Arizona Highways. September, 1931

              September
One of Arizona's Maintenance ROll:
Yearly One Doll
Copy Ten Cen
True, it's new-but
look at the name
that's on it.
"CATERPILLAR"
AUTO PATROL
Amply powered - well designed - why
shouldn't it create a sensation
It is easy to handle-does accurate work, and will last a long, long time. Pneumatic
tires equipped with puncture-proof tubes give ample traction amI also permit rapid
movement from place to place under its own power. 10 miles an l:our down. 4 speeds.
WE CAN NOW MAIm DELIVERY
BETTER - QUICKER - CHEAPER
Arizona Tractor & Equipment Co.
240 W. Jefferson St. Phoenix, Ariz.
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page One
SMITH
Tilters
and
Non-Tilters
Its Easy to Shoot 1
at a Big TARGE1}
SMl'FH half-bag mixers are equipped with fast
charging chute-a big roomy target for the shovel
man to shoot at . . . 31 inches wide and only waist
high, this handy chute provides faster and easier
loading than is possible with small mixers charged
directly through the drum opening . . . There's no
spilling-ALL materials shoot swiftly into the drum.
And by resting the bag on the hopper, you can add
the cement directly from the bag-another conveni­ent,
time-saving feature.
PRATT-GILBERT HARDWARE CO.
7TH AND GRANT STREETS, PHOENIX, ARIZ. PH. 35145
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 Com pa ny
SALES DEPARTMENT
Drawer 218, Benson, Arizona
Arizona Highways
September, 1931
Table of Contents
HIGHW A Y PATROL GETS DOWN TO BUSINESS .............. Page 3
By James M. Hall, Patrl Superintendent
TRAFFIC IS BIGGES'l' POLICE PROBLEM .......... .................... .......... 4
B Prof. August Vollmer
ARIZONA SElTS EXAMPLE IN COPPER PLATES .... ... ................. 5
LABORATORY BUILDS MORTAR TEST ROOM .............................. 6
By Julian Powers, Engineer of Materials
EQUALITY IN OUR TRANSPORTATION INDUSTRY .................. 7
By Byrle A . Whitner
RAINS CAUSE MA1NTENANCE WORRIES .. : ..... ................................ 8
By Harry Dubersteln, Ast. Maintenance Engineer
EDITORIAL .... ............. .... ....... .............................................................................. 10
1'HERE IS SAFETY lN SIGNS .................... .... ............. ......... .................... 11
By E. V . Miller, Engineer of Plans
COMMISSION HAS BUSY AUGUST SESSION ...... ............................ 12
STATE PROJECTS UNDER CONSTRUCTION ................. L ............. 20
BUREAU OF PUBLIC ROADS PROJECTS .......................
t
.. ... ........... 22
ROAD CONDITIO S IN ARIZONA ...... ...................................................... 24
####r,r###.,.,,..,.
. ADVERTISERS
APA,CHE POWDER COMPANY ... ..................... .......... ...... .............. Page 1
ARIZONA TRACTOR & EQUIPMEN'l' CO . ......... ............. .......... Cover
BABBITS, GENERAL MERCHANTS ...................................................... 24
H. ",\1. CLARK OFFICE SUPPLY CO . .. ................................................ 22
BE:-I D. COOLEY .... ........................... ....... .. ......................... ............................. 23
CALIFORN IA CORRUGATED CULVERT CO ..................................... 15
CORVA CEDAR PRODUCTS CO . .......... .......... ............ ............................ 24
GILMORE OIL CO. OF ARIZONA ........ .......................... ...... ................ 21
w. & L. E. GURLEY ......... ............... ........................ ............. ........................ 21
GLOBE HARDWARE COMPANY .. ..................... ..................... ................ 23
VIC HANNY CO. . ......... ............. ............................... ........................................ 22
HEINZE, BOWEN & HARRINGTON, Inc ......................................... 24
HULSE & DICK .......... .... .......... ....... ................. ........................................ .. ...... 24
INTERNATIONAL HARVESTER COMPANY .... ................................ 13
MOMSEN, DUNNEGAN & RYAN .... ..................... .. ... .................... .......... 20
PAVING DEVELOPMENT & SALES CO . ............... ............................. 17
PACKARD PHOENIX MOTOR CO. . ....................................................... 19
PIIOgNIX BLUE PRINT CO . .. ...... ........... .......................... ........ .............. 22
PRATT-GrLBB~1' HARDWARE CO . ...................................................... 1
mo GHA 'DE OIL COMPANY .... .. ...................................... ...................... 21
110~m i\1.\ Nt:l'ACTURlNG CO. . ... ....................................... ..... ................ 2
HONSTAIYj' HAHDWAR1;; & MACHINERY CO . ................................ 19
'l'HB O. S. ~TAPLEY COlllPANY .. .................................. ............ 2 and 19
SEASIDE OIT~ COl\LPANY .......... . .. _ . __ .... .......... ........ __ ...... ..................... ...... 23
SHELL OIL COMP.\.NY .............................. ....................................... ............ 25
THE COLORADO BUILDERS SUPPLY CO . ...... ................................ 20
VEA TER &. DAVIS ................................... ... .. ............ ..................................... 19
WESTERN ~IETAL i\L-I..NUFACTURING CO . ..... ....... ..... ................... 15
Page Two ARIZONA HIGHWAYS SEPTEMBER, 1931
~ome High Lift Graders-Rome High Lift
Scarifier Grader-Rome Single Wheel
and Multi-Wheel Motor Graders-Rome
Crawler Type Motor Graders
.J
The Best Bargain Is Quality
The O. S .. STAPLEY COMPANY
Phoenix, Arizona
ARIZONA DISTRIBUTORS
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED HIGHWAY
Copyright, 1931, by Arizona Highways - - All Rights Reserved
Volume VII. SEPTEMBER, 1931 No.9
Highway Patrol Gets Down to Business
By JAMES M. HALL
Highway Patrol Superintendent
The proof of the pudding is in the
eating. Arizona's newly organized High­way
Patrol has justified itself as a
highly trained body of officers in· their
first month's operations on the highways
of the state. Averaging the citation
of one motorist, for some infraction of
the state's motor vehicle laws, every 20
minutes of the working day for each
patrolman on the highway has been
their enviable record from August 3, the
day they took to the highways, until
August 3l.
The fact that these fourteen patrol­men
were able to step into their duties
in patrolling the highways of the state
and set such a high record for their
first month's operations proves conclus­ively
two things. First, the wisdom of
the month's intensive training which
they were given previous to their taking
up their duties on the highways. Sec­ondly,
the great need for these patrol­men
to enforce the motor vehicle laws
of the state, which the public were
ignoring in many phases.
In every county of the state the ef­fect
of having this handful of state
patrolmen on the highways is showing
in the operation of the motor vehicles.
During the month they inspected 1894
cars for defective lights and brakes and
cited the operators to get them properly
adjusted. A few months of such op­eration
and the glaring headlights that
have been so apparent on our highways,
and that have been the cause of many
accidents, will surely cease to exist.
Foreign Licenses Detected
Citations were issued to 515 operators
of foreign licensed vehicles that should
have had Arizona licenses. These op­erators
that were cited to properly reg­ister
their cars were residents of Ari­zona
that should have had Arizona li­censes
on their cars but were operating
cars with licenses from other states.
Their length of residence in this state
ranged from one to 15 years and one
operator of such improperly registered
car had been a resident of Arizona for
the past 30 years. The big majority
of these cars had California registra-tion.
Texas licenses were second and
the balance came from most of the
states of the Union.
Improper Registrations
Improper registrations caused 448 cita­tions
during the month. The majority of .
Safety Congress Opens
In Chicago October 12
The most important general conference
of the year for the consideration of
safety problems of muniCipalities, and
especially relating to street and highway
traffic, will be held at The stevens
Hotel in Chicago from October 12 to
16 as an important part of the Twen­tieth
Annual Safety Congress and Ex­position.
This program will include special ses­sions
on Community Safety, Street and
Highway Traffic, a four-day Traffic
School, a Traffic Demonstration, nd a
Traffic Observation Tour. There also
will be related sessions on Child Edu­cation;
Home Safety; Delivery, Taxicab
and Bus; and a consideration of public
safety in the sessions of the Electric
Railway, Steam Railway, and Public
Utilities sections.
Interest in these sessions has been
quickened by our steady national in­crease
in accident fatalities, with a total
of 99,000 for 1930-32,500 of which were
automobile fatalities.
There will be hundreds of delegates
from municipal and state and govern­ment
departments, and the speakers will
include many national authorities in
their respective fields. The program
will center in the sessions of the Street
and Highw!l-y Traffic Section, which . is
one of the most important and most
rapidly growing co-operative Sections of
the National Safety Council. This pro­gram
will begin on Monday afternoon,
the first day of the Congress and will
carry through until Friday noon, the
last day of the Congress.
------~o~-------
WHEN OPTIMIST NEEDS OPTiICIAN
An optimist is a guy who thinks his
wife has quit cigarettes when he finds
cigar butts around the house.-Fritz­Cross
Service.
these offenders were cases where com­mercial
cars bore pleasure car licenses.
Checking of these infractions is one of
the hardest tasks that confronts the
Highway Patrol due to the conflict of
t·he old law and the new regulations
that toook effect on· June 13 of this
year. Many cars were registered be­fore
the taking effect of the new law
and their registrations are good for the
remainder of the year.
Cars being operated without license
plates, or with windshield stickers that
were past the 10 day period granted
for the securing of registration, brought
1030 citations requiring the immediate
licenSing of the vehicles. Other in­fractions
of the vehicle law caused 3387
reprimands from the patrolmen. These
causes ranged from only one plate on a
vehicle to 0 per a tor's licenses, hidden
plates and registration certificates. The
patrol's operations in Maricopa county
alone during the month caused over
17,000 operators to secure operators' li­censes
from the county assessor's office.
This shows the number of drivers that
had been previously operating a car il­legally.
Detect Stolen Cars
Sixteen stolen automobiles were picked
up by the Patrol during its operations
in August. One of the cars had been
stolen in Cincinnati, Ohio, in July of
1930. The party apprehended with the
car waived extradition and was returned
to the Ohio authorities.
Only eleven arrests were made by the
patrolmen during the month. TheSf'
arrests were for six different causes
and in every instance resulted in the
conviction of the person arrested.
August is the first month, since rec­ords
have been kept of the reportable
accidents in the state, that has shown
a decrease in serious automobile crashes.
The presence of these patrolmen on the
highways of the state besides running to
earth the operator who is getting by
in the illegal use of his car is liso
acting as a great restraining force ·and
influence on the reckless and careless
drivers, thus the patrol is justifying
itself in its greatest duty of all to the
public, the protection of life and limb.
Page Four ARIZONA HIGHWAYS SEPTEMBER, 1931
Traffic Is Greatest Police Problem
By PROF. AUGUST VOLLMER
Department of Police Administration,
Chicago University, and Chief of
Police, ~rkeley, California
In general, we may safely divide the
police problems irito crime, vice, and traf­fic,
and it is difficult at the outset for
any person to say which is the more
important.
As we observe the trend of crime we
note that the number of crimes increase
in proportion to the population. Vice
conditions are always exactly what the
people of the community want. If they
want a clean city it is not difficult to
have the law enforced.
When it comes to traffic, however, we
have an altogether different picture. We
have noted a gradual increase in the
total number of deaths and injuries ever
since automobiles began to be used, until
we now have reached the point where
the figures for deaths and injuries are
appalling. Everybody seems to know just
what to do about reducing the number
of accidents and many rules and regu­lations
have been instituted, but after
putting these thousands of ideas into
practice, no appreciable results have been
obtained.
Traffic Needs Intelligent Handling
This can only be done when policemen
recognize that the work which has been
thrust upon them must be handled in a
more intelligent manner than in the past
and that they must seek the assistance
of the very best experts available.
The National Safety Council has pro­vided
the means for pooling our efforts
and our information. They have also
supplied the police departments with an
opportunity to compare the figures of
deaths and injuries in their own city
with the figures for deaths and injuries
in other cities. This is but the beginning.
Before we can proceed to eliminate any
of our social diseases we must first know
the extent of the evil. we sho1.!ld next
proceed by scientific methods to deter­mine
the cause. Obviously, there is a
place for enforcement in the program,
but long experience in this field by po­lice
officers has shown that enforcement
of itself is futile. Regardless of the
amount of energy put into an enforce­ment
program, if it is not accompanied
by a thoroughly scientific engineering
program and intensive educational work
in the community, the enforcement must
fail.
It behooves the police officers of this
country to build up a well-rounded plan
and proceed intelligently to reduce the
number of deaths and injuries that occur
in their cities every year. This is one
of our major problems because there are
more than four times as many deaths
from automobile accidents as there are
from crimes committed in our country.
The mere fact that these are so-called
unavoidable accidents has led the police
to accept the situation complacently with­out
applying the same amount of force
and intelligence that they apply to theh
other police problems.
