text:
built with "Caterpillar" Tractors
"Caterpillar" Road Machinery
& EQUIPMENT ce.
Itt W. JBFJPBRSON PHOBNIX. AltIZ.
cMiles are traversed
in minutes when county
roads are concrete-paved
The distance between county towns and
their metropolitan trading center can only
be shortened by the building of broad,
smooth roads of portland cement concrete.
Over such roads free movement of motor
cars and trucks in all kinds of weather
is positively assured.
Union Bank Building
vf NtltiDn41 Organization to improflt! and extend the uses 0/ CfJ1tcrete
{offices in principal cities}
fOR PERMANENCE
Page One
Arizona Highways
January, 193 1
By W _ \17. Lane, State Engineer
By Mrs. Lalllar Cobb
By Gov. Geolge \17. P. Hllllt
By L. C. Bolles
By A. H. COlldron
By Frank C. Lockwood
PERISl Y LE OF TUCSO COUR T HOUSE ____________________________________________ 8
TOWERS OF SA XA VTER DEL BAC ___ _ __________________ . ___________ Cover
Pbotos all b) III BlI l'hlll(/1I Stlldio.
-='~''''''''~d:: ~!~9,~
ARIZONA TRACTOR & EQUIPMENT CO. ________________________________ COver
MANUFACTURING ST A TlONERS ________________________________________________. __ ___ 22
for best results
Laying Asphaltic Concrete with sp ecial 30-
fo o t Ord FiniAher on Golden Sta te HiKhway
. . .. Fa ncher Creek to Fowler Stvitch Cnnal.
1150 tons of pavement laid by each sundown ...
ready for traffic by sunrise! -
LAYING 144 tons of Asphaltic Concrete
an hour, laying it 30 feet wide in one section-
The P eninsula P aving Company sets another record for fast
Asphaltic Concret e construction on a State Highway project.
And Asphaltic Concrete sets records of its own. It is the
only pavement ready for traffic almost as soon as laid. Its un·
interrupted service on many of California's main, paved roads
-many of them more than 10 years old-shows it stands up
with LESS maintenance than any other hard·surface pavement.
Fresno County's own 122 miles cost but $2.71 per mile per
year to keep up-low maintenance that means high durability.
For speed of construction and durability far beyond other
pavements-investigate Asphaltic Concrete.
COPY1'ight 1..931 by ARIZONA HIGHWAYS, All Rights R esel'vcd
Arizona's Sharing In Emergency Federal
Highway Aid Hinges on Action by Legislature
By w. W. LANE, STATE ENGINEER.
WHEN the congress of the United
States convened for its present
short session, one of the first things
thct confronted it was the unemployment
in the nation. There were many
bills introduced, much di scussion in both
houses of congresls, and upon the 20th
of December, 1930, House Bill No.
14804 was enacted making immediate
appropriations to provide for emergency
construction work during the remainder
of the fiscal year ending June 30, 1931,
with a view to increasing employment.
This measure carried a total of $116,-
000,000, of which ~,mou n t 5>80.000,000
was appr opriated to be used on the Federal
Aid high way systems in connection
with the regular F ederal Aid appropriations;
83,000,000 to be used in con nection
with the so-called a ddie-Colton bill
upon roads lying wholly upon public domain
, Indian reservati nos, and othe ~'
reservations except forest reservat ions;
$3,000,000 for the forest highway system;
$3,000,000 for t he forest development
roads a nd $1,500,000 for park
roads, the balance for rivers , harbors
and other public work.
While some of the $3,000,000 for forest
development roads, approximately
$240,000 and p roba bly 400,000 of the
$1 ,500,000 for park! r oads will be spent
within the st ate, both of these f unds will
be administered by their r espective fed eral
agencies under which ju r isdiction
these domains f all. Of the $3,000,000 of
forest highway funds, approximat ely
$200,000 will be spent in Ar izona, a
par t of which will be expended in the
const r uction of the Oak Creek canyon
road in the canyon proper, the. remainder
will be distributed over several for·
e3t highway projects within the state.
The Oddie-Colton Bill .
The laddie-Colton bill was enacted by
the last congress and approved on June
24, 1930. This bill provides for federal
participation to the extent of actual surveys,
construction and maintenance by
the government, upon main roads
through unappropriated or unreserved
land, non-taxable Indian land, or other
federal reservztions other than the forest
reservation s. At the time this bill
was enacted, however, no appropriations
were made by congress for carrying out
the provisions of the act. The emergency
appropriation recently enacted provided
83,000,000 for this act.
The addie-Colton bill is a measure
that has been sponsored by the IVestern
Association of Stat~ Hig'hway Officials,
a branch of the A mer ican Association
of State Highway Officials, mad> up of
the eleven western or public lanel states.
It has been the endeavor of this western
branch of the Americ :n Association of
State Highway Officials to obtain the
passage of the bill in June, 1930, it was
without an appropriation, therefore
could not be operative unt'l Congress
h -,d made appropriations to carry out
its provisions.
The bill further provides that in the
allocation of any funds that may be
appropriated under this section, preference
shall be given those projects which
are ,a part of the Federal Aid system,
as the [same are now or may hereafter
be desigmted.
Under Regulation Number 16, by the
secretal'Y of agriculture, pertaining to
the operation of this bill and the appropriation
recently made in the emergency
.appropriation in congress, we find
Section 1 of this regulation reading as
f ollows:
" The t erm 'main road' 28 used in the
Act of J une 24, 1930, shall be construed
to include sections of t he F eder al Aid
highway syst em, cont inuat ions thereof,
and necessary connections between
r outes thereon."
,Section 2. "Pr ojects for construction
with the emel"gency appropriat ion of
$3,000,000 under the Act of December
20, 1930, Ishall be selected and r ecommended
jointly by the district engineer
of the Bureau of P ublic Roads .and the
State Highway Department."
From t hese r egulati ons it is clearly
evident bhat the road must either be upon
the Federal Aid highway syst em or
a continuation thereof, or a necessary
connection between such Federal Aid
routes. Furthermore, that the de,s ignation
of the routes upon which this money
may be expended shall be made
jointly by the distrcit engineer of the
Bureau of Public Roads a nd the State
Hi!!,hway Department. The Bill f urther
provides that the construction of the
projects under this act may either be
done directly by the government or by
the state as may be agTeed between the
fed ci'al government and the 'state. Quoting
from Section 3 of the regulations of
the secretary:
"Construction of proj ects hereunder
may be undertaken either by the state
or by the federal government as may be
provided by project ~g reement as entered
into by the state highway depar t ment
and the secretary of agriculture."
Of the Emergency Appropriation of
S3,000,000, Arizona's apporti onment is
8418,438. The work to be done with t his
emergency appropriation mlJlst be under
contract for construction by June 30' of
Emergency Advance Fund
The $80,000,000 as appropriated in
the recest congressional emergency act
for Federal Aid Highway work is k nown
as the "Emergency Advance F und." This
is properly named as the fu nds used by
the state from t his appropriation must
be reimbursed to the government over
a period of f ive years, f r om appropriat
ions made by Congr ess for F ederal Aid
beginning with t he f iscal year of 1933.
This money is to be used by the state in
lieu of state money in matching other
Federal Aid f unds now avaliable to the
,st at e. Any proj ect upon which this fund
may be used must be completed in August
of 1931 to receive the full amount of
the allotment of the emergency appropriation
contracted to the job. As no work
will be paid for out of this fund that is
done subsequent to the first ofl September
of 1931. Projects upon which this
Emer gency Fund may be used must bE!
initi~ted by the state and ,handled in
the same manner as other Federal Aid
projects. It is subject to the regulations
Page Four
pertaining to other Federal Aid projects.
In the use of this fund in lieu of
state funds it is required that the maximum
percentage of the other Federal
Aid funds must be applied to the project
and the remaining amount of the cost
of the construction may be made up
from the emergency fund in lieu of state
funds. This emergency fund cannot be
used upon any job except a regular F eder.
a:! . Aid Project upon the 7% Federal
Aid highway system.
Other Funds Available
Upon the fimt of January there was
approximately $980,000 not contracted
in Federal Aid funds made available by
appropriation for the fiscal year 1930-
31 la:nd preceding years. In addition the
appropriation for the fiscal year of
1931-32, in the amount of $1,768,023 has
been made available by the secretary of
agriculture for contract, and work may
be undertaken if financed by the state,
but no p a~ment may be made by the
government to the state from this fund
for such work until July 1, 1931. Under
the normal operation' of the department
and as provided for in our present fiscal
year's budget, the $980,000 of this
fiscal year and previous fiscal year's
fund would be used in the projects with·
in this Ibudget, and in addition the projectlS
in this budget would have initiated
and startoed construction on approximately
$480,000 of the 1932 funds.
Normally the remainder or uncontracted
projects of this present budget
would be contracted over the remainder
of this fiscal year, and quite a large per
cent of the expenditure for the same
would. be carried well into thej next fiscal
year. At the time of making up the
next budget the remainder of the $1,-
768,023 of the 1932 fiscal year f'Und
would be , entirely covered in that budget
and the performance spread over the
next fiscal year. The emergency appropriation
by congress, together with
the necessary legislation by the state
legislature, which would make possible
the state of Arizona availing itself , of
these federal emergency funds and the
resultant stimulation of its road program,
will necessitate getting the projects
of this fiscal year's budget under
construction much more rapidly than
normally under the regular budget procedure.
In addition it means adding
three million doll am more construction
work within this year, than the present
budget contemp~a<tes . Getting these projects
under way, both the old budget
projects and the new projects, or a total
of six million dollars of highway work
m'USt be placed under construction within
th(! next fiv~ months. Therefore, this
department must do the work in from
four to five months that normally would
be done in fifteen months. As the program
that must be initiated within this
time is equivalent to a fifteen months'
normal construction budget program of
the Highway Department, based upon
the past two years, and during which
time the department has carried on its
largest construction program, this will
entail upon the department the completion
of surveys, plans, estimates, specifications,
material tests, obtaining rightof-
way, making all provisions for contract,
calling for bids, awarding the contract,
and organizing the necessary engineering
field forces to carry out the
construction work. As all Federal Aid
projects in which the government participates
must receive approval from the
Bureau of Public Roads before the bureau
will permit construction to start,
and before the approval by them, they
must check the plans, estimates, specifications
and materials, which 'require
considerable time upon their p art; therefore
we must prepare these plans, estimates,
specifications end material tests
sufficiently soon so the bureau may
have the time for their check and approval
and the actual construction must
be completed by September 1st, 1931.
As the chceking of the plans, specifications:
and estimates by the Bureau of
Public 'Roads is extremely thorough and
regulations are changing the standards
emanating from Washington continually,
and they are requiring the most
minor changes to be made pertaining to
the plans, specifications and estimates
prior to the approval, means a considerable
uJrnount of detail in that factor
alone, requiring a considerable time. As
the time required for this detail is not
within the control of the department we
must have, and expect to obtain, the
closest cooperation between the Bureau
of Public Roads and this department.
Fedm'al Aid Requi1'ements
It is apropos at this time to say al few
words in regard to the requirements and
the method of cooperation of Federal
Aid in participating projects. One reading
the Federal Aid laws and the emergency
appropriation particularly, in
which it states. tha,t the $80,000,000 appropriation
which nets to the state of
Arizona $1,107,481 to be 'Used in lieu of
state funds in the matching of other
Federal Aid funds, would normally
think that it would not require state
money to carryon these Federal Aid projects.
As a matter of fact no money is
advanced to the state in any Federal
Aid work. The government pays to the
state the pro rata of Federal Aid of the
construction cost only, upon the performance
of the work, and after the
work has been, done, and the money paid
out by the state. W~en the state wishes
to enter into a Federal Aid project it
presents what is called plans, specifications
and estimates to the government
in complete detail setting forth
the p~oject and all details of its construction.
