Arizona Highways. December, 1931

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Highways
December, 1931
T able of Contents
" 'HAT REl.OCA'I'IO~ OF HIGHWAYS MEANS .................. .. Page 3
By Percy Jones, Jr., Ch ief Locating Engineer.
DIVISIOK LOCATES MATERIALS FOR PROJECTS .................... 5
By H. H . B r own, Assistant Engineer of Materials
MAXI' r;VIDENCES OF ROMANTIC PAST IN NOGALES ........ G
By G. R. Micha·els, Secretary Nogales Chamber of
Commerce
TRAIL OF THE AGES ................................................................................... 8
By Bina Bobba.
ED lTORIAL PAGE ............................. ............................................................. 10
CIT IES ASKED TO ENTER SAFETY CONT·EST ............................ l1
CO i\[MrS SJO~ REQUESTS C. P. A . STATEMENT .......................... 12
STA'I'g PRO.TECTS UNDgR CONSTRUCTION .................... .............. 19
BURJ1;AU OF PUBLIC ROADS PROJECTS IN ARIZONA .......... 21
ROAD CO~D ITIONS , ARIZONA STATE HIGHWAY SYSTEl\L23
ADVERTISERS
APACHE PO\YDgR CO ~[PAXY ......................................... ·.··· ........ Page 15
ARIZONA TRACTOR & EQUIPMENT CO ........... _ .................. _COver
J3ABE IT:'; UEXEHAT, MEHCHAK'£S ...................... .. .............................. 23
H. ]11. C I~ ARK OFFICE SUPPLY CO . ................. ... ............... · ...... ·.·····.·.21
HF.~ D. COOI,EY ............. , ...... .. ...................... ............................................ ... .:: ... 23
C.·\LTI"ORXI.\. CORRUGATED CULYERT CO ..................................... 2
CORYA CEDAR PRODUCTS CO ....................................... ········.··· ........ , ... 23
GILMORE OIL CO. OF ARIZONA. .... .. ................................................. _ ... 23
W. & L. E. GURLEJY .......... ........................................... _ ............................... 24
GLOBE HARDWARE COi\IPAXY .... .................................................... : ..... 21
GROSSO'S ...... ................................. .......... 22
VIC HA~-"Y CO ................................................................... .............................. 22
HEINZE, BOWE~ & HARRINGTON, Inc ............................................. 21
HUT,SE & DTCK...... . .................... , ................. .... ...................................... 21
MOMSEN, DUNNEGAN & RYAN .................................................. _ ....... 20
PAVI-"G DEVELOPMENT & SALES CO ............................................... 18
PHOENIX BLUE PRINT CO ............................ ... : ........... ··.·.-.. _ ..... , ......... 22
PRAT'r-GILBERT HARDWARE CO ..................... .................................... 20
RIO GRANDE OIL COMP ANY .............. - ................................................ . .24
RO::\'STADT HARDWARE & MACHINERY CO ................................. 15
THE O. S. STAPLEY COMPANY ............. ~ .... : ........................................... 19
SEASIDE OIL COMPANy .................. .......................................................... _20
SHELL OIL COMPANY ................................ ....... ............. _ ... ._. __ .. ..26
THE COLORADO BUILDERS SUPPLY CO .................. _ .. ........... _ .24
UNION OIL COMPANY ... ~ ........... ........... ~ ...................................... ...... _ .... _ 1
VEA TER & DA VIS .... ..................... ................ , .................................................. 19
WESTERN 1\1ETAL MANUFACTURING CO ....................................... 2
#.# ....................... , •••••• , ......................... , •••••••••••
2 ARIZONA HIGHWAYS DECEMBER, 1931
Embankment Protection
Means "Full-Time "Service
From Expensive Pavements
Gullied shoulders and em­bankments
are costly and
dangerous, allowing the fail­ure
of pavement and nar­rowing
of roadbed. These
hazards can now be eliminat­ed
by controlling storm wa­ter
runoff on your highways
by means of CALCO EM­BANKMENT
PROTECTORS
CaIco Embankment Protector
The barrel of the intake is 12-
inch diameter corrugated pipe,
24 inches long, with an orifice
proportioned to the capacity of
the 8-inch diameter corrugated
spillway which is 24 inches
long. Desired lengths of 8-inch
Armco Pipe can be readily at­tached
to the spillway to lead
the water down to the toe of
the fill.
The serious gullying pictured in the left-hand illustration will be stopped when the installation shown
at the right is completed and in service. A stable foundation will result and the life of the expen­sive
pavement will be prolonged.
Calco Embankment Protectors are made of Armco Ingot Iron-the same material which has estab­lished
a record of twenty-five years in culYert service. Write TODAY for complete information and
prices.
Western Metal Manufacturing Co.
EL PASO, TEXAS
California Corrugated Culvert Co.
VIC H. HOUSHOLDER, District Sales Manager
1330 East Brill Street Phoenix, Arizona
ARIZONA HIGHWAYS
CIVILIZATION FOLLOWS THE IMPROVED mGBWAY
Copyright, 1931, by Arizona mghways - - All Rights Reserved
Volume VII DECEMBER, 1931 Number 12
W hat R elocation Of Highways Means
By PERCY JONES, Jr., Chief Locating Engineer
To the layman, traveling detours and
observing highway construction generally,
it probably appears that there is a dis­proportionate
amount of reconstruction
of roads-roads that, not many years
ago, he considered very good and which
would be quite satisfactory if only the
riding surface were improved. Some­times,
traveling the last road finished
he may even see the signs of three con­structed
roads which would date approx­imately
as of the years 1915, 1920 and
1930 each,-this not counting the original
wagon track which with very few excep­tions,
was about the only kind of road
we had in Arizona prior to 1915.
The thought may occur to him that
the highway engineers are spending a
great deal of money correcting their past
mistakes or those of their predecessors.
There are not many predecessors. Those
;.vho are working today in the higher
~ngineering positions are, with allowance
made for the increase in business and
torce of the Highway Department, the
¥tme men who worked in lesser positions
on the first highways and the last rail­i'oads
built in the state.
Early Problem
The first problem in Arizona that con­fronted
the highway engineer, that is,
when the automobile came into general
use, was to build a system of roads that
one could travel 365 days in the year and
to construct, with a limited amount of
money, this system of highways within
a limited time. To keep within the
amounts budgeted for highways this com­pelled
the engineer to locate roads with
numerous curves and with a grade that,
in many cases, followed closely the ground
line.
Dips were constructed in lieu of bridges
and seldom could a location be secured
that was ideal for both structures; con­sequently
the location favoring the dip
was often adopted, owing to the lesser
cost.
The locations made and the highways
constructed to the standards of 1920 soon
became obsolete. The speed of all classes
of traffic has materially increased, to­gether
with a large increase in the nUIll-ber
of cars using the highways, larger
busses and trucks were constantly being
put into service.
All this tended to make the sharper
'curves dangerous, the dip also a menace
A new grade opens the wonders of
Oak Creek Canyon to every one. The
old grade was a thriller that only the
venturesome undertook.
to safe travel and, in some cases, the
cause of intolerable delays during floods.
The reason stated above-the necessity
of a road that could be traveled 365
days in the year, and the necessity of
such a system of highways, was the sub­ordinate
to the fact that had a higher
type of road been constructed it would
have involved the expenditure of millions
of dollars which were not available.
The above program having been com­pleted,
a higher standard of location and
construction was adopted, and while the
standard does not equal the location and
construction in some of the states where
the amount of money available is many
times that at the command of the Ari­zona
Highway Department, the engineers
feel that the road built to the present
standard will not call for revised align­ment
for many years to come. However,
the engineer would indeed be bold who
would say that the future will not see
a demand for even higher standards.
Cheaper Than Detours
Minor changes, for example, offsetting
a location of some road 50 feet or so,
may often look to the layman as a
waste of money, and that the old road
could have been re~graded and widened
at much less expense than building an
entire new section to one side of the
present center line. Most engineers can­not
take any decided issue with the lay­man
on this point, as it is only after
having the figures before them at the
completion of several jobs that it has
dawned upon them that they were spend­ing
nearly as much on detours as would
be the saving in utilizing the old road.
Furthermore, believe it or not, engi­neers
are generally human; and criticism
received when the public is compelled
to travel a bad detour at last penetrates
even the thickest hide.
To sum up the f-actors why existing
roads are changed:
1st: The money has not been avail­able
to construct to the standard that
the engineer deemed advisable at the
time of the original constrUction.
2nd: Increased speed and longer busses
and trucks make necessary the curves of
longer radius and wider road-bed and
bridges, if we are not · to increase the al­ready
appalling toll of highway acci­dents.
3rd: Our problem is not necessarily to
avoid reconstruction, and if it were our
problem we would probably fail to find
a satisfactory solution.
Changes Are Progress
Those of us who have worked through
the past ten years on highway location
and construction have learned much as
to the requirements of today as compared
with the beginning of the period. We
are probably better qualified to predict
4
the next ten years than we were the
past; however, we do not know what will
be required ten to twenty years in ad­vance
and it is probable we never will
have this knowledge. We must bear in
mind one thing-when no changes are
ma.de progress will have ceased.
With the exception of widening, which
may be regarded as betterment rather
thaan reconstruction, I do not believe
there will be much reconstruction in the
rough mountainous country for a consid­erable
time to come. As a rule, the
principal mountain roads are of later
date than the valley roads and were
built to a more satisfactory standard,
and with the exception of widening and
surface improvement, alignment is the
only improvement to which they are sus­ceptible.
Bri.dges to replace dips do not
occur as frequently in the mountains as
they do in the valleys; bridges should
have been constructed in the first place.
To improve the alignment of a moun­tain
road materially as a rule calls for
an entire re-routing-an ambitious pro­gram
considering the benefits to be de­rived.
The replacing of a gravel surface with
an oiled surface may cause the reloca­tion
of a valley or desert road, because
the improved surface renders the elim­ination
of dips necessary, an.d by that
time the grading is a very small part
of the cost of the job. Frequently
the construction of a suitable detour
amounts to more than the saving in
yardage of earth work effected by using
the original alignment. Therefore, ex­cept
when right of way may prevent,
there is often an advantage in parallel­ing
the original road with a new one,
for no other reason than to simplify
the detour problem.
Speed Change Alignments
In the mountains grading is the big
cost. Compared with it the cost of the
oiled surface is small; therefore the
mountain roads are generally oiled with­out
reconstruction.
No great improvement in the ratio of
grades on mountain roads has been made
or is liable to be made. Our standard
for maximum grade is the same as it
was fifteen years ago. The tendency
is to sacrifice grade for improved. align­ment.
The old make of car could get
around a curve but it had trouble on
a long hill. Hills do not worst the mod­ern
car, particularly if its speed can be
maintained. Curves cut speed.
Mountain roads that are being located
now, or have been located within the
past four or fiye years, are located to
a materially higher standard than those
ARIZONA HIGHWAYS DECEMBER, 1931
This change was necessitated by the building of Coolidge Dam, forcing an
cntirely new routing of Highway to Upper Gila Valley.
to which we have been accustomed. A
100 ft. radius was accepted for the mini­mum
for curves on mountain roads for
years; 200 to 300 ft. radius were pre­ferred,
but the cost of the road would
not be materially increased to get them
if the 100 ft. radius fit the country.
Above a 500 ft. radius any curve was us­able
if there was any reason for it.
Today we locate upon a 1,000 ft. mini­mum
radius in ordinary rough country.
When it becomes very rough and ut­terly
unreasonable to maintain the 1,000
ft. standard curves to a 500 ft. radius
will be considered. The 300 ft. radius
is acceptable only upon the faces of
cliffs, where anything else would be in
space or under the mountain. Com­pared
with our ideas of reasonable cuts
ten years ago, the 300 ft. curve is under
the mountain.
We do not think the alignment of the
roads as located now will be changed. It
is hard to imagine straighter roads than
the later ones, yet ten and even fif­teen
years ago we considered our lo­cations
good.
------~o~-------
A DRY
Temperance Lecturer: "Now, suppose I
had a pail of water and a pail of beer
on this platform, and then brought on
a donkey. Which of the two would he
take?"
Another view of the spectacular Oak
Creek Canyon grade.
Loud Voice : "He'd take the water."
Temperance Lecturer: "And why would
he· take the water?"
Voice: "Because he's an ass."
DECEMBER, 1931 ARIZONA HIGHWAYS 5
Division Locates Materials For Construction Projects
By H~ H .. BROWN, Assistant Engineer of Materials
In recent articles appearing in this
m.agazine, the Materials Division has at­tempted
to give the readers some idea
of the tests performed within this
Laboratory, their significance, and their
application to actual practice in highway
construction work. It is the writer's
intention to give the readers some idea
of another phase of our work, which
has heretofore not been touched upon.
This is the work of selecting the sites
from which sand and gravel, or rock
for concrete and surfacing material, and
mineral aggregate for oil surfacing, may
be obtained.
Upon the completion of a location sur­vey
for a new highway project, a man
is sent from the Materials Division onto
this project to make a subgrade and
materials survey. This man makes a
study of the materials along the sur­veyed
line, which will go into the sur­face
of the completed roadway. If the
cuts and fills are light, this is easy;·
but if they are heavy, it is very diffi-cult.
He tries to determine, approxi-mately,
without the aid of laboratory
tests, what section or sections of he
road will require subgrade sabilizer, in
order to make a road which will care
for traffic, and which will also make a
good foundation for an oil mix pave-ment.
