Road Projects Under Construction

SEPTEMBER, 1934. ARIZONA HIGHWAYS 13 Road Projects Under Construction in Arizona DISTRICT NO. 1

Geo. B. Shaffer, District Engineer Lee Moor Contracting Co. has the contract for grading, draining, placing of base course and oil surfacing of approximately 22% miles on the PrescottAshfork Highway, U. S. 89, N.R.H. 61, beginning at Jerome highway junction and extending north, 68% complete. R. D. Canfield Resident Engineer.

Strong and Grant and O. A. Thorn have completed the contract, N.R.H. 80-G for the grading, draining and placing of base course on 23.6 miles of U. S. Route 66, beginning at Kingman and extending east. L. W. Foster, resident engineer.

Pearson and Dickerson have construction 56% complete on approximately 15½ miles of U. S. 89, beginning at the south city limits of Prescott and extending south. N. R. H. 72-C. Work consists of surfacing and oiling. R. E. Lawrence, resident engineer.

All Arizona Engineering and Construction Co. has completed the contract for the construction of one timber bridge and approximately one mile of approaches on the Kingman-Boulder Dam Highway, located approximately 40 miles northwest of Kingman, N.R.S. 102-A. Percy Jones, Sr., resident engineer.

Martin Bros. Trucking Co. has the contract for the furnishing and placing of base course, and oil mix on approximately 108 miles of highway, extending from the Yuma-Maricopa county line easterly to the town of Aguila on highway 60, N.R.H. 98-C, 93% complete. C. S. Benson, resident engineer.

Arizona Sand & Rock Co. have the contract for the grading, draining, placing aggregate base course and mineral aggregate and oil processing by the road mix method of about 5.2 miles of highway, beginning four miles north of Gillespie Dam Bridge and. extending northwesterly on U. S. 80, N.R.H. 64-A, 65% complete. Sam C. Redd, resident engineer.

Lee Moor Construction Co. has contract for the grading, draining, placing base course and road mix on approximately 94 miles of roadway, beginning at the Ashfork-Jerome highway junction and extending northeasterly towards Jerome on State Highway 79, N. R. H. 19-A and B, 68% complete. Jas. A. Parker, resident engineer.

Pleasant Hasler Construction Co. have contract for placing base course and mineral aggregate and oil processing by the road mix method on 18.7 miles on U. S. Highway 60, Blythe Wickenburg Highway, N.R.H. 98-D, 27% complete. C. S. Benson, resident engineer.

DISTRICT NO. 2

F. N. Grant, District Engineer Hodgman and MacVicar and Royden have the contract for grading, draining and surfacing approximately 18.2 miles, U. S. 66, N.R.H. 97-D, beginning at the Navajo-Apache Co. line and extending east, 82% complete Floyd J. Beeghly, resident engineer.

W. E Hall Co has contract for the grading, draining and placing of select material on approximately 7.4 miles on U. S. Route 260, N.R.H. 78-E, beginning about 25 miles southeast of Holbrook and extending southeasterly, 58% complete. H. B. Wright, resident engineer.

Lee Moor Contracting Co. have contract 2% complete for grading, draining, placing select material, base course and mineral aggregate and oil processing approximately 10% miles on the St. Johns-Springerville Highway, U. S. 260, beginning at the highway junction about 1-3 mile south of the town of St. Johns and entending southerly. N.R.H. 60.

N. G. Hill & Co. and H. L. Royden have contract 40% complete for the construction of the railroad underpass and incidental grading, draining and paving work within the town of Flagstaff on U. S. 66, N.R.M. 21.

New Mexico Construction Co. have construction 95% complete on contract on the Flagstaff-Fredonia Highway, N.R.H. 95-C, consisting of grading and draining approximately 20 miles on U. S. Highway 89, beginning at the Grand Canyon Bridge and extending south. Joe De Arozena, resident engineer.

DISTRICT NO. 3

R. C. Perkins, District Engineer Geo. K. Thompson has the contract for the grading and draining of approximately three miles of the Globe-Showlow Highway 99-F on U. S. Route 60, just north of the Salt River, 76% complete. A. F. Rath, resident engineer.

All Arizona Engineering and Construction Co. has completed the contract for the construction of a timber bridge, located about 1½ miles S. E. of the town of Duncan on U. S. 180, N.R.H. 88-C. A. W. Newhall, resident engineer.

W. E. Hall Co. has completed the contract for the widening and resurfacing of the present pavement located within the city limits of Phoenix on East Van Buren between Central and 16th St., N.R.M. 30-A. A. J. Gilbert, resident engineer.

Phoenix-Tempe Stone Co. has completed the widening and resurfacing of the existing pavement on West Van Buren St. in the city of Phoenix, beginning at 7th Avenue and extending to 15th Avenue, N.R.M. 78-E, N.R.M. 30-C. Jack Gilbert, resident engineer.

