text:
The Old and the New Method of Crossing Railroad at Castle Hot Springs Junction
Volume 7
Number 5 May Copy Ten Cents
Yearly One Dollar
True, it's new-but
look at the name
that's on it.
Amply powered --- well designed ---why
shouldn't it create a sensation
It is easy to handle-does a ccura te work, a,nd will las t a lon g, long tim e. Pneuma tic
t ires equipped with puncture-proof tubes g ive am Ille traction and a lso permi t r apid
movement from IliacI' to pl a ce under it s oW,n Ilower. 10 miles an hour down. 4 s peeds.
Arizona Tractor & Equipment Co.
240 W. Jefferson St. Phoenix, Ariz.
Note these
I. Their original laying cost is usually less
than other types.
2. Their greatest economy is in the fact
that they last longer.
3. Maintenance costs are practically nil.
4. They do not buckle up due to contraction
and expansion.
5. The"sealing"properties of asphalt keep
the subgrade free from undermining by
6. They are quicker to build and may be
opened to traffic almost immediately.
7. They are easily replaced after being cut
8. They are sound absorbing, dustless,
and glareless.
9. They are safer ... non-skid even in wet
10. They are quickly and cheaply resurfaced.
Communicate with your nearest Union Oil Company
distributing station. We will gladly send an
engineer to confer with you on your roadbuilding
Page One
Arizona Highways
May, 1931
By M. G. Holt, Sign Foreman.
By Geo. B. Shaffer, District Engineer.
By E. M. Whitu;orth, Motor Vehicle S"perlntmdent.
ROAD CONDITIONS. ARIZONA STATE HIGHw\'VAY SYSTEM _______ 16
ARIZONA TRACTOR & EQUIPMENT CO. _________________ Cover
RABBITS, GENERAL MERCHANTS ____________________________________________________ 2 j
HEINZE, BOWEN & HARRINGTON. INc.. __________________________________________ 24
PRATT-GILBERT HARDWARE qO. ______________ 21
RONSTADT HARDWARE & MAClilNERY CO. _____________________________ 21
STANDARD OIL COMPANY OF CApF. 2
GRADY WATSON. INC. _ l'
for best results
Durable Asphalti.eConerete
P" S MOOTH, t~ugh Asphaltic Concrete on the
Marysville-Oroville ROild 'has cost practically nothing for maintenance in 11
years. The Warren Construction Company built it and-it's still going strong!
This road takes farm trucking - iron wagon tires, hard truck tires heavilyloaded
most of the time. The old Asphaltic Concrete hasn't been over-loaded
yet and .when it gets over-crowded, Yuba County already has three-quarters
of a new highway!
Non-Skid Asphaltic Concrete surfacing - wide enough and safe' enough
fOf any traffic - has b~en' laid ' right over old pavement for only " two-bits"
per' square yard. .
Investigate Non-Skid Asphaltic Concrete.
S TAN DAR DOI·L · G i() M PAN Y 0 F CAL I FOR N I A
Copyright UJ81 by ARIZONA HIGHWAYS, All Rights Reserved
Volume VII. May, 1931 Number 5
National Monuments Of State Lure Vacationists
THAT Arizona is the most favored
state in the Union from .the standpoint
IOf national parks and monuments
is shown in the fad that eleven, or over
one-fifth of the national parks and monuments
administered by the federal government,
are located in this state. Ten
of these are national monuments and
the eleventh is Grand Canyon park, the
greatest natural show place and playground
in the world.
Y\(mr plans for a vacation this summer
should include some, if not all of
these national monuments and the Grand
Canyon park. In doing so you will see
most of the state of Arizona and you
will be able to add an educational, scenic
and inspirational touch to your recreational
period that millions of persons
will never have the opportunity to enjoy
in a life time.
Of course .the greatest, the most spectacular
and inspiring of these nationally
preserved wonders in the state is the
grand Canyon, yet to many persons
~:,me of t he lesser monuments will be of
greater interest because of their historic
rather than natural interest. However,
if one had the whole world to
choose from, they could do no better
than to decide on the Grand Canyon
park for a vacatiJon.
Marvel of Erosion
The park is divided into three distinct
parts, the South Rim, the first section to
be made available to tourist travel; the
bottom of the canyon itself, reached only
by muleback or on foot from the rims;
and the North Rim, where very fine accommodations
for tourists have recently
been installed by the Union Pacific
railroad. The South Rim and the Canyon
are the sections .that ,may easily
be visited throughout the year. The
North Rim, rising 1,000 feet above the
South Rim, and reached through the still
higher Kaibab Forest, is practically
snowbound during the winter month;;.
A year ago, however, snow-plows kept
the roads to the north open all winter,
so that supplies and equipment might be
brought in and construction on the new
lodge continued. .
Within the park the Canyon varies in
width from about four to eighteen miles.
EI Tovar, the famous hotel on the South
Rim, is about ten miles in an air-line
from the new Grand Canyon Lodge, lo cated
on Bright Angel Point on thp.
North Rim. Between these two point;;
the Canyon is a marvel of erosion. The
Colorado River, looking in significant in
the distance, is the in strument through
which the gorge was carved, aidEd by
winds and rains at the surface. From
the rim the river looks like a narrow
band of ribbon, with a slight movement
at place" that indicates cascades and
rapids. Upon clo'ser view it is seen to
be a turbul ent, swiftly-moving brown
stream. Its color proves that the river
is still engaged in its chiseling work,
and each day the Canyon is deepened or
widened by the removal of the silt that
colors the water. When one realizes that
this gorge, nearly a mile deep, has been
carved through seemingly endless ages
by just this constant wearing away of
the rocks by the river, some idea of the
magnitude of nature's task may be
Riot of Colornig
The overwhelming beauty of the Grand
Canyon lies in three characteristics: its
stupendous size, its exceptional erosional
forms and its gorgeous coloring. From
any point on either rim a magnificent
panorama! spreads out against the opposite
wall. Widest at the top, the Canyon
narrows rapidly in terraced effects,
until the wide Tonto Plateau, slightly
more than half way down, is reached.
From here down it is much narrower,
for now the river has to cut through the
hard Archean strata, the earliest known
rock formation-a much more difficult
task than carving and chiseling the softer
limes and sandstones at the top. From
the upper sloping, .. \,?ac m th~ Tonto
Plateau, and from~t.h < {iYl floor it-self
rise innumerable : ttii~; mesas and
terraces, resembling fluted spires, temples
and varicolored mountains. No
straight, uncompromising lines· mar the
beauty of the Canyon; on all sides are
graceful, flowing curves, with here a long
cape extending far out into ·the sea of
space at the top of the Canyon, and
there a broad, shallow inlet or narrow .
bay carnd into the rim wall.
Each stratum of limestone, sandstone
or shale ha; its own distinctive tint,
which bands the walls and temples in a
color combination that is the despair of
artist s. At the top of the high north walI
is the Kaibab limestone, white or buff in
color. Below the buff the riot of colors
starts, with bands of different shades of
red, purple, gray and green. Lowest of
a ll is the so-called granite gorge or
Archean strata which seen from the top
looks grey in tone, but on closer approach
shows many colors. Just above
this is the Algonkian stratum, showing
from the top as a dark, purplish streak.
Scientists say this stratum was laid
down during that long ago period when
primitive life first appeared on this part
of the earth, and the fossil remains of
many early life forms are found here.
The Grand Canyon is one of the most
accessible of our nat:onal parks. Transcontinental
travelers may take through
sleepers from Chicago to Los Angeles
that make a side trip to the Canyon and
take one within a very short walk of the
hotel on the South Rim. Motorists also
find it exceedingly easy of access as the
highways in this region are being constantly
improved. Rail travelers to the
North Rim usualIy visit this area in connection
with a motor "circle trip" from
the railroad terminus at Cedar City,
Utah, which includes Zion and Bryce
Parks and other scenic spots in southern
Marvelous Trails
But from whichever rim the visitor
views the Grand Canyon, he shou1d also
take a trip down into its depths. Views
from the half-way plateau are different
from those obtained at the top., while a
view fro~ the floor of the Canyon up the
massive walIs is totalIy unlike that obtained
from any other point in the par~.
A trip to the river, or to Phantom Ranch
on the canyon floor ! north of the river,
is i" unique and worthwhile experience.
To facilitate' the trip into the Canyon.
and also to make easier trans-canyon
trips by mule back, the new Kaibab Trail
has been built by the Government during
the past ~ew years. .I'1~.scending the
south ' wall from Yakai Point, it crosses
the new steel suspension' bridge, passes
Phantom Ranch, and ascends the north
waJl.tQ the rim. It is constructed through-
. (Continued on page 18)
Page Four ARIZONA HIGHWAYS MAY, 1931
Do Y on Believe In Signs?
You may nQt be superstitiQus and yQU
may nQt knQW anything aho.ut the Zodia<:,
0.1' ,YQU may think the Qld-timer who.
squints at the sky and predicts the kind
Qf weather we are gQing to. have is off
his base, but when yQU see a sign Qn the
highway that says 'CAUTION, SHARP
Abuse of Signs: CQnditiQn existing ir.
the t?wn Qf SalQme, ArizQna. These
two. SIgnS are Qn RQute U. S. 60.
One sign, the pr0perty Qf the State,
a C-5 SIQw. at the apprQach Qf Quarantine
S~atiQn. Advertising bQard interfers
wIth view, creates cQnfusiQn, disrenect
and unfavQrable CQmment.
CURVE, 0.1' any Qf the Qther many
things which highway signs say, yQU
had better believe in them 0.1' yo.U are
liable to find YQurself in a jail 0.1' hQspital.
Signs have played a vital , pa~ in every
successful venture unde~taken. The
Highway Department is well laware Qf
this fact and an enQrmQUS amount Qf
this wQrk has been and is being dQne
daily thrQughQut the state.
The ! primary use Qf a sign is to. CQnvey
infQrmatiQn and to eliminate cQnfusiQn.
The signs UPQn the highwayss Qf
ArizQna are partterned after the st>an{
iardiz~<i signs an<i markers adQPted bf
By M. G. HOLT, Sign Foreman
the American AssociatiQn Qf State Highway
Qfficials. A traveler famBiar with
the 'shape and cQIQr cQmbinatiQns Qf the
signs in any state can be safely guided
and infQrmed throughQut the entire system
Qf state and federal highways.
Placement of Signs
The pla<:ement and erectiQn Qf highway
departnnent signs 'also. is cQntrQlled
by a standard and the signs are placed
as near to this standard as cQnditiQns
will permit.
A sign may Qften defeat its purpQse
if nQt properly placed, erected 0.1' angled,
and much thQug>ht must be given
each location requiring 'a sign. TherefQre,
the erectio.n Qf a sign is nQt always
a purely manulil job.
SQme idea Qf the wQrk required in the
placing Qf signs at IQcatiQns daily enCQuntered
may ,be had frQm the fQllQwing
Driving dQwn the highway we come
upon an S curve, let us suppose the first
bend Qf this curve is to. the right and
the angl~ sharp.
HQW d'angerQus is this curve? Our decisiQn
is based UPQn the cQnditiQn oil' the
highway Qn either side Qf tllie curve, If
there have been many curves and rather
rQugh gQing encQuntered which WQuid
be conducive to. a slQW 0.1' reduced speed,
the curve is nQt so. dangerQus and dQes
n<Jt require mQre warning than that
cQntained in the regular C-4-R Qr Right
S Curve sign.
HQwever, let us supPQse that Qn either
side Qf thi~ sharp right S curve the
highway is in splendid cQnditiQn, perhaps
paved and fQr miles o.n either side
is straight. With these cQnditiQns this
curve is dangerous and requires a sign
which must give its warning :bQth day
and night, as traffic UPo.n this type Qf
ro.ad will he fast. TherefQre we chQQse
the C-4-R.T.R. sign, a Right S CW've,
with reflecto.rs. HQW far frQm the Po.int
Qf curve shQuld this sign be placed?
The standard calls fQr 400 feet and is
carried o.ut as clQse as cQnditiQns of
right-of-way, obstructions, etc., will permit.
Time for R educing Speed
This scale is flexible to. a certain extent
and the exact distance must be determined
all the SPQt, and the sign IQcatiQn
is chosen with the object ,of giving
traffic ample time to. see and read the
sign in time to reduce speed easily to a
safe rate to make the curve withQut
danger to themselves 0.1' o.thers.
We have. decided UPQn our locatiQn in
respect t o. the conditiQn Qf the road and
general speed Qf traffic and the exact
Sign Foreman has just completed repainting of R-4, Speed Limit and
4-11, City Limit signs, Ro.utes U. S. 60 and U. S. 89,
distance Qf QUI' IQcatiQn frQm point Qf
curve may be 4'50 0.1' even 500 feet.
We are nQW ready fQr the manual
part of the erectiQn Qf QUI' sign.
The Standard Steel Sign Post adQpted
by the department is 772' IQng, a
Hanged U shaped post knQwn as A-5
Signs used in tQwn Qf Wickenburg. U.