After this has been thoroughly
checked in the local offices and has
been approved for construction we arc
then permitted to call for bids, and upon
their receipt award the contract. After
the contract is awarded and the contractor's
unit bid prices have been established
by his contract, then the estimate
to the Government is made up
based upon the contract prices and sent
in, which then becomes a part of the
original plans, specifications and estimate
submitted, and goes into Washington
fo~ the purpose of entering into the
contrrct, or what is termed "Project
Agreement," betw'c:en the government
and the state for the performance of
this work. After the job is thoroughly
checked in Washington and approved,
then the project agreement is drawn up.
It is then sent to the state for their execution.
Upon the execution of the state
it is returned to Washington, there it is
executed upon the part of the government.
After this is done we are forwarded
what they call an approved estimate,
upon which we may voucher
them for work which has been done during
the interval that the project agreement
has been going through its
course, and mQnthly there:a,fter until
the completion of the project. It normally
requires three to five months to enter
into a project agreement after the
award of the contract. Therefore, it
is frequently the case that the state
will Ihave from fifty per cent up to one
hundred per cent of< the total construction
cost paid out before the project
agreement is executed and the first payment
made into the state treasury.
Therefore, it is evident that the state
mUist have state funds upon which to op-~
erate during this interV':ol1, and from
which they must make payment to the
contractor and others in connection with
the construction as the work progresses,
to be repaid by the government at
a later date.
Analysis of Fede1'al Aid Funds
Upon receiving a copy' of the act appl'Opriating
the emergency fund, together
with the regulatioIl5 of the Secreta,ry
of Agriculture, it became necessary for
this department to analyze the status
and the operation of the federal 'aid pro-
(Continued on page twenty-one)
JANUARY, 1931 ARIZONA HIGHWAYS Page Five
By MRS. LAMAR COBB
Editor's Notes--We aTe indebted to THE HOUR GLASS for the accolnlJanyin,Cf
cuts of Roman TOad construction and "hodomotm'," fm'nished th1'ough- the cou?'tesy of
The Uvalde Rock Asphalt Co. oj San Antonio, T exas. ,
I T has come to be said that l'oads are the physical symbol
by which to measure the progress of any age or
people. Byrne, in "Highway Construction" says, "If the community
is stagnant the condition of the roads will indicate the
f zct; if they have no roads they are savages."
Of the early history of road building, as: of other works
done in the early
It is to the Carthegenians, however, that credit must be
given for the earliset systematic and scientific efforts at road
building, for as '3arly as the fifth century B. C. they had developed
a system of communication and military power that
enabled them to maintain their integrity against Greece and
the Roman Empire for four hundred years. The Romans
life of the human
race, little is known.
But while no authentic
records exist
it is known that the
imporbnce of good
roads was recognized
in an c i e n t
times. We are told
by Herodotus, the
Greek "Father of
History," of a roadw
a ty of nY.tssive
stone blocks ten feet
deep, built by King
Khufu about "4000
B. C., over which
were conveyed the
heavy materials for
the construction of
the great Egyptian
pyramid that bears
his name. Possibly
the largest paving
contract ever let,
occupying 100,000
men for about ten
years. But history
does not record the
construction cost of
this project and certainly
we know that
no fifty per cent of
the cost went to labor
,in those dark
Weare also told
of a broad roadway
connecting the ancient
city of Memphis
with the pyramids
and lined on
both sides with tem-pIe
s, mausoleums,
WAY THEY MEASURED MILES TO RO:vJE
The "hodomoter," with which both Greeks andRomans
11leasured distances on their highways is not
unlike our model'n speedomoter, in principle, at least,
if not in appearance. Every time a m nble dl'opped
into the container the Roman in charge of the
"hodomoter' knew he had traveled one Roman mile,
or about .9 of our mile. At the end of the day the
number of marbles in the cup gave him the number
of miles traveled that day.
learned the art of
road building from
the Garthegenians,
and so fully did
they appreciate the
military advantages
of improved highways
that they soon
became the greatest
road builders of history.
The first Roman
road of whlich we
have historical evidence
was built in
312 B.C. from Rome
to Capua, a distance
of 142 Italian miles.
This road was begun
by A p p ius
Claudius, the Censor,
and was named
after him-the Appian
Way, or Queen
of Roads. About
220 B. C. the Flamian
Way was built.
It crossed the river
N a r on a stone
bridge which had a
central span of 150
feet with a rise of
100 feet.
Under A'Ugustus
and Julius Caesar
and succeeding emperor.
s Rome was
made the center of
a wonderful system
of paved roadways,
stretching out to all
parts of its great
e m p ire. These
reached through Italy,
Gaul and Spain.
porticos, monuments, etc. Later historians tell us of the pavements
of Babylon as early as 2000 B. C., of many paved roadways
diverging from that city and of a highway connecting
Babylon and Memphis and passing through the great commercial
cities of Nineveh, Palmyra, Damascus, Tyre and Antioch.
Thl'ough Germany, Hungary, Macedonia, through the islands
of Sicily, Comica, Sardinia, England, and to Africa and Asia
Minor and the East. In all a system of 372 roads, which, 2£cording
to Antonius, amounts to a total length of 52,964 Roman
miles. The Appian Way is said to have been in good repair
800 years after it W I's built. On a carefully prepared
Pag-e Six ARIZONA HIGHWAYS JANUARY, 1931
~" •••••• ~.AA ••• ~~~A.A.t ••••••••••••••••••••• ,
••4 ••' :; Prosperity, Progress Lies Ahead ~:
. ; By GOVERNOR GEORGE W. P. Hu T :. « • . ; THE days of I kindly greetings and good resolutions are with us :.
<; again and we are preparing for a new year. A new year, I trust, :.
• ; which will prove to the pec ple 10f Arizona that their faith and con- :.
<; fidence have not been misplaced in those who are at the wheel of the :.
. ; Ship c£ State, and those who have served in lesser capacities and :.
. ; who have demonstrated their loyalty to the best interests of the :.
. ; people. :.
<; M ANY storms have been encountered, through which our staunch :.
. ; vessel has emerged uninjured and equipped with a stronger :.
.; bulwark of experience and fai th in the principles which have kept :.
. ; her afloat . :. .«....: L ET us sai l on to Prcsperity and Progress, the great ports to which •~.
.~ our eyes are turned, with renewed confidence in our aims and ~.
. : aspirations and in those whom we have se lected tJ guide us to those :.
.; dest inations. :.
«« ••
~VVV.VVVVVVVVV •• VVyV~~ VVV. VVVVVVVVVVVV.VVVV~
earth subgr ade wa'S placed foul' successive
courses 01' layers; the statumen or
foundation course, the rudus or second
course, the nucleus 01' third course, and
t he pavimentum or wearing surface.
The top and bottom courses consisted in
general of 1 ~ rge, flat stones, while the
two intervening courses were built of
smaller stone or other suitable material
laid in lime mortar.
It is !Said that for a distance of fifty
miles from Rome many of these roads
were decorated with temples and other
superb edifices. Lodging houses for . the
accommodation of couriers and m: nsions
for ·soldiers were erected at regular intervals
at the public expense. The width
·of these military! roads was from 15 to
40 Roman feet, the middle portion b'eing
for the infantry, and the margins for
horses and carriages. Many miles of
these ro: ds ostill remain as great monuments
to the energy and skill of the
At the Temple of Saturn in Rome the
Emperor Augustus set up a golden milestone
on which was inscribed the distance
froll'\ Rome to the various Roman
cities. Whence the ancient saying " All
roads lead to Rome."
Not far behind the Romans in the
art of road building were the ancient
Incas of Peru, who built some thous: nds
of miles of good roads in the face of
great difficulti es. In his "History of
Peru" Prescott says of the mountain
road from Quito to Cuzco: "It wa .• conducted
over sierras covered with snow,
galleries were cut throu gh t he li vi ng
r ock, r ivers were crossed by means of
bridge3 svrong suspended in the air,
pr ecipices were scaled by stairways
hewn out of the native bed, and ravines
of hideous depth were fi lled up with solid
m:sonry." Most of this roadway was
built at an elevation of 12,000 feet above
the sea. It was more than 1500 miles
long and 20 feet wide paved with stone
10 feet square and had running stre2rns
and rows of Ishade trees f lanking it in
many places.
Many a road in England today once
echoed with Caesar's iron legion when
they brought the Latin tongue to the
island. That Winchester was at one time
chief city of all England is shown by
the remains of six Roman roads that
r adiate to the rim Of England. Rural
roads are built usu : Jly for neighborly
use and care not if their crookedness
confuse and prolong the traffic between
cities. But these Roman roads are
st raight as a yardstick. It was a nation
that the Romans built znd their roads
reflect their purpose. In the old Roman
town of Chester, England, there is a
piece of the Rudus course of road, which
resembles in a measure the concrete of
today. Its color is fairly white, the
stones crushed and of varying sizes and
the hardness and texture that of the
present day portland cement concrete.
After the decline of the Rom ~ n Empire
the roads fell into disuse and during
the succeeding dark ages they were
used more as aids to plunder and violence
than for purposes of legitimate intercourse.
Later they became practicable
for pack horses and rude vehicles,
but no effort was made to restore them
until the middle of the eighteenth century,
when a revivaJ of road building
arose simultaneously in England and
Fr'ance. The highways of England at
that time were wrenched beyond description
and an effort was made to improve
thi!:J condition by the establishment of· a
system of turnpikes.
The toll or turnpike road, although
supposed t'O be of Babylonian origin,
was not definitely adopted as a means
of raising revenue for maintenance and
repair until the year 1346, when Edward
III of England granted a commis sion to
collect tolls on vehic1espassing ,on the
road from St. Giles Hospital to the Old
Temple, London. The ezorly part of the
nineteenth century found this method of
(Continued on page twenty)
JANUARY. 1931 ARIZONA HIGHWAYS Page Seven
White Mountains Should Be State Park
A RIZONA has no state parks, and
now the opportunity arises to create
one. The occasion arises with the
development of our highway system and
the gradual growth of our population.
The new highway through the heart
of the White Mountains now added to
our national highway system :lnd recently
routed as U. S. 60 is to pass directly
through some of the most delightful
scenery in the country. Any
one knows that the White ,Mountain forest
is the greatest uncut stand of timber
in the United States, but very many
people do not r ealize how lovely a place
this forest is.
The route of the new U. S. 60 is now
being surveyed and cOjllstruction will
begin in a couple of months. It will be a
magnificent road, and probably a finer
piece of engineering than t his state has
yet attempted. Every mile of it will be
through scenic glory that we of Arizona
are perJJaps too familiar with to appreciate.
Leaving Globe it will pass for
some miles through t he foothills with
their live oak and man",:mita and a
scor e of other species of rugged evergreen,
lovely all the year around. The
Salt '¥ill be crossed by a wonderful
piece of engineering, and a new dam and
lake is planned above here on the r iver.
Across the Salt on the long climb the
pines will soon be entered, and for fifty
miles the highway will be in the pines.
P a,rt will JJave considerable oak a lso,
and the canYons are l~ke l y to haV'e
spruce and the higher slopes the aspens.
The real , beauties of the spruce and aspen
belong to the higher altitudes a few
miles from the route of the road, kept
fairly low to avoid snow troubles, but
easy of access. Between the :liltitudes of
six and seven thousand feet, roughly,
lies during the summer the most marvelous
belt of wild flowers it has ever
been my good fortune to see.
We of Arizona do not realize the wonders
and glories of this state, as I say.
