text:
Volume 7
Number 8 August
cArizona's Highway Pat
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Arizona Highways
August, 1931
Table of Contents
By H . C. Hatcher, Statistical Eng ineer
By F. G. Yoder, Inspector, California Patrol
By William M. Murray, Warehouse Superintendent
By James R. Griffith , Professor of Engineering
By Geo. B. Shaffer, D istrict Engineer
By Wm. E. Metzger
HIGHWAY COMMISSION lIiEETS TWICE IN JULY .................. 11
By MrJ. Lamar Cobb
APACHE POWDER COil1PANY o .••....•...•..••.••.•...••..••..•.•..•••...•••..••. Page 19
ARIZONA TRACTOR & EQUIPMENT CO ................................... Cover
W. & L. E. GURLEy ......................................................................... 23
HEINZE, BOWEN & HARRINGTON, Inc. . ......... ................................ 24
THE O. S. STAPLEY COMPANY .............................................. 2 and 19
UNION OIL COMPANy ................................................................................ 1
Page Two ARIZONA HIGHWAYS AUGUST, 1931
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CImlZATION FOLLOWS THE IMPROVED mGUW AY
Copyright, 1931, by Arizona Highways - - All Rights Reserved
Volume VII. AUGUST, 1931 No.8
What Is The Seven Per Cent System?
By H. C. HATCHER, statistical Engr.
On July 11th, 1916, the president approved
the Federal Aid Road act. This act
appropriated certain 'sums of money to be
expended by the state each fiscal year
for road improvements, under the direction
of the U. S. Bureau of Public Roads,
organized some time previous, directly
under the Secretary of Agriculture.
The appropriation of this act covered
the five fiscal years ending June 30, 1917-
18-19-20-21, with an appropriation of five
million for the first year and increasing
five million each year thereafter,-a total
appropriation of 75 million. This money
was to be expended on the construction
of rural post roads,-roads over which
the U. S. mails are now or may hereafter
be transported, excluding roads or streets
in a place having a population of 2500
or more, except that portion along which,
within a distance of one mile, the houses
average more than 200 feet apart.
Of these appropriations not to exceed
three per cent was to be used by the
secretary of agriculture for administration
purposes and the remainder of this money
was apportioned to the state in the
following manner: One-third in the ratio
which the total area of the state bears to
the total area of all the states; onethird
in the ratio which the population
of the state bears to the total population
of all the states; one-third in the ratio
which the rural delivery and star routes
of the state bear to the same in all the
First Appropriations
This appropriation was made six
months- prior to the beginning of the
fiscal year and had to be spent on or before
the end of the next succeeding fiscal
year, or the remainder would revert to
be reapportioned to the states.
This money could only be expended
on projects approved by the secretary
of agriculture; fifty per cent of the cost
of the project could be paid out of this
appropriation, the other fifty per cent
to be raised by the state. The money was
also restricted so that no payment of any
project would exceed $10,000 per mile,
exclusive of bridges of more than 20 foot
clear span.
It took some time for the bureau of
public roads to organize, as well as for
the state to become familiar with the
procedure; so Arizona received its first
Federal Aid in January, 1918, on the
Florence Bridge, Federal Aid Project No.
In February, 1919, the Federal Aid Act
was amended, increasing the appropriations
for 1919-20-21 to approximately
$75,000,000 each and the allowable cost
per mile from $10,000 to $20,000.
Federal aid was a new departure to
the entire country and had not been confined
to any system of roads within the
state upon which this money could be
expended, so it became apparent that the
money was being spent on disconnected
and unimportant roads, due to the local
communities being able to finance the
50 per cent necessary to match the Federal
Aid. This method of building highways
was resulting in the construction
of roads leading nowhere in particular
and a waste of funds.
Found Seven Per Cent System
In view of these facts and realizing
that in order to establish a system of
highways for the states and nation to
build that would be a credit to all, something
had to be done; so on November
9th the act was further amended (practically
to its present form under which
the states are now operating) creating
the seven per cent system and increasing
the percentage of participation, together
with other changes.
Before any project could be approved
for construction all the states had to
designate a seven per cent system-a
system upon which all Federal Aid apportionments
had to be expended. This
system was selected or designated by
compiling the total lengths of all the
roads in the state and then taking seven
per cent of the total mileage and applying
to the through roads and the connecting
roads thereto. When the state
compiled its road mileage we had a
total of 21,400 miles, thereby giving as a
seven per cent system of 1498 miles, This
system for Arizona was selected and the
designation approved in December, 1922.
The roads are divided into two classes:
Primary or inter-state, and secondary.
The primary or inter-state road could
not exceed three-sevenths of the system
and the secondary, which connected or
correlated with the primary or inter-state,
received the remainder or four-sevenths
of the total mileage. When the seven per
cent system was designated it was submitted
to the Secretary of Agriculture
for approval, he having the power or
right to approve in whole or in part the
system as deSignated, or require modifification
or revision of same.
Not more than 60 per cent of the Federal
Aid allotment could be spent on the
primary or interstate system until provision
had been made for the improvement
of the entire system without the
approval of the secretary of agriculture.
Under this amendment the share of
the United States was changed from 50
per cent· of the estimated cost to 50 per
cent plus, a percentage of such estimated
cost equal to the one-half of the percentage
which the area of the unappropriated
public lands in the state bears
to the total area of the state. As Arizona
contained 22 per cent plus of such unappropriated
land this amendment increased
the percentage of this state approximately
to 61 per cent plus instead of
50 per cent. Later this was again amended
to include unappropriated public
lands and non-taxable federal lands, individual
and tribal, which boosted Arizona's
percentage from 61 per cent to
75.29 per cent which we are now receiving.
The different amendment to the Fedderal
Aid Road Ace decreased and then
increased the amount allowable per mile
until it now stands at $30,000 per mile,
exclusive of bridges. These amendments
also lengthened the time for the expenditure
of these appropriation from the
close of the next succeeding fiscal year
to the close of the second succeeeding
fiscal year.
Although Arizona may receive 75.29 per
(Turn to Page Eight)
Page Four ARIZONA HIGHWAYS AUGUST, 1931
Training of Patrol Insures Efficient Operation
By F. G. YODER
Inspector California Highway Patrol
Whoever thought of the idea of having
Arizona's Highway Patrol trained as
to uniform interpretation of the traffic
laws and a uniform understanding of
their duties before placing them on the
highways placed to the credit of the
taxpayers of this state thousands of
States have, for the past several years,
been blazing the way in the education
of traffic forces. It is for the municipalities
to follow the only logical solution
to the most perplexing pOlice problem
confronting us today. This problem,
possibly better called a calamity, can
only be handled by trained men-men
who are able to educate as well as enforce,
and men who can recognize an
en gineering hazard as something more
than a bend in the road.
To secure this education in the school
of experience requires at least a year
for the most observing officer. All this
time his percentage of efficiency runs
from zero to something like sixty per
cent while his salary remains at the
good old 100 per cent monthly. It has
been definitely proven that a month's
schOOling will turn out an officer better
qualified by far to handle ~he many
problems evolved in our traffic situation
than the average officer, untrained,
who has spent from one to three years
on the highways. There are exceptions,
of course, but they can be detected in
the school in a week, whereas it sometimes
takes a year or two to detect an
unusually capable officer or an absolute
failure when they are sent on the highways
Duties Have Changed
It is surpriSing to note the number of
successful business men who have an
idea that an officer is just an officer,
and, so long as he is physically able to
bear up under a badge and a gun, one
man is just as good as another. Yet,
when you ask them if they would hire
an inexperienced, untrained executive
force to conduct their business, they
think you must be joking. A little
thought and they find their original
idea concerning traffic officers very unsound.
The old idea of a traffic officer and
a traffic officer's duty has changed almost
as rapidly as the change in the
automobile since the first motorcycle
mounted officer was seen on the streets
of New York, July 8, 1906, a little over
twenty-five years ago. The generally
accepted theory at that time was that
if a motorist happened to violate one
of the few laws or regulations in effect
pertaining to the operation of an automobile,
that the officer was privleged
to consider this infraction as a personal
insult. Fortunately, the idea has been
dissipated through the education of the
modern traffic officer.
Today, if an officer is not sold on the
idea that law can be enforced in a
gentlemanly manner; if he is not sold
on the idea that he is but a part of a
great public service; and if he cannot
learn that the people must be lead instead
of driven, he is not only no,t an
asset to the department he serves-he
is a liability to a democratic form of
government; and should any political
party find it necessary to retain on the
payrolls of a law enforcement body, such
a misfit, he should, for the good of the
people as a whole, be instructed to refrain
from active duty and his pay
check delivered to him at his home address.
Saving of Life, Limb
There is no disputing the fact that a
traffic officer's first duty is to save life,
t:) prevent accidents, to protect property,
t:) enforce the vehicle laws. Now then,
suppose we take the ice man or the
school teacher or the clerk, assign him
to the center of a busy intersection and
tell him to perform the aforementioned
duties. What happens? We are not
sure, but the first violator the untrained
"officer" stops, we usually hear something
like this:-"Hey, you, over to the
curb. What the hell do you think this
street is, a race track? You're one of
them amateur Barney Oldfields. How'd
you ever live to get as old as you are?
Whose car you got? Let's see your
driver's license? Oh, it is, is it? Well,
you'll pay plenty just to get to say,
'Good morning, Judge.' Now keep that ·
thing together." What has that "officer"
accomplished? Nothing constructive;
everything destructive. How does
Mr. Average Motorist feel if he is forced
to sit through a dissertation of that
nature some morning en route to his
place of business? Does he feel kindly
towards that officer? No. He doesn't
feel kindly towards, any officer. He rebels
at the thought of law. More than
likely a day that started out with a
bright sunshiny smile has been completely
Can we blame the "officer"? Not exactly.
He doesn't know the law. He
doesn't know the duties of a traffic
officer. He doesn't know where to start,
or how to go about saving life and
protecting property. He does know he
is suppoEed to say something, and he
cuts loose with what sounds to him a
very convincin:s line. We cannot expect
him, coming into the picture from where
he does, to think ice, school or office
and do traffic.
Understanding of Duties
The members of the Arizona Highway
Patrol have applied themselves in a commendable
manner. They have a uniform
interpretation of the laws they are
to enforce and a uniform understanding
of their duties and responsibilities. Along
with other things they have been instructed
1. Be loyal. Loyalty is love for an
ideal; it glorifies and strengthens the
character and principles of those who
exemplify it.
2. Be honest and truthful.
3. Be conscientious and considerate.
4. Show kindness and friendliness to
the motorist.
5. Be ambitious and energetic.
6. Extend courtesy at all times.
7. Put your heart in your work and
execute same to the best of your ability.
8. Do all in your power to gain the
confidence of your fellow officers.
9. When in doubt, do as your honor
bids you.
10. Don't say things of a derogatory
nature about your superiors.
11. Be a booster for your department.
12. Get acquainted with your judges;
find out how they want cases presented.
13. Make a friend of your prosecuting
attorney-without his support, you
may as well "fold up."
14. Cultivate the acquaintance of the
responsible people in the territory under
your jurisdiction.
. 15. Don't make an enemy when it
is so easy to make a friend.
16. Sell your department and your
superiors-by so doing, you will sell yourself.
17. Be tolerant, but not submissive in
law enforcement--when dealing with a
(Turn to Page Five)
AUGUST, 1931 ARIZONA HIGHWAYS Page Five
Group photograph of Arizona's Highway Patrol, taken in front of Capi~?l at. the conclusion of their traini~g course.
Reading from left to right, the patrolmen are-Standing: George Martm, . Chfton; Fra~ Moorman, Supenor; H .. J.
Patterson, Nogales; Rollins Mosher, Prescott; W. J. Dunne, Yuma; T. G. Dobson, Phoerux; C. R. McDowell, Phoe~x;
W. N. Byrd, PhOenix; J . M. Lawrence, Globe; Charles Osborne, Holbrook; W. M . . French, D~uglas; Jasper Brewer, KlI~gman;
Jack Anderson, Tucson; M. J. Smith, Scottsdale. Seated are: James M. Hall, Phoemx; James Walden, Phoerux;
and '1'. G. Yoder,California District Inspector, loaned the Arizona Department to instnlCt the patrol.
