved roads that are being developed
the country over.
JUNE, 1931 ARIZONA HIGHWAYS Page Seventeen
Highway Engineers Who Installed Armco Culverts
Twenty Years Ago Are Using Them
Extensively in New Construction
These Armco culverts were installed in 1930. Their choice was based on their notable strength and durability.
Armco Iron Culverts, after serving for twenty years or more both under shallow covers and high fills, are in good
condition today, structurally and materially. That's why the earliest users prefer Armco.
Whatever your need, specify Armco Corrugated Culverts. THEY ARE CHEAPLY AND QUICKLY TRANS-PORTED
Al.\'D INSTALLED, and THEY ARE STRONG AND DURABLE IN SERVICE.
Western Metal Manufacturing Co. California Corrugated Culvert Co.
EI Paso,
Texas.
VIC HOUSEHOLDER, mST. SALES MGR.
1330 E. Brill St., Phoenix, Ariz.
West Berkeley,
Los Angeles
Page Eighteen ARIZONA HIGHWAYS JUNE, 1931
Projects Under Construction In Arizona
DISTRICT No. 1.
Geo. B. Shaffer, District Engineer.
Martter & Bock have the grading and
draining of 41h miles (F.A.P. 80 E.)
which begins two miles west of Hack­berry
and extends 2 miles east of Hack­berry
67 per cent complete, James A.
Parker, Resident Engineer.
Schmidt & Hitchcock have the oil
surfacing of 17.8 miles beginning at the
Coconino-Yavapai county line and ex­tending
west, F. A. P. 57, 80-C, 89-B
and 4.3 miles Ashfork south, F. A. P.
62-A 25 per cent complete.
Martter & Bock have the grading,
draining and sub-grade stabilizer on 9
miles, beginning at ,Crookton and ex­tends
west to Seligman, F. A. P. 80-B,
1 per cent complete, Floyd J. Beeghly,
Resident Engineer.
Canion & Francis have the grading,
draining and placing of sub grade stabil­izer
of 5.7 miles of · the Wickenburg­Blythe
road (F. A. 98-B, which begins
at 1 ~ miles east of Aguila and extends
toward Wickenburg) 1 per cent com­plete.
Barney R. Hodgin, Resident En­gineer.
V. R. Dennis Construction Co. have
started construction on grading, drain­ing
and placing of sub grade stabilizer,
mineral aggregate and oil surfacing,
141;2 miles which begins 11;2 miles east
of Quartzite and extends east toward
Salome, F. L. H. P. 1-A,Per~y Jones,
Resident Engineer.
Lee Moor Construction Co. has been
awarded a contract for the construction
of 7.2 miles grading, draining, surfacing
and oil processing F. L. H. P. 1-C, be­ginning
near Gonzales Well and extend­ing
towards Quartzite, Percy Jones,
Resident Engineer.
Ralph Pleasant had been awarded Sec­tions
E and F of F. A. 98, 24 miles
grading and draining, . beginning 16
miles east of Quartzite and extending
east, Barney Hodgins, Resident Engi­neer.
Geo. H. Oswald has the construction
of F. A. 59-1 Reo., which consists of
grading, draining and placing of sub­grade
stabilizer and oil processing 10.3
miles, 1 per cent complete, Geo. Lang,
Resident Engineer.
DISTRICT No.2.
F. N. Grant, District Engineer.
Everly & Allison have the oil process­ing
of 221;2 miles (F. A. 83-A) Sanders
to Lupton, 16 per cent complete, H.
Pinney, Resident Engineer.
H. L. Royden has the construction of
51;2 miles on U. S. Route 70, beginning
at Holbrook and extending east (F. A.
No. 78-F) 38 per cent complete, J. P.
Flvnn. Resident Engineer.
O. F. Fisher has the gr<tding. drainin«
and surfacing of 7.8 miles (begins 1
mile east of Williams and extends east
to Pitman Valley. F. A. 89-D) 1 per cent
complete, W. T. Halloran, Resident En­gineer.