Copper Cities Lime & Stone Construction Co. have completed contract consisting of concrete pavement widening cf 2-3 miles within the towns of Thatcher and Safford on the GeronimoSolomonville Highway, N.R.M. Projects 43 and 67, U. S. Highway 180. D. J. Lyons, resident engineer.

Phoenix Tempe Stone Co. have completed contract for widening the existing pavement with Portland cement concrete, extending six concrete box culverts, and other incidental work, in the town of Glendale on U. S. 89, for a distance of 1.15 miles along Grand Avenue, N.R.M. 33-A, Schedule 3, and N.R.M. 48.

DISTRICT NO. 4

W. R. Hutchins, District Engineer Heafey, Moore & Jack Casson have the contract for the construction of approximately 26 miles on the Casa Grande-Gila Bend Highway, N.R.S. 100-A, consisting of grading, draining, placing of base course and oil surfacing, 89% complete. Work begins at the Maricopa-Pinal County line and extends easterly. Geo. Lang, resident engineer.

H. L. Royden has contract 86% complete for the widening of the existing pavement and placing curbs for a distance of approximately 0.6 miles on “A” Avenue, in the city of Douglas on U. S. 80, N.R.M. 79-H. Oscar Maupin, resident engineer.

Wm. Peper Const. Co. and Leo Frost have contract 82% complete for the widening and lengthening of a concréte arch bridge and the grading, draining and concrete paving of about 0.6 miles of roadway, located about 6 miles east of Bisbee on U. S. Route 80. N.R.H. 11-A. Oscar Maupin, resident engineer.

R. E. Mar'in & Co. has completed contract for the replacing of existing pavement and concrete dip with new concrete pavement and a concrete box culvert, located in Bisbee at the intersection of Tombstone Canyon and War-ren

ARIZONA HIGHWAYS

Avenue, N. R. M. 79-1, on U. S. 80. Oscar Maupin, resident engineer.

BUREAU OF PUBLIC ROADS PROJECTS IN ARIZONA

G. L. McLane, Highway Engineer in Charge.

W. R. F. Wallace, Assoc. Highway Engineer, Supervising Engineer.

F. W. Flittner, Assoc. Construction Engineer, Supervising Engineer.

W. P. Wesch, Assoc. Highway Bridge Engineer, Bridge Engineer.

W. J. Ward, Assoc. Highway Engineer, Locating Engineer.

UNDER CONSTRUCTION

Route 3, the Flagstaff-Clint's Well National Forest Highway: Hodgman & MeVicar have the contract for grading and draining of 8.017 miles of the Flagstaff-Clint's Well Route. The project begins at Clint's Well, joining with the Pine-Winslow route, and extends north. Work is 12% complete. C. R. Brashears, resident engineer.

Route 7, the Oak Creek National Forest Highway: George W. Orr has completed 75% of the work under his contract for the placing of subgrade reinforcement material on sections of the Oak Creek Highway from Flagstaff to Sedona, length 24.5 miles. L. G. Waters, resident engineer.

Route 20, the Springerville-Alpine-State Line National Forest Highway: O. F. Fisher has completed the work under his contract for the grading and draining of 6.8 miles of this route between Alpine and the New Mexico State line. F. A. Bonnell was resident engineer.

Route 32, the Chiricahua Monument Highway: W. A. Rawls has completed his contract for grading and draining 2.5 miles of the route. This section in the "Wonderland of Rocks" terminates on Massai Point in the Chiricahua National Monument. F. J. Dixon was resident engineer.

Cameron-Desert View Approach to Grand Canyon National Park: New Mexico Construction Company has the contract for the oil surfacing of 17.1 miles of this route between Desert View and Dead Indian Canyon. Work is about 25% complete. V. G. Watson, resident engineer.

O. F. Fisher has the contract for the placing of subgrade reinforcement material on Section D of this route, length 10.9 miles. This work extends from Dead Indian Canyon toward Cameron. Work is approximately 65% complete. J. H. Brannan, resident engineer.

ARIZONA HIGHWAYS

Kingman-Boulder Dam Highway: M. J. Bevanda has the contract for the grading and draining of 10.8 miles of this route. This work begins about six miles from the Boulder Dam and extends south. Work is approximately 54% complete.

All Arizona Engineering and Construction Company is contractor for the construction of 3.5 miles of the Kingman-Boulder Dam Highway, joining the section mentioned above and extending south. The work is just getting started.

H. L. Lyon is resident engineer on projects on the Kingman-Boulder Dam route.

SURVEYS:

F. J. Wade is in charge of a survey on Route 3, the Flagstaff-Clint's Well National Forest Highway. The party is now working in the vicinity of Mormon Lake.