Study Aggregates Needed
Then, from the set of plans of the
road, if they be finished, he notes the
quantity of concrete required for the
project and the location of the larger
concrete structures. Then he determines
the number and location of the subgrade
stabilizer pits required to surface the
project most economically, and the ap­proximate
yardage required from each
pit. He also figures very roughly .from
the location of the bulk of the concrete
yardage, where he wants to try to find
sand and gravel, or rock.
If the project is gOing to be paved
with oil surfacing in the near future,
he determines the most economical pit
locations for mineral aggregate and the
approximate quantities required from
each. With this information in mind,
he starts out to see if nature has pro­vided
any of these materials within a
reasonable distance from the pOints
which he had determined were the most
economical sources.
Need Construction Experience·
... In order to make a materials survey,.
it: is essential that the man in charge
Unloading cement cores sent to the laboratory by the field forces to see if
materials meet the requirements.
of the work shall have had some ex­perience
in highway construction work,
so that he may know whether or not a
prospective pit can be worked econom­ically.
Also, it is very essential that he
shall have had some laboratory experi­ence
so that he may know when to con­tinue
working a prospect, and when to
discontinue and start looking for a more
desirable appearing material. When he
has found a material which he thinks
will conform to our specifications, and
has shown by a sufficient number of
prospect holes that the desired quantity
can be obtained, some laboratory ex­perience
is essential in taking the sam­ple
on which the tests are to be made.
In sampling a material, it is usually
taken from the surface of the ground
to the bottom of the prospect hole, but
oftentimes he may encounter two or
three entirely different classes or types
of material, of which a part may be
used for subgrade stabilizer, and part
may be used for mineral aggregate, and
occasionally concrete material has been
found in the same pit. Or it may be
that part of the material cannot be
used~ at all, and «onsequently, if it be
on t!ll) surface, · must be· excluded from
the sample or samples, and classed as
overburden to be removed. When he
has satisfied himself of the quality and
quantity of the material which he is
seeking, he makes a sketch, showing, if it
is possible without a survey, the loca­tion
of the area from which he proposes
to extract the material. This location
may be shown with respect to the loca­tion
survey, o~ with respect to section
or subdivision lines. If the area is too
far from the surveyed line, and no ~ec­tion
corners are found in the vicinity,
he requests that a survey be made.
The samples are submitted to this
laboratory, and from the tests which !lre
made here, (some of which have been
explained in previous issues of this mag­azine)
it is determined whether or not
the material is suitable for the pro­posed
use. If found to be satisfactory,
the Plans Division of the Highway De­partment
is given the sketch or survey,
from which a tracing and blue print are
made, showing the location and size of
the area of land requested. This, then,
is given to the Right-of-Way Division,
which proceeds to ol';ltain froIn the own­er,
~he right toex~ra.ct the. desired ma­terial:"
_.. .. . . , . .
6 ARIZONA HIGHWAYS DECEMBER, 1931
Many Evidences Of Romantic Past Remain In Nogales
By G. R. MICHAELS, Secretary Nogales Chamber of Commerce
The site now occupied by Nogales was
passed over as early as 1681 by Padre
Kino on his way from headquarters at
Dolores in Mexico to the site of the
present Tumacacori Mission. This mis­sion
was founded in 1687 and work
started in 1730. This same site was
also passed numerous times by Spanish
Crown soldiers who founded Tubac in
the year 1728. Both Tubac and the
Tumacacori Mission are now located on
U. S. highway 89 and are 19 and 22
miles respectively, north of Nogales. It
was from the Spanish Presidio at Tubac
that Captain Juan Bautista de Anza
left in 1784 with a military expedition
and marched to San' Francisco where
he founded the Presido there and named
it "The City of the Golden Gate."
A recent history by Professor Bolton
of the University of California describes
this overland trip as being the most
outstanding of any ever undertaken on
the North American continent.
The Gateway to Mexico between Nog·ales, Arizona, and Nogales, Sonora.
During these 126 years Nogales and
the surrounding territory was Spanish
owned and it was not until 1864 that
this was acquired by the United States
government through the Gadsden Pur­chase.
Founded in 1880
In about the year 1880, a man by the
name of Isaacson had a trading post
The International Line as it existed in 1893. with Monument No. 26, con­sisting
of a. pile of rooks, on the front porch of the Brickwood saloon, the
cigar case being in Mexico while the saloon proper was in the United states.
about where the Southern Pacific station
is now located. The town at that time
consisted of several shacks and tents en­closed
by a wall of ocotillas, plastered up
with mud. This storekeeper, Isaacson,
wanted the town named after himself,
and another man on the ground at the
same time, wanted it called "Ezekiels"
for himself. We certainly owe eternal
gratitude to the man who suggested
"Nogales"-for consider what we have
escaped all these years- "Isaactown."
The name "Nogales" is Spanish for
walnuts, as it was under the shade of
the black walnut trees in this sectioI].
that the early campers pitched their
tents.
A party of surveyors went through
Santa Fe Railroad Company, to survey
a railroad from Benson, Arizona, to a
point named Moreno station. about forty
mi:es north of Guaymas. Sonora, Mexico.
With two crews working, one from the
Benson end and one from Moreno sta­tion.
they met at the line and completed
the road in April, 1882. With the build­Ulg
of the road in prospect, between
1880-1882, others came to the settlement.
Driving Last Spike
The day the last spike was driven was
a gala day for Nogales. The t.wo en­gines
met at the line; the one on the
United States side was a big Santa Fe
DECEMBER, 1931
engine named "Thomas Nickerson." Mrs.
W. R. Morley, wife of the Chief En­gineer,
was selected to drive the silver
spike, stood with one foot on the fander
of the engine In Mexico and the other
foot on the fender of the engine on the
American side and drove the silver spike
which completed the road. This chief
engineer, W. R. Morley, is the man for
whom our Morley Avenue is named.
In June 1897, the President of the
United States created by proclamation
"in and near the town of Nogales, a
public reservation of a strip of land
sixty feet wide on the American side of
the International Boundary Line be­tween
the United States and the Re­public
of Mexico." Previous to this time,
the line had been surveyed and monu­ments
set by a party of engineers sent
out by our government. On our side
of the line, the buildings, including the
railroad station, were right to the very
line and all the street was in Mexico.
There was one building, the Brickwood
saloon, where a person could go in a
door on the American side and out an­other
door into Mexico.
All this time the town was wide open.
Three or four saloons on the west side
of Morley Avenue, several on the other
side, . doors wide open in every way.
In paSSing by, one could see paid ar­tists,
or whatever you please to call
them, to drink, dance and gamble with
the men. Occasionally there was a
rather unusual shooting affair. In one
of these when the smoke cleared away,
there had been three killed and one
wounded. It was at the Palace Saloon,
about where the Border Cafe and the
Popular Store are now located. Soon
after this gun battIe, gambling was
suppressed in Nogales.
Now Important Part
The pictures illustrating the various
changes which have taken place in No­gales
show: first, the line as it existed '
in 1893 with monument No. 26 consist­ing
of a pUe of rocks on the front
porch of the Brickwood saloon, the cigar
case being in Mexico while the saloon
proper was in the United States; the
picture showing the line in 1894 also
shows the Depot and other buildings
still across the International Line as it
was not until 1897 by Presidential pro­clamation
that the International Line
was cleared.
Two years ago the federal government
spent some $70,000 in making the In­ternational
Line at Nogales one of the
most attractive along its entire boun­dary.
Beautiful ornamental fence with
attractive gates made of native rock was
built. . The entire strip was paved and
ARIZONA HIGHWAYS
Professor Says Poor
Roads Exhaust Riders
As Well As Machines
The saving in human energy, brought
about by good roads, Is greater than the
saving in car operating costs, accord­ing
to an article by James R. Griffith,
engineering professor at the Oregon
State Agricultural college.
Using the figures in Bulletin No. 91 of
the Iowa State College of Agriculture
and Mechanic Arts, which show that
the cost of operating the average auto­mobile
is 5.44 cents per mile, on high
type (paved) roads, 6.43 cents on inter­mediate
(gravel, macadam or bituminous
treated) , and 7.50 cents on low type
(earth, sand-clay or light gravel). Pro­fessor
Griffith says: "I note that by op-ornamental
lighting system installed
and, in addition, new Spanish type
garitas (inspection stations) were con­structed
at the Grand Avenue and Mor­ley
Avenue gates.
Nogales boasts of the friendly rela­tions
and good will which exist between
this city and Mexico, as is evident by
the fact that the International Line
gates at this port are open 24 hours a
day and anyone is privileged to cross
at any time during that period.
erating my automobile 11,000 miles a
'1
year, I wUI save $108.90 by staying on
high type roads in preference to inter­mediates.
Likewise each year's operating
cost will be $226.60 less on high type
roads in preference to low type. This
differential, multiflied by the total num­ber
of cars operating at that mileage,
would provide quite an appreciable
amount which would go a long way in
paying for improved roads.
"To me, as a car owner, these figures
are interesting. However, I am more
concerned about reading between the
lines.
"Cannot the medical profession give
us a measure of the energy expended
per mile by the front and back seat
drivers over the three types of roads?
What would such a chart show? I have
made some short runs over low type
roads requiring more physical exertion
than a hard day's work. In fact, I would
estimate that 50 miles of low type road
required an expenditure of energy equiv­alent
to about 300 miles of high type
road. In this connection I well remem­ber
a short run on one poor road made
during the summer of 1929 which com­pletely
exhausted my physical and men­tal
reserve."
Judge: "What's this man charged with,
officer?"
Officer: "Careless waIkin', yer honor.
He bumped into a truck and bent both
fenders and the radiator."
The International Line in 1894, showing the Depot a.nd other buildings
still across the line, as it was not · until 1897 by Presidential proclamation
that the Interna.tional Line was cleared.
ARIZONA HIGHWAYS
T rail of the Ages
As one who has traveled over many
thousand miles of highway, hearing the
call of the road constantly and en­deavoring
always to travel with the
"seeing eye" that takes in all wonders,
both great and small, I am overwhelmed
by the great beauty and strange scenic
effects to be seen from the Arizona
highway.
A few years ago, when the road ap­peal
became too strong, I remember
leaving New York City and heading
northward along the coast of New Eng­land,
toward Canada. It was well to be
leaving the great Bagdad of America,
for New York City is a replica of the
particular kind of hell the careless and
thoughtless motorist should be cast into
for perfect punishment.
Once out of the traffic ridden trails
of the metropolis, the Boston Post Road,
older than our country, stretched before
me like a reliable friend who urged me
on with kindness and tact,-on through
the green fields of Connecticut and in
to the bean city without mishap.
North of Boston and along the jagged
coast of Maine again was the evidence
of a skillful hand of a highway depart­ment.
The narrow but well cared for
dirt road following the banks of the
st. John's River in New Brunswick,
Canada, providOO a whole, long day of
scenic pleasure, while the road from the
historic city of Quebec to inland Mon­treal,
which skirts the banks of the
majestic St. Lawrence, was a motorist's
Paradise.
Memories of the Hendrick Hudson
Boulevard in New Jersey, the storm
King ·Highway of the Palisades, the wide
New York and Albany road, the speed­way
to Atlantic City, Lake Shore Drive
in Chicago,-all give mute testimony to
the work of man,-the highway men who
make it all possible and pleasureable for
the one behind the wheel. '
Arizona's "Seenic Ace"
But just as there is always something
new and interesting around the next
curve and over the next hill, so this
country always has her scenic ace when
the tourist thinks he has seen almost
all. The Apache Trail is one of Na­ture's
aces and. Arizona plays it with a
poker face; for at the end of the trail
a breathless and awe-stricken tourist
°ays: "I had no idea it was so won­derful!"
I carrie over the Apache Trail prepared
By BINA BOBBA
Apache Trail at Roosevelt Dam
for a glOriOUS triP, but I also found
myself approaching Phoenix with the
same feeling. It was as if I had been
taken into the confidence of a mighty
One and shown His most precious
treasures.
·Entering the trail before sunrise, sur­rounded
by the silence that is so in
keeping with Arizona grandeur, and as
the car climbs steadily to the summit,
the imagination runs freely and one al­most
see the forms and hear the moc­casined
foot-fall of the men who first
trod these strange canyons. Then the
sun comes up, first gracing only the
highest peaks with rose and later paint­ing
the road a yellowish gold with the
deep canyons still in shadow.
Peace Prevails
An atmosphere of peace prevails on
every hand and only the ghost-like pres­ence
of high tension wires over my
head prevents the complet~ forgetting
that this is the highly developed coun­try
of the United States and I am not
accompanying the shrouded form of
l?ante into s t l' a n g e and imaginary
worlds. Now the long climb ends ab-ruptly
and the tourist, reaching the top
of the summit, finds a panorama open­ed
to his vision that is unsurpassable.
After leaving the dry hills of the Globe­Miami
Mining District his hungry eyes
spy a silver ribbon of water in the dis­tance.
It is the Salt River!
Dawn prolongs Into morning and the
cheerful, reassuring sight of a red High­way
Department Ford truck looms into
view, carrying men to their work, giving
the traveler a gay confidence which
dispels the eerie feeling of former lone­liness.
Again and again these red cars
appear like argOSies of safety, and as
the men greet the stranger in passing
their presence seems to say, "We are on
the job. Go ahead!"
The trail twists and turns. It cavorts
around mountainsides and delves into
valleys. It carries the tourist up to in­credible
heights and amazing views and
into canyons that were bottomless from
above. The appearance of a Gila Mon­ster
in the road just ahead may force
the tourist to swerve his car, as it did
in my case; but pass the Monster by,
for he is the fairy tale dragon who
guards the wonders within.
