ROAD PROJECTS UNDER CONSTRUCTION

ARIZONA'S HIGHWAYS

(Continued from page 11) world which was civilized. From that early date until about 1700 A. D., before the industrial revolution, man made very slow progress. John Maynard Keyes, the famous British economist, says that man in this long period of world history only increased his standard of living two-fold. On the other hand, during the period starting with the inauguration of the Industrial Revolution in the Eighteenth Century down to the present time, man increased his standard of living by about four times. In other words, he was able, with the help of machines, to accomplish more in about two and one-half centuries than he had been able to accomplish in all his past history.

In 1935 our government desired to know how much additional progress we could make, provided we could work out a system of political economy whereby we could place our entire plant, manpower and machinery, at work. This important problem was placed in the hands of a commission to make a national survey of potential product capacity.

Harold Loeb, the director, returned his findings in his book called the "Chart of Plenty," in which he had pointed out that we are now equipped with the facilities to provide goods and services in the amount of $4,370 for every family in our country. As compared to this, the Brookings Institute recently made a study of our socalled best year of 1929, reporting that 59 per cent of our families in that year had incomes of less than $2,000. It can thus be seen that the "Chart of Plenty" indicates that we could, at any time now or in the near future, provided we worked out the proper methods of distribution, double our present standard of living.

There is, of course, no reason why, after this is done, we could not double, treble, quadruple, or increase in any manner we desire, our plant and machinery capacity, thus further increasing our standard of living.

Let us look back now and see how this remarkable progress is changing the problems of mankind. In that first great era, prior to the Industrial Revolution, man's problem was how to make a living, how to overcome the forces of nature, how to provide food, clothing, and shelter; it was, in fact, the Era of Subsistence.

At the present time we have learned to produce more than can be equitably distributed. We have want in the midst of plenty. The next great era of mankind, the one which we are on the verge of entering, will be the Era of Stabilization. Man's ability to distribute will parallel his ability to produce. In some thirty to fifty years we will have worked out a system of society whereby every human being will possess in goods and services, everything he can reasonably desire.

Then will come a period of leisure, and with it the largest and peak flow of tourist travel through all parts of the United States. Naturally, Arizona, with its great number of natural wonders, will receive more than its proportionate share. That is a long time off, however, and we are faced with the presenttoday, right now.

Barry Goldwater, Phoenix merchant, reported that Maricopa county, during the fiscal year just closed, received, through its share of the gasoline tax alone, $11 for each $1 spent by the county in national advertising. Since the inception of the present advertising program being conducted by the county, he reported, there has been an estimated return of $1,300 for every single dollar spent.

If the reader has travelled the northsouth highway through the Painted Desert-State Highway 89, to be specifiche may or may not have noticed the Navajo Trading Post at a wide place in the road, Cedar Ridge Trading Post, the sign reads. It is 38 miles north of Cameron, on the Little Colorado, and 33 miles south of the Navajo Bridge on the Colorado, at the old Lee's Ferry location.

Here at Cedar Ridge, the trader has capitalized on the Navajo hogan and the picturesque Indian country surrounding, to build four "tourist hogans," to care for the tourist who might spend the night with him. The hogans are about the size of the ordinary Navajo hogans which dot the valley along the highway as one proceeds north or south. Inside-one has to stoop low through a short door-the visitor finds a modern stove, and wellequipped tourist hotel room, with the exception of the running water.

As the program of attracting the tourist may draw four extra dollars per night into the till of this isolated trader, who keeps a gasoline pump, garage mechanic, water, and accessories, so too, it affects the proprietor of the new tourist motel in Tucson, Phoenix, Yuma, Safford, or Flagstaff. With the new motel accommodations, however, one does not have to use cedar kindling wood for fuel or (Continued on Page 34) It will take you across the country as fast as you can cross the street Whether it's business or pleasure, telephoning gives you two way service that is personal and direct. The Long Distance operator will be glad to tell you any rates

Road Projects Under Construction in Arizona DISTRICT NO. 1

G. B. Shaffer, District Engineer Lee Moor Contracting Company has contract 92% complete on the Kingman-Boulder Dam Highway, F.A.P. 123 (1937). C. S. Benson, resident engineer.