S. 60 turns west. U. S, 89 cQntinues
. nQrth,
'strQng; yet light in weight and compact
when handled, These PQsts are
usually driven into. the grQund with a
sledge hammer, a driving cap being
pla<:ed Qver the end Qf the PQst to. prevent
smashing it. The PQsb must be
placed so. that when the sign is in place
the edge Qf the sign tQwards the highway
will be twelve inches frQm the edge
Qf the shQulder Qf the grade,
The tQP of the sign should be apprQXimately
572 feet abQve the center Qf the
highway; fQr plain 0.1' regular signs the
PQst must he angled so. that the signs
face slightly away frQm the rQad, This
prevents a return glare to. the, mQtorist's
eyes at night.
Angfed to Reflect Lamps
Ho,wever" with our C-4-R.T.IR. and
Qth~r~ ,button. type reflector signs, the
IX~st , must angle. ffiightly toward the
highway in Qrder to catch the rays from
the headlights and attract the mQtQrists'
eyes to. the sign. These signs 'are fastened
to. the PQsts with galvanized bolts.
The IQcatiQn chQsen always is Qn the
right._ side Qf the ,highway and fa<:ing ap-pi'O~
chin-g traffic. '
What has the CQst Qf this Qne sign
erectiQn been in dQllars and centls? The
PQst CQst $1.08, two. bQlts cQmplete at
eight cents, labQr seventy-five cents 0.1'
a dQllar and the C-4-R.T.R. $10.50, and
tQtal Qf $12.74. It requires two. such
signs at the curve descrihed, that is
These two. signs may save many lives,
ResurrectiQn can not be a<:cQmplished
with dQllars and cents and while the
first CQst and CQnstant maintenance oil'
highway department signs runs high, it
can nQt be cQmpared to. the value received
in preventing , accidents, 'IQSS Qf
life and in giving reliable infQrmatiQn
to the traveling public.
A buse of Signs
In Qrder to. bring up the subject Qf
abuse Qf signs I must first answer that
unspoken questiQn in yQur mind, To
whom do. these signs belong?
They are yours; they are mine; they
are the prQperty of the tax payers Qf
ArizQna. I will avoid painful detail regarding
the abuse Qf signs and cite
Qnly the most CQmmon fQrms encountered.
ShoQting up signs (lomes first, Some
peo.ple take an unholy delight in exercising
their revQlvers, rifles and shQt
guns Qn QUI' signs, A sign full Qf holes
cannQt be maintained; it must be replaced.
If thoiSe who. destrQy QUI' signs are
citizens they are certain'ly destructive
and CQstly o.nes .
Scratching names, ibending, W1'iting
UPQn or ,Qtherwise defacing and damaging
signs creates an addi'tional cost in
maintenance and the evenbual replacement
Qf signs.
The law provides a penalty fQr those
GrQwing grass frQm canal will SQQn Qbscure
these signs, endangering traffic at
~ h :: rp turn and railro.ad crQssing.
Page Five
who destro.y the prQperty Qf the peQple,
but it is nQt as strQng as it sho.uld be
in regard to highway department signs.
When signs are damaged 0.1' destrQyed
the department knows it, and as SQQn
as Po.ssible they are repainted or replaced,
It is to. yQur interest to. repQrt to.
the highway department any persons
fQund qestrQying highway markers,
U. S. 80 Citizens Send
Motorcade to Phoenix
Celebrating the cQmpletiQn Qf the Qil
surfacing of the Phoenix to. Yuma highway
San Diego, Imperial Valley and
Yuma merchants and residents participated
in a matQrcade frQm the coast
city to. PhQenix Qn April 28. Several
hundred persons made the trip in 65
cars, RegistratiQn of those participating
showed citizens frQm San Diego., Escondido.,
Calif., Brawley, EI Cen tirQ,
Holtville, Calif., and Yuma,
Besides being entertained by the
PhQenix Chamber of Commerce and
meeting the business men Qf PhQenix,
one Qf the fea'tures o.f the mQtQrcade's
visit was a luncheon given by the PhQenix
Kiwanis club in the Adams hQteL
W, W. Lane, state engineer, was chairman
Qf the day at the luncheQn and T.
S. O'CQnnell, incQming state engineer,
was ,an hQnor guest,
Speakers from a ll the cities alQng U,
S. RQute 80, between PhQenix and San
Diego, sPQke Qf the wonderful advance
ArizQna had made in the cQmpleting of
this rQute to. the coast and expressed its
tremendQus value to. the state frQm bot'h
a tQurist and commercial standpQint. It
is an easy trip to. nQW drive frQm PhQenix
to. San Diego., a distance Qf 385
miles, in appro,ximately nine hQurs,
In recalling this trip as recently as
three 0.1' fou.r years ago, when the old
"bo.ard walk" rQad lead thrQugh the
sand dunes Qn tEe edge Qf Imperial valley
it was sometimes impQssible to make
the trip in less than two. days withQut
great discQmfit.
Stage co.nstruction of unimpro.ved
city streets is advQcated' by a co.mmittee
Qf the American RQad Builders' AssQciatiQn.
Under this prQcedure the dirt
streets are graded so that the surface
is at o.r belQW subgrade elevatiQn fQr a
pavement. Any material placed Qn the
dirt street to make it firm may then be
'inco.rpo.ratied in the subbase of the pavement
when 'built.
Page Six ARIZONA HIGHWAYS MAY, 1931
Oil Surfacing As Practiced In Arizona
By GEO. B. SHAFFER, District Engineer.
It has 'been explained that a completely
stabilized subgrade is necessary for
a pavement designed to carry heavy
,traffic, and it is particularly necessary
thoroughly to stabilize the subgrade if
oil surfacing is to be placed upon it.
At the time a roadbed is constructed
originally 'little thought is given to the
character of the ma'terial encountered so
far as a finished roadway is ooncerned.
In fact, the work of nature is well explained
by the many soil changes which
ar~ exposed in the construction of highway.
Some soils are stable and some are
When oil surfacnig is proposed for
improving a road where many soil
changes exist, it is necessary to place
subgrade stabilizer on the sections in
question before the mineral aggregate
for oil surfacing is placed thereon.
There is an important difference between
subgrade stabilizer and mineral
aggregate which to the layman are one
and the same thing.
Content of Stabilize'/'
nent surfacing and is thought of as
foundation material.
Oil surfacing is made up in a general
way of two materialls-mineral aggregate
and asphaltic road oil. The mineral
aggregate which constit'utes the main
body of the oil surfacing should bear
out its name by being strictly mineral
likely follow and the road will be destroyed
under heavy t r affic, unless ample
money is spent in repairs and maintenance.
An aggregate made stl-ictly of
hard rock, sand, minerall, silt and rock
dust will not absorb the oil to any extent,
and if the proper amount of road
oil is used, which is approximately four
Subgrade stabilizer is found in many
forms, but just one will be described
here. A material so incdl'porwted and
mixed as to contain from 20 to 30 per
cent fo rocks and 70 to 80 per cent of
sand and dust, is a good subgrade stabilizer.
The rock should all pass a I-inch
screen and be retained on a 14-inch
screen. The sand and dust should all
pass a %,-inch screen and should grade
uniformly- from 14 inch to very fine
dust. The dust must carry a high 'cementation
value and of such character
so as not <to become soft with moisture
after it is once set up. A material of
this kind makes a good subgrade for
all kinds of permanent or semi-perm a-
Spreading and Blotting Oil in close cooperation.
III character. The entire mass should
pass th rough a I-inch circular screen
and grade uniformlly to dust, with about
fi ve per cent to ten per cent' of ·the material
passing a 200 mesh screen. The
fine material in the mineral aggregate
should have a low cementation value.
Most materials which have high cementation
values are apt to emulsify
with moisture or they might be of such
character that will absorb the road oil
to the extent that they will become hard
and brittle. Ravelling and pot-holing will
Raveling of oil cake of too high cementation.
to five pel' cent of the mass of weight,
the oil cake will not become hard and
dry nor will it blend or roll if 'Wa&hed
carefully when being proportioned.
Compacts Under Traffic
When the oil cake is constructed of
carefully selected materials and oil constru0tion
features are p r operly inspected
during the progress of oonstruction ,
it will compact well under traffic and
will remain pliable enough so t hat it
can be reshaped if found neecessa ry.
The foregoing facts are but an indication
of what really should be carried
out when t he component parts of an oil
road are to be decided upon; but it is
hoped t hat they will enable the readers
to visuall,ize some of the steps in oil
road construction. With t his information
at hand rega rding soil conditions,
material for subgrade stabilizer and material
for mineral aggregate, the g reaU;r
part of the hattle is won . The road oil
is of a crude or some refined product
containnig between 65 and 70 per cent
of asphalt and is ea sily ohtained froll~
many companies.
We now are ready .to prepare .the oil
surfacing. Assuming that the 'subgrade
has been thoroughly stabilized the min-
o I road made of properly graded minnal
aggregate after ultimate compacticn.
eral aggregate is now distributed evenly
on the surfa'ce to the depth and width
J.·§CJ.u5r~d .. We fig'ure on a three-inch oil
cake when compacted and we estimate
t)1at it requires approximately four and
a hali inches of loose mineral aggregate
to make a finished three-inch oil cake.
when thorougl1!y compacted under traffic.
Traffic Benefits Sm'facing
After the mineral aggregate has been
distributed as described above the road
oil is distributed and mixed into it. It
is applied at the rate of about one and
a half gallons pel' square yard. The
spreading of the oil is followed very
closely by disc and spring-tooth harrows
so as to blot out any free oil, so that
traffic vehicles can pass through the
partially prepared oil cake without undue
inconvenience or damage. It might
',be stated here that traffic passing
'through the oill material while it is being
prepared is a benefit to the final
When the required amount of oil has
been 'applied for a distance, the actual
mIxIng begins. This is done by means
of blading in windrows from one side
of the road to the other, until it is
thoroughly mixed and has reached a satisfactory
and uniform color . .
T'he oil material now is ready to be
spread or laid down. It is spread with
a blade to the required width of the finished
roadway. The lay down now is
complete, but careful finishing is necessary
if an easy riding surface is to result.
Final Touches
This finall finish is best obtained by
carefully blading or dragging a small
amount of the fine oil material ,back and
forth across the surface until the oil
cake has become compacted. In order
that the entire width of the road be'
Comes evenly compacted, it is required
Rolling Edges.
that the edges be rolled. The oil road
is completed and strange to say we do
not state that it is now ready to be
thrown open to traffic for the reason
that traffic never has been excluded
from ,ill during c-onstruction.
To describe all the thnigs that can
Finishing touches. Final Blading.
P age Seven
happen to an oil road during its construction
would cover many pages. This
description is given on the assumption
that construction conditions, especiamy
the weather, have been ideal.
The maintenance of an oil road begins
the day that it is finished. No matter
how ,good or how poor the job may be,
maintenance will help it.
Comments on maintenance of oil roads
will follow later.
Purchasing Agent Attends
Buyers, Sellers Meeting
By W. C. JOYNER
Purchasing Agent
Buyers and sellers of Arizona enjoyed
a get-to,gether ,conference at Tucson on
April 16, 17 and 1"8 under the auspices
of the Arizona Industrial Congress, that
did much to promote the patronizing of
Arizona Indusrty and merchants. Unable,
because of the press of business,
to attend all of the meetings, I managed
to be present on April 17 and spoke
before the conference on the subject of
"Buying for State Institutions."
The meeting was largely attended by
\vholesalers from all parts of the state,
and numerous enlightening speeches
were made relative to the importarce
of buying Arizona-made products. ,This
was in line with the practice of the
highway department in buying exclusively
from Arizona producers, whenever
possible. However, this does not
alter the fact that we are compelled to
buy a great many articles outside of
Arizona because of our inability to obtain
the ~ame here. This inability to
obtain such al'ticles has caused us to
adopt a policy of! buying through established
firms who order the necessary
supplies from dealers in other states.
We feel that the merchant . who pays
taxes to assist in maintaining our state
government, <through collection of taxes,
is entitLed to every po'ssih-le dollar's
worth of business we can give them.
A paper was read before the meeting
showing the wide range of purchases
made for the use of the highway department,
the methods of buying, the
highly competitive prices bid by the department,
and the annual purchases,
which for .the rrast fiscal year amounted
in round numbers to $803,000.
I -believe t hat considerable good r esulted
from this meeting with the producers,
merchants 'and agents of the
Page Eight ARIZONA HIGHW A~Y~S,===============MA===Y=, =-=19=31
New La,vs Give Power To Enforce Highway Code
By E. M. WHITWORTH, Motor Vehicle Superintend.ent.
THE Tenth Arizona Legislature in
regular session, passed two mos~
constructive legislative measures affect
ing motor vehicle operation. The bills
are identified as S. B. 83 and S. B. 97.
The f10rmer creates a highway patrol,
which patrol is made a division of the
state highway department, and the latter
corrected such faults as had been
found in the operation of the highway!
The patrol will be vested with th~
power of peace officers to enforce the·
provisions of the Motor Vehicle Code.