The survey of the Snowflake-Pine Top section of Arizona Forest Route 17 is under the direction of G. E. Nelson. The work is about 95% complete.

Survey work was resumed on the Abyss-Havasupai Point route within the Grand Canyon National Park and the work is about 95% complete. Mr. J. H. Brannan is in charge of the location work.

BIDS TO BE OPENED

Bids were or will be opened in the Phoenix office of the Bureau of Public Roads for the following projects, at 10:00 a. m. on the dates indicated: On September 4th, for placing a seal coat on the south 17.199 miles of the South Approach to Grand Canyon Na-tional Park, beginning at the connection with U. S. 66, about 3 miles east of Wil-liams. The project is designated as "NR" South Approach to G. C. N. P., D, Seal Coat, and the principal items are 175 tons applying asphaltic material, 1,350 cubic yards screenings for seal coat and 65 cubic yards screenings for patching.

On September 6th, for placing a crushed gravel base course on Section B2 of Route 1 in the Petrified Forest National Monument. Project is 3.510 miles in length and the principal items are 13,000 tons crushed gravel base course and 400 tons supplemental crushed gravel.

On September 11, for placing subgrade reinforcement on Section A, length 5.039 miles, of the Payson-Colcord Mountain National Forest Highway, located about 21 miles east of Payson. The project is designated as Arizona "NR" 11-A1, and the principal items of work are 6,500 cubic yards subgrade reinforcement and 35,000 cubic yard-miles hauling.

On September 13th, for grading and subgrade reinforcement on Grand Canyon Route 8, Hermit Rest, length 9.141 miles. The project is designated as G. C. "NR" 8, Grading and Subgrade Reinforcement and involves, in addition to the usual items for a grading contract, a considerable amount of masonry curbs, walls, metal railing and similar detailed and landscape work.

subgrade reinforcement on Grand Canyon Route 8, Hermit Rest, length 9.141 miles. The project is designated as G. C. "NR" 8, Grading and Subgrade Reinforcement and involves, in addition to the usual items for a grading contract, a considerable amount of masonry curbs, walls, metal railing and similar detailed and landscape work.

On September 18th, for grading 3.046 miles of the Payson-Colcord Mountain National Forest Highway, about 26 miles east of Payson. This project is designated as Arizona "NR" 11-B. The usual items are involved, including 17,000 cubic yards unclassified excavation.

ARIZONA AT CHICAGO FAIR

Outside, a garden has been set up of the picturesque flora of the desert, and virtually every type of cactus is shown, from the towering saguaro to the tiny pin-point variety. In charge of this garden is A. A. Nichols of the University of Arizona, and to him high praise is due for the faithful presentation of this typical growth.

Secretary of the display is Fred Wilson, nationally known for his work in advertising. He is ably assisted by a corps of workers from the state. Each day brings inquiries from persons whose interest in Arizona has been awakened or refreshed by the exhibit. These requests for information, relayed by the Arizona State Chamber of Commerce, are sent to every section of the state for handling, and valuable contacts are being built. A decided influx of tourists is generally predicted as a result of this piece of work.

On many transcontinental highways and containing a wealth of attractions, the state annually derives many millions of dollars from its tourist business, which during the next season is expected to reach almost $95,000,000 as a result, in some measure, of the state display at the fair, where millions are being told the story of Arizona and its lure.

MAJESTIC MOUNT GRAHAM

(Continued from Page 6) combine to Trip Canyon, thus giving access to all of the timber on the mountain, considered to be one of the finest stands of pine in the United States. Trip Canyon is now connected with the main road in the valley at Pine, a distance of 21 miles.

Romance enshrouds Graham Mountain around its base are evidences of a prehistoric people, proving that it has been a shrines and sanctuary for time immemorial.

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ARIZONA HIGHWAYS

16 SEPTEMBER, 1934.

BUILDING FROM THE TOP DOWN

(Continued from Page 3) Sieve) which consists of the Federal Bureau of Public Roads designation of A-1, A-2, A-3, A-5, and some of the A-4 type, can be made to carry the present traffic with a six-inch compacted inter mediate layer, this six-inch layer consisting of material carrying between 25 per cent and 65 per cent gravel or crushed rock, and having a satisfactory binder. Experience has shown that the binder portion (that passing the 40mesh screen), made up in accordance with the methods outlined by the Bu reau of Public Roads, has to have a lineal shrinkage of less than 4 per cent and a centrifuge moisture equivalent of less than 18, preferably less than 15, to be satisfactory.

For an appreciable length of time, as our system developed, the method of stabilization outlined above seemed to be the answer to all the problems of soil stabilization. But later on it was found that, with the use of roadside borrow consisting of A-7 type soils, the six-inch compacted layer does not prove satis factory and cannot be made so. Grad ual accumulation of moisture, with no consequent relief through gravity flow of this accumulated moisture, produces a plastic condition in a A-7 soil which eventually will displace under practical ly any type of traffic to which the oil cake may be subjected. So far, we are led to believe that the only answer to this condition is not to use any soils of the A-7 type in fills of any great height, but to import the borrow even though the cst be appreciably more.