N. G. Hill Company has contract 78% complete, beginning at Maricopa County Line, extending northerly. Gila Bend-Ajo Highway, W. P. S. S. 120. M. Kisselburg, resident engineer.

Lee Moor Contracting Company has contract 89% complete to construct 3 timber bridges within the limits of Project F. A. 123, now under construction, on the Kingman-Boulder Dam Highway, N. R. H. 123. C. S. Benson, resident engineer.

State Forces have completed repairing oil cake through Peeples Valley on the Yarnell-Cottonwood Highway, A. F. E. 1001. H. Pinney, resident engineer.

Lee Moor Contracting Company has contract 1% complete on 9.5 miles of roadway beginning about 5 miles northwest of Kingman and extending northwesterly. Kingman-Boulder Dam Highway, A. 123-B (1937). C. S. Benson, resident engineer.

Fisher Contracting Company has been awarded a contract on 3.25 miles of roadway near Sedona. Prescott-Flagstaff Highway, F. A. 96-E (1937). J. A. Quigley, resident engineer.

State Forces are doing Roadside Improvement work at top of Oak Creek Hill on Prescott-Flagstaff Highway, F. A. 95-G. J. A. Quigley, resident engineer.

State Forces are doing Roadside Improvement work between Prescott and Jerome Junction on Prescott-Jerome Highway, F. A. 36-A. H. Pinney, resident engineer.

State Forces are laying Asphaltic Surface Treatment near Sedona on the Prescott-Flagstaff Highway, A. F. E. 1702. D. L. Henderson, Foreman.

DISTRICT NO. 2

F. N. Grant, District Engineer Phoenix Tempe Stone Company has contract 37% complete on bridge over Canyon Padre, 24 miles east of Flagstaff, and approaches on the Winslow-Flagstaff Highway, F. A. P. 81-2nd Reopening (1937), F. A. Berg, resident engineer.

Southern California Roads Company has contract 90% complete on the Holbrook-St. Johns Highway. J. B. Robinson, resident engineer.

The Arizona Sand & Rock Company has contract 19% complete on Flagstaff-Fredonia Highway. F. A. 95-A, 1st Reo (1937). Sam C. Redd, resident engineer.

Geo. W. Orr has contract 34% complete on about 5.5 miles of roadway near Concho on the Holbrook-St. Johns Highway. F. A. 6-B, 1st Reo (1937). H. B. Wright, resident engineer.

State Forces have completed making channel change and installing box culvert about 10 miles north of Flagstaff on U. S. 89. Flagstaff-Cedar Ridge Highway, A. F. E. 5701. W. K. Claypool. Foreman.

Ken Hodgman has contract 6% complete on 1½ mile of roadway within the city limits of Flagstaff. Flagstaff-Winslow Highway, F. A. 21. 1st Reo (1937). F. A. Berg, resident engineer.

Southern California Roads Company has been awarded a contract to furnish and apply Asphaltic Surface Treatment on 13% miles of roadway near Springerville on the Globe-Springerville Highway. Non-F. A. 105-C. J. B. Robinson, resident engineer. Southern California Roads Company has been awarded a contract to furnish and apply a seal coat on 6% miles of existing asphalt surface beginning about 14 miles northeast of Holbrook and extending easterly. Holbrook-Lupton Highway. Non-F. A. 83-C & G. J. B. Rebinson. resident engineer.

State Forces and WPA are constructing connection with Winslow Underpass on the Winslow Long Valley Highway. A. F. E. 5102. Howard Sheln. Transitman in Charge.

State Forces and WPA are constructing levee for flood control at Holbrook. Holbrook-St. Johns Highway. A. F. E. 5104. Howard Shelp, Transitman in Charge.

DISTRICT NO. 3

R. C. Perkins, District Engineer.

Pleasant-Hasler has contract 93% complete for construction of arch design bridges over Cedar Canyon and Corduroy Creek on Globe-Springerville Highway, A. 105-E. A. F. Rath, resident engineer.

Pearson & Dickerson have contract 93% complete for widening 3.5 miles of pavement on Tempe-Mesa Highway, F. A. 8-A, 2nd Reo (1937). Jas. A. Parker, resident engineer.