McGinty Construction Co. has the
paving of Winslow streets 63 per cent
complete, J. P. Flynn, Resident Engi­neer.
Packard, Tanner and Morse have the
grading, draining and surfacing of 9
miles (beginning at Pitman Valley and
extending toward Flagstaff, F. A. 89-E)
8 per cent complete, R. C. Bond, Resi­dent
Engineer.
Veater & Davis have the construction
of F. A. 95-B (Cameron to Ridge, 40
miles on U. S. Route 89) 32 per cent
complete, H. D. Alexander, Resident En­gineer.
DISTRICT No.3.
R. C. Perkins, District Engineer.
Lynch Canon Engineering Co. has the
construction of the Tempe Bridge 100
per cent complete, Gus Rath, Resident
Engineer.
R. H. Martin has the construction of
the approaches to the Tempe Bridge F.
A. Project 2-B, 70 per cent complete,
Gus Rath, Resident Engineer.
Western Gunite Co. has the surfacing
and oiling of 30 miles (F. A. 23 A. & B.
and 23-C, D & F.) from Florence to
Superior, 15 per cent complete, A. W.
Newhall, Resident Engineer.
Martin Bros. Trucking Co. has prac­tically
completed the oil surfacing of
F. A. 87-B, 30 miles from Coolidge Dam
east, M. Kisselburg, Resident Engineer.
Lee Moor Construction Co. has the
grading, draining and placing of sub­grade
stabilizer on 5 miles beginning at
Geronimo and extending west F. A.
15-D, 85 per cent complete, L. >C. Bolles,
Resident Engineer.
Skeels & Graham are nearing comple­tion
on the surfacing and oiling of 11.6
miles, beginning at Duncan and extend­ing
west (F. A. 88-B 1st Reo.), Daniel
Thompson, Resident Engineer.
O. F. Fisher has the construction of
%, mile, Coolidge Dam west (F. A. 87-4)
56 per cent complete, M. Kisselburg,
r.esident Engineer.
Skeels & Graham have started surfac­ing
and oiling of 14.6 miles beginning
east of Solomonville and extending east,
F. A. 77-Reo., D. M. Thompson, Resi­dent
Engineer.
Lee Moor Contracting Co. is nearing
complet'on on the grading, draining and
surfacing from Duncan to the state line,
F. A. 88-C, H. B. Wright, Resident En­g
·neer.
Chas. Willis & Sons, Inc., have been
awarded a contract for the construction"
of 10.8 miles of the Globe-Showlow
Road, beginning % mile east of Globe
and extending N. E. (F. A. 99-B), Carl
Brannen, Resident Engineer.
Lee Moor Contracting Co. has the
grading, draining and sub-surfacing of
111;2 m'les of the Globe-Showlow road,
bednning- at the Salt River and extend­ing
south, F. A. 99-A, E. A. Bickley,
Resident Engineer.
DISTRICT No.4.
W. R. Hutchins, District Engineer.
N. G. Hill & Co. has the construction
of a brid"'e and approaches, an over­pass
and the ,!!rading, draining and sur­facing
of 4 miles, beg-inning just west
of Benson and extending west, 90 per
cent complete, W. J. Tavennor, Resident
Enl<ineer.
William Peper has the construction of
10 miles, which besrins approximately .
221;2 miles south of Tucson, and extends
south to the county line. approximately
75 per cent complete, J. R. Van Horn,
Resident Engineer.
Packard & Tanner have the construc­tion
of 7.6 miles (besrinning 1 mile east
of St. David and extending east, F. A.
Project 79-E) 75 per cent complete, W.
J. Tavennor, Resident Engineer.
Hodgman & McVicar are nearing com­rletion
on the oil processing of 21 miles
on the Tucson-Benson Highwav, F. A.
