New Bridge Across Salt River

BY: Ralph Hoffman

New Bridge Across Salt River and th

IDS have been opened for construction of the new bridge across Salt River on Highway 60. More than forty sets of plans were issued by the department, and contractors and steel fabricators in many states figured on the project, which is pictured in an engineer's drawing at the top of this page. The road leading to the site, approximately forty miles north of Globe, is practically complete, making the location now accessible for transporting materials and equipment for construction of the bridge. Plans were made for this span about a year ago, but because of the difficulties to be encountered in transporting heavy equipment and materials over the trails then available, actual work was delayed until the new highway could be made available.

Because of scarcity of concrete materials at the site, it was necessary from an economical standpoint to reduce the concrete quantities to a minimum, therefore the design adopted consists of a steel superstructure on concrete pedestals and concrete abutments.

The site, shown in the center photograph, is located in the scenic canyon of the Salt River, at a point where a frail foot bridge now hangs. The approach leading from Globe winds down the side of the canyon from an elevation of 4,000 feet to an elevation of 3,030 feet on the floor of the bridge. Looking up the canyon side from the bridge site, four different levels of highway may be seen, as pictured in the photograph at the lower left which shows also the old foot bridge at the bottom. The photo at the lower right shows the country adjacent to the bridge through which the new road, yet to be built northward will pass.

SEPTEMBER, 1933 ARIZONA HIGHWAYS 15 Country Which It Will Open Up

There is along this route some of the finest scenic beauty in Arizona, as well as some of the best hunting and fishing districts of the state. The highway was laid out where the locating engineers were able find the lowest elevations, in order to avoid the heavy snow falls which at times block existing roads and trails in that portion of the country. When it has been finished, Highway 60 is expected to be an excellent all-season, all-weather highway completely across the state.

In the bottom of the canyon, the river runs through a narrow gorge approximately 100 feet wide and 40 feet deep. The main span of the new bridge, a steel arch of 154 feet, will cross this gorge on the Globe side, where the approach spans consist of one 40-foot and one 35-foot structure. On the north side of the river are three 40-foot and two 35-foot spans. All is to be of steel beam construction with concrete floor in a reverse curve, shown in the lower right portion of the drawing. The total length of the structure will be 455 feet. It involves all the engineering problems of curvature, grade and super-elevation in which the field engineer takes such great delight, more of them, in fact, both in shop and field, than any bridge so far constructed in the state.

It is not often difficult to fit a concrete structure to curves and differ-ences of elevation, but with steel the problems increase many fold, and in this structure we have them all con-centrated into a package of large size.

16 ARIZONA HIGHWAYS SEPTEMBER, 1933 COMMISSION NOTES

It was regularly moved by Commissioner Vyne, seconded by Commissioner Mans-field, and carried, that the communication be answered and taken under consideration until such time as a report is received from the Indian Department as to what their final decision will be.

The Secretary read a letter from the State Land Department asking for the privilege of leaving privately owned cars of individuals in the yard of the Highway Department pending the return each evening of State machines, which are stored with the Department. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne and carried, that the Secretary notify the Land Department their request will be granted and the plan will be tried temporarily, until we know how it will work out, however, the Department will not assume responsibility of any thefts, fire or loss of the machines.

The Secretary read a communication from the Board of Supervisors of Yavapai County urging the consideration and action of the Commission for oiling State Highway 79. It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and carried, that the communication be received and filed.

A communication from W. C. Markham, Executive Secretary of the American Association of State Highway Officials, addressed to Mr. B. F. Thum, Sec retary of the Florence Chamber of Commerce, stating they had not received a request from the Highway Department of Arizona to change U. S. 80 and U. S. 89 to State Highways 84 to 87, was ordered placed on file.

The Secretary read a letter from Grace M. Sparkes of the Yavapai County Chamber of Commerce thanking the Commission for the splendid cooperation extended in sending Motor Patrolmen to Prescott during Frontier Days. The Communication was ordered placed on file.

The Secretary read a communication from Riney B. Salmon concerning an application for a franchise for a ferry, filed by Merle Emery with the Board of Supervisors of Mohave County, together with notice of such application. After discussing the matter, it was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and carried, that no objection to the granting of the permit be raised by the Commission.

The Secretary presented a letter from Mr. L. C. McCullough of the Arizona State Chamber of Commerce urging the Arizona State Highway Commission to take prompt action to bring to a successful completion the Parker Bridge across the Colorado River. State Engineer O'Connell advised the Commission that he had communicated with Mr. Sweetser of the Bureau of Public Roads and requested him to arrange for a representative of the Bureau to meet with the Bridge Engineers of the States of Arizona and California for the purpose of investigating the possibilities for such a structure, and also requested that consideration be given to the inclusion of this project under the Federal Lands Highway funds. The Secretary was instructed to notify Mr. McCullough what has been done. Other communications urging the building of the bridge at Parker were presented and the Secretary was instructed to write interested parties what has been done on the matter.