State Forces and W. P. A. are widening roadway and structures from Clifton to Metcalf on Clifton-Springerville Highway. A. F. E. 3701. Raymond Gardner, resident engineer.

State Forces have Roadside Improvement 100% complete at Apache Junction on Desert Wells-Miami Highway, W. P. H. 93-B. Jas. A. Parker, resident engineer.

Lee Moor Contracting Company has contract 34% complete on about one mile of new roadway near Miami on the Superior-Miami Highway. F. A. 16, 1st Reo (1937). R. D. Canfield, resident engineer.

Vinson and Pringle have contract 38% complete for the construction of an underpass on the Tempe-Chandler Highway. W. P. G. S. 125. Geo. E. Lang, resident engineer.

State Forces are grading, draining and surfacing 2 miles of roadway, beginning at 4-Bar Mesa extending south on the Coronado Trail. Clifton-Springerville Highway, A. F. E. 8127. W. B. Matlock, Construction Superintendent.

State Forces and W. P. A. are widening roadway on Washington Boulevard. Phoenix-Tempe Highway. A. F. E. 2101. R. J. Holland, Resident Engineer.

State Forces are doing Roadside Improvement work between Duncan and the State Line on Safford-State Line Highway, F. A. 88-C. W. P. Wachs, Foreman.

Geo. W. Orr has been awarded a contract to grade and drain 9% miles of roadway beginning 2 miles east of Solomonville and extending southeasterly. Safford-State Line Highway, F. A. 88-A, 2nd Reo (1937) and Solomonville-Duncan Highway, F. A. 77, 2nd Reo, Schedule 1 (1937). A. J. Kerr, Resident Engineer.(Continued on Page 36)

Bridges from the Beginning

(Continued from Page 28) Pons Aelius. It was erected by the Emperor Hadrian in the year 135 A. D. Itspans the Tiber between the CampusMartius and Hadrian's Tomb. Its im-perial builder embellished it with a roofof bronze supported by forty columns.Some time during the sack of Rome thisvaluable bronze was carried away, butthe bridge was practically uninjured.Now, instead of the forty columns, tenimmense statues of angels decorate thebridge. Comparatively speaking, theyare very old, having watched the ebb andflow of traffic across the ancient wayfor over two hundred and fifty years.But for all their age they never quitefit into the picture. They should be ina Christian cathedral, not on the bridgeof a pagan emperor.

This old causeway has seen Rome in her glory, and in her humiliation. Ithas seen the Goths and the Vandals comeand ago, the Coliseum crumble. On itfierce battles have raged. The mingledblood of Romans and Barbarians hasdripped from its stones into the Tiber. Ithas seen triumph and despair, struggleand desolation. Now all about it is inruins, but still the old bridge stands in-tact-waiting-to play its part in whatnew adventure, in what new drama?Who can tell!

Another bridge, around which gathersa wealth of history, is the Ponte Veccio,over the Arno at Florence. Built in1177, it connects the Pitti Palace with theold Palace of the Vecchio. One hundredand five feet wide, it is a curious struc-ture, part dwelling place, part market,and part bridge. It is literally a bridgeof jewels, having been from the time ofits construction the center of the jewelrytrade of Florence. At present it containsfifty jewelry shops.

High Light of Romance

The Ponte Veccio has seen the romance, glitter, gloom, and terror of therule of the mighty Dukes of Florence.It typifies as does nothing else the endof the Dark Ages, when art and learn-ing rose from their long sleep. Acrossit have walked Michael Angelo, Leonardoda Vinci, Benvenuto Cellini, Boccacio,Amerigo Vespucci, Raphael, Savonarola.It is a shrine as well as a bridge, an in-spiration as well as a mercantile center.It is a high light of romance as well ashistory.

When Rome Fell

When Rome fell, the art of bridgebuilding fell over the world. During theDark Ages few bridges were built, andthose few bore the characteristics oftheir time. They were, for the most part,narrow, poorly designed, grotesque inform, and structurally unsafe.