The organization will be headed by a
superintendent. The force will be restricted
to one patrolman to each 8000
registered vehicles. On the basis of this
apportionment the force wi ll, by present
vehicle registration, consist of one Sul:
erintendent, fHurteen patrolmen and
necessary clerical help. The patrol is
charged with the responsibility of patroling
the highways both day and night.
Arizona's highway code is patterned
after the Uniform Traffic Code. Faults
found in the application of the original
law passed in 1927 were noted and the
highway commission drafted S. B. 97,
which bill was drawn to q(}rrect these
faults and put teeth in the patrol.
Penalties PTovided
A general penalty clause was added
to existing statute, specific penalties
were provided for some offenses. The
creation of the patrol should materially
improve traffic hazards. It will correct
the present objectionable glaring headlights
as official testing statiJons for
headlights and brakes will be designated
.throughout the state and their operation
will be supervised by the patrol.
The bill provides a four month visitor s
privilege in place of the present six
Commercial vehicles from foreign
states must take immediate registration.
This provisilon was made to prevent the
practice that has been followed under
the present law which grants a 30 day
privilege, of foreign trucks coming into
the state and moving out entire crops
within the 30 day period to the detriment
of the Arizona truck owner.
The pa.trol should materially increase
revenue. Many bona fide residents of
~rizona have made a practice of regis;
ering their vehicles in a foreign state
to evade the payment of the personal
property tax that is required at time of
registration in Arizona. The motor vehicle
division has been powerless in the
past to stop this practice, due to its lack
" if police powers and field for,ce. Should
individuals persi st in this pradice the
cal' will be seized and stored until such
time as Arizona registration is effected.
Silops Gas Bootlegging
Some inter-state truck carriers have
built large auxiliary storage tanks on
their trucks and have traveled our high.
ways without making purchase of gasoline
in Arizona. The new legislation
prohibits the operator of a truck from
importing motor vehicle fuel in his fuel
tanks in excess of the amount of the
manufacturer's stock specifications in
respect to fuel tanks.
A Ifolleign v€l'dcle before receiving
Arizo~a registration must stand a physi- -
cal inspection by an authorized agent of
the division. This is too eliminate the
jJossiblity of stolen vehicles securing
registration, many of which ,ave altered
motor numbers. The altering of
a motor number is declared a felony.
The registrat~on card covering a vehicle
must be carried on the vehicle exposed
to the inspection of any peace offic~"
Previously the card could ·be upon
the person of the operatior.
Possible To Collect Tax
The division in the past has been unable
to enforce the payment of the common
carrier tax. This should be a material
revenue for the ' highway department.
Upon the failure of an operator
to make proper fee return to the division
the registration of the vehicle shall
be cancelled and upon the payment of
the delinquent fees the division may reregister
the vehicle upon pl'Oper application
and the payment of the original
The enforcement of this provision will
rule off the highways the present "wild
cat" operat'Or and protect the legitimate
franchise operator.
The purpose of the Arizona laws is to
spread equitably the burden of her highway
improvements. Tlhe operation of
the new law will make it possible to enforce
the collection of revenues alike
from her own citizens and t he transient
carriers that come inUQ Arizona too do
business, use her highways and leave
without contributing anything toward
the upkeep of the highways .they have
The hi~hway commission has been
studying the operation of the highway
patrols in other states where such state
forces exist and has not yet definitely
decided how the o.peration I()f this law
will be put into effect. They will probably
act on this the latter part of the
present month.
Grand Canyon Approach
Road Being Oil Surfaced
Work is now, progressing on the ,paving
by the so-ealled plant mix oil processing
method of 27.97 miles of the
south park approach road of the Grand
Canyon. This road, 57.5 miles in length
extends from park headquarters at
Grand Canyon to a connection with
Highway 66 at a point some 2.5 miles
east of Williams. The last section of
this road was graded late in December,
1930. It now has a surfacing of gravel
and I crushed rock for its entire length,
making it a Rtandard highway open the
year round.
The five mile stretch within the park
is already paved, and it is the plan of
National Park Service officials to extend
the 'Paving, all the way to Highway
66. It is expected that . a contract will
be let during the coming fall or winter
for oiling the ,balance of the road not
covered by the project on which ;bids
were recently opened.
A fu.tal of seven ·bids were received
with the low Ibid in the amount of $134,-
145.10 being submitted ,by Jack Casson
of Hayward, California. Other bidders
were George H . .oswald of Los Angeles,
Skeels & Graham of Tucson, Southwest
Paving Co. of Los Angeles, Western
Gunite Co. of Phoenix, Pearson & Dickerson
& Dickerson of Riverside California
and Chas. H. Heuser of Glendale,
California. .
It is expected that work will be started
by the contractor within a few weeks
and be completed early this fall. The
contract ,prlO!vides for completion within
200 calendar . days. Work is to be
done under the supervisioti of the U. S.
Bureau of Public Roads, with funds provided
eXIClusively from Federal appropriations
for National Park Roads.
MAY, 1931 ARTZO)JA HIGHWAYS Page Nine
T. S. O'Connell Assumes Post As State Engineer
Culminating a service in the Arizona
Highway department that began in November,
1913, T. S. Q 'Connell was named .
state. highway engineer by the Arizona
highway commission, succeeding W. W.
Lane, who resigned the post on May I,
to look 'after his personal affairs, after
four years service as state engineer.
Mr. O"Connell's appointment became effective
April 1 in order to give him an
opportunity to familiarize himself with
his duties before the retirement of Mr.
From point of 'Service with the department
Mr. 'O'Connell is one of the oldest
engineers in the state's service, having
entered the highway department in 1913,
serv,ing as assistant engineer in location
and construction work until May, 1917,
when he left the department to enter the
officers training camp of the army. After
service over seas with the 91st Division
in the World war, ,he returned to
the department in May, 1919, as location
and construction engineer, serving
in that capacity until March, 1924, when
he WIIiS named one of the four district
engineers of the highway department, in
which capacity he has served until his
present appointment.
Pioneer Resident
While Mr. O'Connell was Iborn in San
Francisco he has ·been a resident of Arizona
for 39 years, with Tucson as his
home. He received his engineering education
at the University of Arizona
and the United ,states Military Academy
at West Point. His first practical experience
in his profession was with the
Southern Pacific of Mexico on construction
work from 1909 fu 1912. In 1912
and 1913 he served as instrumenbman
and assistant engineer in maintenance
work at Tucson, and Bakersfield, California,
leaving the Southern Pacific
company to enter the highway department.
Since then he has helped to change
Ari?;ofna's d1esert trails into the fine
highway system which he now heads. At
the time of his appointment he was in
charge of the southern district, comprised
of Pima, Santa Cruz and Cochise
Mr. O'Connell is a registered professional
engineer of the State of Arizona,
Associatie member, American Society of
Engineers and a mem:ber of American
Society, Civil . Engineers.
S ~ ate IIi:::;hway Engineer.
Inter-American Highway
Survey Is Nearing Finish
Washington, D. C.- Five-sixths .of the
Inter-American Highway lying between
the Texas.'Mexican border and the Panama
Canal have been covered by preliminary
reco.nnaissance surveys, and
approximately 2,300 miles of a total of
3,200 is possible for traffic during the
dry season, according to a delayed cable
from Pyke Johnson, secretary of the
Highway EducatiJon Board, from Panam~
Wi,th Thomas H. MacDonald, chief of
the United States Bureau of Public
Roads and chairman of the Board, Mr.
Johnson went to Panama to attend a
conference of delegates from Mexico
and the Central American republics to
con sider the pI'cgress made in l'ealizat
:on of the dream of seven nations of a
cont-inuous highway that wi ll link the
sovereign countries of the North American
The conferees formally organized the
Inter-American Highway Commissi~ll.
The meeting was called by the government
of Panama. Ml'. Johnson's cable
follows: :
"Substantial progress has been made
toward the development of the InterAmerican
Highway since the Congress
in Panama seventeen months ago, according
t'O report ado·pted at the closing
sessions of the In ter-American
Highway Commission.
" 'Individually and in cooperat~o n with
engineers of the Bureau of Public
Roads of the United States,' the report
says, 'the countries interested in the
Highway have now made preliminary
reconnaissance surveys over all but approximately
550 miles of a t'Qtal mileage
about 3,200,' The least known links are
those in Costa Rica and Nicaragua. A
study of these probalby will be undertaken
within a month by Bureau engi
neers, who have been asked by the
presidents lo·f the respective countries m
cooperate with national engineers.
"The report says: 'As work has progressed
surmise has given place too fact.
It now is definitely known t hat no insurmountable
obstacles bar the way, although
,certain sections will be of more
than average cost.
"'Oonstruction is progressing steadily.
Panama is now fi ni shing the major
part of her project to the Costa Rican
boundary, and within a short time ·the
new road will open and rich agricultural
areas. Delegates to the conference spent
two days inspecting highways in the interior
of Panama and were very favorably
impressed with the progress being
" 'S,o sustained have highway earnings
been that returns are paying both maintenance
costs and providing funds for
further construction. Mexico is making
a great effort to open the road to Mexico
City this year. It certainly will be
ready in 1932. Part of the road from
Mexico City t:> Guat~mala is improved
and the rest surveyed. South of Panama
great progress is reported.' "
Although motor vehicle btalities in
general are mounting year by year,
deaths in grade cross! ng accidents are
being decreased, according to an announcement
by t he Interstate Commerce
Commission. Fewer deaths resulted
from grade crossing accidents in 1930
than in any other year since 1922, or
nearly ten years. The commission reported
2,020 deaths at grade crossings
in 1D30, which was a reduction of 465
over 1929 ..
Page Ten. ARIZON A m~HWA~Y~S~==,==========MA==Y=, =19=31
Published in the Intere9t of Good Roads by the
Vol. VII. MAY, 1931
Chairman, Phoenix
Vice-Chairman, Douglas
Commi~~io"er. St. Tohns
Commissioner, Tucson
Commissioner, Prescott
~erret:lrv. Phoe.,ix
T. S. O'CONNELL _____ State Highway Engineer
c. C. SMALL
Deputy State Engineer
Vehicle Superintendent
Bridge Engineer
Engineer of Plans
Engineer of Materials
Di strict Engineer
Di strict No.1.
District Engineer
-District No.2.
Engineer of Estimates
Statistic:ll Engineer
Superintendent of Stores
Purchasing Agen t
Chief Accountant
District Engineer
District No.3.
District Engineer
District No.4.
Chief Locating Engineer
S1Ib qcripiton Rates $1.00 PM' year. Single copy 10 cents
Adverti.qinu Rotf',,q on R p.uu pst
Address All Communications to Editor
Arizona Highway Department Phoenix, Arizona
The Arizona Highway Department has been
doing everything in its power to help the labor
situation in Arizona. For months it has been working
with the aim always in sight of keeping as much
highway construction work under way as there
would be money available to pay for it when the
work'was completed.
Far in advance of the appropriation by the federal
government of the emergency aid for highway
work, the Arizona department had surveyed and
completed plans so that it could take immediate advantage
of the government's offer when it came.
The result of that is, that Arizona will use all of its
quota of this money and will be able to use more if
it is available.
Btit the depart~ent has labored under many
handicaps. The worst of them in the fore part of
the . present year was that it could not force the
contractors to use Arizona citizens on federal aid
projects, with the result that many contractors
ori co.nstruction work in the state were using "floaters"
who would work for any wage and who kept
Arizona citizens from getting work that the department
had planned would be available for them.
The concession of the government in permitting
Arizona to write q ~itizen clause in all cQntracts and
enforce a mlmmum wage of four dolla,rs per day
has corrected that evil and highway department inspectors
are seeing that no one is employed on highway
work in the state except citizens of at least one
year's residence.
Applications have been received by the department's
labor bureau from all that desired to apply,
until today they have over 13 ,000 applicants for
work in all vocations. These applications have been
filed and indexed according to their qualifications
and the labor department furnishes the contractors
on highway work lists of applicants qualified to do
whatever class of work is needed.
The state is doing all that it can to help Arizona
citizens to get work. If private citizens, corporations
and industries would give the same kind of cooperation
the labor situation in Arizona could be
greatly relieved, but as long as the private employer~
continue to hire other than Arizonans to do their·
work little real progress can be accomplished.
Near the middle of June the new law creating
a state Highway Patrol goes into effect. Through
this measure the state will have a force of officers
to enforce the motor vehicle laws of the state. These
new officers will not be just speed cops, although
that feature of the motor laws also comes under
their jurisdiction, but they will have the power to
enforce all the laws pertaining to the operation of
motor vehicles on the highways.
Evaders of license fees, faulty registration, common
carreir fees and licenses, drivers' permits and
everything pertaining to the operation of an automobile
will be within their province.
It has been declared there are 5,000 cars running
around the state of Arizona with improper or foreign
licenses that should be registered in this state.:
The owners of these cars have but 3 a days in which
to change their ways, because added penalties will
fall to them if the highway patrolmen pick them up.