Education And Discipline
Experience has shown that the men
and women responsible for most of the
accidents are the people who are con­stantly
coming in conflict with the traf­fic
regulations and who are repeatedly
involved in accidents. Therefore, at the
very outset it seems necessary for all
police departments to organize an edu­cational
program which would have for
its purpose the elimination of all drivers
from public thoroughfares who are not
fully qualified to operate a motor vehicle;
the temperamentally unfit, alcoholics,
drug addicts, persons suffering from epi­lepsy,
heart disease, defective viSion, and
other defects which reduce their driving
efficiency to the point where they are a
menace should be disqualified by an ex­amination
before they are permitted to
operate a motor vehicle. More care,
too, should be given to the record of
persons involved in accidents and every
person who is thus involved should be
compelled to prove that he is not negli­gent
before being again permitted to
drive a vehicle.
Some people believe that when they
have insured their car they have done
all that is necessary, and from that time
on they may drive recklessly about the
community. These persons can only be
stopped from operating with utter idsre­gard
of the rights of others by depriving
them of the privilege if they fail to
conform. But it is clear to the police
officers that this cannot be done by legis­lation
unless it is preceded by an edu­cational
campaign.
Must Keep Careful Records
The most careful type of records must
be maintained in order that the facts
concerning drivers may be elicited at
every investigation. The burden of proof
of one's ability should be placed upon
the indifferent driver. Too much atten­tion
has been devoted to the physical fac­tors
underlying accidents, such, for illus­tration,
as defective brakes, defectvie
headligllts, steering gear and whatnot,
when, as a matter of fact, most of the
contributories to accidents are psS'cho­logical
in character.
Inattention for a fraction of a second
is sufficient to cause an accident. Emo­tional
instability, if only for a brief
period, dulls the faculties and prevents
the mind and muscles from coordinat­ing.
Therefore, in any scheme designed
for the elimination of unfit drivers much
consideration must be given to psycho­logical
factors that underlie practically
all of our accidents.
Several years ago Clarence Taylor, now
assistant traffic engineer for the state
of Massachusetts, conducted. a survey on
a typical corner in a western city. In
the course of that survey he had a num­ber
of high school students observe what
drivers were doing as they crossed or ap­proached
intersectons. He also ha,d an­other
group of hgh school students ob­serve
what pedestrians were doing as they
crossed intersections. At the conclusion
of his study it was perfectly clear that
some great power was protecting these
persons, because so many things were
done that must of necessity have other­wise
led to disaster.
Inattention Is A Factor
To give a few ilustrations-one man
as he approached the corner driving at
a rapid rate of speed turned around and
lifted something from the bottom of his
car to the rear seat; another automobile
approaching that intersection happened
to be driven by a careful driver, other­wise
a collision could not have been
averted. In the same study pedestrians
ran out into the street without looking
to the right or left, and just how they
avoided being killed was a mystery to
the students making the study. On two
occasions the attention of the drivers was
attracted by a revolving sign. This fact
made it difficult for them to bring their
automobile to a stop in time to avoid a
collision, and so on through many of the
different types of things occurring at
that corner.
Peopl~ Must Be Aroused
Suffice it to say that the study reveal­ed
that people generally seem to be
unaware of the danger that exists at
intersections and that despite the fact
that every effort has been made to give
publicity to the danger that exists at
these corners. In fact, most of the peo­ple
who were injured at that corner
studied by Mr. Taylor had heard from
storekeepers and others of the accidents
that occurred there. It is evident that
<Continued on Page Eighteen)
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page Five
Arizona Sets Example in Copper Plates
Arizona has set all the states of the
Union an example of patronizing home
industry as a means of ending the de­pression.
This state produces more cop­per
than any other state. The red metal
has suffered greater duing the present
depression than any of the industries,
copper ' having reached a lower price
level than at ny time since it has be­come
one of the great commercial
metals. The result has been that all of
the copper mines in the state have
either gone on a greatly curtailed basis
of production or have entirely closed
down, thus throwing thousands of min­ers
out of work, with the result that
the entire state has been seriously af­fected.
The ' Arizona Highway Commission de­cided
it would do its part in helping
the demand for copper by making its
license plates for 1932 of copper. Plans
and specifications were adopted calling
for copper plates. It was decided that
a smaller plate than had been hereto­fore
used in Arizona could serve the
purpose just as well, if not better, and
in this manner the cost of the plates,
in using copper instead of steel, would
not be seriously affected. By substitut­ing
two letters for numbers it was
found that an attractive plate could
be made with dimensions of five by
ten inches.
Bids were opened on August 24 by the
state engineer, and the contract for the
1932 plates made of copper was awarded
to the low bidder at a price of four­teen
and three-quarters cents per plate
for the automobile owner plates, deliv­ered
to the county assessor of the vari­ous
counties. This price compares fa­vorably
with prices of former years for
steel plates.
Before making the award, the sample
plates submitted were subjected to a
baking for 36 hours at a temperature
of 170 degrees and a water bath of 24
hours to determine if the lacquer would
protect the plate from the weather and
prevent tarnishing. The plates accepted
stood the tests perfectly, showing the
copper plate should meet service condi­tions
without being a f f e c ted by the
weather.
Seventy thousand pounds of Arizona
copper will be needed to produce the
state's 1932 plat es.
The Highway Commission has com­municated
with many of the other states
urging them to use copper license plates
in 1932 If some of the larger states
should adopt the red metal, seVera,1 mU-Miss
Arizona 1932, holding a sample of the ,,"pper license plates that will
be used in Arizona next year.
. lion pounds of copper could be used in
this way, doing away with the over­supply
of this metal and putting the
copper mines of the United States back
to work.
------~o~-------
Idleness consumes. Employment pro­duces.
A stabilized fair wage and a
short working day will minimize em­ployment
.
mGHEST LANDING FIELD
The highest airplane landing field in
the United States has just been opened
at an elevation of 9,000 feet on South
Fork Meadows in Inyo National Forest,
states a forest service report.
The man who appears to be a 5-ton
truck downtown may be just a trailer
at home.-Azuride.
Page Six ARIZONA HIGHWAYS SEPTEMBER, 1931
Laboratory Builds Mortar Test Room
By J. W. POWERS
Engineer of Materials
For some time past in this Division
attempts were made to control the tem­perature
of the moist closet and storage
tank for curing and storing cement and
sand mortar specimens with tap water.
However, after trying unsuccessfully for
several summer seasons to keep within
the ranges set up by the American So­ciety
for Testing Material&-- it was de­cided
to build a separate room and re­frigerate
it.
A portion of the laboratory was set
apart and a room, 9x14 feet with 8 foot
ceiling, was built of hollow gypsum tile.
It was.. plastered with a hard finish
plaster on the inside and ordinary lime
plaster on the outside. After drying and
setting, the inside was finished with two
coats of white vitralite enamel. A small
window and a refrigerator door comprise
the only two openings. Ventilation has
not proved a serious problem as only
one person works in the room and then
usually not more than four or five hours
a day. No attempt was made to insulate
the concrete ceiling or floor as they were
fairly thick reinforced slabs.
Unique Equipment
The room contains the following equip­ment:
Tensile strength machine, work
table, storage tank and moist closet. The
moist closet is of our own deSign and
made of soapstone. The method of
supplying moisture is unique and gives
a very high humidity. In the center
of the moist closet are two solid soap­stone
partitions set approximately three
inches apart with only a small opening
at the top and at the water level. The
partitions also act as supports for the
tinned grating shelves, having cleats set
to give approximately a 2'h inch clear­ance.
In this way every shelf can be
used for briquettes and on .. taking out
every other one the moist -closet can be
used for 2x4 inch cylinders. In between
these partitions is a water jet whose
:>tream, using full city pressure, is di­rected
against an onyx knob to break it
up. The breaking up of this spray
creates a very humid condition in the
moist closet without any water except
some condensation actually coming in
contact with s p e c { men s. All excess
water falls into the basin below and
flows on into the lead lined storage
tank. After flowing through the storage
tank, the water goes on into the sewer.
This method keeps the water constantly
Moist closet in Laboratory "cold"
room. The storage tank can be seen
to the left.
A glimpse through the doorway of
the mortar testing room gives an idea
of compactness of this testing divi­sion.
On hot summer days its 70
degrees is quite refreshing. Probably
in the winter time the Laboratory
employees will be wanting to work in
it to keep warm.
changed in both the moist closet and
storage tank. A one-half horsepower
compressor supplies the cooling unit for
the water. The water is supplied at a
temperature of 70· F. with a rated ca­pacity
of 25 gallons per hour. At the
present time there are approximately
thirteen gallons per hour flowing through
the moist closet and storage tank. A
tap take off from the line supplies cooled
water for mixing purposes. A one horse­power
water cooled Frigidaire compressor
supplies the necessary cooling unit for
COOling the room. Both compressors are
outside of the room.
The two cooling coils inside the room
are near the ceiling and placed end to
end thus extending nearly the whole
length of the room '4, • Below the coils
and for the full length of the room is
a sloping baffle-three feet, two inches
wide. On the intake side it is thirteen
inches from the ceiling and on the out­let
side twenty-seven inches. The warm
air riSing is forced over the cool coils,
and due to its greater denSity on being
cooled, slides on down the baffle and
out on the outlet side. The arrange­ment
does not interfere with head room
and maintains the room within 2 de­grees
Farenheit, plus or minus.
------~Or----__ _
Traffic In City Streets
Governed Mostly By Width
Streets should have a minimum width
of 36 feet with two lanes of traffic
and parallel parking according to M. O.
Eldridge, chairman of the traffic com­mittee
of the city officials' division of
the American Roaa. Builders' Associa­tion.
"Angle parking should not be per­mitted,"
said Mr. Eldridge, "and parking
lanes should be lO feet wide to pro­vide
for lanes of traffic when cars are
not parked.
"The frequency of street intersections
affects street capacity and short blocks
often do not provi;de for vehicles wait­ing.
"The relative capacity of 2, 3 and 4-
lane traffic appears to be in the ratio
1: l' ~ : 3 1 ~ . For two lanes the capacity is
lOOO vehicles per hour, in both directions,
paSSing a given point; for three lanes,
1600 vehicles; for four lanes, the ca­pacity
was not reached at 3200. These
capacities were established by actual test
by A. N. Johnson," he concluded.
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page Seven
Equality in Our Transportation Industry
The following is a part of an ar­ticle
by Byrle A. Whitner, director of
the Educational and Research Bu­reau,
Brotherhood of Railroad 'l'rain­men,
whicb appeared in a recent
number of The Railroad Trainman
magazine. It points out many of
the serious competitive ailments of
our modern transportation Systems.
especially from a trainman's point of
view and while doing so furnishes
food for much serions thought by the
businessman, taxpayer and public of­ficials,
all of whom are vitally con­cerned
not only in the transporta­tion
problems involved but in the fu­ture
demands that will be made on
the public highways.-Editor's Note.
In the past years when our exisiting
transportation laws were enacted, little
thought was given to any form of trans­portation
but the railroads because, in
those days, the nation's transportation .
system was synonymous with the rail­roads
and adequate regulation of the rail- -.
roads was equivalent to adequate regu­lation
of the transportation industry.
However, the situation has now changed
greatly, which results in unfair and one­sided
transportation laws applicable to
the railroads only. The public has rightly
considered that the transportation in­dustry
is an industry affected with a
public interest and accordingly it has
imposed strict regulations upon the rail­roads.
Even the amount of income which
the railroads may make is limited and
the legislative prinCiple of price-fixing
which is generally considered as bad leg­islation,
is strictly applied to the only
commedity which the railroads have to
sell, transportation service.
Mr. Powers describes the testing machines in the Laboratory Mortar Testing
Room. At the right is seen the work bench where materials are prepared.
Regulation for All Alike
This strict regulation of the railroads
has imposed upon the public the duty to
protect the railroad industry from any
unfair advantages taken by other busi­ness
enterprises which have not been
similarly regulated and if the public is
to be consistent in its rightful attitude
of regarding the nation's transportation
system as being affected with a public
interest, it must impose equal legislative
restrictions upon all forms of transpor­tation.
To date our legislators have not
done this.
Of course, the public is entitled to the
most efficient and the most economical
form of transportation that modern sci­ence
has made available and if this
means that the railroads are now anti­quated,
then they must go the way of
the pack-horse and the river and canal
barge. But we all know that the time
has not yet come when rails are un­necessary
in our transportation system.
The railroads have been well described as
the backbone of our nation. Life insur­ance
companies and various financial in­stitutions
have pia c e d their financial
foundation upon railroad securities, and
the evils attendant upon a collapse of
our railroads can scarcely be imagined.
It has been said that railroad interests
are seeking to regulate the truck and
bus out of existence. Anyone having an
understanding of the serious problems
confronting our transportation system to­day
cannot fail to be impressed more
with the vindictiveness than with the
reasonableness of this contention. Fur­thermore,
having a due regard for the
tendency of the railroads to occupy the
motor vehicle transportation field, the
contention that railroads are seeking to
regulate the bus and truck out of exist­ence
does not seem consistent. Rather,
there would seem to be a greater cause
for alarm resulting from the abandon­ment
of standard public rail service to
the bus and truck service offered by
railroad companies, thereby increasing
the congestion on the already over­crowded
public highways, while the rails
stand idle.
