HIGHWAY COMMISSION NOTES

The Arizona State Highway Commission met in regular session in its office in the Highway Building at 10:30 A. M. June 17, 1932, all members being present except Commissioner Mansfield.

A delegation from Greenlee County appeared before the Commission regarding the tentative budget. The awarding of contract on the Flagstaff-Williams Highway, F. A. P. 24 Reo., Sch. 1, Unit A., was the next order of business. Contract was awarded to H. L. Royden in the sum of $53,389.30.

By advice of counsel, insurance on the Blythe Bridge could not be placed directly with Lloyds of London, they having no authorization to do business in Arizona.

Afternoon Session

The Commission reconvened at 2:00 P. M. June 17, all members present except Commissioner Mansfield.

Mr. E. M. Whitworth, Motor Vehicle Superintendent, appeared before the Commission in regard to license plates for 1933. A delegation from Buckeye was heard, regarding maintenance of road through Buckeye. A resolution authorizing transfer of $33,700 was approved, the same being necessary for the benefit of several projects.

JUNE 18, 1932

The Commission reconvened at 10:00 A. M., all members present except Commissioner Mansfield.

Secretary reported the giving of approximately one ton of old tires and tubes from the Phoenix Highway Yards to the Bonus Army. Attorney Salmon advised that suit had been filed in Superior Court of Navajo County to take the gravel pit formerly owned by W. D. Roden.

State Engineer recommended Mr. Wm. H. Griffin be allowed to put concrete slab over well, which recommendation was approved by Commission. Various communications from northern Yuma County chambers of commerce and individuals were presented by the Secretary with regard to taking over Hope-Parker Highway.

Public Hearing

The Commission reconvened at 10:15 A. M. June 20, 1932, in the House Chambers in the Capitol Building, all members present, together with Secretary and State Engineer.

A discussion, in which numerous delegates spoke for their various counties on Highway 60 and the Tentative Budget, was heard.

Afternoon Session

The Commission reconvened at 2:00 o'clock, all members present. Highway 60 and the Tentative Budget, together with East Van Buren Street paving, were the subjects of various delegations appearing before the Commission. Mr. James B. Sayers, appearing in behalf of the working men of Arizona, against the employing of local labor in the county in which the work is located, and other speakers were heard relating to new construction, etc. Mr. A. H. Condron, representing the southern counties, relative to the proposed budget and Grace M. Sparkes, Yavapai Chamber of Commerce, requested completion of Highway 89. Many other speakers were heard and the Commission recessed at 6:15 P. M. June 20 to reconvene at 10 A. M. June 21, 1932, in its offices in the Highway Building. The Commission reconvened June 21, at 10:20, all members present.

It was regularly moved and carried that the road from the forest boundary to Eager, a distance of about 3½ miles, a connecting link between Highways 71 and 72, be designated a state road. Mr. Howard S. Reed submitted a plan advocated by the American Society of Civil Engineers to relieve the unemployment situation.

A preliminary survey was requested of the road from Aravapai to Winkelman by Mr. Lon Dudledge et al. Mr. A. C. Taylor appeared before the Commission in regard to the paving of East Van Buren Street.

Afternoon Session

Attorney Salmon advised the Commission that the Highway from Vicksburg to Parker could not be designated as a state highway until funds for same had been designated in the budget.

It was moved, seconded and carried that the Secretary be authorized to wire Representative Lewis W. Douglas to do all within his power to secure passage of authorization bill.

Commission adjourned at 4:20 P. M., to reconvene at 10:00 A. M. June 29, 1932.

JUNE 29, 1932

The Commission met in its office in the Highway Building at 10:15, June 29, all members present, State Engineer, Secretary and Attorney Salmon.

Afternoon Session

It was regularly moved, seconded and carried that the resolutions respecting the designations as state highways of the following routes be approved: Route 63, Petrified Forest Highway from north line of Petrified Forest to junction of Road 66 near town of Adamana; Route 61, St. Johns-Zuni Highway, from St.

Johns-Zuni northeast to the Arizona-New Mexico state line; Route 71, Coronado Trail, 3% miles, extending from Eager to the boundary line of the National Forest and junction of Coronado Trail; Route 75, Clifton-Duncan Highway, extending from town of Duncan to Clifton.

JUNE 30, 1932

The Commission reconvened at 10:20 A. M. June 30, 1932, all members present.

It was resolved that $10,000 be taken from Emergency Maintenance A. F. E. 71 and appropriated to A. F. E. 3601, Route 75, Duncan-Clifton Highway, for general repair work.

Afternoon Session

The Commission reconvened at 2:30 P. M. June 30, 1932, all members present.

A motion was carried that the highway from Hope to Parker be designated a state highway.

It was regularly moved, seconded and carried that the proposed budget of the Arizona State Highway Department for the Twenty-first fiscal year 1932-33, as amended and adjusted, be adopted.

JULY 20, 1932

The Arizona State Highway Commission met in special session at its offices in the Highway Building at 10:15 A. M., all menbers present.