Drivers of vehicles without proper drivers' licenses
had better take warning and get them.
Arizona's motor vehicle laws have not been;
taken seriously. Many of the local authorities have '
been too busy to enforce them. The motor vehicle'
department has not had enough inspectors to cover
the field. That is going to change. The legislature
wants the motor laws of Arizona enforced and the
state patrol will be out to do it. It might be a good
thing to study up on Arizona's motor laws, some of '
the things you have gotten into the bad habit 6f
doing may need changing . . It is better to do it yourselves
than to have a highway patrolman pointing
Qut the errors in your driving. ','
.. MAY, 1931 ARIZONA HIGHWAYS Page Eleven
Department Spends Thirteen MillionslJIn ThreeP.Fiscal Years
Arizona's state highway department
from July 1, 1928, to March 31, 1931,
has averaged over four and one-quarter
million dollars each fiscal year in conseruction
and maintenance of state
roads, or the total sum for that period
of $13,211,473,80.
Below is given a table of highway expenditUres
for that period divided into
counties, showing the amount of money
spent each year, in each county, the population
of those counties and !!he per
capita expenditure of t he department
in each county. It is interesting to note
that Mohave county with the smallest
population of any county in the state
has a per capita expenditure of $140,176
on state roads by t he highway department.
Maricopa county, the mos\)
popu[ous, while receiving the largest
sum expended in anyone county, still
had the low per capita expenditure of
$14,442 and Pima county the second
largest in the state, from a population
County PopUlation
Apache .............. .. ........ .. ......... 17,766
g~~~~~~o .. :::::::::::::::::::::::::::::::::: i~:~~~
~~~~~~e·::::.:.:.:.:.~:.:::.:.:.~:.:. . :.::.:~:·~:~:.:::.::: fi:~it
Maricopa ............ .. .................. 1,50,870
~~e!j: :::::::::::::::::::::::::::::::::::: 2~:~~~
Pima .......................... E15,123
Pinal ............ .. ......... .. ....... .. ... 23,321
Santa Cruz .............................. 9,652
~~~ia~ ............... :::: ............. :.. .................. :... ..... i~:~i~
Gasoline Tax Revenues
Break All U. 8. Records
The gasoline tax yielded a net revenue
>O[ $494,683,410 in 1930 and nearly fifteen
billion gallons of gasoline were used
by the motor vehicles of the United
States, according to reports received by
the 'B'Ureau of Public Roads of the U.
S. Deparfinent of Agriculture from
State agencies.
As compared with 1929, the tax revenUe
increased 14.6 'Per cent and the consumption
of gasoline increased 31h per
cent in spite of the fact that t here was
no increase in the total number of motor
vehicles. The average consumption
per vehicle was 556 gallons in 1930 as
compared with '538 gallions in 1929.
Sending a truck, grader and caterpillar tractor to maintenance crew
from Phoen ;x shops all in one op eration.
standpoint, had the lowest expenditure
of only $12,592 per person.
This table shows one of the difficulties
which Arizona faces in financing of
her state roads. In building up her state
1928-29 1929-30
Expenditu re Expenditure
system it is n ecessary to spend large
sums in the Jess populous districts in order
to complete the system of East and
West and North and South interstate
July 1, 1930 Total Per Capita
to Expenditure
March 31, 1931
429,921.72 580,108.80 428 570.99 1,438,601.61 55 .0~0
481 ,472.27 216,657.22 487,909.10 1,186,038.59 84.403
203,342.38 337,238.57 113,f551.91 654,132.86 21.Q94
55,184.20 52,140.44 96,464.39 203,789,03 20,603
402,287.40 875,481.77 901,12(j .08 2,178,895.25 14.442
130,741.01 446.~82.13 203 342,64 781,065.78 140.176
262,619,69 294,778.06 161,600,50 718,998.25 33.931
197,654.41 142,942,12 353,513.65 694,110.18 12.592
69,844.93 149,202.00 142,707.88 361,754,81 37.479
355,482.97 223,223.22 251,686.30 830,392.49 29,125
423,726.08 293,345.11 327,551.55 1,044,622.74 58.630
------- ----- --- ------ --
...$4,235,550.01 $4,709,499.94 $1,266,423.85 $13,211,473.80
A gasoline tax was imposed in a ll the
States, the rate ranging from 2 to 6
cents per gallon. The average r ate was
3.35 cents per gallon. The net revenue
of $494,683,410 was allocated as follows:
$1,102,187 for collection expenses; $338,-
927,564/ for State highways; $96,225,637
for local I'o,ads; $20,869,901 for State
highway bond payments; $10,179,135 for
local rOM bond payments, $11,842,930
for city streets ; $13,404,200 for schools,
and $21131,85B tfor miscellaneQuil :expenditures.
The average of the annual registration
fees is $13.41 and this , added to the
average gasoline tax of 18,62 made a
total direct tax on the motorist of $32.03.
These two taxes formed the largest it-em
of revenue for highway purposes.
An analysis by the bureau shows t hat
the average consumption of gaSioline per
motor vehicle was 452 gallons in 1925
and there has been an increase each year
to 556 gallons in 1930. This increase is
thought to be the result, in part, of the
increased percentage of tTucks and other
commercial ve'hicles, but it has also
been influencedl by increased use or'the
average vehicle.
With more than four hundred milliQn
people living in an area sO'IIlewhat larger
than the United States, China has
only 35,000 miles of road, with only
about 2,000 miles paved. In the whole
country there is less than 8,000 miles
of ralliroad <J.nd only 30,000 motor vehicles.
Page Twelve ARIZONA HIGHWAYS MAY, 1931
Commission A wards Many IIighway Contracts
The Arizona State Highway Commission
met in special session on April 10th
and 11th, 1931. A delegation appeared
befcre the Commission r ep resenting the
Central Highway a ssoci at ion r equesting
t hat the pr imary system, as formerly
a pproved by the highway commission,
be not changed and had par ticular r eferimce
to the Globe-Spr ingreviHe route
f rom near Showlow to near Springerville;
·connecting with U. S. Hig.hway
No. 70.
A delegat ion from Tucson and Nogales
r epresen ting the Border Sunshine
wa y appeared before the commission and
submitted a t entative setup on proposed
construction for improvement in the
southern part of the st a te to be included
in the ensuing bud get.
The Commission awarded the contract
on the F lor ence-Tucson Highway, F. A.
P . No. 94-B to t he low bidder, Hodgman
and MacVicar, in t he am'Ount of $64,-
A board of appraisers was appointed
to prepare a li st of a ll obsolet e equipment,
material s, and suppli es, properly
segr egati ng them into lots for the purpose
of adver tising Jor bids for sale.
The st at e engineer was authorized,
through t he superintendent of 1he M'Otor
Vehicle department, to secure information
from other states as to the
generail operation and administration of
the hi ghway patrol f or t he purpose of
setting . up the administration 'Of the new
Patrol Bill, recently passed by the
Tenth leg.islature.
Citizens Being Employed
Contlractors' repol"ts on employees
were submitted to the commission on the
employment of Arizona labor on all state
hignway oontracts. The r eports disclosed
that the percentage of Arizona citizens
being employed was gradual[y on
the increase and t hat all contlracts
awarded since the Arizona citizen clause
had been added to the contracts were being
lived up to by the contractors in fulfilling
the requirements of hiring Arizona
The Globe-Showlow Highway, F . A. P.
No. 99A and B, was brought up f'Or discussion.
T,he Indian agencies are temrorarily
holding up the righti of way until
defini,te actinrr is taken either by the
state or county to maintain the old
Rice-McNary highway.
The commission awarded the contract
on th ~ Ashfork -Ki n~man hi~hway, F. A.
By M. C. HANKINS, Secretary.
P. Nos. 57 . and80-C, Ashfork-Flagstaff
highway, F . A. P. N'O. 89-B, AshforkPrescott
highway, F . A. P. No. 62-A, involving
approximately 22 miles of oil
processing by the Road Mix method, to
Schmidt and Hitchcock, low bidder, in
the amount of $132,555.14.
Conside1' V erde Bridge
The commission met in special session
on April 18, 1931.
The commission t ook up for further
consideration the con struction of a
bridge at Camp Verde, in a ccordance
with S ~nate Bm No. 147 passed by tbe
Tenth legislature, in which a delegation
from Yavapai and Gila counties were
present. The commission inst ructed the
state engineer to proceed with plans,
specifications, and estimate for the construction
of the bridge. Yiivapai county
through the board of supervisors is to
put up the difference, not 10 exceed ten
or f ifteen thousand dollars, if the cost
of the construction should ex.ceed the
amount of $65,000 as provided f or in
Senate Bill No. 147.
The commission awarded tlhe contract
on the Tucson-Nogales highway , F. A. P.
Nos. 25-B and 86-D to the low bidder,
Stanley Jaicks company of Tucson, iT'
the amount 'Of 5>113 ,156.51.
The commission awarded a contract
on th~ Globe-Safford highway, F . A. P.
No. 87-D to the low bidder , O. F. Fisher,
Phoenix, in the amount of $21,201.88.
The commission awarded the contract
on the Florence-Superi'Or highway, F. A.
P. No. 23-C, 4 and F, t o the [ow hidder,
Westlern Gunite company in the amount
of ~5 4 , 954.43. The work consists of Oil
Surfacing approximately 16 miles from
Florence Junction to Superior.
The commissi'On awarded the contract
on the Florence-Superior ,highway, F. A.
P. No. 23-A and B to the low bidder,
Western Gunite company, in the amount
of $77,761.87. The work consrists of
three miles of construction from the
Florence Bridge north and the Oil Processing
of the entire section from Florence
Bridge to Florence Junction, 15
Request N ew State Route
A delegation from Willcox, Bowie,
San Simon and Dragoon, appeared before
the commission requesting thali the
route from Benson by' way of Dragoon,
Willcox, Bowie, San Simon and the New
Mexico State line 'be taken 'Over as a
State Route or a State Highway. The
matter taken under advisement.
The controversy on the rightl of way
through the Indian reservations on the
O:obe-Showlow road was hrought up.
The state engineer explained that a con~
ference was held the night before between
a representative of the Indian
service, Senator Hayden , Mr. Lane and ·
other s, and he believed that the controversy
had been settled sat isfactorily and
he did not anticipate any further trouble.
The routing of the Globe-Sh'Owlow
highway through Springerville was
brought up and the commission instructed
. the state engineer to make a survey
from Showlow direot to Springerville
and also a survey by the way of Concho
to St. Johns.
The commission met in special session
on April 24, 1931.
A delegation from Williams appeared
before the commission with r eference to
the routing 'Of U. S. Highway 66 through
Wnliams. The delegation was informed
that t here was no contemplated change
on the routing of U. S. Highway 66, as
now establi shed on Bill Williams Avenue,
and that a grade separation over
the 'Santa F e Tracks would be constru
ct ed just east of Williams. The delegation
was . further advised that by
July 4th, five 'Or six pr ojeots would be
under construction on U. S. 66.
The commission awarded the contract
on the Florence-Tucson highway, F. A.
P . No. 94-E, to the low 'bidder, Ralph
Plea sant of Phoenix, in the amount of
$49,531.99. The work begins at the
Pima-Pinal county line and extends 8.3
miles toward T·ucson.
Mr. William Coxon appeared before
the commission with fuf\ther reference
to the Willcox road. The commission
designated the road from Benson by the
way of Dragoon, Willcox, Bowie, San
Simon and the New Mexico State Line a
State Route. >
Discuss License Violators
A resolution from the board of _ supervisors
of Maricopa county was presented
with reference to residents of Mar'icopa
county carrying foreign registra- .
tion 'On their automobiles. Chail'Illan
Addams stated that on a check made in
th~ vicinity of Phoenix, one man working
for six hours counted 610 cars car- ·
rying California license plates, 28 of
which ·had 1930 plates. He further esti-
mated thlllt there were five thousand
cars in Arizona not paying the license
fee and taxes, on cars operated in Arizona
and owned by Ariz'Ona residents.
Th~ matter is to be taken up through
the various hoards of supervisors with
a view of reaching an agreement of cooperation
between the various counties
for the enforcement . of this flagrant
vi'Olation of the Motor Vehicle code.
The commission awarded the contract
on the Holbrook-Lupton highway, F. A.
P. No. 83-A to' the low bidder, Everley
and AllIison, in the amount of $96,946.55.
The work consists , of Oil Processing approximately
22% miles from Sanders to
the New Mexico State line.
The commission awarded the cont ract
on the Ashfork-Kingman highway, F . A.
P. No. 80-B to the low bidder, Martter
and Bock: in ,the amount of $101,709.44.
The work consists of grading, draining
and surfacing of nine miles of roadway
from Crookton to Seligman.
Natural Surfacing Needs
Selected Material Types
By J. W. POWERS
Engineer of Materials
In selecting the types of mat erial for
use as natural surfacing for highways
built by this department, it is necessary
that they have certain characteristics.