There might possibly be another an swer, due to the fact that all failures of this type have been found principally along the edges. Perhaps a design in which the subgrade reinforcing, or base course, would be appreciably thickened from a point about a foot or a foot and a half outside of the edge, to between three to four feet inside the edge to ward the center, would serve the pur pose. One Arizona project recently has been designed that way, but not for the reason stated above. It was a new fill consisting principally of a sandy type subgrade, and it was thought that a heavier reinforcing near the edge might decrease possible lateral shoving. It will serve as an experiment in the prob lem of displacement along the sides, as well.

This brief outline of flaws and remedies, while it is not in any sense complete, is illustrative of much which has been accomplished in Arizona through a study of conditions and contributory factors, in eliminating failures. And so the research work goes on. Arizona's low-cost type of road has really taken the place of a high-cost rigid pavement, and efforts are being continued by the Materials Department to iron out all the troubles that are connected with it, in order that it may be made to serve and wear as such.

THE MASSACRE OF TUBAC

(Continued from Page 7) their horses into the camp only to pull up short, muttering curses beneath their beards.

Death and destruction lay all about them. In the trails and in the fields the bodies of the men and women who had made Tubac their home were scattered, bearing in their mutilated condition, mute evidence of Apache ferocity. Smouldering fires marked empty homes. Looted and empty adobe walls remained to show where a house had stood. All was desolation. Not a head of stock remained nor a living human being.

To these men of the mountains and trails the sign left by the war party was easily read. Within the 12 hours before their trains arrival the Apaches had swooped down on the little valley set-tlement. The battle had been sharply fought, but brief. Numbers had been in favor of the Indians and they had quickly carried their objective. The town's population evidently had died to a man.

The Apaches had not escaped unscathed. Many marks of blood and battle showed where the rifle or the pistol of a pioneer had counted cup, but the Apaches never leave their dead and the exact extent of their losses was not known.

The Missourians did that little which could be done. The bodies were gathered up from the widespread scene of the fight and in a common grave, returned to the earth. A husky voiced circuit rider, who was a member of the train, stood at the end of the long pit clad in homespun jeans and hickory shirt. As the clods began to fall he raised his voice in a simple prayer of the mountain people. A short pause, and to the accompaniment of a wailing fiddle, a hymn was sung. The mound grew rapidly and the task was completed.

It was not for the members of the train to mourn long. Life asked too much of them and with the philosophy bred of the trail they accepted what they found before them. For 15 days the train camped at the scene of the massacre. Oxen were shod and rested, horses and mules cared for while the women and children gathered the crops from the fields to replenish the wagons' larders against the long trail that lay ahead.

Then, with renewed strength and thoughts of the nearing goldfields, the teams were yoked again and the lurching wagon train drew out of the green valley, once more quiet in the peaceful sun of early summer.

Tubac and its deaths lay behind, California and wealth lay ahead. Tubac and its tragedy were but incidents of the trail.

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STANDARD OIL COMPANY OF CALIFORNIA FLOOD CONTROL AS RELATED TO HIGHWAYS

(Continued from Page 5) should be given to the hydraulic prob-lems encountered.

Hydraulics is not a problem that canbe definitely integrated as some prob-lems in mathematics are. Many factorsand co-efficients must be obtainedthrough experimental data, or throughrecords over a period of years. It istherefore necessary that records of thisnature be continuous over a long periodof time. The longer the period of time,the less the discrepencies in using factorsdetermined by this method. The prob-lem for the highway engineer is to de-termine the maximum stream flow rec-ord, as it influences the size of theopening of the bridge. He little caresabout the minimum flow or mean flowof streams. These factors are of im-portance to the irrigation engineer,however, as they determine the contin-uity of supply and the amount.

Formulas derived for rainfall run-off are generally applicable to restricted districts, and lack wide useful applica-tion. It is necessary for the highway engineer to be familiar with the typeof land he is crossing, its rainfall periods and the amount. While certain general laws may be applied to the solution of this problem, records are his best friends.

These general laws may best be summarized into the following statements: Run off varies directly with the rate of rainfall.

The steeper the contours of the country, the greater the run-off.

The higher the porosity of the soil, the lesser the run-off.

The denser the vegetation, the lesser the run-off.

From these general statements formulas have been derived which give afair estimate of the probable run-off.However, they should be used with careand recognized for their worth.