90-A . C. S. Ben~ on, Resident Engineer.
Heitsch & Bitten have the oil surfac­i~
g- of anproximately 17 miles (begin­mng
at the end of the pavement three
mile,:; north of Nog-ales and extending
north P. A. 86-C, 86-E. Non 25-A and
66) 57 per cent complete, C. S. Benson,
Resi :lent Engineer.
. Hodg~~n and McVicar have the grad­mg,
drammg and surfacing of 10 miles
(l:eginning at Florence and extending
to Coolidge) F. A. 94-B, 40 per cent
complete, Joe de Arozena, Resident En­gineer.
JUNE, 1931
Stanley J aicks Co. has construction on
F. A. Projects 25-B and 86-D, 9.2 miles
extending south from the Pima-Stant
Cruz Co. line 10 per cent complete, Sid
Smyth, Resident Engineer.
Ralph Pleasant has started construc­Hon
on the oil processing of 94-E, which
begins at the Pima-Pinal Co. line and
extends south 8.3 miles, C. S. Benson,
Reddent Engineer.
Skeels & Graham have been awarded
a contract for the g-rading, draining and
placing sub-surfacing, mineral aggre­gate
and oil proces:ing on 13 miles, be­ginning
at the south end of Sacaton
.Dridge and extending S. E., F. A. 97-B
and placing mineral aggregate and oil
processing F. A. 97-C begins at the
north end of the Sacaton bridge and
extends northwest five miles, and sur­facing
and oiling 2 miles Coolidge north
F. A. 94-B.
R. H. Martin has started construction
on F. A. project 18-A (which begins ap­proximately
22 miles S. E. of Tucson
and extends east 2%' miles) grading,
(iraining, surfacing and oil processing,
C. S. Benson, Resident Engineer.
ARIZONA HIGHWAYS
Farm Population Greater
Along Surfaced Highways
By E. E. DUFFY.
Somewhere between one-fourth and
one-hlaf of the farmers in the United
States are served by highways surfaced
with 'sand clay, gravel or better ma­terials,
investigation shows, based on
census and highway reports.
At present the United States has ap­proximately
700,000 miles of surfaced
leads. The 'tiotal number of farms is
nearly 6,298,000 and the complete 1930
farm population is 27,222,000, an aver­age
of 4.3 persons per farm. If all the
farm residents were spread evenly along
the 3,000,000 miles of roads in this
country, there would be an average of
nine persons per mile. On that basis
nearly a fourth of the farmers live along
surfaced highways.
However, surveys in various states
show that more farmers per mile live
along surfaced highways than along dirt
roads. In some quarters ill has been es­timated
that nearly Ihalf of all farmers
live along highways that have been sur­faced.
There is also to be considered
the countless farmers who live but a
mile or two from surfaced roads.
But much of the 700,000 miles of sur-
Page Nineteen
faced highways, which serve in excess
of three-quarters of all travel in rural
areas, are in need of more lasting sur­faces.
Probably 125,000 miles consti­tU'ues
the mileage of pavements that
serve motorists ,and taxpayers with any
great degree of efficiency.
All in all, the procedure of state high­way
departments in first improving the
most used roads has been vindicated.
By doing that the greatest traffic flows
have Ibeen given facilities that would not
accrue under haphazard planning and
construction. The work of paving the
main highways between centers of pop­ulation,
and the work of replacing un­economical
surfacse, is going on steadily
-hard surfaced rural pavements are ,be­ing
provided at the rate of about ten
thousand miles yearly.
GOOD CAMPING ADVICE
A good sportsman, camper, or tourist,
when going out into a national forest
follows these rules:
He obtains a campfire permit; carries
a shovel and ax; smokes only in camp;
puts his fire dead out with waterj;
leaves a clean and sanitary camp; ob­serves
the state fish and game laws;
cooperates with the forest rangers in
reporting and suppressing fires; and
preaches what he practices.
