Arizona Highways, July 1931

              Volume 7
Number 7 July
Straightening Out CJJad Cur'Ve
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JULY, 1931 ARIZONA HIGHWAYS Page One
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Arizona Highways
1uiy, 1931
Table of Contents
DEPARTMli:NT CLOSES BRILLIANT YEAR .......................... Page 3
YOMA HlGHWAY COMPLETION OPENS FAST TRAF-FIC
ROUTE .................................................................................................. 4
By Geo. B. Shaffer, District Engineer.
NORTHERN IMPROVEMENTS REMOVE MANY BAD
S·PO'!'S ...................................................... ........... ............................................. 6
By F. N. Grant, Dlstl"lct Engineer
HOPI SNAKE DANCE IS SPECTACULAR CEREMONy .............. 7
By Mrs. Lamar Cobb
ROADS OF DISTRICT THREE ARE HIGHLY IMPROVED ........ 8
By R. C. Perkins, D istrict Engineer
OIL SURFACING FEATURES WORK IN SOUTHERN
DISTRICT ................................................... ................................................... 9
By W. R. Hutchins, District Engineer
EDITORIAL PAGE ............................................................................................ 10
DETAILS OF CONSTRUCTION FALL TO PLANS DIVISION .... 12
By E. V. Miller, Engineer of Plans
ALL CONSTRUCTION CLOSELY ESTIMATED ................................ 13
By J . . S. Mills, Engineer of EJ3tlmates
LOCATING DEPARTMENT PIONEERS ALL ROAD WORK ...... 14
By Percy Jones, Jr., Chief Locating Engineer
BRIDGE DEPAR,!'ME:N'.r DESTGNS ALL STRUCTURES ............ 16
By R. A. Hoffm,m , Bridge Engineer
#,.,#"",######
COMMTSSION ADOPTS BUDGE'!' .......................................................... :18
APACHE POWDER COMPANY .................................................... Page 23
ARIZONA TRACTOR & EQUIPMENT CO ......... .......................... Cover
BABBITS, GENEHAL 1vfERCHANTS .................................................. : ... 28
H. M. CLARK OFFICE SUPPLY CO ................................... .................. 28
HEN D. COOLEY .... .......................... ................................................................ 26
CALIFO]{N1A CORRUGATED CULVERT CO . .................................. 19
CORV A CEDAH PRODUCTS CO. .. .......................................................... 26
GILMORE OIL CO. OF ARIZONA .......................................................... 25
W. & L. g. GURLEY .... , ............................................................................... 27
GLOBE HARDWARE COMPANY .............................................................. 27
VIC HAN:-<Y CO ................................................................................................. 26
HEI:-<ZE, BOWEN & HARRINGTON, Inc. .. ........ ................................ 28
HULSE & DICK ................................................................................................ 27
MOMSEN, DUNNEGAN & RYAN ............................................................ 24
PAVING DEVF..LOPMENT & SALES CO ........................................... 21
PACKARD PHOE:NIX MOTOR CO ........................................................... 1
PHOENIX BLUE PRINT CO. .. .................................................................. 28
PRA TT-GILBERT HARDWARE CO. .. .................................................. 23
RIO GRANDE OIL COMPANY .................................................................. 25
ROME ~lANUFACTURING CO . .................................................................. 2
RON STADT HARDWARE & MACHINERY CO. .. .............................. 1
1'HE O. S. STAPLEY COMPANY ................................................ 2 and 23
~EASIDE OIL COMPANY ............................................................................ 26
~HELL OIL COMPANY ................................................................................ 29
THE COLORADO BUILDERS SUPPLY CO ....................................... 27
WE';'!'ER:-< METAL MANUFACTURING CO ................................... 19
VEA TER & DAVIS ............................................................................................ 23
Page Two ARIZONA HIGHWAYS JULY, 1931
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ARIZONA DISTRIBUTORS
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright, 1931, by Arizona Highways - - All Rights Reserved
Volume VII. JULY, 1931 Number 7
Department Closes Brilliant Construction Year
ARIZONA'S state highway department
closed the busiest fiscal year in its
history on June 30 of this year. With
one of the largest budgets ever under­taken
for one year, in February of this
year it was confronted with the task of
expanding its operations for the remain­der
of the year so as to take care of
approximately $3,000,000 extra money and
construction under the Emergency Fed­eral
Aid act. This necessitated almost
doubling the normal activities of the de­partment.
So well was the department
up with its work and so carefully had
its road program been mapped out ahead
that with little extra effort and in­crease
of forces the extra emergency aid
construction was gotten under way and
the state will have used up its entire
portion by September I, the date which
the act provides all construction under
that provision must be done.
The year was notable also, not only
because of the great amount of con­struction
achieved, but because many of
the heaviest traveled arterial highways of
the state have been brought up to full
federal requirements and the fast de­teriotrating
gravel highways have been
turned into dustless boulevards of oil­surfaced
roads.
One of the notable achievements was
the completion of the Phoenix to Yuma
highway with oil surfacing, over 85 miles
being completed during the past year.
This is the heaviest traveled interstate
highway in Arizona and furnishes an
excellent link in the transcontinental U.
S. 80 route between Arizona and Cali­fornia.
Over this route all of the south­ern
tourist travel, all of the interstate
traffic and the heavy trucking between
California and Arizona communities
passes over this section.
Another construction project completed
during the year is the new Tempe bridge.
This magnificent structure, spanning the
~alt river between Phoenix and Tempe,
IS the finest and largest bridge in the
state and cost, with approaches, close to
one-half million dollars. Its 36 foot
deck, with pedestrian walks on each side,
removes the bottle neck that existed with
the USe of the old 18 foot bridge that
has been fast succumbing to the heavy
traffic between Phoenix and suburban
towns and the traffic of U. S. 80.
U. S. 80 Greatly Improved
During the year much of the road from
Tombstone to Tucson was either oiled or
placed under contract. Practically all of
the highway between Tucson to Florence
and Coolidge to the Sacaton bridge has
been oiled, excepting for several con­tracts
that will not be completed until
September 1. Except for a few stretches
the past year finds U. S. 80 a completely
oiled boulevard across the entire south­ern
half of the state.
Likewise, the work of bringing U. S.
180 up to federal standards has progress­ed
apace with other routes. The last
contract has just been let that will com­plete
before September 1st the entire oil­in~
of this highway from the New Mex­ico
border to its junction with U. S. 80
at Florence Junction.
Another heavily traveled highway that
has been straightened and brought up to
federal standards with the greatest por­tion
of it oil surfaced is the part of U. S.
89 between Tucson and Nogales. Upon
the completion of the contracts now un­der
way between this border city and the
Old Pueblo a highway that has caused
many accidents will be turned into a de­lightful
boulevard.
Taking advantage of Oddie-Colton
money given the state, the department
spread it over the improvement of High­way
U. S. 60 between Castle Hot Springs
junction and the Colorado river at
Ehrenberg. The joint purchase of the
Blythe bridge over the Colorado was ne­gotiated
with California, thus removing
tliis toll structure and making it possible
to secure federal aid for the construction
of this short cut route from Central Ari­zona
to California. Five contracts were
let towards the close of the last fiscal
year, two others are ready to be let, as­suring
that before the end of this fiscal
year this important arterial highway,
that is bound to become the most im­portant
commercial road in the state, will
be brought up to standard, although
money is not available to oil it.
Continuing northward with U. S. 60
the department completed surveys and
right of way for the construction of the
new highway from Globe to Showlow
and two contracts were gotten under
way. This will be one of the heaviest
pieces of construction during the coming
year and when completed this highway
will afford an all-year transcontinental
route through the central portion of the
state that will accommodate the heavy
traffic from U. S. 60 on one of the most
scenic and shortest routes.
The heavy traveled east to west high ­way
across the northern portion of the
state, U. S. 66, likewise received a nota­ble
amount of improvement during the
past year. Beginning at the New Mexico
border, the treacherous road from Lupton
in wet weather has been brought up to
standard and is being oiled. The . streets
of Holbrook and Winslow have been
paved, the state participating in their ·
portion of the state highway. A consid­erable
stretch has been improved between
Holbrook and Winslow and the . entire·
distance oiled between Winslow and the ·
Forest service pavement east of Flag~
staff, making this stretch complete. West
of Flagstaff surveys were completed and
contracts are under way for the short­ening
and straightening of the highway
between that city and Williams. Wil­liams
to Ash Fork the highway has been
brought to standard and approximately
22 miles of oil surfacing is 75 per cent
complete from the Coconino county line
westward through Ash Fork.
From the Colorado river to Oatman
was oil surfaced, the Gold Roads grade
greatly improved and the bad link and
dangerous railroad crossings at Hack­berry
were removed by a line change
which placed the highway on one side
of the railroad. Work is under way at
the present time on an overpass near
Seligman.
This great amount of work could never
have been done except for the thorough
co-ordination of all departments in the
state system. The state is divided into
four districts. Each district is in charge
of a district engineer. That the full
magnitude of the year's work may be
told, the following stories have been pre­pared
by each district engineer and the
other departments entering into the con­struction.
Page Four ARIZONA HIGHWAYS JULY, 1931
Yuma Highway Completion Opens Fast Traffic Route
DISTRICT NO. 1
Geo. B. Shaffer, District Engineer
The west side of the district is a line
beginning at the northwest corner of
Arizona which is the southwest corner
of Utah and is on the east boundary of
Nevada. The line runs ' thence south
between Arizona and Nevada to the
center line of the Colorado River which
is the natural dividing line between Ari­zona
and Nevada, thence along the me­andering
center line of the Colorado
River which passes through the proposed
Boulder Canyon Dam now under con­struction,
to a point where the southerly
line of Nevada, which is the northeasterly
line of California, intersect the center
line of the Colorado River; thence along
the meandering of the river which is the
boundary line between Arizona and Cali­fornia
to the southwest corner of Ari­zona,
thence southeasterly along the
boundary line between Arizona and So­nora,
Mexico, to a point south of Ajo ;
thence northerly through Ajo, Gila Bend
and Hassayampa; thence northeast to
the north line of Maricopa County Line;
thence east to the southeast corner of
Yavapai Co., thence north and west
along the east and north side of Yava­pai
Co., to a point 2.4 ml. east of Ash
Fork; thence north and west to the
Utah State Line and thence west to the
place of beginning.
The principal highway routes passiny
through District No. 1 are : U. S. 80-
Phoenix-Yuma; U. S. 60-Phoenix-Wick­enburg-
Blythe; U. S. 89-Phoenix-Wick­enburg,
Prescott-Ash Fork; U. S. 66-
Ash Fork-Topock, U. S. 91-Los Angeles­Salt
Lake City and State Route 79-
Prescott-Jerome-Flagstaff.
The district engineer has charge of all
field projects such as construction, bet­terment,
and maintenance after they
have been duly approved by the general
office heads and has for assistants, resi­dent
engineers, extra gang .foreman and
patrol foremen to look after all contract
betterment and maintenance jobs re­spectively.
Emergency and special duties
are delegated to men qualified as resi­dent
engineers. Each one covers two dis­tricts.
The District Clerk with the aid of an
office force handles the office work of
all districts.
Improvements on U. S. 80
During the fiscal year ending July 1,
1931, 67 miles of oil surfaced highway
was constructed on U. S. Route 80-
F. A. P. 26-D 55 & 56, between Yuma
and Phoenix, six miles of which was
graded, drained and surfaced prior to
A typical stretch of oil paving on
Yuma. Highway.
oiling. This six miles section being be­tween
Wellton and Ligurta on F. A. P.
26-D.
One five and one six span 6'xl0 ' box
culverts were constructed across Stoval
Wash-F. A. P. 55 replacing two obsolete
ford crossings. One forty-four and one
sixty-six foot bridges were constructed
a short distance west of Gila Bend­F.
A. P. 56. Before the construction
of these bridges the streams had fre­quently
menaced the movement of traf­fic.
A 400 ' Class "A" concrete dip was
constructed about six miles east of Gila
Bend. This dip replaces an old culvert
which was washed out as a result of a
cloudburst and canal break. The uncer­tainty
of the drainage at this point made
it advisable to replace the old culvert
with a concrete dip.
During February, 1931 the heaviest rain
storm of recent years struck the vicinity
of Wellton. Twenty miles of the high­way
was badly damaged but was imme­diately
put back into shape by extra
gang forces. The Southern Pacific rail-road
which is located just above the
highway suffered much more damage.
The Railroad Company has been work­ing
steadily since February on replace­ment,
flood protection and flood con­trol.
That part of U. S. 80-Phoenix-Yuma,
which is in Dist. No. 1 extends from
Yuma to Hassayampa and is 153 miles
in length. Two Maintenance Pat r 0 1
Foremen having sections of about equal
length, have maintained the sections for
the past fiscal year.
On U. S. Route 60 also Route 89-
Phoenix-Wickenburg F. A. P. 84 & 76,
22.5 miles of oil surfacing was started
prior to July 1, 1930 but the greater
part of the work was done during the
fiscal year ending July 1, 1931. The
improvement starts at the end of the
concrete pavement, four miles north of
Marinette and extends to Hot Springs
Junction. The remaining 10.5 miles F.
A. P. 59 between Hot Springs Junction
and Wickenburg is now under construc­tion
and is about 15 per cent complete.
The improvement consists of oil pro­cessing
the entire distance three line
revisions requiring heavy earth work and
the construction of a six span 132' con­crete
bridge.
When this contract is completed the
fifty-two mile route between Phoenix and
Wickenburg will be a finished dustless
highway. Six hundred feet of guard
fence and 100 units of flood protection
gutters were placed by extra gang.
U. S. Route 60-Wickenburg-Blythe is
a distance of approximately 120 miles
(Wickenburg to the Colorado River) . Ten
miles have been built to standard prior
to 1930. Forty-seven miles divided into
five sections is now under construction
and are as follows: F. A. P. 98--B Aguilla
5.7 mi. east F. A. P. 98-E. Salome 8.25
miles west of Vicksburg, F. A. P. 98-F,
Vicksburg 11.0 miles west, F. L. H. I-A,
Quartzsite 14.5 miles east and F. L. H.
l-C Quartzsite 5.1 miles west.