Supply Departments Consolidated For Efficiency
By WILLIAM M. MURRAY,
Superintendent, Warehouse
On July 6th, pursuant to the policy
of economical administration adopted by
the Arizona Highway Commission, the
stock room and warehouse of the Highway
Department were consolidated under
one head and in one building, effecting
a saving in salaries of approximately
$450 a month and allowing the floor
space formerly occupied by the stock
room to be utilized by the department
for much needed office room.
This change has in no way impaired
the efficiency of either department, as
the work is of a similar character and
all requisitions and purchase orders can
be handled by one set of employes.
The stock room is the repository for
all general office and camp supplies, including
stationery, engineering equipment,
office, camp and motor vehicle forms.
There are hundreds of instruments, such
as levels, transits, calculating and adding
machines and typewriters to be accounted
for and kept in condition. The
offkemail also is cared for by the stock
room and it is a dull day when there is
les& than four hundred pieces of mail
to oe handled-more than goes through
must fourth-class post offices. All sten-cils
are run and catalogued in the stock
rOum and all office records are bound
The warehouse of the Highway Department
is located in the yard and is a
3-story structure of galvanized iron, 60
by 96 feet in plan. A spur track runs
alongside the lO-foot concrete platform,
which extends from the first floor of
the warehouse, enabling the easy loading
and unloading of materials from the cars
which run up the track to the platform.
The warehouse is used principally for
the storage of all automotive and machinery
parts used by the department
machines and all hardware and the thousands
of articles which are necessary in
the operation of the department.
The stock clerk must have a working
knowledge of stationery, printing, office
supplies and engineering and office
equipment; and to act successfully as
warehouse superintendent he must combine
with this a knowledge and understanding
of materials and parts used in
construction and maintenance.
In the consolidatio.n of the two departments
it was possible to do away
with the position of chief clerk in the
stock room, this position being filled now
by the warehouse superintendent; also
several clerkships, as the warehouse employes
can take up the ' added duties.
Besides the reduction in personnel, it
adds to tl1e general efficiency as it places
the requisitioning of supplies all under
one head instead of two.
Training the Patrol
COontinued from Page Four)
brute, talk to him in the only language
a brute can understand.
18. It is not necessary to solicit obedience
to orders properly directed.
19. Time spent in instructing will produce
greater results than time spent in
enforcing-make friends of school children.
20. "The secret of success is hard
work"-that is why it has remained a
secret to so many people.
21. Never go above the head of your
immediate superior for instruction or
22. Take it easy.
Arizona can justly be proud of the
man who sold the idea that resulted in
the training of her Highway Patrol and
of the Patrol itself.
Page Six ARIZONA HIGHWAYS AUGUST, 1931
The High Cost of Poor Roads
By JAMES R. GRIFFITH
Professor of Structural Engineering, Oregon state Agricultural College, Corvallis
In addition to the discomfort they
cause, poor roads exact a huge financial
toll bQth from the vehicles
that use them and from th~ districts
that tolerate them. as this analytical
article demonstrates.
Before venturing to purchase my first
car I asked many of my friends wliat
their experience had been in the cost of
operating a pleasure automobile. They
invariably replied that they did not want
to know for fear they would consider it
too expensive a luxury. So, on my first
cross-country trip, I tried to keep account
of the operating cost, with some
interesting results. This 8,500-mile trip
was over overy type of road surface,
over several mountlj.in ranges, and was
subject to all the variations of price
Since I returned from this trip my
attention has been called to Bulletin
No. 91 entitled "Operating Cost Statistics
of Automobiles and Trucks" published by
the Engineering Experiment Station of
Iowa State College. I wanted to compare
my experience with others. I felt
that my trip had been made under average
conditions, so I was very much interested
to find that the bulletin tried
to differentiate between operatihg costs
over various types of road surfaces. Many
of the facts were very interesting to me
as they affected my purse.
The bulletin classifies all roads into
three types, namely: (1) High TYpe Road
(pavements in average condition); (2)
Intermediate TYpe Road (gravel, macadam,
and bituminous treated); and Low
TYpe Road (natural soil, light gravel,
or sand clay). In order better to compare
the various factors involved in operating
an automobile I have prepared
a chart showing some of the major
In the first place, I note that, by operating
my automobile 11,000 miles a
year, which the bulletin considers an
average mileage, I will save $108.90 by
staying on high type roads in preference
to intermediate. Likewise each year's
operating cost will be $226.60 less on
high type roads in preference to low
type. This differential, multiplied by
the total numb~r of cars operating at
that mileage, would provide quite an
appreciable amount which would go a
TYpe of Road
High .................................................... ..
Intermediate ...................................... 6.43
Low 7.50
High 1.09
Intermediate ...................................... 1.31
Low .......................................................... 1.61
Author's Trip........................................ 1.29
High ...................................................... 0.29
Intermediate ...................................... 0.64
Low ........................................................ 0.84
Author's Trip ...................................... 0.47
High ...................................................... 1.43
Intermediate 1.72
Low .......................................................... 2.11
High ...................................................... 1.26
Intermediate ...................................... 1.39
Low .......................................................... 1.57
Reprinted by Permission of The
Highway . Magazine.
long way in paying for improved roads.
The bulletin has listed all of the operating
costs of an average automobile.
From these figures I have plotted a
chart termed "The Automobile Do~lar."
It indicates at a glance where the money
goes and shows that any appreciable
saving must come out of the larger
Not How Far, But How Much Energy?
To me, as a car owner, these figures
are interesting. However, I am more concerned
about reading between the lines.
Cannot the medical profession give us
a measure of the energy expended per
mile by the front and back seat drivers
over the three types of roads? What
would such a chart show? I have
made some short runs over low type
roads requiring more physical exertion
than a hard day's work. In fact, I
would estimate that 50 miles of low
type road required an expenditure of
energy equivalent to about 300 miles' of
high type road. In this connection I
well remember a short run on one poor
road made during the summer of 1929
which completely exhausted my physical
and mental reserve.
What is the result? Does the motorist
estimate, when planning his summer
tour, that he will save so much money
by taking one route in preference to
another? By experience, I would say
that he does not. But he is concerned
with the expenditure of effort which affects
the pleasure he derives from the
trip. Grand scenery means nothing to
the driver if has to be viewed from a
road that is rough and dangerous. I
was thoroughly disgusted with the Grand
Canyon because of the road leading in
from the main highway. On the other
hand, Crater Lake left a lasting impression
of beauty because of the wonderful
roads that lead to it.
Depreciation Increases
One step more. The increased depreciation
due to low type roads may mean
more income to the repair shops along
the way. In crOSSing two southwestern
states during the summer of 1928 there
was hardly a time when we could not
see at least one car having tire trouble.
The tire shop at Gallup was working day
and night. What effect does that have
on tourist trade? What is the amount
of business loss from tourists who avoid
the low type roads? There is certainly
gainful revenue from tourists or there
would not be so many agencies organized
to serve them. The Oregon State
Motor Association published a report estimating
that about $25,000,000 was spent
in the state by tourists during 1929. Can
the less progressive states long ignore
Possibly of minor importance is the
gasoline tax, and I find that every state
except one levied such a tax in 1930.
These vary from . 2 cents to 6 cents a gallon,
with an average of 3.62 cents for the
entire country. The Motor Association
estimates that 165,000 cars visited Oregon
during 1929, each one remaining about
seven days. If each visiting car used
30 gallons of gasoline while in the state,
at the average ' tax there would be
a vail a b lefor highway development
$179,190 from the visitors.
Some day, and that not far distant,
the announcement will be made that a
(Turn to Page Seven)
Failures In
By GEO. B. SHAFFER, District Engineer.
In discussing this highway, particular
mention will be given regarding failures
in the surfacing between Aztec and Wellton.
The highway department has received
considerable criticism because of failures
on this section and has been accused of
using poor judgment in selecting materials
for construction purposes. The
criticisms have been promiscuous in nature
and not directed at the real cause of
I. think that satisfactory proof can be
shown by comparison in the following:
It is a fact that the material used from
near Ralf's Mill to Wellton graded well
within the specifications but was inferior
to that used on the same road from
Ralf's east to Stoval and the material
used between Stoval and Aztec was superior
to either of the other two. It is also
a fact that the section . from Ralf's Mill
to Wellton was constructed last and was
during the time of the Wellton Flood.
This flood occurred February 13, 1931,
when much property and many lives were
lost. It was the same flood which washed
out the Southern Pacific Railroad bed in
several places and caused many thousands
of dollars of damage. The railroad company
began repairing the damage on that
date and are still working on flood control
in that vicinity. It was the biggest
and most ravaging flood during more
than thirty years according to Southern
Pacific railway officials.
Failures Due to Floods
The failures in the oil surfacing, in
nearly every case, result directly from
this flood, the effect of which was soaking
and deranging subgrade.
Proof that the effects of the flood were
the damaging elements is plainly demonstrated
by the fact that the oil surfacing
was damaged equally as bad where it was
constructed of material of excellent quality
and grading as it was where the material
was of less ideal quality and grading.
This disqualifies any criticism to the
effect that the failures are due to the
quality of the material of which the road
was built.
The effect of the flood water of February
13, are attributed to the failures and
being accentuated by an influx of heavy
oil tankers, it might appear to the layman
that the road is failing by reason
of faulty construction, but those trained
in highway construction are well aware
pf the fact that many things other than
ARIZONA HIGHWAYS Page Seven
Oil - Surfacing On U. S. 80
The big Utility Truck picks up the
"Cat" and other equipment, runs the
shovel up on a trailer, and the camp
the construction material might cause
failure and they are sometimes, the acts
of God, which is the case with the oil
surfacing in many places in the vicinity
of Wellton and StovaL
The achievements of 20 years of organized
safety throughout the world will be
reviewed October 12 to 16 when approximately
7,000 delegates gather at Chicago
for the twentieth annual safety congress
and exposition, it is announced.
Headquarters for the huge gathering will
be the Stevens, the world's largest hoteL
The roster of speakers alone, comprising
more than 350 safety authorities,
would make a fair-sized convention, and
the 150 scheduled sessions will make the
congress a miniatur~ "safety university."
Every phase of safety-in industry, in
the home, on the streets and highways,
in the schools, on the water, and in the
air-will be covered in these sessions.
The purpose of the congress will be to
discuss the safety problems of the nation
and to devise practical means of
lessening America's mounting to!! of accidental
injury and death. This toll reached
its highest peak in hist.ory last year,
accidents causing 99,000 deaths and 10,-
000,000 injuries. The economic cost of
these accidents, most of which could
have been prevented, has been estimated
at three billions of dollars.
Sessions Run Concurrently
Separate programs have been arranged
for more than a score of different industries.
While it will be necessary to
hold a good many of these sessions concurrently,
they have been so "staggered"
that delegates will be able to attend both
those relating to their own and allied
industries. The Stevens is the only hotel
which is able to house all the sessions
under one roof.
With the motor vehicle accident toll
reaching new heights each year, it is
only natural that much consideration will
be given to this problem during the congress.
Both morning and afternoon sessions
are planned for the entire five
days and a large number of traffic authorities
will appear on the programs. A
traffic school is scheduled for each
morning of the congress. Plans are also
under way for an exhibition of traffic
eqUipment and correct traffic procedure .
in Grant park. It is probable that a
"Safety Lane" will be in operation where
motorists may have their cars checked
for mechanical defects without charge.
A psychology class will be conducted
early each morning for the benefit of
those delegates who deal with the personal
problems of industry. It is to be
conducted by Dr. Harold S. Hulbert,
widely known psychiatrist and psychologist.
One of the features of the congress
will be a mammoth display of the latest
mechanical devices that have been developed
in the interest of industrial and
public safety.
The High Cost of Poor Roads
(Continued from Page Six)
transcontinental route is paved from
coast to coast. Then watch the traffic.