In The Wake Of Better Roads---
Better Business
Better Homes
Better Schools
Better Churches
ALL TOWARDS MAKING LIFE WORTH WHILE
Paving Development & Sales Co.
Phone 38413 525 Luhrs Bldg.
PHOENIX ARIZONA .'. _ . .'t.:...L .."."w'
Page Twenty ARIZONA HIGHWAYS JUNE, 1931
Bureau Of Public Roads Projects In Arizona
UNDER CONSTRUCTION
C. G. Willis & Sons have the grading
of Forest Highway- Oak Creek Hill Sec­tion
7-C. The project begins at the top
of the 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 40 per cent com­plete.
E. J. McCracken, Resident En­gineer.
Lord & Bishop have the contract for
oil surfacing 18.5 miles of the Grand
View-Desert View Section of the Grand
Canyon National Park, Route 1, begin­ning
at Grapevine Canyon, 10 miles east
of Grand Canyon Village, extending 15.2
wiles east to Desert View and including
3.3 miles of spurs. E stimated cost of
this project is $144,000 and is now 95
per cent completed. V. G. Watson, Resi­dent
Engineer.
Japper Stacy Company has the con­tract
for grading the 8.4 miles of Sec­tion
B, Houserock Canyon National For­est
Highway, Kaibab National Forest,
Coconino County, Arizona, at an esti­mated
cost of $162,000. W. J. Nelson,
Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand Can­yon
Route 3 from Bright Angel point
to Cape Royal, at an estimated cost of
$285,000. This project is located on the
North Rim of the Grand Canyon Nation­al
Park and in Coconino County. Proj­ect
when closed down October 29th for
the winter was 40 per cent complete.
Work will probably be resumed this
month. Rudolph Thirion, Resident En­gineer.
Portions of Section "A" and "C" of
the Payson-Holbrook Forest Highway
Route 11 are under Betterment and Im­provement
work by day labor. Portions
to be so improved total ten miles in
length and will cost approximately $12,-
000. L. C. Chadwick, Resident Engineer.
Swift Trail Section I Improvement,
a portion of the Major Forest Develop­ment
Road System, is being done by day
labor and Station contract. The project
is 4 miles in length beginning at a junc­tion
with State Route 81, seven miles
south of Safford and extending in a
southwesterly' direction to the foot of
the Graham Mountains. Estimated cost
is $15,000 and project is now 95 per cent
complete. E. V. Aldrich, Resident En­gineer.
Henry Galbraith has the contract for
the grading of Project 7-D, Upper Can­yon
Section of the Oak Creek -Forest
Highway. The project begins at the
foot of the Oak Creek Hill, adjoining
the Willis contract, and extends down
the Canyon to the "Call of the Canyon"
resort. The length of the project is 2.9
miles and the total estimate of cost is
$73,000. Project is 31 per cent com­pleted.
E. J. McCracken, Resident En­gineer.
Harry Hagen nas the contract for the
grading of 4.3 miles of SeCtion 2-D,
Swift Trail Major Forest Development
Road, in Crook National Forest, Graham
County. The total estimated cost is
$57,000 and L. G. Watters is the Resi­dent
Engineer. Contract time started
April 20th and project is now 30 per
cent completed.
W. M. Tenney, Jr., had the contract
for grading and draintng of 1 mile of
the Heber Hill section of the Payson­Holbrook
Forest Highway, a portion of
Project 11-A, in the Sitgreaves National
Forest, Navajo County. Cost of con­struction
was $2.800. Project was com­plet
ed May 26, 1931. L. C. Chadwick,
Resident Engineer.
Jack Casson has the contract for the
surfacing by the plant mix me~hod of
28 miles, Section "A" and "B", of the
Grand Canyon-South Approach Road in
Coconino County. Total estimated cost
of construction is $160,000. V. G. Wat­son,
Resident Engineer. To date no
work has been done under contract.