The wonders of the trail continue. Up
to the left appears the historic Tonto
Cliff Dwellings, strange sentinels of a
departed race and a silent reminder
that we are all travelers on the road
of life. Here in all our glory today and
relegated to a dusty past tomorrow,­our
pride and pretensions falling from
us like worn garments and only our
worth remaining for a critical posterity.
Roosevelt Dam
As a contrast to the cliff dwellings
we come upon the tiny town of Roose­velt
on the banks of Roosevelt Lake,
with its gas stations, stores and post­office,
and the tourist is quickly carried
out of the past and into the present,
which climaxes in the magnificent mod­ern
structure, the Roosevelt Dam! Here
man looked upon the water of the Salt
River and "saw that it was good" and,
determining to harness, use and re-use
every precious drop, has performed one
of the most remarkable feats of en­gineering
in the history of the United
States. Behind colossal walls of stone
the water is stored, turned into power
and almost reluctantly released to its
mission of prosperity in the fertile valley
far below.
Down a steep grade from the dam and
DECEMBER, 1931
again into canyons of volcanic formation,
we wonder if it was just yesterday that
the brittle, fire-scarred rocks c e a sed
smoking.
Now the high sun exposes many forms
of life, where all seemed so lifeless be­fore.
Here and there the inky spot of
a tarantula appears to deliver a menac­ing
message. Tiny and foolish baby
rabbits dart out suddenly to risk their
lives in a dash across the roadbed. A
covy 'of quail flutter together at our
paSSing, their small plumlets puckering
with excitement and the picturesque
names of Pinto Creek, Ash Creek and
Fish Creek appear, exposing innocent
looking stream beds that will become
raging torrents when the Rain Gods
will it. In these very creek beds, if the
observant tourist will investigate at early
morning, can be found the obvious signs
and tracks of the soft-eyed deer and ·the
slinking wildcat.
Winding Up Fish Creek
As we near Fish Creek a Highway
Department tent camp, empty of its oc­cupants,
who are now at work on the
trail, gives the peaceful appearance of a
deserted village, and the long, imposing
clim)) 'up Fish Creek Hill begins. High
up above us are the worn paths of two
cascadl)s, to ,remind the tourist that the
Adiona· rain will bring beauty as well
as damage to the Apache Trail.
Upward and upward, the car travels,
rounding the graceful curve of the
mountain, with sharp, perpendicular
walls on one side and the hazy left­behind
trail far below; and then sud­denly,
descending upon us like a bird
from the sky, we meet a silver car and
the Highway Department ensign gleams
like a shield in the sun. Pleasant as this
sight is in daylight one can l' e ad i I y
imagine how welcome this silver courier
is at night, when storms have torn and
mutilated the trail and the night pa­trol
rides out on missions of mercy
and aid.
Now, the Indian Head sign informs
us that we are approaching one of the
most spectacular sights of the trail,­"
Walls of Bronze,"-those magnificent
glimmering cliffs that are so awe-inspir­ing
in their gigantic beauty. We have
already passed the world's largest giant
cactus, standing like the mammoth hand
of a monster.
Stopping for gas at Tortilla Flats the
traveler meets Flossie, a native brown
bear, and hears the snarls of two beau­tiful
wildcast. A rattler does not leave
his feast .of eggs to say "howdy" and
a wild bpar looks his scorn upon man
and his tt:!lpp~~gs. It is , a perfect in,.
terlude in thi~ ' rem!!>rkable. trip.
ARIZONA HIGHWAYS 9
Example of new location improving commerciaI conditions is this new .strip
of road east of Apache Junction.
A Bit of New England
Arriving
treated to
at Canyon Lake we are
a bit of New England in an
Arizona stage setting. Summer cottages
and small white boats grace the scene.
A homelike ease prevails, but we are
soon out again in the rugged surround­ings
of the trail and the placid scene
is behind us. About at this point, if
the tourist has traveled slowly, with
the . observation this strange corner of
the world deserves, he is met by the
great Pullman-like stage, carrying a con­stant
flow of tourists who devour the
scenic wonders of the west.
A strange prehistoric atmosphere pre­vails.
The peculiar sharp cliffs in the
background are called "Weaver's NeOOle"
and they are appropriately named, for
it is to tattered Time alone that they
are useful. We seem to have stepped
back into the ages. One would not be
at all surprised to see a lumbering
dinosaur block his path and when a
great truck of the Highway Depart­ment
appears, illusion is enhanced. The
truck appears to be at home on this
trail of time; and slowly, but faithfully
it pulls a grader, conditioning a road
mutilatoo by the ravages of rain, the
tramping of stock and the steady tread
of automobiles bearing license plates
from every state in the Union.
Meet Betterment Crew
Wr; .. are .again surrounded " by busy
l1iglJwaY ' men and a great ,steam"'sho:v.e-l .
gnaws into the mountain side. A busy
caterpillar tugs at enormous boulders
and · swift moving trucks hurry to and
fro. This modern machinery appears
strangely out of place upon the time
worn trail, and yet the trave!er is re­minded
that it is only since the advent
of these modern mechanisms that the
route has been made safe and pleasant
for the driver. This bee-hive of activ­ity
which surrounds us tells its own
story. They are widening the trail for
the traveler, that we may delve into
the wonders of ages without hazard or
unnecessary risk.
As the steam-shovel moves its pon­derous
body from our path and we wave
good-bye to the men, I am keenly aware
of the debt we owe to the state and to
the workers who bridge every obstacle .
and achieve the impossible, in order that
the searching mind and the inquiring
eye may have at their disposal isolated
mountains and canyons that otherwise
would be sealed forever and lost from
our sight.
Now, with the impressive view of SUP- , _
erstition Mountain, standing like the
last and trusty sentinel, the mood of
the trail changes. Almost like the· ef­fort
of an aging beauty to rejuvinate
and modernize herself, even at the ex­pense
of her ,distinction, we find the,
signs of ~iving way a~d a gradual , ac-,
cept3:t:Ice . of mundane and ,familiar;
. i" :(Cohj;in1Jed on 'PaK€ ,11) "
10 ARIZONA HIGHWAYS DECEMBER, 1931
Arizona Highways
Published in the Interest of Good Roads by the
ARIZONA HIGHWAY DEPARTMENT
Vol. VII. DECEMBER, . 1931 No. 12
ARIZONA STATE HIGHWAY COMMISSION
C. E. .ADDAMS, MONTE MANSFIELD
Chairman, Phoenix Commissioner, Tuc'son
JOHN B. HART, SAMUEL R. TRENGOVE,
Vice-Chairman, Douglas Commissione.rt.. Prescott
JACOB BARTH, GEO. W. COMPA.KET,
ComnUssloner, St. Johns Secretary, Phoenix
GENERAlL OFFICE
T. S. O'CONNELL, State Highway Engineer
C. C. SMALL J. S. MILLS
Deputy State En«Jneer Engineer of Estimates
Ill. M. WHITWORTH H. C. HATCHER
Vehicle Superintendent Statistical Engineer
R. A.HOFFMAN W.H MURRAY
Bridge Engineer Sliperlntendent ot Stores
Ill. V. MIL:LE:a W. C. JOYNER
Engineer of Plana Purchasing Agent
1. W. POWERS M. C. HANKINS
Engineer of Materials Chief Accountant
A. H. LIND JAMES M. HALL
Equipment Superintendent Patrol Superintendent
FIELD ENGINEERS
GEORGE B. SHAFFER R. C. PERKINS
District Enlrineer District Engineer
District No. 1 District No. 3
F. N. GRANT W.R. HUTCHINS
District Enlrlneer District Engineer
Dlstrlot No. II District No.4
PERCY JONES
Chief Locatlnlr Engineer
Subscription Ratesl ".00 Per Year. Single Copy: 10 Cents
Advertising Rates on Request
Address All Communications to Editor
ARIZOt{A HIGHWAYS
Arizona Highway Department Phoenix, Arizona
CONGRESS IS ON THE SPOT
The eyes of the six, seven or eight million unem­ployed,
whatever number you care to guess, are look­ing
to congress and the administration at this mo­ment
for some solution for their unfortunate plight.
These men do not want a dole. They do not want the
government to give them anything. All they are
asking is for the creation of work through which
they can support themselves and their families. It
does not require the naming of any commissions· They
do not have to subsidize the bankers or industry.
The use of road building for unemployment relief
was tested during the past year and it has been found
most effective in putting men to work promptly. More
than a million men were employed directly on road
and street work, and two million other men were kept
busy furnishing supplies, . materials and equipment to
workers. Road building for unemployment relief has
a tremendous advantage in that it brings the job
to the worker-it is the most widely distributed activ­ity
in the country.
Roads and streets can be bought at a bargain
now and the low cost tends to offset the interest
charges. The increment in national wealth due to
good roads will remain long after the depression is
forgotten.
"The need for highways is apparent to every man
who drives a motor vehicle," states the head of a
Washington news service in close touch with national
opinion, "and it will be difficult to convince a man
who gets in a traffic jam every Sunday that there
are an~hini like enouih roads, More than one-fifth
of the country's population owns motor ve­hicles,
and the other four-fifths drive with them."
We had an experimental sample last spring of how
road building can relieve the unemployment. Con­gress
is on the spot. It must give the nation some
real relief.
--------------01--------------
CO-OPERATING IN SAFETY WORK
The National Safety Council has launched a nation­wide
contest between the cities for the promotion of
safety measures in their incorporated districts. This
contest is open to all cities of 10,000 and over and is
absolutely free, the National Safety Council being
willing to furnish everything for the conduct of the
competition, to do all the compiling of the statistics
and furnish all the necessary forms.
Of the staggering losses sustained in the United
States each year through automobile and traffic acci­dents,
the cities of the nation contribute the largest
percentage. This is natural that they should, as the
greatest travel and congestion exists in the city. How­ever,
offsetting this great increase in congestion; the
cities are supposed to have the best traffic regulation
.and the greatest enforcement of traffic laws. Yet
the death toll mounts.
Some of the best authorities now argue that we
do not need more laws for the regulation of traffic,
but a greater understanding and enforcement of the
ones we have. What the meat of the cocoanut is,
the National Safety 'Council wants to find out and
one of the best means of arriving at a conclusion is
to amass all the data, figures and statistics they can
get on the accidents that are occurring and see what ·
causes them. This is the object of the contest be­tween
the cities of the land,
If every city will co-operate with the Safety Coun­cil
enough statistics may be gotten together to con­clusively
point out what is the outstanding reason
for our increasing traffic «rashes. It is like the sci­entists
searching for the germ of a disease. Once the
germ is isolated, its carrier discovered, then it is a
comparatively easy problem to stamp out or control
the disease.
Our automobiles are killing and injuring more per­sons
in the United States each year than any disease.
It is time we found a cure.
0'--------
IT'S AN OLD STORY
Parking problems are not new. London had one
as far back as 1660, according to an order issued in
that year by Charles II, which reads as follows:
'Whereas the excessive number of hackney coaches
in the city of London are found to be a common nuis­ance,
the streets and highways being thereby made
impassable and dangerous;
"We command that no person or persons permit
or suffer said coaches to stand or remain in any of
the streets.
"Given at our court at Whitehall the eighteenth
day of October, 1660."
--------0'---------
The curfew tolls the knell of parting day
A line of cars wind slowly o'er the lea,
A pedestrian plods his absent-minded way
And leaves the world unexpectedly:. . .
DECEMBER, 1931 ARIZONA HIGHWAYS
Cities Asked To Enter Safety Contest
A nation-wide, National Traffic Safety
Contest, will be launched on January 1st,
1932, to cope with that Moloch of modem
civilization, the highway slaughter and
grade-crossing shambles of motordom.
Yearly the shameful toll increases with
a total in 1931 which threatens to ap­proach
35,000. For years the daily press
has quoted the comparative death rates
and sounded warning, not only against
the moron who strives to crowd the loco­motive
from its chosen place and the
drunken or reckless driver, but to im­press
upon all drivers of motor vehicles
the necessity of a strict observance of
traffic laws.
A determined fight will be waged to
arouse in every corner of the United
states a great public uprising against the
public apathy which now hinders pre­ventive
efforts against the senseless
slaughter of the past few years. Such
is the object of the National Traffic
Safety contest. Those now striving, in
the face of public indifference, to work
a reform in this appalling condition of
affairs, need the support that this con­test
will give them. The public officials
and civic organizations that are making
their communities safer deserve the
highest commendation and recognition
throughout the country.
The purpose of the contest, in which
every city, town and hamlet in the coun­try
is ' earnestly urged to participate, is
to bring recognition to municipalities for
such constructive achievements as they
may attain in overcoming their traffic
accident problems.
The terms of the contest, which of
course are worked out by committees of
experts, recognize two kinds of safety ac­complishment:
First, either a lowering of the death
rate over previous years, or, the lowest
death rate of competing municipalities.
Second, the enactment and enforce­ment
of traffic regulations and the con­duct
of educational activities, which, ac­cording
to experience, are bound to re­sult
in a lower accident toll. Awards
will be made for the "safest city" in each
group, for the best in all groups and for
the state making the best aggregate
showing.
Open To All Cities
The contest is open to cities of all
sizes, nor will the small town be judged
by the same standard as that of its
metropolitan neighbor, The winner of
Watch For This
The hazard of carbon monoxide
poisoning in closed gar age s is
growing despite the vast amount
of educational work which has
been done in the hope of elimin­ating
this type of accident, ac­cording
to the Automobile Club
of Southern California. The cas­ualty
list trebled from 1924 to 1929.