A resolution was read by the Secretary from the Mohave County Chamber of Commerce urging the State Highway Department to use its influence and exert every official right it may have to the end that any available funds from the $5,000,000 additional highway funds be used to fully complete major projects now under construction. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and carried, that the Secretary write the Mohave County Chamber of Commerce and advise them that the $500,000 has been absorbed by the Committee on Public Works and we are to do certain work within incorporated cities.

The Secretary read a communication from the Flagstaff Chamber of Commerce asking for the completion by oiling of Highway 79. Commissioner Vyne was instructed to interview the Flagstaff Chamber of Commerce and explain to them what funds have been made available to the Department by Congress through the National Recovery Industrial Act.

The Secretary read a letter from Mr. H. B. Maddox concerning the new Polygraph or Lie-Detector which is being used extensively in the East. The communication was referred to the State Engineer.

It was regularly moved, seconded, and carried, that the Commission adjourn at 6:25 P. M., August 3, 1933, to meet again at the call of the Chairman.

The Arizona State Highway Commission met in special session in their offices in the Highway Building at 10:00 A. M., August 14, 1933. Those present were Chairman Dowell, Vice-Chairman Vyne, Commissioners Addams, Barth and Mansfield, also, the State Engineer, the Secretary and Attorney J. R. McDougall.

It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and carried, that a resolution be prepared expressing the great loss the Department will suffer by the resignation of Mr. Riney B. Salmon and expressing the appreciation of the Highway Commission for the services rendered them and the Highway De-ment of this company, which has to be certified to by a C.P.A., had not been submitted, and, as the Commission had waived the fifteen-day period for prequalification clause on these projects, Mr. Kelly was advised that if this statement were submitted any time prior to the opening of bids Saturday morning, and was found in order, he would be qualified.

Mr. Kelly stated this would be impossible as he did not have enough time but he understood the Commission had entirely waived the prequalification clause, and that gave him the privilege to bid. Inasmuch as there seemed to be a misunderstanding of the interpretation of the resolution passed by the Commission concerning the prequalification of bidders on these projects, the Department received the bid of the Arizona Sand and Rock Company, Saturday morning, August 12th, but held it unopened awaiting the decision of the Commission regarding the prequalification.

The Secretary read the resolution passed by the Commission at their previous meeting waiving the fifteen-day period for pre-qualification of bidders bidding on the St. Johns-Springerville Highway, F.A.P. No. E-60 and E-68-A, and the decision of the Commission was that they had waived only the fifteenday period for prequalification and not the prequalification itself. Commissioner Addams made a motion that the bid of the Arizona Sand and Rock Company be opened. Attorney McDowell advised the Commission that he had gone into the resolution passed concerning the prequalification of bidders wishing to bid on this project, and it was his opinion the bid of the Arizona Sand and Rock Company was null and void inasmuch as they had not submitted, prior to the time of presenting their bid, the prequalifications required by the Commission. Commissioner Addams withdrew his motion, and Mr. McDougall was requested to give the Commission a written opinion stating this bid is null and void.

On the advice of the Attorney General, it was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and carried, that the bid of the Arizona Sand and Rock Company be returned unopened.

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SEPTEMBER, 1933 Entered into, it was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and carried, that the State Engineer be empowered to enter a maintenance agreement with the Park Service agreeing to take over the maintenance of the Nava-Hopi road to Cameron two years after its completion.

The State Engineer presented a letter from Mr. Chas. C. Morris, Senior Highway Engineer of the Bureau of Public Roads, advising the minimum wage scale proposed for use on National Recovery Projects had been approved.

The State Engineer advised the Commission that he understood many rumors are going around that the Highway Program for Arizona is being held up and he wished to point out that at the same time Arizona's program was approved, the programs for the follow ing States were also approved: Arkansas, California (partial), Colorado (partial), North Carolina (partial), Rhode Island, and Virginia (partial).

The Secretary read a wire from Mr. J. Winchester, of Prescott, asking when contract work in Yavapai County will be started. It was agreed by the Commission that the Secretary reply to the wire and that Commissioner Vyne contact Mr. Winhcester and explain the situation to him.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and unanimously carried, that a resolution in honor of Mr. Riney B. Salmon be approved.