I have just driven from Springerville
to Phoenix (in December). In Phoenix
it is like Indian summer, but when I
passed through the White Mountains the
snow was swirling against the dark
banks of evergreens and the plows had
piled it shoulder high on both sides of
the road. Here, separated by a few
miles, a few hours, is a contrast rivalling
equatorial Africa. In my estimation
anyone who has spent a winter in lower
Arizona and a summer in the White
By L. C. BOLLES.
Mountains would not abandon this state
for any spoli on earth as a home, after
a g'Ood road connects the lowland and
the plate ~ u.
The only thing lacking to make the
irrigated oases of our state the most des
iraJble places on earth to live in is this
marvellous cool summer playground.
What I wish to suggest is that a definite
place should be provided for the
use of the people adjoining the new
highway or connected with it. It happens
that our Great White Father in
Washington long ago set aside for the
use of the Indians about half of the
scenery traversed by our new r oad, the
rest being mostly in National F orest
Reserve. As a matter of fact, we were
making a fine trade with the aborigine .
2<S most of it is purely scenery, capable
of no a'gricultural use and not even furnishing
grazing. As scenery and as a
summer playground it is worth nothing
to the Apaches, but an asset of inestimable
value to Arizona and ,the whole
United States.
Certainl y a few squz,re miles, selected
where timber is rank and grass is
sparse, should be made into a State
Park. Natural water should be developed
and augmented, sanitary' engineering
attended to 2.nd a place made where
the whole state could camp if they wished.
Probably two park,s would be desirable,
one along the hilghway in the
flower belt, and one on the upper river
in the high mountains.
Far be it from me to deny our duty
and obligation to the Indians. They
should ,be given arable irrigated acres in
pbce of the magnificent scenery from
which they garner nothing today. The
world moves ahead, and eventually the
Indian must become independent and
self supporting. We are of course just
beginning to realize that enough of our
acres can be irrigated to osupport three
or four times the population of today, as
we are f,!!so realizing t hat this magnificent
region of the foothills and mountains,
once scorned as irreclaimable wilderness,
will eventually be prized by this
country on account of its scenery and
climate as more delightful than any
place in Europe, at least.
To establish and 2.dvertise these parks
will be another step ahead for Arizona.
At any l'a.te, it cannot be denied that
Prohibition is as great a success as the
Ten Commandments.
How Much Does It Cost the
Car Owner to Build
Good Roads?
The correct answer is that it does not
cost; it s aves .
The average car gives 13 miles on a
gallon of gasoline. On that basis with a
two cent 'gas tax, you pay 15 cents every
time you drive a hundred miles. The
more mileage your car gives to a gallon,
the less it costs you.
Take your yearly mileage and divide
it by the number of miles your car will
give on a gallon, multiply it by two and
you can soon tell how much you are paying
oa year. All you have to do then is
remember one time during the year
when gravel saved you from being stuck
in the mud and you will begin to realize
t he enormous profits good roads are
If you drive on good roads you save
an average of 2% cents a mile or a total
of $2.EO for a hundred miles. You have
paid 15 cents to help build the road and
you have made a net profit of $2.35. It
is a case of the more you spend the more
you save.
Build twice as many roads and save
twice as much on your driving.
A pair of ,chains costs you more than
your yearly gas tax and many a tow-in
has cost t en times as much.-Nebraska
Alaskan Trip Soon
Construction of less t han 1,000 miles
of new highway is all that is needed
for California motorists to be able to
tour all the way up the Pacifie Coast to
Fairbanks, Alaska, it was revealed during
11. recent visit of Major Malcolm Elliott
of the engineering corps of the U.
S. Army, who is president of the Alaskan
Road Commission. This uncompleted
highway is divided approximately
225 miles from Fairbanks to the Canadian
border west of Dawson, some 300
miles through Yukon territory, and 450
miles in British Columbia from the
northern border down to Hazelton.
While in California, Major Elliott
conferred with officials of the Automobile
Club .of Southern California, and
stated that by the time Canada completed
the road through Yukon territory, it
would be met oat the Alaskan border
with a road into Fairbanks, which is in
the central part of Alaska.
Page Eight ARIZONA HIGHWAYS JANUARY, 1931
Peristgle Of Tucson"s New Court House
JANUARY, 1931 A RTZON A HIGHWAYS Page Nine
Tucson-Romance Land of Southern Arizona
BOIRDERING the modern highways
that bind the communities of
S o u~hern Arizona together are scores of
h istoric relics which bring thousands of
tou~sts this way every year. Ancient
quaint Indian villages, crumbling old
f9rts . underground caverns, and weather
worn remains of the great houses of
p~eh i storic 'peoples are here~: nl y short
distancE's from cities that only now are
reaching their first bustlisg, modern,
vigorous youth.
In Arizona the ancient f nd Hie modern
are to be found side by side. The countr:\,
'Yas old when the Declaration of Independence
was wrttten, yet it is a newfound
land for thous'ands. It is the land
through 'which Coronado made his expedition
to find the " Seven Cities of Cibola"
in 1540. It is the land in which
Father Kino, premier missionary. established
his chain of missions, many of
which still stand. The faags of Spain,
Mexico and the United States have flown
over Ari ~o na. It was one of the last
st~nds of th.e beligerent Indian, and r emains
one of the few places where vast
stre,tches of the Old West r emain.
Tucson,center of the romance land of
.southern Arizona, was g ranted a charter
by the King·of Sps in in 1552. It was
t he. only .walled city on the continent,
having been completely surrounded by a
high 'adobe wall as a protection against
the s'avage Apache. For years it was the
hea:dquarters for Spanish troops safeguarding
the interests of the King of
Spain. Under the Mexic: n flag, ,it was
a valued outpost in the northern part of
Sonora. It' 'b'ecame a part of the United
States through the Gadsden Purchase in
S!()Uthern Arizona is an old country,
but only lately has it really begun to
livll . . For many years it was but a stopping
pl2ce on the way to California,
noted only for mines, cattle and wide expanses
of nothing at all. Now it has
come into its own, the climate r ecognized
as unexcelled in the country, stored water
bringing out the fertility of those
wide' expanses and many other advantages
becoming known. This is the chief
reason why Tucson has doubled her population
in the last eight years [ nd will
double it again in another eight.
But in spite of Arizona's rapidly
growing importance in our own day and
age, its mysterious and dark past still
remains its g r eatest attraction, to residents
as well ~ s to tourists. Its hi stori
By A. H. CONDRON.
cal remains are still its greatest magnets,
fascinating gems set in the gorgeous
natural scenery of Arizona,-the
low and fertile valleys, the towering
mountains, beautiful by the ever-changing
glow of t he skies, by sunsets that.
lure artists from a ll over the world.
The Mission of San X: vier del Bac,
called the Father of Missions, is one of
the most perfect specimens of mission
architecture built under Spanish rule.
It stands on the slopes of the Santa
Cruz, river, ni ne miles south of Tucson,
along the road to Nogales. It is the
n orthermost mission in the chain built
by Father Kino, and was founded in
1692. About ,the protecting towers of
these missions, small villages nestled.
The Spani sh ' padres who establi shed
them f ,ced danger, privation and often
death, but their zeal drove th em on and
on as they estabtl ished these outposts cf
The mission of San Xavier was conducted
continuously by resident Jesuib
until 1751 , then for a few years was administered
as a visita from TUb'ca. In
1767, f ollowing the Spanish expulsion of
the Jesuits, it was turned over to the
Order of missionaries, the Franciscans .
This order continued the work until
1827, when Mexico expelled all religious
orders. It w :s later a dministered intermittently
from Magdalena, but was
practically ahandoncd. Following t he
Gad sden Purchase, it came into the
Catholic diocese of Santa Fe, but it was
1866 before missionaries were able to
resume their work.
One is impressed with t he bea~lty and
symmetry of the mission, which stands
on a slightly elevated position, S() that it
can be easily viewed from a ll parts of
the valley. There a re two towers on either
side of an ornate entrance, one of
which w~ s never completed. Back of
these is the dome over the main portion
of the church. In the restoratioT1l of the
build ing, the ornate gable was untouched.
·Here can be seen a few r emaining
traces of the origin al colored decoration.
Inside, there is a mass of color, once
brilliant in the extreme.
Tumacacori Mission, originally called
San Cayet ~ 'llo de Tumacacori, is located
49 miles south of Tucson and a little
more than 18 miles north of Nog': lles,
twin-city which straddles the in'ternational
line. The exact date of the constru
ction of this mission is lost in history.
The s ite was visited by Father
Kino in 1691,1692,1694,1697 and 1699.
In 1701, the village of Tumacacori was
put under the charge of a visiting priest.
Evidence of other settlements in th ~ t
vicinity are to be f ound, although they
have not been preserved as has been
T um~caco ri Mission.
It is built of sun-dried, adobe brick,
dian s, and has never been completely r estored.
Portions which were covered
with debris of the ages have been uncovered,
and t he destruction leaves it a
mOl'e sombre, picturesque ruin than San
It is built of sun-dried, r dobe brick,
laid in mud mortar. The walls are between
five and six feet thick at t he base.
In some places, where great height was
attained, the walls were nearly ten feet
th ick at the base. The church room is
17 f eet wide and 90 feet long, and has
tl-Jree well m rked sections, the vestibule,
the nave and the sanctuary. The baptistry
is located in the base of ,the tower,
where the walls are nine feet thick.
As is customary, there is a cemetery adjacent
to the church. Other bu ildings
which were bui lt about the chur ch were
of less durable construction and have
been demolished . The remains of the irrigation
can _ ~s used by the inhabitants
of the village are sti ll visible.
A numb'er of Papago Indi a ns still reside
about San Xavier Mission, the large
Papago Indian Reservation including
this tract as its northeast corner. Many
other Indian settlements ~ 're to be found
throughout Southern Arizona.
One of ,the most interesting of these
is the Yaqui Village, but 20 minutes
from the center of Tucson, where the annual
Yaqui Indian Dance, held the week
prior to Easter, attracts thousands of
tO llrists annually. Dressed in the native
costumes, they dance and chant to the
strains of music from their native instruments,
solemnly fo llowing the religious
rights which h : .ve been handed
<'own to them for ages by the older members
of t he tribe. Yaqui Indians for
miles around come to join in these dances.
But long before the mi ssions were establi
shed and Indians battled with the
pioneer white man for supremacy of the
west, Southern Arizona was occupied by
another race. The record of their habi tation
of the valleys r em : jns but a faint
one on the rocks and in their homes.
Casa Grande, meaning t he "Great
(Continued on page eighteen).
Page Ten ARIZONA HIGHWA:=Y==S:::===========JA=N::=U=A=:R=Y=,= 19=31
1. P . McBr ide. Chairman. Globe J.... F. McDonald. Monte Mamfield.
Vice-Chainna n. Bisbee Commis s ion er, Tucson
W. R. Waylan d. Samuel R. Trengove.
Com missioner, Phoen ix Commissioner. Pretlcott
M. C. Han k ins. Secretary, Phoenix
W. W. Lane. ................... . ......... ....... .... State Highway Engineer
C. C. Sm .. l1 W. R. Hutchin ••
Deputy State Engineer Office Engineer
1:. M. Whitworth . M. H. Hasler .
Vehlele Superintendent Equ ipment Enlrineer
ft. A. Hoffman. J . W. Powers.
Bridge Enlrineer Engineer of Materiak
11:. V. Mmer . J . S. Mill ••
Elllrineer of P lans E ngineer of Estimate.
H . C. Ha t cher. Statistical E ng ineer
W. C. J oyner R. L. Jones.
Purchasinlf Agent Chief Accountant
A. H. L ind. Su perin tendent Stores
Geor ge B. Shaffer.
District E n g ineer,
Dis t rict No. 1.