A majority of deaths from this
cause occur in the early days of
winter-during the first prolonged
cold spells. As the winter wears
on, motorists seem to be more
careful to keep the garage doors
and windows open when running
their motors. It is unfortunate
that several hundred lives must be
sacrificed each year before the
lesson is sufficiently impressed on
other car owners.
These things are to be remem­bered
about carbon monoxide: You
cannot see it, cannot smell it,
nor can you taste it. The unseen
foe can only be battled Wiith plenty
of fresh air.
the grand prize will be that city which,
in the judgment of the Committee of
Judges, has brought about in the interest
of safety, those reforms which are prac­ticable
for a city of its size.
To bring about a keener competition
the cities are divided into seven popu­lation
groups, as follows, with awards in
each group:
Over 500,000.
250,000 to 500,000.
100,000 to 250,000.
50,000 to 100,000.
25,000 to 50,000.
Under 25,000.
The last group will be further divided,
if necessary.
To insure the most competent and im­partial
decisions all awards will be made
by a committee of nationally recognized
experts headed by Dr. Miller McClintock,
Director, and Albert Russel Erskine, Bu­reau
for State Traffic Research, Harvard
University.
While the sponsorship and promotional
machinery of the National Safety Coun­cil
will guide this all-inclusive contest­campaign,
the cooperation of nearly every
important national organization interested
in public welfare has been pledged.
Enter Before January
Entries should be received before Jan­uary
I, 1932, but will be accepted up to
February 1. Entries after February 1
will be by special arrangement, as in
the cases of a new administration or new
community safety organization.
To enter the contest each city will
sign an entry blank, which, together with
report forms and sets of helpful instruc­tions,
are furnished on request by the
Council.
These entry blanks should be signed
by the mayor, city manager or village
president and immediately returned to
the National Safety Council. In April
and October, 1932, the city will be asked
to submit certain information regarding
its traffic and safety activities, on forms
provided, and at the end of the year
will be asked for a brief report covering
all the scheduled items. There is no
charge for participation in the contest.
The awards will be made at an appro­priate
time and place in the spring of
1933.
------(01----
Trai~ of the Ages
(Continued from page 9)
things. The mountains become smaller,
as if to hide their identity and trees
become more numerous. A prim, well
cared for highway maintenance house,
with a red roof, marks the end of
things strange and supernatural. The
t1'all dl'ifts - into a wide, level thorough­fare,
fellow travelers become more nu­merous.
The Old Salt no longer main­tains
the dignity of a river, but its
water appears in irrigation canals on all
sides. Citrus trees spread out in great
groves and pink, lucious dates hang
from the roadside vendors. The force
of production and prosperity is all
around us for we have reached the
famous Salt River Valley of Maricopa
County. The Trail of the Ages has lead
us to a modern Utopia.
BRIDGE IS MENTIONED
Elimination of two grade crossings and
sharp curves by the construction of one
bridge west of Seligman is praised by
the Engineering News Record of October
22. The comment Is accompanied by a
picture of the bridge.
12 ARIZONA HIGHWAYS DECEMBER. 1931
Commission Requests C.P.A. Statement
The Arizona state Highway Commis­sion
met at the call of the Chairman
in their offices in the Highway Building
November 23. 1931. at 10: 10 A. M. Those
present were Chairman Addams. Vice­Chairman
Hart, Commissiol'lers Mans­field
and Trengove, also state Engineer,
Secretary and Attorney Salmon. Com­missioner
Barth was absent.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Hart and carried, that the offi­cial
minutes of November 3 and 4, 1931,
be approved.
Chairman Addams asked Vice-Chair­man
Hart to take the chair and stated
he would like to have the opinion of
the Commissioners on the question as
to whether or not all the statements
filed by the contractors should be made
a matter of public record. Attorney
Salmon was asked if there was any­thing
in the law prohibiting their being
a public record. Attorney Salmon stated
their statements were filed with the
Department and if anybody wanted to
come to the Department and look at
them, it was alright. Chairman Addams
resumed the chair, and stated he would
entertain a motion.
Commissioner Mansfield stated he be­lieved
this was a departmental matter.
Chairman Addams stated he believed the
Highway Engineer should be instructed
in the matter. Chairman Addams asked
Vice-Chairman Hart to take the chair.
It was regularly moved by Commission­er
Addams, seconded by Commissioner
Trengove and carried, that the State
Engineer be instructed in case anybody
wanted to see the statements of any
contractors. they be permitted to do so.
Commissioner Mansfield not voting.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Hart and unanimously carried.
that the Commission recess at 12:15
P. M., to reconvene at 2:00 P. M.
The Commission reconvened at 2:20
P. M., all members present except Com­missioner
Barth.
Commissioner Mansfield stated he
thought the Department should notify
all contractors, who are now bidding in
the State of Arizona, that after . the
first of January their pre-qualified
statements will have to be okehed by a
certified public accountant. Chairman
Addams asked Vice-Chairman Hart to
tales the ehair and moved ·that every-·
thing stand as it is until such time as
every contractor is notified that after
the first of the year all conractors will
file statements signed by a certified
public accountant. The motion was sec­onded
by Commissioner Mansfield and
unanimously carried.
Vice-Chairman Hart stated he believed
these statements should be renewed
quarterly. It was regularly moved by
Commissioner Addams. seconded by
Commissioner Mansfield and unanimous­ly
carried, that all contractors' state­ments
must be renewed quarterly. Chair­man
Addams resumed the chair.
The Secretary read a communication
from Steffgen Brothers requesting per­mission
to sue F. E. Stearnman and his
bondsmen in the name of the State.
Attorney General stated he thought the
request was proper. It was regularly
moved by Commissioner Mansfield, sec­onded
by Commissioner Hart and unani­mously
carried, that the resolution
granting permission to Steffgen Brothers
to sue F. E. Stearman and his bondsmen
in the name of the State to be adopted.
A resolution was presented by the
Secretary in which the Phoenix Rubber
Company requested permission to sue
the Western Gunite Company and their
bondsmen in the name of the State.
Commissioner Mansfield raised the point
that inasmuch as final payment had not
been made this contractor, it was un­necessary
to bring suit. It was regularly
moved by Commissioner Mansfield. sec­onded
by Commissioner Hart and unani­mously
carried, that the request of the
Phoenix Rubber Company be denied.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Hart and unanimously carried,
that the resolution establishing the lo­cation
or relocation and speCific deSig­nation
of the Benson-Vail Highway
designated as Federal Aid Project 18-E.
1 Reo., be adopted.
Chairman Addams turned the chair
over to Vice-Chairman Hart. It was
regularly moved by Commissioner Mans­field,
seconded by Commissioner Tren­gove
and carried. that the resolution
abandoning that portion of the highway
eliminated by the grade crossing separa­tion
designated as Federal Aid Project
94, Sections B, C, and D. be adopted.
The Secretary read a letter from Ed.
Oglesby, Maricopa County Assessor. ask-:
ing '1pstructions o~the ~~ing: oC li:l'e.nse
plates on trucks. The State Engineer
stated Mr. Oglesby would like to appear
before the Commission and talk it over.
Chairman Addams resumed the chair
and instructed the State Engineer to
invite Mr. Oglesby to appear before the
Commission.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Trengove and carried. that the
resolution concerning the location or
relocation of the highway designated as
Federal Aid Project 94, Section F and
G, of the Florence-Tucson Highway.
be approved.
Mr. Oglesby. Maricopa County Assess­or,
appeared before the Commission, and
stated he was willing to abide by any
instructions from the Motor Vehicle De­partment
concerning the issuance of
plates, and advised the Commission that
something should be done before the
County Assessors held their meeting in
Yuma, December I, 1931. so that the
Assessors throughout the State would
have something on which to base their
actions. Action was deferred until At­torney
Salmon had an opportunity to
confer with the Governor.
It was regularly moved by Commis­sioner
Hart, seconded by Commissioner
Trengove and carried, that the resolu­tion
transferring $12, 981.79 from Budget
Item 71 to A. F. E. 32, be adopted.
It was regularly moved by Commis­sioner
ManSfield, seconded by Commis­sioner
Hart and unanimously carried.
that the resolution transferring $21,-
101.05 from completed or abandoned
projects to projects itemized in the reso­lution,
be adopted.
A communication was read from the
Greenlee County Taxpayers' Association
a.:;king for certain information pertain­ing
to Highway U. S. 60. The Secretary
was instructed to write the Greenlee
County Taxpayers' Association answering
the questions asked with information
furnished by the State Engineer.
The Secretary read a letter from L. V.
Root, Secretary of the Celebration Com­mittee,
inviting the Commission to at­tend
the celebration of the opening
Of the Kingman-Hoover Dam Highway
on Thursday, December 3, 1931. The
Secretary was instructed to write the
committee the Commissioners would be
unable to attend.
: Th~' Secretary read a letter presented
by ~r, · Whi~worth . f'fpm . the -County on.
DECEMBER. 1931
Company requesting an extension of time
for filing a motor fuel distributor's bond.
Mr. Whitworth advised the Commission
that he had prepared General Orders
No. 16-A, which was designed to super­sede
General Orders No. 16, previously
authorized by the Commission for the
bonding of motor fuel distributors. The
Secretary read the General Orders
No. 16-A.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Hart and unanimously carried,
that resolution designated 16 be sub­stituted
by resolution just read, known
as General Orders No. 16-A.
The Secretary read a letter regarding
the issuing of a tent to the Hope Mis­sionary
Home. It was regularly moved
by Commissioner Trengove. seconded by
Commissioner Hart and unanimously
carried, that a tent be loaned to the
Hope Missionary Home.
The Secretary called to the attention
of the Commission that the County of
Maricopa asked for the loan of a tent
for a period of 60 days and they were
loaned a 12 x 14 tent. It was regularly
moved by Commissioner Mansfield, sec­onded
by Commissioners Hart and Tren­gove
and carried, the tent be loaned to
the County of Maricopa as requested.
A communication was read from B. W.
Norton, City of Bisbee. requesting the
Department to sell one of the old
F. W. D. trucks with body and hoist to
the City of Bisbee. It was regularly
moved by Commissioner Hart, seconded
by Commissioner Mansfield and unani­mously
carried, that the Highway De­partment
sell an F. W. D. truck, No.
X-64, with body and hoist to the City
of Bisbee for $25.00
The Secretary read an opinion from
the Attorney General concerning an ac­cident
of Harold A.Beard, adviSing the
Commission that the Highway Depart­ment
was not liable for any accidents
on the highways and the Commission
was without authority to hear or settle
any claims for damages. It was regular­ly
moved by CommiSSioner Hart, sec­onded
by Commissioner Mansfield and
unanimously carried, that the claim of
Harold A. Beard be disallowed.
It was regularly moved by Commis­sioner
Hart, seconded by Commission­er
Mansfield and unanimously carried,
that the Commission adjourn at 5:10
P. M., November 23, 1931, to reconvene
at 8:30 A. M., November 24, 1931.
MEETING ON NOVEMBER 24
7'he Commission reconvened at 8:30
ARIZONA HIGHWAYS
BROTHERHOOD OF RAILROAD
TRAINMEN
Winslow Lodge No. 477
Winslow. Arizona,
December 6. 1931.
Honorable G. W. P. Hunt.
Phoenix. Arizona.
Dear Sir:
I have been instructed by the
above named lodge to write you
under lodge seal commending the
work of Mr. Chas. Osborn, patrol
officer of the highway department
and send copies to Mr. Addams.
Mr. Hall and Mr. Osborn. Mr.
Osborn has by his good work near­ly
put off the road all drivers that
are a hazard to the people. And
at the same time been conrteous
to the innocent violator of the law.
This brotherhood stands for law
:md order and are always ready to
notice public officials that perform
their duties honestly.
Yours very truly,
(Signed): V. F. FOY.
V. F. Foy. Secretary 447. B. of R. T.
cc-Mr. Addams.
Hall.
Osborn
Secretary files 477
A. M., November 24, 1931, all members
present except Commissioner Barth who
was absent.
The Secretary read a letter from the
Association of Standardization of High­way
Materials urging the Department
to have a representative at the national
meeting to be held in Washington, De­cember
8, 1931. The State Engineer
recommended that J. W. Powers be sent
to the meeting. It was regularly moved
by Commissioner Mansfield, seconded by
Commissioner Hart and unanimously
carried, that Mr. Powers be sent to the
convention.
The Secretary read a petition pre­sented
by Lucy R. Stevens signed by
residents of Patagonia and vicinity, re­questing
the State to construct a fence
along one side of the highway from the
Richardson Estate to the Chiricahua
Cattle Company fence in Casa Blanca
Canyon, a distance of about three and
three-tenths miles. It was regUlarly
moved by Commissioner Hart, seconded
by Commissioner Mansfield and unani­mously
carried, that the petition be
referred to the State Engineer.
Letters were read · concerning U. . S.
""'- .-
Highway 60 .received fro~ .. Mr. Jatlles
13
Peterson, State Senator Thomas Collins,
G. L. McClane, Franklin D. Lane, Hol­brook
Chamber of Commerce and the
Holbrook Lions Club. Chairman Addams
asked Vice-Chairman Hart to take the
chair and it waS regularly moved by
Commissioner Addams, seconded by
Commissioner Mansfield and unanimous­ly
carried the communications be filed
and copies be made for all the Com­missioners.
A communication was read from W. R.