The Secretary presented letters from Mr. J. B. Wright, of Flagstaff, and Mr. Wm. Brooksby, of Fredonia, stating that a survey is being made by the U. S. Bureau of Public Roads for a new highway which will by-pass the Town of Fredonia. It was regularly moved by Commissioner Mansfield, seconded, and carried, that the Secretary answer the communications advising the parties that the State Engineer has entered a protest with the Bureau of Public Roads.

The Secretary read a letter from the Industrial Commission relative to the case of Mr. J. H. Tanner, a former employee of the Highway Department, and stating they did not feel that there is any liability on their part to continue either compensation or medical benefits in his case. The Secretary was instructed to write Mr. Tanner advising him of the report made by the Industrial Commission.

ARIZONA HIGHWAYS

19 The Secretary read a letter from Mr. W. H. Survant, of Hope, Arizona, stating he understood there is to be some improvement of the Hope-Parker road and he requested a slight road change be made at the intersection point. It was regularly moved by Commissioner Vyne, seconded by Commissioner Barth, and carried, that the communication be referred to the State Engineer. State Engineer O'Connell advised the Commission that there are no construction funds set up for this road, only maintenance funds. It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and carried, that Mr. Survant be advised there are no funds set up in the budget for construction work on this road.

A letter addressed to Governor Moeur from Mr. E. F. Sanguinetti, of Yuma, Arizona, concerning the construction of a feeder road from Aztec, through Palomas and Horn to the Sheep Tanks Mining Company property, was read by the Secretary. It was regularly moved by Commissioner Addams, seconded, and carried, that the State Engineer investigate the matter and answer the letter.

The Secretary read a letter addressed to Mr. Dowell, from Arthur N. Kelley, Manager of the Yuma County Chamber of Commerce, concerning the construction of a highway from a mine some thirty six miles north of Horn, south to Aztec on the main line of the Southern Pacific and Highway 80, a distance of some fifty three miles. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and carried, that the Secretary answer the letter advising the matter is being investigated by the Engineering Department.

The Commission recessed at 3:15 P. M., August 22, 1933, to meet in the office of the State Engineer and go into executive session with the Legislative Committee.

The Commission met in open session at 5:00 P. M., August 22, 1933, and it was brought out that the American Legion had requested permission to operate an unregistered bus from Phoenix to Bisbee to transport their Drum and Bugle Corp. On the advice of Attorney Salmon that it would be illegal to grant such a request, permission to operate the unregistered bus from Phoenix to Bisbee was denied.

It was regularly moved by Commissioner Addams, seconded and carried,

ARIZONA HIGHWAYS

19 that the Commission adjourn at 5:20 P. M., August 22, 1933, to meet again at the call of the Chairman.

CHANCES OF ACCIDENT TOLD

When driving carefully at a reasonable speed in clear weather on a good roadway and with the car in good mechanical condition, the chance of an accident is one in one thousand. This percentage is based on a study of traffic accidents over a period of 15 years.

The same study shows that the odds shorten sharply when a driver engages in the various practices that come under the head of bad driving.

If you cut out of line in traffic your chances of having an accident are multiplied by 50; if you drive at an unreasonable speed your chances of having an accident are multiplied by 25; if you pass another car on a curve, your chances of crashing are multiplied by 21; if you pass another car on a grade your chances of having a smash-up are multiplied by 10; and if you fail to signal, your chances of collision are multiplied by five.

And the moral offered is this Is it worth while to take a chance?

Pennsylvania is shown in first place in mileage of state improved roads, with 34,000 miles. In concrete pavement, Illinois leads the nation with 11,173 miles.

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VACATION WITH ADVENTURE

(Continued from Page 6) eighth of a mile wide. You choose your own path and hope that it doesn't rain. Therein lies the danger. Rain and the whole canyon flood changes to a bottomless bed of quicksand. Cars have been known to disappear completely in it.

There are two ways of seeing the canyons. One is to take your own car and be prepared, should rain appear in any quantity, to stay wherever you happen to be for as much as a week, until the sand has thoroughly dried.

The other is to take a pack train, or a buckboard with two horses, with either of which it is much simpler to find comparatively high ground where you will be safe from the possibility of the sudden appearance of water in the canyon.

Each of the three canyons is distinctive, and each noted for a different thing. Monument canyon, the smallest of the three, takes its name from innumerable monument rocks scattered through it.

Canyon de Chelly is noted for its White House, a tremendous pre-historic cliff pueblo, filling a vast wind-hollowed cave in the side of a sheer sandstone cliff.

Canyon del Muerto (the Canyon of the Dead) has Antelope House, another great ruin but nothing nearly as large as White House, but is distinctive for the large number of cliff pueblos scattered through it on every hand.