F . N. Grant.
Dis tri ct E ngin eer.
District No. 2.
R. C. P er kins.
Dis tri ct Eng in eer,
Dis trict No.3.
T. S. O·Connell.
Dist r ict Engineer,
Dis t r ict No. 4
P ercy J on es.
Ch ief Locating Eng ineer .
GE O. W. COMPARET. Editor
S" b$cription rate8, $1.00 per year. Single cow 10 cent.
Adver ti8ing rate8 furnis hed on request
Addr ess All Communications to Editor
A'UZONA HiGHWAY DEPARTMENT PHOENIX. AftlZONA
Arizona's State Highway Commission, in its
efforts to put the st at e's unemployed citizens to
work, has taken the initiative in correcting one of
the greatest drawbacks, by lodging a protest with
the President of the United St ates and the federal
department s, concerned with highway const ruction,
against the provisions of the Federal Highv..
ray Act which. permits contractors on federal aid
projects in Arizona to hire labor from without the
st ate of Arizona. The protest , in the form of a
resolut ion, sets forth the ,evils of the provisions
which provide that any discriminat ion among the
citizens of the United St ates shall be unlawful and
VI hich permits contractors to import labor into
Arizona , wants to put its own unemployed to
work and the State H ighway department is doing
~verything possiblei within its means to hasten
highway ~()nstn.lction in the st ate so as to make
this wor k available to Arizona CItIzens. The restrictions
of the Federal Highway act defeats
~heir efforts as it permits contractors to import labOl
into this field , where unemployment alreaay
exis ts. Furthermore, such practice is taken advantage
of by some contractors for the purpose of
redu€ing the wage scales thus, not only cheating
Arizona citizens of employment, but reducing the
living standards of the community.
T he intention of the federal government, we
believe, in urging ,the state and city governments
to speed up public works, was to put the unemployed
to work in their home: communities, keeping
them where thei r homes and interests lay, thus
preventing useless migration.
It is to be hoped the federal agencies will speedjly
remedy the defect that has been pointed out to
them by the Arizona Highway Commission and
that Arizona citizens1now unemployed can be put
to work on Arizona's highways.
Outdoor advertising has its honorable place in
the world of publicity. Its advertisements of photoplays,
cigarettes, gasoline and what have you are
nnly quest ioned when the excess of its efforts prejudices
the world against it, sometimes to the point
I/lhere its abolishment is demanded.
If this misfortune should come to outdoor advert
ising, it will have no one to blame but its pract
itioners. In proper places in the city there is nothing
object ionable in bill-boards. But when they
are erected on scenic highways, marring the view
of the traveler seeking rest for town-tired eyes, the
boards become a liability"not an asset, to those who
:1dvertise on them.
No motorist would buy a motor oil advertised
on a sign board erected so as to spoil the very view
he left home to enjoy.
Many straws show the wind blowing in the
general direction of elimination of countryside
bill-boards. The American Institution of Architects
has sent an appeal to all its chapters, urging
them to, do what they .can to curb wayside advertising.
Recent court decisions, notably one in Indiana,
have encouraged this movement by recognizing
the esthetic side of municipal development. The
Massachusetts Bill-board Law Defence Committee
i~ striving to get a ruling from the Supreme Court
0f the United States as to whether advertising
within the public view on private property can
legally be regulated.
A better way to curb the evil is by educational
(Continued on page 16) .
JANUARY. 1931 ARIZONA HIGHW A= Y=S,========= = ====P=: al<:::e,:::E=:I::::ev=e:::n
Its Place In The Life Of The State
" WHAT are t he chief aims a nd
functions of the state univers
ity ?" the reader may a sk. I s ha ll ~ ttempt
to answer t hi s question .
Fi rst, the fu nction of the University
of Ar izona is to transmit the essent ial
culture of the past to succeeding generations:
t he record of what men have
thoug ht during the past ages- t hrough
ph ilosophy; the story of t he deeds of
our great men a nd the record of human
struggle and zlChievement-th r ough history
; t he identfication, appreciation, and
interpretat ion of beauty in all its endu r ing
forms and t he creation of new fo rms
of bea u ty- through the study of, literature,
music, a nd the plastic arts ; a familiarity
with t he chief languages in
which have been preserved the intellectual
and spiritual achievements of t he
race ; a knowledge of society in the relationship
of man to man in t he development
of civi lization - as studied in
archa eology, sociology, economics, and
political s cience ; and a t horough study
of the neu tral world in whi ch we livehy
means of astronomy, biology, geology,
Second, it is the f unction of the Univer
sity . of Arizona to make all t hils
knowledge available and effective
through the instruction and inspiring
influence of wise a nd schola rly men
and women, sound in char :rcter and
wholesome in per sona lity. The University
believes that t he t ransmission of
knowledge should be ma de attractive as
well as effective and th at, therefore,
only teachers g ifted with the ability to
convey knowledge should be employed,
and it ,believes, furt her , that this Univer
sit y ought not to attempt to t each
s ubjects we 2.re not f ully prepared to
teach well, or to compete with other
highly developed univer sities in f ields
we are not yet equipped to enter .
Third, it is the function of the University
of Arizona to discover new
truth, through original thou gh t, r eSearch,
and experimentation and to carry
it s service to the public ever~h ere
and in every way possible. By the scientif
ic eradication of pests and destruct
ive plants and animd s, and by the disCOvery
and introduction of new products
and methods our state each year is
saved untold loss and is enriched by
many thousands of dollars. It is a fine
thing that the people of the state should
be t heir own benefactors through their
By F R ANI{ C. L O CKWOOD.
state university. Through the u niver sity
~rrl have access to the best. This is t rue
S e1'vices to the S tate
The College of Mines and Eng ineering
, through the Arizona Bu reau of
Mines, has p r epared and publi shed the
f irst complete topogra phic a nd geolog ic
maps of the St at e, the f irst general
t reatise on the geology of the entire
state, and many bullet ins of g r ea t n lue .
to people interested in t he development
of Ar izona',s mineral ind ustries. It also
developed the f irst successful electrical
met hod for t he location of sulphide ore
bodies, which method is the b ' s is of all
the inductive processes now so successfu
ll y used. In cooper a tion with the Unit ed
St ates Bureau of Mines it has helped
per fect several metallu rgica l processes
of great potential value to the stat e.
It has ser ved thousands of Ar izona m:ning
men by classifying rocks and minerals
for them and by giving' them rel iable
information on a wide variet y of
subj ect s. By its extension work it has
a ss ist ed a large number of prospectors
in the ir efforts to learn how to recognize
important ore minerals.
The Colleg e of Education meets the
needs of the state in the preparation,
training, and certif ication of t ea chers,
supervisors a nd admin:lstrati\-jc school
officers. Among the graduates of the
College of Education are one college
president, several college and normalschool
and element -.ry-school t eachers.
More a nd more, too, the member s of the
staff of t he College of Education are
called upon to render extra-mural service.
In assisting in t esting programs,
in helping .to solve problems of organiza
t ion, in .advice concerning the curriculum
a nd how to study, in recommending
tea chers to superin tendents and on other
occasions, and in many other diverse
ways, their services are constan t ly in
demand. Specific instances of such service
are a complete survey of t he Clarkdale
schools ; surveys at F lorence, Patagonia,
Ajo, Benson, and St. David.
During the last few years t he agricultural
curriculum has been entirely
r eorganized so as to equip i t s graduates
for r esearch in professional f ields as
well as to take leadership in the f ut ure
development of the State. By this
cha'l1ge il1 has been possible to offer for
the first time ma j or s in plant pathology,
genetias, entomology, and range ecology,
hig hly impor t an t field s in the advanf'ement
of Ar i7.ona agr iculture. The .students
have been quick t o r ecognize these
opport unities and a st r ong gr oup has
already t aken up the work. The work of
the exper iment station h~ s been materia
lly extended by the establishment of a
laboratory in Phoenix with a chemist, a
r ort iculturist and an irrigation engineer,
giving f ull t ime to the peculiar
r esearch problems of that valley. It is
hoped to increase this force in the nea l'
f uture by t he addition of a soil chemist
a nd a truck crop specialist. The exchange
of the old Yuma experiment stat
ion for a larger and much bet t er adapted
piece of landr located near the Yuma
Mesa ex per iment farm h ~.s given oppor tun
it.y to expand the l'e'search mork in
dates, pecans, and the other speciali zed
a g r iculutral interests of that section.
A policy of expansion an<\ impr ovement
of the livestock a nd li vestock fac ilities of
the university a nd experiment st ation
has b2en _ rdopted and a number of valuable
a nimals have been secured and
needed buildings and equipmen t are being
ad ded. Upon the invitation of the
uni ver s ity, the Forest Ser vice has establi
shed headquarter s in t he agr iculture
buil ding and has agreed to cooper . te in
the development of a broad and comprehensive
range management and r ange
ecology r esearch and t ea ching organization
. The University in coopeJ:ation with
the biological survey will continue the
study of wild life, especi ally the r elation
of pr edatory a nimals, rodents and mammals
to the range problems. The animal
husbandry and dairy husbandr y depar tments
will cooperate in the st udy of the
food habits of g razing animals and their
r elation to stock poisoning and t he general
pr oblem of overgrazing.
Answers Community Calls
It may be of interest to Jist a few
services, little and big, that the univers'ity
il'Om time to time offel1S to t he
public. No fu ll list could be drawn up,
and the nature of the service changes
from year to year in accordance with
new demands and new developments. We
have told what direction San F rancisco
is from Greenwich,what the best t extbook
on logic is, what encyclopaedia is
best adapted to Arizona homes, and
have prepared and sent out r eading lists
on Arizona history, American literat ure,
etc., to guide remote readers in t heir
work. .()ur state mus eum, with its rich
Page FO'Ilrteen
and insb'uctive collection, has ·~dded to
the pleasure and knowledge of thousands.
Our College of Music has stimulated
and elevated the ideals of music in
the state, and has contributed to the inspiration
and enjoyment of thousands of
citizens each year through the rendition
of H mdel's Messia.h. Our University
Library has answered calls from every
community and frequently sends books
to be used in a particular community.
Our lecturers have answered request~
for addresses of every description in every
hamlet and town where their services
were requested. Our corre3pondence
courses have enabled mature people
to continue their university studies
at home or while engaged in professionfU
activities, and summer school instruction
has been provided for teachers and
other earnest students.
Through its extension service the university
knocks at every door, so ' that every
farm may become an experimental
station, every home a classroom. Child
welfare campaigns have been carried on
in b ,'.ckward communities. On? of our
demonstration agents saved trirty tho;Isand
dollars to a certain remote valley
by showing the people how to care for
and market its apple crop. The Department
of Agricultural Cihem'l-stliY was
able to report upon certam soils and w;3.tel'
conditons for a certain irrigation
project aided by capital from outside
the State, the result being that the investment
was made and the enterprise
became a going concern.
From the Colleges of Mines and Engineering,
Education, Law, Music, Agriculture,
Letters, Arts, [ Eld Sciences, and
the departments of PhYisical Education
we are sending out leaders, experts, and
cultivated citizens to carryon all the
important activities in the commonwealth.
Our teachers ,our lawyers, our
civil engineers and mining engineers,
our agriculturists, accountanw, newspa.per
men and business men) are touClhing
vitally every activity of the state.
History of Institution
The University of Arizona was conceived
in 1864 at the first session of the
territorial legilslature. At that time a
bill was passed establishing the University
of Arizona, although no town was
fixed· upon as the seat of the institution.