Devil's Bridges

The curious structures scattered overCentral and Southern Europe were builtduring the Dark Ages, and accurately reflect the superstition, ignorance, andgeneral mental distortion of the time.They are, for the most part, built ofbrick. With steep and narrow ap-proaches, they rise high over the streamsthey cross in a series of ungainly humps.Grotesque buil..ings, whose uses now areonly a matter of conjecture, crown theapex of their arches.

They derived their name from the be-lief that, in return for help given thebuilders, the Devil demanded and receivedthe soul of the first person to cross them.Many and devious were the ways devisedto induce an ignorant or unsuspectingwayfarer to make himself liable for thedebt demanded by the Evil One.

There is a story, written by a contem-porary monk, to the effect that in oneinstance some one thought of the cleverscheme of driving a dog across the bridgefirst, and so cheating his Satanic Majestyout of the possession of a human soul.This was done, but a few months laterthe Devil retaliated. There was a feteon the river and the bridge, so dishonestlyacquired by the populace of the town,was crowded with spectators. It col-lapsed, and many were drowned. Thetale ends with the pious observationthat it is the part of wisdom to keepone's end of a bargain, even at the ex-pense of the other fellow's soul.

With the Renaissance, however, bridgebuilding again came into its own. Venice rose from the sea, her water waysdemanding bridges of a different typefrom any built before. Her canals werenarrow, hence no long, graceful spanswere needed. There was no traffic ex-cept pedestrians, so most of them werenarrow. Two famous examples of Ven-etian bridge building still exist in perfectpreservation. These are the Bridge ofSighs and the Rialto. The first-namedis merely a narrow passageway betweenthe Doge's Palace and the dungeons andtorture chambers of the prison. Secrecy was the watchword of Venice.This civil and national characteristic ex-pressed itself in the Bridge of Sighs. Tothis day it is divided by a partition intotwo narrow passageways, so that theducal emissaries need not meet and recog-nize each other as they went about theirterrible affairs between the Palace andthe Prison. As a bridge, it offers littleto delight the eye, but it exercises a strongand sinister appeal to the imagination.

The Rialto expresses another side ofVenetian life, the side that loved lux-ury and beauty with a fiery passion, dif-ficult for us of a colder, more practicalrace to understand. The Venetianslooked to the Orient as the source ofmuch that was gorgeous and exotic, andthe influence of the East is plainly tobe seen in this lovely bridge, which wasalso a meeting place and a shopping cen-ter for the elite of Venice. It was de-signed by Michael Angelo, that masterarchitect and sculptor. White marblewas used throughout in its construction.One hundred and fifty-eight feet long, itbridges the Grand Canal with a singlegraceful span. It is 72 feet in width.On the roadway are two rows of shops,with a passageway between, six shops oneach side of a central arcade open cross-wise of the bridge. This makes 24 shopsin all. Foot walks are carried along theoutside on ornamental brackets and en-closed with a beautiful carved marble bal-ustrade.

Luxuries of East Seen

Silks, brocades, spices, jade, every lux-ury of the Far East, was displayed in theshops on the Rialto. How much of ro-mance, of intrigue, or revenge, and strifehas lived with this jewel-like bridge for astage! But it was the last eloquent ges-ture of an age that was passing. Nomore bridges of distinction were builtuntil a new era arose, the age of steel.For many years the world was in achaotic welter of mediocrity. It hadnothing of any great importance to ex-press, so its bridges, like all its otherachievements, were necessarily common-place.

About a hundred years after the building of the Ponte Veccio, a bridge acrossthe Thames, at London, was started.This was to replace an earlier one destroyed by fire. The work was in chargeof a curious and interesting religiousorder known as the Fratres Pontifices,or Brothers of the Bridge. This brotherhood flourished throughout the MiddleAges and most of the bridge buildingof the time was financed and directedby them as a religious duty. At the costof seeming sacrilegious, it must be saidthat their bridges were structurally veryfaulty. For example, the Thames bridgewas nine hundred and forty feet long,while the wooden piers were so bulkythat they left a total clear space only ofthree hundred and ten feet. It had anarrow passageway between rows ofshops, with defensive towers at eitherend. On these towers were often displayed the heads of traitors to the crownor of enemies taken in battle. Peter, themonk in charge of the work, died beforethe bridge was completed. According tothe custom of the order, his body wasinterred in the crypt of a small chapelbuilt on the center pier.