The section, Aguilla 5.7 miles east is
to be graded, drained and surfaced and
is about 10 per cent complete.
Section-Salome 8.25 mi. west to Vicks­burg
and from Vicksburg 11.0 miles west
is to be graded, drained and surfaced.
Although all preliminary work was com­pleted
during this fiscal year, only a
substantial start has been made.
All preliminary work on Sections ......
Quartzsite 7.2 miles west and Quartzsite
14.5 miles east were completed during
JULY, 1931
this fiscal year . only substantial starts
have been made on them to date. These
two sections will be graded, drained and
oil processed.
Standard Maintenance E qui p men t
handled by two Patrol Foremen have
maintained the highway from Marinette
to the Colorado River.
U. S. Route 89-Wickenburg-Prescott
61 miles has been maintained to stand­ard
by two Patrol Foremen. Two miles
of . oil treatment was placed just south
of Prescott and about 2,000 ft. of Guard
Fence was placed on Yarnell Hill, by
extra gang.
U. S. Route 89-Prescott-Ash Fork, 50
miles have been maintained to stand­ard.
A distance of 4.3 miles, F. A. P.
62-A from Ash Fork is now being oil
processed. The section was widened to
24 foot standard by state forces and the
oil processing is now about 75 per cent
complete.
The bad approach to Big Hell Canyon
bridge and the sharp curve at Johnson
Creek were eliminated by the removal of
about 8000 cubic yards of rock and earth.
U. S. 66-Beginning at the Coconino
county line east of Ash Fork and ex­tending
west 173 miles to the Colorado
River.
Two Sections one F. A. P. 89-B begin­ning
at Ash Fork and extending 2.4
miles east to the Coconino Co. Line and
the other F. A. P. 80-C, beginning at
Ash Fork and extending 6.1 miles west
to Pineveta are now being oil processed
and are about 85 per cent complete. The
section F. A. P. 57, Pineveta-Crookton
9.3 miles is under contract and is about
5 per cent complete. This project wid­ened
to 24 foot standard and one cattle
guard standardized by state forces. The
project was also surfaced during the last
fiscal year.
The remaining 8.8 mile section, F. A.
P. 80-B between Crookton and Seligman
is now under contract and is being
graded, drained and surfaced including
an overpass across the Santa Fe R. R.
at Crookton. The project is started and
about 5 per cent complete.
The section from Seligman to Chino
Point F. A. P. 80-D, 7.4 miles was con­structed
during this fiscal year. It was
graded, drained and surfaced on new
location which eliminated two railroad
grade crossings. It also shortened the
original line.
Through Aubrey and Pica Valley for a
distance of 6.6 miles the highway was
surfaced by state forces.
Two railroad grade crossings are now
being elimnated through the construction
of F. A. 1". SO-E, 4.4 miles near Hack-
ARIZONA HIGHWAYS
berry. The new construction changes
the highway to the north side of the
Santa Fe R. R. and crosses Hackberry
Wash with a high type bridge, thereby
eliminating two dangerous grade cross­ings
and one bad ford crossing. The
project is about 65 per cent complete.
Over a distance of about 14.0 miles
on both sides of Gold Roads Hill, many
sharp curves and narrow places were
improved. It was heavy rock work and
a good showing was made at an expendi­ture
of about $18,000.
State Forces at about the same time
surfaced 16.5 miles F. A. P. 39, between
Oatman and Topock which was later
oil processed and the local maintenance
forces have just completed widening the
shoulders. The east half of the Colorado
River Bridge at Topock was redressed
with emulsifed Asphalt penetration pro­cess.
The Highway from Ash Fork has been
regularly maintained by state mainten­ance
forces.
U. S. Route 91, F. A. P. 92-Utah State
Line to Nevada.
State Line 17 mis. Regular state main­tenance
through the year.
State Route 79-Prescott-Jerome-Flag­staff.
Prescott-Coconino Co. Line 60
miles.
Regular maintenance was carried on
throughout the year.
State forces constructed 2.6 miles of
When the Wellton flood ate into the
highway. This work was repaired
immediately. The railroad still is
repa~ their Jl'ade.
Page Five
1 inch armour coat between Clarkdale
and Cottonwood and installed 12 units
of flood protection at the highway cul­vert
in Cottonwood. States forces also
did ditch improvement and widening of
Road bed in Yeager Canyon on Mingus
Mountain. About $17,000 was spent on
this work.
Correct Parts Orders
Would Help To Prevent
Mistakes In Warehouse
By A. H. LIND
Warehouse Superintendent
The general warehouse of the Arizona
Highway Department at Phoenix, is
called upon to fill a great many requisi­tions
each day, for a wide variety of
supplies and automobile and machinery
parts, tires, etc.
To fill intelligently all of these requisi­tions
it is necessary for us to know the
make and type of equipment that sup­plies
or parts are ordered for. It is also
necessary in most cases that we know
the equipment number of the piece of
equipment for which parts or supplies
are desired.
In a great many cases requisitions are
received which fail to state all of the
above details, and it is then necessary for
us to determine, if possible, just what
kind of parts or materials should be
furnished. We are nearly always able
to furnish the correct materials be­cause
of our general knowledge of the
equipment being operated by the depart­ment.
It would cause less detail work
for us, however, if each person writing a
requisition for supplies and parts would
state explicitly just what is required and
always state the equipment number of
the equipment for which parts or sup­plies
are ordered, or if the person charged
with the authority to approve such requi­sitions
would see that all requisitions
are properly made out when approving
same.
We are requesting the co-operation of
all departments to give us all necesSll.ry
information on their requisitions and feel
that our services will be greatly im­proved,
if this is done.
The automobile dealers claim the
"hoss trader" of old didn't have a thing
on Chairman Addams of the highway
commission, when he starts trading a
wreck oft the Junk pUe on a new car.
Page Six ARIZONA HIGHWAYS JULY, 1931
Northern' Improvements Remove Many Bad Spots
DISTRICT NO. 2
F. N. Grant, District Engineer
District No.2 embraces the northeast
quarter of the state and includes the
following state highways: U. S. Route
66, beginning at the Yavapai-Coconino
County line, 2 miles east of Ash Fork
and extending east to the New Mexfco
line at Lupton, a distance of 220 miles.
U. S. Route 89, extending from the
junction with U. S. 66, about 6 miles
east of Flagstaff, northward to the Utah
Line near Fredonia, a distance of 208
miles. U. S. Route 70, from Holbrook
through st. Johns and Springerville to
the New Mexico line, distance of 110
miles. State Route 77, from Holbrook
south to McNary Junction, distance of
67 miles. State Route 73, from McNary
to Springerville, distance of 42 miles.
State Route 79, from Sedona to Flag­staff
via Oak Creek, distance of 33
miles.
On U. S. Route 66, new construction
during the fiscal · year was as follows:
Federal Aid Project 83-A; a 22.5 mile
project extending from 2 miles west of
Sanders east to the New Mexico line at
Lupton. The first contract was for
grading a 28-ft. road, and building the
necessary drainage structures. This was
done by F. D. Shufflebarger and was
75 per cent completed by July 1, 1930,
the beginning of the fiscal year, and
was finished in October, 1930. The sec­ond
contract was for placing 4" loose
sab-grade stabilizer over entire project,
and was executed between November,
1930 and May, 1931.
The third contract was for placing min­eral
aggregate and oil processing by the
road mix method. It was awarded to
Everly and Allison in April, 1931, and
was 60 per cent completed by June
30" 1931.
The construction of this 22.5 miles
eliminates two dangerous railroad grade
crossings at Sanders and Alantown, and
two crossings of the Puerco . River.
Federal Aid Project 83-B, the paving
of 0.25 mile in the town of Holbrook
by the Southwest Paving Co., with a
two course emulsifed asphalt pavement.
This was practically finished at begin­riing
of the fiscal year.
Federal Aid Project 40-D, the paving
of 0.25 mile in Holbrook. This was done
by Southwest Paving Co., in conjunction
..yith Project 83-B.
Federal Aid Project 40-C, beginning
about . 4.3 miles east of Winslow and
extending west to Winslow city limts.
The new work did not include bridge
across the Little Colorado River 3 miles
east of Winslow. The first contract
Typical masonry drainage structure
in Northern Arizona, where stone is
handy and cement must be hauled
long distances.
was awarded to Tenney and Black for
grading, draining and surfacing 3.7 miles
called schedule 1. A 28-ft. road was
built, and the work was completed in
December, 1930. The second contract
covering 0.6 mile, or schedule 2, for
grading, draining and placing sub-grade
stabilzer , was awarded in April and com­pleted
in June, 1931. This was non­Federal
aid.
The contract for oil surfacing this 4.3
miles, together with oil surfacing F. A.
Proj. 40-B, the 6.7 miles further east,
was awarded in June, 1931, to W. E.
Callaghan Construction Co., and was just
started at end of June. It is to be com­pleted
by Aug. 31, 1931.
Federal Aid Project S-20, extends from
west end of Proj. 40-C at east city limits
of Winslow, along Second st., for 0.25
mile west. Work included grading a 28
ft. roadbed, building a multiple span
bridge culvert 114 ft. wide, placing sub­grade
stabilizer, and laying a 20 ft as­phaltiC
concrete pavement. It was done
by McGinty Bros., in conjunction with
the work on Schedule 2 of Proj. 40-C.
The building of this project and Sched­ule
2 of 40-C, eliminated two right angle
turns in the town of Winslow, as well
as a very troublesome dip crOSSing.
Federal Aid Projects 22, 74, and 81, ex­tending
from the west city limt of Wins­low
35.2 miles west to the Coconino For­est
Boundary. The contract for laying
plant mixed oil cake was about 40 per
cent completed at the beginning of July,
1930, and was finished in October, 1930.
This oil project ties into an oil penetra­tion
pavement at the Forest Boundary,
which extends 23.2 miles west to Flag­staff.
Federal Aid Project 89-D. This project
begins about one mile east of Williams
and ext ends 7.8 miles east to Pittman
valley. Work consists of grading a 28 ·ft.
roadbed, building drainage structures,
and placing 8 inch sub grade stabilizer.
The contract was awarded to O. F. Fisher
in May 1931, and was 20 per cent com­plete
on June 30, 1931.
Federal Aid Project 89-E. This begins
at the east end of Proj. 89-D and extends
east 9 miles to Tourist Camp "49". The
work is of same class as on Proj. 89-D.
The contract was awarded to Packard
and Tanner and Morse, in April, 1931,
and was 30 per cent completed on June
30, 1931.
The construction of these two projects,
89-D and 89-E, will eliminate 18 miles
of narrow, crooked, poorly surfaced road
which is particularly dangerous in dry
weather due to ravelling and innumerable
"pot holes."
Betterment work on U. S. 66 during
the year was Slight, consisting of re­surfacing
12 miles between Ash Fork and
Flagstaff with crushed cinders. This
work was done in July and August, 1930.
A summary of the work on U. S. Route
66 during the year, shows that of the
220 miles in the district, work was done
or is under contract on 86.6 miles.
On U. S. Route 89, work was done as
follows:
F. A. Proj. 95-A, extending from Fre­donia
north 4 miles to the Utah State
Line. The work consisted of building a
24 ft. road with necessary drainage struc­tures,
and surfacing. This was done be­tween
August and December, 1930.
F. A. Proj. 95-B, extending from Cam­eron
north 40 miles, consists of building
a 24 ft. road with the necessary drainage
structures, and surfacing about 11 miles
of this. The contract was awarded to
Yeater and Davis in October, 1930, and
(Turn to Page Eleven)
JULY, 1931 ARIZONA HIGHWAYS Page Seven
Hopi Snake Dance Is Spectacular Ceremony
By MRS. LAMAR COBB
THE SNAKE DANCE, the most spec-tacular
of all surviving ceremonies of
the American Indian, is held yearly, late.
in July, at the different Hopi villages in
northern Arizona, the dance at Walpi
providing the best spectacle.
The public performance of the Snake
Dance is but one episode of an elaborate
nine-day ceremony held to propitiate the
rain gods. Few portions of the ceremony
may be witnessed by the public, as the
more sacred rites are conducted in the
subterranean kivas of the Antelope so­ciety
and the Snake fraternity, which
jointly conduct the ceremony in its en-tirety.
The days preceding the final cere­mony
are spent in various purification
rites, the manufacture of prayer sticks,
gathering the snakes (which are rattlers
and not the benevolent bull-snake of
their Smoki brethren) and various other
rituals incident to the occasion.
The prayer-sticks are another petition
bearing intercession to the rain god.
Made of cottonwood, painted and carved
in various ways and decorated with
feathers, they vary in length according
to the distance of the shrine for which
they are intended. As to the efficacy
of this manner of prayer over the more
conventional pet. it ion s of the white
brother, statistics are lacking.
The Hopi people welcome visitors to
the Snake Dance for which they are
famous on the final day, and the audi­ence
is almost as interesting as the cere­monies.
Tourists and spectators from
every rank of life,-from the bored Eng­lishman
with a copy of London "Punch"
in his hand to the cowboys and Indians
of our native state.
Dance at Sundown
Just before sundown on the important
ninth day the Antelopes, in full re­galia,
with faces and bodies painted,
emerge from their kiva, form a line be­fore
the Snake Kiva and then proceed
to circle the plaza four times, stamping
vigorously on the sipapu, the sacred hole
from which the first beings emerged
from the darkness of the underworld,
according to Hopi mythology. The stamp­ing
is to call attention of the powers
that be of what is gOing on.
In marked contrast to the sedate An­telopes
the Snake society then rushes
iUto the plaza, led by its chief, the
The white man's duplication of the Hopi rites as presented each year in
Prescott in the Smoki Dances.
members clad in barbaric splendor and
carrying the paraphernalia to be used
in the dance. After circling the plaza
four times they form a line facing the
Antelope Society, which now breaks into
a low, humming song, swaying their
bodies laterally in rythm with the music,
while the Snake society steps to and fro,
moving their feather snake whips back
and forth in time with the rattles and
song.
The Snake priests arrange themselves
into groups of three, called respectively
the carrier, the hugger and the gatherer.