As was true of many of the western
states, our early legislators "had
college on the brain," and as a result we
are today enjoying the rich fruits of the
dreams and the labors of those f. 1',
sighted pioneers. When these legislators
voted to have a university in Arizona
sixty-six years ago, there was not a high
school, 'a court house, or a mile of rail-
road in the territory. There were not
at that time a hdf dozen young people
who knew what a university was, much
less had any thought of attending one.
But the idea ofl a university pensisted
and grew. During the fierce Indian
wars that scourged the territory from
1864, on into the '80's, the idea of a university
W : 'S kept alive. In 1881 seventytwo
secti·ons of land were set aside by
the government to aid in endowing the
university. The 13th Legislature met in
1885 and voted that the university be located
at Tucson. An appropriation of
$2E,000 was appropriated for building,.
and other necessary expenses for the b-oginning
of the university. The act of
the legislature by which the University
of Arizona w[ls created was "construed
to read that the governor of the territory
be ex-officio president of the 'board
of regents," and that he name six other
members to serve on the board. March
12, 1885, Governor F. A. Trittle, both
signed the Act by which the university
was organized and appointed the following
gentlemen to serve as regents:
W, B. Horton, J. S. Mansfield, J. R.
Farrell, J. W. Anderson, C. P. Head and
A. Fn.,nk.
There was little interest in the university
on the part of the people. The
regents appointed at that time did not
even qualify. For a long time the residents
of Tucson ignored the gift that
had come to them. It was not until near
the close of 1886, when the sum of $25,-
000 that the legislature had voted for
building and equipment was about to
lapse, th:,t any action was taken. In order
that this $25,000 might become available
it was necessary that forty acres
of land in or near Tucson be conveyed
to the territory as a university site.
Governor C. Meyer Zulick, who had been
appointed Ilate in 1885, named a new
bo:rd of regents, and on November 27,
1886, they met in Tucson and organized,
electing Dr. John C. Handy Chancellor.
The members of this new board were:
J. S. Mansfeld, R. L. Long, C. M.
Strauss, W. B. Horton, James A. Bayard,
M. G. Samaniego, and J. S. Wood.
Ga.mblet,s Tendet· Site
The board took a recess of an hour to
look at a tr, lct of forty acres that had
been tendered for the use of the university
by three famous Tucson gamblern,
Messrs. B. C, Parker, E. B. Gifford, and
W. S, Read-men of standing and substance
in the Old Pueblo. The property
was accepted, "sweetness and light"
was ushered in, upon these forty acres
the university wts planted, and there it
has flourished to this day. During the
year 1887, the territorial fund of $25,-
000 was handed over to the regents.
Work was begun on a building known at
that time as the School of Mines but
now called the Old Main building. In
1888, this structure was 'still unfinished
and the funds were almost exhausted.
An appe!:?l was made to the legis~
lature of 1889 for additional funds to
complete the building but the effort was
in vain. July 1, 1889, the board voted
to establish a College of Agriculture and
an experiment 'station in the hope that
it might in this way avail itself of a due
share of '2n annual appropriation voted
by Act of Congress for the establishing
of agricultural experiment stations in
the several states and territories. At
the same time S. M. Franklin was elected
pl'Ofessor of agriculture and superintendent
of experiment stations. This attempt
was a success. In 1890, the university
received $15,000 from the fedelI,
I government and from that time to
this has continued to receive ever increasing
appropriations from Washington.
Univel'sity Opened in 1891
The university evolved slowly as an
actual institution of learning. June 7,
1890, action was taken to complete for
the ulSe of the agricultural experiment
station a portion of the building that
h ~.d been started so long before. October
1,' 1890, F. A. Gulley was elected
professor of agriculture and director of
the experiment station. In March, 1891,
a chemist and an assistant were added
to the staff. April 6, 1891, a faculty
WlllS organized and more professors were
elected; and June 15, 1891, Theodore B.
Comstock w: s made professor of mining
and metallurgy and director of the
School of Mines.
In October, 1891, the university was
first opened for the instruction of students.
Up to May 15, 1893, there was
no Isingle presiding officer; the work of
the )university being 'condudted by a
council made up of Dean Gulley, of the
College of Agriculture, Dean Comstock
of the College of Mines, and the principal
of the preparatory school. But at
this time, Dean Comstock became chairm:
m of the faculty, in full control of
academic matters . . June 5, 1893, Comstock
was made president of the faculty
instead of chairman; and May 29 1894 .
he was made president of the uni;ersity:
Degrees were recommended by the faculty
for the first time on May 8, 189'5,
and on that date the regents voted th,: rt
the degree of bachelor of science be conferred
upon . the following graduates:
Charles O. Rouse, Mercedes A. Shibbell,
and Mary F. Walker.
August 20, 1895, President Comstock
offered hils resignation and it was accepted.
On the same day the regents
created the chair of civics to which w~s
attached the presidency of the university
without compensation; and Ho·ward
Billman, A. M., president of the board
of regents, was elected to fill the' chair
of civics. In 1897, Mr. Billman resigned
and M. M. Parker was elected to the
presidency; he continued to serve until
1901, September 5, at which date Professor
Frank Yale Adams was elected
acting-president. On May 3, 1902, Professor
Adams presented his resignation
to take effect June 30; and June 26,
1903, Professor Howard J. Hall was
elected acting-president. August 5, 1903,
Dr. Kendric C. Babcock was elected
president. He served . until December; 31,
1910. December 20, 1910, Professor A.
E. Douglas was appointed acting-president
and discharged the duties of this
office until March 10, 1911, when Dr.
Arthur H. Wilde became head of the institution.
In 1914, President Wilde was
succeeded by Dr. R. B. von Kleinsmid,
who presided over the institution for
seven years. Dr. C. H. Marvin was elected
to the presidency on September 1,
1922, and his resignation was accepted
JI~.nuary 31, 1927. On the last-named
date, Dr. Byron Cummings was appointed
acting-president; and on September
12, 1927, was elected president for the
ensuing academic year. On September
12, also, Dr. Homer LeRoy Shantz was
elected to the presidency to assume office
at the expiration of Dr. Cummings'
At this time, 1931, the campus of the
University of Arizona is one of the most
unique and ~ttractive in America; it
contains more than twenty buildinglS,
many of them of ,great size and beauty;
nearly tWo thousand students throng
the grounds and buildings; and one hundred
fifty inl3tructors are devoting
themselves to teaching and research on
the campus. The, state hPls always been
generous in providng financial support
to the university, but the in.(!rease in
stUdents is constantly outstripping the
growth of the state in taxable property,
so the university is more and ,more, in
the admission of students, laying stress
on quality rather than numbers. Stan-d3.
rds of the colleges are constantly being
elevated and stiffened. In 1928 under
the sound and in!spiring leadership
of President Homer LeRoy .shantz the
University started out on a new era-an
era, We believe, that is to surpass any
previous one in harmony, wholesome development,
and far reaching service to
the State.
Danger in Automobile
Saturday, when four people were drivingin
a closed heated automobile from
Minneapolis to Duluth, they were affected
by monoxide gas.' Two were overcome,
though they were revived; the
other two were affected more mildly.
This is a reminder that the automobile
heater' which gets its heat from the exhaulst
is not always safe, especially in a
closed car. Frequently there are leaks
in the heating system that let the deadly
gas into the car, amd if the windows
are all closed, as they often are in cold
weather, serious consequences may follow.
It is very much wiser for those who
have such heaters to make it a rule to
have at least one window open for ventilation
and, if anybody notices .a; headaohe,
to have the heating system overhauled
for leaks.
A little fresh air, even if does cool off
th~ car a bit, is safer than running the
risk of the ,asphyxiatioin that has not
seldom ovrecome people driving a he:ated
closed car with the windows all shut.
More Cash for Parks
An incl'ease of $2,185,318 has been allowed
the National Park Service for the
fisoal year 1931 over the amount $7,-
813,817 allotted fol' the fiscal year ended
June 30, 1930.
According to the annual report of the
service, a total of $9,999,135 has been
appropriated for the parks and monuments
of the country for the fiscal year
1931, with additional authorizations for
road work up to $2,500,000. This extra
road work proviso was also contained in
the 1930 authorizations.
Cash donations for development and
improvement of the national parks for
the 1930 fiscal year amounted to $781,-
453. Revenues for the 1930 fiscal year
a,mounted to $1,015,740, says the report,
passing the million mark for the first
time in the history of the parks.
F are Exchange
A stout woman wedged into a crowded
street car was having difficulty in
getting into her tightly-,buttoned jacket
pocket to extract her fare.
"Madam," said a man next to her,
during her fruitless struggles, "let me
pay your fare."
She protested Ii2.ther indignantly.
"My only reason for wishing to do so,"
he lS·aid, "is that you've unbuttoned my
suspenders three times trying to get into
your pockets:"
No Women's Auto Clubs
Although nearly 25 per cent of th~
automobile drivers are women, there are
few, if any, strictly feminine automobile
clubs in the country. One reason
for this may be the fact that a woman's
club was organized in Ctalifornial 25
years ago, and the first by-law was, "No
gentleman or male chauffeur shall be
permiUted to accompany the club."
The first club run of the fair drivers
was made to San Jose. On thilS occ'asion
three of the machines broke down and
the women could do nothing with them.
The records show also that immediately
after the run, three of the members resigned.
In the last 27 years the automobile
has developed as much travel distance
in one hour as it formerly had in one
This is indicated in a comparison of
the first trip across the continent from
New York to Los Angeles, as compared
with the latest shattering of the record
by "Cannonball" Baker.
The first trip across the continent was
made by Tom F etch in 1903 and required
61 days. The last record trip was 3230
miles between the metropolis of the east
coast and that of the west coast and was
made in 60 hours and 51 minutes clippiny
the existing record almost seven
hours. An average speed of 52.92 miles
an hour was registered and an average
distance 0:£\ 1280 miles was made a day.
There have been many changes since
Tom Fetch's epoch-making trip. Many
of the country dirt roads of his day have
been changed to boulevards. Automobiles
have been improved to a high point
mechanically, so that the usual trouble
of early days is a thing of the past.
Within a few years the average touring
radius for a day has increased by a hundred
miles. Many motorists who used to
think 150 miles in a day was fine traveling,
now will average 300 miles and
have plenty of time to' sleep.
Driving for a period of six months '
without a single accident of any kind is
the rceord recently achieved by 62 per
cent of the cars in a statewide contest
for commercial vehicles in Massachusetts.
A total of 13,357 vehicles competed.
These cars experienced only 4.438 accidents
during 18,812,944 hours of operation.
Of these accidents, only 472 involved
personal injuries.
The number of individual cars which
operated for the entire contest without
an accident was 8,919 or 66 per cent.
Page Sixteen A RTZON A HIGHW A.:.:Y:::S============J=A:::N::::U:::A=:R=:y:::,=1:::9:=31
Secretary Hyde Apportions
Emergency Road Funds
Secretary Hyde, on December 23 apportioned
to the States 580,000,000 for
immediate use in Federal aid road construction,
as provided in the act approvC'd
December 20, providing for emerge:--
c'; cOl'struction to in ~reas~ employment.
Ar portionment was also made of
53 .000,COO for the building of roads on
public lands, to be admini, tered by
agreement, either by t:he States or by
t~e Bureau' of Public Roads.
ACO')l'ding to the provisions of the
emergency legislation, these funds are
to be u~ed by the States in p;ace of
State fu nds to match regular F ederalaid
funds previou sly authorized and apportioned.
On 1 o\:emb?r 30 the F ed2ra!aid
funds avai lable to the States for new
projects amounted to $155,383,877. Sinc2
each State had to its credit an amount
at least equal to the sum now made
a.va ilahle, it wi ll be possible to spend
8160,000,000 in road work without providing
any money from State sources.