Cross-country traveling will then no
longer be an "endurance contest" as it
was once defined by a camp acquaintance.
The entire situation simmers down
to this: better roads; more traveling;
more revenue.
Vermont is making a start in improving
the appearances of their roadsides.
Maintenance patrolmen are instructed to
remove all signs, keep the weeds down
on the right of way and they have
started the experiment of planting grass
on banks to stop erosions.
Page Eight
What Is The Seven Per Cent
. (Continued from Page Three)
cent of the labor material and supplies
that go into a Federal Aid project, this
in no way affects the amount of the allotment
to this state. Arizona's allotment
at the present time is approximately $1,-
750,000 for each fiscal year (July 1st to
June 30th), and when this amount has
been received there is no more Federal
Aid available until the next fiscal year,
and any construction done before the
next fiscal year has to be done with state
How Payments are Made
The government does not pay us the
money at the beginning of each fiscal
year. We must earn it before it is paid.
Some of the work is completed and paid
for before we receive any Federal Aid.
This is due to several unavoidable things.
One is that before the government pays
any money on a project there must be
a signed project agreement between the
state and the secretary of agriculture.
This agreement is usually made after
the contract has been awarded, so by
the time this department has prepared
and checked the figures and they have
passed through the different offices of
the Bureau of PUblic Roads (probably
having been returned for changes) and
get to the secretary of agriculture, the
work has been in progress and the state
has been paying for it. This procedure
does not apply to emergency projects, as
the Federal Aid was paid before purchase
agreements were executed; but on the
regular Federal Aid projects the state
must finance them to a big per centage
of completion before any Federal Aid
is received.
Also the government will only pay
75.29 per cent of the cost up to $30,000
per mile, or approximately $22,500 (exclusive
of structures over 20 foot clear
span) can be collected per mile from
Uncle Sam; but when this amount has
been collected on any stretch of road
there is no more Federal Aid applicable
to that road.
Some of the roads in this state have
been paved and have cost $30,000 per
mile or over; others were constructed
through territory on which the grading,
draining and surfacing cost $30,000 per
mile or over, thereby eliminating these
roads from future Federal Aid.
Emergency Allotment Made
During the first part of this year
(1931) the government made an emergency
appropriation, of which Arizona's
apportionment was $1,170,480. This was
One of the beauty spots of Arizona-Oak Creek, located on State Route 79,
between Jerome and Flagstaff.
in addition to the regular Federal Aid allotment.
However, this sum is to be paid
back out of the regular Federal Aid allotment,
starting with the allotment for
the fiscal year 1933, and so much each
year from the allotments for five years
until the emergency appropriation is paid.
This emergency appropriation was restricted
to apply on projects or parts of
projects that would be completed before
August 31, 1931; and only fifty per cent
or under of the cost of these projects
could be paid from this emergency appropriation.
In order to take advantage of this
money the state laid out a road building
program for the calendar year of 1931,
which will be the largest in its history.
This program, besides including the regular
Federal Aid and Emergency Federal
Aid allotments, also included approximately
$415,000 allotted to this state by
the Oddie-Colton Bill. This bill provides
for the amending of the Federal Aid Act
by permitting the government to partiCipate
in the cost of construction and
maintenance of roads through unappropriated
lands, non-taxable Indian reservations
or other Federal reservations in
the proportion of said lands in ' each
state. In other words, that the government
shall bear its proper share of the
expense of the road construction in the
so-called public land states.
The greatest part of the program men(
Turn to Page Twelve)
AUGUST, 1931 ARIZONA HIGHWAYS Page Nine
States Adopting Uniform T raflic Regulations
By WM. E. METZGER
Seven states have been added to the
number which had previously adopted
the Uniform Vehicle Code or substantial
portions of it through the enactment of
one or more Acts of the Code by their
1931 legislatures. In addition, several
states have made changes in their motor
vehicle laws bringing them in closer
harmony with the Uniform Code. This
brings to 34 the total number of states
whose motor vehicle laws are in harmony
with the Code or have been amended
toward conformity with it.
The Uniform Vehicle Code, providing
the national standard for assisting the
states in securing uniformity in traffic
regulations, was developed by the National
. Conference on Street and Highway
Safety in 1926, and revised to date in
1930 in the light of the. most recent experience
with traffic laws throughout the
country. The Code in its present form
has received the formal endorsement of
the American Bar Association and the
National Conference of Commissioners
on Uniform State Laws.
The states which have adopted one or
more acts of the Code in 1931 are: Colorado,
Iowa, Kansas, Michigan, Nebraska,
Oregon and Utah. Among the states
which made amendments to their existing
motor vehicle lawe are: Pennsylvania,
Nevada and New Jersey. It should be
added that the legislatures of several
states are still in session, among them
Alabama and Georgia, where the Code
has been introduced. In Alabama local
groups have centered their attention on
promoting adoption of the Operators' and
Chauffeurs' Act, and a Uniform Act
Regulating Traffic on Highways-Acts
III and IV, respectively, of the Uniform
Vehicle Code; while in Georgia efforts
are being made to impress upon the legislature
the desirability of enacting into
law all four acts of the Code.
Colorado Takes Lead
Colorado heads the states acting favorably
on the Uniform Vehicle Code this
. year in that she adopted three of the
four Acts of the Code, namely: "A Uniform
Registration Act," "A Uniform Operators'
and Chauffeurs' License Act,"
and "A Uniform Act Regulating Traffic
on Highways." The state already l1ad an
Anti-Theft or Certificate of Title Law in
close harmony with the corresponc:iing
Act of the Code, thus completing adoption
of the national standard code.
Oregon adopted the Uniform Operators'
and Chauffeurs' License Act, Act III of
the Uniform Vehicle Code, as well as the
Uniform Act Regulating Traffic on Highways,
Act IV of the Uniform Code, thus
also coming closely in line with the national
The Uniform Operators' and Chauffeurs
License Act (Act III of the Code)
was adopted this year by Iowa, Kansas
and Michigan, in addition to Colorado
and Oregon already mentioned. The addition
of these five states bring up to
nineteen the total of those having the
standard Operators' License Law with
mandatory examination. Under this law
all operators and chauffeurs must be
licensed and new drivers only after examination
to determine whether they
have sufficient knowledge of the motor
vehicle laws and regulations and are
competent to operate a motor vehicle
with safety to themselves and other
users of the highway.
The following now comprise the group
of standard drivers' licenSing states: New
Hampshire, Vermont, Massachusetts,
Rhode Island, Connecticut, Pennsylvania,
New York, New Jersey, Delaware, Maryland,
West Virginia, District of Columbia,
Iowa, Michigan, Kansas, Arizona, Colorado,
California and Oregon. Seven additional
states require motor vehicle operators
and chauffeurs to be licensed but do not
make mandatory the examination of new
drivers. TJ:ese states are: Arkansas, Indiana,
Nebraska, Nevada, South CarOlina,
Tennessee and Wisconsin. Organizations
interested in better traffic conditions in
some of these states have initiated efforts
to secure strengthening of their
licensing laws by the legislatures in harmony
with the national standards.
Unifonn Traffic Regulations
The enactment of the Uniform Act
Regulating Traffic on Highways, Act IV of
the Uniform Vehicle Code, in four additional
states this year brings up to 18
the number of states having adopted that
Act; Colorado, Nebraska, Oregon and
Utah being the states having taken this
action this year. The following states are
included in the group whose motor vehicle
laws contain the major part of this
Act : PennsYlvania, Delaware, Virginia,
North Carolina, Louisiana, Michigan,
Wisconsin, Minnesota, North Dakota,
South Dakota, Nebraska, Colorado, New
Mexico, Arizona, Idaho, Utah, Oregon,
and California. The foregOing statement
requires some qualification in that tJ:lirteen
of the eighteen states listed above
adopted Act IV of the Code in the form
in which it appeared prior to its revision
in 1930 by the Third National Conference
on street and Highway Safety. The states
whose motor vehicle laws contain the
provisions conforming substantially with
those contained in Act IV in final form,
as revised to date are: California, Colorado,
Nebraska, Oregon and Utah.
The principal changes embodied in the
Act as revised in 1930 are: Incorporation
into the Act for adoption by states of
many important provisions relating to
traffic regulation in cities and towns,
found formerly only in the Model Municipal
Traffic Ordinance; rearrangement
of the sections of the Act in more convenient
order; and changes in the speed
restrictions providing greater flexibility
but at the same time imposing more
drastic penalties for speeds unsafe for
conditions. In addition there are changes
in the rules of the road with respect to
overtaking and passing, laning of streets
and highways, stopping of certain vehicles
at railway crOSsings, and certain
modifications of the equipment requirements,
all recognized by the National
Conference as desirable to meet present
day traffic conditions.
Municipal Regulations
The significance of incorporating in Act
IV of the Uniform Code many of the
provisions found formerly only in the
Model Municipal Traffic Ordinance becomes
apparent when it is recognized
that this affords a means of establishing
uniformity in a larger part of the
traffic rules and regulations in all cities
and towns within the borders of a state
through state law enactment.
Thus municipalities in the states adopting
the 1930 Uniform Vehicle Code,
as \1ell as those in New Jersey and Wisconsin
which had previously adopted
similar provisions, are assured of uniformity
in regard to a large number of
traffic regulations. Such municipalities,
therefore, need to cover but relatively few
additional matters by municipal traffic
ordinance. The Model Municipal Traffic
Ordinance provides a national standard
for such use and offers the benefits from
a modern and effective measure for cities
and towns. Besides the features of strictly
municipal application the Model Municipal
Traffic Ordinance, for educational
purposes and for use where state laws
are inadequate, repeats many provision
of the standard code (Act IV) of special
importance under urban conditions.
Page Ten ARIZONA HIGHWAYS AUGUST, 1931
Arizona Highways
Published in the Interest of Good Roads by the
Vol. VII AUGUST, 1931 No.8
Chairman, P h oen ix Commission er , Tucson
Vice-Chair man, Douglas Commissione r , Prescott
Com missioner , St. J oh ns Secretar y, P hoenix
T . S. O'CONNELL, State H ig hway E n gineer
Depuly St a te Eng ineer E n g ineer of E stima tes
Vehi c le S u p erin tendent Statistical Engineer
Bridge E ngi neer S u perintendent of Stor es
Engin eer of Plans Pur chasing Agent
Eng in e",r of Mater ials Ch ief Accountant
F IElLD ENGINEERS
District Engi neer Distr ict Eng ineer
D islrict No. 1 D istrict No. 3
D is trict E n g ineer Distric t E ng ineer
Dis tric t No.2 D is tr ict No. 4
Chief Locati ng E ng in eer
Subscription Rat·es: $1.00 Per Year. Single CQPY: 10 Cents
Advertising Rates on Request
Address All Communications to Editor
Arizona Highway Department Phoenix, Arizona
Arizona's new traffic officers, the Highway Patrol,
after five weeks of intensive training, have taken the
road. The first day their presence was felt by the
motoring public, as they stopped and cited 450 drivers
in the city of Ph(,enix for various infringements of
the Arizona motor vehicle laws, and none of these
citations p ertained to speed, but concerned chiefly
the regulations governing licenses.
Now these 14 highway patrolmen have gone to
their stations in the different counties of the state.
As their work in Phoenix has proven, the task of
this handful of traffic officers, in checking the motorists
of this state and seeing they comply with the
vehicle laws, is going to be a tremendous one. Outside
of Maricopa county there is not more than one
patrolman to a county; in some of the least populated
sections there will be only one patrolman for
two counties. The fact that the public generally has
taken so little notice of the laws that govern the
licensing and operation of their automobiles is going
to make the work of these pa trolmen especially hard
in the beginning. Instead of fourteen patrolmen and
a supe!'intendent there should be fifty to properly
patrol the state and see that all traffic regulations
are observed.