The snakes having been brought from
their kiva, each carrier kneels down and
reaching his arm into the bag of writh­ing
snakes, he draws one out. He places
the squirming creature in his mouth,
holding the body near the middle and
allowing the two ends to dangle freely.
At Walpi the dancers express contempt
for those of the other pueblos, who hold
the two loose ends of the snake with
the hands or grasp it near the neck
with their mouths. The groups then be­gin
making the ceremonial circuit of the
plaza and the most exciting episode of
the Snake Dance is under way.
Excitement Begins
The huggers, each with the left arm
placed around the carrier's neck, distract
the attention of the snakes by brushing
their feather snake-whips before the
heads ' of the serpents. The snakes are
strong and occasionally one wriggles free
and attempts to escape. It is now the
duty of the gatherer to recapture the
reptile lost by his group. As the plaza
is filled with priests making the circuit,
the excitement, which has become in­tense,
is heightened as an occasional ser­pent
dashes toward the' crowd, pursued
by his gatherer; or an occasional spec­tator,
is struck in the face by the bOdy
of a live snake carried by one of the
priests. During the entire dance the
priests conduct themselves as though the
spectators were not present and a spec­tator
who happens to be in the path
of a fast-charging carrier or gatherer is
treated with scant courtesy.
After all the snakes have been carried
the chief priests make a large ring of
corn meal on the ground and across it
is formed six radial lines representing
the Six Directions. At a given signal all
of the snakes are cast into the ring.
A signal is given and the women cast
corn meal into the seething mass; where­upon
all the Snake Prists rush up to
the ring, grasp as many snakes as they
can hold in both hands and dash with
(Turn to Page Fifteen)
Page Eight ARIZONA HIGHWAYS JULY, 1931
Roads of District Three Are Highly Improved
By R. C. PERKINS,
District Engineer
District No. 3 consists of 641 miles of
road, 344 miles being State Routes and
297 miles being U. S. Routes. U . S. No.
80, Phoenix-Hasayampa, 44 miles; U. S.
No. 89, Phoenix-Marinette, 21 miles; U.
S. No. 80, Phoenix-Florence Junction, 45
miles; U. S. No. 180, Florence Junction­Globe,
49 miles; U . S. No. 180, Globe­State
Line via Safford, 139 miles; State
No. 71, Clifton Junction-Clifton, 31 miles;
State No. 71, Clifton-Apache county line,
93 miles; State No. 73, Cutter-Rice, 13
miles; State No. 73, Rice Junction south
of McNary, 81 miles; State No. 81, Saf­ford-
Cochise County line, 30 miles ; State
No. 88, Apache Trail, 96 miles.
The total amount of maintenance on
U. S. Routes and· 7 per cent system dur­ing
past year was $164,745. The total
amount of maintenance on State Routes
non 7 per cent system amounted to $126,-
605. The total amount of betterment
work done was $102,900 and emergency
work in the district was $45,000.
Listed under Betterment the following
work was done: State No. 71, Coronado
Trail between Clifton and Springerville.
This road was built by the U . S. Forest
Service in order to develop .the section
and to get to their Forest Ranger Posts.
It was a narrow, very crooked road tra­versing
one of the most beautiful moun­tain
sections in the state. About 15
miles of this road was widened and
straightened to make the road safer as
to alignment and vision.
State No. 71, Smelter Hill just outside
the city limits of Clifton, on the Clifton­Safford
highway, was widened and a
complete line change was made extending
over one mile. This hill has always
been a dangerous road and the im­provement
made it a good, safe road.
Apache Trail Improved
State No. 88, Apache Trail-Four miles
of this road between Desert Wells and
Canyon Lake was widened and many
dangerous curves were either eliminated
or day lighted for safety. This road be­tween
Canyon Lake and Apache Junc­tion
is a road that carries a heavy traf­fic
on account of Canyon Lake being a
playground for Phoenix. It is the idea
to build and maintain this piece of road
so it will be safe and will carry heavy
traffic, and no doubt but this will be
done this year.
State No. 88, Apache Trail-As the
road passes Roosevelt dam many dan­gerous,
narrow curves are encountered
U. S. Highway 80 rapidly is becoming an oil-surfaced boulevard across
the Stat~.
and with betterment under way most of
this hazard will be overcome.
U. S. No. 8O-Coldwater west for 10
miles, shoulders have been built out to
40 foot width and all old borrow pits
have been filled. This is a heavy trav­eled
road, taking most of the travel be­tween
Phoenix and the coast.
U. S. No. 180, between Superior and
Miami-About $45,000 was spent on this
mountain road widening and day lighting
dangerous curves. This is a heavy trav­eled
road and a decided improvement
made.
Tempe Bridge Completed
Listed under construction the following
work was done :
U. S. No. 80-Van Buren street from
Sixteenth street, Phoenix, to junction of
Washington Boulevard was widened out
to 44 feet and several line changes were
made. This work was done so the pres­ent
18 foot pavement could be widened
to 36 feet this year.
Washington Boulevard- This road was
taken over from the county from Six­teenth
street (Phoenix city limits) to
the junction of U.· S. No. 80, being just
a fraction over. 6 miles in length. All
bridges were rebuilt and one heavy line
change on the east end where it joins
Van Buren or U . S. No. 80, was built. A
3 inch oil cake 20 feet wide was laid
over the entire project except one-half
mile just east of the car tracks. This
half mile was laid as a test pavement.
It is a four-inch penetration, mulsified
asphalt pavement and is a cheap pave­ment
if it will stand up in this climate.
U. S. No. 80, Tempe Bridge and Ap­proach
Fills-This structure is 1,577 feet
in length with a 36 foot roadway with
a 5 foot walk for pedestrians on each
side. This is the largest and best bridge
that the state has ever built. The ap­proach
fills are 1,911 feet long and con­tains
about 39,000 cu. yds. of material.
The approach fills will have a 3 inch
oil cake, 36 feet wide and extends from
the present pavement on Mill avenue,
Tempe, to the present pavement of U . S.
No. 80 on the north end of the bridge.
On U. S. No. 180, one 20 foot span
concrete bridge was built to take care of
flood waters (about one mile from Flor­ence
Junction).
U. S. 180 Completed
U. S. No. 180-This road extends from
Florence Junction (U . S. No. 80) to the
New Mexico state line, 6 miles east of
Duncan. With the present construction
as done and under way U. S. No. 180
will be either paved or oil surfaced the
whole distance with the exception of 20
miles between Bylas and end of Saf­ford
pavement; which section has been
rebuilt on new alignment and will be
surfaced with good heavy surfacing and
well maintained until an oil surfacing
can be applied.
State No. 73-Two steel bridges were
constructed between White River and Mc­Nary
over Post Office Canyon and Min­(
Turn to Page Eleven)
JULY, 1931 ARIZONA HIGHWAYS Page Nine
Oil Surfacing Features Work In Southern District
DISTRIcr NO ...
W. R. Hutchins, District Engineer
This report covers a general description
of the district with expenditures for the
year July I, 1930, to June 30, 1931, as
to the several phases of work performed.
The amounts shown opposite the con­struction
projects do not mean a total
for the project, but the amount expend­ed
for the year 1930-1931.
The edge of District No.4, or where
the several highways intersect the boun­daries
of District No.4, are as follows :
End of the pavement (3 miles south
of Chandler); Gila Bend; Florence Junc­tion;
Nogales; Bowie Junction (where
Safford-Bowie Highway intersects the
Douglas-Safford Highway); Douglas; Ro­deo
(Arizona-New Mexico state line ap­proximately
5 miles east of Rodeo).
The district by routes is as follOWS :
Federal route (entirely separate from
Federal Aid route) No. 80 extends from
Florence Junction through Florence, Tuc­/
Ion, Vail, Benson, Tombstone, Bisbee,
Douglas, Rodeo (the Arizona-New Mexico
state line aproximately 5 miles east of
r Rodeo). Federal route (entirely separate
from Federal Aid route) No. 89 from
liogales to Tucson (merging with Fed­eral
Route No. 80 to Phoenix, then north
through Prescott, Flagstaff, Fredonia to
Salt Lake City.)
state Route No. 87 from end of pave­ment
3 miles south of Chandler through
4 mile post or Casa Grande Junction,
Florence Junction near Casa Grande
Ruins, Coolidge to Picacho connecting
here with State Route No. 84. State
Route No. 84 from Gila Bend, through
Casa Grande, Eloy, Picacho, Red Rock
to Tucson. State Route No. 187 from 4
mile post near Sacaton to Casa Grande.
State Route 287 from Florence to con­nection
with State Route No. 87 near
Coolidge. State Route No. 83 from Vail
to Sonoita. State Route No. 82 from
Nogales through Sonoita, Fairbanks to
Tombstone. State Route No. 81 from
Dougla.s through Pearce, Cochise, Will­cox
to Safford, Bowie Junction.
The total mileage in District No. 4
is 667.0 miles.
Maintenance
Total expenditure upon maintenance
of 667 miles of highway, Federal Aid and
state highways, which is divided into
nine maintenance sections under nine
maintenance foremen, amounted to a to­tal
for the year July, 1930, to July, 1931,
of $398,293.37. ·
The above maintenance includes con-tinual
blading of the gravel surface sec­tions,
mostly with motor grader equip­ment.
The blading of the shoulders to
This motorist had a warning sign
brought to his attention when a leap
off a curve landed him in a ditch
after passing through a 10-foot dan­ger
sign.
bring the material which has been knock­ed
down by cars, etc., or which has
been washed down by rains, back to the
road surface, is usually done with a
grader pulled either by a large truck or
small caterpillar. The continual hauling
of new surfacing material onto places
where the surfacing has either been
worn through or washed away, is done
with small trucks.
The patching, re-Iaying, etc., of the
oiled sections is done usually by hauling
stock-piled material in small trucks, or
hauling new material and oil for build­ing
up the worn-out sections. The re­laying
is done with motor blade equip-ment
or grader, scarifier and caterpillar.
The paved sections are kept up as to
the shoulder material and the cutting of
the expansion jOints that have become
. tight and filling the Joints with new
asphalt.
The Douglas-Rodeo, 50 miles, was seal
coated with emulsified oil and cut back
asphalt at a cost of aproximately $525
per mile, which is included in the above
total cost.
Betterment
Betterments consist of changes and im­provements
of the highway that are too
great to be handled by the regular main­tenance
crews and which require special
appropriations in the budget. In Dis­trict
4 during the past fiscal year the
following betterment work was complet-ed
:
Flood protection work between Tucson
and Tombstone, $1,056.96; widening fills
between Bisbee and Douglas, $9,962.23;
rebuilding 3 wooden cattle guards be­tween
Douglas and Rodeo, $2,979.90; flood
protection Vekal Wash between Gila
Bend and Casa Grande, $1,359.15; CUl­vert
and pavement repair, Tucson 9 miles
south, $2,191.30; dykes at Sahuarita, $3,-
043.52; fencing of right of way, Tucson­Continental,
$657.55 ; Berm protection,
Sacaton-Picacho, $2,000; flood protection,
3 miles north of Florence, $1,000; flood
protection, Gila Bend-Casa Grande, $951;
grade raise, Casa Grande-Gila Bend, $1,-
037.69; flood situation survey, Casa
Grande-Picacho, $824.02 ; widening dip,
Florence Junction-Tucson, $806.63; flood
protection, 15 miles north Nogales, $1,- .
332 ; widening and draining, Nogales, 5
miles east, $2,947.07; hill improvement,
Nogales-Tombstone, $500.
All betterment was done by state
forces; the larger jobs have a foreman
in charge with a combined timekeeper
and cost accountant; the smaller jobs
were done by the maintenance foreman
with extra men on the . payroll.
Construction
All construction projects in the district.
were contracted with the exception of the
Casa Grande-Picacho 7 per cent, which
is now being partly constructed by state
forces, but will be completed by contract.
Federal Aid projects let to contract dur­ing
the year were :
Grading, bridges and culverts and oil
surfacing with 3 inch oil cake, Douglas
to Rodeo school, 35.39 miles, $270,604.23;
grading, bridges and culverts and sur-'
facing, not completed, Benson-Vail high.;"
(Turn to Page Ele.ven) ;., c: Y
Page Ten ARIZONA HIGHWAYS JULY, 1931
Arizona Highways
Published in the Interest of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol. VII. JULY, 1931 No. 7
ARIZONA STATE HIGHWAY COMMISSION
C. E. ADDAMS, MONTE MANSFIELD,
Chairman, Phoenix Commissioner, Tucson
JOHN B. HART, . SAMUEL R. TRENGOVE,
Vice-Chairman, Douglas Commissioner, Prescott
JACOB BARTH, GEO. W. COMPARET,
Commissioner, St. Johns Secretary, Phoenix
GENER.A.L OFFICE
T . S. O'CONNElLL, State Highway Engineer
C. C. SMALL J. S. MILLS
Deputy State Engineer Engineer of Estimates
E. M. WHITWORTH H. C. HATCHER
Vehicle Superintendent Stati s tical Engineer
R. A. HOFFMAN W. H.MURRAY
Bridge Engineer Superintendent of Stores
E V. MILLER W. C. J'OYNER
. Engineer of Pians Purchasing Agent
J. W. POWERS M. C. HANKINS
Engineer of Materials Chief Accountant
FIElLD ENGINEERS
GEORGE B . SHAFFER R. C. PERKINS
District Engineer District Engineer
District No.1 District No. 3
F. N. GRANT W. R. HUTCHINS
District Engineer District Engineer
District No. 2 District No.4
PERCY JONES
Chief Locating Engineer
Subscription 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
MAKING THE HIGHWAYS SAFE
In the construction of a highway today much
thought must be given to the traffic it will bear. It
must be built up from the grade to the wearing sur­face
with the point in mind of standing the traffic
that will travel over it for years to come. Such fac­tors
are determined by careful analysis of the terri­tory
served by the highway at the present time and
. estimates as to the future· development.
One of the factors, besides load to be carried, that
enters into modern road building is the speed of pres­ent
day traffic and the factor of safety. Highways
of today and the future must be able to carry their
lorads at ever increasing speeds, and to that end the
highway department attempts to build them safe be­yond
the requirements they should have to meet.