For natural surfacing it is necessary to
have a high cementation, a low shrinkage
and a proper grading analysi s. The
tests by which these characteristics are
determined are as follows::
CEMENTATION - That portion of
the material that passes a quarter inch
screen is ground in a ball mill, for 'a
definite length of time, to a stiff mud.
This mud is then molded by pressure into
small briquettes (approximately one
inch in diameter and 'One inch high).
After being formed and allowed to dry,
they then are baked to r,emove all traces
of moisture. When thoroughly dehydrated,
they are placed on 'a small anvil
and tested for binding power by repeated
PQunding action. If the. material ,has
good cementation qualities it will withstand
1200 blows with'Out breaking. Low
cementations range from practically
nothing to ·three or four hundred. Low
cementations make Iloose dusty roads.
LINEAL SHRINKArGE - The line'al
shrinkage is made on that portion of
matJerial passing a 10-mesh sieve. It is
mixed with water to a point at which
when slighrtl/y oompacted :it willi l:not
readily al:isol'b any further moisture.
This condition is known as t he moisture
equivalent percentage of a materia l. The
wet mat er ial is then rmolded ointo a
1"x1"x12" briquette and a llowed to dry
out. The difference in length between
the wet state and the dry state is computed
to a per centage basis and is repc
r ted as per cen t sh rinkage.
P1'events Troubles
We have fo und that only those soils
which have a shrinkage of 1ess than
three per cent make satisfactory su rfacings.
By t his I mean that material that
has a sh rinkage in excess of this t hree
per cent may make satisfactory natural
surfacing but in case any other type of
surfaci ng is placed over it, trouble is
likely to result.
Screen analyses of these materials are
of value in determining the stability of
the material. We have fou nd t hat for
nat ural material the maximum percentage
of rock is 40 per cent, and it should
preferably be 30 per cent. This gives
ample rock and leaves enough binder to
set rea dily and well.
The a bove determinations constitute
the more import ant tests on the ordinary
s urfacin g ma terials. However, a material
may have good characteristics as
mea sured by the above, yet have a low
specif ic gra vity. The heavier a material,
t he more it r esists being displaced by
traff ic. For this reason we watch the
specific gra vity, particularly in the
northern part of Arizona where cinders
(low g ravity material) are prevalent.
Shops Are Making Junk
Heaps Pay Big Dividend s
By c . E. SCHNURE,
Shop Foreman
Making the junk heap pay $50,000 a
yea r dividends is one of t he tasks t he
Phc.enix sh'OPs of the highway depa rtment
has recent ly set about doing in the
inst a llation ofi a recla im depal"tment for·
automobile parts. On making a survey
of FWD and Liberty trucks that were
stored in the highway depa rtment yards
in Phoenix, and which wer e found to be
worn, beyond r epai r, it was decided that
it ""'QuId pay 10- install a r eclaim depa rtment.
This department could disman tle
these old trucks and reclaim the pa rts
in them that were not worn out and
were usable as replacements in equipment
now in use.
Bins and two sections of racks were
installed in t he west end of the south
sheds for t hat pur pose, tha total cost of
this installation amounting to approximately
$500. These bins and racks are
numbered with the parts number s and
as the trucks are di smantled t he parts
Page Thirteen
that are usable are placed in these bins
a nd racks, which have now become a
stock room for FWD and Liberty t r uck
parts. As t he parts are reclaimed a per petual
inventory card system is started
on them so that an accurate accounting
of a ll parts is always on ha nd.
When parts are issued from t his stock
for replaeements in trucks now in use
they are charged out at 50 per cent of
their list value as, a new part. The system
has bareily gotten underway, but
from all indications to date a saving of
at least $50,000 will be effected dur ing
the coming year by this improvement, a
saving that otherwise would have ,been
practically wasted in j unking the old
trucks as they were not usable.
Inventory Card System
Checks Warehouse Stock
By A. H. LIND
Warehouse Superi,!It endent
In the General Warehouse of the
Arizona Highway Department at P hoenix
a perpetual inventory card system
is maintained covering all of the warehouse
stocks at P hoenix.
This system is a visable card index.
which at all times indicates the quantities
of stocks on hand, the unit price of
same, and the past disbursemen ts, the
files contain some ten thousand index
cards, each covering a separatearticIe.
A constant check is kept on the stock,
as each item of stock is inventoried and
the card is checked whenever it is necessary
to reorder, in this manner when
it is necessary to reorder any artidle for
stock, an actual physical inventory on
that item is made and t he inventory is
checked with t he card, and if a ny discrepancy
is fou nd a f ur ther check is
made of past disbursement s, outstanding
requisitions, etc. , until the differences
are located and t he discrepancy
eliminat ed.
Thus it wiII be seen that t he Warehouse
st ock balances ar e kept correct
at all times, as far a s it is possible for
us to do so. This department is operated
as any pr ivate ,business and attention
W all details are always given that
a correct and pr oper accounting can be
made for all supplies r eceived and disbu
Engineer (disgust edly ) : "You've got
to speed up on this job, Mr. Contractor.
You 'r 'e always behind time. Did you
ever do anybhing on time?"
Mr. Contractor: "Yep ; once. Bought
a st eam s'hovel and six dump wagons."
Page Fourteen ARIZONA IUGHWAYS MAY, 1931
Bureau Of Public Roads Projects In Arizona'
C. G. Willis & Sons have the grading
of Forest HighwaY-Oak Creek Hil! Sec-
7-C. The project begins at the top of
the Oak Creek Canyon-13 miles south
of Flagstaff-and extends to the bottom
of the hill, a length of 2.8 miles. Estimated
cost of construction is $186,000
and project is now 25 per cent complete.
E. J. McCracken, Resident Engineer.
Skousen Brothers have the grading
of the Picnic Mesa-Springerville Section
19-1 of the Clifton-Springerville
Forest Highway. The project is 4.5
mi les in length, beginning at Picnic
Mesa and extending north to a connection
with U. S. Route 70 at a point liz
mile east of Springerville. Estimated
cost of this project is $27,000 and is now
05 rer cent complete. C. R. Dalton,
Resident Engineer.
O. F. Fisher completed on April 8,
the contract for subgrade reinforcement
on Forest Highway 19-G2, HI, two
sections of the Clifton-Springerville
road, 11.3 miles in length extending
from a point one mile north of Nutrioso
j'O Picnic Mesa.
Lord & Bishop have the contract for
oil surfacing 18.5 miles of the Grand
View-Desert View Section of the Grand
Cllnyon Village. extending 15.2 miles
east to Desert View and including 3.3
miles of spurs. Estimated cost of this
project is $144,000 and was 60 per cent
completed when closed down in Novemher
for the winter season. Work was
resumed April 20th and should be completed
about June 1st. V. G. Watson ,
Resident Engineer.
Jasper-Stacey Company has the contract
for grading Housero<)k Canyon
Section of the Houserock Canyon National
Forest Highway, Project 28-A,
Kaibab National Forest, Coconino County.
at an estimated ' rost of $275,000.
Wo"k on this project was begun in August,
1930, and is now approximately
85 per cent complete. W. J. Nelson,
Resident Engineer.
Jasper Stacy Company has the contract
for grading the 8.4 miles of Section
B. Houserock Canyon Natinoal Forest
Highway, Kaibab National Forest,
Coconino county, Arizona, at an estimated
cost of $162,000. W. J. Nelson,
Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand
Canyon Route 3 from Bright Angel point
to Cape Royal, at an estimated cost of
$285 ,000. This project is located on the
North Rim of the Grand Canyon National
Park and in Coconino county. Project
when closed dlown October 29t31
for the winter was 40 per cent complete.
Work will probably be resumed in May
or Ju ne. Rudolph Thirion, Resident Engi
Portions of Sections "A" and "C" of
the Payson-Holbrook Forest Highway
Route 11 are under Betterment and Imrrovement
work by day lab or. Portions
to be improved total ten miles in length
and will cost approximately $1 2,CnO.
L. C. Chadwick, Resident Engineer.
Swift Tra il Section 1 Improvement,
,., portiol'] of the Major Forest Development
Road System, is being done by
r'au labor and station contract. This
rro'ect is 4 miles in length beginning
at a junction with State Route 81 , seven
IYliles south of Safford and extending
into a southwesterly direction to the
foot of t he Graham mountains. Estimated
cost is $12,000 and project is now
70 per cent complete. E. V. Aldrich,
Resident Engineer.
Henry Galbraith has the contract for
th~ p'l"lding of Project 7-D, Upper Canyon
Section of the Oak Creek Forest
HiO'hway. The project begins at the
foot of the Oak Creek Hill, adjoining
the Willis contract. and extends down
to the "Call of the Canyon" resort. The
lpngth of the project is 2.9 miles and
the total estimate of cost is $73,000.
Pro'ect is 9 per cent completed. E. J.
McCracken. Resident Engineer.
Harry Hagen has the contract for the
I"rading of 4.3 miles of Section 2-D,
Swift Trail Major Rorest Development
Road, in Crook National Forest, Graham
County. The total estimated cost
is $57,000 and E. F. Strickler is the
resident engineer. Contract time started
April 20th and project is now 4 per cent
W. NT. Tenney. Jr., has the contract
for grading and draining 1 mile of the
Heber Hill Section of the Payson-Holbrook
Forest Highway, a portion of
Project ll-A, in the Sitgreaves National
Forest Navajo county. Estimated cost
of co~struction is $2,800. Project is
now 20 per cent complete. L. C. Chadwick,
Resident Engineer.
Jack Casson has the contract for the
surfacing by the plant mix method of
28 miles, Section "A" and "B", of the
Grand Canyon-South Approach Road in
Coconino county. Total estimated cost
of construction $160,000, V. G. Watson,
Resident Engineer. To date only preliminary
work incident . to plant installation
has been done.
Chiricahua National Monument Survey,
Forest Highway Route 32, in Cochise
county. Estimated length 12
miles. Survey began February 23. F.
H. Norton, Locating Engineer.
Payson-Indian Garden-Colcord Survey,
Forest Highway Route 11, beginning at
Payson and extending eastward for an
approximate distance of 40 miles, to a
Highway near the Gila-Coconino county
line. Survey began March 15th. J. H.
Brannan, Locating Engineer.
Grading 12.8 miles, Section "C" of
the Pine-Winslow Forest Highway beginning
at Moqui Ranch and extending
northeast to the North Forest Boundary
30 miles southwest of Winslow. Bids
opened by 19th.
Grading of 13.7 miles, Section "B" of
the Pine-Winslow Forest Highway beginning
at Clint's Well (60 miles south
of Flagstaff) and extending to Moqui
Ranch. Bids opened May 21.
Grading of 13 miles of the Three
Lakes Section of the Fredonia-Grand
Canyon Forest Highway in the Kaibab
National Forest, Coconino county. Bids
to be opened in San Francisco last week
i:1 May.
California Leads States In
Automobile Registrations
California finally has passed New
Y,erk in the number of automobiles, and
now leads all states in the nation with
1,941,969, it is noted by the Automobile
Club of Southern California. The state,
however, has not yet passed New York '
in total registration, as t he Empire
State has 347,0&4 trucks, compared with'
147,919 for California. This allows New '
York to maintain its leadership in total '
registrwtion with 2,347,011, compared ,
with' 2,099,293 for this state.
California still retains by a good mar-'
gin its leadership in motor vehicle r egistration
compared to population. ·,According
t o, the 1930 census, t he state has
a ,population of 5,677,251, which means
tha11 . there is now a motor vehicle r egistered
for each 2.8 persons.
California's registration for 1931 ,presented
an increase of approximately
67,000 over the preceding year . .
MAY, 1931 ' ARIZONA HIGHW A:=Y=S,=============p=a::::g=e=F=if=te::=en
Out Go The Old Wooden Bridges
In Come Modern Large Diameter
Sma I I woode,n
bridges have had
their day - they
are being replaced
the country by
Large Diameter
Corrugated C u Iv
e r t s. Armco
Culverts are preferred
because of
f h e i r strength
and lasting qualities.
.- ---._.. ---... ----..... ~ ----
Armco Culv€rts have been demonstrating t heir superior strength and durability under varying
conditions for the past twenty-five years. They are excellent for small bridge replacements
because they pr€vent narrowing of the highway at the crossing. They are Strong, Attractive and
For small bridge requirements, specify Lar ge Diameter Armco Culverts-the culverts with
a proven durability record. Write or Phone for Further Detalis.
ern Metal Manufacturing Co. California Corrugated Culvert CO.
1330 E. Brill Street, Phoenix, Arizona
p=a=g=e=s:-=ix=t~e.:.e=n============~A~R~IZONA HIGHWAYS
Road Conditions, Arizona State Highway System
518 Miles. All paved, oil surfaced
or graveled. Condition g-ood excepting
21 miles being oil surfaced
Tucson to Vail Junction; 4 miles
under construction west of Benson.
Detour good; 7.6 miles under construction
east of St. David. Two detours,
condition good.
-396 miles. Gravel surface,
oiled or paved. Condition good excepting
4% miles under construction
at Hackberry. Nine miles under
construction ea st from Seligman; 15
miles Ash Fork, west, under oil processing
construction. No detours;
use care in driving. Paving %, mile
of Winslow streets and 22% miles
from Sanders to Lupton is being oil
surfaced. No detours.