The first purpose of the patrol is to preserve the
life and limb of the public; that is the design of
all the traffic r egulations governing the use of vehicles
on the highway: protection of your life and
property. Secondly, to enforce the motor vehicle li-cense
and tax laws, which have been designed for
the purpose of equalizing the burden of improving
the highways and seeing that use of the highways
for commercial purposes pays a just compensation
for it. Thirdly, to see that proper use is made of
the highways, that such abuses as overloading of
trucks and trailers, excessive speed, and all · other
unlawful acts that destroy the highways, which have
been built with your money and for your use, are
The patrol was not created to chase criminals. It
is not intended to create revenue other than that
which is justly prescribed by law for the operation
of your automobile and which you should be glad to
pay, as every cent of it goes into the making and
improvement of highways so as to make them more
usable and safer,
The highway patrolmen are the men the state
has chosen to protect your life and property from
destruction on the highways by the careless and the
reckless drivers. They are the men that have been
trained to see that your neighbor pays the proper
license fees for operating his car, the same as you
do. For that reason you should help him to perform
his duties. You should urge anyone who is
breaking the motor vehicle laws, whose lights, brakes,
licenses are wrong, to correct them. It will save
these men the task of seeing that they do. As good
citizens, help the highway patrol. They are on the
highways for the sole purpose of helping you.
There seems to be a mistaken idea among the
merchants in Arizona that the State Highway Department
is responsible for the bills of contractors and
sub-contractors who have work on the various road
construction projects throughout the state.
The only responsibility of the Department is
through a one hundred percent bond of the general
contractor; but this bond only covers materials, supplies,
provisions, etc. that actually go into the job,
and the only recourse for collection on bills owed the
merchants would be through the bonding company.
The Highway Department is not a collection agency
and we would suggest that the merchant, before selling
his merchandise to the contractor, investigate his
financial standing, as would be done in the case of
any other person buying goods. The mere fact that
they are working on a state job is no reason why they
should be given credit.
It is estimated that every automobile that enters
the state leaves ten dollars every day it remains in
Arizona. It is far better to tell these tourists of the
attractions of this great scenic state and keep them
with us as long as possible than it is to direct them
to the shortest route out. It will take ten days of
steady driving to cover all the points of interest in
Arizona in the most casual manner. The state is
easily crossed, now that highways have been oiled,
in one day. Think it over, Mr. Station Owner.
Arizona's Highway Patrol is not a body of speed
cops, but the reckless drivel' had better mend his
AUGUST, 1931 ARIZONA HIGHWAYS Page Eleven
Highway Commission Meets Twice In July
The Arizona state Highway Commission
met in regular session in their offices
in the highway building July 2.
Those present were: Chairman Addams,
Vice - C h air man Hart, Commissioners
Barth, Mansfield and Trengove, also state
engineer, secretary and Riney B. Salmon,
assistant attorney general. The commission
was called to order at 10: 10 A. M.
The approval of the official minutes
for June 15 and 17, 1931, were brought
up as the first order of business. Commissioner
Mansfield raised the question
of the paragraph in the Minutes of June
17th concerning the action of the Commission
in instructing the Engineer to
construct a strip of concrete, not to exceed
fifteen feet in width, to afford the
University Farm a means of crossing
the highway with their tractors. Mr.
Mansfield stated the Commission was
without authority to let tractors cross
the road; Attorney Salmon agreed the
action was illegal. It was reg u I a r 1 y
moved by Commissioner Barth, seconded
by Commissioner Mansfield and unanimously
carried, that the minutes of June
15th be approved. It was regularly moved
by Commissioner . Hart, seconded by Commissioner
Mansfield and carried, that
the paragraph in the minutes of June
17th pertaining to the pavement of a
fifteen foot strip across the highway near
Tucson for the use of the Experimental
Farm tractors be rescinded and the
balance of the minutes approved.
Request Pole Removal
Mr. Jules Vermeersch, president of the
East Van Buren Improvement Association,
appeared before the Commission
'.vith reference to removing telephone
lines on East Van Buren Street, stating
that with the increasing of the right
of way and the widening of the Highway,
the poles are now almost in the
center of the right of way. Mr. Vermeersch
suggested the Highway Department
call on the Telephone Company to
move the poles. Chairman Addams requested
Commissioner Hart to take the
chair. Commissioner Addams moved the
State Engineer and Attorney get in
touch with the necessary people and report
back as regards the poles and what
action can be taken. The motion was
seconded by Commissioner Mansfield and
unanimously carried.
Complete Bridge Purchase
State Engineer O'Connell brought up
the purchase of the Blythe Bridge, stating
the California Arizona Bridge Com-pany
was desirous of the States of Arizona
and California taking possession of
the bridge at once. The agreement of
purchase being that the states take
posseSSion not later than September I,
1931. Mr. O'Connell stated they had
cleared the title to our satisfaction, that
he found in checking up the agreement,
presented by the former state engineer,
they assumed they could not get a clear
title before the first of September; as
the title has been cleared, the Bridge
Company is anxious to have the states
take control at once. This would necessitate
the payment of $115,000, approximately
Arizona's share of the bridge.
State Engineer O'Connell stated he had
discovered the bridge was protected by
$120,000 insurance, in which Arizona has
one-half interest or $60,000.00. The physical
value of the bridge and approaches
are worth $62,000.00, one-half of which,
$31,000.00, is Arizona's share, making approximately
$91,000.00. The bridge company
is anxious to retire their bonds
at the present time to save six months
interest. State engineer suggested if the
bridge company would give Arizona an
additional insurance for $40,000 to the
first of September, that the bridge would
be taken over. The state engineer stated
the bridge company's attorney said he
would have to get in touch with his
Board of Directors to authorize it. ViceChairman
Hart was asked to take the
chair. Commissioner Addams made the
motion that we do not do anything that
will jeopardize our case until we hear
from them-or in other words, ask onehalf
of the savings. The motion was
seconded by Commissioner Mansfield and
unanimously carried. Attorney Salmon
stated he would like to send a wire that
for an additional insurance policy of
$40,000 on the bridge, the state engineer
will be authorized to execute the contract.
He was authorized to send such
a wire.
To Bond Highway Patrol
Mr. Hugh Callahan appeared before
the commission and read a letter concerning
bonding of the highway patrol
under a blanket bond stating he had applied
to the rating bureau and secured
a rating of 50c, which is the average
rate to all states that have a highway
patrol. He stated that he thought about
$10,000 bond for each patrolman would
be about the average. Commissioner
Hart stated he believed the patrolmen
should be bonded for at least $15,000.
It was regularly moved by Commissioner
Trengove, seconded by Commissioner
Barth and unanimously carried
that the board of the Highway Patrolmen
be placed at not less than $15,000
for each Patrolman including the Superintendent.
A communication from M. L. Ollerton
and a resolution giving permiSSion to
A. J. Anderson to sue, in the name of
the State, F. E. Stearman and the Maryland
Casualty Company for material put
in on the Phoenix-Yuma Highway, F. A.
No. 46-C, Schedule I, was read by the
Secretary. After considerable discussion,
it was regularly moved by 9ommissioner
Mansfielw, sec 0 n de d by Commissioner
Hart and unanimously carried that Mr.
Anderson's request to sue in the name
of the State be referred to the attorney
for advice and report at the next meeting.
Verde River Bridge
Mr. Bailhache appeared be for e the
commission concerning the Verde Bridge.
Mr. Bailhache, Engineer for the Paradise
Verde Irrigation and Power District,
stated his organization was very much
interested in the Verde Project and
wished to assist in any way they could,
provided, it was some thing that would
not· be detrimental to the district. He
stated that, at this time, it would
be detrimental to the district for
the State of Arizona to place the bridge
across one of their proposed reservoir
sites. He stated he had taken this
matter up with Supervisor Vyne of Yavapai
county, suggesting the building of a
road around the reservoir site, that the
road should be taken out Fossil Creek to
Sycamore creek, across the Verde river
and up the west side of the Verde.
Chairman ~ddams stated the law was
speCific as to the placing of the bridge.
A letter was read by the Secretary from
Senator A. H. Favour concerning the
Verde Bridge and approaches. Chairman
Addams asked the Attorney "What is the
legal status concerning the bridge approaches".
Attorney Salmon stated that
he had met with the board of supervisors
and Senator Favour, that Senator
Favour had submitted a list of authorities
and that he had checked them and
found their opinion the same. It was
regularly moved by Commssioner Trengove,
seconded by Commissioner Barth
and unanimously carried, that Yavapai
county be asked to furnish the right of
(Turn to Page Eighteen)
Page Twelve ARIZONA HIGHWAYS AUGUST, 1931
The Petrified Forests of Arizona
By MRS. LAMAR COBB
Like all other wonders of Arizona, prehistoric
and natural, the Petrified Forests
have had their share of speculation
from both the scientist and layman, and
theory is rife as to what Gorgon turne-d
them to stone.
There are four areas, usually referred
to as separate forsets, in' which the logs
appear, invariably prostrate and split
into irregular sections from a foot to ten
feet in length. The coloring in the Rainbow
Forest is gorgeous, agate, carnelian,
tourmaline and jasper; vivid coloring
harmonized with the skill possessed only
by nature.
A popular theory in explanation of
the forest is that at some period, thousands
of years before Mr. Noah's flood,
Scene showing petrified logs in Arizona's great stone forest.
some great inundation brought the hem- the Colorado River flows. More cen- tornado, flood or earthquake, for they
locks and other trees down from some
far northern point, Canada, possibly,
and -deposited them in the bed of a
lake or other depression, where they settled
down in the ooze and slime and
rocks washed down from the mountains;
highly mineralized rock maybe, iron,
copper, and there, exposed to the air,
they decompose, rust or oxidize. The
rain washes down into the log-ridden
lake quantities of rust which colors the
logs. Also the lake water possesses alkaline
properties, soda and potash, and
when silica is washed d'own it becomes
soluble. By the silent forces of nature
the wood fibre, inside and outside the
fallen trunks, is carried away, molecule
by molecule, and the colored solution
substitutes therefor a particle of solid
silica, richly colorOO, in the form called
This process continues possibly for
thousands of years until all the wood
molecules are displaced by the harder
molecules of silica colored by the oxidized
Then the earth's crust, not any too
thick at. this remote period . and constantly
changing, becomes lowered at this
section so as to form the bed of a great
inland sea. Time was when the San
Francisco Peaks, or the present location
of the peaks, were coverOO with water.
How large an area this sea covered no
man may say, but the trees were buried
at the bottom of a great mesozoic sea
until once more Mother Earth changed
her form and the Rocky Mountains were
born, the great continental area is drained
of its water, and the Grand Canyon
of the Colorado is formed, through which
turies pass and the river carried away
millions of tons of sand, silt and rock,
and the inland sea has disappeared, as
well as a large portion of the rock strata
formed in its bed, and we see, slowly
emerging, the logs of the trees that were
submerged in the centuries long past.
They come into view, but no longer are
they wood. They have become stone of
wondrous coloring.
Buried By Great Upheaval
Some experts, however, prefer to believe
that the forests of hemlock, spruce
and pine were indigenous to the soil on
which they now lie prostrate. Fancy
pictures a forest of stately hemlocks, a
hundred and fifty feet in height, with
an occasional dinosaur roaming at large
and birds of gay plumage singing in the
branches. Rainfall must have been plentiful
or the trees could never have attained
their enormous height. And then
along comes some joy-killing scientist and
assures us there were no birds in the
Triassic times; not even a pterodactyl do
they allow us. The theory is that some
great convulsion of nature upended the
forests and buried them five thousand
feet below the new surface, where they
have lain countless centuries and where
oxidization has had its way with them,
until erosion, wind an-d water have
brought them once more to the surface
for the mystification of man.
There are doubtless vast forests still
uncovered. The position of the trees in
some of the forests lends color to the
theory that they met their fate simultaneously
by some catastrophe, whether
all point in the same direction.
For hundreds of square miles in the
vicinity of the Petrified Forests volcanic
activity is apparent, and possibly the
same upheaval which created Sunset
Peak and the Lava Fields wrought havoc
with the forests.