Curves in Arizona are constructed that should be
safely negotiated by an ·automobile at over 50 miles
an hour, although the speed limit is 35 miles. But
the engineers cannot take care of the foolhardy that
want to take the turns at 60 or 70 miles an hour. The
highways are carefully signed to warn the drivers
of all hazards such as cross roads, dips, curves and
an~-thing which demands caution on the part of the
operators of motor vehicles, but the drivers who will
not read and will not heed them cannot be protected.
The highways are being built wider, largely as a
safety factor, and this expense · in construction is
enormous, but wider roads will not protect the care­less
driver. A twenty-foot oiled highway ought to be
wide' enough for any driven to pass another car on,
yet the common complaint of reckless drivers for
their accidents are, they hit a soft shoulder. The
shoulder of the road is not meant to be driven upon,
but to protect the surfaced portion of the highway.
When a person finds himself on the shoulder of a
highway he can place it to his own, or that of the
passing driver'S, carelessness. A maintenance man re­ports
meeting a truthful driver not long ago. He found
him in the ditch. Expecting the usual complaint when
he stopped he asked, "What's the matter, soft shoul­del's?"
"No," replied the motorist. "A hard one. I
struck the headwall of that culvert back there."
Arizona's highways are built safe. If the Arizona
drivers will use them for highways instead of speed­ways,
there is no need for the high percentage of ac­cidents
that occur in this state.
MEETING THE EMERGENCY
The Arizona Highway Department has just closed
a building program greater by far than anything be­fore
attempted by the state, the department arose to
the occasion with the result that every bit of Fed­eral
Aid, which it was able to take, including the
Emergency Federal Aid offered by the government,
the first of the present year! will be completed by
September 1.
This ability of the department to meet the emer­gency
has greatly helped to relieve the unemploy­ment
situation in the state. On July 1 there were
over 2,600 men employed upon state highway con­struction,
1,750 of these being employed by the con­tractors
on state work.
The department has seen that these men working
upon the highway are citizens of the sta~e, and it
has been able to have the wage schedules maintained
to standard levels. This has been the one bright
spot in the economic conditions generally in the state,
due to the depressed conditions in agriculture and
the mines with the attendant unemployment in all
communities.
But the peak of state aid has been passed. At the
present time approximately 40 projects are under way
by the highway department in the state. Most of
these contracts must be completed by September 1.
The normal construction of the department will call
for approximately 20 construction projects. It can
thus be readily seen that by September 1 half of the
men employed by contractors in highway work will
be out of employment and many employed by the state
likewise will be idle.
There are no funds in sight to continue the pace
that highway construction has been going for the
past few months. Something else must be done by
the people of the state to further meet the emer­gency.
Conditions generally are on the mend. It is
time that private enterprise began to take up the
load of relieving the unemployment situation by jn­creasing
their own employment needs. Building that
needs to be done should be started; materials have
not been so cheap in many years, thus making it a
logical time to build. Our citizens must have work
to support themselves and their families. Conditions
can be greatly improved if every employer in the
state will try to increase his employment, and when
he does, be sure they are Arizona citizens he is put­ting
to work.
JULY, 1931
Northern Improvements
Remove Many Bad Spots
(Continued from Page Six)
was 50 per cent completed on June 30,
1931.
These two projects, 95-A and 95-B,
represent all of the work done by the
state during the year. However, the U. S.
Government completed a Forest Project
4 miles long, which ellmnated the ter­rific
grade out of the House Rock valley
entering the Kaibab Forest.
The Government also has a Forest
Project 8.4 miles long, extending from
the end of the above mentioned 4 mile
project west to Jacobs Lake. It was 30
per cent completed on June 30, 1931. The
State contributed $100,000.00 to these
projects.
The completion of these project on U.
S. 89 will mean an improved road coming
south from the Utah line for 52 miles
to House Rock valley. Then 32 miles of
rough unimproved road to the Grand
Canyon Bridge. Then 35 miles more of
rough, unimproved road to connect with
north end of Proj. 95-B. Then 40 miles
of new road to Cameron. From Cam­eron
to the junction with U. S. 66, dis­tance
49 miles, there is a fair road, al­though
not improved to modern stan­dards.
On U. S. Route 70, work was as fol­lows
':
Federal Aid Project 73, extending from
Springerville 15.3 miles east to the New
Mexico State line. The first contract for
building a 24 ft. road and drainage
structures, was practically completed at
beginning of the year. The second con­tract
was for placing subgrade stabilizer,
and was completed in January, 1931.
Federal Aid Project 78-F, begining
about 5.5 miles southeast of Holbrook and
extending 5.5 miles northwest to the city
limits of Holbrook. Work consists of
grading a 24 ft. road, building drainage
structures and placing subgrade stabilizer.
'The old concrete arch bridge 4 miles
east of Holbrook will continue to be used.
Contract was awarded in March to H. L.
Royden, and was 70 per cent completed
on June 30, 1931.
Federal Aid Project 78-D, the paving of
0.25 miles in the town of Holbrook by
the SQuthwest Paving Co., was practi­cally
completed at beginning' of the fiscal
year. This was a two course emulsified
asphalt pavement.
Summary of U. S. Route 75 shows 21.0
miles. total improved during year.
On State Route 77, from Holbrook to
¥cNary Junction, there was no new con­$
truction /Or betterment during ,the year,
ARIZONA HIGHWAYS
F. G. YODER
Inspector of the California Highway
Patrol, loaned to Arizona as instruc­tor
of this state's new Patrol. Mr.
Yoder is teaching 18 candidates the
duties of highway patrol.
although considerable widening between
Holbrook and Snowflake was done by
Maintenance forces.
On State Route 73, between Springer­ville
and McNary, there was no road
construction, but 3,000 feet of snow drift
fence was built.
On State Route 79, from Sedona to
Flagstaff, no construction was done by
the State. However, the U. S. Govern­ment
has two Forest Project under con­struction
in Upper Oak Creek, totalling
5.7 miles.
One of these, Forest Project 7-C, be­gins
on the rim 15 miles south of Flag­staff,
and drops 800 feet in 2.8 miles.
The contract is for building a 22 ft.
roadbed and drainage structures. It was
50 per cent completed on June 30, 1931.
The second project, 7-D, begins at
south end of 7-C, and extends south 2.9
miles and was completed 40 per cent
on June 30, 1931. The state contributed
$50,000.00 to these projects.
------~Or----__ _
Roads of District Three
Are Highly Improved
(Continued from Page Eight)
ing Canyon, thus completing all con­struction
between White River and Mc­Nary.
In Maintenance District No. 3 eight
Page Eleven
patrol foremen and 70 men are required
to maintain all roads In District No.3.
Twenty-two construction projects were
completed last year in District No.3,
costing $1,134,602.27.
Oil Surfacing Features
Southern District Work
(Continued from Page Nine)
way, 5 miles, $58,272.66; grading, bridges
and culverts and surfacing, not com­pleted,
Benson to Douglas highway, 7.6
miles, $126.454.34; grading, bridges and
culverts and a 3 inch oil cake, not com­pleted,
Florence to Tucson highway, 8.34
miles, $97.714.67; grading, bridges and
culverts and a 3 inch oil cake, not com­pleted,
Florence to Tucson highway, 31.04
miles, $259,799.84; grading, bridges and
culverts and surfacing, not completed,
Tucson-Nogales highway, 12.7 miles, $121,-
675.92; grading and concrete paving, Flor­ence
streets, 3 miles, $81,825.76; grading,
bridges and culverts, overpass and 18
miles 3 inch oil cake, Florence to Tucson
highway, $210,882.46; grading, bridges and
culverts and surfacing, not completed,
$33,282.41; oil surfacing 3 inch cake, not
completed, Tucson to Nogales, 7.7 miles,
$40,391.94; seal coat, 7.5 miles, Benson to
Douglas highway, $1,974.10;. concrete
bridge on Benson to Vail highway, $11,-
899.50; seal coat on Benson to Douglas,
1 mile, $409.76; concrete bridge on Tucson
to Nogales highway, $9,209.62; oil sur­facing
3 inch oil cake, Tucson to Ben­son,
21.2 miles, $106,498.79; grading,
bridges and culverts and 3 inch oil cake,
Tucson to Nogales, 8.7 miles, $131,412.72;
grading, bridges and culverts, not com­pleted,
$14,287.01; grading, bridges and
culverts and 3 inch oil cake, not com­pleted,
Benson to Vail highway, 18 miles,
$9,855.64.
New Federal Aid Projects
Dry Lake to Willcox, grading and sur­facing,
Douglas to Safford, 4.5 miles,
$25,593.87; Casa Grande to Picacho,
grading, bridges and: culverts, sUbgrade
stabilizer and mineral aggregate, 16.5
miles, $18,468.09; Nogales-Patagonia, tim­ber
bridge, $12,135.86.
Surveys, Right Of Way
Vail-Benson, survey of 10 miles and
right of way, $537.04; Picacho-Red Rock,
Florence to Tucson highway, 20 miles,
$11,772.83; Chandler-Coolidge, 18 miles,
$9,527.56; Curtis Flats to Tombstone,
$5,694.52; Bisbee Hill, $10,397.96; Casa
Grande-Gila Bend, $677.16; Nogales-Pata­gonia,
$~,999.50.
page Twelve ARIZONA HIGHWAYS JULY, 1931
Details of Construction Fall to Plans Division
E. V. Miller, Engineer Plans Division
The scope of the work of the Plans
Division is broad and must be divided
into several branches. The first and
most important from the technical stand­point
is Design of Highways. In spite
of our constant trend toward speed and
congestion coupled with curves, grades,
and clear sight distances, which were
safe for the slower moving vehicles of
a few years back, we have managed to
give Arizona some of the fastest safe
roads in the West. The design must
adequately cover the present and look
well into an ever speeding future.
Hand in hand with the design is the
quantity estimate. All the necessary
quantity facts, such as the amount of
earth and rock moved and structures to
be built, must be accurately anticipated
in order that the cost may be known.
The plans are the picture on which the
.above described data is placed for read­ing.
They require skilled drafting, as
every foot of the road, with its topog­raphy
must be shown. In fact, all the
information essential to the building of
the highway must be placed upon the
plans in a clear, logical and concise man­ner.
Complete plans for every State and
Federal Aid Highway are made in this
Department.
The second branch consists of the map
division. Here every piece of ground
that the Highway Department owns, all
their leases and easements .are platted
in reference to land ties. There are a
great number of these and more are con­stantly
being acquired. This work in­variably
is of the rush nature. All the
.State maps, of which there are about
ten different kinds, are also products of
this department. These require accurate
and artistic drafting which can only
be put out by trained men. All miscel­laneous
designs such as license plates,
the design of highway markers and road
signs; the design of insignia for state
cars and patrol badges all came from
this department. When there are charts
and graphs or illustrations of any kind
needed this Department is called upon.
The third branch consists of a monthly
;exchange of progress profiles whereby
the work done in the field is placed on
our records here, enabling us· at all
times to tell the status of each particular
job. The field construction notes are
checked, and any and all changes in the
original plans are recorded. All this
gives us a complete and absolute record
of the way a job is built, and when
finished our plans are "As Built."
The road signing activities also come
under the supervision of the engineer of
plans. After four years of more or
less haphazard maintenance of the thou­sands
of markers and signs which were
erected in the state highway system, we
were finally authorized a Sign patrol. At
the present this work is carried on by
one field man who is equipped with a
Ford ton truck and necessary tools for
the erection or repainting of signs. The
duty of this patrol is to see that all
signs are correctly placed and in good
condition. It is, of course, impossible
for one man to attempt to maintain
all the signs and markers on our 2600
miles of highway system, therefore, the
resident maintenance crew of each sec­tion
is held responsible for the actual
maintenance. It is our air, however,
that when the patrol leaves a certain
maintenance section the signs in that
section shall be in first class condition.
This is accomplished by his doing part
of the work himself and leaving recom­mendations
with the foreman for further
replacements. Since January 1st we have
reconditioned signs on 1,900 miles of our
system at a cost of $4.50 per mile, in­cluding
cost of signs.
The final and most spectacular branch
of the Plans Department is blue print­ing.
During the past year approximately
300,000 square feet of blue prints were
made. The commercial cost of this
would have been $12,000. However, due
to the use of our own machine and
equipment the cost to the State was
only $6,900.00-a saving of $5,100, not to
mention the time saved and convenience
obtained by having the plant at hand.
The above cost to the State includes
paper, operation, power, interest, depre­ciation
and supplies as follows:
Paper, .009 per square foot.
Operation, .007 per square foot.
Power, .002 per square foot.
Int. & Depreciation, .003 per square
foot.
Supplies, .002 per square foot.
Total, .023 per square foot.
A typical ten mile road job with
twenty-five sheets to print including
bridge and culvert drawings will require
at least twenty sets of blue prints with
150 square feet in each set or 3,000
square feet, Total which at .023 cents
per square foot is $6.90 per project mile.
On entering the past fiscal year the
new work in the budget was so scheduled
that our normal force of draftsmen and
computors was sufficient, but in Janu­ary
congress appropriated an emergency
relief fund which gave Arizona $2,000,000
additional money for use in the 7 per
cent system, and which must be spent
by September 1st, 1931. This with a
$650,000 appropriation from the Tenth
Arizona Legislature increased our con­struction
mileage materially.
In anticipation of our needs for this
emergency the plans division was granted
a request for an addition to our budget.
With our regular force as a nucleus we
built up a "squad" system and by Janu­ary
26th we were in full swing with
forty-two draftsmen and .c 0 m put 0 r s
working a double shift from 8 A. M. to
11:30 P. M. By April 15th plans were
completed on fifty-one projects, twenty­six
of which were under contract before
that date, and nineteen more by June.
Every job has a complete set of plans
and quantity estimate. No work was let
on anticipated design, for every set of
plans had its field preliminary investi­gation
by the State and Bureau of Pub­lic
Roads engineers before the final
plans were completed.
In April we were able to start cutting
our forces and by May 15th we were
only 20 per cent above normal. April,
however, was. the heaviest month for we
submitted about twenty projects to the
Bureau of Public Roads for their ap­proval
besides advertising or letting con­tracts
on seventeen project;>. This natur­ally
increased our blue printing to its
peak and during April 54,000 square (eet
of blue print paper were run through . our
plant.