Bids were 9pened June 2 for the grad­ing
and draining of 16 miles through
Petrified Forest National Monument in
Apache and Navajo Counties. Esti­mated
cost of construction is $115,000.
Everly and Allison of Des Moines, New
Mexico were low bidders. A ward of
the contract has ' been recommended.
Bids were opened June 2 for the Con­struction
of the Rio Puerco and Dry
Creek Bridges in the Petrified Forest
NaUonal Monument. Estimated cost of
construction is $155,000. Award of the
contract to W. E. Callahan Construction
Co. of Dallas, Texas, has been recom­mended.
SURVEYS
Chiricahua National Monument Sur­vey,
Forest Highway Route 32, in Co­chise
-County. Estimated length 12 miles
Survey began February 23. F. H. Hor­ton,
Locating Engineer.
Payson-Indian Garden-Colcord Survey,
Forest Highway Route 11, beginning at
Payson and extending eastward for an
approximate distance of 40 miles, to a
connection with the Young-Holbrook
Highway near the Gila-Coconino County
Line. Survey began March 15th. J. H.
Brannan, Locating Engineer.
Clear and Beaver Creek Bridges, For­est
Highway Route 9. Approximately
12 miles in length, a portion of the
Clarkdale - Globe Highway including
(Continued on page 24)
Native Arizona GiiilonOOi 10000._"'- ~.- Cedar Posts
IF IT IS - - - -
CANDY you like, we have a large assortment to
choose from.
ICE CREAM you desire these hot days, we have
nine flavors to choose from.
LUNCH you want, don't fail to try our noon
plate lunch.
Last a Life Time in the Ground.
Accepted Standard of State and Bureau of
Federal Roads.
Produced by
Corva Cedar Products Co.
ASH FORK, ARIZONA
JUNE, 1931 ARIZONA HIGHWAYS Page Twenty-one
S. H. VEATER LAMAR DAVIS
Veater & Davis
EL PASO, TEXAS
General Contractors
At present constructing Arizona F. A. P. 604-
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
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A fast, profitable machine-either as a Shovel
Pull Shovel, Crane, Dragline or Skimmer Scoop.
Positive flexible clutches connected directly to oper­ating
lever, roller. and ball bearings 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
INTERNA TIONAL TRUCKS
TAKE THE LEAD.
No matter what the job is-large or small­you
will find that an International does it
quicker and better and at an extremely low
operating cost.
Repeat' Orders from Satisfie:l Users Are Convincing
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See Us For Your Truck Requirements.
The
O. S. Stapley Company
WHOLESALE DISTRIBUTORS
PHOENIX ARIZONA
Grady Watson
Authorized .Ford & Lincoln Dealer
WASHINGTON AT SEVENTH AVENUE
Solicits Your Patronage
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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-two ARIZONA HIGHWAYS
Road Conditions, Arizona State Highway System
These conditions were reported as of
June 10th. Changes will occur on roads
under construction according to progress
of the work.-Editor's note.
U. S. ROUTE 80, YUMA TO RODEO-
518 Miles. All paved, oil surfaced
or graveled. Condition good ex­cepting
21 miles being oil surfaced
Tucson to Vail Junction; 4 miles
under construction west of Benson
nearing completion; 7.6 miles under
construction east of St. David. Two
detours, condition good.
U. S. ROUTE 66, TOPOCK TO LUP­TON-
396 miles. Gravel surface,
. oiled or paved. Condition good ex­cepting
41h miles under construction
at Hackberry. Nine miles under
construction east from Seligman; 15
miles Ash Fork, west, under oil pro­cessing
construction. No detours;
use care in driving. Sixteen miles
under construction east of Williams.
Paving %, mi'e of WinsloYI streets
and 221,6 miles from Sanders to
Lupton is being oil surfaced. No
detours.
U. S. ROUTE 180, FLORENCE JCT.
TO STATE LINE - 183 miles.