The Federal Government is now prepared
to advance the full cost of project
s submitted under the emergency
iegi slation . . The sums advanced to the
States from the S80.000,000 appropriation
are to be reimbursed to the Federal
Government over a period of five
years, commencing with the fi scal year
] 933, by making ded uctions fr om the
regular apportionments of future Federal-
aid authorizations.
The amounts advanced will be limited
to the sums actually paid for work performed
under new contracts for the construction
of Federal-aid roads before
September 1, 1931. No part of the
emergency employment relief funds will
be available for projects in which convict
labor is used.
Should any State fail to claim any
part of its allotment, the President may
reapportion the unclaimed funds to
States capable of using them prior to
September 1.
The Bureau of Public Roads of the
Depa.rtment of Agriculture has advised
its field organization to be prepared to
exredite all emergency projects.
The apportionments fo llow:
State Sum Apportioned
Alabama.. .. .. ............ $ 1,698,645
Arizona ................ 1,170,481
Arkansas 1,388,157
California 3 108,233
Colorado.... 1,507,832
Connecticut... .. ............... 5120,491
Delaware........... .. ...... .. ........ 400',000
F10ridu ....................... 1,086,438
Georgia ...................... 2,077,996
Idaho . ... ...................... 1,008,0:35
Illi nois ....................................... 3,400,1l(j
Indiana ........................... 2,045,929
Iowa . ....................................... 2,116,369
Karlsas ................................. 2,192,3011
Kentucky.................................... 1,504,715
r ouisiana..... .............................. 1,147,927
M('3. ine.. 715,799
M\ 'ryland .. ................................. 678,752
Mamachusetts ............... 1,141,460
Michigan ........................... 2,521,382
Minnesota .. ............... 2,249,993
Mississippi...... ........................... 1,434,736
Missouri ......................... .... ....... 2,526,823
Montana .................................... 1,671,930
Nebraska .................................. 1,708,031
Nevada ...................................... 1,049,638
New Hampshire .................... ..
lew Jersey ............................. .
New Mexico .......................... .
New York. ................................ .
North 'Caroline ...................... ..
North Dakota ....................... ..
Ohio ......................................... ..
Oklahoma ................................. .
Oregon .................................... ..
Pennsylvania ................. .
Rhode Island, ......................... ..
South Carolina
South Dakota .
Texas .............................. ..
Utah .................. ... .... .
\'ermont ............ .
Virginia ................... .
Washington ......................... ..
West Virginia ................... ..
TotaL. .... .. ..... $80,000,000
A 1)1)0I't1'onm ent of 53,000,000 fo1' Road,;
on Public Lands
State Sum Apportioned
Arizona ................ .
California .. .. ... .. ........ .
Idaho .............................. ..
Montana .............. .
Nevada ................ .. .. ..
New Mexico , .......... ..
Oklahoma ...... ..
Oregon ...................................... .
South Dakota ................ ..
Utah .............................. ..
66,048 '
Washington ................................ 55,445
Wyoming ................ ................. .. 282,339
*Total .......................... $2,925,000
*$75,000 deducted for administering the
Scenery-Marring Bill-Boards
(Continued from page 10)
advertisers. The boards were ,down inside of a
pressure brought 'OTl the advertiser. One oil company
in England recently published a full page advertisement,
depicting a lovely bit of English
countryside over the caption "This Company Does
Not Advertise in Places Like This."
At least one summer cobny in the United
States has started an ideal program against scenery
defacing signs. Half a dozen bill boards were
erected on the short side road leading from the
:nain highway to ,this summer settlement. The residents
met and agreed thatl they would never p.urchase
any of the articles thus advertised on their
road, and sent a copy of the resolution to all the
There is too great a tendency to cry "There
ought to be a.law against it." Law against this particular
evil is not ,needed. ' All that is required is
to convince the advertisers that such publicity is
InJUrIOUS to their products, and it will promptly
Our front cover page this month is an unusual
picture of the Mission of San Xavier del Bac. The
clear detail in fore and backgrounds and the departure
from the conventional renders this photo
unique in studies of the Mission. All photos in this
issue are from the Al Buehman Studio in Tucson.
JANUARY, 1931 ARIZONA HIGHWAYS Page Seventeen
Easier Installation
Greater Efficiency
Longer Service
That's Why Wise
Buyers Select
Armco Perforated Pipe
Because of its light weight, Armco perforated corugated
pipe is easily transported and rapidly installed
with minimum costs for labor and freight.
A base of purest commercial iron, with a 2 oz. coating
of high-grade zinc galvaniz'ng, makes Armco Perforated
Pipe las+ing. Its 25-year s2rvice record-in
Nature's own laboratory undergro'lnd-sbnds alone
in the f teld of cO:'rugated pi:-:;e. This proved p?r£ormance
is your guarantee.
Long sections securely io:ned w:th strong and durable
. Armco iron band couplers result in cOYltinuity and
m3..X imum c'ra:nage efficiency. The intake of solids
l::eing minimized by the size of the perforations,
Armco perfora~ ed p'pe remains effcient for long P3-
dods without attention .
Write for Fr'ces and Fu'j PcrJculars.
W"estern Metal ·Manufacturing CO. Cali;ornia Corrugated Culvert CO .
Can' of Vic Huusholder, D:st. Sa l{'s Mgr.
1:330 E. Rrill St reet, Phoenix, Arizona
D:stributors of Page Hi-Way Guard, "The Life-Line of the Highways"
Page Eighteen
Quick Action Needed
Only 12 States require all automobile
drivers to pass tests before they are licensed,
and in 12 other States ·anyone,
however incompetent, may operate a car,
according to Dr. Julius Klein of the Department
of Commerce.
"In t he absence of a driver's license
law," he states, "any or all of these potential
killers and wreckers can be let
loose with the untmost freedom a~d impunity
upon the roads of the community.'
Statistics show that the accident rate,
in pl"Qportion to the number of automobiles
registered, has increased much
more rapidly in States where examinations
of drivers are not required than in
States where they are required.
Even if all the 48 States had strict
eX2/Jl1inations for drivers the accident
problem would not be solved. But it is
the conselllSus of much expert opinion
that nation-wide laws which will force
potential drivers to learn how to drive,
are the 'greatest single need. The fact
that last year 31,000 people were killed
by automobiles should cause a demand
for quick action in every State.
Measures Beinm Drawn to Assist States
in Speeding Up Road Work.
Washington, D. C.-State highway officials
are moving with all possible
speed toward opening the way for greatly
enlarged forces in highway construction,
not only as a means of providing
more employment for labor, but as an
economic factor in the permanent expansion
of the country's highway transportation
The plan of advancing Federal funds
to those states which are not in position
to meet their share of increased
Federal aid appropriation at this time,
will reach Congress 'soon after it convenes.
Already several members of
Congress are drawing up measures to
meet the situation, and owing to the urgency
as an unemployment relief measure,
little if any delay is expected in legislative
consideration, and especially so
since President HooveI"l's Emergency
Committee for Unemployment is squarely
,behind officials in their plans for an
expanded Federal and state road building
"At no time in our country's history,"
says H. H. Blood of Utah, President of
the American Association of State Highway
Officials, "have we had such an
opportunity to spend public money so
wisely .and so well. More roads are needed
for one thing, and unemployed men
need work. The· basic principles of the
Federal highway legislation under which
road construction is being advanced
have been demonstrated over a long
period, and experience has proven the
Federal aid plan to be an effective and
sound method of cooj>eration between
the Federal government and the sevel<al
Mr. Blood is now in Washington for
the specific purpose of aiding in working
out the new road building' program.
"We are in full accord with the President's
emergency committee in the fur·
therance of three types of road projects,'"
said Mr. Blood. "These projects
are the widening and improvement of
main highways leading into cities, and
the building of new ones where needed;
the building of by-pass roads to enable
motorists to paSIS cities without entering'
them; and the general extension of
the Federal and state road building program.
"There will be no cutting of red tape,"
Mr. Blood said further, "if by that is
meant aJ disregard of the safeguards
which have been so wisely placed by
Congress around t he operation of the
Federal aid in road building. All projects
must go through the regular proceedure
of making proper surveys and
presentation for final approval by the
U. S. Bureau of Public Roads before labor
can be placed on the job.
"The only short cut that can be: made
rests with Gongress. If fUl}ds are advanced,
to be used by the states in
matching Federal aid appropriations,
and this can be done with the utmost degree
of safety, then vast possibilities
will be opened up not only for the immediate
employment of labor, but for
the general good of the people everywhere."
(Continued from page nine).
House," is the name gven the prehistoric
ruin located 70 miles northeast of
Tucson, near mIorence, on the Bankhead
highway. Just when it was built remains
unknown, but historians a.gree
that it was old long before Columbus
discovered America. Massive walls bf
a peculiar kind of "caliche" make up the
house, which was constructed in the flat
valley under tremendous handicaps.
Four of its five stories were standing
when it was discovered in 1540. Four
large buildings and four clan houses are
also parij of the ruins. They have been
ascribed to the Aztecs, but no definite
data has b'een found to prove I the identity
of the forgotten race of builders.
The watch tower of Casa Grande is
estimated 'to have been 39 feet high.
The walls are several feet thick. Finger
rings, bracelets, pottery, basket remains,
al"l"Qwheads, stone axes, corn grinders,
stone idols and a variety of other obects
have been unearthed in the ruins.
Rafter1\ for the Big .House were carried
80 miles from the mountains, and
several thousand cords of wood were
similarly brought to the structure. It
is estimated that it would require 1,500
baskets of mud to raise the walls one
Of more recent construction is another
point of historical interest, Old Fort
Lowell. It is seven miles east and north
of Tucson, and was built during the
days when the U. S. government stationed
troops in the southwe,st to preserve
peace and quiet which certain
tribes of Indians were intent upon disturbing.
Fort Lowell was established in
1862 and temporarily abandoned two
yeaJ's later. It was reoccupied in 1865
and the following year made a permanent
post. For a number of years the
fort was located in what is now the center
of Tucson. It was moved to its present
location in 1873, and buildings erected
for four companies. From its walls,
troops rushed to quell Indian disturbances,
and when fin ally the red men
were subdued and the need for troops
on active duty passed, the fort was
abandoned and allowed to disintegrate.
At the present time, however, there is
a movement under way to secure the
land and have the ruins placed under
the direction of the Arizona State Museum,
so that what now remains can be
Further on to the southeast, along U.
S. Highway 80, is Tombstone, ghost city
of the early roarin' days, about which
many stories are being revived by nationally
known novelists. Further on is
Bisbee, great mining city, and Douglas,
site; of the smelters.
But out of this romanceland is growing
.1i modern world. Smooth highways
pierce the vastness of the "desert," and
above the trail of the ox-cart and mule
teams purr tri-motored paslsenger
planes. Much of the historic splendor
of the southwest has been lost, but
enough ,'remains to l ilU8 the traveler
to this old-new country, Southern Arizona.
JANUARY, 1931 ARIZONA HIGHWAYS Page Nineteen
and MACHINERY CO.
The F. Ronstadt Company
"Pioneers in Good Merchandise"
311 So. 4th Ave. 6th & Broadway
Phoenix -- Arizona -- Tucson
Easy, one-man control puts all the
volume through the drum that
mixing period makes possible-and
it's a rugged, stalwart unit that
means low maintenance and long
And now, behind it IS N. E. C.
Pratt-Gilbert Hardware Co.
Sev€nth and Grant Streets
Stop! Look! Listen!
Standard Dynamite, Gel a tin
Dynamite, Quarry Powder, R. R.
Grading Powder, Stumping Powder,
Co a I Powder, Timberite,
Blasting Caps, Fuse, Electric
Write for quotations on Car Lots
or Ton Lots f.o.b. your railroad
Apache Powder Company
Sales Department,
Drawer 218, Benson, Arizona
The America.n Steel Scraper Co.