A cost summary of the work of the
Plans Department shows that plans and
quantity estimates were completed for
477 miles of graded, drained, and sur­faced
projects, and 205 miles of oil sur­face
projects, with a cost distribution as
follows:
DeSign and Drafting, $52.50 per mile.
Computing, $30.60 per mile.
Paper, Tracing Cloth, Etc., $7.50 per
mile.
Average Drafting Cost, $90.60.
The Plans Division is proud of the rec­ord
which was made during the rush of
the emergency program, and the writer
wishes to take this opportunity to give
full credit to those who gave more than
their share of time and effort to the suc­cessful
completion of this work, upon
which the whole Emergency· road pro­gram
hinged.
JULY, 1931
All Construction Closely
Estimated By Department
By J. S. MILLS, Engineer of Estimates
Throughout all the various stages of
preparation and construction, from the
time the plans leave the drafting room
as completed until the final quantities
due the contractor are checked, this Di­vision
handles the detailed papers neces­sary
to the construction of the project.
This might seem rather extraordinary,
but it can be seen readily that the vari­ous
stages are closely related and, in fact,
interlocking. For instance, the first step
taken in initiating a project for con­struction
is the preparation of the P. S.
& E. (Plans, Specifications and Estimate)
for submission to the Bureau of Public
Roads, and it is necessary at this time
for us to invstigate in detail methods,
means, materials, and manipulation. Al­though
we never go out "on location," as
they say in Hollywood, to see the partic­ular
road on which we are asked to fig­ure
the cost, we get a pretty fair idea
of what the contractor will have to con­tend
with from field reports and conver­sations
with the various District Engi­neers.
Having these data at the first in­ception
of the work, we can prepare in­telligently
the detailed specifications and
estimate, and it is logical and practical
that we "carryon" to the final comple­tion
of construction.
Again, in the preparation of the de­tailed
estimate, there is a certain amount
of routine work which is necessary and
which must be done in detail and for
which we prepare various charts, dia­grams
and tables. Our Resident Engi­neers,
who are alert for any shortening
of their paper work, have requested
copies of these papers for use in the
field. The use of these charts, diagrams
and tables which cover methods, means,
materials and manipulation from begin­ning
to end, besides standardizing the
work, dovetails the field work to our own
and effects a real saving in time and la­bor,
and also has had the effect of in­creasing
the accuracy of the returns.
When it is known that the average job
takes about six months to construct,
which means six monthly estimates and
the final check, and that the number of
reports and papers handled each month
from a job averages about thirty, and
there are close to fifty jobs going on at
the same time, this standardization real­ly
amount:; to something.
To further correlate and Simplify the
work, we issued a Manual of Instruc­tions
to Resident Engineers of a size
readily carried in the pocket. This Man-
ARIZONA HIGHWAYS
Sand Is Important Factor
In Concrete Construction
By J. W. POWERS
Engineer of Materials
The everyday usage of this term covers
many and various gradings from the
fine beach sands to the coarser felspar
crystals of disintegrating granite. Some­where
in between is the ideal for use
in concrete. Primarily upon sand de­pends
the workability of concrete. The
correctness of this statement might be
questioned but it is essentially true.
All rock eventually disintegrates and it
is this diSintegration which produces
sand. However, all rock disintegration
does not produce a satisfactory sand and
even though the resulting sand has come
from a satisfactory rock, there are other
agencies which affect its value for con­struction
purposes.
1-STRENGTH-The strength of a
sand is determined by comparing a 1-3
mix by weight with 1-3 mix by weight
of Ottawa sand (standard sand). A 1-3
mix is one part cement to three parts
sand. Both compression and tension
comparisons are made. In each case
the sand to be acceptable must have a
mortar strength equal to, or more than,
the standard.
2. GRADING-Upon the grading of
the sand depends its usefulness and, to
some extent, its results in tests. If it
is too fine it will not pass the strength
test, and if too coarse, workable concrete
ual covers thoroughly all of the required
forms checked by this Division, and gives
detailed instructions on how to properly
fill them out, together with various ta­bles
and charts to simplify the computa­tion
of the different items, such as con­crete,
steel, excavation, etc.
One of our interesting duties is the
distribution of standard specifications.
These have been distributed to n.early
every state in the union on an exchange
basis on which, for a copy of our speci­fications,
we secure a copy of their spe­cifications.
Foreign countries are not on
this exchange basis. We do, however, dis­tribute
a number of standard specifica­tions
on requests from the different for­eign
countries, but never ask that they
return us a copy of theirs, for reasons
which are-well-another story. The
United States of Soviet Russia seem
to be very much interested in Arizona's
specifications, as we have had several
requests from that country. Luckily these
letters were written in English, therefore,
we are neither cross-eyed nor troubled
with laryngitis.
Page Thirteen
cannot be made with it. Our specifica­tions
at the present time require not
more than 5 per cent retained on one­quarter
('4") inch screen, not less than
25 per cent nor more than 50 per cent
passing 30 mesh, and not over 5 per cent
passing 100 mesh. Of the many grad­mgs
within this specification those that
approach the upper limits place the most
easily and give the best finish to con­crete.
3. COLORIMETRIC-This determina­tlOn
is to detect the presence of organic
matter. The presence of organic matter
In sand is determined by allOwing it
to -stand for 24 hours in a 3 per cent
solutlOn of sodium hydroxide. Its pres­ence
is shown by color imparted to the
SOlution above the sand. Organic acids
attack the bond of cement thus giving a
lowered strength.
4~ SILT-While this item might be
dealt with under grading, it really does
not belong there due to the fact that
no grading analYSis is made of it other
than we know it will all paSs a 100
mesh sieve. The maximum limits on
silt are 3 per cent. The silt determina­tlOn
is made by washing the sand and
pouring off the silt that remains in the
washing water. The exact procedure is
to wash fifteen seconds, allow to stand
fifteen seconds and then pour off the
liquid above the sand. This process is
carried on until the water poured off is
clear. Silt in well graded sands is a
detriment in that it will give lower
strength than one practically silt free,
but in coarse sand it acts similar to an
admixture in that it promotes worka­bility
without lowering the strength.
Even the best headlights will get out
of adjustment when subjected to hard
driving. As a result their beams will be
so directed that they are blinding to
other drivers and they will also fail to
light the road properly. Headlights
should be given periodic inspection. If
the motorist tests them or has them
tested once a month, he may be reason­able
certain that his lights are in prop­er
condition.
Although nearly three million automo­biles
were consigned to the junk heap
last year, there remain in service more
than three million that were produced
seven years ago or earlier. Dealers are
being encouraged to junk as many old
cars as possible. An estimate of 7.23 years
is given as the average life of a car and
when normally it is ready for the junk
heap.
Page Fourteen ARIZONA HIGHWAYS JULY, 1931
Locating Department Pioneers .All Roadwork
Percy Jones, Jr. Chief Locating Engr.
It is the duty of the Department of
Location and the various engineers that
form it to determine the best routes for
new roads between principol points or
towns as determined by the Highway
Commission and the state Engineer; to
survey these routes and to present to
the departments of bridges, plans and
estimates sufficient data and tentative
plans, generally in the shape of maps,
profiles and notes, that these depart­ments
may prepare detailed plans and
estimtes of costs for the construction of
the road to be built. Also similar surveys
of existing roads to be improved.
The procedure should be and in gen­eral
is as follows: The Chief Locating
Engineer is informed by the Deputy
State Engineer that it is proposed either
to build a new road or improve an old
one between certain points, and is order­ed
to make a reconnaissance between
these points. The chief locater goes over
the ground, observes the characteristics
of the country and in a general way de­termines
what he considers the best
route.
He then makes a report to the deputy
state engineer covering his reconnais­sance,
including a description of the best
general route or of alternate routes, with
a comparison of their advantages, dis­advantages
and lengths; his opinion in
regard to standards of road obtainable
with resonable expense and an estimate
of the probable cost. If the project is
or is liable to become a part of the seven
per cent system or is partially a forest
road, the reconnaissance is generally
made in company with an engineer of
the U. S. Bureau of Public Roads. If not
at first, then it may be necessary later
to make an inspection of the proposed
project with an engineer of the U. S.
Bureau of Public Roads in order that
they have the data for their approval
or disapproval of the projec~.
If it is decided to carry the proposed
project further a survey party under the
direction of a locating engineer is put
into the field to locate definately and
survey the route. The chieflocating en­gineer
and the location engineer study
the route together and decide its location
in . greater detail than was done during
the reconnaissance.
Road is Staked Out
The locating engineer, with the aid
and use of exact data procured by his
survey party, then makes and stakes on
the ground the exact location of the
This oil-surfaced road near Douglas can hardly be detected from a paved
highway after being armour coated.
road, prepares maps showing its align­ment
and location with reference to land
lines, procures data for the location and
size of darinage structures and data
from which the earthwork quantities may
be calculated. He furnishes the Phoenix
office a nearly exact plan oi the con­struction
of the road.
Shortly before the location survey is
completed, or, in the case of a long
or difficult piece of work, from time
to time as it progresses, the chief lo­cating
engineer inspects the location and
plans on the ground and approves them
or orders changes or alternate locations
made.
The plans and data of the locating
engineer, after having been tentatively
approved by the deputy state engineer,
are turned over to the office depart­ments
of bridges, plans and estimates
to be further detailed and set forth in
standard shape.
On Federal Aid Projects a final in­spection
of the project, with finished
plans in hand, is made by engineers of
the Bureau of Public Roads, accompanied
by the chief locating engineer, the Bridge
Engineer and the District Engineer.
Locations Made During Year
On July 1st, 1930, there were eight
locating or surveying parties in the field,
as follows: R. C. Bond, locating engineer
and party about half finished a location
from the top of Oak Creek Hill to Flag­staff
road. The work was finished August
23rd.
This road as located will make the
distance from the top of the hill to
Flagstaff 12.5 miles over first class align­ment
and grade in place of 14.8 miles
of country road.
R. E. Allison and H. D. Alexander, lo­cating
engineers and parties, were re­locating
the highway between Williams
and Flagstaff. Alexander finished his ­portion
from Williams to 49 camp in
A)lgust and then made a reloca­tion
fnom the top of Ash Fork
Hill to Williams, finishing that job in
October. At that time he went on con­struction
as resident engineer. Allison
finished from 49 Camp to Flagstaff about
October 16th and then relocated the road
from the Yavapai county line east of
Ash Fork to join Alexander'S location at
the top of Ash Fork Hill.
These relocations will make the dis­tance
from Ash Fork to Flagstaff 50.2
miles in place of 52.8 miles by the exist­ing
road. The alignment is materially
improved.
F. C. Brannen and Julius Irion, each
with a party, were locating on the new
Globe-Showlow Highway. Brannen fin­ished
his 30 miles from Globe to Carl
Springs during November of 1930 and
moved beyond Irion to take up the sur­vey
at Ragged Top Summit, 15 miles
north of the Salt River. From here he
continued the survey for another 15
miles to beyond Carrizo. About the mid­dle
of May Brannen transferred to the
construction of the first part of his loca­tion.
The location has been carried to
Forestdale by J. M. Shepherd and will
probably be finished on the summit at
JULY, 1931
the Indian Reservation line July 31st,
1931.
Julius Irion carried his part of this
location from Carl Springs into and out
of the Salt River Canyon to a governing
point about six miles northeast of the
river. Here during February, 1931, he left
the hi:;-hway department to do railroad
work in Persia. At that time R. E. Law­rence,
locating engineer, took charge of
the party and carried the location to
completion at Ragged Top Summit about
the middle of April, 1931.
Lawrence then moved to Showlow and
commenced locating to Springerville from
the Indian Reservation on the Rim
through Showlow. At the present time
the location is near Bannon, about half­way
to Springerville. Shepherd, when
he has finished to the reservation line,
will probably locate from Lawrence's line
near Ortega Lake to Concho.
On July 1st, 1930, R. E. Lawrence was
making surveys for the improvement of
the Chandler-Coolidge road between San
Tan and the Casa Grande rivers. Upon
finishing this in July he made a short
relocation for the improvement of Smel­ter
Hill near Clifton.
Between August 5th and October 10th,
1930, Lawrence completed a survey for
improving the Florence-Tucson road be­tween
Picacho and the Pinal-Pima Coun­ty
line near Red Rock.
Upon the completion of this work Law­rence
made a relocation for the road
from Vail Junction over the existing
Cienega Creek Bridge to the Pima-Co­chise
County line on the Tucson-Benson
road. This road as planned on the new
location will be a great improvement
over the existing road. The distance be­tween
Tucson and Benson will be short­ened
two and one-half miles and a num­ber
of sharp curves will be replaced by
14 light curves, only three of which will
be sharp enough to be noticed by the
driver as curves. Upon the completion of
this work the members of the survey
party were transferred to various con­struction
jobs and Lawrence took charge
of the party on the Globe-Showlow loca­tion.
On July 1st, 1930, W. R. Stevens, locat­ing
engineer, was making surveys for the
Right-of-way Department near Hack­berry.
Upon his completion of that work
he made a relocation for that portion of
the Ash Fork-Kingman highway from the
Hualapai Indian Reservation line to
within two miles of Hackberry-13.2 miles
of new location in all completed from
July 16th to October 31.
Stevens then located several short line
cha,nges on the Prescott-Ashfork High-
,
ARIZONA HIGHWAYS
Every Good
Surveyor Knows---
That a hub referenced in can
be found again.
That it is better to carry the
transit on his lap than to
wonder if it is still in ad­justment.
That a wet transit or level
should not be brought into a
warm room because it fogs
the lenses.
That a good cook keeps a con­tented
crew and one pretty
girl causes a lot of slack
chaining.
Hopi Snake Dance Is
Spectacular Ceremony
(Continued from Page Seven)
them down the several trails leading to
the plain, where the snakes are liberated
in the four directions and from whence
they carry the message of the ceremony
to the gods who control the rain clouds.
All the snakes used during this cere­mony
are venemous. Nothing is done to
remove their venom or reduce their ac­tivity.
It is possible they become ac­customed
to being handled while in the
kiva, but it is more likely that accidents
are prevented by the care and confi­dence
with which they are handled by
the priests. Then too, a rattlesnake is
not prone to strike while uncoiled.