It often happens that after picking asuitable site and erecting a suitablecrossing, a stream may change itscourse, and present a new danger to thehighway. It then becomes a questionof returning a stream to its original bedand controlling its course. Obstructionsof some material may be placed in thestream to control its velocity, or deflections to force it back to its original position. Among the former type is thejetty or open frame work which retardsthe current and allows it to depositsome of the material carried in suspension, thus building up a sand bar of itsown material. Deflections of the sec-ond type are used to control and directthe current through the necessary open-ings. Rip-rap, brush mattresses andrim walls are of this type.

The dense population of the presentday has brought about another problem of protection of our assets. In manyplaces construction has encroached uponthe natural channels of streams untilthey are too small to carry their burdens. Also, at the same time, throughpaving of streets, sidewalks, etc., therun-off has been increased. Improvement of the natural waterway must becarried on. This is done by improvingof the hydraulics of the stream, eitherby deepening its bed or paving. Astream bed in earth in good conditionmay be made to carry 50 per cent ormore additional by paving its bottomand sides. A problem of this nature isnow being studied at Nogales. It isnecessary to increase the present drainage ditch to carry an additional amountof water due to construction of a newsystem of drainage in the town. This article has been confined to thequestion of flood control in its relationto highways. However, the problem af-fects so many phases of our futureprogress that what applies to highwaysmay also be applied in other directions.

The federal government is now en-tering into the field of flood control andsoil erosion. This past year it has mademany investigations within the stateand through different organizationssuch as the CWA, CCC, ERA, andothers, much is being done along theselines. In the Indian country the gov-ernment is trying to re-establish therange land and reduce the stock raisingthat has been responsible for the de-struction of the protective grass cover-ing. Near Duncan and Safford, thegovernment is replacing material erod-ed, by the use of check dams on themajor water courses and reforestrationof the hillsides. The problem has become acute andmuch investigation may be expected inthe future. Protective measures nowwill more than pay for themselves inthe future, through the conservation ofthe state's resources.

SEARCH FOR THE SEVEN CITIES OF CIBOLA

(Contined from Page 9) Way to the northeast, through theApache country which is now the WhiteMountain Apache Reservation of Ari-zona. De Niza took possession of thiscountry for the Crown and the Church.Many Indians were desirous of joininghim on his journey to Cibola. De Nizaselected thirty of the wealthy and whathe concluded to be the most influential,and a number of others were taken toact as servants. The journey was againcontinued on May 9th, over a broad andwell traveled road. De Niza, along thisroad, found that Estevan had builtbowers and shelters for his comfort.Over rough mountains whose peakswere still snow covered, De Niza kepton for twelve days. De Niza must havetraveled the Mogollon Mountains. Whenhe reached the Continental Divide, twoIndian messengers wounded and cov-ered with blood, met him with tragicnews of the black Moor.

SEPTEMBER, 1934.

When Estevan was within one day'sjourney of Cibola, he sent his messen-gers on ahead with his gourd and rat-tles, to the lord of these cities. Thechief was angry, and informed the mes-sengers to return and tell their masterthat no welcome save death awaitedhim should he continue on to the cities.

The messengers were afraid, andmade all haste to return to their master.Estevan refused to be shaken from hispurpose, for he said to his followers: "Wherever I have journeyed, eventhough some of the Indians have metme with evil words at first, they laterreceived me well." So with all the peo-ple of his escort, about three hundredin all, some of them women whom hehad taken or that had been presentedto him along his route, on went blackStephen disregarding the warning of thechief as he had disregarded De Niza'sorders that he was not to proceed toCibola without the friar.

It must have been a picturesque andcolorful procession, the tall and power-ful Estevan, the one black man amongthe Indians Estevan, with his longcurly black beard, his neck hung withropes of turquoises he had acquired onhis way, rattles and bells on his armsand ankles, and bedecked with brightcolored plumes, and two Castillian greyhounds trotting at his heels. The Indians were frightened by the messagesent from the chief of Cibola, yet theyfollowed Estevan. Perhaps they thoughtthe chief meant to harm only Estevan;perhaps they folowed him as a small boyfollows a circus parade, too fascinatedto turn back, or perhaps they thoughtof Estevan as some sort of a healer, orman of magic, for he was the first blackthey had ever beheld. At any rate, theyfollowed Estevan, who went on, carry-ing a gourd decorated with two bellsand two feathers, one white and onered, as symbols of his authority andpower. As the setting sun cast its last raysof light, Estevan and his followersneared Cibola.

The chief would not let them enterthe city, and he took all that Estevanpossessed and had him put in a large

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ARIZONA HIGHWAYS SEPTEMBER, 1934.