Condition good. 13 miles under con­struction,
east of Geronimo,4lh mile
detour, fair; 8 miles of oil surfac­'
ing, Solomonville to Duncan, 1,4 mile
detour.
STATE ROUTE 88, APACHE JCT. TO
GLOBE-83 miles. Gravel sur­face.
Condition good.
.jTATE nOUTE 73, CU'l 'TER TO 1\1e­r
ARY-104 miles. Gravel sur­face
Cutter to Rice and Wh.te
River to McNary, other unim­proved.
Fair condition.
STATE ROUTE 71, CLIFTON JCT.
TO SPRINGERVILLE -
157 miles. Gravel and partly sur­faced.
Condition good Clifton J ct.
to 40 miles north of Clifton;
Cherry Lodge to Hannigan good ex­cept
when raining. Alpine to Nutri­oso
good. Nutrioso to Springerville
good excepting caution by 7.3 miles
under construction near Springer­villle.
U. S. ROUTE 89, NOGALES TO FRE­DONIA-
660 miles. Gravel, oil
or paved surface to Flagstaff;
graded and drained to Cameron;
unimproved Cameron to Jacob's
Lake; 40 miles under construction
north of Cameron; gravel Jacob's
Lake to Fredonia. Condition good
excepting 26 miles under construc­tion
between Nogales and Tucson.
Use precaution. Oil surfacing Hot
Sp .... ings Junction Ibo Wicke,nlYu,rfg'
and 4.3 miles of oil surfacing south
from Ash Fork.
U. S. ROUTE 70, H 0 L B ROO K TO
STATE LINE-109 miles. Gravel
surfaced. Condition good to ex­cellent
excepting 5 miles east from
Holbrook, under construction. 2
short detours. Good.
STATE ROUTE 79, PRESCOTT TO
Ben D. Cooley
Commercial Photographer
Phone 23342
122lh :-;, 1st Ave. Phoenix. Ariz
JUNE, 19~
FLAGSTAFF-91 m'iles. Gravel
or oil surfaced to Sedon:a, graded
and drained Sedonia to Flagstaff.
Cond,ition good excepting for
-also h" man" counties
and cities within
these states
Seaside Oil Company
InCORPORATED lSge
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. Rox 787, Phoenix, Arizona
A~omplde ''"It 0' the petrole .. m
Ind ... h'3I-Prod .. ~ers­Re,
lners - M .. rketers.
RID Gr.n"e
petrole .. m Pro .... ~ts
• re ." .. I1 .... le thro"eh'
0 .. ' the Southwest.
J~UN==E=,=19=3=1======================~A=R~IZONAHIGHWAYS Page Twenty-three
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 sur­faced:
Condition good.
STATE ROUTE 187, SACATON DAM
TO CASA GRANDE-13 miles.
Gravel surfaced. Condition good.
STATE ROUTE 83, VAIL TO SO­NOITA-
28 miles. Gravel sur­faced.
Good.
STATE ROUTE 82, NOGALES TO
TOMBSTONE JCT. 70 miles. Grav­el
surfaced. Good.
STATE ROUTE 84, TUCSON TO GILA
BEND-124 miles. Gravel. surfaced.
Condition good excepting, Tucson to
Rillito Ibeing oil surfaced, 1 mile
detour near Rillito; ten mme detour
between Rillitio and Red Rock. De­tour
fair. Observe caution in driv­ing.
STATE ROUTE 87, MESA TO PICA­CHO-
60 miles. Paved oiled or
gravel surfaced. Condition good.
DEPENDABILITY -
NEW TEMPE BRIDGE SOON
TO BE READY FOR TRAFFIC
(Continued from page 7)
a careful and excellent workmanship
which is a credit to the engnieers and
contractors. A full measure of credit
should be given to the engineering force
under the direction of A. F. Rath and to
the general foreman, E. C. Moore and
his men for the pride they have taken
in a pie ~ e of work well done.