Of course, the visitor to this weird
spectacle must take heed lest he be
marooned on the mesa of Walpi by the
deluge which the rain gods send imme­diately
after the ninth day ceremony.
way and afterwards relieved Allison on
Ash Fork Hill, while Allison made a
reconnaissance to the Hoover Dam for
Mohave County. Upon Allison's return
Stevens transferred to the Bridge De­partment
and has been engaged in drill­ing
for and investigating the foundations
of proposed new bridges,
The location for a road to be upon
more modern standards than the exist­ing
one between Nogales and Patagonia
was commenced June 16th, 1930, by W.
Page Fifteen
J. Tavenner and completed September
15th. Upon the completion of this loca­tion
Tavenner took charge of the recon­struction
of a portion of the Benson­Tombstone
highway.
R. C. Bond, upon the completion of the
Oak Creek-Flagstaff li,ighway August
23rd, 1930, retraced and staked an old
relocation made in 1924, from Holbrook
east to the Navajo-Apache County line,
and secured additonal drainage data for
the use of bridges on that line instead of
dips, as had been planned in 1924. From
there on November 1st he moved to
Quartzite and finished a location be­tween
Quartzite and Salome, on the
Phoenix-Blythe road. This location had
been made, except in the matter of
drainage data, the preceding year. After
this Bond retraced and secured additonal
data on an old location made several
years ago from Wickenburg to Aguila.
Bond also commenced a location for a
new road on the south side of the rail­road
from Aguila to Wendon. He left
this to take a residency on construction
near Williams and this survey is now
being finished by Albert Freitag.
Old Locations Checked
Freitag had previously been occupied
in making some changes in the lines as
located by Allison and Alexander be­tween
Ash Fork and Williams and in
making alternate locations requested by
the U. S. Bureau of Public Roads east
of Holbrook. Also in retracing and re­vising
an old survey for improvement
from Manilla to Holbrook, a part of the
Winslow-Holbrook Highway.
An old location from Wickenburg to
Congress Junction was retraced and re­vised
during March by . C. C. Overstreet,
locating engineer. Upon the completion
of this, about March 10th, Overstreet
made a location upon a new route for
nine miles of road from Curtiss Hill
south to Tombstone. This was completed
May 27th. This party wilI" finish about
July 1st the location for a change of
the Superior-Miami Highway, as it leaves
Superior.
Upon the completion of the work at
Superior, Overstreet will probably pro­ceed
to Clifton to locate a road around
the mountain between Solomonvllle and
Clifton, to replace that portion of the
existing road that goes over the moun­tain.
The work of relocating that portion of
the highway between Tombstone and
Bisbee that is over Bisbee Hill was com­menced
by R. C. Allison February 10th;
a portion of this location has been fin­ished,
but at present Allison is still occu­pied
with that problem.
FagEf:Sfxteen' ARIZONA HIGHWAYS JULY, 1931
. Bridge Department Designs All Structures
R. A. HOFFMAN
Bridge Engineer
The activities of the bridge department
cover a wide diversity of design and
preparation of plans for all bridges, cul­ve!
ts, river protection, and in fact all
s~ructures built by the Arizona highway
~epartment.
Bridges
The major portion of the work of the
department is, of course, design of high­way
bridges. This work is much of a
sameness from year to year with a few
special designs to break tho monotony
cif' standard design work.
; The policy of this department in the
past three years has been to work as
many of the plans, as possible, into
standard designs, so that the same plan
m3:y., ge used on other projects where
such , a plan might economically fit the
location. This practice has eliminated
much duplication of work in the office.
' Plans have been furnished for bridges
and other structures on fifty-three Fed­eral
Aid projects during the past fiscal
year. Fourteen of these projects have
been completed and twenty-five are un­der
coristruction at the present writing.
Fourteen projects are completed and
waiting to be put into construction.
TIfese latter fourteen projects have been
deiayed for the past year to be carried
ov.e. r.
Special Bridges
Included in , the fifty-three projects ar'e
a'~ total" of eighty-three bridges over
twenty feet in length. The total length
ot 'bridges is 10,532 feet of which 7610
linear feet or seventy-two bridges were
built from standard plans. Only eleven
bridges, involving a total length of 2,922
linear feet, required special design.
' These structures include types using
the three major bridge materials: tim-ber,
structural steel, and reinforced con­crete.
By far the largest portion of our
bridges are of reinforced qoncrete. Steel
is used in the longer spans and where
concrete 'materials are scarce. Timber is
rarely used-the policy of the department
being to construct of the more perma­nent
types of steel and concrete. The use
of timber is confined to locations where
the nature of the road or the stream
indicates a possibility of a relocation or
extension in the near future. Creosote
treated timber or redwood is used in all
except the most temporary structure of
timber and even in these all materials in
the ground or in contact with earth is
A typical type of standard cement pile bridge used by the Arizona Highway
Department where conditions permit use of piling.
of redwood or treated timber. All timber
piling used is of the full cell creosote
fir or southern pine.
Many of our recent bridge structures
have been of the concrete pile trestle
type. This has proven to be a very eco­nomical
type where foundation condi­tions
permit.
It has been found that, owing to the
cost of treated timber in this vicinity
there is very little additional cost of a
concrete pile trestle over that of a timber
pile trestle. The difference in cost is so
small in fact that when the cost of
maintenance of floor covering and the
fire hazard are taken into consideration
the result is ' in favor of the concrete
type.
Standard Plans
Although only a small part of our
structures require special plans, the work
involved constitutes about 50 per cent of
the cost of operation. Therefore, the pol­icy
of keeping standard plans up to date
reflects materially the relative cost of
IJperation.
Standard plans, however, do not fit
every condition and their use can be car­ried
to such an extreme as to be inade­quate
with a resulting loss in efficiency
cost in maintenance.
Each project and each bridge location
is studied by the department with the
view of fitting the stream crOSSing to the
best advantage and with the most eco­nomical
structure, whether it be stand­ard
or special plans.
A total of 143 sheets of standard plans
are on hand in standard size sheets­ready
to be inserted in any project plan.
These include abutments, slab decks, gir­der
decks, and a long list of culverts
varying in size from a three-foot span
to ten-foot span and in multiples from
two span to six span in the ten-foot
series. In the eight and ten foot series
each plan carries six sizes varying from
an eight by three to ten by eight which
if each of these were counted in the
number of standard plans would more
than double the total number of plans
available.
Practically every set of project plans
carry several of these standard plans and
many are used several times on the same
project. It would be difficult to estimate
the number of times anyone standard
is used in the course of a year's work.
As an example, however, there were 197
culverts of the ten-foot series, from one
span to six span used, on the fifty-three
projects deSigned in the past year, show­ing
that, on an average, each plan was
used thirty-three times in the year.
Replacement of Dips
The multiple span ten foot series was
JULY, 1931 ARIZONA HIGHWAYS Page Seventeen
STATE PROJECTS UNDER CONSTRUCTION
DISTRICT NO. 1
Goo. H. Shaffer, Disfrict Engineer
Martter & Bock have the grading and
draining of 41,2 miles (F. A. P. 80-E.),
which begins two miles west of Hack­berry
and extends two miles east of
Hackberry, 92 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 Ash Fork south (F. A. P.
62-A) , 72 per cent complete. Floyd J.
Gughly, resident engineer.
Martter & Bock have the grading,
draining and sub-grade stabilizer on nine
miles, beginning at Crookton and ex­tending
west to Seligman (F. A. P. 80-B),
10 per cent complete, Floyd Beeghly,
resident engineer.
Canion & Francis have the grading,
draining and placing of subgrade stabil­izer
of 5.7 miles of the Wickenburg­Blythe
road (F. A. P. 98-B), which be­gins
at 114 miles east of Aguila and
extends towards Wickenburg, 19 per cent
complete, Barney R. Hodgins, resident
engineer.
V. R. Dennis Construction Co. has the
construction on grading, draining and
placing of subgrade stabilizer, mineral
aggregate and oil surfacing, 141,2 miles,
which begins 11,2 miles east of Quartz­site
and extends east toward Salome,
1 per cent complete (F. L. H. P. I-A)
Percy Jones, resident engineer.
Lee Moor Construction Co. has the
construction of 7.2 miles grading, drain­ing,
surfacing and oil processing (F. L.
H. P. I-C) beginning near Gonzales Well
and extending towards Quartzsite, 3 per
cent complete, Percy Jones, resident
engineer.
Ralph Pleasant has Sections E. and F.
of F. A. 98, 24 miles grading and drain­ing,
beginning 16 miles east of Quartz­site
and extending east, 1 per cent com­plete,
Barney Hodgins, resident engineer.
Leo 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,
24 per cent complete, Geo. Lang, resi­~
ent engineer.
DISTRICT NO. 2
. F. N. Grant, District Engineer
Everly & Allison have the oil pro­cessin$
of 22 1,2 miles (F. A. 83-A), Sand­ets
to Lupton, 58 per cent complete,
H.- Pinney, resident engineer.
H. L. Royden bas tbe construction Of
51,2 miles on U. S. Route 70, beginning
at Holbrook and extending east (F. A.
No. 78-F) 73 per cent complete, J . P.
Flynn, resident engineer.
O. F. Fisher has the grading, draining
and surfacing of 7.8 miles beginning 1
mile east of Williams and extending east
to Pitman valley (F. A. 89-D) 1 per cent
complete, W. T. Halloran, 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) ,
26 per cent complete, R. C. Bond, resi­dent
engineer.
Veater & Davis have the construction
of F. A. 95-B (Cameron to Bridge, 40
miles on U. S. Route 89) 50 per cent
complete, H. D. Alexander, resident en­gineer.
W. E. Callahan Construction Co. has
been awarded a contract for the oil sur­facing
of 11 miles of the Holbrook-Win­slow
Highway, beginning at Winslow and
extending east (F. A. Project 40 B. & C.)
M. Kisselberg, resident engineer.
DISTRICT NO. 3
R. C. Perkins, District Engineer
R. H. Martin has the construction of
the approaches to the Tempe bridge F.
A. Project 2-B, 83 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, 30 per cent complete, A. W.
Newhall, 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), 24 per cent complete, L. C. Bolles,
resident engineer.
O. F. Fisher has the construction of
~ mile, Coolidge Dam west (F. A. 98-4),
90 per cent complete, M. Kisselberg, resi­dent
engineer.
Skeels & Graham have the surfacing
and oiling of 14.6 miles, beginning east
of Solomonville and extending east (F.
A. 77-Reo.), 85 per cent complete, D. M.
Thompson, resident engineer.
Chas. Willis & Sons, Inc. have the
construction of 10.8 miles of the Globe­Showlow
Highway, beginning 1,2 mile
east of Globe and extending N. E. (F. A.
99-B) 4 per cent complete, Carl Brannen,
resident engineer.
Lee Moor Contracting Co. has the
grading, draining and sub-surfacing of
11 ~ mile~ ot tbe Globe-S.howlow road,
beginning at the Salt River and ex­tending
south (F. A. 99-A) , 1 per cent
complete, E. A. Bickley, resident engi­neer.
Martin Brothers Trucking Co. have the
oil surfacing of 61,2 miles, beginning at
Duncan and extending to the New Mex­ico
state line (F. A. 88-C), 28 per cent
complete, D. M. Thompson, resident en­gineer.
Robert McKee has the grading and
draining of 13.7 miles (F. A. 87-E) , Ge­ronimo
East, 67 per cent complete, L. C.
Bolles, resident engineer.
DISTRICT NO. 4
W. R. Hutchins, District Engineer
William Peper has the construction of
10 miles, which begins approximately
22th miles south of Tucson and extends
south to the county line, approximately
96 per cent complete, J. R. Van Horn,
resident engineer.
Packard & Tanner have the construc­tion
of 7.6 miles beginning 1 mile east
of st. David and extending east (F. A.
Project 79-E), 89 per cent complete, W.
J. Tavennor, resident engineer.
Heitsch & Bitten have the oil surfac­ing
of approximately 17 miles, beginning
at the end of the pavement three miles
north of Nogales and extending north
(P. A. 86-C, 86-E, Non. 25-A and 66),
100 ' per cent complete, C. S. Benson,
resident engineer.
Hodgman and Mac V ic a r have the
grading, draining and surfacing of 10
miles, beginning at Florence and extend­ing
to Coolidge (F. A. 94-B), 83 per cent
complete, Joe de Arozena, resident en­gineer.
Stanley Jaicks Co. has construction on
9.2 miles extending south from the Pima­Santa
Cruz county line (F. A. Projects
25-B and 86-D) , 20 per cent complete,
Sid Smyth, resident engineer.
Ralph Pleasant has construction on the
oil processing of 8.3 miles beginning at
the Pima-Pinal county line and extend­ing
south (F. A. 94-E) , 7 per cent com­plete,
C. S. Benson, resident engineer.
Skeels & Graham have the grading,
draining and placing sub-surfacing, min­ral
aggregate and oil processing on 13
miles, beginning at the south end of
Sacaton bridge 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
(Turn to Page Twenty-e1ibt>
Page Eighteen ARIZONA HIGHWAYS JULY, 1931
Commission Adopts Budget For Fiscal Year
The Arizona state Highway commis­sion
met in regular session in their of­fices
in the Highway Building at 10 :05
A. M., June 1. Those present were:
Chairman Addams, Vice-Chairman Hart,
Members Barth, Mansfield and Tren­gove,
also state Engineer and Secre­tary.
Mr. C. L. Suggs appeared before the
Commission concerning the establish­ment
of crossing Highway U. S. 80 with
a spur track near Douglas to the South­western
Manufacturing and Construction
Company's plant. Upon being questioned,
the State Engineer stated that unless
the highway can be crossed on a tan­gent,
he would not recommend the cross­ing.
Commissioner Mansfield stated he
was against establishing a custom of
grade crOSSings on the highway. Com­missioner
Hart stated he had not been
able to work out a satisfactory arrange­ment
other than submitted in previous
reports. At the request of Chairman
Addams, Mr. Wagnon, the Right of
Way Agent, was called in and questioned
as to former proceedings in this case.