Public Welfare Involved
As a measure of public welfare, there­fore,
and without being persuaded by the
vindictive and unreasonable contentions
of the rival transportation interests, we
must carefully consider the problem and
so conduct the legislative program that
the ~ailroads can compete in an orderly
and fair transportation system, thereby
destroying the temptation for railroad
companies to substitute busses and trucks
for the standard and reliable rail ser­vice.
The guiding principle in the solu­tion
of this important problem should
be to insist that if the public service
which the railroads offer is to be di­minished
or abandoned, it must be only
by the orderly processes of progress and
not by artifcial and unequal legislative
barriers. If we fail opportunely to real­ize
this, we may find that these arti­ficial
and unequal legislative barriers
have violated economic laws and, figur­atively
speaking, have choked to death
a great public utility which Dame Prog­ress
has not yet ceased to court.
The most that any sincere friend of
the railroads can demand is that the
railroad be permitted to function as
freely as their competitors under the
dictates · of economic laws and fair com­petition
in the nation's transportation
system. Without any consideration of the
justification for them, let us examine
some of the legal provisions now ap­plicable
to the railroads, but which are
(Continued on Page Nine)
Page Eight ARIZONA HIGHWAYS SEPTEMBER, 1931
Rains Cause Maintenance Worries
By HARRY DUBERSTEIN
Assistant Maintenance Engineer
We have just passed our annual sum­mer
rains, with their torrential swelling
streams, cloudbursts and floods. We now
survey and review the damage done. Most
of our highways lie more or less in a
direct path across some water course or
stream bed, which in flood times over­runs
its banks and is destructive. Large
streams such as Santa Cruz river, Ril­lito
Creek, San Pedro River, San Simon
Creek and a good many others that are
normally dry stream beds, have been
known to raise to 10,000 cubic feet per
second in less than one hour.
The destructive forces are tremendous;
could carry an automobile in suspension
as if it were a piece of paper.
All streams, however, do not carry
maximum floods at the same time nor do
floods occur in different parts of the
state at the same time.
This year's floods were severe and
lasted longer. The damage to the high­way
was greater this year. In summing
up damages done to the highways, it
would cost in the neighborhood of $50,-
000 to make the necessary repairs and
possibly $50,000 more to make such im­provements
for the protection and pre­vention
of similar damage in the same
sections in the future.
Approaches to bridges were washed out;
oiled roads were washed away in some
places; dips were filled up with debris,
sand, muck and rock; side hills above
some roads weakened and subject to
slides while bridge supports were weak­ened
in other instances.
Over the entire state some part or an­other
was dam age d this summer by
floods. Traffic was held up for short
intervals while repairs were being made
or where running waters through dips
or over the road made them impassable.
The structures over streams, both large
and small, are figured (In a basis of
normal flood or the drainage area tribu­tary
to that stream. It would be diffi­cult
to figure on a bridge, dip or cul­vert
large enough to carry the maxi­mum
cloudburst floods and it would be
exceedingly expensive and beyond the
means of the state.
Cloudburst Conditions
It is a pecularity of cloudbursts that
they happen at widely separated periods
in the same localit ies. There are cer­tain
drainage areas that carry excessive
flood waters every years from some part
of their drainage areas. These streams
average about the same flood conditions
Here is an example of flood water force, where banks of "Borrow Pit" were
eroded by summer floods.
When the dips are full the wise
motorist will wait. Usually the wa­ter
only lasts an hour or so, as the
drainage areas are small.
and ar e easily provided for with adequate
drainage structures, but thunderstorms
of cloudburst pl'oportions, like lightning,
choose unusual localities as well. Sev­eral
instances of this kind caused some
of the most costly road repairs this year.
One such instance is on the Apache
Trail at Fish Creek. The highway in
this section has stood for years unboth­ered.
The highway running beside the
creek with ample stone protection has
not been molested by the highest water,
yet this summer one afternoon's rain
turned the creek into a torrent of such
size as to eat into the road for several
miles and drainage structures that have
been ample at all times were completely
washed out.
Just south of Prescott on the White
Spar the creek has heretofore had ample
capacity without endangering the high­way.
This summer a storm on one of
its lesser tributaries put enough water
in it to attack the highway in several
places, carrying out 15 foot rock fills hal!
way across the oil surfaced highway.
At Quartzsite a two-hour storm was
followed by a rush of water that not only
over-ran the road but placed most of the
town itself in the riverbed. Old resi­de~
s of the district say the water in
this stream has not approached such
a condition in 15 years.
River Without an Outlet
In the Casa Grande valley one of the
most serious drainage conditions in the
state exists. The troublesome Santa Cruz
river, always a storm center in Nogales,
here empties its flood waters 100 miles
from their source. It has no fixed out­let,
but largely loses itself in the desert.
This drainage problem is one greater
than should be involved in the building
of highways. It should be a special state
work to provide a channel for this river
to the Gila river, into which it should
flow. In construct ing the new highway
from Picacho to Casa Grande, the engi­neers
a ttempted to place ample bridges
to take care of the water anticipated.
The result this year has been that, wit!!
the road scarcely completed, the flood
SEPTEMBER, 1931
waters from the Nogales district swooped
down upon this district, and hemmed in
by the new highway and forced to flow
through the bridges provided, made ser­pentine
c han n e 1 s along the roadside,
flowing through one bridge from one
side, then changing and passing out
through the next bridge and so on down
the highway. It required a gallant fight
to save the highway.
Unexpected Floods
Most flood damages occur where there
has been little need for drainage before.
Waters rush down hillsides and across
the desert where little drainage exists in
normal conditions. In these unprotected
spots the highways are washed, shoulders
carried out and in some instances road­beds
are lost.
The best part of the damage is taken
care of by the regular maintenance
crews. This work often requires long
hours of heavy work, at all times of
day or night, but the byword of the
maintenance man i.<.,"" the highways must
be protected and the traffic uninter­rupted.
While such unusual storm con­ditions
prevail it is only natural that
general maintenance 'work suffers. The
crews cannot keep up their regular blad­ing
and repairs that make Arizona's
roads of the general excellence usually
noted. This often brings criticism from
the raveling public which little realizes
the work the crews have been dOing.
However, this condition is short lived
and soon after the storm period the
highways are in better shape than be­fore.
Where the road is damaged in
places, yet on the whole the system
benefits from the rainfall.
During the flood stages the first duty
of employees is to look after the safety
of life and property. Every one employed
by the state is supposed to stand by and
do all in his power to help make such
repairs so as to expedite the resumption
of traffic. During such times our forces
have proven themselves worthy of the
highest commendation. During a flood,
when traffic is stalled, times are trying,
the public hard to please and the work
hazardous. Suggestions are offered and
While some are sound, most of them are
impractical and ridiculous.
After temporary repairs are made, traf­fic
is generally helped through bad places
with caterpillars or highway trucks. Some
roads are closed for several days and
another route has to be used. It is
sometimes necessary to build detours
over some other route. All this can
happen during the thunder storm season,
Which usually lasts from two weeks to
one month.
Each year the flood losses are suffi-
ARIZONA HIGHWAYS Page Nine
One spot on the Coolidge to Picacho highway where the water decided to
parallel the highway, resulting in damage to roadbed and oil surface.
cient to attract the attention of our en­gineering
department. Problems for the
proper protection work and studies of
remedies are constantly considered. Each
year brings to our knowledge certain
facts pertaining to the lmprovement of
drainage facilities and flood protection.
--------~o~--------
Equality in Transportation
(Continued from page seven)
not applicable to motor vehicle carriers
and which must be made applicable to
the latter if fair and orderly competition
is to govern the conduct of our trans­portation
industry.
Demands Equal Opportunity
Fair competition demands the free­dom
of every trader to meet the prices
of his competitors, in so far as legal
restrictions are concerned. There are
situations, where great public interest is
involved, when it becomes necessary for
the public to regulate prices and prevent
cutthroat price-cutting, secret rebates and
other unfair business practices. The
public has decreed that such a situation
exists in the transportation industry, but
very unfortunately it has so far failed to
apply this principle to the entire trans­portation
industry. Without any explain­able
logic or reason it has applied the
prinCiple only to the railroads, except in
a few cases of intrastate transportation
where states have required the establish­ment
and publication of rate schedules
and the adherence to them by bus and
truck companies.
The unequal application of this prin­ciple
has made it exceedingly difficult
for the railroads to meet their competi-tors.
Railroads are unable to foresee
competitive threats and reduce rates at
once in order to retain their traffic, and
once traffic is lost it does not readily
return. Railroads have only recently
been given permission to lower passenger
rates, in certain localities, though busses
have been wearing away at their pass­enger
traffic for years. This is not an
argument for the abolition of railroad
rate . regulation, but it is contended that
reasons which exist for regulating rail
rates, also exist for rate regulation of
other forms of transportation. The regu­lation
of rates and the requirement of
the establishment and publication of rate
schedules should be imposed upon motor
vehicle carriers in order to protect the
interests of the public, the railroads and
the motor vehicle transportation indus­try
itself. Considerable cutthroat com­petition
and price-cutting now exists in
the motor vehicle transportation indus­try,
with the resultant economic loss to
the public as well as to the victims
within the industry. Rate regulation will
prevent these losses.
Skim Traffic Cream
Another problem, closely related to the
unequal rate regulation problem, arises
from the freedom which trucks enjoy in
accepting only "the cream of the traf­fic."
Railroads, as common carriers, must
accept any and all traffic properly of­fered
by the public. There are many
free lance truck drivers who skim over
the offerings of the public, select the
most desirable and most profitable traf­fic
and leave the unremunerative traffic
for the railroads to carry. This results
<Continued on Page Eighteen)
Page Ten ARIZONA HIGHWAYS SEPTEMBER, 1931
Arizona Highways
Published in the Interest of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol. VII SEPTEMBER, 1931 No.9
ARIZONA STA.TE 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
GENERAL OFFICE
T. S. O'CONNELL, State Highway Engineer
C. C. SMALL J. ;:;. MILL::>
Depuly ::>tate Engineer Engineer of Estimates
E. M. WHITWORTH H. C. HATCHER
Vehicle Superintendent Statistical Engineer
R. A. HOFFMAN W. H. MURRAY
Bridge Engineer ::>lIperlntendent of Stores
E. V. MILLER W. C. J'OYNER
Bngineer of Plans Purchasing Agent
J. W. POWERS M. C. HANKINS
Engineer of Materials Chief Accountant
FIELD ENGINEERS
GEORGE B. SHAFFER R. C. PERKINS
District Engineer District Engineer
Dislrict 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
EMERGENCY WORK IS DONE-NOW WHAT?
Last December CO'ngress passed legislatiO'n creat­ing
a highway fund O'f $80,000,000, knO'wn as Emer­gency
Federal aid, to' be divided amO'ng the states as
IO'ans against their regular F,ederal Aid, fO'r imme­diate
use in building highways O'n the Seven Per Cent
systems. The purpO'se O'f this IO'an to' the states was
to' relieve the unemplO'yment situatiO'n by giving extra
emplO'yment O'n the highways.
ArizO'na tO'O'k full advantage O'f this Emergency
aid O'ffered her, and in anticipatiO'n O'f just such help
had plans, specificatiO'ns and surveys already made
sO' that she was able to' call fO'r bids and get the
wO'rk under way befO're the mO'ney was actually
available.
The result was that the ArizQna State Highway
Department put O'ver 3,000 ArizQna citizens to' wQrk
Qn the highways Qf the. state. But this Emergency
aid had to' be spent by August 31. The wQrk is dQne
and these citizens whO' were given 'relief thrQugh
the highway department are again jQbless. What
nQw?
Since the first Qf the year nearly 17,000 applica­tiQns
fO'r emplQyment have been received by the de­partment.
These applicatiQns have all been filed,
indexed as to' vQcatiQns, ability and cQunties frQm
which they were received. Industry in the state has
nQt imprO'ved. This army Qf ArizQna citizens still
need assistance and the highway department is pre­pared
to' give it to' them whenever funds are avail­able
fQr the wO'rk.
Plans, specificatiQns and quantities already have
been prepared by the highway department fQr ap­prO'ximately
$3,000,000 Qf new cQnstructiO'n Qn the
Federal Aid system. he department CQuid carry Qn
apprQximately $800,000 wQrth Qf cQnstructiQn per
mO'nth, if funds CQuid be made available, and under
such a plan emplQyment fQr apprQximately 6,000 citi­zens
per mO'nth, wO'rking Qn a half-time basis, WQuld
be PQssible. .
The chairman Qf the ArizQna State Highway CQm­missiQn
has asked the state's representatives in
WashingtQn to' urge the apprQpriatiQn Qf $5,000,000
to' be spent Qn the Federal Aid highways in this
state each year fQr the next twO' years. Our highways
need it. Our unemplQyed require it. It is the mO'st
lO'gical sO'lutiO'n fO'r the situatiQn in this state, whO'se
CQPper and farming interests are the greatest em­plO'yers
O'f labQr.
---------~O'----------
WE FED THE BELGIANS!
WHY NOT GIVE AMERICANS WORK?