The Lynch-Cannon firm Ylac repre­sented
by. F. L. Holser, General r:nnage!'
of the company, who b7 freqnent con­tacts
with the work made it his duty to
promote harmony and give the state ::\
finished product in which there could
ce no fault.
ARIZONA IS NATION'S
LARGEST VACATIONLAND
(Cont'nued from page 8)
and vine shac\ed streams. And after a
blissful day, home to dinner, where even
the most inexpert, with never a trout to
his credit, shared bountifully in the
day's catch.
These are but a few of the vacation
spots in Arizona. Flagstaff has many
points of interest and wonders. No one
should fail to see Sunset Peak, weird·
and unique. A cone-shaped mountain
of gray volcanic cinder until within a
short distance of the tip of the cone,
where the red cinder begins, giving the
peak the appearance of being heated
red-hot. Meteor Mountain, caused by
the impact of some wanderer of the
skies, who collided with Mother Earth
by some miscalculation in his schedule.
And then there are the many beautiful
lakes, Mary's, Stoneman's Lake, Mor­mon
Lake, all offering entertainment,
boating and fishing and both camping
and lodging facilities. Not to speak of
. such sights as the Petrified Forest and
the Painted Desert, to be seen only in
our own state, time and space forbid­ding
a fuller description but which any
Arizonan should feel shame at having
failed to see.
Gurley
Instruments
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.
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
General Merchants
WRICO LETTERING GUIDES
CITY, COUNTY AND STATE MAPS
Flagstaff Winslow Holbrook Prescott U. S. G. S. TOPOGRAPHIC MAPS
Williams Kingman Grand Canyon HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407
HEINZE, BOWEN AND· HARRINGTON, Inc .
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
EVERYTHING FOR THE OFFICE
228 W. Washingt.on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
Office
Furniture
Page Twenty-four
BUREA U OF PUBLIC
ROADS PROJECTS IN ARIZONA
(Continued from page 20)
bridge sites. Survey began May 2. J.
H. Brannan, Locatnig Engineer.
ADVERTISED FOR CONSTRUCTION
Grading of 20 miles of the Pine­Winslow
Forest Highway beginning ap­proximately
Eeven miles north of Clint's
Well and extending to the North Forest
Boundary 30 miles southwest of Wins­low.
Bids will be opened June 16th.
Grading of Units 2 and 3 of the Pay­son-
Holbrook Highway. Length 0.8 mile
and 0.4 mile respectively. Beginning
lh mile southwest of Heber, in Navajo
County, and extending towards Winslow.
Bids were opened June 10th.
NOTICE TO CONTRACTORS
HOLBROOK-WINSLOW HIGHWAY
E. F. A. 40-B & 'C
Bids to be opened June 17th, 1931.
Sealed bids for Oil Processing the
above named highway will be received
until 2 :00 P. M. on the above date, and
then publicly opened and read at the of­fice
of the Arizona State Highway Com­mission,
Phoenix, Arizona. No bids will
be received after the time spedfied.
All bids must be marked upon the out­side
of the envelope "State Highway
Contract, Holbrook-Winslow Highway,
E. F. A. 40-B & C," and MUST CLEAR­LY
SHOW THE NAME OF THE BID­DER
ON THE OUTSIDE OF THE EN­VELOPE.
The work, which begins approximately
eleven (11) miles east of Winslow and
is to extend west to the east city limits
of Winslow, consists of Oil Processing
the entire length by the Road Mix
Method, and is to be completed on or
before August 31st, 1931.