House outside the city, and they gave and all but two chiefs deserted the friar acorst, five-eights through the jowl.

him neither ford nor water. and returned to their homes. Some hummocky on the aige, shaped The next morning when the rising sun Fray Marcos was determined to see somethin' like a hoss shoe, toe forard.

had climbed the heavens to the height with his own eyes the Cities of Cibola, If you want me to be more particular Of a lance, Estevan, with some of his so the friar and the two chiefs went to I'll have to come up thar." The Earth chiefs, slipped from the house. Suddenly there appeared a great crowd of the city. Here Fray Marco de Niza the inhabitants of the city armed with piled stones and placed a small cross Delaware continues to build side-walks along rural highways. Several the inhabitants of the city armed with piled stones and placed a small cross Delaware continues to build sidebows and arrows. Estevan and the country, and named it Saint Francis, in miles of such sidewalks have been ap-

chiefs fled and with them the messen-

gers that had come with the black from honor of the patron saint of his order. proved by the Highway Department this Vacapa. All fled and many fell dead The friar then turned his face to the year. If this movement spreads it will and wounded, pierced by the arrows of south, and in haste made his way to the not be necessary for pedestrians to their pursuers. valley of the San Pedro. The natives wear red lights as required in some This was the account the two wound there were no longer friendly to him, states and proposed in others.

Ended and exhausted Indians told Fray but did him no injury. He proceeded Marca de Niza when they reached him to San Miguel, and on to Compostella, on the Continental Divide. "All must where the governor awaited him. Fray wounded and were covered over by the which later resulted in the Coronado exHave perished save we, and we fell Marcos made a report to the viceroy, bodies of those who fell dead over us. pedition.

When dark came we crawled out from under the heap of bodies of the dead and made our way to you.

"Estevan we saw no more, after we had seen him leave the house running from his pursuers, but he too must haVe perished by the arrows of the people of the Seven Cities of Cibola."

Yet there was none who said, "I saw him dead."

Did black Stephen lie dead in Cibola

in a pool of blood from his own adven-

turous and greedy hear, or did he live

to carry again the gourd with its two

feathers, one white, one red?

There is none who knows.

All the Indians who had accompanied Fray Marcos were terrified at the news of what had happened at Cibola and begged the friar to return with themfrom whence they had come. The friar

quieted them and appeased them with

gifts, and they, too, went on, but one

day's march from Cibola they rebelled

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THE STORY OF JONES

The sales manager, obviously upset, dashed into the President's office.

"It's Jones, our salesman," the sales

manager explained. "Used most insult-

ing language. Told me to fry my face, and said you could go chase yourself."

"He did, did he?" said the President.

"We'll fire him without ceremony. Let's see; he's been with us five months. What business has he done?"

"Five hundred dollars the first "month," said the sales manager, reading from a book, "four thousand dollars

the next month, fifteen thousand dol-

lars the next, forty thousand dollars the next."

"H'm!" murmured the President. "I

Often think I ought to take a little more

exercise, and I dare say the caretaker

will lend you a frying pan." The

Broadcaster.

HE TOLD HER!

Wife: "Dear, I've set my heart on a Rolls Royce."

Hubby: "Yes? Well, that's the only part of your anatomy that'll ever set on one!" The Earth Mover.

BELIEVE IT OR NOT

The story goes that during the worst period of the depression a contractor,

who was up against it, hired out as a

window decorated. He was fired the sec-

ond day. It seems he mixed up his

labels. Underneath a bathtub he put one that should have been on a fur coat.

It ran: "How would you like to see your best girl in this for $47.50?"The Earth Mover.

EXPLICIT SPECIFICATIONS

A Kansas woman wanted a set of false teenth and wrote to a Topeka den-tist.

dentist thus: "My mouth is three inches NOTICE TO CONTRACTORS.

HOLBROOK LUPTON HIGHWAY

N.R.H. 83-C (1935) (A.E.F. 6606)

N.R.H. 83-G (1935) (A.F.E. 6635) BIDS OPENED SEPTEMBER 25, 1934.

SEALED BIDS will be received until 10:00 A. M. on the above date, and then publicly opened and read at the office

Arizona State Highway Commission,

sion, 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, Holbrook-Lupton Highway.

N.R.H. 83-C & G (1935)", 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 HIGH-WAY DEPARTMENT.

The work, which begins approximate-ly fourteen and one-quarter (144) miles northeast of Holbrook and ex-tends easterly approximately six and

one-half (62) miles, consists of plac-

ing base course and either three (3) inches of cutback plant mix with seal coat or two and one-quarter (24) inches of Laykold, constructing shoulders and stockpile aggregate and is to

be completed on or before December

31, 1934.

PRINCIPAL ITEMS AND APPROXIMATE

QUANTITIES

N.R.H. 83-C & G COMBINED

99,812 Sq. Yd. Reshaping Road Sur-face

200 M. Gal. Sprinkling

2,667 C. Y. Aggregate Base Course

GROSSO'S IF IT IS . . . .

CANDY you like, we have a

large assortment to choose

from.