N O't SO' many years agO' we were in a state O'f
hysteria O'ver the starving Belgians. We had meat­less
and wheatless days, and Qur SUj1"ar was restricted'
we had Liberty LO'an and Thrift ~amp drives, ten~
minutes speakers, dQllar-a-year men, and Qther nuis­ances,
and as a natiQn we met the prQblems O'f an
abnO'rmal and stressful time and sQlved them.
TO'day the natiQn, frO'm the present O'utlQQk, may
be facing as seriQus a crisis in its histQry as in
1917 and 18. We have an unemplQyment cQnditiO'n
Qn Qur hands unequaled in the histQry Qf the cQuntry,
althQugh there is a vast amQunt O'f which in which
the services o-f these jO'bless men and wO'men CQuid
be . utilized--rO'ads to' be built, parks and Qther pub­lic
imprO'vements. Instead of a dQle to' pauperize O'ur
peO'ple, why nQt handle the situatiQn with the same
fO'rthright and aggressive measures we used in the
days O'f 1917? We sPQke O'f a billiO'n-dQllar Liberty
LQan as casually as thQugh we really knew hQW much
mO'ney a billiQn dQllars really was. A quarter part
O'f a billiQn dQllars tO'day WQuid relieve an intQlerable
situatiQn, give us much-needed imprO'vement, and,
we believe, WQuid be subscribed as quickly.
0'
The highway dQllar is a rQund dQllar that finds
its way intO' everybQdy's PQcket, frQm the CQrner grO'­ceryman's
to' the capitalist's, either directly Qr frQm
the returns Qf imprO'ved transPQrtatiQn.
0'
The summer stQrms tQQk a hard whack at Qur
highways this year, but they fQund the imprQyed
highways had been made to' resist them, .,
0'
The drivers whO' have always regarded the mO'tQr
vehicle laws as sQmething fQr the Qther fellQw to'
O'bserve are having 3: hard time with the new state
highway patrO'lmen.
------~O'~------
The cO'urtesies Qf the rO'ad which we used to' enjO'Y
seem to' have gQne Qut Qf fashiQn as much as IO'ng
hair, taking Qff yQur hat in an elevatQr, giving a
lady a seat in a street car. YQU Qnly meet up with
it QccasiQnally.
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page Eleven
There Is Safety in Signs
By E. V. MILLER
Engineer of Plans
One of the practical means by which
highway safety can be increased is by
the educatiO'n O'f the public in the use
of the highway signs. These signs are
erected and maintained O'nly for the
benefit of the traveling public; there is
no other reasO'n for them, Each sign
tells its own story to you as an indivi­dual
driver. Maybe you are the type who
thinks that signs, rules or regulations are
meant for the "other fellow," but did it
ever occur to you that the "other fellow"
may feel the same way? ,It is just too
bad when two of these "other fellow"
types happen to meet on a sharp curve
or at an intersection. Of course, Signs
are not a "cure all" fO'r highway acci­dents,
but if we all would interpret the
signs for what they mean and act ac­cordingly
there would be less accidents.
Compare the railrO'ad signal system of
today with that of a few years back.
Today there seldO'm is an accident from
misinterpretation of signals. The engine
men know what each sign and signal
means and cO'ntrO'I their trains accord­ingly.
On the other hand, do you as a driver
know the meaning and intent O'f the
signs and signals which are placed alO'ng
the roads? You should know; the sys­tem
is so simple that even though you
could not read the wording you would
Well Done!
BEVERLY HILLS
INSURANCE AGENCY
Beverly Hills, California
9-11-31.
Arizona Highway Patrol:
I wish to congratulate yO'ur de­partment
for having a man such as
Wm. J. Dunne, Patrolman No.2, O'n
your staff.
While driving between EI Paso
and Phoenix my car was stuck in
the sand. Patrolman Dunne came
along and after a great deal of ef­fort
on his part drove my car up
on the road.
If all your men are as cO'urteous
and effiCient as Patrolman Dunne,
your department should be proud.
Sincerely,
• R. B. DONNERFIELD.
knO'w the intent of the message by the
shape of the Sign. For instance, the
diamond-shaped Sign means "slow," no
matter what the symbol O'r wording may
l:>e. It means that you are approaching
some inequality of the roadway which
demands an absolute controlled speed.
If you are traveling 20 or 30 miles an
hour it is likely that the inequality will
not hinder YO'U, but if you are traveling
45 or 50 miles per hour then it be­hoO'ves
you to pull your car down to' a
speed that is safe within the stopping
limits of yO'ur brakes.
Diamond shaped signs
cover hazards apparent
to the driver, such as.
the "Turn, Curve" or
·'Hill." These signs are
relative to the align­ment
and grade of the
road; the "Dip," "Nar­row
Bridge," etc., re­lating
to the more or
Ie s s . permanent in-equalities;
"Loose Gra- fRESH
ROAD OIL ~ ~-",\,
vel," "Soft Shoulders," CLOSED
etc., relating to a tem-porary
condition. There are also such
signs as "Detour," "RO'ad Closed," "Fresh
Oil" and others relative to the construc­tion
and repair work. All of these sigm
mean "slow" and each one is self-ex­planatory.
In many instances a warning
sign will be superseded by a slow sign.
Such a condition may be at a washout
where the first signs seen is "Slow," the
~F:e:':'::~i~ ~~ ~
Detour 400 Vv ~
Feet." Signs are placed at such distances
in advance of points of potential danger
so that the driver has ample warning
and time to control his speed. Remem­ber,
every diamO'nd sign means "sIO'w."
Caution Signs
The square shaped yellow Signs are a
caution sign, but not necessarily a slow
sign. They are intended for use where
the need for caution arises from some
cO'ndition not inherent in the road itself
but due to contiguous
conditions. This group
of signs includes "CrO'ss
RO'ad," "School Zone,"
"Hospital Zone," etc.
CROSS
ROAD
SCHOOL
ZONE
Then there are rO'und
'yellO'w signs for Rail­road
Grade Cross- ~~
ings. One bar for sin- ~ ~
gle tracks and twO' bars fO'r dO'uble O'r
multiple tracks. The burden of responsi­bility
is with you; the warning is there
for your benefit.
The "stop" sign is always an
octagon and means what it ~
says. SlOP
PO'ssibly you have noticed
there has been no mention made of a
sO'-called "Danger" sign. The theory is
that no dangerous condition exists except
by the will of the driver. A boulevard
can be made dangerous by an ineffi­cient
driver, and a crooked mountain
road is perfectly safe fO'r sane drivers.
Road conditions themselves are not apt
to be -dangerO'us except to thO'se who do
not believe in signs.
The Arizona Highway Department
spends thousands O'f dO'llars to' warn the
traveler of conditions where the exercise
O'f cautiO'n is apparent. Nearly 4,000 signs
of all types are kept on hand as stock
and since January I, 1931, we have used
1,384 of the caution or warning type as
replacements or new installatiO'ns, as well
as 3,043 markers, directional and miscel­laneous
Signs, the tO'tal amounting to
$7,082.74.
Remember, then, that these signs have
been put there for you, and that
the means slow,
the means cautiO'n,
tl1e means railroad, and
the. 0 m.an, ,top.
Believe what they say and act accord­ingly,
for there is safety in signs for the
driver who heeds them.
------~o~------­WARNINGS
UNHEEDED
That motor vehicle accidents in traffic
are preventable is indicated in the re­cent
report of the state railroad com­mission
showing that 52 per cent of
the grade crossing fatalities in California
last year occurred at crossings where
warning signals notified motorists of ap­proaching
trains.
------~o~-------
No man's opinion is entirely worthless.
Even a watch that won't run is right
twice a day.
Page Twelve
Commission
The Arizona State Highway Commis­sion
met in regular session in their of­fices
in the Highway Building August
17, 1931 at 10 :00 A. M. Those present
were: Chairman Addams, Vice-Chairman
Hart, Commissioners Barth, Mansfield
and Trengove, also State Engineer, Sec­retary.
On the motion of Commissioner Tren­gove,
seconded by Commissioner Hart, the
official minutes of July 16th were unani­mously
approved without reading. ,
The State Engineer recommended the
contract on the Casa Grande-Picacho
Highway, A. F. E. 8402, be awarded to
the low bidder, N. G. Hill and Company,
Phoenix, stating they had qualified and
were responsible bidders. It was regu­larly
moved by Commissioner ManSfield,
seconded by Commissioner Hart and
unanimously carried that the recom­mendation
of the State Engineer be ap­proved
and the contract be awarded to
the low bidder, N. G: Hill and Com­pany,
in the amount of $54,244.82, which
does not include 10% for engineering and
contingencies; provided, said contractor
meets all requirements including the
employment of local Arizona Citizens,
pays a minimum wage of $4.00 per day
for laborers, furnishes good and suffi­cient
bond, and, provided further, that
requirements of bond include the pay­ment
of total amount of damages the
State may sustain by reason of the con­tractor
failing to complete the contract
within the time limits as provided for.
As there was no representative of N.
G. Hill and Company present, Chairman
Addams stated if the contractor would
give a written statement that he would
comply with this bond, the Engineer
could proceed in signing the contract
with N. G. Hill and Company.
Winslow Bid Awarded
The State Engineer recommended that
contract on the Winslow Streets, A. F.
E. No. 6620, be awarded to the low bid­der,
Lewis Brothers, Winslow, stating
they had qualified and were responsible
bidders. It was regularly moved by
Commissioner Barth, seconded by Com­missioner
Hart and unanimously carried,
that the recommendation of the State
Engineer be approved and the contract
on Winslow Streets be awarded to the
low bidder, Lewis Brothers, in the amount
of $8,821.78, which does not include 10%
for engineering and contingencies; pro­vided,
said contractor meets all require­ments
including the employment of lo­cal
Arizona Citizens, 'pays a minimum
ARIZONA HIGHWAYS SEPTEMBER, 1931
Has Busy August Session
wage of $4.00 per day for laborers, fur­nishes
good and sufficient bond, and,
provided further, that requirements of
bond include the pay men t of total
amount of damages the State may sus­tain
by reason of the contractor fail­ing
to complete the contract within
the time lhnits as provided for. State
Engineer was authorized to sign said
contract.
The Secretary read bids received on
old equipment, junk and waste mater­ials
on hand at the Tucson Yards. Com­missioner
Hart moved the highest bid
be accepted. Chairman Addams request­ed
a comparison be made between the
bids received on the aluminum, brass,
and copper in the Phoenix yards. The
Secretary looked up the bids received
on this material at Phoenix and it was
found the bids in the TUcson yards were
slightly under. Commissioner Mansfield
moved the bid on scrap aluminum, cop­per
and brass be awarded to Effron and
Co.; high bidder. Commissioner Hart
seconded the motion and it was unani­mously
carried.
The Secretary read the bid of Nat
Bosnos, TUcson, on Lot 4, one carload
of junk iron, $15.00; Lot 7, one Schramm
Compressor, $20.00; Lot 8, one steam
boiler, $35.00; Lot 16, one pile of solid
rubber tires, $3.00. After discussion, in
which the Commissioners e x pre sse d
themselves as these bids were too low
and it would be better to hold the ma­terial
for a raise in prices, it was regu­larly
moved by Commissioner Mansfield,
seconded by Commissioner Trengove and
unanimously carried, the bid on scrap
iron be rejected.
On the motion of Commissioner ~art,
seconded by Commissioner Barth, it was
unanimously carried the bid on the
Schramm Compressor be requested.
On the motion of Commissioner Tren­gove,
seconded by Commissioner Hart,
it was unanimously carried the bid on
the Steam Boiler be rejeceted.
On the motion of Commissioner Mans­field,
seconded by Commissioner Hart,
it was unanimously carried the bid on
solid tires be rejected.
The Secretary reported that only one
bid had been received for the obsolete
equipmnt and junk in the Holbrook
yards. The one bid was submitted by
Whitney Brothers, Holbrook, on one Ford
Model TT Dump Truck, No. C-12, in the
amount of $25.00. Chairman Addams
stated he believed the Department could
get more than $25.00 for this equipment
as a trade-in on new equipment. Com­missioner
Barth moved the bid on t):le
Model TT Dump Truck be rejected; the
motion was seconded by Commissioner
Mansfield, and unanimously carried.
On the recommendation of the State
Engineer that the two obsoleter Wehr
graders in the Holbrook shops be turned
over to Navajo and Apache counties, it
was regularly moved by Commissioner
Barth, seconded by Commissioners Tren­gove
and Hart, and unanimously carrieq
that one Wehr grader be sold to Navajo
county and one Wehr grader be sold to
Apache county for the nominal sum
of $5.00.
Lauds Commission
Senator G. W. Nelson, Navajo county,
spokesman for a Navajo county delega­tion,
appeared before the Commission
and stated Navajo County wished to
express their deep appreciation for the
awarding of the grading and oil sur­facing
of Winslow Streets from the end
of the pavement to the city limits join­ing
the State highway from Flagstaff
to Winslow. The ,tSenator stated that
they had striven to have this work done
for many years and this was the first
time the Commission had given any
consideration to this highway in the
North.
A delegation representing the East
Van Buren Improvement Association ap­peared
before the Commission. Mr.