All the canyons are peculiar in that it is virtually impossible to see more than half to three-quarters of a mile ahead at any time. Always the traveler seems to be enclosed in a square box with impossibly high walls. Travel to the sheer wall ahead, and magically, around a 90-degree turn, appears another short avenue, ending in blank walls. Travel again, and there is another turn, each opening new vistas of unforgetable grandeur.

The canyons are noteworthy in that they were made a national monument and put under federal protection before vandals who roam the country and take macabre delight in marring beauty that has stood for centuries were able to wreak their own peculiar havoc.

Only the forces of nature, and time, have marred the cliff pleblos that seem to fill every possible niche and cave in the canyons, which extend for more miles than most visitors will care to travel.

Broken pottery, bones, metates, pieces of petrified wood all these lie scattered where hands long cold tossed them in distant centuries.

ARIZONA HIGHWAYS

Over vast, sheer, sand-polished walls are great pictographs, each telling some forgotten glory of the past, virtually as they were when painstakingly painted a hundred or more feet above the canyon floor.

Some of the cliff pueblos probably never will be disturbed. It is almost impossible to determine how their builders entered and left them. At other places are faint trails cut into the solid cliff sides, so faint and so steep that the most courageous would hesitate to use them.

Throughout the main canyons, and in the occasional side canyons, and wherever the tiniest patch of firm ground offers the slightest foothold or the slenderest blade of grass for grazing, live Navajos.

They have disturbed nothing that their ancestors placed there, for they are today firm in the belief that the gods dwell in those old homes that have not heard the echo of a human voice in centuries.

The Canyon de Chelly National Monument is wholly primitive.

If you elect to pay it a vacation visit you are irrevocably "on your own."

There are no convenient filling stations, no rangers convenient to turn to, no one to ask for help.

If you go, prepare to stay if the rain falls. For within a few minutes after rain starts, great sheets of water cascade over the cliff rims, and in a few minutes more the dry canyon bed is a cliff-to-cliff river.

Take plenty of food and fresh water, plenty of bedding, a shovel and a tent if you have it. Take a gasoline cook stove, for firewood is almost non-existent. Take several planks, or wide beltwebbing to use under your tires if you insist on traveling by auto.

Allow yourself plenty of time.

And with these adequate preparations, travel literally back into a dim Yesterday.

There are several ways of reaching Chin Lee, the shortest being via Gana do from Chambers, which is on U. S. Highway 66. Chin Lee is 83 miles from the main east-and-west highway.

It is also possible to reach Chin Lee from Gallup, N. M., on U. S. Highway 66, by going eight miles north on U. S. Highway 666 (the Shiprock road) and turning east to re-enter Arizona and reach Chin Lee via either Fort De-fiance (which involves considerable spectacular mountain driving) or St. Michaels and Ganado.through Oraibi from Winona, which is east of Flagstaff on U. S. Highway 66. From Oraibi the route is through the Hopi reservation, to Chin Lee via Toreva, Polacca, Keams Canyon, Steamboat Canyon and Ganado.

Through the co-operation of the Arizona Highway Department with the U. S. Department of the Interior, all these routes have been well signed, so it is virtually impossible for the traveler to miss his route to Chin Lee.After Chin Lee well, then you are in Yesterday, where neither road signs nor automobiles nor anything of today have any place.

THE BIG BUSINESS OF ROAD BUILDING

(Continued from Page 5) and type of roadway, and in what direction new construction improvement is most needed.

In Arizona, during the twelve-months just ended, traffic varied only 7 per cent between summer and winter. In California the seasonal variation was 22 per cent; in New Mexico 20 per cent, and in Wyoming 79 per cent.

Of western traffic originating east of the Mississippi river, the checkingstation figures reveal, 46 per cent goes through Arizona and of the interchange of traffic among the eleven western states, 34 per cent of that which crosses an imaginary line running north and south from Canada to Mexico through Idaho, Utah and Arizona comes into the Copper State.

Last year three-quarters of a million tourist cars passed in and out of Arizona. How long they remained I do not know, but it is conservatively estimated that they each spent $10 a day during the time they were here. As a thought to tradesmen, if every foreign car could be persuaded to spend one more day in Arizona and we certainly have enough attractions to hold themthe state's annual income would increase at least $7,500,000.

Not so many years ago the Arizona State Highway Department consisted of a State Engineer and three assistants; today it has on its roll of employees 700 men and women, with more to be added when the eight million dollar program gathers momentum. Direction of all this vast enterprise is delegated by the highway commission to one man, the state engineer. He is the moving force. The commission is the directorate. The organization must function with precision; each cog must mesh with nicety. It is a big job and it is being handled in a third road, frequently very sandy, is big way.