Mr. Wagnon stated it had been mu­tually
agreed by the State Engineer
Lane that this spur was to go across
the . highway, provided, it would go
through on a tangent and the Depart­ment
would trade Mr. Suggs a piece of
land to compensate him for the land
they were depriving him of. Mr. O'Con­nell,
State Engineer, stated he would like
the Commission to go on record, that the
Department would pay for its right of
ways as they go along. Chairman Ad­dams
stated that about this trading and
promising, he wanted to say he was not
in favor of it.
Commissioner Addams suggested, "In
order tl?, ~et action, let Mr. Hart and
the State .. Engineer take this up with
Cochise county and report back at the
next meeting on the 15th? There is
some means to work this · out in order
not to work a hardship on Mr. Suggs
and, at the same time, we will not have
to spend $30,000.00 for overhead cross:
ings at some future date." This sug­gestion
was agreed upon by the Com­mission.
It was recommended by the State En­gineer
that the contract on the Blythe­Wickenburg
highway F. A. P. 98-F, be
awarded to the low bidder, Ralph Pleas­a.
m . Chairman Addams asked Vice­Cl.
u~jrman Hart to take the chair. The
low ~~de~' ,Ra}p'J:.l Ple.a,sant, was ques-tioned
by Commissioner Addams con­cerning
several items in his financial
statement that had been furnished the
Department some time previous. It was
regularly moved by Commissioner Ad­dams,
seconded by Commissioner Bart
and carried, that the contract not be
awarded until further investigation.
On the contract on the Blythe-Wick­enburg
Highway, F. A. P. N. 98-E, the
same action was taken upon the motion
by Comissioner Addams and seconded by
Commissioner Barth.
State Engineer recommended that con­tract
on the Globe-Showlow Highway,
F. A. P. No. 99-A, be awarded to the
low bidder, Lee Moor Contracting COm­pany,
Two Republics Building, EI Paso,
Texas, stating they had qualified and
were responsible bidders. It was regu­larly
moved by Commissioner Mansfield,
seconded by Commissioner Trengove and
unanimously carried that the recom­mendation
of the State Engineer be ap­proved,
and the contract on the Globe­Showlow
Highway, F. A. P. No. 99-A, be
awarded to the low bidder, Lee Moor
Contracting Company, EI Paso, Texas, in
the amount of $389,896.86.
. A petition presented to the commis­sion,
signed by the Citizens of Pinal
county, regarding the old Casa Grande­Gila
Bend road was read to the Com­mission.
On the motion of Commissioner
Addams, Vice-Chairman Hart being in
the chair, seconded by Commissioner
T r eng 0 v e, and carried, ' Commissioner
Mansfield voting "No", the State Engi­neer
was instructed to get a report in
detail regarding the status of that road
for the meeting of the Commission on
June 15th.
Chairman Addams stated Mr. Hatcher
had investigated the financial statement
and called up the Bank and reported
they would vouch for Mr. Pleasant. On
the recommendation of the State Engi­neer,
it was regularly moved by Com­mIssIoner
Mansfield, seconded by COm­missioner
Hart and unanimously carried
that the contract on the Blythe-Wick­enburg
Highway, F. A. P. No. 98-F, be
awarded to the low bidder, Ralph Pleas­ant,
Phoenix, in the amount of $144,-
151.10.
State Engineer recommended that con­tract
on the Blythe-Wickenburg High­way,
F. A. P. 98-E, be awarded to the
low bid d e r, Ralph Pleasant, Phoenix,
stating he had qualified and was a re­sponsible
bidder. It was regularly moved
by Commissioner Mansfield, seconded . by
Commissioner Trengove and unanimously
carried that the recommendation of the
State Engineer be approved and the con­tract
on the Blythe-Wickenburg High­way,
F. A. P. No. 98-E, be awarded to
the low bidder, Ralph Pleasant, Phoenix,
in the amount of $83,247.34.
A communication from the Secretary
of Graham County chamber of commerce
regarding item of $140,000 for recon­struction
and change of road, was or­dered
placed on file.
Communication was read from the
Tucson Trades Council urging the oiling
of the Casa Grande-Gila Bend Highway.
Commissioner Hart made a motion
that the Highway Department request
contractors pay a minimum wage of $8.00
a day for skilled labor in future con­tracts.
Commissioner Trengove pointed
out that this could not be done without
the sanction of the Federal Bureau of
Public Roads. It was regularly moved
by Commissioner Hart, seconded by Com­m
iss ion e r Mansfield and unanimously
carried that the State Engineer com­municate
with the Federal Authorities
in connection with the establishment in
future contracts of a minimum wage for
skilled mechanics similar to that of day
laborers.
A letter was read by the Secretary
from the Arizona Good Roads Associa­tion
inviting the Commissioners to at­tend
the meeting of the Association to
be held in Prescott, June 13th. It was
the expression of all the Commissioners
they would attend the meeting.
The d e d i cat ion of the new Tempe
Bridge on July 4th was discussed by the
Commission. Chairman Addams requested
Vice-Chairman Hart to take the chair
and stated he believed the Commission
should ask the Governor to be Master
of Ceremonies and render the address.
It was regularly moved by Commissioner
Addams, sec 0 n d e d by Commissioner
Mansfield, and unanimously carried that
the Secretary write a letter to the Gov­ernor
asking if he would make a: talk
or participate in the dedication of the
bridge.
A letter was read from the Governor
concerning the placing of Signs marking
Historic and Scenic spots ill the State.
It was regularly moved by Commissioner
Hart, seconded by Commissioner Mans­field
and carried, that the Highway De~
partment's Maintenance Crews would co-
(Turn to ~age Twenty)
JULY, 1931 ARIZONA HIGHWAYS Page Nineteen
Armco Corrugated Culverts
Meet Every Requirement
For Highway Drainage--:-
These are the things for which
every engineer looks when he se­lects
drainage ways for use under
modern highways .
A quarter century of use has
shown Armco culverts meeting all
of these r equirements with a large
factor of safety.
For large openings to carry small
streams or for small drains, these
corrugated iron culverts will be
found ideal.
Experience is a valuable guide
and experience points to Armco
culverts as the solution to your
drainage problems.
Write for information and data
on drainage which will be of value
in your work. There is no obliga­tion.
Strength
Flexibility
DurabilIty
Low Cost Per Year
and Ease of Installation
Western Metal
Manufacturing Co.
Californ~a Corrugated
Culvert .Co.
EI Paso, Texas West Berkeley Los Angeles
VIC H. HOUSEHOLDER, Dist. Sales Mgr., 1330 E. Brill Street, Phoenix, Arizona
Page Twenty
operate in the placing of these Historic
Markers, but the signs must be placed
off the right of way of the State.
Chairman Addams asked Vice-Chair­man
Hart to take the chair. It was
regularly moved by Commissioner Ad­dams,
seconded by Commissioner Barth
and carried that the Commissioners sign
their own payrolls.
It was regularly moved, seconded and
carried that the Commission adjourn at
11 :45 A. M., to meet in special session
June 15, 1931, at 10 :00 A. M.
Meeting June 15
The commission met June 15 in regu­lar
session, as provided by law, for the
public hearing on the tentative budget
for the Twentieth Fiscal Year. Those
present were Chairman Addams, Vice­Chairman
Hart, Commissioners Barth
and Trengove. The meeting was called
to order at 10 :01 A. M. Commissioner
Mansfield arrived at 10:25 A. M.
On the motion of Commissioner Tren­gove,
seconded by Commissioner Barth,
the' Minutes of the meeting of the Com­mission
on June 1 were approved.
Mr. Grieg Scott, attorney, acting as
spokesman for a delegation from Mobile,
Arizona, reviewed the fact that in 1927
the Legislature appropriated $150,000 to
improve the road between Casa Grande
and Gila Bend. Mr. Scott reviewed the
expenditure of this $150,000 by the High­way
Department, claiming all but $14,000
of the fund had been spent improperly
on the new Casa Grande-Gila Bend road
leaving the community of Mobile on the
old Gila Bend-Casa Grande road with­out
a good highway to their surround­ing
lands and urging the Highway Com­mission
to give the citizens of this dis­trict
consideration in the budget for the
Twentieth Fiscal Year. Mr. R. W. Con­don
of Gila Bend stated he had tried
to get the Supervisors to improve the
road, that such a road was needed badly
and would increase the trading and de­velopment
of that section.
A delegation from Supe~ior was pres­sent.
Mr. William Koerner stated he
was present to protest against the road
change in Superior provided for in the
Tentative Budget from the South side
to the North side of Queen Creek. Speak­ing
for the Magma Copper Company,
Mr. Koerner stated the Magma Copper
Company was against the road change
and wished to advise the Commission
they would not grant a right of way
over that land. C h air man Addams
questioned Mr. Koerner stating, "The
road, as it is laid out, I could not ap­prove
myself. The money appropriated
would not build one-third of the road.
ARIZONA HIGHWAYS
If, however, you would change the
main street through town to continue
on across the creek, I do not believe
you will be damaging any part of the
land. The reason this money was ap­propriated
was because you people closed
your mine for repairs; this was a relief
measure to take care of the unemployed
men." Mr. Koerner stated, "Where the
highway should be changed is in the
West end of town. You have a dozen
curves there that should be eliminated.
If you are going to improve the high­way,
it is in the West part of town
that needs it." Chairman Addams asked
Mr. Koerner didn't he think the elim­inating
of two right angle turns in the
Town of Superior would be beneficial to
the community. Mr. Koerner stated he
did not think so.
Mr. J. R. Mays, Sec ret a r y of the
Magma Club, also stated he was em­ployed
by the Magma Copper Company
and presented a petition of Magma Club
members protesting on the road change,
in that members of the club through the
blasting of the over-hanging rocks might
ruin the Club. Mr. Mays stated the
Club had spent a lot of money in the
development of their property and be­lieved
the main highway, so close to
their property, would interfere with their
social activities.
State Senator Hugo B. Farmer ap­peared
as spokesman for a Yuma Dele­gation.
Senator Farmer stated it was
his understanding that, in the meeting
of the old commission held January 7th,
the old commission adopted a tentative
budget prior to the passing of the five
cents gas tax by the Legislature. Mem­bers
of the Legislature made inquiry and
were advised, he said, that $230,000 of
that money would be spent under Oiling
of the Casa Grande-Gila Bend Highway.
"It seems," Senator Farmer stated, "that
the new commission is not carrying out
their end of the matter. When we voted
for the five cents gas tax, we under­stood
the money would be spent in that
way. Before the confirmation of the
chairman of the present commission, I
talked to him and he stated it was his
intention to keep Mr. Lane and carry
out the policy of the old commission."
Chairman Addams stated, "I want to
differ with you. I stated we would keep
Mr. Lane as far as I was concerned.
Mr. Lane resigned of his own accord.
You are dead wrong in saying I would
carry out the policy of the old commis­sion."
Mr. A. N. Kelly, Yuma Chamber of
Commerce, called on the Yuma delega­tion
to stand and stated these delegates
JULY, 1931
had appeared to protest against the Ten­tative
Budget and urged the inclusion
of funds in the budget for the Oiling
of the Casa Grande-Gila Bend High~ay.
Mr. A. H. Gardner, Tombstone, filed
with the Secretary two petitions which
he wished the Secretary to read to ' the
Commission, urging the Oiling of the
Casa Grande-Gila Bend Highway.
Want Funds Reallocated
Mr. A. T. Kilcrease of Casa Grande
appeared as spokesman for the Casa
Grande delegation and pro t est e d at
length the set-up in the Ten tat i v e
Budget, stating his reason being "that
it is an inequitable distribution of the
funds." Mr. Kilcrease called on the
Commission to reallocate $25,000, where
it was not wanted in Superior, and
place it on the Casa Grande-Gila Bend
road, to take $90,000 allocated for the
widening of East Van Buren Street and
place it on that road for the purpose
of Oiling 10 miles of the Highway West
from Casa Grande and 10 miles of the
highway East from Gila Bend. Mr. Kil­crease
stated he had no desire to take
any funds from Yavapai county that he
had been there recently and knew -
"There is some of the r 0 ugh est and
choppiest roads I ever saw."
Mr. Al Condron, Secretary of the Tuc­son
Chamber of Commerce, appeared for
Pima County and stated he would like
the Commission to reallocate Project
8017, Florence to Tucson, and place this
$30,000 on 10 miles of oil surfacing from
Casa Grande West on State Highway
94 and 10 miles East from Gila Bend,
as proposed by Mr. Kilcrease.
Mr. John H. Rapp, Representative
from Pima County, presented petitions
containing, he s tat e d, "approximately
5000 names".
Miss Grace Sparkes, Secretary and Im­migration
Commissioner of the Yavapai
Chamber of Commerce, presented a num­ber
of petitions, stating they represented
10,000 names, urging the Commission to
adopt the Tentative Budget. Miss Sparkes
stated, "There hasn't been a dollar spent
in Yavapai County, except in mainten­ance,
outside of what we voted ourSelves,
since we have had a Commission."
Mr. C. H. Martin of East Van Buren
Street, Phoenix, asked to be heard and
inquired why Tucson now asked the
State to maintain the shortest roads
through Arizona.
Mr. Jules Vermeersch of Mar i cop a
County presented petitions urging. the
COinmission to approve the Tentative
Budget. Mr. Vermeersch stated, "We
feel the people of Tucson have forgotten
that they have been getting all the
JULY, 1931
breaks in the past. This is one time
we have an even break. Everybody is
going to get theirs. The Highway Com­mission
knows what they are doing and
we want to pledge to the Highway Com­mission
our support."
Mr. H. B. Wilkinson, Maricopa county,
speaking for the Phoenix Real Estate
Board, stated he had watched the de­velopment
of roads in Arizona for many
years, that the one road Which, eco­nomically,
should have been years ago
is the Ehrenberg road, that it will al­ways
remain the most important road,
economically, for all of Arizona as it is
the shortest connection bet wee n the
heart of Arizona and two million popu­lation
in Southern California. He stated
the paved roads in Arizona, and Mari­copa
County as a whole, with the ex­ception
of a few miles that are on the
State Highway System, were paid for
by Maricopa County, which were not
only paid for, but matched Federal Aid,
that of the Federal Aid that came with
these roads, $700,000 of it went else­where
in the State and $150,000 went on
the Apache Trail, and he did not be­grudge
Casa Grande and Yuma the
traffic they get across the State, that
he did want the roads built that will,
economically, develop Arizona. He stated
ARIZONA HIGHWAYS
it was his belief that Yuma would bene­fit
more from the building of the Blythe
road than she will from the oiling of
the Casa Grande, because, Californians
would use the Yuma road to make a
round trip through the State. He be­lieved
the North and South and the
middle road should have an equal show
and that the Phoenix Real Estate Board
is behind the Highway Commission in
this effort to keep the middle road con­struction
on a parity with that of the
other roads in the State.