Jules Vermeersch s tat e d a committee
from his Association had completed ob­taining
title to right of way for the
widening and improvement of East Van
Buren Street with the exception of two
or three easements, which could be
readily secured with the help of the
Department as soon as the peopie in­volved
were certain the improvements
were going to be made; that their com­mitte
~ had waited on the Telephone
Company, the Light Company and the
Water Users' Association and had been'
assured that these companies would co­operate
and have their poles removed
from the right of way as soon as noti­fied.
Mr. Charles Martin, member of the
com mit tee came to report what had
taken place and to ask Mr. O'Connell to
grant an appointment with these peo­ple,
or appoint someone to take up the
details necessary to entirely clear up
the right of way involved. He stated
further that he would like to see the
work done by force account. ' On being
asked what the controversies were con-
SEPTEMBER, 1931
cerning right of way easements, Mr.
Martin stated that it was merely a ques­tion
where some people were sitting out
too far and they wanted to know def­initely
how far back they should move
as they did not want to move until it
was necessary for them to do so, and
they wanted to move the proper dis­tance.
The State Engineer stated it
would be impossible to do the work by
force account as the law limits the
spending of $50,000.00 or under on force
account projects and it was estimated
this improvement would cost $90,000.00.
A report was read from Mr. Wagnon,
[{ight of Way Agent, as to the mapping
of the right of way and the positions
occupied by the Telephone, Light and
Power Companies.
Chairman Addams asked Vice-Chair­man
Hart to take the chair. Commis­sioner
Addams, moved that the State
Engineer get in touch with the East
Van Buren Improvement Association and
work out with their committee and the
Light and Power and Telephone Com­panies
agreements for entirely clearing
up the right of way involved in the im­provement
of this Street, and to get in
writing from these utility companies
their agreement to remove their poles
from the highway right of way so that
when funds were available, the work
Over 100
ARIZONA HIGHWAYS
could proceed. The motion was sec­onded
by Commissioner Trengove and
unanimously carried.
Damage Claim Referred
Mrs. Mary Conover appeared before the
Commission concerning damages claimed
on the property belonging to Mrs. Sadie
Richardson, just South of the Duncan
Townsite on Duncan-State Line Highway
88-C. The state Engineer submitted a
report, map and pictures made by Alfred
C. Seiboth, Assistant Right of Way
Agent, who had been designated to per­sonally
investigate this claim and re­port.
Mr. Seiboth's report recommended
that, in his opinion, the premises in
question had not been left in as good
a condition as should be by the con­struction
forces and a proper approach
should be made, making it easily ac­cessible
from the road, estimating that
$100.00 would cover the cost of trimming
the hill to a workmanlike condition and
the material gained may be used to fill
the depressions in front of the service
station.
Mrs. Conover stated her power of at­torney
was r ecorded and that she was
only asking justice for h er Mother's
property, that she considered the prop­erty
had been damaged to the extent
of $3,000.00 and she thought that amount
a fair estimate of the damage done her
Page Thirteen
Mother's property.
It was regularly moved by Commis­sioner
Hart, seconded by Commissioner
Mansfield and carried, that the matter
be taken under advisement and referred
to the Attorney General for advice and
consideration.
Chairman Addams asked Vice-Chair­man
Hart to take the chair and stated
"If this woman has a warranty deed
and all we have is a quit claim deed,
I move you Mr. Chairman, we get to­gether
and thrash this thing out with
the Attorney General and all persons
concerned." This motion was seconded
by Commissioner Barth and unanimously
carried.
A resolution was presented by the Sec­ret
a r y authorizing Smith-Booth-Usher
Company to bring suit against Gribble
and Burke for rental of equipment. On
the recommendation of the State Engi­neer,
it was regularly moved by Com­missioner
Mansfield, seconded by Com­missioner
, Hart and unanimously carried,
that the resolution be adopted.
The Secretary stated that Dick Rich­ards,
custodian of the State Fair Grounds,
had requested the Commission to rent,
for a short time at a nominal sum, one
dump truck for the use of removing
some material in the State Fair grounds.
It was regularly moved by Commissioner
INTERNATIONAL HARVESTER
TRUCKS AND'TRACTORS
-Are Used to Build Good Roads in Arizona
\V e are Proud of Being Identified In the
Building and Maintainance of Arizona's
Great Highway System ,
(NTERNATIONAL HARVESTER COMPANY
734 Lawrence st. OF AMERICA IINCORPORATEot
1628 E. Seventh St.
LOS ANGELES
Dealers Throughout Arizona and California
Page Fourteen
Barth, seconded by Commissioner Hart
and unanimously carried, that one FWD
Dump Truck be rented to the State Fair
Commission for the nominal sum of $1.00
per month, provided, the Fair Commis­sion
agree to use a State Highway driver
on the truck and to pay any repairs
necessitated by the use of the truck.
The Secretary brought to the atten­tion
of the Commission that a copy of
the Duncan and Darrow Audit had been
mailed to each Commissioner. The re­ceipt
of these copies was acknowledged
by the Commissioners.
Copper Plates Approved
Chairman Addams asked Vice-Chair­man
Hart to take the chair and inquired
of the State Engineer as to what had
been done concerning the motor vehicle
license plates. The State Engineer stated
that specifications had been sent out
asking for bids to be submitted on Aug­ust
24th, stating the specifications called
for 5xl0 plates made of 12 ounce copper.
Mr. Addams stated this would require
about 70,000 pounds of copper and that
he understood New Mexico was inter­ested
in copper -plates. Chairman Ad­dams
resumed the chair.
State Engineer O'Connell reported he
had appointed Mr. J. R. Hall Superin­tendent
of the Highway Patrol to fill the
vacancy caused by the resignation of
James Walden; that Mr. Hall was recom­mended
for the position by Inspector
YQder, who had been in charge of the
patrol during their training period. It
was regularly moved by Commissioner
Hart, seconded by Commissioner Mans­field
and carried, that the appointment
of Mr. Hall Superintendent of the High­way
Patrol be approved.
It was regularly moved by Commis­sioner
Barth, seconded by Commissioner
Hart and unanimously carried, the Com­mission
recess at 11:55 A. M., August 17,
1931, to reconvene at 2:00 P. M.
The Commission reconvened at 2: 10
P. M., August 17, 1931, all members
present.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
.Trengove and unanimously car­ried,
that the call for bids on license
plate specifications as sent out by the
State Engineer be approved.
It was brought to the attention of the
Commission by the Secretary that bids
had been opened on July 20th for junk
pneumatic tires and junk scrap iron lo­cated
in the Phoenix yards, that on the
telephonic confirmation of Commissioners
Mansfield and Trengove, and the per­sonal
consent of Chairman Addams, the
pneumatic tires had been sold to the
high bidder, Phoenix Firestone Company,
ARIZONA HIGHWAYS
{
(
J
SEPTEMBER, 1931
Our pioneers followed the Indian trails. They found them marked with
.i)eiroglyphics which the modern .Indian did not know how to interpret. Today
modern highways follow many of these trails, but they are marked with
signs that all can read.
Phoenix, in the amount of $205.00; that
the high bidder on scrap iron was Ef­fron
and Company, Phoenix, in the
amount of $61.00.
Chairman Addams stated he did not
believe the Commission was justifieid in
selling this scrap iron at $2.00 a ton.
It was regularly moved by Commissioner
Mansfield, seconded by Commissioners
Barth and Hart, and unanimously car­ried,
the bid on malleable and cast iron
junk be rejected.
Action on Verde Bridge
The Secretary read an opinion from
the Attorney General stating he had ex­amined
the records and was of the opin­ion
that Yavapai County has the right
of way across the Verde river at the
proposed bridge site.
state Engineer stated that according
to law he had sent the agreements
properly signed by the Yavapai ·County
Board of Supervisors, the Secretary of
Agriculture and himself to the State
Auditor and the State Treasurer and
that, inasmuch as the Verde Irrigation
and Power District has threatened an
injunction, it was his recommendation
to put a small crew to work consisting
of three or four men so as to start the
work and clear up any legal procedures
before letting a contract which might
involve the State in law suits if in­junctions
were issued against the con­tractor.
The State Engineer was instructed to
communicate information to the people
in Parker contained in letters received
by him from the California Department
of Public Works and the United states
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page Fifteen
Large Diameter Armco
Culverts Mal{e Small
Bridge Locations Safe
Where old and narrow wooden
bridges are in place, traffic is
usually hindered in approaching
or passing over them, accidents
are frequent, and upkeep ex­pemles
are large.
Where large diameter Armco Corrugated
Culverts are installed, traffic flows with­out
interruption, the danger of collision is
lessened because of the uniform width
roadway. There is no maintenance ex­pense.
Numerous pipes placed in service
twenty-five years ago are in good condi­tion
today, ready for an equal additional period of service. The 84" Armco pic­tured
at the left was installed in 1911. Today it seems to have only begun its serv-ice
life. .
These corrugated culverts are flexible, tough and strong. They do not crack or
break under shallow covers or under high fills.
Write today for information that will be of value to you on your next "tough
job."
California Corrugated Culvert Co.
Los Angeles
c/ o VIC . H. HOUSHOLDER
District Sales Manager
1330 E. Brill Street, Phoenix, Arizona
West Berkeley
Page Sixteen
Department of Interior regarding House
Bill 91, passed by the 10th Legislature,
providing negotiations for a bridge near
Parker.
The Secretary presented a claim from
Mr. R. V. Leeson, Consulting Engineer
on the Tempe Bridge, for services in­curred
in carrying on the construction
of this bridge. The claim had been
okayed by State Engineer O'Connell and
Assistant State Engineer Small in the
amount of $650.69. The State Engineer
stated the claim was in accordance with
the contract with Mr. Leeson. It was
regularly moved by Commissioner Hart,
seconded by Commissioner Trengove and
unanimously carried, the claim be ap­proved.
The Secretary read a lett~r from Mr.
E. F. Parks, Superintendent of the Pa­cific
Greyhound Lines calling attention
to highway hazards on the Yuma high­way
and the detour on the Bisbee grade.
The State Engineer stated he would
investigate the condition of the detour
on Bisbee grade.
A communication was read from W.
G. Keiser asking for a permit to cross
the highway with underground conduits
for a telephone line between the Colo­rado
River and Aguilla. The State Engi­neer
recommended nothing be done un­til
our Engineers had checked up on
each individual request.
Land Title Lacking
The Secretary read a letter from Riney
B. Salmon, Assistant Attorney General,
regarding the claim of Mr. C. L. Suggs,
stating that Mr. Suggs had been unable
to give a clear title to the land. Chair­man
Addams asked Vice-Chairman Hart
to take the chair and stated that he
had gone to Douglas and had looked at
the plant; that as long as Mr. Suggs
had no title to the land, he did not
think the agreement of the Commission
shou1d stand. Personally, he thought
the amount of money which had been
awarded was too much; that as long
as he had no clear title, he certainly
would not vote $3,000 for it. Commis­sioner
Addams moved that '!the matter
of compensation to Mr. Suggs be held in
abeyance until we get further informa­tion
from the Attorney General and if
we cannot get suitable ownership show­ing
Mr. Suggs owns it, I am in favor of
cutting the price." The motion was sec­onded
by Com m iss ion e r Barth and
unanimously carried.
A letter was read by the Secretary
from the Gila County Attorney, Globe,
Arizona regarding the sub-contractor of
Willis and Sons, whose name is Axe­man,
complaining of hiring of labor by
the hour.
ARIZONA HIGHWAYS
A letter was read from W. S. Cun­ningham,
Dairy Husbandman, University
of Arizona College of Agriculture, Tuc­son,
concerning easement through the
UniverSity Farm and stating that the
money that had been paid by the state,
had been done so for the purpose of
building fences and changing irrigation
culverts, that it hadn't been included in
the easement as payment for easement
through the pro per t y. Commissioner
Mansfield stated it was his belief that
this payment of $2,000 was not intended
to be in lieu of an easement through
the property although the agreement
read that way, and that an injustice
had been done the University which
ought to be rectified; that he was in
favor of furnishing a certain amount to­wards
a tractor to leave on the other
side of the farm.
The State Engineer recommended one
of the Highway Department's tractors
be put in shape and sold to the Univers­ity
for $1.00. Commissioner Mansfield
moved that if the Department had a
tractor that could be fixed up, that it
be sold to the University Farm for the
sum of $1.00 in lieu of damages done
the University. The motion was sec­onded
by Commissioner Hart. Commis­sioners
Mansfield and Hart voting "Yes",
Commissioners Addams and Barth voting
"No", and Commissioner Trengove not
voting. Motion lost.
Chairman Addams asked Commissioner
Hart to take the chair. Commissioner
Addams stated he wanted to explain his
vote stating the agreement was entered
into in good faith, that the University
knew what they were doing when they
signed the agreement and he maintained
they should be held to that agreement.
That is the only reason why he voted
against the motion. He stated that if
we were going to fix a tractor up that
would cost five or six hundred dollars,
he was not in favor of it.
Commissioner Hart stated the Depart­ment
could sell a tractor to the Uni­verSity
for $1.00 and get rid of it.
