Emergency Road Service

What This Service Covers

This service is free to members of the Arizona Automobile Association, on the highway within ten miles of any official station Towing in excess of ten miles will be charged at contract price.

How to Obtain This Service

Similar service will be furnished throughout the United States and Canada to members of the Arizona Automobile Association by the 1056 clubs affiliated with the American Automobile Association.

OFFICIAL EMERGENCY STATIONS

A.A.A. Headquarters 21 E. Van Buren St.

Apache Junction Inn Apache Junction Inn Service Station. (Call Long Distance.)

Arlington Arlington Store & Garage,

Ash Fork Ash Fork Garage, Phone 1.

Bisbee Jo Hall's Service Station, Lowell. Phone 880.

Southern Arizona Auto Co., Lowell. Phone 20.

Benson Meisenheimer Garage. Phone 16.

Casa Grande Bayless, Earl D. Main and Florence. Phone 54.

Chandler Wayne Heffner Service Station. Phone 7.

Cottonwood Liberty Garage, Inc.

Flagstaff Webber Bros. and E. L. Chase Motor Co., Florence Heinie's Garage. Phone 36.

Gila Bend George Trosper. (Call Long Distance).

Gilbert Blakely Motor Co. (Mesa Ex.) Phone 1-R13.

Glendale Walker's Service Station. 13 E. Glendale Ave. Phone 34.

Globe Palace Garage, 150 E. Oak St., Phone 77.

Holbrook M. E. Brewster-Greene, Chet Leavitt,

Jerome Liberty Garage, Inc.,

Kingman Kingman Motor Co.,

Maine B. A. Cameron. (Call Long Distance)

Mesa Mesa Garage, 236 W. Main Street. Phone 14.

Miami Miami Service Station. Phone Nogales B. Taylor Wilkey, 322 Grand Ave. Phone 6.

Oatman Gold Road Garage, Phoenix Apache Garage 235 W. Adams St. Phone 6136.

United Radiator and Body Co., 1st St. and E. Van Buren. Phone 6669.

Walker's Tire Service, 26 So. Third Ave. Phone 4992.

Prescott Foster Auto Co. Phone 67.

Rice Tiffany Garage (Call Long Distance).

Safford Sowell Garage.

Seligman West Side Motor Co.

Sentinel Bankhead Garage.

Tempe Tempe Garage, 307 Mill Ave. Phone 48.

Tucson Hart Brothers, 135 South 6th Ave. Phone 239.

Wellton Welton Garage (Call Long Distance) Wickenburg Hill's Garage (Call Long Distance).

Wilhoit Wilhoit Garage.

Winslow Christensen-Hitchcock Phone 230. Bazelle Motor Co.

Williams White Garage. Phone 111.

Winkelman Rist-Williams Motor Co.

Yuma Hulse and Dick, Gila Street, Phone 26. N. B. This service will be extended throughout the state. Call headquarters for latest issue.

As these stations herein listed furnish this service without profit, we bespeak for them your patronage.

A.A.A. GARAGES

Kingman, Kingman Motor Co.

Flagstaff, Webber Bros.

Springerville, Becker Garage.

Winslow, Bazell Motor Co.

Douglas, Bankhead Motor Co., 400 11th Ave.

Phoenix, Adams Garage, 32 E. Adams.

First Ave. Garage, 314 N. 1st Ave.

Metropolitan Garage, S. Central & Madison.

Phoenix, Phoenix Garage, 100 N. 2nd Ave.

Phoenix, Westward Ho, 521 N. Central Ave.

Tucson, Tucson Motor Service, S. 6th Ave. and 12th St.

Yuma, Yuma Central Auto Co.

AUTO ELECTRICAL SERVICE

Tucson-Electrical Equipment Company, South 6th Ave.

Globe-Broad Street.

Phoenix-312 N. Central Ave.

At the Gateway to Grand Canyon National Park

All Car Service WILLIAMS, ARIZONA

Official AAA Garage

Telephone 111

ON THE MAIN STREET OF AMERICA

GRAND CANYON BRIDGE OPENS NEW ROUTE ACROSS GREATEST OF ALL NATURAL BARRIERS.

(Continued from page 14) forcing steel placed for the entire deck before concreting was started. The contract called for systematic loading of the main span by placing the slab in six equal sections so distributed as to prevent undue stresses in the diagonal bracing system of the arch.

A traveling bucket with wheels resting on the steel curbs and a frame spanning the roadway was designed by the contractor. This unusual piece of equipment was quite satisfactory on the main span, but difficulty was experienced on the approach spans where there were no steel curbs and the carrier had to be operated on temporary side forms. The concreting on the deck was finished December 9, 1928.