SEPTEMBER, 1933 ARIZONA HIGHWAY SYSTEM LENGTHENS

(Continued from Page 7) average yearly mile cost of $461. In addition to regular maintenance, $45,000 was spent as emergency maintenance, repairing damage by floods and washouts. Supervision and general expense for 1931-32 amounted to $220,000, or approximately 3 per cent of total expenditures for the year.

1932-33

Expenditures of $5,490,000 for the fiscal year 1932-33 consisted mainly of construction, $3,768,000; betterments $156,000; maintenance, $1,056,000; Highway Patrol, $56,000; motor vehicle division, $125,000; capital expenditures, including new equipment, $40,000; court judgment covering 1930-31 industrial insurance, $57,000; supervision and general expense, $228,000. Revenues for the year totaled $5,709,000, segregated mainly into U. S. Federal Aid, $2,888,000; mill tax levy, $473,000; gasoline tax, $1,649,000; registration fees, $551,000; other motor vehicle collections, as certificate of title fees, common carrier tax, etc., $96,000; and railroad participation in construction of overpasses, $35,000.

Of $3,768,000 expended on construction during the year, $60,000 was on state force construction, $53,000 to complete the Camp Verde Bridge and $3,655,000 on Federal Aid projects. Federal government participation amounted to approximately $3,055,000, or 84 per cent, and $600,000 or 16 per cent came from state highway funds. The difference of $165,000 between federal aid participation and that actually received during the year was the amount earned but not received as of June 30, 1933. During the year, $3,031,000 was paid contractors on federal aid projects and $624,000 was spent for engineering supervision, plans, locations, surveys, laboratory expense and right-of-way purchases. The $624,000 shown above is somewhat high in proportion to construction done during the year, Mr. O'Connell said, but explained that a great deal of preliminary work was done on projects upon which contracts were not let due to the federal aid moratorium of March 27. Mr. O'Connell further said the benefits of this preliminary work, including rightof-way purchases, would be reflected in the fiscal year 1933-34.

During 1932-33 there were approximately 128 miles graded, drained and gravel surfaced and 172 miles oil surfaced. Betterments or improvements for the year amounted to $156,000. At the beginning of fiscal year 193233 there were 2718 miles under the State Highway System, an increase of 83 miles over the previous year, classified as follows: 1730 miles dirt and gravel, 847 miles oil surface and 141 miles of concrete. Regular upkeep and maintenance costs amounted to $1,038,000, or an average yearly mile cost of $382, a decrease of $79 per mile from previous year. In addition, $18,000 was spent repairing damage by floods and washouts.

ARIZONA HIGHWAYS

Supervision and general expense costs for 1932-33 amounted to $228,000, or approximately 4 per cent of total expenditures for the year.

In commenting on the highway program for the fiscal year 1933-34, Mr. O'Connell called attention to the budget as adopted by the highway commission, which calls for an estimated expenditure of $8,680,000, divided mainly into construction, $6,966,000; betterments, $156,000; regular upkeep and maintenance, $929,000; emergency maintenance and road signs, $60,000; Highway Patrol, $95,000; motor vehicle division, $140,000; new equipment, $89,000; supervision and general expense, $245,000.

Of the $6,966,000 estimated construction expenditures, Mr. O'Connell said federal government participation would amount to approximately $5,744,000, the balance being from state funds.

Total mileage under the State Highway System increased from 2718 miles in 1932-33 to 2866 miles in 1933-4. Regular upkeep and maintenance shows a decrease from $1,038,000 actual expenditures during 1932-33 to $929,000 estimated and budgeted for 1933-34, a decrease from $382 to $324 in average yearly maintenance cost per mile.

In conclusion, Mr. O'Connell said, motor vehicle revenues for the present fiscal year, while very difficult to accurately estimate, had been set at $2,513,000. The larger items being $1, 800,000 in gasoline tax, $540,000 registration fees and $120,000 common carrier tax.

21 IN A LAND OF LAKES AND FORESTS

(Continued from Page 8) Southwest. Legend tells that the ancient race who lived near Superstition had sinned against their gods, and fleeing from their wrath were turned to stone. The granite pillars of upright rock surrounding the base of Superstition today give a grim compelling realism to the ancient lore. Another of the countless tales which have grown up about this beautiful mountain is the story of the Lost Dutchman mine. This fabulous find of gold is alleged to have been made by two partners who quarreled and died without divulging the location of their treasure. Many lives have been lost since that time in fruitless search for the Lost Dutchman, and the unmapped fastnesses of Superstition still resist all attempts to tame its wild beauty.