Commissioner Addams stated that was
different thing "If you want to make
another motion to sell another piece of
equipment." It was regularly moved by
Commissioner Mansfield, sec!'.:ded by
Commissioner Hart and unanimously car­ried,
that a used Cle-Trac tractor be
sold to the University College of Agri­culture
Experimental Station, Tucson,
for the sum 'of $1.00.
Wants Pit Located
The Secretary read a letter from the
Superintendent of Equipment showing the
rental received from maintenance houses
and the expenditures on maintenance
SEPTEMBER, 1931
houses for the past five months.
A communication was read from Mr.
F. M. Gold, Attorney at law, Flagstaff,
Arizona, concerning a gravel pit sup­posed
to be located in the SE'U of ~he
SEl,{ of Section 4, Township 18 North,
Range 16 East, Navajo County, Arizona.
The State Engineer stated he had re­ceived
a copy of the letter and had asked
Mr. Small to investigate the claim of
the pit being incorrectly located.
A letter was read by the Secretary
concerning the employment of W. E.
McCallum. The State Engineer stated
there was no opportunity to give Mr.
McCallum a job at the present time.
A letter was read by the Secretary
from Mr. C. M. Zander, Secretary of
the Board of Directors of State Institu­tions,
regarding two lathes iF the Phoe­nix
shops. The Secretary was in structe.~
to write Mr. Zander the lathes were op­erating
successfully and no purchase of
new lathes was contemplated.
A letter was read by the Secretary
from the Tuc~on Trades Council regard­ing
standardizing of wage scales through­out
Arizona and regarding the laying off
of men in the Tucson shops. The Sec­retary
was instructed to communicate
with the Tucson Trades Council stating
the reason for the laying off of Tucson
men was due to the lack of work in the
Tucson shops.
A letter was read from Mr. G. A. Mauk
asking the bronze plate on the old state
bridge at Tempe containing his name be
given to him as a souvenir. It was regu­larly
moved by Commissioner Hart, sec­onded
by Commissioner Mansfield and
unanimously carried that Mr. Mauk be
given the copper plate, proviedd he re­moved
it.
The Secretary read a letter from Mr.
E. V. Miller, Engineer of plans, regard­ing
a safety campaign throughout the
State. After considerable discussion, it
was decided that each commissioner and
the State Engineer and hill staff would
consider plans for inaugurating the safety
campaign to be presented at the next
meeting of the Commission.
A letter was read from Miss Grace
Sparkes requesting the privilege of work­ing
on a dedication program for the
Wickenburg-Ehrenberg highway. Com­missioner
T l' eng 0 v e moved that Miss
Grace Sparkes be permitted to go ahead
and work in conjunction with the State
Engineer on a dedication program. The
motion was seconded by Commissioner
Mansfield and unanimously carried.
A communication was read by the Sec­retary
from Miss Grace Sparkes, Pres­cott,
concerning the fen c i n g of the
White Spar highway. State Engineer
SEPTEMBER, 1931
stated that fences were needed but, in­asmuch
as the cattlemen leased this land
from the forest service, he believed the
forest service should fence the right of
way.
Protest Sale of WYe
A communication was read concerning
the sale of the land in the wye formed
between the junction of the Ash Fork­Prescott
and Ash Fork-Flagstaff high­ways,
which land has been offered for
sale by the Santa Fe Railroad Company.
Chairman Addams was instructed to
write the Santa Fe Railroad and ask
them to withdraw the land for sale or
p'ive the Highway Department an oppor­tunity
to purchase it.
A letter was read from the Governor
enclOSing a letter from Mrs. E. H. Rhodes,
Dome, Arizona, asking the State to re­sume
maintenance on this section of the
highway. On the motion of Comniis­sioner
Mansfield, seconded by Commis­sioner
Trengove and unanimously car­ried,
the Secretary was instructed to no­tify
Mrs. Rhodes this section of the State
Highway had been abandoned.
A letter was read from the Buckeye
City Council requesting maintenance on
the pavement through the City of Buck­eye.
It was regularly moved by Commis.
sioner Trengove, seconded by Commis~
sioner Barth and carried, that the Sec-
ARIZONA HIGHWAYS
retary notify the City of Buckeye that
it was against the policy of the depart­ment
to maintain highways through in­corporated
cities.
A petition was read relative to High­way
60, adopted by the Phoenix Cham­ber
of Commerce, Glendale Chamber of
Commerce, Mesa Chamber of Commerce,
Central Arizona Highway Association and
U. S. Highway 60, Arizona Division.
A petition from the Citizens in the
vicinity of Lakeside, Arizona, asking that
Lhe routing of Highway 60 between Car­rizo
and Vernon be conSidered, was read
to the Commission. Commissioner Barth
asked if this section of the proposed
road had been considered. The State
Engineer stated he had asked the Chief
Locating Engineer, Percy Jones, to look
it over and that he had instructed him
to further consider the routing of this
highway, as requested by the petition.
Commissioner Barth moved the com­munications
concerning Highway 60 be
filed. The motion was seconded by Com­missioner
Hart and unanimously carried.
To Attend Road Opening
An invitation was read from the No­gales
Chamber of Commerce inviting the
Highway Commission to attend the open­ing
of the International Pacific Highway
from Nogales to Magdalena on Sunday,
September 13t.h. Commissioners Mans-
Page Seventeen
field and Addams and State Engineer
O'Connell signified their intention of at­tending.
Commissioner Barth called the atten­tion
of the State Engineer to a piece
of road out of Eager, Arizona, stating
he wished the State Engineer would co­operate
with the people of Eager and
the Forest Service toward the building
of the highway through the Town of
Eager; stating to do so would increase
the length of the road about one-fifth
of a mile.
It was regularly moved by Commis­sioner
Hart, seconded by Commissioner
Barth and unanimously carr i e d, the
Commission adjourn at 4:20 P. M., Aug­ust
17, 1931, to meet again at the call
of the Chairman.
------~o~------­FORGET
TO REMEMBER
Indifference or lack of knowledge on
the part of car owners concerning cer­tain
simple and fundamental rules for
keeping their automobiles in running
order is the prinCipal cause of cars
stalling along the roadside, rather than
any major troubles.
------~o~-------
Laws of practically all states prohibit
traveling down grade with gears in neu­tral.
Good Roads-
P r the expansion of all business and so­E
cial life.
R
M
the city worker to live away from the
hub-bub of business activities.
~ and induce greater commercial and so-
\.. cial intercourse between distant cities.
W arrenite .. 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 Warrenite-
8itllulithic pavements are still in excellent condition even
after twenty to thirty years' service.
p. V NG DEVELOPMENT ALES COMPAN
Phone 3·8413 521 Luhrs Bldg.
PHOENIX, ARIZONA
Page Eighteen
Equality In Transportation
(Continued from Page Nine)
in a grave injustice to the railroads and
seriously disturbs the stability of our
transportation system. What would be­come
of this undesirable traffic if rail·
roads were permitted the same freedom
that motor vehicle carriers enjoy. It
makes one realize that motor vehicle
carrier service is tolerable today only
because the. public still has the rail­roads
to fall back on or s tan dar d
and reI i a b I e transportation ser­vice.
A proper regulation of private and
contract motor vehicle carriers will cor­rect
this disturbing situation.
Railroads Maintain Right of Way
Legislation should be enacted imposing
a tax on motor vehicle carriers for the
purpose of requiring a fair payment or
rental for the use of the public high­ways.
The railroads spend approxi­mately
25 per cent of their gross earn­ings
on interest, maintenance and taxes
on their roadway. Rail freight rates
could be lowered considerably and profits
to the railroads increased if the public
furnished the right of way for the rail­roads
as it does for motor vehicle car­riers.
Pavements must be made much
thicker and more substantial and high­way
bridges must be built much stronger,
all of which greatly increases the cost .
to the public of highway construction,
which additional cost is incurred in order
to accommodate heavy trucks and busses
that daily pound away at our public
highways. Taxes should be imposed on
motor vehicle carriers on a basis that
would be reasonably compensatory for
the use of the highways. Such a tax
could best be levied on a basis of a ton­mile
or passenger-mile tax, or possibly
on a gross receipts tax. The railroads
will not be given a fair opportunity to
compete until other forms of transpor~
tation are ma.de to bear the expense of
constructing and maintaining their own
right of way as the railroads now must
do.
Laws Demand Public Safety
The subject of safety to the employes
and the general public has been a source
of much railroad legislation. The rail­roads
have spent millions of dollars and
are continuing to spend large sums in
the interest of safety. Tll~ elimination
of grade crossings is no greater, if as
great, a safety measure to the railroads
as to motor vehicle carrIers, yet the rail­roads
are spending millions of dollars on
this one item, while the motor vehicle
carriers contribute to this expense only on
the same basis as every other taxpayer.
ARIZONA HIGHWAYS
There are many safety reg u I at ion s
which should be made applicable to
busses and trucks but motor vehicle car·
riers are comparatively free from re­strictions
in this regard. In fact, these
heavy and inherently dangerous vehicles
are, for the most part, subject to no
more or different safety legislation than
the private motor car. Safety legisla­tion
should include the prohibtion of the
use on public highways of extremely
heavy vehicles or vehicles of extreme
length and long trains of trailers should
be prohibited. Provisions should be made
requirincs adequate brakes and frequent
brake inspection, and heavy v e h i c I e s
should be strictly limited as to speed
upon the public highways. Drivers of
heavv, and accordin'51y more dangerous,
vehicles should be required to take an
examination similar to that required by
the railroads for their employes and the:y
should also have the necessary rest per­iods
between working hours. In most
jurisdictions motor carriers are permitted
to work their employes unreasonable
hours, but if the railroads retain their
men on duty in violation of the hours
of service laws, a heavy fine Is imposed
upon them. The fact that motor vehicle
carriers are not obligated with justifi­able
requirements for the welfare and
safety of their employe~ and the fur­ther
fact that, in many cases, they are
paying unreasonably low wages, creates
an added inequality from which the rail­roads
suffer, for the railroads are re­Quired
by law to spend considerable sums
for safety and on the whole they pay
much higher wages.
When one considers the many legis­lative
restrictions that have been placed
upon the railroads, while their competi­tors
in addition to being comparatively
free from s1,lch legislative and economic
restraints, are enjoying public subsidies,
the conclusion is forced that only the
superior efficiency of the railroads as a
transportation agency has prevented them
from losing far more tranffic than they
have thus far lost. However, this effi­ciency
can be strained to the breaking
point, and unless laws are enacted which
will equalize the opportunity in the
transportation field, serious consequences
may ensue.
------~o~-------
AND HERE IS A SUGGESTION FOR
NEWSPAPERS
Safety authorities say tnat tne driver
who cuts in an.d out of the line of traf­fic
is responsible for many motor acci­dents.
Why not assign a reporter to
count the number of these offenders on
the most highly traveled thoroughfares
in your city during a given time some
SEPTEMBER, 1931
Road Building Is Best
Relief For Unemployed
Road building has been tested during
the past year as a means of relieving
unemployment and has been found most
satisfactory, according to W. R. Smith,
president of the American Road Build­ers'
Association. More than a million
men have been employed on roads and
streets. Two other men are busy fur­nishing
each road worker with supplies,
he estimated.
"Money spent on public roads is spread
over a wide area in both country and
city. The dollar spent in road and street
construction has double value; it pays
the bills of the worker, and thereby aids
in creating a stronger market for com­modities,
and it has a permanent value
in decreasing the cost of highway travel
that affects everyone," continued Mr.
Smith.
"A man out of a job needs it where
he lives, and road and street work bring
the job to him. Highway work readily
absorbs men from all classes of indus­try
temporarily inactive," he said.
"The public can buy highways at a
bargain now-the savings in cost probably
will more than offset the interest charges
on road bonds. Relief of unemployment
might well be concentrated on road and
street construction that has been well
tested and found efficient," he concluded.
------401-------
Traffic Is Greatest Police
Problem
(Continued from Page Four)
some method must be designed by police
officers that will arouse the people and
make them constantly aware of danger
when they are on public streets. This
applies not only to the drivers of motor
vehicles but also to the pedestrians.
Therefore, to sum up the poSition of
the pOlice in the future, he must first
discover what the problem is through
every known device---records, maps, and
charts-then institute a first-class edu­cational
campaign to acquaint the people
with the facts and obtain their co­operation,
and finally put into effect ~he
proper legislation, and enforce that legis­lation
fairly and evenly. without favor to
the selected ones. Nothing can so destroy
confidence in the efficacy of traffic en­forcement
as tag-squaring or the non­enforcement
of desirable laws.
Sunday afternoon? If you wish, send two
reporters-one to be a corroborating wit­ness-
and let them take down the num­bers
and publish them. It might be the
means of saving a life.-Editor and Pub­lisher.
SEPTEMBER, 1931 ARIZONA HIGHWAYS Page Nineteen
EQUIPMENT DISTRIBUTORS­REPRESENTATIVES
ATLAS Scrapers
GALION Graders, Rollers, etc.
McCORMICK-DEERING Industrial Tractors, Engines
INTERNATIONAL Motor Trucks
BAKER Earth Moving Equipment
BAY CITY Shovels, Cranes, Draglines
ORD Concrete Finishing Machines
MUNICIPAL Oil Distributors, Flushers, etc.