It is in the Rainbow Forest that the
Petrified Bri-dge is found. An agatized
log spanning a ravine about fifty feet
wide. The total length of the exposed
tree is one hundred and eleven feet, the
roots resting on a solid ledge for about
four feet and about sixty ·feet of the
upper portion on the opposite side of the
The Rainbow Forest is reached from
Holbrook over U. S. 70, an excellent
highway, and a distance of 18 miles.
What Is the Seven Per Cent
(Continued from Page Eight)
tioned above will be completed by October
31, 1931, as the Emergency Federal
Aid has to be spent by August 31, 1931,
and in order to get this we had to match
the regular FOOeral allotment with the
emergency, thereby alloting practically
all the regular Federal Aid to projects
that are now under contract. Some of
these contracts are for long jobs and
will run into 1932; but the prospect ~or
much construction is not bright until
after July, 1932.
Arizona's new highway patrolmen are
going to hand out citations, for traffic
violations, with a smile.
Bureau of Public RoadS Projects
C. G. Willis & Sons have the grading
of Forest Highway-Oak Creek Hill Section
7-C. The project begins at the top
of the Oak Creek Canyon-13 miles south
of Flagstaff-and extends to the bottom
of the hill, a length of 2.8 miles. Estimated
cost of construction is $187,000
and project is now 70 per cent complete.
E. J. McCracken, Resident Engineer.
Jasper stacy Company has the contract
for grading the 8.4 miles of Section B,
Houserock Canyon National Forest Highway,
Kaibab National Forest, Coconbo
County, Arizona, at an estimated cost of
$162,000. W. J. Nelson, Resident Engineer.
Lord & Bishop have the contract for
oil surfacing 26 miles of the Grand Canyon
Route 3 from Bright Angel Point to
Cape Royal, at an estimated cost of $285,-
000. This project is located on the North
Rim of the Grand Canyon National Park
and in Coconino County. W. J. Nelson,
Resi-dent Engineer.
O. A. Lindberg has the contract for
grading the 13 miles of the Three Lakes
Section of the Fredonia-Grand Canyon
Highway, on the north side of the Colorado
River, at an estimated cost of $55,-
000. Project is now 45 per cent complete.
W. J. Nelson, Resident Engineer.
Portions of Sections "A" and "c" of the
Payson-Holbrook Forest Highway Route
11 are under Betterment and Improvement
work by day labor. Portions to be
so improved total ten miles in length and
will cost approximately $12,000. J. W.
Chason, Resident Engineer.
Henry Galbraith has the contract for
the grading of Project 7-D, Upper Canyon
Section of the Oak Creek Forest
Highway. The project begins at the foot
of the Oak Creek Hill, adjoining the Willis
contract, and extends down the Canyon
to the "Call of the Canyon" resort.
The length of the project is 2.9 miles and
the total estimate of cost is $73,000.
Project is 75 per cent complete. E. J.
McCracken, Resident Engineer.
Harry Hagen has the contract for the
grading of 5.6 miles of Section 2-D, Swift
Trail Major Forest Development Road, in
Crook National Forest, Graham County.
The total estimated cost is $68,000 and
L. G. Watters is the Resident Engineer.
Contract time started April 20th and
project is now 55 per cent completed.
Jack Casson has the contract for the
surfacing by the plant mix method of 28
miles, Section "AU and "B," of the Grand
Canyon-South Approach Road in Coconino
County. Total estimated cost of
construction is $160,000. V. G. Watson,
Resident Engineer. Project is now 42
per cent completed.
Everly and Allison of Des Moines, New
Mexico, have the grading and draining of
16 miles through the Petrified Forest National
Monument in Apache and Navajo
Counties. Estimated cost of construction
is $115,000 and work is now 15 per cent
complete. E. F. Strickler, Resident Engineer.
The W. E. Callahan Construction Company
has the contract for the construction
of the Rio Puerco and Dry Creek
Bridges within the Petrified Forest National
Monument at an estimated cost of
$155,000. No work other than that pre'liminary
to construction has been completoo
to date. A quantity of materials
and supplies have been placed on the
job, but actual construction of the bridges
will not begin until after the summer '
rains are over. E. F. Strickler, Resident
Hodgman and MacVicar were awarded
the contract for the grading and drainage
of 20 miles of the Pine-Winslow Forest
Highway Route 10, beginning approximately
seven miles north of Clint's Well
and extending to the North Forest Boundary
30 miles southwest of Winslow. Contract
time began June 27th, and work is
now 10 per cent complete. Estimated cost
of project $112,000. C. R. Dalton, Resi-
dent Engineer.
Bids were opened July 28 for the grading
of 6.3 miles of the Pine-Winslow
Forest Highway in Coconino County.
Project begins at Clint's Well and extends
northeast to connect with the south end
of the 20 miles now under construction.
Estimated cost of construction is $48,000.
R. S. Black of Clifton, Arizona, was low
bidder and award of the contract to him
has been recommended. C. R. Dalton,
Resident Engineer.
Jesse DeWitt has the contract for grading
1.2 miles (Units 2 and 3) of the
Payson-Holbrook Highway. Projects begin'
% znlle southwest of Heber in Navajo
County ' .and ' exte.nds toward Holbrook.
Estimated cost is $2:660; work is now 80
per cent complete.' J. W. Chason, Resident
Payson-Indian Garden-Colcord Survey,
Forest Highway Route 11, beginning at
Payson and extending eastward for an
Page Thirteen
Here's First Aid For
With hot weather officially
here, the National Safety Council
urges everyone to familiarize
himself with the symptoms
and the treatment for sun
stroke and heat stroke.
These are the symptoms: The
victim is unconscious, red, hot
-burning up.
Call a doctor and an ambulance.
While waiting, remove
the victim to a cool place. Pour
cold water on his face and
Here's First Aid For
Because the treatment is the
exact opposite from that for
heat stroke, everyone should
know the difference and how
to give aid for heat exhaustion,
heat cramps and muscle
These are symptoms: The
victim is pale, cold, clammydown
and out.
Call a doctor and an ambulance.
While waiting, remove
the victim to a comfortable
place. Cover him with blankets
and apply hot water bottles.
approximate distance of 40 miles, to a
connection with the Young-Holbrook
Highway near the Gila-Coconino County
line. Survey began March 15th. J . H.
Brannan, Locating Engineer.
Clear and Beaver Creek Bridges, Forest
Highway Route 9. Approximately 12
miles in length, a portion of the Clarkdale-
Globe Highway, including bridge
sites. Survey began May 2, completed
July 15th. J. H. Brannan, Locating Engineer.
Strawberry Hill Survey, a portion of
Pine-Winslow Forest Highway Route 10.
Approximately 8 miles in length. Survey
began June 10th. J. H. Brannan, Locating
Hermit Rest Survey and Hermit Rest
to a connection with Bass Camp Survey.
Located on the South Rim of the
Grand Canyon in the Grand Canyon National
Park. Approximately 12 miles in
length. F. H. Horton, Locating Engineer.
Page Fourteen ARIZONA HIGHWAYS AUGUST, 1931
State Projects Under Construction
Geo. B. Shaffer, District Engineer
Martter .& Bock have the grading and
draining of 4 miles F. A. P. 80 E. which
begins two miles west of Hackberry and
extends two miles east of Hackberry 99
per cent complete. James A. Parker,
Resident Engineer.
Schmidt & Hitchcock have the oil surfacing
of 17.8 miles beginning at the
Coconino-Yavapai County line and extending
west, F. A. P. 57, 80-C, 89-B
and 4.3 miles Ash Fork south, F. A. P.
62-A 75 per cent complete.
Martter & Bock have the grading,
draining and sub-grade stabilizer on nine
miles, beginning at Crookton and extending
west to Seligman, F. A. P. 80B-,
35 per cent complete. Floyd J. Beeghly,
Resident Engineer.
Canion & Francis have the grading,
draining and placing of subgrade stabilizer
of 5.7 miles of the WickenburgBlythe
road, F. A. P. 98-B, which begins
at l'A miles east of Aguila and extending
toward Wickenburg, 32 per cent complete.
Barney R. Hodgin, Resident Engineer.
V. R. Dennis Construction Co. have
construction on grading, draining and
placing of subgrade stabilizer, mineral
aggregate and oil surfacing 14lh miles,
which begins Ilh miles east of Quartzite
and extends east toward Salome, F.
L. H. P. I-A, four per cent complete.
Percy Jones, Resident Engineer.
Lee Moor Construction Co. has the
construction of 7.2 miles grading, draining,
surfacing and oil processing, F. L.
H. P. l-C, beginning near Gonzales Well
and extending towards Quartzite, 11 per
cent complete. Percy Jones, Resident
Ralph Pleasant has construction of
Section E and F of F. A. 98, 24 miles
grading and draining, beginning 16 miles
east of Quartzite and extending east, 12
per cent complete. Barney ~odgin, Resident
Geo. H. Oswald has the construction of
F. A. 59 1 Reo., which consists of grading,
draining and placing . of subgrade
stabilizer and oil processing 10.3 miles,
59 per cent complete. Geo. Lang, Resident
F. N. Grant, District Engineer
Everly & Allison have the oil processing
of 22lh miles, F. A. 83-A, Sanders
to Lupton, 97 per cent complete. H.
pin.ney, Resident Engineer.
How would you like to hold this
boulder on your head? Balanced
rocks are frequent sights on the
Grand Canyon bridge highway.
H. L. Royden has the construction of
5lh miles on U. S. Route 70, beginning
at Holbrook and extending east, F. A.
No. 78-F, 98 per cent complete. J. P.
Flynn, Resident Engineer.
O. F. Fisher has the grading, draining
and' surfacing orl 7.8 miles beginning 1
mile east of Williams and extending
east to Pitnian Valley, F. A. 89-D, 42
per cent complete. W. T. Halloran, Resident
Packard, Tanner and Morse have the
grading, draining and surfacing of nine
miles, beginning at Pitman Valley and
extending toward Flagstaff, F. A. 89-E,
47 per cent complete. R. C. Bond, Resident
Veater & Davis have the construction
of F. A. 95-B (Cameron to Ridge, 40
miles on U. S. Route 89) 62 per cent
complete. H. D. Alexander, Resident
W. E. Carrahan Construction Co. has
the oil surfacing of 11 miles, beginning
at Winslow and extending east, F. A.
40 B and C) 47 per cent complete. M.
Kisselburg, Resident Engineer.
R. C. Perkins, District Engineer
Western Gunite Co. has the surfacing
and oiling of 30 miles from Florence to
Superior, F. A. 23 A and Band 23 C
D and F, 81 per cent complete. A. ·W:
Newhall, Resident Engineer.
Robert McKee has the grading and
draining of 13.7 miles, F. A. 87-E, Geronimo
east, 84 per cent complete. L. C.
Bolles, Resident Engineer.
Skeels & Graham have the surfacing
and oiling of 14.6 miles, beginning east
of Solomonville and extending east, F.
A. P. 77 Reo., 99 per cent complete.
D. M. Thompson, Resident Engineer.
Chas. Willis & Sons have the construction
of 10.8 miles of the Globe-Showlow
highway, beginning lh mile east of Globe
and extending northeast, F. A. P. 99-B,
13 per cent complete. Carl Brannen,
Resident Engineer.
Lee Moor Contracting Co. has the
grading, draining and sub-surfacing of
111,1, miles of the Globe-Showlow highway,
beginning at the Salt River and
extending south, F. A. P. 99-A, 3 per
cent complete. Gus Rath, Resident Engineer.
W. R. Hutchins, District Engineer
William Peper has the construction of
10 miles, which begins approximately
22lh miles south of Tucson and extends
south to the county line, approximately
92 per cent complete. J. R. Van Horn,
Resident Engineer.
Packard & Tanner have completed the
construction of 7.6 miles, beginning 1
mile east of st. David and extending
east, F. A. P. 79-E. W. J. Tavennor,
Resident Engineer.
Heitsch & Bitten have completed the
oil surfacing of approximately 17 miles,
beginning at the end of the pavement
three miles north of Nogales and extending
north, F. A. P. 86-C, 86-E, Non
25-A and 66. C. S. Benson, Resident
Hodgman and McVicar have the grading,
dl"aining and surfacing of 10 miles
beginning at Florence and extending to
Coolidge, F. A. P. 94-B, 98 per cent complete.