ICE CREAM you desire these hot days, we have nine flavors to choose from.

LUNCH you want, don't fail to try our noon plate lunch.

SEPTEMBER, 1934. ARIZONA HIGHWAYS

2,197 C. Y. Mi. Aggregate Base Course Haul 2,483 C. Y. Shoulder Material 4,776 C. Y. Mi. Shoulder Material Haul amount of $59,200.00. In the event contract unit prices indicate a total cost of the project as planned in excess of the amount of funds programmed for the project, the length of the project will be shortened, if necessary, to keep the cost of the work within the funds allotted thereto.

About 13.7 miles, consists of Aggregate Base Course and Oil Processing. and is to be completed on or before February 28, 1935.

9,785 tons Local Aggregate 1,500 tons Imported Aggregate 548 tons Cutback Asphaltic Cement 11,756 tons Mix, Haul and Place Plant Mix 558 C. Y. Screenings 21,140 Lin. Ft. Standard Line Fence 170 C. Y. Stockpiled Aggregate

PRINCIPAL ITEMS AND APPROXIMATE QUANTITIES

T. S. O'CONNELL, State Highway Engineer. Phoenix, Arizona. September 4, 1934.

20,715 Tons Plant Mix 1,030 Tons Cutback Asphalt 149,345 Sq. Yds. Reshaping Road Surface 7,690 C. Y. Aggregate Base Course

ALTERNATE

99,812 Sq. Yd. Reshaping Road Surface 200 M. Gal. Sprinkling 2,667 C. Y. Aggregate Base Course 2,197 C. Y. Mi. Aggregate Base Course Haul 1,901 C. Y. Shoulder Material 3,660 C. Y. Mi. Shoulder Material Haul NOTICE TO CONTRACTORS.

4,250 C. Y. Shoulder Material 1,500 C. Y. Stripping Pits 13,674 Mi. Placing Plant Mix 1,175 C. Y. Screenings 450 M. Gal. Sprinkling 400 Sq. Yds. Placing Intersections 300 C. Y. Stockpiled Aggregate

HOLBROOK - LUPTON HIGHWAY

N.R.H. 83-E (1935) (A.F.E. 6621) BIDS OPENED OCTOBER 3, 1934.

7,340 tons Local Aggregate 1,126 tons Imported Aggregate 424 tons Bituminous Binder 8,887 tons Mix, Haul and place Laykold 21,140 Lin. Ft. Standard Line Fence 170 C. Y. Stockpiled Aggregate AND OTHER INCIDENTAL ITEMS SEALED BIDS will be received until 11:00 Α. Μ. 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, Holbrook-Lupton Highway, N.R.H. 83-E (1935)", 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.

AND OTHER INCIDENTAL ITEMS No Contractor shall be eligible to submit a bid until duly licensed as a Contractor in the State of Arizona and until his certified statements of Financial Resources, Construction Experience and Equipment, made on forms supplied by the Arizona Highway Department have been approved.

No Contractor shall be eligible to submit a bid until duly licensed as a Contractor in the State of Arizona and until his certified statements of Financial Re-sources, Construction Experience and Equipment, made on forms supplied by the Arizona Highway Department has been approved. A certificate of compliance on the prescribed form which will be funished for that purpose shall be signed and submitted by all bidders, in accordance with Executive Order No. 6646, issued by the President on March 14, 1934. Only bids accompanied by such certificate shall be considered or accepted.The contractor to whom award is made shall require subcontractors and dealers furnishing equipment, materials, and The work which begins about 40 miles East of Holbrook and extends easterly supplies to sign similar certificates before making awards to or purchases from such contractors or dealers, copies of which shall be furnished to the con-tracting officer. The attention of bidders is directed to the Special Provisions covering subletting or assigning the contract and the use of Domestic Materials. A Proposal Guarantee in an unendorsed Certified or Cashier's check of not less than 5% of the gross amount of the bid is re-quired. A copy of the Standard Speci-fications, Issue of October 1930, with REVISED AMENDMENTS AND SUP-PLEMENTS is required. The right is reserved to reject for cause, any and all bids.

Labor lists shall be obtained from the Navajo County Reemployment Office Manager, Mr. Q. R. Gardner, Holbrook, Arizona. The minimum wage paid skilled labor employed on this project shall be in accordance with the classified rates at-tached to the Specifications, of which the minimum is one dollar ($1.00) per hour. The minimum wage paid inter-mediate labor shall be sixty-two and one-half (62%) cents per hour. The minimum wage paid unskilled labor shall be fifty (50) cents per hour.

Funds have been programmed for the construction of this project in the supplies to sign similar certificates be-fore making awards to or purchases from such contractors or dealers, copies of which shall be furnished to the con-tracting officer.