STERLING Hoists, Contractors' Pumps
BRODERICI{ & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Picks
POMONA "Uniflow" Pupms
ALAMO-DORWARD Pumps
MYERS Pumps
RAY Road Signs
KEYSTONE Fencing and Barb Wire
"Over 40 Years in Arizona"
TUCSON ARIZONA
Packard-Willys
A Complete Line of
Passenger Cars and Trucks
A car and truck for every need, priced from
$675.00 up HERE
Complete stock of genuine parts, together with
the most complete and modern service dept.
Packard Phoenix
Motor Co.
~. H. BOWYER, Mgt'.
4th Ave. at Adams Phone 35179
The Home of Fine Motor Cars
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
an~ extending northward toward the Lee's Ferry
Bndgc on the Flagstaff-Fredonia Highway.
International
Trucks
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Road Contractor
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PHOENIX ARIZONA
Page Twenty ARIZONA HIGHWAYS SEPTEMBER, 1931
State Projects Under Construction
DISTRICr NO. 1
Geo. B. Shaffer, District 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,
90 per cent complete. F. J . Beeghley, 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,
45 per cent complete. Floyd J . Beeghly,
resident engineer.
Canion & Francis have the grading,
draining and placing of sub grade stabil­izer
of 5.7 miles of the Wickenburg­Blythe
road, F. A. P. 98-B, which begins
at 11,4 miles east of Aguilla and extend­ing
toward Wickenburg, 79 per cent
complete. Geo. E. Lang, resident engi­neer.
V. R. Dennis Construction Co. have
construction on grading, draining and
placing of sub grade stabilizer, mineral
aggregate and oil surfacing 14'h miles,
which begins 1% miles east of Quartz­site
and extends east toward Salome,
F. L. H. P. I-A, four per cent complete,
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. 1-C, beginning near Gonzales well
and extending towards Quartzsite, 13
per cent complete. Percy Jones, resi­dent
engineer.
Ralph Pleasant has construction of
Section E. and F . of F. A. 98, 24 miles
grading and draining, beginning 16 miles
east of Quartzsite and extending east,
37 per cent complete. Barney Hodgin,
resident engineer.
Geo. H. Oswald has the construction
of F. A. 59-1 Reo., which consists of
Drive Safely
grading, draining and placing of sub­grade
stabilizer and oil processing 10.3
miles-Wickenburg to Castle Hot Springs
Junction-93 per cent complete. Geo.
Lang, resident engineer.
DISTRICT NO. 2
F. N. Grant, Resident Engineer
Everly & Allison have completed the
oil processing of 22 'h miles, F. A.
a3-A, Sanders to Lupton, H. Pinney,
resident engineer.
H. L. Royden has completed the con­struction
of 5% miles on U. S. Route 70,
beginning at Holbrook and extending
east, F. A. No. 78-F, 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, 56
per cent complete. W. T. Halloran, resi­dent
engineer.
Packard, Tanner and Morse have the
grading, draining and surfacing of nine
miles, beginning at Pitman Valley and
extending toward Flagstaff, F. A. 89-E,
54 per cent complete. R. C. Pond, resi­dent
engineer.
Veater & Davis have the construction
of F. A. 95-B (Cameron to Ridge, 40
miles on U. S. Route 89) 80 per cent
complete. H. D. Alexander, resident en­gineer.
W. E. Callahan Construction Co. has
the oil surfacing of 11 miles, beginning
at Winslow and extending east, F. A.
40-B. and C., 88 per cent complete, M.
Kisselburg, resident engineer.
Lewis Brothers have the construction
of grading and oiling of 1450 feet of
Winslow streets 13 per cent complete,
M. Kisselburg, resident engineer.
DISTRICT NO. 3
R. C. Perkins, District Engineer
Western Gunite Co. has the surfacing
and oiling of 30 miles from Florence to
Superior, F. A. 23 A. and B. and 23 C.,
D. and F., 89 per cent complete. A. W.
Newhall, resident engineer.
Robert McKee has the grading, and
draining of 13.7 miles, F . A. 87-E, Ge­ronimo
East, 91 per cent complete, L.
C. Bolles, resident engineer.
Chas. Willis & Sons have the con­struction
of 10.8 miles of the Globe­Showlow
highway, beginning % mile east
of Globe and extending northeast, F. A.
P. 99-B, 27 per cent complete. Carl
Brannen, resident engineer.
Lee Moor Contracting Co. has the
grading, draining and sub-surfacing of
11% miles of the Globe-Showlow high­way,
beginning at the Salt River and
extending south, F. A. P. 99-A, seven
per cent complete. Gus Rath, resident
engineer.
State forces under J. B Hedgpeth, en­gaged
in tearing up and re-imixing
eight miles of oil surfacing from Cutter
to Coolidge Dam.
DISTRICT NO. 4
W. R. Hutchins, District Engineer
William Peper has completed the con­struction
of 10 miles, which begins ap-
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To reach motoring' public in
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Momsen-Dunnegan­Ryan
Co.
PHOENIX, ARIZONA EL PASO, TEXAS
SEPTEMBER, 1931
proximately 22% miles south of Tucson
and extends south to the county line.
Sid Smyth, resident engineer.
Stanley Jaicks Co. has the construc­tion
of F. A. Projects 25-B and 86-D,
9.2 miles extending south from the Pima,
Santa Cruz county line, 66 per cent
complete. Sid Smyth, resident engineer.
Ralph Pleasant has the construction
on the oi~ processing of F. A. P. 94-E
which begins at the Pima-Pinal County
line and extends south 8.3 miles, 90 per
cent complete. C. S. Benson, resident
engineer.
R. H. Martin has the construction on
F. A. Project 18-A, which begins ap­proximately
22 miles S. E. of Tucson
and extends east 2%' miles, grading,
draining, surfacing and oil processing,
84 per cent complete. C. S. Benson,
resident engineer.
Skeels & Graham, have the grading,
draining and placing of sub-surfacing
of 13 miles, F. A. P. 97-B, beginning at
the south end of the Sacaton Bridge and
extending south, 41 per cent complete.
Joe de Arozena, resident engineer.
Skeels & Graham have the surfacing
and oiling of five miles, beginning at
the north end of the. l3acaton Bridge
and extending northwest, 63 per cent
complete. Joe de Arozena, resident en­gineer.
Skeels & Graham have the surfacing
and oiling of two miles beginning at
Coolidge and extending north, F. A.
94-B, 49 per cent complete. Joe de Aro­zena,
resident engineer.
N. G. Hill & Co. have been awarded
a contract for the surfacing and oiling
of approximately 17 miles from Casa
Grande to Picacho, J. R. Van Horn, resi­dent
engineer.
William Peper has the construction of
2% miles, beginning approximately five
miles north of Bisbee and extending
north, F. A. P. 79-G, 19 per cent com­'
plete, E. A. Bickley, resident engineer.
ARIZONA HIGHWAYS
All Supply Orders Are
Passed Through Stock
Room And Warehouse
By W. M. Murray, Warehouse
Superintendent
The Phoenix warehouse and stockroom
forms a necessary part of the State
Highway system.
The workings and full importance of
these departments cannot be appreciated
by qne not thoroughly informed of the
great volume of business and the many
different items that necessarily must be
kept in stock for the operation of a
state highway department.
These departments serve as a medium
between the outside projects and the
accounting department. Supplies are re­quisitioned
from the warehouse, where
an adequate amount of such materials
are kept on hand. Requisitions are re­ceived
from the District Engineer's of­fice,
where they are sent by the Field
Men for approval. When the requisi­tions
are received in the wareho.use, they
are carefully chacked against the stock
cards, and a list of the material or parts
not in stock is requisitioned from the
Purchasing Agent. Through all this pro­cess,
the requisition and purchase order
numbers are closely allied with each pur­chase,
so there will be no confusion
when several articles, from two or three
different vendors, are delivered at the
same time.
Only material and parts that are
called for repeatedly are stocked, all
other items that are called for occasion­ly
are ordered through the purchasing
department, a requisition being sent to
that department from the warehouse or­dering
several different articles, they in
turn getting bids on same. In a few
minutes the articles begin to arrive at
the warehouse and are then disbursed
to the men ordering them. The close
co-operation between these two depart­ments
saves much time, and no delay
Page Twenty-one
is caused when the articles can be
bought locally.
The cataloguing and disbursement of
all this material and parts require
trained employees, who keep a record
of all transactions made in the ware­house
and the charges for the material
are then passed on to the accounting
department, where they are charged
against the project or department using
them and the bills of the vendors are
audited for payment.
Gurley
Instruments
Are Building
Arizona Highways
Arizona Representatives
PHOENIX BLUE PRINT CO.
w. & L. E. GURLEY
Troy, N. Y.
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.o. Box 787. Phoenix, Arizona
A_ ..... 8'0 Or ..... .
P_d r.o_1l.1.0.. ... .P..r.o.. .....e , •. .•. _ ........ 1"-...
.......I .t. .o.f. ,.,I-N.. .p..d..r..o..l.. ..... .- . • ., ... r.- X.r"d.ra .
Page Twenty-two ARIZONA lUGHWAYS SEPTEMBER, 19a1
Bureau of Public Roads Projects
UNDER CONSTRUCTION
C. G. Willis & Sons have the grading
of Forest Highway-Oak Creek Hill Sec­tion
7-C. The project begins at the top
of the Oak Creek Canyon-13 miles south
of Flagstaff-and extends to the bottom
of the hill, a length of 2.8 miles. Esti­mated
cost of construction is $187,000
and project is now 82% complete. E. J.
McCracken, resident engineer.
Jasper Stacy Company has the con­tract
for grading the 8.4 miles of Sec­tion
:S, Houserock Canyon Nat ion a I
Forest Highway, Kaibab National Forest,
Coconino County, Arizona, at an esti­mated
cost of $162,000. W. J. Nelson,
resident engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand
Canyon Route 3 from Bright Angel Point
to Cape Royal, at an estimated cost of
$285,000. This project is located on the
North Rim of the Grand Canyon Na­tional
Park and in Coconino county. W.
J. Nelson, resident engineer
O. A. Lindberg has the contract for
grading the 13 miles of the Three Lakes
Section of the Fredonia-Grand Canyon
¥ighWay, on the north side of the Colo­rado
River at an estimated cost of $55,­~
O. W. J. Nelson, resident engineer.
i Portions of Sections "A" and "C" of
tbe Payson-Holbrook Forest Hi g h way
Et.oute 11 are under Betterment and Im­wov~
me~t work by day labor. Portions
to be so improved total ten miles in
lemgth and will cost approximately $12,-
0(j0. J . W. Chason, resident engineer.
j Henry Galbraith completed, during the
first week in September, the contract for
t~e grading of Project 7-D, Upper Can­yon
Section of the Oak Creek Forest
Higl;lway. The project begins at the foot
of the Oak Creek Hill, adjoining the
Willis contract, and extends down the
Stetson Hats
Arrow Shirts
V assar Underwear
Crossett Shoes
Canyon to the "Call of the Canyon"
resort. The length of the project is
2.9 miles. E. J. McCracken, resident en­gineer.
Harry Hagen has the contract for the
grading of 5.6 miles of Section 2-D, Swift
Trail Major Forest Development Road,
in Crook National Forest, Graham Coun­ty.
The total estimated cost is $68,000,
and L. G. Watters is the resident en­gineer.
Contract time started April 20th
and project is now 65% completed.
Jack Casson has the contract for the
surfacing by the plant mix method of
28 miles, Section "A" and "B", of the
Grand Canyon-South Approach Road in
Coconino County. Total estimated cost
of construction is $160,000. V. G. Wat­son,
resident engineer. Project is now
50% completed, very little work having
been done during the past month on
account of moving plant and equipment
to a new location.
Everly and Allison of Des MOines, New
Mexico have the grading and draining
of 16 miles through the Petrified Forest
National Monument in Apache and Nava­jo
counties. Estimated cost of construc­tion
is $115,000 and work is now 28%
complete. E. F. Strickler, resident en­gineer.
The W. E. Callahan Construction Com­pany
has the contract for the construc­tion
of the Rio Puerco and Dry Creek
Bridges within the Petrified Forest Na­tional
Monument at an estimated cost
of $155,000. No work other than that
prelminary to construction has been com­pleted
to date. A quantity of materials
and supplies have been placed on the
job but actual con s t r u c t ion of the
bridges will not begin until after the
summer rains are over. E. F. Strickler,
resident engineer.
Hoogman and MacVicar were awarded
the contract for the grading and drain­age
of 20 miles of the Pine-Winslow
Forest Highway Route 10, beginning ap­proximately
seven miles north of Clint's
Well and extends northeast to a con­nection
with the south end of the 20-
mile project under construction by Hodg­man
& MacVicar. Estimated cost of
construction is $48,000 and contract is
now 12% complete. C. R. Dalton, resi­dent
engineer.
Bids were opened September 1 for
placing a seal coat on 19 miles of the
Grand Canyon-Desert View Route with­in
the Grand Canyon National Park.