TO STATE L1NE - 183 miles.
Condition good. Observe caution in
driving, 30 miles being oiled Coolirlge
Dam to Geronimo; 5 miles
detour; condition fair; 13 miles under
construction east of Geronimo,
6 mi'le detour, fa ir; 8 miles of oil
surfacing, S010111011Ville to Duncan,
caution. Duncan to State Line under
construction, detour via Virden.
GLOBE-83 miles. Gravel surface.
Condition good.
3T ATE ROUTE 73, CUfTER TO MCNARY-
I04 miles. Gravel surface
Cutter to Rice and White
River to McNary, other unimproved.
Condition good when open.
Should enquire Globe Chamber of
Commerce before making trip at
this time of year as road is often
closed because of snow.
157 miles. Gravel and partly surfaced
. Condition good Clifton Jet.
to 40 miles north of Clifton;
Cherry Lodge to Hannigan good except
when raining. Alpine to Nutrioso
good. Nutrioso to Springerville
good exceptling caution by 7.3 miles
under construction near Springervillle.
660 miles. Gravel, oil
or paved surface to Flagstaff;
graded and drained to Cameron ;
unimproved Cameron to Jacob's
Lake; 40 miles under construction
north of Cameron; gravel Jacob's
Lake to Fredonia. Condition good
exception 23 miles under construction
~etween Nogales and Tucson,
caution. Oil surfacing Hot Springs
Junction to Wickenburg and 4.:i
miles of oil surfacing south from
Ash Fork.
ST ATE LINE-l09 miles. Gravel
surfaced. Condition good to excellent
excepting 5 miles east from
Holbrook, under oonstruction. No
FLAGSTAFF-91 m'ile s. Gravel
or oil surfaced to Sedonia, graded
and drained Sedonia to Flagstaff.
Contl;tion good excepting for
construction in Oak Creek canyon.
Sedonia to Flagstaff slow in wet
TO EHRENBERG-74 miles. Sur·
face, low type improved. Condition
good, Wickenburg to Aguilla
and Quartzsite to Ehrenberg, balance
SAFFORD-128 miles. Gravel su rfaced.
Condition good.
TO CASA GRANDE-13 miles.
Gravel surfaced. Condition good. '
28 miles. Gravel surfaced.
TOMBSTONE JCT. 70 miles. Gravel
surface:l. Good. Bridge under
construction 8 miles north of Nogales.
BEND-124 miles. GraveL surfaced.
Condition good excepting Tucson to
Rillito being oil surfa,ced, 1 mile
detour neal) Rillito; ten mille demur
between Rilliti o and Red Rock. De-
tour fair. Observe caution in driving.
60 miles. Paved oiled or
gravel surfaced.' Condition good
excepting 1800 ft. detour around
overpass construction near Picacho.
R. C. Bond, locating engineer, has been
changed from Nogales to the Wickenburg
to Blythe road, with headquarters
in Wenden.
L. , W. Burdwell, foreman on the
Apach Trail betterment, has moved to
Roosevelt dam.
Robert D. Canfield has been made
sub-resident engineer on Project 8908 on
the Tucson to Nogales highway with
headquarters at Amado.
H. C. Foster has taken charge of the
21 miles of oil surfacing beginning 5
miles south of Ash F ork and extending
westward from Ash Fork.
Albert Freitag, locating eng ineer, has
changed from the Hdlbrook to Lupton
project to 1806 out of Superior.
W. , J. Halloran has been named resident
engnieer on 6601, the new project
east of Williams.
Geo. E. Lang, resident engineer, has
changed from Wellton to Project 8902,
Wickenburg to Castle Hot Springs Junction,
with headquarters in Wickenburg.
Leroy Middleton has assumed charge
of the Ash Fork shop and yard as f oreman.
W. B. , Matlock, foreman, has moved
his force from the Seligman-Kingman
project to 8402 from Casa Grande to
H. O. Norville, resident engineer on
the Topock to. Oatman oil processing job,
is now located at Casa Grande in charge
of Project 8402.
Pennsylvania leads all the states in
highway department expenditures in
1930 with $81,833,000, followed by New
York with $57,100,000. Louisiana wiill
have more. than $30,000,000 increase this
year. Only a comparatively few states
show a decrease for 1931.
MAY, 1931 ARIZONA HIGHWAYS Page Seventeen
Projects Under Construction In Arizona
DISTRICT No. 1
Geo. B. Shaffer, District Engineer.
Gribble & Bunce have completed the
oil surfacing of 16.5 miles of oil surfacing
Topock to Oatman. H. O. Norville,
Resident Engineer.
Martler & Bock have grading and
draining of 4% miles (F.A. Project 80-
E) which begins 2 miles west of Hackberry
and extends 2 miles east of Hackberry
36 per cent complete. Jas. H.
Parker, Resident Engineer.
Schmidt & Hitchcock have been awarded
a contract for oil surfacing 17.8 miles
beginni~g at 1.11he Co£onino-YavapM.
county ' line and extending west, F.A.
Projects 57, 80-C and 89-B, and 4.3
miles Ashfork south,' F.A. Project 62-A
started construction on 80-C on April
4th. H. C. Foster , Resident Engineer.
MartIer & Brock have been awarded
a contract for grading, draining and
subgrade stabilizer on approximately 9
miles which begins at Crookton and extends
west to Seligman, F.A. Project
80-B. Floyd Bughly, Resident Engineer.
DISTRICT No.2
F . N. Grant District Engineer
Ben Pearce Construction Co. has the
gravel surfacing of 22112 miles from
Sanders to Lupton 89 per cent complete
(F.A. Project 83-A). H. Pinney,
Resident Engineer.
H. L. Rayden has the construction of
5% miles beginning at Holbrook and extending
east (F.A. Project 78-F) 8 per
cent complete. J. P. Flynn, Resident
McGinty Construction Co. has the construction
of Winslow streets (F.A. Projects
20 and Non F.A. 40) 25 per cent
complete. J. P. Flynn, Resident Engi'
Veater & Davis have the construction
of F.A. 9,P-B (Cameron to Ridge, 40
miles) 18 per cent complete. H. D.
Alexander, Resident Engineer .
Everly and Allison have been awarded
a contract for the oil surfacing of
22% miles from Sanders to Lupton, F.
A. Project 83-A. J. P. Flynn, Resident
DISTRICT No. 3
R. C. Perkins, District Engineer.
Lynch Canon Engineering Co. has the
construction of the Tempe Bridge (F.
A. Project 2-B) 94 per cent complete.
Gus Rath, Res. Engr.
R. H. Martin has the construction of
the approaches to the Tempe Bridge 24
per cent complete. Gus Rath, Res. Engr.
Martin Bros. Trucking Co. has the
oil process ing of 30 miles from the Coolidge
Dam east 68 per cent complete
(F.A. 87-B Sch. 1 and2). M. Kisselhurg,
Res. Engr.
Lee Moore Contracting Co. has the
grading draining and placing of subgrade
stabilizer on five miles beginning
at Geronimo and extending west, (F.A.
l5-D) 66 per cent complete. L. C. Bolles,
Res. Engr.
Lee l\Ioore Construction Co. has grading,
draining and surfacing of 6.9 miles
beginning at Duncan and extendig to the
New Mexico-Arizoa state line (F. A.
88-C, 67 per cent complete. H. B.
Wright, Res. Engr.
Robert E. McKee has the grading and
draining of 13.7 miles beginning at Ge-
In The Wake Of Better Roads---
Paving Development & Sales Co.
Phone 38413 525 Luhrs Bldg.
Page Eighteen
rDnimD and extending east (F.A. 87-E)
29 per cent cDmplete. L. C. BDlles, Res.
Skeels & Graham have the surfacing
and Diling Df 11.6 miles, beginning at
Duncan and extending west (F.A. PrDject
88-B 1st ReD), 42 per cent CDmplete.
Daniel ThDmpsDn, Res. Engr.
Skeels & Graham have the surfacing
and Diling Df 8 miles, beginning at the
end Df the pavement east Df SDIDmDnville
and extending east, F.A. PrDject
88-A 1 ReD. Dan ThDmpsDn, Res. Engr.
Stanley Jaicks has practically CDmpleted
the Paving Df FIDrence streets
F.A. 94-A and 1 ReD. JDe De ArDzena,
Res. Engr.
O. F. Fisher has been awarded a CDntract
Df apprDximately %, miles just
west Df CDDlidge Dam. F. A. PrDject
Western Gunite CD. have started CDnstructiDn
Dn 15 miles Df surfacing and
Diling, beginning at the FIDrence Bridge
and extending nDrth F. A. PrDject 23-A
and B and have the cDntract fDr surfacing
and Diling apprDximately 16
miles frDm FIDrence JunctiDn to' Superir
F.A. 23-C, D and F.A.-A.W. Newhall,
Res. Engr.
Bids were Dpened May 1st Dn surfacing
and Diling 14.6 miles, beginning
apprDximately 10 miles east Df SDlmDnvi
lle and extending east.
W. R. Hutchins, District Engineel".
HDggan & Farmer have the Dverpass
between RillitO' and TucsDn 94 per cent
CDmplete (F.A. 94-G). J. R. Van HDrn,
Res. Engr.
Stanley Jaicks CD. has the cDntsructiDn
Df 8.3 miles, beginning at RillitO' and
extending west, F.A. PrDject 94-E, 94
per cent cDmplete. J. R. Van HDrn, Res.
N. G. Hill & CD. has the cDnstructiDn
Df a bridge and apprDaches, an Dverpass,
alsO' grade, drain and surface 4
miles west Df BensDn approximately 65
per cent cDmplete. W. J. TavenDr, Res.
The Imperial Trucking CD. has the
Dil surfacing Df 15% miles which begins
1 mile west Df RillitO' and extends
to' the pavement nDrth Df TucsDn, 96
per cent cDmplete. F.A. PrDject 94-F.
J. R. Van HDrn, Res. Engr.
William Peper has the cDnstructiDn Df
10 miles which begins apprDximately
22% miles sDuth Df TucsDn and extends
sDuth to' the cDunty line, apprDximately
65 per cent cDmplete. J. R. Van
HDrn, Res. Engr.
ARIZONA lllGHWAYS
Packard & Tanner have the cDnstructiDn
Df 7.6 miles (beginning 1 mile east
Df st. David and extending east) (F.A.
PrDject 79-E) 34 per cent cDmplete. W.
J. TavenDr, Res. Engr.
Stanley Jaicks has cDmpleted the Dverpass
PicachO' (F.A. PrDject) (94-C Sch.
2 and 3). J. R. Van HDrn, Res. Engr.
HDdgman & McVicar have the Dil
surfacing Df 21 miles, (beginning 1 mi.
east Df TucsDn and extending to' Vail
Jct.) F. A. !lO-A, 1st ReD. 63 per cent
cDmplete. C. S. BensDn, Res. Engr.
Heitsch & Bitten have the Dil surfacing
Df apprDximately 17 miles (beginning
at the end Df the pavement 3
miles nDrth Df NDgales and extending
nDrth, F.A. 86-C, 86-E, NDn 25-A and
ti6), 14 per cent CDmplete. C. E. BensDn,
Res. Engr.
HDdgm~n & McVicar have started
cDnstructiDn Dn grading, draining and
placing Df subgrade stabilizer Dn F.A.
PrDject 94-B, whcih extends· frDm FIDrence
to' CDDlidge. JDe De ArDzena, Res.
Stanley J aicks CD. has started CDnstructiDn
Dn 9.2 miles (F.A. 25-D ReD
and 86-D) begins at the Pima-Santa
Cruz cDunty line and extends sDuth.
R. D. Canfield, Res. Engl'.
Ralph Pleasant has started cDnstructiDn
Dn the Dil prDcessing Df F . A. 94-
E. beginning at the Pima-Pinal CDunty
line and extending sDuth 8.3 miles tDward
TUCSDn. C. S. DensDn, Res. Engl'.
National Monuments of
State Lure Vacationists
(CDntinued frDm page 3)
DUt Dn a standard five-fDDt width, with
parapets at the pDints Df steepest incline.
It is a marvel Df engineering wDrk, and
Dne Df the mDst spectacular mDuntain
trails in existence. Other interesting
trails frDm the SDuth Rim are the Bright
Angel and the Hermit.
The Grand CanYDn is ever changing,
ever fascinating. Every hDur in the day
br;ngs different cDIDring, with the
changing shadDws apparently altering
the very fDrms Df the buttes and temples.
And every change in the weather
brings its Dwn particular canyDn view.
An intimate knDw1edge Df its many
mDDds can be gained Dnly thrDugh IDng
In cDnnectiDn with a visit to' the NDrth
Rim Df the Grand CanYDn a visit is Dften
made to' Pipe Spring NatiDnal MDnument,
IDcated up near the Utah bDrder.