Eccles, State Highway Engineer, State
of New Mexico, concerning the placing
of a jOint marker on the New Mexico­Arizona
State Line for the Jefferson
Davis National Highway. Chairman
Addams asked Vice-Chairman Hart to
take the chair. It was regularly moved
by Commissioner Addams, seconded by
Commissioner Mansfield and unanimous­ly
carried, that the Secretary be in­structed
to write the Commission had
gone on record that no signs be placed
on the State's right of way and if it is
their desire to have a marker placed,
they can do so but it cannot be placed
on the State's right of way.
It was regularly moved by Commis­sioner
Hart, seconded by Commissioner
Trengove and carried, that an opinion
be requested of the Attorney General
as to whether the Department could
pension' Stephen Freeman in the amount
of $50.00 a month.
The Secretary read a plan submitted
by E. V. Miller for the formation of a
state-wide safety organization. Mr. Miller
explained to the Commission what he
accomplished in his trip East to a meet­ing
of the safety council and stated
the plan, which he submitted, was based
upon the information he gained at that
meeting. Commissioner Mansfield stated
he thought the idea was a good one ex­cept
that the Highway Commission would
be looked upon as Godfather of all
funds; that the Department should con­cern
itself alone in the big problem of
road safety. After considerable discus­sion,
Mr. Miller was instructed to send
every member of the Commission a copy
of the plan and to formulate a plan
for the Highway Department, to be sub­mitted
at the next meetin.
The Secretary read a letter regarding
a lengthy report on tax evasion. The
Commission requested the Motor Vehicle
Department to furnish each member of
the Commission with a copy of the re­port.
It w~s regularly moved by Commis­sioner
ManSfield, seconded by Commis­that
the Commission adjourn at 10 :20
s!oner ;HlI.r~ ;md · unanimously .. carried.
14
A. M. November 24, 1931, to reconvene
at 10 :00 A. M., December 9, 1931.
MEETING HELD NOVEMBER 3
The Arizona state Highway Commis­Addams,
met in special session on No­vember
3, 1931, at 10:10 A. M., in their
offices in the Highway Building. Those
present were Chairman Addams, Vice­Chairman
Hart, Commissioners Barth,
Mansfield and Trengove, also Attorney
Salmon, State Engineer and Secretary.
It was regularly moved by Commis­sioner
Barth, seconded by Commission­er
Hart and unanimously carried, that
the official minutes of October 5 and 6,
1931, be approved.
Mr. Barnett Marks, Attorney for the
Phoenix Firestone Company, appeared
before the Commission concerning a re­quest
to file suit in the name of the
State against Heitsch and Bitten, high­way
contractors, and their bondsmen.
The same request had been refused by
the Commission at their October meet­ing.
After Mr. Marks had placed the
claim of the Phoenix Firestone Company
before the Commission, Commissioner
Mansfield asked Mr. Marks if either he
or his client could positively state the
tires in question had been actually put
into service and consumed by the con­tractor
in the construction of that
project. Neither Mr. Marks or Mr.
Hudson of the Phoenix Firestone Com­pany,
could positively state such was
the case and agreed to furnish the
Commission with definite information at
their next meeting.
The next order of business was the
awarding of contract on the Florence­Tucson
Highway, F. A. P. 94-D and
F. A. P. 94-C. It was regularly moved
by Commissioner Barth, seconded by
Commissioner Hart, and carried, Com­missioner
Mansfield voting "No," that
the bids on the Florence-Tucson High­way,
F A. P. 94-D and 94-C be re­jected
and the work be readvertised
immediately.
Awarding of contract on Flo r e n c e­Tucson
Highway, F. A. P. No. 90-A and
18-A, Reo. The State Engineer recom­mended
the contract on the Florence­Tucson
Highway, F. A. P. No. 90-A and
18-A Reo., be awarded to the low bid­der,
Skeels and Graham Company, Tuc­son,
Arizona, stating they had qualified
and were responsible bidders. It was
regularly moved by Commissioner Barth,
seconded by Commissioner Trengove and
unanimously carried, that the contract on
the Florence-Tucson Highway, F. A. P.
No. 90-A and 18-A Reo., be awarded to
the low bidder, Skeels and Graham Com­pany,
Tucson, Arizona, in the amount
ARIZONA HIGHWAYS
of $10,729.68, 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.
State Engineer O'Connell stated the
Engineer's estimate was $59,939.25 and
that Pearson, Dickerson and J. C. Morse
had submitted the low bid of $49,620.25
on the Topock-Kingman Highway, A. F.
E. No. 6619; he recommended the low
bidder be awarded the contract. Chair­man
Addams inquired if this construc­tion
' firm had ever done any business
with the state before. Mr. O'Connell
stated, "Not with the State Highway
Department but with he Bureau of Pub­lic
Roads." Commissioner Mansfield ex­amined
the financial s tat e men t and
State Engineer O'Connell stated he was
satisfied with their statements.
It was regularly moved by Commission­er
Barth, sec 0 n d e d by Commissioner
Mansfield and unanimously carried, the
recommendation of the State Engineer be
approved and the contract on the To­pock-
Kingman Highway, A. E. F. No.
6619, be awarded to the low bidder Pear­son,
Dickerson and J. C. Morse, River­side,
Calif., in the amount of $49,620.25,
which does not include 10% for engi­neering
and contingencies.
Mr. Ove E. Overson appeared before
the Commission asking permission for
his client, Tony Yurcic, to sue in the
name of the State the Ben Pearce Con­struction
Company and their bondsmen
for material and labor furnished them
in the construction of Federal Aid Pro­ject
No. 85-A. Mr. Hatcher stated this
contract had been finished by the bond­ing
company; that the bonding company
disputed this claim and the only de­termination
probably would be in the
courts. Attorney Salmon suggested that,
inasmuch as all these suits had been
maintained in the name of the State of
Arizona, he would like to suggest that
hereafter these resolutions be sent and
filed with the Attorney General so as
they would have a record. He stated he
could see no objection to this suit. It
was regularly moved by Commissioner
Barth, seconded by Commissioner Hart
and unanimously carried that the resolu­tion
giving permiSSion to Tony Yurcic to
sue, in the name of the State, the Ben
Pearce Constructing Company and their
bondsmen be approved.
The Secretary stated that on the call
for bids on one obsolete FWD dump
truck made by the State Engineer on
October 22, no bidll had been received.
Harold Beard appeared at 10:40 A. M.
DECEMBER, 1931
Chairman Addams asked Mr. Beard to
state his business. Mr. Beard stated he
had had an accident with a highway
truck on October 13th. Chairman Ad­dams
requested Attorney Salmon, who
had a copy of the accident report, to do
the questioning of Mr. Beard. After
considerable questioning, it was agreed
by Mr. Beard and Mr. Salmon, at the
suggestion of Chairman Addams, the At­torney
General would fully investigate
the complaint of Mr. Beard and report
his recommendation at the next Com­mission
meeting.
The Secretary read a resolution pre­sented
by the State Engineer authorizing
C. C. Small, Deputy State Highway En­gineer,
M. C. Hankins, Chief Accountant,
and H. C. Hatcher, Statistical Engineer,
to verify and approve claims presented
for payment out of the highway fund,
further, approving the acts of said per­sons
prior to this date. Mr. Mansfield
asked the Attorney General what the
meaning of the last clause was. Attorney
Salmon stated he had presented this
resolution to the State Auditor and that
was her request. State Engineer O'Con­nell
stated that meant the approval of
all the claims for the last four years.
Commissioner Mansfield stated he did
not wish to put himself in that position.
Chairman Addams asked Vice-Chairman
Hart to take the chair and moved th.e
State Auditor be contacted and invited
to appear before the Commission con­cerning
this resolution. The motion was
seconded by Commissioner Trengove and
unanimously carried.
The Secretary brought to the atten­tion
of the Commission unfinished busi­ness
concerning an inventory of stock
in the warehouse and stockroom. Chair­man
Addams asked Vice-Chairman Hart
to take the chair and moved the re­quest
for an inventory be held over un­til
the first of the year when an in­ventory
is taken, so as not to handicap
the Department. The motion was sec­onded
by Commissioner Barth and unan­imously
carried. Chairman Addams re­sumed
the chair.
The Secretary brought up the question
of right of way on East Van Buren
Street improvement. State Engineer O'­Connell
stated, "I turned the matter
over to District Engineer Perkins and
he said he would have a crew down for
widening and grading between the junc­tion
and the Tempe Bridge in about a
month's time. The right of way is status
quo. His instructions are from me, until
he gets this right of way not to do any
widening or grading." Chairman Addams
asked Vice-Chairman Hart to take the
chair and moved the East Van Buren
DECEMBER, 1931
Street Association be notified to this
effect, as stated by Mr. O'Connell. The
motion was seconded by Commissioner
Barth and unanimously carried. Chair­man
Addams resumed the chair.
Commissioner Trengove asked how the
price for printing the budget compared
with the other papers. The Secretary
stated they had charged for 80 inches
more than the Commission had allowed,
it having been decided to allow 470
inches at the price of 75 cents an Inch.
The Prescott Courier and Winslow Mail
had complained about the reduction and
their claim amounting to $37.50 had later
been allowed by the Commission. Com­missioner
Trengove asked if we had paid
tlie Mohave County Miner as much as
the other two papers. The Secretary
stated no, that the Commission had rati­fied
their claim for $37.50 additional.
Commissioner Mansfield asked what it
was they were asking. The Secretary
stated $71.25. Commissioner Trengove
asked what that amount brought their
claim to. The Secretary stated a total
of $393.75 and that the total claim of
the Mohave County Miner was $420.00.
Commissioner Trengove stated he believ­ed
they should be paid the same as the
rest of them and they shouldn't get
more than the others. Commissioner
Barth stated the total claim amounted to
ARIZONA HIGHWAYS
$27.00 more and he made a motion the
Mohave County Miner be allowed the
same amount as the Prescott Courier
received. The motion was seconded by
Commissioner Man s fie I d and unani­mously
carried.
Mrs. Ana Frohmiller, State Auditor,
appeared before the Commission as re­quested
and stated that according to
law, it was necessary for the Commis­sion
to give their approval to those of­ficers
of the Highway Department to
verify and approve claims for payment
out of the highway fund; that the pres­ent
Commission had not given this ap­proval
and the last clause of the reso­lution
was to validate claims which their
office had passed before detecting that
the Commission had never given these
officers authority. Chairman Addams
stated the Commission did not want to
approve any action of the old Commis­sion.
Mr. Salmon stated the resolution
would have to be changed and, after
having made the corrections, it was reg­ularly
moved by Commissioner Hart, sec­onded
by Commissioner Mansfield and
unanimously carried, that the corrected
resolution be approved.
The Secretary read a petition, which
had been filed by C. L. Glragi, of Win­slow,
accompanied by similar copies of
petitions signed by residents of King-
15
man, Williams, Holbrook, Ash Fork and
Flagstaff, the petitions urged the rout­ing
of Highway U. S. 60 vio Concho. It
was regularly moved by Commissioner
Ba'rth, seconded by Commissioner Tren­gove
and unanimously carried, that the
petitions be accepted and filed.
A communication was read from E. M.
Whitworth, Motor Vehicle Superintend­ent,
setting up the estimate of bond re­quired
for motor vehicle fuel distribut­ors
in the State of Arizona, noting that
he used a minimum bond of $1,000, a
maximum bond of $100,000 and stating
it was his opinion a $1,000 bond was
too small. Commissioner Mansfield lead
the discussion as to the necessity of
protecting the State in the collection of
gas tax by distribution and stated he
believed there should be no bond under
$5,000, showing it would be an easy
matter for any distributor to jump his
gas sales during any 45 day period to
that amount by cutting prices on gaso­line.
He stated he did not think $5,000
would be a hardship on anybody in the
gas distributing business: Commissioner
Mansfield made the motion that the
minimum bond for motor fuel distribu­tors
be made $5,000. Commissioner Barth
sta,ted he believed it should be put on a
sliding scale, as there are a lot of small
fellows not doing business sufficient to
Stop! Look! Listen!
EQUIPMENT DISTRIBUTORS­REPRESENTATIVES
EXPLOSIVES
Standard Dynamite, Gelatin Dyna­mite,
Quarry Powder, R. R. Grad­ing
Powder, Stumping Powder,
Coal Powder, Timberite, Blasting
Caps, Fuse, Electric Detonators.
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
BRODERICK & 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
Write for quotations on
Car Lots or Ton Lots
F. O. B. your Railroad Station
Apache Powder Company
SALES DEPARTMENT
Drawer 218, Benson. Arizona
16
warrant that large a bond. Chairman
Addams asked Mr. Whitworth for his
recommendation. Mr. Whitworth said
he thought $5,000 would be out of order
for many small distributors distribut"ed
fuel for the accommodation of people in
their district, that he would say not less
than $1,000. Commissioner Mansfield
stated he did not think it good busi­ness
to encourage crooks to come into
the state, and that is what is done with
a $1,000 bond. Commissioner Mansfield
motioned the minimum bond be set at
$5,000; it was seconded by Commissioner
Hart, and carried, Commissioner Addams
voting "No."
Chairman Addams asked what about
the maximum. Commissioner Mansfield
stated he believed if the Department fol­lowed
out the schedule it would not
exceed $100,000. and made the motion
that $100,000 be the maximum bond for
motor vehicle fuel distributors. The mo­tion
was seconded by Commissioner Hart
and unanimously carried.
It was regularly moved by Commis­sioner
Mansfield, seconded by Commis­sioner
Hart and unanimously carried,
that one and one-half times the monthly
collections be fixed as a basis for bond
on the intermediate cases.