From Apache Junction the road leaves the desert floor and winds its way deeper into the rugged range which is the location of the Salt River Valley Irrigation Project reservoirs. To the left of the road are seen flashes of the Salt River flowing through the great lakes which have been pent up by the dams of the project.

Winding over skilfully engineered roads through a land of colorful rock and earth, we are whirled past one breathtaking vista after another of rugged cliff and shadowed gorge, until we round a rocky shoulder crowned by the tall sahuaro to find before us Canyon Lake. This is a favorite outing spot, offering good fishing and boating. The lake is impounded by Mormon Flat Dam, and the surrounding cliffs tower hundreds of feet above precipitous shores.

From here we pick up elevation, commanding a wide panorama of mountainous scenery, until we climb the grade which crosses the crest of Devil's Canyon. The canyon floor is shrouded in midday gloom 1200 feet below, and is so narrow in places that there is barely room for two persons to pass.

We cross a stretch of mesa land and plunge with appalling suddenness into Fish Creek Canyon. The roadbed here is blasted from solid cliffs of colored rock, which have been called the Walls of Bronze. Fish Creek paints a green line of verdure and trees along the canyon floor as it springs from a narrow defile at the foot of the grade.Through rugged rangeland for a space, then onto a road that clings to a canyon wall, bringing us out abruptly below the towering mass of Roosevelt

SEPTEMBER, 1933 The Mesa-Verde region of the San Juan drainage in Southwestern Colorado produced the same three wares, namely, the plain, black-on-white and corrugated styles. The chief differences were in texture of clay, colors and details of design. The third division produced not only the same three wares but several additional types. This, the Kayenta area, added black-on-red and polychrome wares. Also, there was a distinct Kayenta expression in the black-on-white wares. These were beautifully made ollas, bowls and pitchers which had fine line decorations in a dead black on a clear white slip. Sometimes, on ollas, the black design was so intricately and intensively applied that it allowed the white to show through in small elements only, suggesting a white design on a black ground. This ware is called a negative black-on-white, and it presents some of the finest line work of the Southwestern prehistoric potter.

The polychrome ware of the Kayenta district, which received its expression primarily in bowls, is interesting largely for the color combinations. A dull, yellowish slip was decorated in red and black, or red, black and white.

Turning southward from the Kayenta to Northeastern Arizona, one next enters the Little Colorado drainage area. Geographically this territory was shut off from extensive intercourse with the northern neighbors; hence ceramics took new lines in their expressions. Plain wares were, to be sure, produced here. In every region of the Southwest the undecorated vessel was made, and served as a cooking utensil or for some similar utilitarian purpose. The outstanding contribution of the Little Colorado peoples was a polychrome ware which differed from the Kayenta not only in color combination but also in decorative elements. Black, white, and red were the colors used, and although geometric patterns prevailed in both sections, the lines, triangles, panels, etc., varied as painted on a Kayenta bowl or a Little Colorado olla.

In the Gila Drainage three divisions in cultural remains are evident. The northern and eastern most sections of this area extends into the southern reaches of the Little Colorado River area. Hence culture expressions bear a resemblance. In pottery this is evidenced in similar black-on-white vessels which bear out common designs and forms in both the Little Colorado and Upper Gila areas.

Entering the Middle Gila area to the west of the Upper Gila, or, specifically, from Bylas, Arizona, to Gila Bend, one finds a diversity of expression in pottery form, color and design. Plain wares, red wares, burnished (or black smudged vessels), polychrome of still another variety, corrugated and red-on-buff wares are the outstanding types here. The polychrome is red, black and white, but the three colors are combined in an altogether different manner. In the Little Colorado area a typical piece of the same color combination may be described as follows: in the interior of a bowl is a panelled design in black on a red slip. On the exterior, a narrow band of a white design appears on a similar red slip. A common Gila polychrome piece would be: an olla with an all-over red slip on the exterior with the same red color carried partly into the interior of the lip. Over the red is painted white, save for a small circular area at the bottom of the vase. A black design is applied over the white. Of course, there are many variations in each polychrome type. In the southern and western part of the Middle Gila and in the Lower Gila, plain and red-on-buff wares predominate. The latter has a dull grayish to yellowish slip over which geometric patterns in pale to deep blood red are applied. Variety here is further illustrated in a red-on-black combination with the red-on-buff designs.

23 A comparatively restricted area is the Mimbres region in the southwestern corner of New Mexico. Here the potters were so individualistic as to produce zoomorphic rather than geometric patterns. Animals, fishes, rarely humans, are presented in realistic poses and careful outline. Although this work was done in black and white the black sometimes turned out rather brownish or reddish in the burning process.