Joe de Arozena, Resident Engineer.
Stanley Jaicks Co. has the construction
of F. A. Projects 25-B and 86-D
9.2 miles extending south from the PimaSanta
Cruz county line, 46 per cent complete.
Sid Smyth, Resident Engineer.
Ralph Pleasant has the construction
on the oil processing of F. A. P. 94-E,
which begins at the Pima-Pinal County
line and extends south 8.3 miles, 77 per
(Turn to Page Eighteen)
AUGUST, 1931 ARIZONA HIGHWAYS Page Fifteen
Culvert Placement
Don't tear up expensive
pavements and make soft
places in your fills.
Don't interrupt or detour
the traffic on busy roadways.
Use the
to place a needed culvert
under an existing embankment.
Most of the
road users won't even
know what's going on.
That's Service.
Write or phone for full information and for expert advice on your specific problem.
Western Metal
Manufacturing Co.
California Corrugated
Culvert .Co.
EI Paso, Texas West Berkeley Los Angeles
VIC H. HOUSEHOLDER, Dist. Sales Mgr., 1330 E. Brill Street, Phoenix, Arizona
Page Sixteen ARIZONA HIGHWAYS AUGUST, 1931
Road Condition~, Arizona State Highway System
These conditions were reported as
of August 4th. Changes will occur on
roads under construction according to
progress of the work.-(Editor's Note.)
U. S. Route 80, Yuma to Rodeo, 518
Miles- All paved, oil surfaced or graveled.
Condition good, excepting 21 miles
being oil surfaced, Tucson to Vail Junction,
2 %. miles under construction west
of Benson, short detour, good condition;
7.6 miles under construction east
of ' st. David, condition good.
U. S. Route 66, Topock to Lupton, 396
Miles-Gravel surface, oiled or paved.
Condition goo-d excepting 4% miles
under construction at Hackberry. Nine
miles under construction east from Seligman,
3 mile -detour, good condition. _
Sixteen miles under construction east
of Williams. Paving %. mile of Winslow
streets completed and 22% miles
from Sanders to Lupton is being oil
surfaced. No detours.
U. S. Route 180, Florence Jct. to State
Line, 183 Miles-Condition good. 13
miles under construction, east of Geronimo,
4% mile detour, fair; 8 miles
of oil" surfacing, Solomonville to Duncan
State Rou~ 88, Apache Jct. to Globe,
83 Miles-Gravel surface. Condition
State Route 73, Cutter to McNary, 104
Miles-Gravel surface Cutter to Rice
and White River to McNary, other unimproved.
Fair condition.
State Route 71, Clifton Jct. to Springerville,
157 Miles-Gravel and partly surfaced.
Condition good Clifton Jct. to
40 miles north of Clifton; Cherry
Lodge to Hannigan good except when
raining. Alpine to Nutrioso good. Nutrioso
to Springerville good excepting
caution by 7.3 miles under construction
near Springerville.
U. S. Route 89, Nogales to Fredonia, 660
Miles-Gravel, oil or paved surface to
Flagstaff, graded and drained to Cameron;
unimproved Cameron to Jacob's
Lake ; 40 miles under construction
north of Cameron; gravel Jacob's Lake
to Fredonia. Condition good excepting
26 miles under construction between
Nogales and Tucson. Use precaution.
Oil surfacing Hot Springs Junction to
Wickenburg and 4.3 miles of oil surfacing
south from Ash Fork.
U. S. Route 70, Holbrook to state Line,
109 Miles-Gravel surfaced. Condition
good to excellent excepting five miles
east from Holbrook, under construction
and nearing completion. No -detours.
State Route 79, Prescott to Flagstaff, 91
Miles-Gravel or oil surfaced to Sedonia,
graded and drained Sedonia to
Flagstaff. Condition good excepting
for construction in Oak Creek Canyon.
Sedonia to Flagstaff slow in wet
State Route 74, Wickenburg to Ehrenberg,
74 Miles-Surface low type improved.
51 miles under construction
from Gonzales Well east.
(Turn to Page Eighteen)
Packard - Willys
A Complete Line of
Passenger Cars and Trucks
A car and truck for every need, priced from
$675.00 up HERE
Complete stock of genuine parts, together with
the most complete and modern service dept.
Packard Phoenix
Motor Co.
S. H. BOWYER, Mgr.
4th Ave. at Adams Phone 35179
The Home of Fine Motor Cars
ATLAS Scrapers
GALION Graders, Rollers, etc.
McCORMICK-DEERING Industrial Tractors, Engines
INTERNATIONAL Motor Trucks
BAKER Earth Moving Equipment
BAY CITY Shovels, Cranes, Draglines
ORD Concrete Finishing Machines
MUNICIPAL Oil Distributors, Flushers, etc.
STERLING Hoists, Contractors' Pumps
BRODERICK & BASCOM Yellow Strand Wire Rope
RED EDGE Shovels and Picks
POMONA "Uniflow" Pupms
ALAMO-DORWARD Pumps
MYERS Pumps
RAY Road Signs
KEYSTONE Fencing and Barb Wire
"Over 40 Years in Arizona"
AUGUST,1931 ARIZONA HIGHWAYS Page Seventeen
Testing Coarse Aggregate For Concrete
By J. W. POWERS
Engineer of Materials
The two previous articles discussed
two of the i n g r e -d i e n t s of concrete,
namely cement and sand. As stated in
these articles cement is recognized as the
binding material and sand the material
which insures the necessary workability
for placing. This article will deal with
coarse aggregate which is primarily a
filler material, neither adding very much
to the workability nor subtracting from
it unless the grading is very much outside
of the usual specified limits. At the
present time we are interested in only
two determinations on this material and
they are:
(1) Abrasion. This -determination is
made upon the material passing a twoinch
screen and retained on a one-half
inch screen. Equal portions are taken
of these sizes (total approximately 11
pounds) and placed in a cylinder with
six steel balls weighing approximately
0.95 pounds each and revolved at the
rate of thirty-three revolutions per minute
for ten thousand revolutions. The
cylinder is set at an angle of 30° with
the axis of rotation so that during each
revolution the material is thrown from
one end of the cylinder to the other.
At the en-d of the run the material is
screened over a number 12 screen, the
residue washed and dried and the percent
loss figured on the basis of the
weight of the original sample. The loss
for acceptable material to be not ove!
22 per cent. If material under test is
gravel with no broken faces the percentage
loss shall not exceed 16 per cent.
The lower figure for gravel is used because
there are no sharp corners to
break off as in crushed material.
Screen Analysis Necessary
(2) Screen analysis is necessary to
insure that a uniform mixture may be
had particularly with reference to the
amount. of water necessary to insure
workability. The usual tole ran c e in
grading specify not over 5 per cent larger
than the permiSSible maximum size, and
not less than 40 per cent nor more
than 75 per cent pasSing a screen onehalf
the maximum size, and not to excee-
d 5 per cent passing a one-quarter
inch screen. (The quarter inch screen
is the division screen between sand and
coarse aggregate.)
The question often arises as to how
durable an aggregate is. Attempts have
been made to determine this question by
two methods. One is with a sodium sulphate
solution. The other by freezing
and thawing. We have used the sodium
sulphate method but have not as yet
been able to correlate the results with
actual practice. A concerted effort is
being made at the present time by the
National Research Council to answer the
above question by setting up a staff to
go very thoroughly into the tests both
on the aggregate and the poured concrete
an-d their relation to practice.
There has been a total of 1,958.6 miles
of highway completed on the deSignated
federal aid system in California, reports
the Automobile Club of Southern California.
On the entire federal aid system
in the United States the complete-d sections
amount to 89,572 miles, out of a
total some 180,000 miles of important
interstate highways. This means that
the system is almost half completed.
Good Roads---
P r the expansion of all business and soE
cial life.
R the city worker to live away from the
M . hub-bub of business activities.
~ a?d ~nduce greater comme:cial an? .so\.
cial mtercourse between dIstant CIties.
Warrenite-Bitulithic Pavement
for 30 years has contributed toward the betterment of conditions
both commercial and social.
And-a feature of durability which cannot be challenged
by any other monolithic pavement-scores of WarreniteBithuUthic
pavements are still in excellent condition even
after twenty to thirty years' service.
Phone 3-8413 521 Luhrs Bldg.
Page Eighteen
State Projects Under
(Continued from Page 14)
cent complete. C. S.Benson, Resident
R. H. Martin has the construction on
F. A. Project 18-A, which begins approximately
22 miles S. E. of Tucson
and extends east 2%. miles, grading,
draining, surfacing and oil processing,
58 per cent complete. C. S. Benson,
Resident Engineer.
Skeels & Graham have the grading,
draining and placing of sub-surfacing of
13 miles, F. A. P. 97-B, beginning at
the south end of the Sacaton Bridge
and extending south, 34 per cent complete.
Joe <ie Arozena, Resident Engineer.
Skeels & Graham have the surfacing
and oiling of five miles, beginning at the
north end of the Sacaton Bridge and
extending northwest, 53 per cent complete.
Joe de Arozena, Resident Engineer.
Skeels & Graham have the surfacing
and oiling ' of two miles beginning at
Coolidge and extending north, F. A.
94-B, 58 per cent complete. Joe de Arozena,
Resident Engineer.
William Peper has started construction
on F. A. 79-G, two and a half miles,
which begins approximately five mfies
north of Bisbee and extends north. E.
A. Bickley, Resident Engineer.
Road Conditions
(Continued from Page Sixteen)
S.tate Route 81, Douglas to Safford, 128
Miles-Gravel surfaced. Condition
state Route 187, Sacaton Dam to Casa
Grande, 13 Mile!r-Gravel surfaced.
Condition good.
state Route 83, Vail to Sonoita, 28 Miles
-Gravel surfaced. Good.
State Route 82, Nogales to Tombstone
Jet., 70 Miles-Gravel surface.d Good.
State Route 84, Tucson to Gila Bend,
124 Miles-:-Oil surfaced Tucson to
county line, gravel surface to Casa
Grande. Part surface to Gila Bend.
Road under construction Picacho to
Casa Grande.
state Route 87, Mesa to Picacho, 60 Miles
-Paved, oiled or gravel surfaced. Condition
good excepting Sacaton Dam to
Coolidge under construction. Drive
Highway Commission Meets Twice in July
(Continued from Page Eleven)
way, sign the agreement and execute all
documents necessary, so the department
can go ahead and start the bridge.
The State Engineer read an opinion
from the Attorney General on insurance
on Maintenance Houses.
The State Engineer made a report that
the Department had the following maintenance
houses :
32 Type I, value $1,300.00, total amount
30 Type 2, value $1,100.00, total amount
8 Type 3, value $500.00, total amount
Grand total invested in houses, $78,-
Insurance premiums would cost a total
of $903.00 at the rate of $2.30 for a period
of three years. The department has lost one
$1,300.00 and two $500.00 houses by fire
in the last two years, making a total
of $2,300.00. It was regularly moved
by Commissioner Trengove, secon<ied by
Commissioner Barth . and unanimously
carried, that the department carry insurance
on maintenance houses.
Senator R. T. Jones appeared before
the Commission and spoke on the operation
of the Highway Patrol and made
a plea that the Commission not hold the
speed of busses to the 20 miles an hour
requirements of the law, claiming the
law was obsolete and the enforcement
of the law pertaining to busses would
drive them out of business and work
much hardship on the communities served
Every Good
Surveyor Knows--
That just after daybreak is the
best time to adjust his instruments,
for at that time
the air is free from dust.
That a Bench Mark every half
mile saves a lot of shoe
That a tape cleaned with coal
.oil should be thoroughly
wiped dry or it will rust.
That the Boss says that: "An
accurate solar observation
cannot be taken through the
bottom of a bottle."
by the Busses in the State, and the
business men in those communites.