Both Light and Heavy Pattern
a nd the prices are right
O. S. Stapley Company
Wholesale Distributors
Phoenix Arizona
Page Twenty
(Continued from page six).
raising road funds at the height of its
popularity, when a perfect flood of turnpike
acts were palssed by Parliament.
Something like 1100 turnpike trusts
were in existence throughout the kingdom,
but excessive overhead seems to
have had a discouraging effect upon the
system, as the cost of collecting the
tolls often equalled the income, leaving
not'hing for maintenance. In 1871 the
census showed that in England and Scotland
5000 persons were engaged in collecting
tolls. In 1878 Parliament passed
an act aboli'Shing tolls in England. As
a result no improvement over the old
roads was evidenced in England and no
advance was made until the time of
Macadam and Telford, to whom England
is indebted for her present admirable
system of roads.
The first inhabitants of this country
were too fully occupied in subduing the
wilderness, establishing homes, operating
farms to provide the necessities of
life and setting up the framework of a
government to give much attention to
the conveniences, and comforts of transportation.
Hence their roads were of the
crudest and poorest sort. As the country
grew in wealth and population the
dispersion of the people over a large
adea in their search for desirable localities
for residences and the excellence of
the railroad systems and waterways augmented
their indifference to the condition
of their highways.
The first toll r>oiad in the United
States was the Lancaster Pike between
Philadelphia and Lancaster, Pennsylvania,
a distance of 62~ miles, the construction
of which was authorized in
1792. The turnpike improvement expanded
rapidly until in 1828 there were
3110 miles of turnpikes in Pennsylvania
alone. In New York and the New Eng-
land states over 317 turnpikes had been
chartered by 1811, having a combined
length of 4500 miles. With the introduction
of the railroad interest in turnpike
building ceased and today we know
of no road on which toll is collected on
prussing traffic.
Time has, brought about few changes
as marvelous as those resulting from the
automobile. The transition from the
rutted rural highway of a quarter of a
century , ago to the transcontinental
highway of today belongs to the history
of the motor age, although the early
years of the motor promised little in
the way of overland travel. Indeed it
was many years before we dared' travel
far from home, lest we be ignominiously
hauled back by the long-suffering horse.
There were less than 25,000 automobiles
in this country 25 years ago, while
today there are more than 26,000,000.
There were 155,000 miles of improved
road a quarter of a century ago, of
which but 144 miles h 2d a high type of
surface. Today there are more than
600,000 miles of improved highway and
another 500,000 miles of usable dirt
road. Last year t his country spent on
the building and maintenance of highways
$1,300,000,000, and from present
indications $1,600,000,000 have been expended
during the year 1930. 'While
European countries today may lead in
mileage of surfaced roads, due to the
old Roman roads, the United Sta1les
leads in road improvement and construction
Roads alre the greatest si ngle factor
in producing national wealth. The countries
and sections with the best roads
are the richest. Money doesn't make
roads so much as roads make money.
The improved highway is changing the
social and economic life of this country,
bringing people of all sections into
closer contact 2nd developing a broader
nationalism,-the greatest factor in the
development of national prosperity.
Many Forest Roads
More than ten million dollars were
spent on construction of roads and
trails in the 149. national forests of ,the
United States during the past fiscal
year. This construction included 1,726
miles of roads and 6,175 miles , of trails,
according to a report received from S.B.
Show, district forester of the U. S. Forest
Service. Of the amount spent on the
work during the year, $8,883,595 was
federa l funds and S1,472,577 cooperative
The estimated expenditure still requirer
to complete all road and trail
work in the national forests is more
than $232,000,000, including construction
of forest highways, or first-class
roads forming part of state or county
highway system, 2nd forest development,
or secondary roads. The Forest Service
has spent S111,179,871 to date on roads
and trails.
When completed there wiII be 16,020
miles of fore t highways, 51,703 miles
of secondary roads, and 149,768 miles
of trails.
Beneath the spreading chestnut tree
The smith works like the deuce,
For now he's selling gasoline,
Hot dogs and orange juice.
.!fe~ Products
It's our pleasure to please
our customers
A "omplcu 1110 Gr"n".
.. nU 0' th. p"rol ... m
fncrs- H"rh".rs.
P.trole .. m Pro .... "'s
arc """11,,.,. thro",h·
out the ..... thw.st.
(Continued from page four).
jects under ths new schedule, in connection
with other Federal Aid projects
and funds. In order to do this, first, it
was necessary to list all contracts now
in existence, estimating the monthly
payments upon each individual project,
the monthly receipts from each project
as Federal Aid, ext-end these month by
month until the estimated completion of
the job. Second, estimate both as to
time of starting and completion, amount
of money to be paid out by the state and
the amount of Federal Aid , and when
it would be received by the state, by virtue
of the completion and performance
of the projects yet to be done under the
current budget. This required, however,
a modification in the schedule of work
for the remainder of this budget and required
a marked advance in the time
when these projects would be started.
Third, it was then necessary to assume
a :schedule of new projects, taking inte
consideration the time it would take to
complete the plans, specifications and
estimates, approvall of the Bureau of
Public Roads, and the time of completion
of the construction. These also had
to be analyzed, project by project,
month by month, so as to estimate the
payment and receipt from the federal
government. In making these analyses
it was necessary to' pro-rate part of thefederal
aid upon a one hundred per cent
basis, part upon a twenty-five per cent
basis until July 1, 1931, and the total
amount of federal aid to be earned up
to that time from the regular 1932 fund,
and from then on estimating upon a
hundred per cent basis until its completion.
When we refer to one hundred
per cent, that is the construction
cost alone. It does not include survcyt;,
right-of-way, offiCe work upon
plans, etc. The average cost to the state
for this item is approximately five per
cent more than the basis upon which the
government repays the state after the
location surveys have been completed.
After these schedules were finished
these month by month totals ilhen must
be 'added, the monthly operation costs
of the department, maintenance of ,highways
and work that must be done other
than upon the 7% system. Then analyze
the payments and receipts month by
month as a total.
The .receipts of the Arizona Highway
Department accrue to the department
month by month, gasoline tax, property
tax, motor vehicle fees and Federal Aid
as earned. The tax levy of one mill up-
Page Twenty-one
on the dollar produces approximat-ely
$721,000 a year to the department·
which is paid at the time the levy is
made in August, and is the only fund
that is paid into the state treasury to
the credit of tihe state highway department
in a lump sum for the year. Due
to the fact that this department has
speeded up its work this fiscal year, anticipating
the possibility of some form
of emergency legislation, and also to relieve
as much of the unemployment as
it WalS financially possible for the department
to do, all of the state highway
funds received as of December 31 have
been entirely used up. This is normal
as the construction and obher work of
the department for this fiscal year was
slightly more than fifty per cent completed
at the half of the fiscal year.
Therefore, the work of the fi,scal year
to date is in accord with the funds for
the fiscal year. Consequently there was
no cash balance of any size in the state
highway fund as of January 1, that
could be consideff~d in meeting this
emergency program. The only money
now available to the state is the current
revenues and Federal Aid to be earned
and coming in frol11\ month to month.
After making an analysis of both ,expenditures
that must be made in order
to carry out the work as provided for
There is a Warren Pavement Product for every traffic need:
Built with the knowledge gained by Warren Brothers Company during 30 years of specializing
in street and highway construction.
There are scores of good Warren Pavements which have been in service for 20 years and more
-a record which cannot be approached in volume by any other pavement type. Illustrated pamphlets
will be sent ur-on request.
Paving Development & Sales Co.
Phone 38413 525 Lahn Bld~.
Page Twenty-two
under the emergency program and to
be completed within the time limit pror;
osed by that act and the receipts that
wiII accrue within this time, it was
found that the state must have approxil11.-,
tely one million dollars to augment
the revenues that will accrue during the
remainder of this fiscal year to carry
on this program. A large part of this
r.mount must be made available within
the first two months of the program, as
during that period no Federal Aid will
be earned except ur;on projects under
contract at thiS! time.
It will be necessary tJ begin immediately
to increase the number of projects
under construction to complete this program
within the tim2 limit required. Th ~
payments for construction and foe the
othe.; operations of the department will
b~ in excess of the receipts as now pro\
ided during the second month of the
If the legislature makes it possible
for this program to be put into effect
the expenditures r;er month for the coming
s ix months will run from six hundred
thou sand for the first month to a
maximum of one million two hundred
thousand dollars in a single month, The
receipts during that time will run from
approximately fOUl' hundred thousand
dollal's to seven hundred thousand dollars
a month. Therefore it is very evident
that there will be a diffe rence between
these two sums that must be mad.)
up from sources in addition to those now
Planll /0)' Additioll(li Financin[)
After making a thorough study of expenditures
and the receipts that may
accrue by virtue of these expend itures
such as federal aid, the receipts of the
regut:~· sources as provided by the stat'2
and the possibi,Jity of additional receipts,
it is proposed the legislature make a
special appropriation of $650,000 to be
reimbursed to the general fund of the
state from the one mill levy that is now
provided and wiII accrue to the department
in August, 1931. Th~s special appropriation
would be merely ~,n advance
upon the one mill levy that is to accrue
to the state within the ~ext fiscal year,
and in addition to this advance of the
next year's one miB levy, propose that
they place .an additional one cent upon
the gas tax to make up the difference
between the $650,000 advance and tJhe
approximate one million dollars that wiII
be required to finance this program
through the remainder of this f iscal
Upon the completion of the project.,
as provided for in the new schedule for
the emergency program, in the event
that the legislature makes it possible
for this program to go through, there
wiII accrue to the state in federal aid
earned upon this work, and which will
come into the state treasury from July
on through unt:il probably December, approximately
$1,500,000 which may be
applied on the next fiscal year's highway
The additional one cent of the gas tax
would provide fifty thousand dollars a
month for the five months' period between
February 1 and July 1, or $250,-
000 added to the $650,000 will give the
state highway fund approximately $900,OOC
additional during this time.
As the department can easily catTy
over a hundred thousand dollars for the
month of June to be payable after July
1, the necessary million dollars would b ~
accounted for.
There is one thing that must be borne
in mind in connection with this additional
one cent gas tax, and bhe r.dvancement
of next year's Federal Aid work
into this coming eight months for the
purpose of aiding the unemployed, that
is, that the highway fund for the next
fi cal year will not have the federal aid,
except in uncompleted and carried-over
projects upon the program now being
discussed. Therefore, the construction
progl':.m for the next fiscal year will be
materially reduced over that of bhe past
two years, and will need to be helped by
the additional one cent gas tax if this is
put in force, and it should remain in
force at least through the coming two
Time Is Essence of P1'ogram
In the consideration of this program,
with the limitations of time placed upon
it, a nd the urgency of getting the work
under way, to make it benefici311 in the
unemployment situation, it is urgent
this program start at the earliest possible
moment. For the past six months
the writer has anticipated that some
program would be initiated by the coming
congress, and we have prepared as
much of the preliminary work as could
be financed and physically taken care
of with a normal force, and carryon
the regular work at the same time.
The preliminary preparations m,~ ke it
now possible for the department to
physically take care of this program,
provided, and only provided, that the
necessary legislation is enacted in bhe
early days of this session of the legislature,
as the federal law provides that
only such money as has been paid out
for work done prior to September 1,
1 D31, may be reimbursable under the
emergency appropriation. Therefore,
there is only slightly over six months
actual working time from February 1
to start and complete six million dollars
of construction work. Some part of that
time must be consumed in preparing
plans, estimates, specifications, checking
and approval by the Bureau of Public
Roads, obtaining right-of-way, caIling
for bids, awarding the contract and
time for the contractor getting on the
work and getting under way. The Bure.