APPROXIMATE QUANTITIES
126,500 Sq. Y ds. Preparation of Sub­grade
ARIZONA HIGHWAYS
10,570 C. Y. Mineral Aggregate
106,000 C. Y. Mi. Haul of Mineral Ag­gregate
284,600 Gals. Oil Applied to Roadway
10.781 Miles Mix, Lay & Finish
2,640 C. Y. Shoulder Material
26,500 C. Y. Mi. Haul of Shoulder Ma­terial
1,000 C. Y. Mi. Overhaul of Oil Mix
to be Stockpiled
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of finatlcial re-
. sources and construction experience and
equipment have been approved. Bids wiil
be made only upon the bidding form con­tained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors \\ hose
st atements show sufficient financial re­sourCES
and construction experience and
equipment to properly construct the
work.
All bids shall be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may reo
quire, to reject any and all bids, to waive
any informalities in bids received, and to
accept or reject any items of any bid un·
less such bid is qualified by specific lim­itations.
S TAN D A RD SPECIFICATIONS­Copies
of the Standard Specifications is­sue
of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Connell, State Highway Engineer.
PLANS & PAMPHLET (For Bidders
only) - Copies of the Plans and Pamph­let
may be issued to qualifiEd contract­ors
having a copy of the Standard Speci­fications
of above issue, and upon de­posit
of Ten ($10.00) Dollars. Deposit
JUNE, 1931
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
PLANS & SPECIAL PROVISIONb
(For Non-Bidders)-Copies of the PI:),ns
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars_ Deposit will be
refunded should Plans and Special Pro·
visions be returned within ten (10) days
after opening of bids.
The Standard Specifications of the Is­sue
of October, 1930, shall be used.
The b:dder 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,
June 3rd, 1931.
The
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Me:ili . Guard Fence, F'ence Stays
Hi:l4 Blake St., Denver
Plants at Denver and Pueblo
HULSE & DICK
~~ Products
It's our pleasure to please
our customers
24 HOUR STORAGE
Tools-- Gene'ral Hardware
Heavy Hardware and Supplies
Large Wholesale Stocks
Stetson Hats
Arrow Shirts
Vassar Underwear'
Crossett Shoes
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes Momsen ~ Dunnegan ~
Ryan Co~
Phoenix, Arizona EI Paso, Texas Vic Hanny Co.
36-42 N. Cent". I Twin Fronts Phoenix
j •
,"- SPEC I F I CAT ION
Close cooperation between Shell's technical staff,
the actnal. producing and the engineering groups
. lDakes it possible to lDeet any asphalt specification
-for any road-building need.
l
DELIVERY
With special, better insulated stealD- coiled tank
cars, of the latest IDOSt 1D0dern design-Shell can
and does deliver asphalt to any job, on tilDe, in con­venient
condition and in desired quantities.
SERVICE
. ~Shell'8 own road engineering staff is freely available
to any Board or Contractor. Experience on lDany
difficult paving jobs lDakes this group particularly
valuable in foundation and surfacing problelDs.
SUPPORT
The Shell Oil COlDpany is strongly colllIDitted to
sound good-roads policies. It can be depended upon
to support the local and regional efforts of groups
interested in road developlDent.
• SHELL ASPHALT.,
t
\I
U. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
GET, ACQUAINTED WITH ARIZONA
• H
MOHAVE
"".. ............... Ij --
h~--. " .. ~_ PIMA====~
~ "-...
LEUE~D ~ "-.. ".. .
HIGH TYPE -IMPROVED _ ~ ~
INTERMEDIATE TYPE-IMPROVED __ u _ _ •••• - I ~ ~
LOW TYPE-IMPROVED Ceartn) _nn_ II I I I I I I I I III ~ .. SANT
UNIMPROVED-Ceartn) _ _=-_
UNDER CONSTRUCTION OR REPAIR ___ 888 88 88 8 XX ~ ",_
DETOUR --------- '4.
COUNTY ROADS C condlhons nol snown) _
U S ROUTE No - ----- ===®=
----.- -----==®= ARIZO:-.'A HICHWAY DEPAR'DIEl\'T
CONDITION MAP ~~-~
OF
STATE
STATE ROUTE MARKER FEDERAL ROUTE MARKER