The awarding of contract on Steel
Jetties for Holbrook Flood Control was
taken up as submitted by W. C. Joyner,
as Purchasing Agent. Chairman Addams
asked the Representative of the
low bidder, in case the award was made
to them, if they were prepared to give
a written guaranty the Jetties would
be replaced in full. The Representative
stated there had never been a guaranty
on the Jetty but his company had the
reputation of going back and replacing
any work that might be damaged on
account of flood waters. The State Engineer
stated, due to the fact he had no
reason to say the Rayfield Jetty would
not work, and the fact he always recommended
the low bidder, he recommended
the low bid be accepted. It was regularly
moved by Commissioner Mansfield,
seconded by Commissioner Trengove, and
unanimously carried, the bid be awarded
to the Mine and Smelter Equipment
Company, Phoenix, on the Rayfield Jetty
at their bid of $13,435.72, f.o.b. Holbrook,
It was regularly moved by Commissioner
Hart, seconded by Commissioner
Trengove, and unanimously carried,
the Commission recess at 12 o'clock noon
to reconvene at 2 :00 P. M.
The Commission reconvened at 2:00
P. M., all members present.
Mr. Mansfield presented a protest,
which was read by the Secretary, from
Citizens of Emery Park, Arizona, concerning
maintenance crews on Highway
83 disturbing the entrances to their driveways
in grading the shoulders of the
highway. It was recommended that the
petition be taken up by the state engineer,
who had instructions to act as he
saw best.
Discussion of bids on junk, waste material
and supplies followed the reading
of the report of the Purchasing Agent.
A protest from Mr. H. S. Kerby was
read by the Secretary on the awarding
of bid on Pneumatic Tires and Tubes,
as the high bidder had accompanied his
bid with a personal check instead of a
certifed or cashier's check. The Attorney
ruled a Cashier's check must accompany
the bid, as specifed in the call. It was
regularly moved by Commissioner Barth,
seconded by Commissioner Trengove, and
unanimously carried, that all bids on
Pneumatic Tires and Tubes be rejected
and a new call for bids on this item
be advertised.
It was regulariy moved. seconded and
AUGUST, 1931 ARIZONA HIGHWAYS Page Nineteen
Do you ev·~ r find yourself up against a fine grading job? Koeh.
ring Independent Crowd and Hoist enabled the SOlon the job
shown above easily and quickly to shave the subgrade with an
accurate four. Inch olice . .... All other kinds of tough jobs are
Koehring jobs too. Deep excavations requiring a high lift with
dipper beyond and above the end of boom, rock handling and
quarry work, and regular highway grading-on all kinds of
shovel work you meet the conclusive fact that Koehring is, out·
standlngly, the Heavy Duty shovell-bullt for heavy duty opel'"
atlon and long, dependable sel"Vlc~·life.
Yeater & Davis
General Contractors
At present constructing Arizona F. A. P. 604-95B,
which consists of grading and drainage of forty miles
of U. S. Highway 89. Beginning at the suspension
bridge across the Little Colorado River at Cameron
and extending northward toward the Lee's Ferry
Bridge on the Flagstaff-Fredonia Highway.
Stop! Look! Listen!
Standard Dynamite, Gelatin Dynamite,
Quarry Powder, R. R. Grading
Powder, Stumping Powder,
Coal Powder, Timber.ite, Blasting
Caps, Fuse, Electric Detonators.
Write for quotations on
Car Lots or Ton Lots
F. O. B. your Railroad Station
Apache Powder Company
Drawer 218, Benson, Arizona
No matter what the job is-Iarge or smallyou
will find that an International does it
quicker and better and at an extremely low
operating cost.
Repeat Orders from Satisfied Users Are Convincing
Proof of Their Superiority.
See Us For Your Truck Requirements
The O. S. Stapley
WHOLESALE DISTRmUTORS
Page Twenty
carried, that the bid on Scrap Battery
be awarded to the Chicago Junk Company
at their unit price of .01 '4 a pound,
total $35.89; that the bid on Lot 2,
Scrap copper wire, be awarded to the
high bidder, Chicago Junk Company, at
their unit price of .061 a pound, total
$54.53; that the bid on Lot 3, Scrap Brass,
be awarded to the high bidder, Effron
and Company, at their unit price of
$4.77¥.. cwt., total $310.76; that the bid
on Lot 4, Scrap Brass, Babbitt, etc., be
awarded to the high bidder, Chicago
Junk Company, at their unit price of
.0465 a pound, total $89.88; that the bid
on Lot 5, Scrap Radiators, be awarded
to the high bidder, Effron and Company,
at their unit price of $3.55 cwt.,
total $68.37; that the bid on Lot 6,
Scrap Aluminum, be awarded to the
high bidder, Effron and Company, at
their unit price of $3.75 cwt., total
$139.01; that the bid on Lot 8, Solid
Tires, be awarded to the high bidder,
Effron Company, at their total price per
lot, $120.00; that the bid on Lot 9,
Wheels, be awarded to the high bidder,
Hiney's Auto Wrecking Company, at their
total price per lot, $25.50; that the bid
on Lot 10, Solid Rims, be awarded to
the high bidder, Hiney's Auto Wrecking
Co., at their total price per lot, $32.50;
that the Department readvertise for bids
on Lot 11, Scrap Iron; that the bid on
Lot 12, Band Saw, be awarded to the
high bidder, Effron Company, at their
total price per lot, $30.25.
Judge O. J. Baughn appeared before
the c6mmission and stated he would like
to have an informal discussion before
the members of the commission to go
over the situation of the operation of
the buss lines. He was informed that
the Commission would informally hear
them at 4 P. M.
Bisbee Hill Contract
On being questioned by Chairman Addams
if they were prepared to give bond
to the extent of 100 per cent for fulfillment
of contract and 100 per cent
for completion on time, the Representative
of Wm. Peper, the low bidder on
F. A. P. 79-G, Schedule No.1, replied
in the affirmative. State engineer recommended
that contract on the BensonDouglas
Highway, F. A. P. No. 79-G,
Schedule No. 1, be awarded to the low
bidder, Wm. Peper, Phoenix, stating they
had qualified and were responsible bidders.
It was regularly moved by Commissioner
Mansfield, seconded by Commissioner
Trengove and unanimously carried,
that, the recommendation of the
state engineer be approved and the contract
be awarded to Wm. Peper in the
amount of $46,905,79, which does not include
10 per cent for engineering and
Agua Fria Discussion
A communication from ·the Salt River
Valley Water Users' association regarding
flood control of the Agua Fria river
was read by the secretary. Mr. Jules Vermeersch
appeared before the commission
as chairman of the Agua Fria River Protective
association and reviewed the necessities
of flood control on the river. The
state engineer stated the budget made no
provision for flood control on this river
and that it could not be regarded as
an emergency. It was regularly moved
by Commissioner Mansfield, seconded by
Commissioner Trengove and carried, that
the state engineer communicate with the
Salt River Valley Water Users' Associ'ation
concerning the status of the highway
department in this flood control work.
Chairman Addams asked Vice-Chairman
Hart to take the chair. Commissioner
Addams discussed the condition
of contracts in the state, the percentage
of work completed in comparison
with the percentage of time elapsed, and
stated it was his opinion each one of
the contracts should be discussed separately
and recommendations made as to
the findings of the Commission.
It was regularly moved, seconded and
unanimously carried, the State Engineer
be instructed to warn the contractors
they must speed up their work.
Name Patrol Superintendent
The Attorney General submitted an
opinion on the naming of the superintendent
of the highway patrol. On the
recommendation of the state engineer, it
was regularly moved by Commissioner
Hart, seconded by Commissioner Barth
and unanimously carried, that Mr. James
Walden be appointed superintendent of
the highway patrol.
The Secretary read a letter from Governor
Hunt regarding the use of copper
in the Automobile License Plates for
1932. It was regularly moved by Commissioner
ManSfield, seconded by Commissioner
Hart and carried, that the
matter be given consideration when the
plate bids are called for and the Motor
Vehicle Superintendent include specifications
for Copper Plates at the time for
a call of bids.
Mr. E. M. Whitworth,. motor vehicle
superintendent, introduced Mr. F. G.
Yoder, highway patrol inspector, loaned
to the department by the California highway
patrol as an instructor for the Arizona
highway patrol.
It was regularly moved by Commissioner
ManSfield, seconded by Commissioner
Hart and carried, that the commission
have a temporary recess at
The commission reconvened at 4:45
P. M., all members present.
The secretary read a communication
regarding the bank accounts carried by
the highway department.
The Commissioners and the state engineer
were served with papers in suit
instituted by the members of the Industrial
Commission to collect premiums
alleged due during the year 1930-1931.
It was regularly moved by Commis-
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choose from.
ICE CREAM you desire these hot days, we have
nine flavors to choose from.
LUNCH you want, don't fail to try our noon
plate lunch.
Momsen --Dunnegan-Ryan
sioner Hart, seconded by Commissioner
Barth and carried, that the Commission
adjoutn at 5:15 P. M., to reconvene at
10:00 A. M., July 15.
Meeting Held on July 16
The commission met in regular session
in their offices in the Highway Building
July 16, 10 :05 A. M. Those present were:
Chairman Addams, Vjce-Chairman Hart,
Commissioners Barth, Mansfield and
Trengove, also state engineer, secretary
and Riney B. Salmon, assistant attorney
It was regularly moved by Commissioner
Mansfield, second by Commissioners
Barth and Hart and unanimously
carried, that the official minutes of July
2, 1931, be approved.
The secretary read a communication
from C. F. Grow, International Representative
of the International Association
of Machinists, requesting the commission
to put the same rules into effect
for machinists, auto mechanics, welders
and their helpers employed by the
state highway department as enjoyed by
members paid by the month ; namely,
half holiday on Saturday and one day a
month sick leave allowance. Mr. Grow
appeared before the Commission and
spoke in favor of the request. Mr. Grow
was accompanied by Mr. Smith of Lodge
143, Tucson, Mr. Franklin and Mr. Lind
of the highway department. It was
regularly moved by Commissioner Barth,
seconded by Commissioner Trengove and
carried, the request be taken under advisement.
The secretary read a letter from Mary
Conover respecting damages which her
Mother, Mrs. Richardson, claimed had
been done her service station in Duncan
by the improvement of the highway. Mrs.
Conover appeared before the Commission
in support of her letter. It was regularly
moved and unanimously carried, that
the communication be taken under advisement
and the state engineer investi-
gate and render a full report at the next
The secretary read a signed statement
from J . F. Schmidt, representing Martin
Brothers Trucking Company, in which
they agreed to furnish a 100 per cent
bond for completion of 'contract according
to specifications and a 100 per cent
bond for completion of contract within
the time specified if the Commission
awarded the contract to them. The State
Engineer recommended that contract on
the Globe-Safford Highway, F. A. P. No.
87-E, be awarded to the low bidder, Martin
Brothers Trucking Company, Duncan,
Arizona, stating they had qualified and
were responsible bidders. It was regularly
moved by Commissioner ManSfield,
sec 0 n d e d by Commissioner Hart and
unanimously carried, that the contract be
awarded to the low bidder, Martin Brothers
Trucking Company, Duncan, Arizona,
in the amount of $8,493.52, which does not
include 10 per cent for engineering and
con tingencies.
The Secretary read a communication
from Ira W. Wagnon, Right-of-Way
Agent, concerning the telephone lines on
East Van Buren street right of way
which had been reported by the East
Van Buren Improvement association as
being too near the center of the highway
since the widening of East Van
Buren from the city limits to Tempe
Specialists on Reinforcing Steel
Mesh Guard, Fence Stays
1534 Blake Street, Denver
Plants at Denver and Pueblo
Page Twenty-one
bridge. The report submitted showed
the department could not accurately state
where the poles were located until the
engineering department had completed
spotting them on the map. A letter
was read from the Mountain States Telephone
and Telegraph company stating it
was their plan in the future to put this
line of wires under ground as it carries
the principal toll circuits of that company,
and stated it would be a most
Are Building
Arizona. Highways
Arizona Representatives
Troy, N. Y.
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Arizona
unit 0' the petroleum
nera - Marketers.
RIo Orande
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out the Southwest.