Three years after the bridge was finished-(Continued on Page 33)

Along the Road to Ajo--

(Continued from Page 21) cholla known as the Sonoran type, the mesquite trees, palo verde, ironwood, catclaw and ocotillo. The sahuaro cacti are to be seen in great numbers, studding the rocky slopes and even growing in clusters of five and six within an area of ten square feet.

This vicinity was once the favorite haunt of the antelope, but the past few abnormally dry seasons have driven them southward into Sonora, Mexico. Likewise the mountain sheep once found over the whole region are now largely confined to the desert ranges southwest of Ajo, and to the Pinacate Mountains of Sonora, Mexico. Occasionally a deer may be seen in the Little Crater Mountains, and numerous jackrabbits who seem to know the few water holes or else manage without water.

Man however is not so constituted and a water hole in this bit of desert has always been a welcome sight. Twentyfive years ago the freighters traveling between Gila Bend and Ajo, prior to the advent of the railroad, knew of and used the Black Rock Tanks near here. In those days these forty-four miles, now so easily made in an hour, required two and a half days in the horse drawn wagons and the weary freighter was always glad to reach the tanks and rest.

The black rocks, from which the place takes its name, are typical lava formations found more and more frequently as the traveler continues south, for this is the edge of a former volcanic area which extends into Mexico. At the Tanks the palisaded cliffs of this basin give the appearance of the encircling walls of a volcanic crater from which the Little Crater Mountains take their name. A marker on the highway tells the traveler how to reach the Black Rock Tanks, a short distance from the road, but for the next five miles the highway passes through this strange lava formation. The Little Crater Mountains themselves consist of mesas and buttes carved from almost horizontal lava which rise two hundred to eight hundred feet above the adjacent valleys. Some of the most peculiar formations lie at the northeast end of the range where the lava rests on crystalline rocks. Before leaving this section the traveler doesn't want to miss seeing the ancient Indian Hieroglyphics found in the vicinity of Black Rock Tanks. These inscriptions are quite clear and well defined, but in some places it is found that the elements and time have started to take their toll as fragments from the face of some of the inscriptions have parted from the base rock and fallen to lower levels becoming broken and disfigured.

Proceeding southward through the gap in the Little Crater Mountains the traveler reaches Childs Valley, narrow and made even more rough by jagged pieces of lava. Here was the third watering from the Gila River to the mines at Ajo; the old Batamote well, named for a local plant said to indicate water. For many years Thomas Childs and his son have maintained cattle at this place. From Batamote well the highway takes a gradual rise to an elevation of 1,830 feet, and at the end of this ten miles the traveler enters Ajo.

Southward from Ajo is a fan shaped area of fantastic desert little known and until recently seldom traveled. It is a land of extinct volcanic craters, lava flows, few water holes, the strange organ pipe cactus, and legendary lost gold mines. A land where the Papago Indian Reservation and the boundary of Mexico meet, where many desert animals seldom seen any more are to be found. In some respects this rugged region of cut up lava flows and jagged peaks is a last frontier for much of our desert plant and animal life.

The international boundary is about forty miles south where the Mexican port of entry, Sonoita, is located. Seventy three miles from Sonoita is Rocky Point on the Gulf of California, a true sportsman's paradise for the lover of deep sea fishing. Leading southeast from Ajo is a graded highway extending one hundred and thirty eight miles to Tucson, and passing through the Papago Indian Reservation and its headquarters at Sells. Thus from Ajo stretches a land of wonder that is beckoning to the motorist.

The green fields in winter, the foliage of palms and other evergreen trees, roses, and other flowers, make of this Valley a place of beauty, fit setting for great resort hotels and residences from the most modest to mansions fit for kings. In Phoenix and other cities and towns of the Valley one finds modern stores, public office buildings that are unsurpassed by cities of far greater size, beautiful churches and excellent schools, and in the distance the purpled shadowed mountains which on closer view in the brilliant sunshine display varied colors which hold a charm that makes them a source of endless delight to the person seeking the new, the rare and the beautiful.