The contractor elected to cure the concrete by means of wet sawdust. The idea being that water was scarce and the sawdust would retain the moisture much longer than sand. The sawdust was hauled in sacks from the lumbermills at Flagstaff, a distance of 130 miles, but compared with the weight of the amount of water required to be hauled about four miles the method was probably more economical than the usual sand on earth ponding. One to one and a half inches of sawdust was spread on the surface and wet as often as required to keep the surface moist. The labor cost for handling this material was much less than with the usual sand cover.

A comparison has just been made against water hauler haul, which may seem peculiar to some because the river carries a great volume of water at all times; but when it is realized that the river water was not satisfactory for concrete, carrying too high a percentage of silt, and that the water for curing would have only to be developed at a lift of 475 feet from the stream to the bridge floor, it was more satis factory to haul from Navajo Springs, about four miles.

The final quantities for the structure were as follows, not including the road way approaches:

The total cost of the bridge was about $341,000, plus the cost of about one mile of approaches through heavy rock work, estimated at about $50,000, mak-ing the total cost of the project, up to the point where the structure is easily accessible to traffic, about $391,000.

It was necessary to do considerable road work before cars could get to the bridge. Steep rocky bluffs barred the way on bothsides. To expedite this work and get temporary approaches to the structure, teams were secured and a crew started work with air drills July 31, 1928. As soon as possible a gasoline shovel, one-half cu. yds. capacity, was put on the job to handle more economically the deep cuts. This shovel arrived in Flagstaff October 16, 1928, and was partially dismantled and hauled to the site by the 12-ton truck as used for the steel. It was reassembled on the job by means of the erection derrick. Fortunately they were able to get the shovel on the job before all the derricks were removed. The approach work is being done by the Arizona Highway Department and it is expected that it will be finished by the date of the dedication, June 14 and 15.

The temporary road was finished by the time the curing period was up on the deck and the bridge opened to traffic on January 12, 1929. Two days later the shovel was taken over the bridge under its own power and started work on the north side of the river.

HARDSHIPS ENCOUNTERED IN BRIDGING THE GRAND CANYON

The (Continued from page 15) the steel work of placing 2,087,043 pounds of structural steel.

The work was started by this company immediately after the completion of the footing pedestals. Starting from the south bank of the gorge and literally hanging 800,000 pounds of steel out over the gorge 500 feet above the river bed, extending into space 308 feet, with no support except a tie-back into the bank.

The south side completed the company built an aerial cableway from the end of the south half of the bridge already in place and transferred material across to the north bank. Another 800,000 pounds of steel was projected 308 feet into space 500 feet above the river to meet the construction on the south bank, the two sections meeting over the center of the river, 500 feet above the water, and were joined together by a pin connection. Some additional steel trestle work was constructed, which was simple compared to the construction of the main span.

The completion of the work to thispoint would have given us a bridge that could not be reached by an automobile, so the Arizona Highway Department started construction by state forces upon a pilot or temporary road to facilitate travel over the bridge until permanent roads could be completed.

The Department is now completing these two connections on the north and south sides by state forces, work on which will be completed by May 15, 1929.

There were four deaths caused directly or indirectly by the construction of the Grand Canyon Bridge and two very bad accidents.

The deaths of the three men drowned by the sinking of the ferry-boat were caused indirectly, as the old ferry-boat was overtaxed by this construction. One steel worker fell from the bridge while on duty, hurtling 500 feet to the river below, and no trace of him was ever found.

Another employe, while driving a heavy truck over the dugway, went down with the truck some 50 feet, The accident was caused by the giving way of one of the rock walls which supported the narrow roadway. He was badly hurt and will never fully recover.

A steel sharpener lost three fingers in his line of duty.

R. C. Bond, Resident Engineer, and W. K. Claypool were connected with the building of the bridge for a longer period than anyone else in the Highway Department they saw the entire job through. Mr. Claypool had a narrow escape from drowning while in the line of duty.

NOTICE TO CONTRACTORS

Sealed bids for the construction of certain improvements for the Arizona State Highway Department ot the Phoenix yard will be received, opened and publicly read at 2:00 P. M., May 27, 1929, at the office of the Arizona State Highway Commission, Phoenix, Arizona.

All bids must be marked upon the outside of the envelope "State Highway Contract, Yard Improvement at Phoenix, Arizona."

The work consists of: (a) The construction of walls, entrance gate, car shed and watchman's house, complete and ready for use, all on the east side of the main office building.

(b) The construction of an addition to the warehouse, complete and ready for use.

All bids must be accompanied by an unendorsed, certified or cashier's check