The main feature here is a ruined DId
stDne fDrt, a r elic Df piDneer days. In
the early 60's the MO'rmDnS had a cat-
tie ranch in the vicinity, and the fDrt
was erected as a prDtectiDn against marauding
Indians. It Driginally CDnsisted
Df twO' hDuses Df twO' stDries each, built
facing each Dther acrDSS a cDurtyard
which was clDsed at bDth ends by heavy
dDuble gates. In the cDurtyard is Pipe
Spring, a spring Df cDld, pure water,
which DverflDws and waters the grDund
arDund, SO' that cDttDnwDDds .thrive and
furnish abundant shade, making a charming
oasis in the desert.
Tnmacacori Monument
TumacacDri NatiDnal MDnument, near
the State's sDuthern bDrder, is alsO' interesting
histDrically. UpDn it is IDcated a
very old Spanish missiDn ruin, believed
to' date frDm the latter part Df the Sevente€
l1th Century. It was built by Jesuit
missiDna ries from Spain and Dperated by
them fDr nearly a hundred years. AccDrding
to' the mDst authentic informatiDn
available it was fDunded abDut 1691
by' Father EusebiO" Francisco KinD, missiDnary
and explorer. Sometime after
1769 the Franciscan Fathers tDDk charg~
Df the ancient missiDn and repaired its
crumbling walls. FDr anDther sbrty years
it ministered to' the Indians ' Df the' regiDn,
until Apache Indians attacked it,
drDve away the priests and disbanded the
peaceable PapagD Indians r esiding in the
vicinity. When fDund by Americans
abDut 1869 the missiDn was in a ruined
cDnditiDn, but much has been dDne -to' re"
pair it.
The Dther natiDnal mDnuments in Ari''-
D na under the supervisiDn Df the Park
Service may be divided intO' twO' dassell,
prehistDric and scientific.
AmDng thDse reserved because Df their
priceless value to' the NatiDn as relics oj
the prehistDric peDple whO' lived in tH~
SDuthwest are the Casa Grande an;d
MDntezuma Castle NatiDnal MDnument~.
The main feature Df the fDrmer is t~
Casa Grande Dr "Great HDuse," a burnt~
DUt, dismantled grDup Df sDlid adDHe
walls which are the ruins Df a great
building which at Dne time was fD~
stDries in height. The standing walls are
six feet thick at their base. The fir~t
recDrded visit Df a white man to' Casa
Grande was made in 1694 by Father
KinD, fDunder Df San Xavier MissiDn.
FrDm his descriptiDn Df the ruins they
must have been in much their present
cDnditiDn fDr a cDuple Df centuries befD~e
he viewed them. In additiDn to' the great
main ruin there are many ruins Df DthJiprehistDric
dwellings. Taken tDgeth~r
they indicate a remarkable r~cofli, Df a~vancement
in the architecture 'Df t e
Casa Grande peDples up to' the time f
the settlement. i
(CDntinued Dn page 20) .-- - JI
M=A=y~,~19~3=1======================~A~R~IZONAHIGHWAYS Page Nineteen
t(~. 2~ Pioneer Screening, Crushing and Loading Plant, owned and operated by Fred
. H!"qulSt 01 ~eneva , II I. Capa~ ity 20'0 to 350 cubic yards per day, based on
1-lnch re~uchon and ~5.% oversIze. Shak ~f screen "hangers have upper and lower
SKF belnng., cru,~er "Jaw type and ha, 8 by 24 opening . Plant has Sind reJector
Ind mechanlca! leeder. I, one ~an operated Ind powered by 40 H. P.
g .. ollno motor. Weight 21 ,500 Ib,.; , hipping weisht 27,160 Ib,.
An Ideal Portable
Gravel Plant
No. 22 Pioneer Screening, Crushing and Loading
Plant is ideal for county use or wherever unusually
. large daily capacities are not required. Here in one
self-contained unit, is all the necessary mechanism
for producing required gravel capacities from roadside
pits,at low cost. It is often an advantage to have
two or three of these plants, strategically located
instead of one of the larger "Pioneer" models:
Write for new detailed circular No. 99
We manuFacture a complete line of 11 different sizes
of Crushing and Screening Plants, also Washing Plants
Loading Plants, Drag lines, Storage Bins, Conveyors:
Shakers, Revolving Screens, etc.
. ' ,··Thi. show. the complete hookup 01 Fred Hillquist', No. 22 Pioneer Plont
'- ... W!th_ p~~er unit. Delivery conveyor i. loading truck.
,Piope~r Gravel. Equipment Manufacturing Co.
Minneapolis . . 1515 Central Avenue Minnesota
~. '. _ Distribut.or NEIL B. McGINNIS
i75S .;.E. Jacks.on st. PhO'enix. ArizO'na
-Goodyear Mechanical Belting for every
-Goodyear Air Hose.
- Goodyear Water Hose.
-Highway Cable Guard Fence.
-Carbic Flare Lights.
McCormick -Deering Industrial
Tractors and Equipment
Write O'r Phone Us FO'r Prices
O. S. Stapley Company
e;p aD
Grady Watson
Authorized Ford & Lincoln Dealer
Solicits Your Patronage
Most Modern Equipped Shop
Open Evenings and Sundays Till Noon
Liberal Allowance on Your Present Car
Trade Now on the New Ford
Grady Watson
The Ford Dealer
Established Since 1919
Washington Street at Seventh Avenue
Page Twenty
(Oontinued froon page 18)
Montezuma Castle
Montezuma Castle is an excellent example
of an entirely different type of
prehistoric architecture-the cliff dwelling-
at its highest. The building, situated
in a cavity in the face of a vertical
cliff eighty feet above its base, is about
forty feet from bottom to top and has
been kept in an unusually good state of
preservation by the overhang of the
cave, which extends at least thirty feet.
H must be very old for the Apache Indians
who occupied the surrounding valley
at the advEnt of the white man, have
no traditions concerning its ongm.
Around the castle are many smaller
!-;tructures of from one to five rooms, and
it is estimated that 20.0. or 30.0. persons
may have had their homes in the settlement.
From their pottery and other artifacts
the ancient inhabitants were in a
rather well advanced tage of the Stone
Age. A study of the Castle itself shows
at least three different stages of building,
and various methods of construction
were used in the different rooms.
The Navajo National Monument, in
the northeastern portion of the State, is
within the avajo Indian Reservation.
It cons ists of three sepa rate tract s, each
of which contains cliff-dweller or pueblo
ruins in a good state of preservation.
One of them, Inscription House, gets its
name from the inscription, "S-hapeiro
ano Dom 1661," carved on its wall by
some earl~ Spanish explorer or missionary.
So far as known it was not visited
again by white men until 190.9. Betatakin
and Kitsil, the other two groups,
are both located in great caves. The latter
is the largest of the cave pueblos,
and yields broken pottery of the finest
type produced by the cliff dwellers.
Wupatki Pueblo
The ruins contained in the Wupatki
National Monument are of pueblo type
and are mostly indicated by low mounds.
Excavation of the mounds show t hat the
prehistoric dwellings were construct ed
of r ed sandstone and lava, and that those
made of sandstone weathered far better
than the lava. Altogether there are thirty-
five ruins in the monument . .It is evident
that the buildings were originally
one, twO! or three stories in height, and
some of them contained twenty or more
rooms. It is believed that the Wupatki
ruins were occupied by the ancestors of
the present Hopi Indians, one of the
most picturesque tribes of Indians existing
today. They apparently were constructed
by the Snake clan of the Hopi
in their migrations from the Grand Canyon
of the Colorado, where according to
Indian mythology their ancestors came
upward from the Underworld.
Our remaining Arizona monuments.
the Petrified Forest and Sunset Clat er,
were establi hed because of their scientific
interest. In the Petrified Forest
are a great number of petrified tree
trunks, more or less fractured, lying on
the ground or in it. Every tree is stripped
of its branches and many of their bark.
Judging by t he strata of the earth's surface
in which these trees are found, scientists
estimate that the live forests grew
several million years ago, at a spot some
distance from where the trees are now
fo und. It is evident that the trunks were
carried along by some stream, became
waterlogged and sank in ponds or bayous,
and were rapidly buried by a thick
deposit of clay. La ter the region was
submerged by the sea and petrification
of the logs started. Ages afterwards an
upheayal of the earth turned the old sea
bottom with its embedded logs into a
high plateau, so that now the Petrified
Forest lie:> at an altitude of about a mile
above sea level. The monument contains
three main sections called tht First,
Second and Third Forests. Geologically
they belongJ to the same layer, but erosion
has produced different r esults in
the three area s, so that t he tree trunks
of the First Forest are of brightly colored
agate and carnelian. Those of the
Second Forest are of a dull, yellowishgray
color. The Third Forest surpasses
the other two in size, number of logs
and brilliancy of coloring. Many of the
t runks here now exceed 10.0. feet in
length, and it is believed they at one
time grew to a height of 20.0. feet or
more. In this group, called the Rainbow
Forest, cross-sections of the tree trunks
show every tint of the rainbow. Here the
ground is covered with chips of agate,
onyx, carnelian and jasper.
Until r ecently Arizona's scenic monuments
included Papago Sahuaro park,
consisting of nearly 2,0.0.0. acres of virgin,
desert land in the Salt River valley. This
monument is now, however, divided
among several agencies that will retain
the area in its natural state for public
Though Papago-Sahuaro park has been
lost to Arizona as a national monument,
the Federal government has created another
national monument in the Sunset
Mountains, ten miles northeast of Flagstaff.
This monument, the Sunset Crater
National Monument, comprises the land
about Sunset Mountains, with its lava
bp.ds and ice caves.
The export of highway materials and
machiriery to foreign countries where
road programs are just beginning on a
large scale will be a valuable addition
to business.
Bids to be opened May 19th, 1931.
Sealed bids for the eonstruction of
the above named project will be received
until 2 :0.0. P.M. on the above date, and
then publicly opened and read at the
office of the Arizona State Highway
Commission, Phoenix, Arizona. No bids
will be r eceived after the time .specified.
All bids must be marked upon the
outside of the envelope "Stat-e Highway
Contraet, Globe-Showlow Highway, F .
A. P. 99-A," and MUST OLEARL Y
The work, which begins a1bout thirty
(30.) miles northeast of Gilobe, extends
app roxima~e l y eleven and one-half
(11 % ) miles to t he Salt River, consists
of the Grading, Draining and Placing
of . Subgrade StabilizeJ.:, and is to be
completed on or before July 31st, 1932.
560. Squares Clearing & Grubbing
378,90.0. C. Y. Roadway Excavation
5,0.0.0. C. Y. Drainage Excavation
21.30.0. C. Y. , Slides &l Overbreak
4,150. C. Y. Structural Excavation
43,10. 0. C. Y. B'Orrow Excavation
49,40.0. ISta. Yd. Overhaul Earthwork
15,60.0. C. Y. Subgrade Stabilizer
59,500 C. Y. Mi." Haul
710. C. Y. Concrete I
26,90.0. Lbs. Reinforcing Steel.
1,876 Lin. Ft. 24" C. M. P .
520. Lin. Ft. 30." C. M. P.
1,374 Lin. Ft. 36" C. M. P .
3,10.0. C. Y. 'Cement RubMe Mafonry
20.,60.0. Lin. Ft. Road Guard
3,20.0. Lin. Ft. Line Fence
3 'Cattle Guards
225 C. Y. Exeavation
160. C. Y. Concrete
17,40.0. Lbs. 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 resour
::es and construction experience and
equipment has been approved. Bids will
be made only upon the bidding form
contained in the Pamphlet and supplied
MAY, 1931 ARIZ ON A HIGHW A==Y=S============p~a~g~e~T~w~e~n~ty~-o~n~e
r.A LION Graders, Ro' icrs. elc.
McCORMICK-DEERING Industrial Tractors. Engine.
INTERN A TiON AL Motor Trucks
BAKER Earth Moving EQu·prr. e nt
RA Y CITY Shovels, Cranes, Draglin ..
ORD Ccncrete Fini~ hi ng 'Machines
MUNICIPAL Oil Dht ribulo rs. F lush er s. etc.
STERLING Ro'sls
BRODERICK & BA SCOM Yellow Strand Wire Rope
RED EDGE Shovels and Pick.
KIMBALL-KROGH Pumps
" LAMO-DORW ARD Pumps
MYERS P umps
6th & Broadway 311 4th Ave.
Stop! Look! Listen!
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder. R, R.
Grading Powder, Stumping Powder,
C 0 a 1 Powder, Timberite,
Blasting Caps, Fuse, Electric
Write for quotations on Car Lots
or Ton Lots f.o.h your rai1roact
Apache Powder Company
Sales Department,
Dra wer 218, Benson, Arizona
Veater & Davis
General Contractors
~ .... ':.::£
At present constructing Arizona F. A. P. 60.4-
95 B, which consists of grading and drainage of forty
miles of U. S. Highway 89. Beginning at the suspension
bridge across the ,Little Colorado River at
Cameron and extending northward toward the Lee's
Ferry Bridge on the Flagstaff-Fredonia Highway.