It was regularly moved by Commis­sioner
Barth, seconded by Commissioner
Trengove and unanimously carried, the
Commission recess at 12 o'clock nooh,
November 3, 1931, to reconvene at 2:00
P. M.
The Commission reconvened at 2:25
P. M.. November 3, 1931. all members
present.
Senator Kilcrease appeared as spokes­man
for the Border Sunshine Way asso­ciation
and read a program adopted at
a directors' meeting of that association,
held on October 24th. The Association
requested
(1) That the Highway Com­mission
authorize and instruct the
State Highway Engineer to employ
necessary men to control traffic by
the flag system on all present and
future construction contracts where
an adequate and properly maintain­ed.
permanent detour is not in op­eration.
(2) That the Commission recom­mend
to the State Highway Engi­neer,
or any other official from the
Highway Commission who will rep­resent
Arizona at the next American
Association of Highway Officials'
meeting, that the marking and des­ignation,
suggested by the Associa­tion
for U. S. Highways, be pre­sented
for app'roval at_ that meeting.: __
ARIZONA HIGHWAYS
(3) That when any more federal
aid becomes available to Arizona prio
to June 30th, neceSSitating a sup­plementary
b ti d get. that sufficient
State appropriations bE! included in
the supplementary budget to oil sur­face
58 miles of State Highway 84
from Gila Bend to Casa Grande.
also. that sufficient federal and state
funds be allocated to oil surface all
sections of U. S. 80 from New Mex­ico
to California State Line. and
same on U. S. 89 from Nogales to
Ash Fork.
State Engineer O'Connell called Sen­ator
Kilcrease's attention to the fact
the American Association of Highway of­ficials
rejected that part about East and
West designations and stated it would
be necessary for him to study the rest
of the communication. Commissioner
Barth requested a copy of the communi­cation
and Mr. A. H. Condron stated a
copy had been prepared for every mem­ber
of the Commission but had not yet
been sent out.
It was regularly moved by Commis­sioner
Hart. seconded by Commissioner
Mansfield and unanimously carried that
the communication be received and filed.
James M. Hall. Superintendent of the
Arizona Highway Patrol. appeared be­fore
the Commission and presented a
report on field operation of the Highway
Patrol for the month of October. a copy
of General Orders. No.1. for all Pa­trolmen
and specifications detailing the
uniform tot be worn by the State High­way
Patrolmen. State Engineer O'Con­nell
stated he would like the official
uniform of the Patrol a.pproved by the
Commission and that Superintendent
Hall was wearing the uniform conform­ing
with the specifications presented. It
was regularly moved 'by Commissioner
Mansfield. seconded by Commissioner
Hart and unanimously carried, that the
uniform specificati()ns for the Highway
Patrol be approved.
The Commission requested a copy of
the General Orders be mailed each mem­ber
for study and discussion at their
next meeting.
The State Engineer presented a letter
from Mr. Whitworth. Motor Vehicle Su­perintendent.
concerning the collection of
common carrier tax. advising it was his
opinion the Department should take ad­vantage
of the law and immediately
cancel out the registration on all ve­hicles
that had not paid common car­rier
tax. Attorney Salmon stated these
common carriers had failed and refused
to make their report when due, but the
law l:'!~y'ide~ _ !( .. t!le rellort is not made
DECEMBER, 1931"
within five days after the report is due,
the Vehicle Superintendent shall fix the
tax and the Attorney General shall file
suit.
Commissioner Mansfield stated this tax
meant two or three hundred thousand
dollars to the State. It was regularly
moved by Commissioner Mansfield, sec­onded
by Commissioner Hart and unani­mously
car r i e d. that authorization be
granted the Motor Vehicle Superintend­ent
to proceed immediately against the
common carriers for the collection of
their taxes.
The Secretary read an opinion from
the Attorney General regarding which
persons in the Arizona Highway Depart­ment
come under the provision of the
Industrial Insurance Act. and defining
which persons of the Department were
officials and which were employees. Un­der
this opinion the State Highway En­gineer,
the Deputy State Highway En­gineer.
the Motor Vehicle Superintend­ent
and the Superintendent of the High­way
Patrol may not be insured in the
State compensation fund. stating prem­iums
on compensation ins u ran c e for
the m may not be p aid fro m
the highway fund. Chairman Addams
asked if there was not some means in
which these officials in ' their line of
duty could be insured. Attorney Salmon
stated not that he knew of, but the
Commission has the power to increase
their salary and they can insure them­selves.
Chairman Addams asked Vice­Chairman
Hart to take the chair and
moved the Attorney General look fur­ther
and see if he can find some money
with which these premiums could be pald
and report at the next meeting. The
motion was seconded by Commissioner
Barth and unanimously carried. Com­missioner
Addams resumed the chair.
A letter was read from Wm. M. Mur­ray.
Superintendent of the Warehouse,
concerning the sale of stock on hand
of Model T Ford parts, which are no
longer used by the Department. Com­missioner
Mansfield stated the best thing
to do is to call for bids and made the
motion that the recommendation of the
State Engineer be approved and bids be
called for the sale of the Model T Ford
parts. or the alternate bid exchanging
Model T Ford parts on hand for Model
A Ford parts or Chevrolet six cylinder
parts. The motion was seconded by
Commissioners Trengove and Hart and
unanimously carried.
It was regularly moved by Commis­sioner
Hart. seconded by Commissioner
Trengove and carried, that the employees
in the Highway Department be given a
half day holiday on Thursday . a~d.. .. ~~-
p);:CEMBJ!:R. 1931
day of State Fair week in order to at­tend
the Fair.
Commissioner Mansfield called the Pa­trol
Superintendent's attention to the
enforcement of truck speeds on Arizona
Highways. requesting they be warned and
~f they do not heed the warning they
be arrested. Commissioner Mansfield
stated he had questioned one driver of
an oil tanker and he had stated their
schedule was from 21 to 28 hours for a
round trip from Long Beach to Phoenix.
which necessitated the speed of 40 miles
per hour.
It was regularly moved by Commis­sioner
Hart. seconded by Commissioner
Barth and unanimously carried. the
Commission adjourn at 4:30 P. M .• No­vember
3. 1931. to meet again at the
call of the Chairman.
--------0--------
Highway BuHding Could Do
Away With Unemployment
An editorial in the Engineering News­Record
roads as follows on the subject
of highway building for the relief of
unemployment :
"Road work alone could take care of
the entire nuemployment emergency.
were no other source of work at hand.
More than two m1llion miles of road in
the United States still want _improve­ment
from the dirt-road stage. Reason­able
modernization of but half or a
third of that mileage within a year
would enlist the service of every unem­ployed
worker. Tools might prove short
at the start, but they could be provided."
Every Good
Surveyor Knows--
THA T canned tomatoes are
both food and drink.
THAT the vernier and lower
clamp springs become weak
with use, causing an instru­ment
to creep, and that they
should be rem 0 v e d and
stretched occasionally.
THAT a plumb bob can be
quieted by tapping the plumb
line with his finger.
THAT the boss does not ap­.
'prove of using the toe of the
rodman's boot for a T. P.
ARIZONA HIGHWAYS 17
Construction Engineers and Foremen
AS OF DECEMBER 10TH, 1931
Name Position Project
I-Beeghly, F. J ., Res. Eng ............. 6610
4-Benson. C. S.. Res. Eng. . ......... 8008
8009
8013
B-2-Bodine, W. E., Foreman ................ 5301
3-Bolles. L. C .. Res. Engl'. . ............. 633
I-Bond. R. C.. Res. Engr. . ........... 8914
3-Brannen. F. C .. Res. Engr . .......... 6003
F-4-Burdwell. L. W.. Foreman .. ........ 8013
B-2-Claypool, W. K.. Foreman .......... 1101
4-DeArozena. Joe.. Res. Eng .. ......... 8701
8704
L-1-Freitag. Albert. Loc. Engr ........... 9001
F-3-Gore. Frank. Foreman ................ 8015
2-Halloran. W. J .. Res. Engr ........... 6601
B-4- Hedgpeth. Jess B.. Foreman ..... .4202
I- Hodgin. Barney R.. Res. Engr ... 6010
7402
Holt. M. G., Painter...................... 72
R- -Jacobs. F. B.. Res. Engr.
(Lab. Research)
I-Jones. P .• Res. Engr ..................... 6002
6008
1- Kisselburg. Myron. Res. Engr...6619
4-Koogler. B. W .• Foreman ............ 130
I-Lang. Geo. E.. Res. Engr ........... 8910
L-1-Lawrence. R. E .• Loc. Engr ....... 9001
B-3-McGavic, Louis. Foreman .......... 7104
B-1-Matlock. W. B., Foreman ............ 1101
6619
4401
I- Middleton. L.. Foreman ................ 129
l- Newhall. A. W .. Res. Engr ........... 8906
Parker. Jas. A.
Pierce. W. C .. Foreman .............. 127-6
3- Rath. A. F .. Res. Engr ................. 1502
2-Smith. Aiken. Foreman................ 131
4-Smyth, Sid. Res. Engr ............... 8908
Stevens. W. R.
F-3-Strickland. A. A.. Foreman ........ 1808
B-1-Van Dickson. J .. Foreman .......... 1500
4-Van Horn. J . R.. Res. Engr ....... 8401
8402
Shaffer. Geo. B., Dist. Engr.. ........... .
Grant. F. N .• Dist. Engr.. .................. .
Perkins. R. C .• Dist. Engr ................. ..
Hutchins, W. R.. Dist. Engr .............. .
NumberS-Districts; B~Betterments; E­tion
; R-Reconnaissance
F.A.No.
80-B
90-A
18-A
79-G
Non
Highway P. O. Address
Ashfork-Kingman .......... Seligman
Bx. 185
Tucson-Bension .................... Tucson
Bx. 1986
Benson-Vail... ....... 1227 N. 3rd Ave.
Benson-Douglas .... Bisbee. Bx. 177
514-A Tombston Can.
st. Johns-Springerville .. St. Johns
Bx. 132
87-E Globe-Safford ............ Fort Thomas
61 Prescott-Ashfork .......... 326 S. Mt.
Vernon. Prescott
99-B Globe-Showlow .... Globe. Box 1342
521 S. Hill st.
79-G-3 Benson-Douglas .... Bisbee. Bx. 447
Non Kingman-Topock .......... Kingman
97-B-C Mesa Ruins ........ Florence. Bx. 167
94-B Florence-Tucson .............. Florence
Bx.1 167
Non Kingman-Boulder Dam ................. .
Chloride. Bx. 142
Non Phoenix-Tempe .... Tempe. Bx. 214
89-D Ashfork-Flagstaff ............ Williams
Box 117
Non Tucson-Nogales .. c/o Tucson Shop
98-E Blythe-Wickenburg ...... Vicksburg
98-F Blythe-Wickenburg ...... Vicksburg
Non Repainting Signs .... Phoenix Ofc.
FL. "I-A Blythe-Wickenburg .... Quartzsite
F.L. 1-C Blythe-Wickenburg .... Quartzsite
Non Topock-KingIIl\3.n ........ Kingman
Box 725
Non Tucson Shop & Yard ........ Tucson
Box 1789
72-A Phoenix-Prescott .... Peeples Valley
Box 25
Non Kingman-Boulder Dam ................. .
Kingman. Bx. 754
Non Solomonville-Springerville
Metcalf (Ph. P. 0,)
Non Kingman-Topock .......... Kingman
Box 722
Non Kingman-Topock .......... Kingman
Box 722
Non Douglas-Rodeo
Non Ashfork Shop & Yard .... Ashfork
62 Prescott-Ashforlc .............. Prescott
415 N. Mt. Vernon st.
Box 1547
Non Equip. Div. Paint .......... Kingman
99-A Globe-Showlow .......... San. Carlos
Non Holbrook Shop & yard ............... .
Holbrook
86-D Tucson-Nogales .................. Nogales
Bowman Hotel
Non Miami-Superior .. Miami. Bx. 1955
Non Wickenburg-Prescott ...... Prescott
Box 58
94-D Florence-Tucson ................ Tucson
Box 2828
Non Casa Grande-Picacho ..................... .
- 90 N. Church St.
(Ph. 3510)
Precinct No. 1.. .......................... .. Phoenix Ofc.
Precinct No. 2 ........ .............. ...... Phoenix Ofc.
Precinct No. 3 .............................. Phoenix Ofc.
Precinct No. 4 .............................. Phoenix Ofc.
Emergency; F-Force Account; L-Loca-
18 ARIZONA HIGHWAYS
Corrugated Iron Pipe Used As. Pier Forms
While 'corrugated iron pipes filled with
concrete have frequently been used as
bridge foundations, it was not until re­cently
that corrugated iron was found to
be useful as economical temporary forms
for such structures.
Roger Pelton, County Engineer of Co­chise
County, Arizona, has developed the
illustrated forms of half sections of cor-
Bridge piers of concrete after the
corrugated iron forms were removed
rugated iron pipe attached to lengths of
angle iron to be used as removable forms
for bridge foundations.
This type of form has much to rec­ommend
it because of its 100 per cent
salvage' value after a pier is set its
. '
long life, and the fact that when its
usefulness as a form is ended because
of completion of the work, it can give
many years of service as a drainage
structure.
The form is utilized as follows: First
the inside of the form is covered with
grease and the concrete poured In. After
tms concrete in the bottom section has
Corrugated iron forms made of sections
County Engineer of Cochise County,
been allowed to set, one-half of the cor­rugated
pipe is removed, lifted up, and
attached to the upper length of the
angle irons. These angles are just twice
the length of the corrugated forms. After
this half section is firmly attached to
the angle irons in its upper position,
thereby assuring a true alignment and
(Continued on Page Twenty)
of Armco pipe used by Mr. Roger PeltOn,
in the construction of bridge piers.