The Chihuahua basin of Northern Mexico is, in several expressions, quite different from the rest of the Southwest. In one vessel, the effigy olla, the human is represented in a modelled form so as to remind one more of Mexico to the south than any other region. Plump bodies with ill proportioned arms, legs and heads are characteristic.

Thus, in summary, the Southwest potter produced many ceramic forms, namely, bowls, ollas, cups, dippers, pitchers and platters. Decoration varied in color and design elements, but geometric patterns prevailed, save in the Mimbres region. Zigzag lines symbolized lightning; triangles were cloud symbols; small dots adhering to the clouds depict the dripping rain, or parallel lines suggested the heavier or "the rain"; a dot in a square stood for corn. These few designs suggest the dependence of man on the elements. Therefore his prayers were for rain, his stories, his writing sought the protection of the elements or told the tale of storm or shower. Color combinations varied with the natural colors at hand. Actually there were few colors known to the prehistoric, and differing combinations were made for variety.

Thus the archaeologist reads the record of the past of Southwestern America, at least in part, in the thousands of pieces of clay decorated in geometric patterns in a few colors.

Tools General Hardware Heavy Hardware and Supplies Large Wholesale Stocks Momsen-Dunnegan-Ryan Co.

PHOENIX, ARIZONA

EL PASO, TEXAS

Seaside Road Oils Asphalts Used by Highway Departments of Arizona, California, Nevada, New Mexico and by many Counties, Cities and Paving Contractors.

Seaside Oil Company

INCORPORATED

SUMMERLAND, CALIFORNIA

NOTICE TO CONTRACTORS

SEALED BIDS will be received until 2:00 P. M. on the above date, and then publicly opened and read at the office of the Arizona State Highway Commission, Phoenix, Arizona. No bids will be received after the time specified.

All bids must be marked upon the outside of the envelope "State Highway Contract, N.R.H. 98-C, Blythe-Wickenburg Highway, or N.R.H. 98-D, BlytheWickenburg Highway", and must CLEARLY SHOW THE NAME OF THE BIDDER ON THE OUTSIDE OF THE ENVELOPE. THE ATTENTION OF BIDDERS IS CALLED TO STATE STANDARD SPECIFICATION 1-2-7, "DELIVERY OF PROPOSALS". ENVELOPES MAY BE OBTAINED AT THE OFFICE OF THE STATE HIGHWAY DEPARTMENT.

The work on N.R.H. 98-C, begins at the county line and extends easterly ten and eight-tenths (10.8) miles and on NRH. 98-D begins approximately twothirds (2-3) miles west of Saloma and extends northeast approximately eight-een and seven-tenths (18.7) miles and consists of the Grading and Draining only.

The work on N.R.H. 98-C is to be completed on or before April 30, 1934. The work on N.R.H. 98-D is to be completed on or before July 15, 1934.

PRINCIPAL ITEMS N.R.H. 98-D

9,700 C. Y. Roadway Excavation 50,700 C. Y. Drainage Excavation 2,160 C. Y. Structural Excavation 165,800 C. Y. Borrow Excavation 11,150 Sta. Yds. Earthwork Overhaul 3,900 C. Y. Selected Material 8,900 C. Y. Mi. Selected Material Haul 240 M. Gals. Water for Sprinkling 840 C. Y. Concrete 67,000 Lbs. Reinforcing Steel 1,000 Lin. Ft. C. M. P. various sizes 2,800 Lin. Ft. Cable Guard Type "A" 154,400 Lin. Ft. Standard Line Fence 2,600 Lin. Ft. Reconstructing Fence

STRUCTURES OVER 20' CLEAR SPAN

16,500 C. Y. Drainage Excavation 6,300 C. Y. Structural Excavation 4,000 C. Y. Concrete 396,500 Lbs. Reinforcing Steel 252,400 Lbs. Structural Steel 299 M. B. M. Treated Timber 13 M. B. M. Untreated Timber 3,800 Lin. Ft. Treated Timber Piles 1,700 Lin. Ft. "H" Column Piles Also Pile Points, Test Piles and Water Barrels.