Page Twenty-two
economical plan if the moving job could
be deferred until the turn of normal
business justified the new construction.
The state Engineer stated that when
he took office, Mr. Vermeersch stated
to him and Mr. Lane, that the East Van
Buren Improvement association were to
get all of the right of way for the widening
of the highway and were to enter
negotiations with the telephone company
to get the polies moved back. He said,
later Mr. Vermeersch stated they had
cleaned up on the right of way but
would probably need the highday department's
help in getting the poles
moved. Commissioner Mansfield stated
he believed that last year they appE!ared
before the commission and agreed verbally
they would get the right of way
cleared up. It was regularly moved by
Commissioner Barth, seconded by Commissioner
Trengove and unanimously carried,
that the matter be held in abeyance
until such time as the commission can
get a report as to any agreement and
the right of way is straightened out . .
Suit Permit Granted
The request of M. L. Ollerton for
permission for his client, A. J. Anderson,
to file suit against Mr. F. E. stearman
and the Maryland Casualty company
on the surety bond given by Mr:
stearman to the state of Arizona, which
matter was deferred from the last meeting,
was brought to the attention of the
Commission. Attorney Salmon gave his
verbal opinion that he could see no reason
why the Commission should not
adopt the resolution giving permission
to A. J . Anderson to file suit. It was
regularly moved by Commissioner Mansfield,
seconded by Commissioner Barth
and unanimously carried, that the resolution
be adopted.
A communication from Chairman Addams
was read by the Secretary concerning
the beginning of work on the
White Spar Betterment Project. Com-
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
missioner Mansfield stated he did not
know the Commission had anything to
do with the betterment projects. Chairman
Addams asked Vice-Chairman Hart
to take the chair and stated he had
asked the' matter to be brought before
the commission as there had been some
controversy for the reason of not having
funds available. He stated, as far as
he could see, it was a matter of $4,000 a
month and would relieve the unemployment
situation in Yavapai county. It
was regularly moved by Commissioner
Addams, sec 0 n d e d by Commissioner
Trengove and carried, that the White
Star Betterment work be started immediately.
Commissioner Mansfield not
A report of- the state engineer concerning
the claims of Petrie Brothers
and Mr. Mark B. Smith, concerning
rights of way was read by the Secretary.
In the discussion, it was brought out
Petrie Brothers had been offered $2,500.00
settlement for their claim for damages
caused by Highway U. S. 80 crossing
a corner of their land leaving approximately
eight acres on the OPPOSite side
of the highway. This offer had been
refused several times. It was the opinion
that land was not worth over $150 an
acre and as Petrie Brothers had refused
settlement, condemnation suit should
be proceeded with. It was regularly
moved by Commissioner Hart, seconded
by Commissioner Trengove and carried,
that the state proceed with its condemnation
suit. In the matter of the
claim of Mark B. Smith, it was regularly
moved by Commissioner ManSfield,
seconded by Commissioner Trengove and
unanimously carried, that action on the
Smith claim be deferred.
A communication from B a k e rand
Whitney was presented to the Commission
enclOSing a claim of the General
Construction company in the amount of
$16,198.30 against the Highway Depart-
ment for the construction of Federal
Aid Project No. 86-C, Tucson-Nogales
highway. Attorney Salmon advised the
commission to disallow the claim. It
was regularly moved by Commissioner
Man sf i e I d, seconded by Commissioner
Hart and unanimously carried, that the
claim be disallowed.
Gas Tax Protection
A communication was read by the secretary
from Chairman Addams calling
to the attention of the commission the
matter of protecting the state in the
collection of gasoline taxes. Attorney
Salmon stated that, in his opinion, the
only protection the State had was if
the distributors collected tax and failed
to turn it over to the State, criminal
Ben D. Cooley
Phone 23342
122~ N. First Ave. Phoenix, Ariz •.
-also b'l man'l counties
and cities within
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Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
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action might be started against them.
Mr. Addams asked Vice-Chairman Hart
to take the chair. It was regularly
moved by Commissioner Addams, seconded
by Commissioner Mansfield and
unanimously carried, that the attorney
general, the state engineer and the
motor vehicle superintendent get together
and formulate some sort of an
agreement whereby the State is protected
by gas distributors.
Plans for the 1932 license plates were
submitted by the motor vehicle superintendent.
The discussion centered about
a smaller plate than that submitted by
Mr. Whitworth so a copper plate could
be adopted that would be strong and
cheap enough to come within the budget
requirements. Vice-Chairman Hart was
asked to take the chair. Commissioner
Addams moved the state engineer and
motor vehicle superintendent get together
and see whether or not, for the next
meeting, a small suitable plate constructed
of copper, for the benefit of all
copper mines throughout the Un it e d
States, can be worked out.
A communication was read by the
secretary from the town council at Buckeye
regarding the maintenance of the
state highway through the city limits.
Mr. C. O. Narramore, member of the
Buckeye town council, appeared before
the commission in supJ?Ort of the request.
The State Engineer stated that
incorporated towns agreed to maintain
the highway. If they did not do so to
the department's satisfaction, the work
was done by the highway department
and the city billed for it, and it must
be provided for in the town's next budget.
It was regularly moved by Commissioner
Barth, seconded by Commissioner Hart
and unanimously carried, that the request
be taken under advisement.
It was regularly moved by Commissioner
Addams, seconded by Commissioner
Barth and unanimously carried,
the !:ommission recess at 12 o'clock noon
to reconvene at 2:00 P. M.
Afternoon Session
A communication was read from Chairman
Addams concerning the junk stock
pile . inspected during his visit in the
Tucson yards. Mr. Addams stated that
Mr. Turner, Mr. Koogler and himself
had acted as a board of survey and inspected
the stock pile and found they
had segregated the material; that it consisted
of 845 pounds Aluminum, 1175
pounds Brass, 295 pounds Copper and a
carload of iron, including cast and malleable.
It was regularly moved by Commissioner
Trengove, seconded by Commissioner
Hart, and unanimously carried,
that the department call for bids on a
unit per-pound basis for the disposal of
the stock pile in the Tucson yard as
soon as possible.
Chairman Addams stated that a survey
board composed of Leroy Middleton,
Mr. Comparet and himself surveyed
the stock pile at the Ash Fork shops and
a survey board composed of Mr. Aitken
Smith, Mr. Comparet and himself had
surveyed the stock pile at the Holbrook
shops. It was regularly moved by Commissioner
Barth, seconded by Commissioner
Trengove and unanimously carried,
that bids be called for on the
stock piles in the Holbrook and Ash Fork
shops to dispose of the junk material
based on a price per pound.
The secretary read an inventory of the
materials and equipment found in the
yards at Ash Fork and Holbrook. On
the recommendation of the state engineer,
the obsolete and useless equipment
cluttering up these yards was ordered
sold by the commission either as junk
or by bid, whichever seems the most
feasible for disposing of the material to
the best advantage.
Parker Bridge Discussed
It was called to the attention of the
State Engineer that the matter of negotiations
on the proposed bridge at Parker
should have been reported at a previous
meeting. The state engineer stated that
he had been so busy with the emergency
program, that inasmuch as there was
no money available during the present
fiscal year, he thought there was plenty
of time to enter into negotiations as
directed by House Bill 91. It was regularly
moved by Commissioner Barth, seconded
by Commissioner Trengove and
unanimously carried, that Mr. O'Connell
enter into negotiations to go ahead with
this work, as called for in the bill
passed by the legislature.
Judge W. L. Barnum appeared before
the Commission concerning an action
started some six years ago against the
Shumway Company and the Standard Accident
Insurance company and counter-
Page Twenty-three
claim filed at that time. In reviewing
the case, the Judge stated there was an
action brought against the Shumway
Construction Company and the Standard
Accident Insurance Company on the
bond for faithful performance. The
Shumway Company counter-claimed their
allegations and claimed the highway commission
took the job away from them.
and on account of the manner in which
it was taken away. they were damaged
$10,000. and claimed some $2,000. worth
of equipment was never returned. Attorney
Salmon stated if the suit was
six years old, probably all the witnesses
were gone and suit would probably cost
more than the department would ever
recover. Attorney Salmon stated he hesitated
to advise the commission until he
had reviewed the files.
Commissioner Trengove brought up a
claim made by the Arizona Machinery
company of Prescott that they had sold
a crusher 8x16 to a man by the name of
Evans, a subcontractor working for a
man named McGinty. Mr. Hatcher was
called in and stated that Mr. McGinty,
he believed, had paid an claims he
thought justly due and that the bill for
repairs on this crusher had come in
before McGinty had ever turned over
a yard of material on the job. Mr.
Hatcher explained that McGinty could
not be held for purchase of equipment
by a subcontractor as these people have
a right to repossess it. Chairman Addams
stated he did not think the question
was a proper business for the commission,
which was agreed upon by the other
members of the commission.
The Secretary read a note from the
personnel and labor departments showing
the number of employees working
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Page Twenty-four
for the highway department as of July
15, 1931, totaled 1138; the number of
employees working for contractors totaled
1914; grand total of 3,052 persons
working on the highways in the state.
The Secretary read a letter from A. H.
Favour, addressed to Senator Carl Hayden,
concerning the Verde Bridge and
right of way. The Secretary also read
a copy of a resolution passed by the
Irrigation Districts Association of Arizona
concerning building of bridges at
proposed reservoir sites.
A communication was read from L.
M. Laney, attorney for the Verde River
Irrigation and Power district, denying
the established right of way at the proposed
Verde bridge site and disputing
Senator Favour's opinion of an established
right of way at the proposed
Verde bridge site and disputing Senator
Favour's opinion of an established right
of way at the proposed site.
Attorney Salmon and the state engineer
stated the Yavapai board of Supervisors
had said they would give the
state a right of way for the proposed
bridge. The State Engineer stated that
when he had last seen the Yavapai
county engineer, nothing had been done
as far as making a survey was concerned.
The state engineer and Attorney
Salmon were instructed to take
whatever action is necessary to help the
agreement and construction of the bridge
The Secretary read a telegram inviting
the Commissioners to attend the celeb
rat ion at Springerville on July 21
and 22.
The Secretary read a communication
from the Winslow Daily Mail protesting
the reduction in their bill for printing
the budget. It was regularly moved
by Commissioner Hart, sec 0 n d e d by
Commissioner Barth and unanimously
carried, the Winslow Daily Mail be
paid at the rate adopted by the commission.
A communication was read from Mr.
M. C. Hankins, Chief Accountant, showing
the total cost for the audit done
by Duncan and Darrow as $16,956.58,
leaving an unexpended balance of $43.42
in the budget. Commissioner Mansfield
inquired how much had been recovered
as a result of the audit. Chairman
Addams stated it was not as much as
the cost . and suggested they be asked
for a report.
The Secretary read a communication
from the chairman to the state engineer
concerning the fire equipment in the
highway department's shops. The state
engineer stated he had instructed the
district engineer to improve the fire
fighting equipment.
The Secretary read a communication
from Dudley Webster, President of the
Associated Dairy Products company, concerning
the poor drainage on the state
highway at the intersection of Grand
avenue and Seventh avenue near Glendale.
It was recommended the State Engineer
check up on the complaint and
report back at the next meeting.
A communication was read from C. C.
Small, Deputy State Engineer, concerning
a request from W. G. Keiser requesting
a permit to build a telephone
line on the highway right of way froin
Wickenburg to the Colorado bridge near
Blythe. The Commission expressed themselves
as against the granting of · the
Attorney Salmon reported that he had
investigated the claim of the University
of Arizona Experimental Farm, Tucson,
for damages and found the Highway Department
had paid the University Experimental
Farm for an e as e men t
through their property. It was regularly ,
moved by Commissioner Hart, seconded
by Commissioner Trengove and carried,
that the claim of the University Experimental
Farm for relief of their tractors
crossing the highway from one section
of the farm to another be disallowed.
It was regularly moved by Commissioner
Hart, seconded by Commissioner
Barth and unanimously carried, the
Commission adjourn at 4:45 P. M. to
meet again in regular session at 10 :00
A. M., August 3.
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