A fast, profitable machine--either as a Sh'ovel
Pull Shovel, Crane, Dragline or Skimmer Seoop.
Positive flexible clutches conneded directly to operating
lever, roller' and ball hearings on every high
speed shaft, high line speed and high swinging
speed, plenty of power and plenty of weight-these
are only a few of the Insley features. Let us tell
you more about the Half-Yard Insley and its performance.
Pratt-Gilbert Hardware Co.
Telephone 35145 Phoenix, Arizona
Page Twenty-two
by the Department, and which form
will be supplied only to contractors
whose statements show sufficient financial
resources and construction experience
to properly construct the work.
AI! bids shall l::e accompanied by an
L!nen'lorsed, certified or cashier's check
only, of not less than five (570) per
cent of the gross amount of the bid payable
to the Sble Treasurer of Arizona.
Tl:e right is rese l"Yed, as the interest
of the State Highway Commission may
require, to r eject any and all bids, to
waive any informalities in bids receiveJ
und to accept or reject any items of any
bid unless such bid is qualified by speci
fic limita tion s.
Copies of the Standard Specif ication s,
I ssue of October, 1930, may be purchased
for Three (S3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Connell, State Highway Engineer.
PLA~;S & PA;\IPHLET (For Bidders
O~,; L Y) -Copies of the Plans and
Pamphlet may be issued to qualified
:ontractors haying a copy of the StalIda
rd Spe ~ i f i ~ations of above issue, am)
upon d.:.pCJsit of Ten ($10.00) Dollars.
Depo~it will be i'efunled should Plans
and Pamphkt be returned within ten
(10) days after opening of bids.
PLAKS & SPEcrAL PROVISIOKS
(For Non-Bidders ) - Copies of the
Plans ::n:l Spe:ial Provisions, without
lldding ScheJule, may be obtained
upon depo ~ it of Ten ($10.00) Dollars.
Deposit will be refunded should plans
and Special Provisions be returned
within t en (10) days after opening of
The Standard Specifications of the
Issue of October 1930, shall be used
for all Projects until July 1931, or until
no tif i ~ atin th,1t a new issue is ready
for di stril::ution.
The bidde.r will be required to comply
. ',' ,': .:.:::: ::'.::::. :.'
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
State Engineer.
Phoenix, Arizona,
May 7th, 1931.
E. F. A. I8-A, Reo.
Bids to be opened May 18th, 1931.
Sealed bid for the construction of the
above named project will be received
until 2 :00 P. 1\1. on the above date, and
tl'en publi: Jy opened and read at the office
of the Ariz~:ma State Highway COl11-
l111S ' lOn, Phoel1lx, Arizona. No bids
\'. ill l:;e receiyed after the time specified.
All bids must be marked u pon the outside
of the envelope "State Highway
Contract, Benson-Vail Highway, E. F.
A. 18-A, Reo," and MUST CLEARLY
The work is to bc£:in at the end of the
Oil Surfacing on 90-A, about twentytwo
(22) miles southeast of Tucson, and
extend easterly about two and t hreefou
rths (2 %, ) miles towa rd Benson, consists
of the Grading, Draining, Placing
of Subgrade Stabilizer and Mineral Aggregate
and the Oil Processing by the
HO:ld Mix J\Iethod, and is to be completed
onor before Aug ust 31st, 1931.
42,000 C. Y. Roadway E xcavation
2,000 C. Y. Drainage Excavat ion
800 C. Y. Slides and Overbreakage
550 C. Y. Structural Excavation
Ben D. Cooley
Commercial Photog rapher
Phone 23342
1221,2 .'. 1st Ave. Phoenix. Ariz
4,000 C. Y. Borrow Excavation
32,500 Sta. Yd. Earhtwork Overhau'l
200 C. Y .. Subgrade St ab ilizer
90 C. Y. Mi. " " Haul
-also btl man'\l counties
and cities within
these states
Seaside oau Comparmy
inCORPORATED \898
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
A "omplde
unit Of the petroleum
I .... u.".,,-Pr<HIu" ..... -
Refiner. - Marketers.
Rio Gr .. nde
Pe.roleum Products
twe .. " .. I1 .... le throueh'
out the South"' .....
jle,ineries: VinvaJe, California· PhoenilC Arizona· 1:1 Paso, TelCas
300 C. Y. Concrete
26,600 Lbs. Reinforcing Steel
550 Lin. Ft. 24" C. M. P .
464 Lin. Ft. 36" C. M. P .
140 C. Y. Plain Riprap
3,600 IAn. Ft. Road Guard
38 C. Y. Stock piling Shoulder Mat.
at Pit
34,000 Sq. Yd. Prep. of Subgrade
4,200 C. Y. Mineral Aggregate
67,600 Gals. Oil
2.881 Mi. Mix, Lay & Finish
16 C. Y. Mi. Haul of Shoulder Mat.
5.746 Mi. Form & Shape Shoulders
1,000 C. Y. Mi. Overhaul of Oil Mix
Br idges
360 C. Y. Drainage Excavation
250 C. Y. St ructural Excavation
230 C. Y. Concrete.
22,200 Dbs. Reinforcing Steel.
No contractor shall be eligible to submit
a bid unti l his attested f)tatements,
made on forms supplied by the Arizona
Highway Department, of financial r esour
ces and construction experience and
equipment have been approved. Bids wiiI
be made only upon the bidding form cont
a ined in the Pamphlet and supplied by
the Departmen t, and wh:ch form will be
supplied only to contractors \\ hose
st atements show sufficient financial resou
rc€s and construction experience and
equipment to properly construct the
All bids sha ll be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of t he gross amount of the bid payable
t o t he State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may re quire,
to I'e ject any and all bids, to waive
an y info rmalities in bids received, and to
a ccept or r eject any items of any bid un·
less such bid is qua lif ied by specific limitations.
S TA N D A RD SPECIFICATIONSCopies
of the St a ndard Specif ications is-
sue of October , 1930, may be pur chased
for Three ($3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Connell, State Highway Engineer.
PLANS & PAMPHLET (For Bidders
only) - Copies of the Plans and Pamphlet
may be issued to qualified contractors
h3\'ing a copy of the Standard Specifications
of above issue, and upon deposit
of Ten ($10.00) Dollars. Deposit
will te refunded should Plans and
Pamphlet be returned within t en (10)
days after opening of bids.
(For I'\on ·Diclders)-Copies of the Plans
an:! Special Provisions, without Bidding
S-:hedule, may be obtained upon deposit
cf Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Pro·
visions be r eturned within ten (10) days
ui'ier opening of bids.
The Standard Specifications of the issue
of October 1930, shall be used for
a ll Proj c~ t s until July 1931, or until
noti ~ i c at,on that a new issue is ready for
The b ;dder will be r equired to comply
\\ ;,"h the [Jrvvisions of the Specifications
and Contract in bidding and the award
,mel execution of the Contract.
State Highway Engineer.
Phoenix, Arizona,
May 2nd, 1931.
F. L. H. P. No. l-C
Bids to be opened May 20th, 1931.
Sealed bids for the construction of
the above named project will be received
unttl 2:00 P. M. on the above date,
and then publicly opened and read at the
office of the Arizona State Highway
Commission, Phoenix, Arizona. No bids
will be received after the time specified.
. All bids must be marked upon the outs
ide of the envelope "State Highway
Page Twenty-three
Contract, Blythe-Wickenburg Highway,
F. L. H. P. No. 1-C;" a nd MUST
The work, which begins near Gonzales
Well extends easterly seven and
two-tenths (7.2) miles towards Quartzite
(Gonzales well is about nine and
eight-ten ths (9.8) miles east of E hrenburg),
consists of the Grading, Draining
and Oil Processing (Road Mix) t he
entire project, and is to be completed
on or before February 29th, 1932.
54,250 C. Y. Roadway Excavation
3,000 C. Y. Drainage Excavation
Gur ley
I nstr u ments
are building
Airzona Highways
Arizona Representatives
Troy, N. Y.
For Your Vacation
See Us
For Your Office
123 N. 2nd Ave. Phoenix
43 Years in Northern Arizona have equipped us with
a thorough knowledge of dependable merchandise in
all lines.
Drawing Boards
Drafting Room
Photostat Printing
Drawing Material
Blue Printers
Surveying Instruments
Measuring Tapes
General Merchants CITY, COUNTY AND STATE MAPS
U. S. G. S. TOPOGRAPHIC MAPS Flagstaff Winslow Holbrook Prescott
HOME BUILDERS' BLDG. Williams Kingman Grand Canyon
128 N. First Ave. Phone 4-2407
Page Twenty-four
2,200 C. Y. Slides & Overbreak
1,100 C. Y. Structural Excavation
57,500 C. Y. Borrow Excavation
1,100 Sta. Yd. Earthwork Overhaul
12,800 C. Y. Subgrade Stabilizer
24,100 C. Y. Mi." " Haul
750, C. Y. Concrete
46,500 Lbs. Reinforcing Steel
968 Lin. Ft. 24" C. M. P.
176 Lin. Ft. 30" C. M. P.
552 Lin. Ft. 36" C. M. P.
210 C. Y. Riprap
9,200 Lin. Ft. Cable Road Guard
84,200 Sq. Yd. Preparation Subgrade
10,500 C. Y. Mineral Aggregate
10,100 C. Y. 'Mi." " Haul
189,400 Gals. Oil
7.2 Mi. Mix, Lay & Finish
14.3 Mi. Form & Shape Shoulders
2,300 C. Y. Shoulder MatI. to be
stock-piled at pit
4,450 C. Y. Mi. Stock-piled Shoulder
MatI. Haw
660 C. Y. Drainage Excavation
1,360 C. Y. Structural Excavation
970 C. Y. Concrete
88,400 Lbs. Reinforcing Steel
16 Rocker Bridge SeatJs
16 Fixed Bridge Seats.
No contractor shan be eligible to submit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial resources
and construction experience and
equipment have bene approved. Bids
wili be made only upon the bidding form
contained i~ the Pamphlet and supplied
by the Department, and which form will
be supplied only to contractors whose
statements show sufficient financial resources
and construction experience and
equipment to properly construct the
All bids shall be accompanied by an
unendorsed, certified or cashier's check
only, of not \less than five (5,%) per cent
of the gross amount of the bid payable
to the' State Treasurer of Arizona.
The right is reserved, as the interest
of the State Highway Oommission may
require, to reject any and all bids, to
waive any informalities in bids received,
and tJo accept or reject any items of any
bid unless such ,bid is qualified by specific
Copies of the Standard Specifications,
Issue of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to T. S.
O'Oonnell, State Highway Engineer.
PLANS & PAMPHLET (For Bidders
ONLY)-Copies of the :Pilans and Pamphlet
may be issued to qualified contractors
having a copy of the Standard
Specifications of above issue, and upon
deposit of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without B'idding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will
be refunded should Plans and Special
Provisions b~ returned within ten (10)
days after opening of bids.
The Standard Specifications of t he
Issue of October, 1930, shan be used for
all Projects.
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the
award and execution of the Contract.
State Highway Engineer.
Phoenix, Arizona,
May 6th, 1931.
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Guard Fence, Fence Stays
1534 Blake St., Denver
Plants at Denver and Pueblo
.!ft'~ Products
It's our pleasure to please
our customers
Tools--General Hardware
Heavy Hardware and Supplies
Large Wholesale Stocks
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
Momsen ~ Dunnegan ~
Ryan Co.
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Vic Han'ny Co. Phoenix, Arizona
I. P. Loose Leaf
Products, Blanks,
Books, Office
EI Paso, Texas
36-42 N. Centr-al Twin Fronts Phoenix
HEINZE, BOWEN AND HARRINGTON, Inc.
228 W. Washingt,on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
ARHUWHEAD THAlL HIGHWAY NEAR CRYSTAL. NEVADA. OI I.ED WITH SHELL ROAD OIl. IN 1930
Plan ROAD-OILING earlier
Roads that are oiled as soon as weather
permits are firm and well packed by
the time heavy, hot -weather traffic
comes along.
They get worked in slowly, with
fewer traffic ruts and less corrugating.
They are actually cheaper to oil in
spring even though materials cost as
much. There is less interruption from
traffic. The ground is soft and easier
to bring to grade.
And another point: Transient traffic
hates fresh oil. It is not very good advertising
for your community to have
roads torn up in the travel season.
Get them finished early.
Furnished to meet any desired specification
NEVADA PAVING COMPANY'S EQUIPMENT ON ARROWHEAD TRAIL U, S. H IGHWAY No. 91
u. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
.,..... Goff> h O
.-r: :
LE( iES})
"OW TYPE -IMPROVED (earlh)
..... -,
&8 8 :<8888 8 8
COUNTY ROADS C cond,IIon, not ,hown) ======
U S ROUTE No
.".;.' t;;-J /" "., r-.
STAi~ ... y SYSTEM
1" .to ~')\ ' ......
f EDERAL ROUTE MARKER
~ .... "' ........ , ........... -..... .
Click tabs to swap between content that is broken into logical sections.