ALTERNATE

2,800 Lin. Ft. Steel Plate Road Guard 255 M. B. M. Redwood Timber

N.R.H. 98-C

12,500 C. Y. Roadway Excavation 42,400 C. Y. Drainage Excavation 2,000 C. Y. Structural Excavation 78,700 C. Y. Borrow Excavation 4,800 C. Y. Selected Borrow 142 M. Gals. Water for Sprinkling 900 C. Y. Concrete 77,300 C. Y. Reinforcing Steel 900 Lin. Ft. C.M.P. Various Sizes 96,000 Lin. Ft. Standard Line Fence 6,000 Lin. Ft. Reconstructing Fence

ARIZONA HIGHWAYS STRUCTURES OVER 20' CLEAR SPAN

7,000 C. Y. Drainage Excavation 1,600 C. Y. Structural Excavation 1,300 C. Y. Concrete 130,000 Lbs. Reinforcing Steel 82 M.B.M. Treated Timber 5 M.B.M. Untreated Timber 1,200 Lin. Ft. Timber Piles also Pile Points, Water Barrels, etc.

ALTERNATE

93 M.B.M. Redwood Timber No Contractor shall be eligible to submit a bid until duly licensed as a Contractor in the State of Arizona and until his attested statements of Financial Resources, Construction Experience and Equipment, made on forms supplied by the Arizona Highway Department, have been approved.

A Proposal Guarantee in Cash or Certified Check of not less than 5% of the gross amount of the bid is required.

A copy of the Standard Specifications, Issue of October 1930, with REVISED AMENDMENTS AND SUPPLEMENTS is required.

The right is reserved to reject for cause, any and all bids.

The attention of bidders is directed to the Special Provisions covering subletting or assigning the contract and the use of Domestic Materials.

Labor lists shall be obtained from the Maricopa County Re-employment Committee Chairman J. F. Schwerdtfeger, 16 S. 2nd., Ave., Phoenix, Arizona, for N.R.H. 98-C, and for the Yuma County Re-employment Committee Chairman, Samuel DeCorse, Yuma, Arizona, for N.R.H. 98-D.

The rate of wages paid all labor employed on this contract shall not be less than shown on Sheet 2.

T. S. O'CONNELL, State Highway Engineer.

Phoenix, Arizona, September 7, 1933.

N.R.H. 98-C

STRUCTURES OVER 20' CLEAR SPAN

ALTERNATE

A Proposal Guarantee in Cash or Certified Check of not less than 5% of the gross amount of the bid is required.

The right is reserved to reject for cause, any and all bids.

The attention of bidders is directed to the Special Provisions covering sub-letting or assigning the contract and the use of Domestic Materials.

The rate of wages paid all labor enployed on this contract shall not be less than shown on Sheet 2.

T. S. O'CONNELL, State Highway Engineer.

Phoenix, Arizona. September 7, 1933.

NOTICE TO CONTRACTORS

N.R.H. 80-B & D ASHFORK-KINGMAN HIGHWAY BIDS OPENED SEPTEMBER 26, 1933 SEALED BIDS will be received until 10:00 A. M. on the above date, and then publicly opened and read at the office of the Arizona State Highway Commission, Phoenix, Arizona. No bids will be received after the time specified.

All bids must be marked upon the outside of the envelope "State Highway Contract, N.R.H. 80-B & D, Ashfork-Kingman Highway", and MUST CLEARLY SHOW THE NAME OF THE BIDDER ON THE OUTSIDE OF THE ENVELOPE. THE ATTENTION OF BIDDERS IS CALLED TO STATE STANDARD SPECIFICATION 1-2-7, "DELIVERY OF PROPOSALS". ENVELOPES MAY BE OBTAINED AT THE OFFICE OF THE STATE HIGHWAY DEPARTMENT.

The work, on N.R.H. 80-B, begins near Crookton and extends Westerly approximately nine (9) miles to Seligman and on N.R.H. 80-D, at the West end of N.R.H. 80-B in Seligman and extends Northwesterly seven and fourtenths (7.4) miles, consists of placing Base Course and either Cutback or Emulsified Asphalt Plant Mix and is to be completed on or before March 31, 1934.

PRINCIPAL ITEMS

8,200 C. Y. Stripping Pits 225,000 Sq. Yds. Reshaping Road Surface 375 M. Gals. Water for Sprinking 42,600 C. Y. Aggregate Base Course 194,600 C. Y. Mi. Aggregate Base Haul 1,500 C. Y. Shoulder Material 7,700 C. Y. Mi. Shoulder Material Haul 28,750 Tons Plant Mix 1,286 Tons Cutback Asphalt 15.9 Miles Placing Plant Mix 1,300 C. Y. Screenings Furnishing and Placing Oil Mix for Bridges, Placing Intersection and Stockpiling Aggregate.

ALTERNATE

2,700 Tons Emulsified Asphalt. No Contractor shall be eligible to submit a bid until duly licensed as a Contractor in the State of Arizona and until his attested statements of Financial Resources, Construction Experience and Equipment, made on forms supplied by the Arizona Highway Department, (Continued on Page 27)

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