Arizona Indians

(Continued from Page 23) in less than another century most of them will be entirely absorbed into the white race. Will the American Indian in time lose his identity completely? From our knowledge of the changes that have taken place in 400 years in these localities where contacts with other races have been closest, this would seem to be a possibility of the somewhat remote future.

But, in the meantime, we have in Arizona the greatest number of unmixed Indians to be found on the American continent. Whether this fact is an asset or not depends much upon how we use it.

In the next article, the area and location of the Indian reservations, and distribution of the Indian population by reservations, will be discussed.

Twenty-five years ago production of ostrich feathers was looked upon as a great American industry. More than one-third of all ostriches in the United States were in this valley. One farm had more than one thousand birds.

Bridges from the Beginning

(Continued from Page 31) Finished, fire broke out on its south end. Human nature being the same then as now, every one in London seems to have run to the fire, and all who could crowded onto the bridge. At the height of the excitement another fire broke out among the houses at the north end. One of the most terrible tragedies of the time resulted, over three thousand people being drowned or burned.

The calamity taught them nothing, however, for they rebuilt it in the same way, with shops and dwelling-houses of many stories, in places overhanging the water. It took nearly six hundred years and a series of disastrous fires to convince the Londoners that their bridge was outrageously expensive, from the point of view of up-keep as well as the loss of human life brought about by its wooden construction. But the old London Bridge figured large in the history of the time and will never be forgotten as long as English history is read.

(To be continued)

Motor boating on an Arizona lake.

That late. So they told him about it in the mornin'. Now, I want you to know that they didn't waste no time then-no lawyers or hung juries or nothin'. Well, the deputies gave the Jestice the gun an' the money an' he called court. Next he told 'em to bring in the defendant. The two fellers said their wasn't no defendant, so he told 'em to bring in the dead 'un an' set him in front o' the bench. The Jestice rapped with his gavel and said, 'Has the defendant anything to say fer himself?' Course the feller was dead and the deputies jest blinked. Then the Jestice said, 'John Doe, the court hereby finds you guilty o' carryin' concealed weapons an' fines you the sum o' fifty dollars. Case dismissed.' The old man downed the drink the bartender had brought and said, "No, sir, son, nobody could break the law in them days, not even a dead man."

Arizona's Highways Deer for Smart Hunters

(Continued from page 29) carry his domestic supply of water from the common water cistern, for the $2.50 to $8.00 per night he pays for one “tourist motel room” provides all the modern necessities, including a garage for his car.

(Continued from page 25) own, particularly in country that is thick with brush.

But results to the owners of the two types of accomodations are the same. The answer: Advertising. And, as Mr. Goldwater says, in summarizing the benefits from a flourishing tourist travel, “All of this should make us think. “We should say if this has been done on little, what can be done on much? What can be done by a state-wide advertising program, and I mean a real one, not a little one. This state of ours can realize a prosperity that it has never dreamed of. It can grow into the greatest winter resort in the world, and, what is more, we can hold them over for the summer with our great north country. “It can and is doing so now dwarf any other industry that the state has ever had. It is our greatest possibility and our most sound future. We have done much, but we have only scratched the surface of the field that means prosperity for Arizona such as it has never known.” “If the mule deer hunter is also a head hunter, out after trophies, he ought, by all means, to carry either a good pair of binoculars or have a telescope sight on his rifle. With a 2% 'scope, such as the one on my Springfield, I can choose heads and tell big bucks from little ones, even at long range. “I've been hunting mule deer for almost twenty years, and I hope I can hunt them for thirty more. The more I see of them the more I admire their grace and beauty, their intelligence, and their astonishing ability to survive. Some day, before I get too old to see my sights or climb a hill, I want to get that one buck in a thousand the huge fellow with twenty points to a side and a fabnulous forty-five-inch spread!” (Editor's Note: Factual information in this article was taken from the University of Arizona bulletin, “Arizona and It's Heritage,” the Conoco Travel Service, and a study of national advertising results by Barry Goldwater.)