·lu of Public Roads is willing and
ready to cooperate with the state to the
fullest extent to aid in carrying th rough
--- - ---
-also btJ m a ntJ counties
and cities within
these states
Sll'asid~ GiU Compauuy
inCORPORATED 1898
Ben·D. Cooley
Commerci al Photographer
Pbone 23342
l~~'h N. 1st Ave. Pboenix. Ariz
"A~I .ZONAts GR.EATEST COMME'P...CIAL' ·. ·PR.INTING PLANT".
, ·. P·HbE NIX AI\.I'Z.ONA . \
this program. But they, like the department,
cannot make definite arrangements
to proceed upon this program until
such time as it is definitely known
that the money is available, as neither
they nor this dep~.rtment can make expenditures
until the necessary funds are
provided. Every day the program is delayed
means the possibility that so much
work will not be completed within the
required time. It is therefore hoped that
the legislature may see the urgent necessity
for early action and take action,
at least upon this legislat::on, at the
earliest possible time, thereby permitting
the state to start in upon this program
that it may have some opportunity
of completing the work wibhin the
time required, so the state may be fully
reimbursed for the expenditures they
may make from the "Emergency ,od.vance
F.A.P. Nos. 25-A, 25-B, 75, 86-B 86-G
Bids to be opened January 20, 1931.
Sealed bids for the construction of
the above named highways wiII be received
until 2:00 P. M. on the above
date, and then publicly opened and read
at the office of the Arizoll.-l State Highway
Commission, Phoenix, Arizona. No
bids will be received after the time
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Tucson-Nogales Highway, F.
A. Projects, 25-A, 25-B, 5, 86-B & 86-
G," and MUST CLEARLY SHOW THE
The work, which is considered all one
project, begins at the end of the Oiled
Surfacing, approximately twenty-two
and; one-h,df (22.5) miles south of Tucson,
extends South approximately ten
(10) miles to the Santa Cruz County
Stetson Hats
Arrow Shirts
Vassar Underwear
Crossett Shoes
Line, consists of the Grading and Draining
of the Roadway, the p,lacing of Subgrade
Stabilizer, and t he construction of
several Concrete Bridges, and is to be
completed ,on or before August 31st ,
1931. The work on 86-B shall be done
and completed prior to other work in
the Contract.
Approximate Q'uanti ties
(All Projects Combined-
154 Sq. Clear ,and Grub
41,450 C. Y. Excav. Road.
8,300 C. Y. Excav. Drainage
1,350 C. Y. Excav. Struct.
125,500 C. Y. Exchv. Borrow
77,850 Sta. Yd. Overhaul
7,200 C. Y. Subgrade Stab.
l r;,OOO C. Y. Mi. Subgrade Stab. Haul
Removing 14\ Old Structures
965 C. Y. Concrete
45,680 Lbs. Rein. Stee l
702 Lin. Ft. 24" C.M.P.
198 Lin. Ft. 30" C.M.P.
428 Lin. Ft. 36" C.M.P.
11,600 Lin. Ft. Cable Road Guard
1,400 Lin. Ft. Bank Protection
D,800 Lin. Ft. Reconst. Fences
52,000 Lin. Ft. New Line Fence
5,200 Lin. Ft. Reconst. Guard Fence
St?'lIctll}'CS Ove)' 20' Clea'}' Span
l,570 C. Y. Excav. Struct.
300 C. Y. Exe'V. Dl'aina'ge'
1,460 C. Y. Concrete
1 OD ,600 Lb. Rein. Steel
8 Rocker Bridge Seats
8 Plate Bridge Seats
and other incidental items.
No contractor shall be eligible to submit
a b:d until his attested statements,
macle on forms supplied by the Arizon:l
II ighway Department, of financia l 1";sources
and construction experience amI
equipment have been approved. Bids will
be made only upon the bidding form contained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors whose
statements show sufficient financial resourC€
s and construction experience and
Page Twenty-three
equipment to properly construct the
All b' (I S shall be accompanied by an
ur.endorsed, certified or cashier's check
only, of not less than five (5) 'Jer cent
of the gross amount of the bid payable
to the SI ate Treasurer of Arizona.
The r ight is reserved as the interest
of the Sbte Highway Commission may
r quire, to reject any and all bids, to
waive any informalities in bids r eceive,
I, a'ld to accept or reject any items of
any hd unless such bid is qualified by
, pe ~ifi c limitations.
S TAN D A RD SPECIFICATIONSr;
opies of the Standard Specifications issue
of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to W. W.
Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
only)-Copies of the Plans and Pamphlet
may be issued to qualified contractors
having a copy of the Standard Specifications
of above issue, and upon deposit
of Ten ($10.00) Dollars. Deposit
We do not know how many years
a highway of Gilmore Asphaltic
Road Oils and Binders will serve.
We have been laying them
for only 25 years.
Gilmore Oil Co., of Arizona
P.O. Box 787, Phoenix, Ar izona
Will Find Value in
the Pages of
Johnston & Murphy Shoes
Luxite Hose, Men's and Women's
Hart Schaffner & Marx Clothes
Price lOc per copy-$l.OO per year
On sale at Newstands
Advertising rates sent on
application Vic Hanny Co.
36-42 N. Centra l Twin Fronts Phoenix
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
(For Non-Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Provisions
be returned within ten (10) days
after opening of bids.
The Standard Specifications of the issue
of October, 1930, shall be used for
all Projects until July 1931, or until
notification that a new issue is ready for
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the
award and execution of the Contr act.
Phoenix, Arizona.
January 9th, 1931.
State Engineer.
F.A.P. 26, 2nd REO. (OIL)
Bids to be Opened January 21, 1931.
Bids to be Opened January 28, 1931.
Se!l'led bids for the Oil Processing of
the above named Highways will be received
until 2 :00 P.M. of the above date, and
then publicly opened and read at the office
of the Arizona State Highway Commission,
Phoenix, Arizona. No bids will
be received after the tim~ specified.
All bids must be marked upon the
outside of the envelope "State Highway
Contract, Yuma-Wellton HighWlay, F.
A. P. 26, 2nd Reo.," or "State Highway
Contract, Florence-Tucson Highway, F.
A. P. 94-G," as the case may be, and
The work on F. A. P. 26, 2nd Reo.,
which begins at the Overpass, ,approximately
t hree-fourths (%,) mile east of
Ligurta and extends easterly about
eight (8) miles, toward Wellton, consists
of the Oil Processing by; t he Road Mix
Method, and is to be completed on or
before April 15th, 1931.
The work on F. A. P. 94-F, which be-
gins approximately one (1) mile northwest
of Rillito and extends about fifteen
and one-half (15,5) miles toward
Tucson, consists of the Oil Processing
by the Ro~' K.I .Mix Method, and is to be
completed on or before May 1st, 1931.
F. A. P. 26, 2nd Reo.
91,850 Sq. Yds. Subgrade Preparation
10,200 C. Y. Mineral Aggregate
37,900 C. Y. ~~ Min. Aggregate Haul
2,550 C. Y. Shoulder Material Haul
13,000 C. Y. Mi. Shoulder Mater'l Haul
137,800 Gal. Oil Applied to Road
7.8 Mi. Mix, Lay & Finish
181,000 Sq. Yds. Prepairation of
Subgrade or Surface
29,100 C. Y. Mineral Aggregate
91,000) C. Y. M. Min. Aggregate Haul
332,000 Gal. Oil AppHed to Road
15.4 Mi. Mix, Lay & Finish
181,000 Sq. Y ds. Seal Coat.
No contractor shall be eligible to submit
a bid until his attested statements,
made on forms supplied by the Arizona
Highway Department, of financial r esources
and construction experience and
equipment have been approved. Bids wiD
be made only upon the bidding form contained
in the Pamphlet and supplied by
the Department, and which form will be
supplied only to contractors \\hose
statements show sufficient financial resources
and construction experience and
equipment to properly construct the
All bids shall be accompanied by an
unendorsed, certified, or cashier's check
only, of not less than five (5%) per cent
of the gross amount of the bid payable
to the State Treasurer of Arizona.
The right is reserved as the interest of
the State Highway Commission may require,
to reject any and all bids, to waive
any informalities in bids received, and to
accept or reject any items of any bid un,
less such bid is qualified by specific limitations.
S TAN D A RD SPECIFICATIONSCopies
of the Standard Specifications issue
of October, 1930, may be purchased
for Three ($3.00) Dollars the copy.
Checks should be made payable to W. W.
Lane, State Engineer.
PLANS & PAMPHLET (For Bidders
only)-Copies of t he Plans and Pamphlet
may be issued to qualified contract-
It would not be at all surprising to
have the next legislature provide ways
and means for a more rapid extension of
paved roads in the state. The pepple are
beginning more thoroughly to appreciate
the economy and convenience of paved
roads and would look with favor upon
any plan that would make this possible.
Those who pay for the trunk highways
will directly or indirectly pay more for
poor roads than they will for good paving.
Incidentally the more miles of paving
the more tourists will come to Arizona
and the more money they will contribute
to the road funds.
ors having a copy of the Standard Specifications
of above issue, and upon deposit
of Ten ($10.00) Dollars. Deposit
will be refunded should Plans and
Pamphlet be returned within ten (10)
days after opening of bids.
(For Non·Bidders)-Copies of the Plans
and Special Provisions, without Bidding
Schedule, may be obtained upon deposit
of Ten ($10.00) Dollars. Deposit will be
refunded should Plans and Special Pro·
visions be returned within ten (10) days
after opening of bids.
The Standard Specifications of the issue
of October 1930, shall be used for
all Projects until July 1931, or until
notification that a new issue is ready for
The bidder will be required to comply
with the provisions of the Specifications
and Contract in bidding and the award
and execution of the Contract.
Phoenix, Arizona,
January 7th, 1931.
State Engineer.
Colorado Builders
Supply Co.
Specialists on Reinforcing Steel,
Mesh. Guard Jo'ence, Fence Stays
1534 Blake St., Denver
Plants at Denver and Pueblo
HEINZE, BOWEN AND HARRINGTON, Inc.
I. P. Loose Leaf
Products, Blanks,
Books, Office
228 W. Washingt.on St., Phoenix, Arizona
Phones 3-8128 - 4-1376
Filing Equipment
and Supplies
Added safety:
Colas surfaces are non-skid
ASMOOTH, gray-mosaic appearance, easy
riding- yet with a grip that holds fast
rolling tires in wet and skiddy weather. That
is the kind of road you build with Shell's cold
asphalt emulsion, Colas.
And Colas has a decided advantage over
many emulsions. It has a uniform ~~ breaking
point." The emulsion holds during application
until just the right time before it ~~ breaks."
It can be applied at any temperature above
freezing and in any weather except an actual
A _plMe Coltu ~ and lite penonal-.lee 0/ SMll
...,pn.er. .. .-ila6le 10 colllnJclo,.. and road o~
U. S. Postage
2c. Paid
Phoenix, Arizona
Permit No. 22
~ .. " j--
~~. "'-'"--
~" - '~i LEGEND ~ --. ... """ .. ,,_ .
HIGH TYPE-II4PRoVEL ____________ . _......... ~
LOW TYPE-IMPROVED CearlhL ______ . iii i i III i i III ~ .. SANT
UNIIAPROVED- C.arthl _____ .. _____ ,
g~~~~RCO~~T~~~T~O~_~_~~A~~_:~- ~~~::~~~:k_ J:l ..........
COUNTY ROADS (cond~ion. not .hownL
U.S ROUTE No. ______________ ===@)==
State Histori<lll
State Capitol, '
ARIZO:-lA HH;HW..\Y DEPARTMENT
~",,_~~'I. s
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