Good Roads-
P
E
R
the expansion of all business and so­cial
life.
the city worker to live away from the
M hub-bub of business activities.
~ and induce greater commercial and so-
\.. cial intercourse between distant cities.
Warrenite .. Bitulithic Pavement
for 30 years has contributed toward the betterment of con­ditions
both commercial and social.
And-a feature of durability which cannot be challenged
by any other monolithic pavement-scores of Warreoite­BithuIithic
pavements are still in excellent condition even
after twenty to thirty years' service.
PAVING DEVELOPMENT & SALES COMPANY
Phone 3-8413 521 Luhrs Bldg.
PHOENIX, ARIZONA
. 1
DECEMBER, 1931 ARIZONA HIGHWAYS 19
State Projects Under Construction
DISTRICT NO. 1
Geo. B. Shaffer, District Engineer
Martter and Bock have the grading,
draining and sub-grading stabilizer on
nine miles, beginning at Crookton and
extending west to Seligman, F. A.P. 80-
B, 83 per cent complete, Floyd J. Beegh­ly,
resident engineer.
V. R. Dennis Construction Company
have construction on grading; draining
and placing . of sub-grade stabilizer, min­eral
aggregate and oil surfacing 14%
miles, which begins 11{, miles east of
Quartszite and extends east, towards
Salome, F. L. H. P. I-A, 38 per cent
complete, Percy Jones, resident engineer.
Lee Moor Construction Company has
the construction of 7.2 miles, grading,
draining, surfacing and oil processing,
F. L. H. P. l-C, beginning near Gon­zales
Well and extending towards Quarts­site,
51 per cent complete, Percy Jones,
resident engineer.
Ralph Pleasant has construction of
sections E. and F. of F. A. 98, 24 miles
grading and draining, beginning 16 miles
east of Quartzsite and extending east,
78 per cent complete, Barney Hodgin,
resident engineer.
S. H. VEATER
Packar·d and Tanner have the con­struction
of 1.1 miles, located approxi­mately
11 miles N. E. of Congress Junc­tion,
2 per cent complete, George Lang,
resident engineer.
Pearson, Dickerson and J. C. Morse
have started construction on the oil
processing, by the road mix method, of
approximately 17% mlles, beginning at
Kingman and extending west, M. Kissel­berg,
resident engineer.
DISTRICT NO. 2
F. N. Grant, District Engineer
O. F. Fisher has the grading, drain­mg
and surfacing of 7.8 miles, begin­ning
one mile east of Williams and
extending east to Pitman Valley, F. A.
89-D, 98 per cent complete, W. T. Hallo­ran,
resident engineer.
Packard, Tanner and Morse have com­pleted
the grading, draining and surfac­ing
of nine miles, beginning at Pitman
and extending toward Flagstaff, F. A.
89-E, R. C. Bond, resident engineer.
DISTRICT NO. 3
R. C. Perkins, District Engineer
Chas. Willis a.nd Sons have the con-
•
struction of 10.8 miles of the Globe­Showlow
highway. beginning 1h mile
east of Globe and extending northeast,
F. A. P. 99-B., 60 per cent complete,
Carl Brannen, resident engineer.
Lee Moor Construction Company has
the grading, draining and sub-surfacing
of 11 % miles of the Globe-Showlow
highway, beginning at Salt River and
extending south, F. A. P. 99-A, 24 per
cent complete. Gus Rath, resident en­gineer.
Dudley Stone Products Company has
the sub-surfacing of approximately 8
miles, which begins approximately six
miles east of Geronimo and extends
east. 45 per cent complete, L. C. Bolles,
resident engineer.
DISTRIcr NO. <I
W. R. Hutchins, District Engineer
Stanley Jaicks has completed the con­struction
of F. A. Projects 25-B and
86-D, 9.2 miles, extending south from
the Pima-Santa Cruz county line, 96
per cent con:plete, Sid Smyth, resident
engineer.
Skeels and Graham have the grad­ing,
draining and placing of sub-sur-
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At present constructing Arizona F. A. P. 604-95B.
which consists of grading and drainage of forty miles
of U. S. Highway 89. Beginning at the suspension
bridge across the Little Colorado River at Cameron
and extending northward toward the Lee's Ferry
Bridge on the Flagstaff-Fredonia Highway.
Sturdy-Depenable
And Backed by a Service
Unequalled in the Southwest
WRITE, CALL or WIRE US
The o. S. Stapley Co.
PHOENIX ARIZONA
20
facing of 13 miles, F. A. P. 97-B, be­ginning
at the south end of the Saca­ton
Bridge and extending south, 98 per
cent complete, Joe De Arozena, resident
engineer.
Skeels and Graham have completed
the surfacing and oiling of two miles,
beginning at Coolidge and extending
north, F. A. 94-B, Joe De Arozena, resi­dent
engineer.
William Peper has the construction of
2'1., miles, beginning approximately five
miles north of Bisbee and extending
north, F. A. P. 79-G, 95 per cent com­plete,
C. S. Benson, resident engineer.
N. G. Hill Company has the surfac­ing
and oiling of approximately 17 miles
from Casa Grande to Picacho, 62 per
cent complete, J R. Van Horn, resident
engineer.
Skeels and Graham have been awarded
a contract for seal coating approxi­mately
22 '1., miles of the Tucson-Florence
highway, F. A. Projects 90-A and 18-A,
C. S. Benson, resident engineer.
Skeels and Graham have the surfac­ing
and oiling of five miles, beginning
at the north end of the Sacaton Bridge
and extending northwest, 98 per cent
ARIZONA ·HIGHWAYS
complete, Joe De Arozena, resident en­gineer.
------~o~-------
Corrugated Iron Pipe
(Continued from Page Eighteen)
preventing any movement of the angles,
the other half section is moved up and
the concrete poured.
This method gives a true, straight pier
without offsets at the different section
elevations. An example of the type of
work resulting from the use of these
forms, after the sections of Armco pipe
have been removed, is shown in the ac­com
pan yin g photograph. The forms
shown in the other photograph have
been used three times.
The size of the pier, of course, is de­termined
by the diameter of the pipe.
Practically any size can be used.
------~o~-------
RIDE IN YOUR CAR
Automobiles are built to ride in, not
on, says a warning from the National
Safety Council. Adults usually show
better sense, but schools boys, (and some
girls too) seem to think that even if a
car is filled up, it will carry a few more
on the running board, the spare tire, or
the bumpers.
DECEMBER, 1931
Gasoline Consumption Not
Affected By Depression
In the face of the customary increase
in motor vehicle registration each year,
the consumption of gasoline shows' a
marked increase in the first half of 1931
as compared with the first half of 1930,
according to W. R. Smith, president of
Road Builders Association.
Statistics of gasoline consumption give
a total of 7,118,000,000 gallons for first
half of 1931 in contrast with 6,810,000,000
for the flrst half of 1930, an increase of
2.3 per cent.
It appears evident from these figures
that travel by motor vehicle has in­creased
in spite of the depression, wheth­er
for recreational or business use.
Due to the fact that many people have
put off buying new autos, it seems evi­dent
that there will be a rapid increase
in motor vehicle registration when busi­ness
conditions return to normal.
No wife ever has to struggle so hard
to repress words as when some gurgling
enthusiast gurgles : "Your husband cer­tainly
must be a pleasant fellow to live
with."
Tools-General Hardware
Heavy Hardware and Supplies
Large Wholesale Stocks INSLE·Y
Momsen-Dunnegan­Ryan
Co.
PHOENIX, ARIZONA EL PASO, TEXAS
Used blj Hiqhwalj Departments of
.Jlrhona, California, nevada, new mexico
• nd bq m,1) nl.l Counhes. Cities and P .. uinq ConlraciorL
Seaside Oil Company
lacojpq • • Tt.D 111M
SUmmERLAnD, CAUFOllntA -
HALF-YARD EXCAVATOR
A fast, profitable machine-either as a Shovel Pull
Shovel, Crane, Dragline or Skimmer Scoop. Positive
flexible clutches connected directly to operating lever,
roller and ball bearings on every high speed shaft,
high line speed and high swinging speed, plenty of
power and plenty of weight-these are only a few
of the Insley features. Let us tell you more about
the Half-Yard Insley and its performance .
Pratt-Gilbert Hardware Co.
'l'elephone 35145 Phoenix, Arizona
DECEMBER, ls;'L ARIZONA HIGHWAYS 21
Bureau Of Public Roads Projects In Arizona
UNDER CONSTRUCTION
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
80 per cent 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. Work is now 50 per cent
complete. E. F. Strickler, resident en­gineer.
Hodgman and MacVicar have the con­tract
for the prading and drainage of
20 miles of the Pine-Winslow Forest
Highway Route 10, beginning approxi­mately
seven miles north of Clint's Well
and extending to the North Forest
Boundary 30 miles southwest of Winslow.
Contract time began June 27th and
work was closed down for the winter on
November 7, at which time the project
was 70 per cent complete. Estimated
cost of project is $112,000.
R. S. Black has the contract for the
construction of 6.3 miles of the Pine­Winslow
Forest Highway in Coconino
County. The project begins at Clint's
Well and extends northeast to a con­nection
with the south end of the 20
mile project under construction by Hodg­man
and MavVicar. Estimated cost of
construction is $48,000 and contract was
62 per cent complete when closed down
for the winter on November 7th.
Heitsch and Bitten have the contract
for placing a seal coat on 19 miles of
the Grand Canyon-Desert View Route
within the Grand Canyon National Park.
Estimated cost is $14,000 and work was
20 per cent complete when closed down
for the winter on November 7th.
Unit 4 of Project 11, near Heber, on
the Payson-Holbrook Highway, was com­pleted
on November 5 by Rogers Bros.
Length of project was 0.5 mile and the
cost was $2,500. D. L. Williams, resident
engineer.
Unit 5 of Project 11, near Heber, on
the Payson-Holbrook Highway was com­pleted
on November 7 by H. I. Turley.
Length of project was 1 mile and cost
was $2,500. D. L . Williams, resident en­gineer.
Unit 6 of Project 11, near Heber, on
the Payson-Holbrook Highway, was com­pleted
on November 7 by Glenn Shum­way
and cost was $2,500. Project was
0.55 mile in length. D. L. Williams
resident engineer. '
Units 7, 8 and 9 of Project 11, near
Heber, on the Payson-Holbrook Highway,
were 75 per cent completed when closed
down for the winter on November 7.
The total length of these three station
contracts is 1.1 miles and the estimated
cost is $6,000.
Geo. H. Oswald has the contract for
the subgrade reinforcing and oil sur­facing
by the plant mix method, 17.199
miles of the Grand Canyon-South Ap­proach.
Estimated cost is $135,000. Sub­grade
reinforcing will be completed this
winter and oil surfacing laid in the
spring. Project is now 35 per cent com­plete.
V. G. Watson, resident engineer.
Howard Smith et al of Thatcher, Ari­zona,
has the contract for grading two
station contract units of the Swift Trail,
26 miles southwest of Safford. The com­bined
lengths of the projects are 0.8
mile, estimated cost $2,700 and work was
60 per cent complete when closed down
for the winter on November 7th.
Charles BalJard of Snowflake has the
contract for moving and re-erecting an
80 foot steel span bridge from Leroux
Wash near Holbrook to Buckskin Wash
near lIeber. Work began November 2nd
and was closed down for the winter on
November 20th.
BIDS OPENED
R. L. Sharp of Nutrioso submitted the
low bid on October 27 for placing 2 300
cubic yards of subgrade reinforcing ~a­terial
on 2.2 miles of the Clifton-Spring­erville
Highway near Springerville.
Award has been made to Sharp and
work is now underway.
Bids were opened November 19 at the
Petrified Forest National Monument for
subgrade reinforcing . of three station
contracts, a total of 8 miles, of the
Petrified Forest Highway. Award of two
of the station contracts has been made
to B. R. Tenney of Alpine and award
of one contract to Erastus Skousen.
Bids were opened November 17 at the
Grand Canyon for grading and drainage
of 7.1 miles of the Cameron-Desert View
SEE ARIZONA FIRST
For Your Vacation .
See Us
First
For Your Office
Supplies
H. M. CLARK OFFICE SUPPLY CO.
123 N. Second Ave., Phoenix
HULSE & DICK
.. Products
YUMA. ARIZONA
AAA·
It's our plasure to please
our customers
24 HOUR STORAGE
HEINZE, BOWEN AND HARRINGTON, Inc.
I. P. Loose Leaf
Products. Blanks,
Books, Office
Furniture
CLOBE
Everything For the Office
228 W. WASHINGTON ST., PHOENIX, ARIZONA
Phones: 3-8182-4-1376
Filing Equipment
and Supplies
Office
. Furniture
HAR'DWARE COMPANY
Explosives Blasting Caps Fuse General Hardware and Mining Supplies
GLOBE and MIAMI
22 ARIZONA HIGHWAYS DECEMBER, 1931
Highway. Everly and Allison of Albu­querque,
New Mexico, were low bidders
and contract has been awarded to them.
Work has not yet started. Total esti­mated
cost of construction is $180,000.
Low Cost Of Construction
An Incentive To Building Bids were opened November 24 at
Phoenix for the grading and drainage
of 6.32 miles of the Oak Creek High­way
between Indian Gardens and the
"Call of the Canyon" resort. The utah
Construction Company of Ogden, Utah,
was low bidder and award has been
recommended to them. Estimated cost
of construction is $175,000.