Heitsch & Bitten were low bidders and
award has been recommended. Esti­mated
cost is $14,QOO. V. G. Watson,
resident engineer.
Bids were opened August 20 for grad­ing
and draining two sections, Units 4
and 5, of the Payson-Holbrook Forest
Highway. Lengths of the units are 0.5
mile and 1 mile respectively. Rogers
Bros. were low bidders on Unit 4 and
H. I. Turley was low bidder on Unit 5.
Award has been recommended. Esti­mated
cost of construction for the two
Units is $5400. J. W. Chason, reside'nt
engineer.
SEE ARIZONA FIRST
See Us
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Supplies .
H. M. CLARK OFFICE SUPPLY CO.
123 N. Second Ave., Phoenix
PHOENIX BLUE PRINT CO.
PHOENIX, ARIZONA
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Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes ;1
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Prin"t in3~. Drawing Material .
Blue Printers " ,
Surveying Instruments .
Measuring Tapes
Vic Hanny Co.
36-42 N. Central Twin Fronts Phoenix
WRICO LETTERING GUIDES
CITY, COUNTY AND STATE MAPS
U. S. G. S. TOPOGRAPHIC MAPS
HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407
SEPTEMBER, 1931
Jesse DeWitt completed about Septem­ber
1, the contract for grading 1.2 miles
(Units 2 & 3) of the Payson-Holbrook
Highway. Projects begin 'h mile south­west
of Heber in Navajo County and
extend toward Holbrook. J. W. Chason,
resident engineer.
SURVEYS
Payson-Indian Garden-Colcord Survey.
Forest Highway Route 11, beginning at
Payson and extending eastward for an
approximate distance of 40 miles, to a
con n e c t ion with the Young-Holbrook
Highway near the Gila-Coconino county
line. Survey began March 15th. J. H.
Brannan. locating engineer.
Strawberry Hill Survey. a portion of
Pine-Winslow Forest Highway Route 10.
Approximately 8 miles in length. Sur­vey
began June 10th. J . H. Brannan,
locating engineer.
Hermit Rest Survey and Hermit Rest
to a connection with Bass Camp Sur­vey.
Located on the South Rim of the
Gra~d Canyon' in the Grand Canyon
National Park. Approximately 12 miles
in length. F. H. Horton, locating en­gineer.
BIDS TO BE OPENED
Bids were opened in Phoenix Septem­ber
10 for the grading of four units of
the Payson-Holbrook Forest Highway
totalling 1.6 miles in length.
Bids will be opened at the Grand
Canyon September 15 for placing a seal
coat on 11.25 ~iles of the Grand Can­yon-
South Approach Road adjacent to
the Grand Canyon National Park.
Plans and specifications have been pre­pared
for the placing of subgrade sta­bilizer
and oil treated crushed rock or
crushed gravel surfacing (by the ' plant
mix method) on 17 miles of the Grand
Canyon-South Approach Road. Bids will
be opened at the Grand Canyon Sep­tember
24.
------~Or------­VEHICLES
ARE SAFE
Nearly 89 per cent of the 32.500 per­~
ons killed in automobile accidents in
1930 were the victims of motor vehicles
Lhat were apparently in good mechanical
condition at the time of the mishap.
This means that in the death of more
than 28,000 persons, the cars involved
had nothing wrong with them which
contributed to the cause of the accident.
ARIZONA HIGHWAYS
NOTICE TO CONTRACTORS
Prescott-Phoenix Highway F. A. Project
No. 72-A Reo.
Bids Opened September 29, 1931
Sealed bids for the Construction of the
above named Project will be received
until 2:00 P. M. on the above date, and
Lhen publicly opened and read at the
office of the Arizona State Highway
Commission, Phoenix, Arizona. No bids
will be received after the time specified.
All bids must be marked upon the out­side
of the envelope "State Highway Con­tract,
Prescott-Phoenix Highway, F. A.
72-A Reo," and MUST CLEARLY SHOW
THE NAME OF THE BIDDER ON THE
OUTSIDE OF THE ENVELOPE.
The work, which is located approxi­mately
Eleven (11) Miles N.E. of Con­gress
Junction, consists of the Grading,
Draining and placing of Subgrade Sta­bilizer
on approximately one and one­tenth
0.1) Miles of roadway, being a
change in the alignment of the present
Highway, and is to be completed on or
before February 29, 1932.
Approximate Quantities
25,000 C. Y. Roadway Excavation.
200 C. Y. Drainage Excavation.
50 C. Y. Slides and Overbreakage.
300 C. Y. Structural Excavation.
2,300 C. Y. Borrow.
16,300 Sta. Yd. Earthwork Overhaul.
2,050 C. Y. Subgrade Stabilizer.
70 Lin Ft. 24 in. C.M.P.
2 Cattle Guards.
1,550 Lin. Ft. Cable Road Guard.
3,550 C. Y. Mi. Subgrade Stabilizer
Haul.
240 C. Y. Concrete.
19,200 Lb. Reinforcing Steel.
1,800 Lin. Ft. Reconstructing Fence.
2 C. Y. Removal of Old Concrete.
Bridges
140 C. Y. Drainage Excavation.
130 C. Y. Structural Excavation.
104 C. Y. Class "A" Concrete.
10,500 Lb. Reinforcing Steel.
No contractor shall be eligible to sub­mit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial re­sources
and construction experience and
equipment have been approved. Bids will
be made only upon the bidding form con­tract
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors whose state­ments
show sufficient financial resources
and construction experience and equip­ment
to .properly construct the work.
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5%) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved, as the interest
of the State Highway Commission may
require. to reject any and all bids, to
waive any informalities in bids received,
and to accept or reject any bid unless
Page Twenty-three
such bid is qualified by specific limita­tions.
STANDARD SPECIFICATIONS-Copies
of the Standard Specifications, Issue of
Octobet, 1930, may be purchased for
Three ($3.00) DDollars the copy. Checks
.should be made payable to T. S. O'CON­NELL,
State Highway Engineer.
PLANS _ PAMPHLET (For Bidders
ONLY)-Copies of the Plans and Pam­phlet
may be issued to qualified con­tractors
having a copy of the Standard
Specificatlon of above issue, and upon
deposit of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and Pam­phlet
be returned within ten (0) days
after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions. without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will be
refunded should plans and special Pro­visions
be returned within ten (0) days
after opening of bids.
The Standard Specifications of the is­sue
of October, 1930, shall be used for
all Projects until July, 1931, or until
notification that a new issue is ready
for distribution.
The bidder will be required to comply
with the provisions of the Specifications
and contract in bidding and the award
and execution of the Contract.
T. S. O'CONNELL,
State Highway Engineer.
Phoenix, Arizona, Septwber 15. 1931.
Ben D. Cooley
COMMERCIAL PHOTOGRAPHER
Phone 23342
122~ ·N. First Ave.
Departmen ts of
ARIZONA
CAUFORnIA
NEW ME:XlC;ol
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and cities within
these states
Seaside Oil Compaoy
mCORPORATED 189.
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Explosives Blasting Caps Fuse General Hardware and Mining Supplies
GLOBE and MIAMI
Page Twenty-four ARIZONA HIGHWAYS SEPTEMBER, 1931
Road Conditions, Arizona State Highway System
These conditions were reporteq as of
Sept. 4th. Changes will occur on roads
under construction according to progress
of the work.-(Editor's Note) .
U. S. Route 80, Yuma to Rodeo, 518
Miles : All paved, oil surfaced or graveled.
Condition good. Two and a nalf miles
under construction west of Benson, short
detour, goad condition, 0.18 mi. long.
U. S. Route 66, Topock to Lupton, 396
miles-Gravel surface, oiled or paved.
Condition good excepting nine miles un­der
construction east from Seligman,
three mile detour, good condition. Six­teen
miles under construction east of
Williams, three mile detour, good con­dition.
U. S. Route 180, Florence Jct. to State
Line, 183 Miles-Gravel or oil surfaced­Condition
good. 13 miles under con­struction
east of Geronimo, two short
detours. Eight miles of oil surfacing,
Solomonv ille to. D uncan completed. --
State Route 88, Apache Jct. to Globe,
83 Miles. - Gravel surface. Condition
good, excepting between Fish Creek and
Roosevelt Dam badly washed and under
repair. Drive carefully.
State Route 73, Cutter to McNary, 104
miles-Gravel Surface Cutter to Rice and
White River to McNary, other unim­proved.
Fair condition.
State Route 71, Clifton Jct. to Spring-
DEPENDABILITY-erville,
157 Miles-Gravel and partly sur­faced.
Condition good, Clifton Jct. to
40 miles north of Clifton. Cherry Lodge
to Hannigan good except when raining.
Alpine to Nutrioso good. Nutrioso to
Springerville good excepting caution by
7.3 miles under construction near Spring­erville.
U. S. Route 89, Nogales to Fredonia,
660 Miles-Gravel, oil or paved surface
to Flagstaff, graded and drained to
Cameron! unimproved Cameron to Ja­cob's
Lake; 40 miles under construction
north of Cameron; gravel Jacob's Lake
to Fredonia. Condition good excepting
26 miles under construction between No­gales
and Tucson. Use precaution. Oil
surfacing nearing com pie t ion. Hot
Springs Junction to Wickenburg and 4.3
miles of oil surfacing south from Ash
Fork completed.
U. S. Route 70, Holbrook to State
Line, 109 Miles-Gravel surfaced, con­dition
good to excellent excepting five
miles east from Holbrook, under con­struction
and nearing completion. No
detours.
State Route 79, Prescott to Flagstaff,
91 .Miles-Gravel or oil surfaced to Se­donia,
graded and drained Sedonia to
Flagstaff. Condition good excepting for
construction in Oak Creek Canyon which
at times is impassable. Sedonia to Flag­staff
slow in wet weather.
State Route 74, Wickenburg to Ehren-burg
721 miles-Surface low type im­proved.
Fifty-one miles under construc­tion
from Gonzales Well east. Detours
slow when wet.
State Route 81, Douglas to Safford,
128 miles-Gravel surfaced. Condition
good.
State Route 187, Sacaton Dam to Casa
Grande, 13 Miles-Gravel surfaced. Con­dition
good.
State Route 83, Vail Junction to So­noita,
28 Miles-Gravel surfaced. Good.
State Route 82, Nogales to Tombstone
Jct., 70 Miles-Gravel surfaced. Good.
State Route 84, Tucson to Gila Bend,
124 Miles-Oil surfaced Tucson to county
line, gravel surface to Casa Grande. Part
surface to Gila Bend. Road under con­struction
Picacho to Casa Grande.
HULSE & DICK
~ Products
YUMA, ARIZONA
AAA
It's our plasure to please
our customers
24 HOUR STORAGE
Native Arizona
43 Years in Northern Arizona have equipped us with
a thorough knowledge of dependable merchandise in
all lines. Cedar Posts
~p.,~ Last a Life Time in the Ground
Accepted Standard of State and Bureau of
Federal Boards
Produced by
General Merchants
Corva Cedar Products CO. Flagstaff
Williams
I. P. Loose Leaf
Products, Blanks,
Books, Office
Furniture
Winslow
Kingman
Prescott
Grand Canyon
ASH FORK, ARIZONA
HEINZE, BOWEN AND HARRINGTON, Inc.
Everything For the Office
228 W. WASHINGTON ST., PHOENIX, ARIZONA'
Phones: 3-8182-4-1376
Filing Equipment
and Supplies
Office
Furniture
SPECIFICATION
Close cooperation between Shell's technical staff,
the actual producing and the engineering groups
makes it possible to meet any asphalt specification
-for any road-building need.
DELIVERY
With special, better insulated steam-coiled tank
cars, of the latest most modern design-Shell can
and does deliver asphalt to any job on time, in con­venient
condition and in desired quantities.
SERVICE
Shell's own road engineering staff is freely available
to any Board or Contractor. Experience on many
difficnlt paving jobs makes this group particularly
valnable in foundation and surfacing problems.
'SUPPORT
The Shell Oil Company is strongly committed to
sound good-roads policies. It can be depended upon
to support the local and regional efforts of groups
interested in road development.
e o. 5 H ELL A. 5 P HAL T .,
U. S. Postage
2c PAID
Phoen ix, Arizona
Permit No. 22
GET ACQUAINTED WITH ARIZONA
f H
MOHAVE
LEGEND
HIGH TyPE-IMPROVED--------------- ~~i~~ INTERMEDIATE TYPE-IMPROVED ___ n __ •• - - - - I
LOW TYPE-IMPROVED (earfh) __ nn_ I I I I I I I I II I I I
UNIMPROVED-CearthL ______ - - ----.
UNDER CONSTRUCTION OR REPAIR ____ 88 8 888888 x
DETOUR _________________ ---------
COUNTY ROADS C conditions not shownL
U.S ROUTE NO. _______________ =®==
STATE ROUTE NO. ______________ =®==
STATE
ROUTE
STATE ROUTE MARKER
PIMA ==",,~
ARIZONA HIGHWAY DEPARTMENT
CONDITION MAP
OF
STATE HIGH~AY SYSTEM
fEDERAL ROUTE MARKER