Mr. Del Potter of Clifton appeared
before the Commission and urged the
Commission to ask the Federal Bureau
of Roads to include the Coronado Trail
in the 7% System.
Budget Is Adopted
Ail the delegations having been heard,
the Commission proceeded with the busi­ness
of the meeting.
Commissioner Barth made the motion,
it was seconded by Commissioner Tren­gove,
that the Commission adopt the
Tentative Budget as it was. Commis­sioner
Addams demanded a roll call. On
the call of the roll by the Secretary,
Mr. Barth voted "Yes", Mr. Hart stated
he would hold his vote, Mr. Mansfield
voted "No", Mr. Trengove "Yes", and
Chairman Addams "Yes." Mr. Hart was
Page Twenty-one
asked if he cared to vote and he stated
he passed. Motion carried.
It was regularly moved by Commis­sioner
Barth, seconded by Commissioner
Trengove and carried that the Commis­sion
recess at 11: 50 o'clock to reconvene
at 2:00 P. M., same date.
The Commission reconvened at 2:15
P. M. all members present.
Mr. R. F. Goodwin appeared before
the Commission in behalf of Navajo
County requesting the road from Win­slow
down Long Valley be taken over
as a State Route as far as to join up
with the Forest Service road now under
construction. It was regularly moved
by Commissioner Barth, seconded by
Commissioner Hart and unanimously car­ried
that the Commission take this under
advisement.
State Engineer recommended that con­tract
on the Safford State Line High­way,
E. F. A. 88-C and Non F. A. 13,
be awarded to the low bidder, Martin
Brothers T r u c kin g Company, Long
Beach, California, stating they had quali­fied
and were responsible bidders. It
was regularly moved by Commissioner
Mansfield, sec 0 n d e d by Commissioner
Hart, and unanimously carried, that the
recommendation of the State Engineer be
approved, and the contract on the Saf-
Good Roads ...
P
E
R
M
~ the expansion of all business and
cial life.
so-the
city worker to live away from the
hub-bub of business activities.
~ and induce greater commercial and so-
\. cial intercourse between distant cities.
Warrenite-Bitulithic Pavement
for 30 years has contributed toward the betterment of con­ditions
both commercial and social.
And-a feature of durability which cannot be challenged
by any other monolithic pavement-scores of Warrenite­Bithulithic
pavements are still in excellent condition even
after twenty to thirty years' service.
PAVING DEVELOPMENT & SALES COMPANY
Phone 3-8413 521 Luhrs Bldg.
PHOENIX, ARIZONA
Page Twenty-two
ford state Line Highway, E. F. A. 88-C
and Non-F. A. 13, be awarded to the
low bidder, Martin Brothers Trucking
Company, Long Beach, California, in the
amount of $21,896.19.
Mr. R. B. Sims, Chairman of the In­dustrial
Commission, and Mr. Bert Clin­gan
of the Industrial Commission ap­peared
before the Highway Commission
requesting the Commission to permit the
State Engineer to draw warrants against
such budget items as were showing a
balance for the year to cover Industrial
insurance premiums chargeable against
those items. After Mr. Clingan had
made his plea and general discussion,
the Secretary read the opinion of the
Attorney General concerning the pay­ment
of Industrial insurance premiums
not provided for in the 1930-31 budget.
After general discussion and advice from
Mr. Riney B. Salmon, 'Assistant Attorney
General, it was regularly moved by
Commissioner Hart, seconded by Com­mlSSlOner
Trengove, and unanimously
carried, that the matter be taken under
advisement until the meeting of the
Commission on Wednesday.
Commissioner Trengove inquired as to
the status of the Verde Bridge. He
was informed by Chairman Addams the
drilling on the site had been completed
and the plans for the bridge should be
completed in about one week.
Chairman Addams requested Commis­sioner
Hart to take the chair. Com­missioner
Addams moved that Mr. O'­Connell
and Mr. Hart get together and
report back to the Commission on Wed­nesday
a definite recommendation for
settlement with the Southwestern Manu­facturing
and Construction Company,
Commissioner Trengove seconded the mo­tion
and it was unanimously carried.
The Commission adjourned at 4:00 P.
M., June 15, 1931, to reconvene at 10:00
A. M., June 17.
Meeting of June 17
The Commission reconvened in regu­lar
session at 10:15 A. M., June 17. Those
present were: Chairman Addams, Vice­Chairman
Hart, Commissioners Bar t h
and Trengove, also State Engineer, Sec­retary
and Mr. Riney B. Salmon, As­sistant
Attorney General. Commissioner
Mansfield was absent.
The first order of business to come
before the Commission was the letting of
contract for the printing of "Arizona
Highways." It was regularly moved by
Commissioner Hart, seconded by Com­missioner
Barth and carried that con­tract
for the printing of "Arizona High­ways"
monthly for one year be awarded
ARIZONA HIGHWAYS
to the Messenger, Phoenix, and the State
Engineer was instructed to draw up the
contract with the Messenger.
Mr. C. L. Suggs appeared before the
Commission. The Secretary read a ten­taive
agreement signed by the South­western
Manufacturing and Construction
Company by C. L. Suggs, its President.
Chairman Addams requested Vice-Chair­man
Hart to take the chair. Chairman
Addams stated he was not for the Ten­tative
Agreement as it was indefinite
concerning the cost of the culverts neces­sary
to bridge the two ditches mentioned,
that, as one of the Commissioners, he
would not vote for the culverts but
would accept the definite sum of $3,000
as damages. Mr. Suggs stated that to
get the matter closed, he would accept
the sum of $3,000. On recommendation
of the State Engineer it was regularly
moved by Commissioner Hart, seconded
by Commissioner Barth and carried that
the State Engineer and the Attorney
General draw up an agreement to pay
the Southwestern Manufacturing and
Construction Company $3,000 damages,
payment in full for all damages sus­tained,
and easement be granted through
the property of the Company for right
of way for U. S. Highway 80.
A communication was read from Mr.
Ira Pirtle, trucking contractor on the
Casa Grande-Picacho project under W.
D. Matlock, asking permission to board
his men at the State Highway camp.
Discussion disclosed where the camps
were removed from civilization, small
forces of contractor's men had been per­mitted
to eat with State forces. In this
instance, they were paying 40c a meal.
It was the expression of the Commission
that the State should not act as a com­petitor
with restaurants or citizens in
the feeding of such forces. It was regu­larly
moved by Commissioner Hart, sec­onded
by Commissioner Barth and car­ried
that the State not allow the em­ployees
of Mr. Pirtle to board with State
employees.
The Secretary brought up the ques­tion
that some foremen in the field were
sending through raises in salary of em·
ployees. Attorney Salmon read from
Paragraph 1562, Revised Code of Ari­zona,
that all salary raises are subject
to the approval of the Commission. It
was regularly moved by Commissioner
Hart, seconded by: Commissioner Barth
and carried that department heads take
up all salary raises with the commission
for approval before making such raises
except when it is a promotion from one
JULY, 1931
position to another, in strict conformity
to Paragraph 1562, R. C. A.
Refuse Industrial Demand
A communication was read from . the
Industrial Commission making a protest
against the exclusion of past due In­dustrial
premiums in the Twentieth Fis­cal
Year Budget. The Commission there­upon
considered the request of the In­dustrial
Commission to instruct the State
Engineer to draw warrants against budget
items where there is a balance for the
fiscal year for the payment of Industrial
premiums against those items. . Confirm­ing
the opinion of the Attorney General
that the request be disallowed, it was
regularly moved by Commissioner Hart,
seconded by Commissioner Barth that
the request of the Industrial Commis­sion,
made at the meeting of June 15th,
be disallowed. A roll call was asked
for. Commissioner Barth voted "Yes",
Commissioner Hart "Yes", Commissioner
Trengove "Yes", and Chairman Addams
"Yes", motion carried.
The question of insurance ' on Main­tenance
Houses was brought before the
meeting. It was regularly moved by
Commissioner Addams, seconded by Com­missioner
Trengove, and carried that this
matter be held over until the next meet­ing
and the State Engineer was in­structed
to make a report on the ad­visability
of insuring the maintenance
houses, and if funds were available for
same.
A communication was read ' from Mr.
Fred H. Bixby, Long Beach, Calif., as
to a sign in front of his property on
the Apache Trail which, Mr. Bixby
stated, was not on his property but on
the State Highway right of way.
Question of encroaching on right of
ways of the State Highway Department
was discussed. Attorney Salmon read
Section 1573, Revised Code of Arizona,
concerning encroachments on the high­way.
It was regularly moved by Com­missioner
Hart, seconded by Commis­sioner
Trengove, and carried that there
are to be no encroachments on the pub­lic
highways and, upon the recommenda­tion
of the State Engineer, the Attorney
General will take such legal action as
necessary for the removal of such en­croachments,
and the Engineer in charge
is to notify all encroachers to remove
said encroachments from the highway
and report to the State Engineer.
Resolutions adopted by the Good Roads
Association at their mid-summer meeting
at Prescott, June 13, 1931, were read.
With reference to resolution No. 1 upon
recommendation of the state Engineer,
JULY, 1931 ARIZONA HIGHWAYS Page Twenty-three
Mud-Hen Diaphragm
, Pump
For sewer work, footings, foundations, tunnels, de­w~
tering manholes, etc: Modern, improved design.
~lr~c.t co~ected to engme. Gears enclosed, running
In oil. A light, durable outfit for pumping trenches
footings, etc. Open dis. '
charge or lift and force
attachment for forc­ing
water away from job.
Also Double Diaphragm,
Centrifugal, Piston
and Triplex pumps . .,~~r;a ... Write for bulletin. ..
Pratt-Gilbert~' Hardware Co.
Seventh and Grant Streets
PHOENIX, ARIZ. PHONE 35145
S. H. VEATER LAMAR DAVIS
Yeater & Davis
EL PASO, TEXAS
General Contractors
~ ... ".~
~
At present constructing Arizona F. A. P. 604-95B,
which consists of grading and drainage of forty miles
of U. S. Highway 89. Beginning at the suspension
bridge across the Little Colorado River at Cameron
and extending northward toward the Lee's Ferry
Bridge .on the Flagstaff-Fredonia Highway.
Stop! Look! Listen!
EXPLOSIVES
Standard Dynamite, Gelatin Dyna­mite,
Quarry Powder, R. R. Grad­ing
Powder, Stumping Powder,
Coal Powder, Timberite, Blasting
Caps, Fuse, Electric Detonators.
Write for quotations on
Car Lots or Ton Lots
F. O. B. your Railroad Station
Apache Powder Company
SALES DEPARTMENT
Drawer 218, Benson, Arizona
INTERNATIONAL 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 Satisfied Users Are Convincing
Proof of Their Superiority.
See Us For Your Truck Requirements
The O. S. Stapley
Company
WHOLESALE DISTRIBUTORS
PHOENIX ARIZONA
Page Twenty-four
it was regularly moved by Commissioner
Trengove, sec 0 n d e d by Commissioner
Hart, and carried that all duplication
of existing State highways be double
Signed along the portions of those routes
where the present designated routes tra­verse
the same highway.
Resolution No.5, Vice-Chairman Hart
in the chair. It was regularly moved
by Commissioner Addams, seconded by
Commissioner Trengove, and carried that
the portion of resolution NO.5 pertaining
to the use of Arizona Forest products
be carried out by the Highway Depart­ment.
Chairman Addams resumed the
chair.
Chairman Addams r eq u est e d Vive­Chairman
Hart to take the chair,. In
connection with Resolution No.9, Com­missioner
Addams moved that the High­way
Commission go on record as willing
to assist, at all times, the Corporation
Commission in carrying out duties, as
laid down by law, in connection with
the Highway Patrol. The motion was
seconded by Commissioner Trengove and
unanimously carried.
A resolution was read from the Tucson
Central Trades Council, concerning work­ing
hours in Phoenix and outside shops.
It was regularly moved by Commissioner
Hart, seconded by Commissioner Tren­gove
and unanimously carried that out­side
shops be given the same privilege,
if they wish, that the Phoenix Shops
have been given in working hours.
It was regularly moved by Commis­sioner
Hart, seconded by Commissioner
Barth and unanimously carried that the
Commission recess at 12 :00 o'clock noon
to reconvene at 2:00 P. M,
The Commission reconvened at 2:00
P. M., all members present except Com­missioner
Mansfield.
Mr. A. O. Rogers of Navajo County
appeared before the Commission and
presented . a petition asking the recon­sidering
of the discharge of L. E. Bates,
DRIVE SAFELY
ARIZONA HIGHWAYS
A. O. Rogers, W. A. Morris, and John M.
Rogers. The petition was filed with the
Secretary.
The State Engmeer presented a co-op­erative
agreement between the Arizona
State Highway Department, State High­way
CommiSSion, and the Secretary of
the United States Department of Agri­culture
and the Board of Supervisors,
County of Yavapai, Arizona, on Clark­dale-
Globe, Project No, 9-C, concerning
construction of bridges Camp Verde and
Clear Creek and connecting road. It
was regularly moved by Commissioner
Trengove, sec 0 n d e d by Commissioner
Hart, and carried, that the State Engi­neer
be empowered to enter into this
agreement.
Chairman Addams asked Vice-Chair­man
Hart to take the chair. It was
regularly moved by Commissioner Ad­dams,
seconded by Commissioner Barth
and carried that the State Engineer be
instructed to provide traps in either ,
Yuma or Maricopa counties to check the
speed of trucks and to do so at once.
State Engineer recommended that con­tract
on the Holbrook-Winslow Highway,
F. A, P. No,