An Affair of Justice

(Continued from Page 24) Around, but nobody knew nothin' about it, an' when they searched him they found fifty dollars an' a pistol on him. "Well, they sent a Mexican after a democrat wagon and hauled the stiff up to the jail. That was the morgue an' everything then. They didn't feel like they had ought to wake up the Jestice Standard Dynamite, Gelatin Dynamite, Quarry Powder, R. R. Grading Powder, Stumping Powder, Coal Powder, Timberite, Blasting Caps, Electric Detonators.

Write for quotations on CAR LOTS OR ΤΟΝ LOTS

F.O.B. Your Railroad Station

Apache Powder Co.

SALES DEPARTMENT

Drawer 218, Benson, Arizona

Stop! Look! Listen! Explosives

LEE MOOR CONTRACTING COMPANY

807 BASSETT TOWER EL PASO, TEXAS

36 ARIZONA HIGHWAYS OCTOBER, 1937

The Secretary was requested to answer the communication.

It was regularly moved by Commissioner Angle, seconded by Commissioner Seale, and unanimously carried, that the following monthly wage scale for Highway Employees, as set up and recommended by the District Engineers and the State Engineer, be adopted:

Oilman $160.00

Blademan (Pull Blade) $0.75

Per hr. $150.00

Truck Driver (Small-11-2 ton or less) $0.6875 per hr. $137.50 Truck Driver (Large-Over 11-2 ton, less than 7 C. Y.) $0.75 per hr. $150.00 Truck Driver (Extra Large-7 to 8 C. Y. Body) $0.85 per hr.....$170.00

Cat Driver (Small) $0.75 per hr. $150.00

Blademan (Motor Blade) $1.00 per hr.

$175.00 It was regularly moved by Commissioner Scott, seconded by Commissioner Angle, and unanimously carried, that a resolution respecting the establishment, location, and relocation of the Benson-Douglas Highway, in the vicinity of Forest Station, be adopted.

There being no further business to come before the Commission, the meeting was declared adjourned at 1:20 P. M., August 3, 1937, subject to call of the Chair.

AUGUST 14, 1937

The Arizona State Highway Commission met in special session at 10:00 A. M., in their offices in the Highway Building, August 14, 1937. Those present were: Chairman Dowell, Vice-Chairman Angle, Commissioners Langmade, Scott and Seale, also the State Engineer, Assistant Attorney General A. R. Lynch, and Mr. H. C. Hatcher, Statistical Engineer, acted as Secretary in the absence of Mr. M. L. Wheeler, Secretary.

State Engineer O'Connell having received prior concurrence from the Bureau of Public Roads, in awarding of the con-tract on the Flagstaff-Fredonia High-way F. A. 95-1, (1938) AFE 8971 to the low bidder, J. A. Casson, in the amount of $55,081.24, recommended that the contract be awarded to J. A. Casson, low bidder, in the amount of $55,081.24.

It was regularly moved by Commissioner Angle, seconded by Commissioner Scott, and carried, Commissioner Seale excused from the room, that the recommendation of the Sate Engineer be accepted.

State Engineer O'Connell having received prior concurrence from the Bureau of Public Roads in awarding of the con-tract on the Flagstaff-Fredonia High-way F. A. 96-G (1938) AFE 8970 to the low bidder, Pearson & Dickerson, Contractors, Inc., in the amount of $87.-963.84, recommended that the contract be awarded to the low bidder, Pearson & Dickerson, Contractors, Inc., in the amount of $87,963.84. It was regularly moved by Commissioner Angle, seconded by Commissioner Scott, and unanimously carried, Commissioner Seale excused from the room, that the recommendation of the State Engineer be accepted.

AFTEROON SESSION

On the recommendation of Purchasing Agent M. G. Pratt and on the recommendation of District Engineer Perkins, it was regularly moved by Commissioner Langmade, seconded by Commissioner Scott, and carried, Chairman Dowell voting no, and Vice-Chairman Angle not voting, that the bid on one full revolving type 3-8 C. Y. Shovel and Trailer be awarded to the O. S. Stapley Company on their bid covering the Speeder with Cat Tracks LS-40, Waukesha 6 Bk, 42 H. P., R. P. M. 1250, in the amount of $6,627.