SURVEYS
Hermit Rest Survey and Hermit Rest
to a connection with Bass Camp Sur­vey.
Located on the South Rim of the
Grand Canyon in the Grand Canyon
National Park. Approximately 12 miles
in length. F. H. Horton, locating en­gineer.
A resurvey is being made of the line
between Grand Canyon Village and Bass
Camp and Mannikaja Spur to the west,
approximately 36 miles in length. J. H.
Brannan, locating engineer.
Follow other vehicles only as closely as
is reasonable and prudent so you can
stop safely if an emergency or other
unusual condition is met on the road.
Mr. Frederick E. Everett, President of
the American Association of State High'­way
Officials, estimates that construc­tion
prices are about one-fifth lower at
the present time.
"The usage of motor cars is still in
advance of the supply of modernized
highways," Mr. Everett declares. "The
vagabonds, the commercial car users, the
tourists and the week-enders pile up in
excess of one hundred billions of miles
yearly. The bulk of this travel, half at
the very minimum, uses the Federal Sys­tem.
"Federal Aid roads, which are com­prised
of seven per cent of the roads in
each state, have a total length of 197,000
miles. Of this mileage, 39 per cent was
paved with high type surfaces by July
I, 1931, and 40 per cent was improved
with low or medium quality of surfacing
on July I , 1931.
"In view of the fact that much of the
low type of surfacing causes high main­tenance
costs and it is economy to con­struct
surfacing that will meet the traf­fic
needs, it is clearly evident that now
is the time to build more roads of a
higher type. The prevailing low con­struction
costs will, of course, mean that
greater mileages can be built. Today's
construction dollar will buy more than
any dollar since that of June, 1922. The
purchasing power of the dollar in No­vember
was approximately one-fifth more
than the average purchasing power of
the dollar in 1929. This means that
six miles of road can be built now for
the cost of five miles back in 1929.
"ConSidering these low costs and the
efficiency of engineers and contractors,
1932 will unquestionably bring a big ad­vance
in the battle against poor roads,
thousands of miles of which are costing
as much or more in their present state
than they would if properly improved,"
concluded Mr. Everett.
-------40~-------
Let the automobile driver remember
when he complains about trucks on the
roads, that no man ever took a truck
out on the roads for a joy ride; the
truck is on the road because it is doing
a constructive business.
PHOENIX BLUE PRINT CO.
PHOENIX, ARIZONA Drive Safely
Tycos
Thermometers
Hamilton
Drawing Boards
Drafting Room
Equipment
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
Measuring Tapes
WRICO LETTERING GUIDES
CITY, COUNTY AND STATE MAPS
U. S. G. s. TOPOGRAPmC MAPS
. HOME BUILDERS' BLDG.
128 N. First Ave. Phone 4-2407
To protect your life and property.
Advertise Sanely
To reach motoring public in
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
Grosso's
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Vic Hanny Co.
36-42 N. Central TwIn Fronts Phoenix
IF IT IS····
CANDY you like, we have a large assortment to
choose from.
ICE CREAM you desire these hot days, we have
nine flavors to choose from.
LUNCH you want, don't fall to try our noon
plate lunch.
DECEMBER, 1931 ARIZONA HIGHWAYS 23
Road Conditions, Arizona State Highway System
These conditions were reported as of
December 4, 1931. 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 half
miles under construction, Bisbee Hill.
No detours, good condition.
U. S. Route 66, Topock to Lupton,
396 miles-gravel surface, oiled or paved.
Condition good, excepting nine miles
under construction east from Seligman,
one short detour and three mile detour,
good condition. New road completed and
open to traffic.
U. S. Route 180, Florence Junction to
state line, 183 miles-gravel or oil sur­faced-
condition good. Construction east
of Geronimo nearing completion.
State Route 88, Apache Trail, Apacne
Junction to Globe, 83 miles-gravel sur­lace.
Condition good.
State Route 73, Cutter to McNary, 104
miles, gravel surfaced Cutter to Rice
and White River to McNary, other un­improved.
Snow and mud. Condition
poor.
State Route 71, Coronado Trail, Clifton
Junction to Springerville, 157 llliles­gravel
and partly surfaced. Open to
Pine Flat, 45 miles above Clifton. Re­mainder
closed November 14th.
State Route 84, Tucson to Gila Bend,
124 miles. Oil surfaced Tucson to coun­ty
line, gravel surface to Casa Grande.
Gravel surfaced to Gila Bend. Road
under construction Red Rock to Casa
Grande.
DEPENDABILITY-and
Tucson under construction. Condi­tion
gOOd.
U. S. Route 70, Holbrook to State Line,
109 miles-gravel surfaced, condition
good to excellent.
state Route 79, Prescott to Flagstaff,
91 miles-Gravel or oil surfaced to Se­donia,
Sedonia to Flagstaff graded and
drained. 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 Ehren­berg,
134 miles. Surface mostly low type
improved. Fifty-one miles under con­struction
from Gonzales Wells east. De­tour
county road Quartzsite to Bouse to
Vicksburg. Other detours slow when wet.
state Route 81, Douglas to Safford,
128 mileS-Gravel surfaced. Condition
good.
State Route 87, Chandler to Picacho,
5! miles-Gravel or oiled surfaced.
State Route 187, Sacaton Dam to Casa
Grande, 13 miles-Gravel surfaced. Con­dition
good.
state Route 83, V;ail Junction to So­noita,
28 mlles-Gravel surfaced. GOOd.
State Route 82, Nogales to Tombstone
Junction, 70 miles - Gravel surfaced.
Good.
U. S. Route 89, Nogales to Fredonia,
660 miles-gravel, oil and paved surface
to Flagstaff, graded and drained to 40
miles north of Cameron. Construction
completed. Nine miles between Nogales
..
RESEARCH MEETING IN DECEMBER
The Eleventh Annual Meeting of the
Highway Research Board, National Re­search
Council, will be held on December
10 and 11, 1931, in Washington, D. C.
The meetings will be in the Auditorium
of the National Academy of Sciences,
2101 Constitution avenue.
The sessions will be devoted to dis­cussions
of reports of research activities
in relation to Highway Finance, Trans­portation,
Design, Materials and Con­struction,
Maintenance and Traffic.
Ben D. Cooley
COMMERCIAL PHOTOGRAPHER
Phone 23342
122% N. First Ave. Phoenix, Ariz.
Native Arizona
43 Years in Northern Arizona have equipped us with
a thorough knowledge of dependable merchandise in
all lines. Cedar Posts
Flagstaff
Williams
General Merchants
Winslow Holbrook Prescott
Kingman Grand Canyon
Last a Life Time in the Ground
Accepted Standard of State and Bureau of .
Federal Boards
Produced by
Corva Cedar Products CO.
ASH FORK, ARIZONA
NOTICE TO CONTRACTORS
Benson-Dougliis Highway F~ A. 79-G
Schedule 2.
Bids Opened December 17, 1932
. Sealed bids for the consttuction of the.
above named project will be received un­tiL
2 :OO?M_ -on the above date, and
th en publicly opened and read at the of- .
fice 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, Benson-Douglas Highway, F. A.
79-G, Schedule 2", and MUST CLEARLY
SHOW ' THE NAME OF THE BIDDER
ON THE OUTSIDE OF THE ENVEL­OPE.
The work, which begins at a point
approximately three and one-half (3 v,, )
miles northwest of the City Limits of
Bisbee, and extends southeasterly toward
Bisbee about two and one-half (2 v,, )
miles to Mule Pass Summit, consists of
the Grading, Draining and Placing Sub­grade
Stabilizer, and is to be completed
on or before July 31, 1931.
APPROXIMATE QUANTITIES
Roadway
190 Squares Clearing & Grubbing
95,000 C. Y. Roadway Excavation
4,500 C. Y. Drainage Excavation
4,500 C. Y. Slides & Overbreakage
800 C. Y. Structural Excavation
300 C. Y. Borrow Excavation
3,800 C. Y. Selected Borrow Excavation
1,900 C. Y. Mi. Haul of Selected Borrow
35,200 Sta. Yd. Earthwork Overhaul
6,700 C. Y. Subgrade Stabilizer
20,800 C. Y. Mi. Subgrade Stabilizer
Haul
240 C. Y. Concrete
12,000 Lb. Reinforcing Steel
28 Lin. Ft. 18" C. M. P .
1.032 Lin. Ft. 24" C. M. P.
438 Lin. Ft. 30" C. M. P .
1,158 Lin. Ft. 36" C. M. P .
22 Lin. Ft. Resetting 18" C. M. P .
22 Lin. Ft. Resetting 24" C. M. P .
6,540 Lin. F t. Cable Road Guard
1,000 Lin. Ft. Standard Line Fence
4 C. Y. Removal of Old Concrete
Bridge
200 C. Y. Drainage Excavation
140 C. Y. Structural Excavation
115 C. Y. Class "A" Concrete
. A_"...
AlHZON A lIIGHW A YS
10,900 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
contained in the pamphlet and supplied
by the Department, and which form will
be supplied . only to contractors whose
statements show sufficient financial re­sources
and construction experience and
equipment to properly construct the work.
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not less than five (5%) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved, as the interest of
the State Highway Commission may re­quire,
to reject any and all bids, to waive
any informalities in bids received, and
to accept or reject any items of any bid
unless such bid is qualified by specific
iimitations.
STANDARD SPECIFICA TIONS-Cop­ies
of the Standard SpeCifications, Issue
of October 1930, may be purchased for
Three ($3.00) Dollars the copy. Checks
should be made payable to T. S. O'Con­nell,
State Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the Plans and Pam­phlet
may be issued to qualified contrac­tors
having a copy of the Standard
Specifications of above issue, and upon
deposit of Ten ($iO.OO) Dollars. Deposit
will be refunded should Plans and Pam­phiet
be returned within ten (10) days
after opening of bids.
PLANS & SPECIAL PROVISIONS
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollllrs. Deposit will be
refunded should Plans and Special Pro­visions
be returned within ten (10) days
after opening of bids.
The Standard Specifications of the Is­sue
of October 1930, shall be used.
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 Engineer.
Phoenix, Arizona,
December 3, 1931.
DECEMBER, 19~
PASS THE MURADS
A tabloid newspaper, (offering $1 each
for "embarrassing moment" letters, re­ceived
the following epistle:
"I work on an early night shift in' a
steel plant. I got home an hour early
last night and there I found another
man with my wife. I was very much
embarrassed. Please send $2 as my wife
was also embarrassed."
The editor, so we are told, sent a
check for $3, admitting the possibility
that the stranger, too, might have been
--------o~------
"Drop your lights when meeting ' other
vehicles." It is an act of courtesy to
other motorists, and also gives the driver
better light on the road immediately
ahead of him, so it promotes safety all
around.
Gurley
Instruments
Are Building
7. Arizona Highways
Arizona Representatives
PHOENIX BLUE PRINT CO.
w. & L. E. GURLEY
Troy, N. Y.
THE
COLORADO BUILDERS
SUPPLY CO.
Specialists on Reinforcing Steel
Mesh Guard, Fence Stays
1534 Blake street, Denver
Plants at Denver and Pueblo
... Ore ... .
....t ............... ._... r-.a..... ... ...r.. ........ c.a. • . .~.....- .,.. -~"..,. •..­.,.
.. ....... -.....-..
Small section of Colas
non-skid surface
Added safety:
~olas surfaces are non-skid
•
ASMOOTH, gray-mosaic appearance, easy
riding-yet with a grip that holds fast
rolling tires in wet and skiddy weather. That
is the kind of road you build with Shell's cold
aptJhalt emulsion, Colas.
And Colas has a decided ' advantage over
many emulsions. It has a uniform ~~breaking
PG':"" •• ' ~ he emulsion holds during application
until just the right time before it ~~breaks."
It can be applied at any temperature above
freezing and in any weather except an actual
downpour.
MANUFACTURED BY
SHELL OIL COMPANY
A complete Colas handbook and the personal service of Shell
engineers is available to contractors and road officials
U. S. Postage
1l\lO'l.I.IV 'Jquao1tcl 2c PAID
'b.~IJV s .l;) ~lldXll.l, ,,~ulS
Phoenix, ArizoDa
Permit No. Z2
GET ACQUAINTED WITH ARIZONA
f H
MOHAVE
l'
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'-.....- .
"'- I Ji\r-,. ............ -
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hi... ................
LEGEND '1/1;;f ............................ •
HIGH T'iPE-IMPROYED_______________ ~ ~ ~
INTERMEDIATE TYPE-IMPROYEDnnu_ - _. • - -I ~
LOW TYPE-IMPROYED (earth) ____ n_ """ I I I I I IIIII ... SANT """~---=
UNIMPROYED-CearthL ________ ---- ..
UNDER CONSTRUCTION OR REPAIR ____ 888X88~8xg f). ..........
DETOUR- ________________ --------- ~
COUNTY ROADS C conditioos not shownL
U.S ROUT.E No._ ____ __ ____ _____ -~-f66\--
STATE ROUTE NO. ______________ =@=
STATE
ROUTE
STATE ROUTE MARKER
ARIZONA HIGHWAY DEPARTMENT
CONDITION MAP
OF
STATE HIGH~AY SYSTEM
Scale
'.' .. .. _ o. ..= ";;..2..a..'-' ''o ==3ha+e,.a..'.~'"O'" ==:3!>oMdes
FEDERAL ROUTE MARKER
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