The Shortest Distance Between Two Points For buying, selling, speeding collections, straight-ening out misunderstandings or getting the an-swer to any question, telephone and talk directly with the person you want to reach.

Telephoning is next best to being there.

Supplies to sign similar certificates before making awards to or purchases from such contractors or dealers, copies of which shall be furnished to the contracting officer. The attention of bidders is directed to the Special Provisions covering subletting or assigning the contract and the use of Domestic Materials. A Proposal Guarantee in an unendorsed Certified or Cashier's 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. Labor lists shall be obtained from the Apache County Reemplovment Committee Chairman, Mr. Parley J. Hean, St. Johns, Arizona. The minimum wage paid skilled labor employed on this project shall be in accordance with the classified rates attached to the Specifications, of which the minimum is sixty-two and one-half (622) cents per hour. The minimum wage paid unskilled labor shall be fifty (50) cents per hour. Funds have been programmed for the construction of this project in the amount of $139,800.00. In the event contract unit prices indicate a total cost of the project as planned in excess of the amount of funds programmed for the project, the length of the project will be shortened, if necesary, to keep the cost of the work within the funds al lotted thereto. T. S. O'CONNELL, State Highway Engineer. Phoenix, Arizona. September 11, 1934.

ARIZONA HIGHWAYS 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, which is to begin at a point about seven and one-quarter (74) miles west of the town of Peach Springs and is to extend southwesterly about six and two-tenths (6.2) miles, consists of Aggregate Base Course and Oil Processing (Road Mix Method), and is to be completed on or before January 15, 1935. PRINCIPAL ITEMS AND APPROXIMATE QUANTITIES 2,000 C. Y. Stripping Pits 174 M. Gal. Sprinkling 13,674 C. Y. Aggregate Base Course 35,043 C. Y. Mi. Aggregate Base Course Haul 527 C. Y. Shoulder Material 1,350 C. Y. Mi. Shoulder Material Haul 6,754 C. Y. Mineral Aggregate (C. I.P.) 121,580 Gal. Road Oil (C.I.P.) 122 Tons Emulsified Asphalt (C.I. P.) 530 C. Y. Screenings (C.I.P.) 6.208 Mi. Processing Road Mix 64,840 Lin. Ft. Standard Line Fence 300 C. Y. Stockpiled Aggregate AND OTHER INCIDENTAL ITEMS No Contractor shall be eligible to submit a bid until duly licensed as a Contractor in the State of Arizona and until his certified statements of Financial Resources, Construction Experience and Equipment, made on forms supplied by the Arizona Highway Department have been approved. A certificate of compliance on the prescribed form which will be funished for that purpose shall be signed and submitted by all bidders, in accordance with Executive Order No. 6646, issued by the President on March 14, 1934. Only bids accompanied by such certificate shall be considered or accepted. The contractor to whom award is made shall require subcontractors and dealers furnishing equipment, materials, and supplies to sign similar certificates before making awards to or purchases from such contractors or dealers, copies of which shall be furnished to the contracting officer. The attention of bidders is directed to the Special Provisions covering subletting or assigning the contract and the SEPTEMBER, 1934. use of Domestic Materials. A Proposal Guarantee in an unendorsed Certified or Cashier's 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. Labor lists shall be obtained from the Mohave County Reemployment Commitmittee, Mr. W. P. Carr, Kingman, Arizona. The minimum wage paid skilled labor employed on this project shall be in accordance with the classified rates attached to the Specifications, of which the minimum is sixty-two and one-half (62%) cents per hour. The minimum wage paid unskilled labor shall be fifty (50) cents per hour. Funds have been programmed for the construction of this project in the amount of $58,200.00. In the event contract unit prices indicate a total cost of the project as planned in excess of the amount of funds programmed for the project, the length of the project will be shortened, if necessary, to keep the cost of the work within the funds allotted thereto. T. S. O'CONNELL, State Highway Engineer. Phoenix, Arizona. September 11, 1934.

NOTICE TO CONTRACTORS. ASH FORK-KINGMAN HIGHWAY N.R.H. 80-J BIDS OPENED OCTOBER 3, 1934. 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, Ash Fork Kingman Highway, N.R.H. 80-J", and MUST CLEARLY SHOW THE NAME OF THE BIDDER ON THE OUTSIDE OF THE ENVELOPE. THE ATTENTION OF BIDDERS NOTICE TO CONTRACTORS. CHANDLER STREETS-A. F. E. N.R.M. 97-E (1935) BIDS OPENED OCTOBER 3, 1934 SEALED BIDS will be received until 10 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, Mesa-Casa Grande Highway N.R.M. 97-E (1935), 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, which lies within the town limits of Chandler, consists of concrete A complete unit of the petroleum industry-ProducersRefiners-Marketers.

Rio Grande Petroleum Products are available throughout the Southwest.

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