Referring to the compromised settle-ment offered by Mr. Elliott for the right of way and for damages to property owned by the Show Me Copper Company and Mr. Van Dyke in the vicinity of Miami, the question was raised as to the number of acres involved. Mr. Elliott stated their offer of $6500 for settlement was not for acres, but for the whole thing, and if it were accepted, the State would be given a deed or easement for the land required in the plans and speci-fications for the project. Discussion en-sued and, after an executive meeting of the Commission, further discussion was had in open session, at which time Mr. Elliott offered to settle with the State on the basis of 15.4 acres of land at $250 per acre, which would amount to $3850, plus the sum of $2,650 for other damages to the property, making the full settle-ment total $6,500. It was regularly mov-ed by Commissioner Angle, seconded by Commissioner Seale and carried, Com-missioner Langmade absent from the room, that the offer of settlement for right of way and damage to property be-longing to the Show Me Copper Company and Mr. Van Dyke, amounting to $6,500 be rejected.

It was regularly moved by Commissioner Seale, seconded by Commissioner Angle and carried, Commissioner Langmade ab-sent from the room, that a resolution ex-tending permission to Earl E. Collins to sue the Pleasant-Hasler ConstructionCompany in the name of the State, be approved.

The Commission went into executive session at 4:15 P. M., and meeting again in open session the Secretary was instructed to place on record an opinion received from the Attorney General concerning the payment of officers and employees of the State of Arizona while engaged in field training in the National Guards. The Commission recommended that employees who are members of the National Guard be granted a leave of absence for field training without loss of time or efficiency rating.

There being no further business to come before the Commission, the meeting was declared adjourned at 4:45 P. М.,

ARIZONA ROAD PROJECTS UNDER CONSTRUCTION DISTRICT NO. 4

William R. Hutchins, District Engineer State Forces have work 34% complete on grading and draining 7 miles of roadway on Nogales-Patagonia Highway, A. F. E. 8214.

R. C. Bond, resident engineer.

State Forces and W. P. A. are widening roadway and structures on Bisbee-Douglas Highway A. F. E. 4401. Boone Waughtal, engineer in charge.

Tanner Construction Company has contract 94% complete on 9.9 miles of roadway on the Tucson-Nogales Highway, F. A. 86-A, 2nd Reo (1937). Oscar A. Maupin, resident engineer.

Tanner Construction Company has contract about 65% complete on the "Miracle Mile" for about 2 miles immediately north of Tucson on the Tucson-Florence Highway, F. A. 9-A.

1st Reo (1937) and F. A. 94-F, 1st Reo (1937).

Dan J. Lyons, resident engineer.

State Forces and W. P. A. are 44% complete constructing curbs, gutters and pavement in the City of Nogales. Nogales-Patagonia High-way, A. F. E. 4501. R. C. Bond, resident engi-neer.

Packard Contracting Company has contract 17% complete on 5.5 miles of roadway beginning at Tombstone and extending southeasterly. Benson-Douglas Highway, F. A. 79-C.

First Reo (1937). A. J. Gilbert, resident engineer.

State Forces are doing Roadside Improve-ment work between Picacho and Red Rock on the Florence-Tucson Highway, F. A. 94-D.

R. I. Mark H. Layn. resident engineer.

State Forces and W. P. A. are widening roadway between Casa Grande and Picacho on the Casa Grande-Picacho Highway, A. F. E.

2701. Mark H. Layn, resident engineer.

Tiffany Construction Company has 14% complete contract for the construction of an over-pass between Florence on the Tucson-Florence Highway, W. P. G. H. 94-B. Gene Gilpin, resident engineer.

State Forces and W. P. A. are widening roadway and doing Roadside Improvement work between Chandler and Sacaton on the Chandler-Picacho Highway, A. F. E. 25. All-fred R. Wilson, foreman.

State Forces and W. P. A. are widening shoulders between Pima County Line and Nogales on the Tucson-Nogales Highway, A.F. E. 45. Vie W. Wager, foreman.

State Forces and W. P. A. are widening streets in the City of Tucson on the Florence-Tucson Highway, A. F. E. 8088. Dan J.Lyons, resident engineer.

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