Eleven Playgrounds of the Baby State

APIZONAS METHOD OF CLE AG METAL FROM HIGHWAYS

A Method Of Testing To Determining The Suitability Of A Material For Oil Treatment

ARIZONA has found to its chagrin and disappointment that all materials cannot be treated successfully with oil. In the June, 1929, issue of Arizona Highways, we published an article on "A Significant Determination on the Fines Entering in Oiled Road Construction." We had had some failures of oil-treated material and our experience up to that time proved out well with this test. We hoped that this determination would pick out the bad from the good. It probably would, and we say this advisedly, if the same oil had been used in the field as was used in making the tests. It is now our opinion that if two oils of different characteristics (not determined by the tests at present setup in our specifications) will check with each other, the results can be relied upon. The fact that we did not recognize the truth of the latter statement until after we had used material which failed in service, even though it passed the above test, lead us into a different field of investigation.

After various methods had failed to show any significant trend, the following practical method on oiled material was devised: That portion passing 10-mesh is screened out, tamped into a mold, compressed and immersed in water. The test has been standardized in this laboratory as follows: The material proposed for oil treatment is mixed with oil until it appears to have sufficient oil and allowed to stand 24 hours. After this period that portion passing 10 mesh is screened out and tamped into a circular mold [two (2") inch section of three (3") inch pipe] and compressed against a steel plate to 2000 pounds per square inch, the load being gradually applied (.05 inches per minute) until it reaches this maximum. The bottom is then sealed with paraffine. After sealing, the ring carrying the material is immersed in water for 24 hours. After the 24-hour immersion, period notes are made as to swell above the top of the ring and surface condition.

The pictures accompanying this article show the condition of unsatisfactory roads in wet weather. Number 1 is a picture of Kingman Streets, January 11, 1930, after one snowfall had melted and another had fallen. It will be noted that the surface shows all tire marks just as a clay road would do after being wet.

Number 2 shows the oil treated ma-

$5,638,711.00 Expended for Construction of Four Main Highway Routes Since Establishment of Commission

Of THE $6,922,740 expended on construction of Arizona's highways since the establishment of the Arizona State Highway Commission, September 1, 1927, to May 31, 1930, $5,638,711 has been devoted to the four principal highways of the State.

United States Route No. 66, or the northern route across the state, covering 390 miles or 15 per cent of the Arizona highway system, received for construction $498,875 or seven per cnet of the construction monies for that period.

United States Route No. 180 or the southern route, covering a distance of 500 miles or 19 per cent of the system, received $2,227,721, or 32 per cent of the monies. United States Route No. 89, the north and south highway from the Utah state line to the Mexican border, a distance of 467 miles or 18 per cent of the system, received $1,036,043, or 15 per cent of the monies expended, while United States Route No. 180, the central highway route, covering 182 miles or seven per cent of the system, received, $1,876,072 or 27 per cent of the monies expended for construction over the period.

Expenditures for the same period for maintenance and betterment show that Route 66 received $558,011; Route 80 received $826,111; Route 89 had $417, - 488; and Route 180 received $361.540. The total expenditure for the period for maintenance and betterment was $3,149,641, and the grand total for construction, maintenance and betterments was $10,072.201.

United States Route No. 180, known as the central highway. extends from Superior Junction through Miami and Globe, out past the new Coolidge Dam, through Geronimo, Safford, Solomonville, Duncan, to the New Mexico State line and thence to Lordsburg, New Mexico. This section, however, does not comprise all of the central highway through the state. At Superior Junction Route 180 connects with Route 80 into Phoenix, and at that point with Route 89 into Wickenburg and thence on State Route 74 into Ehrenberg at the Colorado River.

At the meeting of the Arizona Good Roads Association, Douglas, in May, a resolution providing for an initiative measure to be placed on the ballot for The people to vote upon in the fall elections, and providing for the issuance of a bond issue for state highways not to exceed $10,000,000 to be used for the construction, betterment and maintenance on new and incompleted highways which are essential to Arizona traffic, was adopted by a vote of 84 to 36. The initiative measure, which has been known as the "Lane Plan for Financing Highways," after its author, W. W. Lane, provides for an amendment to the State Constitution, for the creation of a Board of State Loan Commissioners to sell not to exceed $2,000,000 per annum in highway bonds, and not to exceed $10,000,000 in total; to create a minimum State Highway fund of $6,000,000 per annum exclusive of Federal appropr'ation.

The measure also provides for the addition of one cent to the present gasoline tax, which shall be put aside by the State Treasurer as an amortization fund to pay for the bonds. The additional cent of the gas tax, going to the state for this purpose. is estimated to pay the princinal and interest on the bonds 'n approximately 10 years.

The measure also divides the highways of the state into four districts and provides that the bond monies shall be divided equally each year upon at least three highways of each district. The measure divides the highways into primary and secondary highways. The four primary divisions consist of the following:

Division No. 1

First Section: Beginning at the New Mexico state line near Rodeo, thence westerly through Douglas, Bisbee, Tombstone, Benson, Tucson, Picacho, Coolidge, Chandler, Mesa, Phoenix, Gila Bend and Yuma to the California state line.

Second Section: Beginning at Picacho at junction with First Section of Division No. 1, thence westerly through Casa Grande to junction with First Section of Division No. 1 at Gila Bend.

Division No. 2

First Section: Beginning at the New Mexico state line near Duncan, thence westerly through Duncan, Safford, Globe. Miami, Superior and Mesa to junction with Division No. 1.

Second Section: Beginning at the New Mexico state line near Springerville, thence through Springerville and Globe to junction with First Section of Division No. 2.

Third Section: Beginning at Wickenburg at junction with Division No. 3, thence westerly through Salome and Quartsite to the California state line at or near Ehrenberg.

Division No. 3.

First Section: Beginning at Nogales, thence northerly to Tucson to junction with Division No. 1, thence northerly to Florence to junction with Division No. 2.

Second Section: Beginning at Phoenix, thence northerly through Wickenburg, Prescott and Jerome Junction to junction with Division No. 4 at Ash Fork.

Third Section: Beginning at Jerome Junction at junction with Second Section of Division No. 3, thence northeasterly through Oak Creek Canyon to junction with Division No. 4 at Flagstaff.

Fourth Section: Beginning at Elden Junction near Flagstaff, thence northerly through Cameron, Grand Canyon Bridge and Fredonia to the Utah State Line.

Division No. 4

First Section: Beginning at the New Mexico state line near Lupton, thence westerly through Holbrook, Winslow, Flagstaff, Ash Fork. Seligman to the Colorado river near Topock.

Second Section: Beginning at Springerville, thence northwesterly through St. Johns and Concho to junction with First Section of Division No. 4.

The control points specified shall be satisfied provided the route actually constructed. reconstructed or improved is reasonably adjacent to and serves the control points specified.

The secondary highways shall consist of all other state highways now or hereafter to be designated according to law.

At the recent meeting of the Good Roads association in Douglas members of the Central Highway Association refused to vote for the measure unless it assured immediate improvement of the central trans-state highway. The Central Highway Association demanded the immediate improvement of the Wickenburg-Ehrenberg route, State Route 74, and State Route 73, the Globe-Springerville route.