It was agreed by the Commission that certain changes be made in the agreement between the State of Arizona and City of Flagstaff, dated March 14, 1932, holding the state harmless for acts of contractors. It was further agreed that the sum of $8,-000, unexpended balance on Verde Bridge, be used on approaches to bridge.

It was moved, seconded and carried that all unskilled labor be rotated on contract work every thirty days, except where work was located away from industrial centers, also that a minimum wage scale be adopted to be written into contracts and calls for bids.

Afternoon Session

A motion was carried that resolutions be approved concerning the establishment, location or relocation of that part of the Flagstaff-Williams Highway, F. A. 24-1 Reo.; concerning the acquisition of additional land to be used for the purpose of enlarging and widening the right of way of the Tucson-Nogales State Highway, F. A. 85; concerning the alteration, relocation, establishment and specific designation of a portion of the Mesa-Casa Grande Ruins Highway, F. A. 97-A, and the resolution designating Route 72, extend-

AUGUST, 1932 ARIZONA HIGHWAYS

Going from Hope to Parker, as a state highway. the amount of $53,981.91. It was moved, seconded and carried that A resolution was approved by the ComAccording To Ability a blanket bond of $50,000 be adopted for commission concerning the establishment, lothe Highway Patrol. cation or relocation of that part of the Phoenix-Tempe Highway, designated as F. A. P. 2 and 50. James Braden, automobile editor of the Chicago Daily News whose column "Motor Sparks" is widely read in the Chicago district, was recently asked by one of his readers how drivers should be classified as to their ability. His very interesting answer follows:

JULY 2-Afternoon Session

Mr. E. M. Whitworth, Motor Vehicle SuMOTOR VEHICLES NOW NECESSITIES perintendent, appeared before the ComThere was a time when bathtubs and mission and was granted authority to issue electric lights were luxuries. A decade call for bids on 1933 license plates. ago motor vehicles were luxuries; now It was recommended by the State Enthey are necessities to all. gineer, regularly moved, seconded and carConsider the school teacher and the ried by the Commission, that all contracmechanic who live in the country and tors be required to submit to the Highway drive many miles to work. Bear in mind Department a monthly statement, sworn the congestion in cities that has been to by the contractor or a member of the relieved due to the development of autocontracing firm, together with a certified mobile transportation permitting people public accounant's statement every six to live comfortably in localities otherwise months. inaccessible. The motor bus and truck offer new transportation facilities that have added value to real estate in many new localities.

"Taking 'excellent' for the label of the highest group, it seems to me that nobody can make that grade. There are only a few 'good' drivers; possibly one per cent come under that heading. "Most numerous of the upper bracket are those in the 'fair' division. That is where I class myself. There are probably 20,000,000 'fair' drivers in the United United States. "A numerous group, right below the 'fair' phalanx, is the one called 'poor.' It seems to be larger than it really is numerically, for we all notice the antics of this crowd and the lower divisions. "Then come those labeled 'lousy,' 'terrible,' 'vicious,' and 'not-a-brain-the-head.' There are quite a few in that last division."

JULY 29, 1932 A contract was awarded on the MesaGood roads and motor vehicles, the Casa Grande Ruins Highway, F. A. 97-А, one useless without the other, are both to Packard and Tanner, the low bidders, necessities to modern life just as are in the sum of $98,568.19. A contract was electric lights and bathtubs. Georgia also awarded on the Phoenix-Prescott Highways.

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Construction In District No. 4

The sun this capillary action brings the water to the surface of the subgrade. The water reaches the bottom of the oil cake but does not stop; it continues through the oil cake, carrying the oil with it, to the surface of the road. This, of course, impoverishes the oil cake as to oil so that it soon disintegrates or rolls.

This water being, as I say, from one to two feet under the surface of the finished grade may take a year or more to reach the oil cake, with the resulting damage mentioned above. It is claimed that with the use of cut-back this action is stopped at the bottom of a cake, the cake being dense enough not to allow the action of the water to carry the oil or asphalt out of the cake itself. This I cannot vouch for, as the above mentioned cut-back cake was only laid this summer and the destructive action will probably not take place until some time in the summer of 1933.

The several types of material out of which the road-bed itself is made controls, I think, to a great extent this trouble with subgrade waters. Sandy or loose material will not allow this capillary action to take place, as it breaks the action before it has a chance to get started. I think that the subgrade stabilizers which are placed immediately under the oil cakes should be made up of a material which will guarantee a breakage of the capillary action, so that the bottom of the oil cake will never be touched by the under-ground water. State highways are all working upon a material of this character. Of course the economic question will control the use of this non-capillary material for the subgrade stabilizer. In many instances it may be found cheaper to use a more or less capillary material for the subgrade stabilizer, with the idea in mind of drying out and re-laying the oil surface after the capillary water has caused it to disintegrate, rather than pay for a material which is known to be non-capillary. This of course, will cause much criticism to be heaped upon the highway department by the traveling public, which, of course, does not realize the details or method of construction. From their point of view an oil road laid down this year certainly should not be torn up and relaid within six months or a year.

Please refer back to plate No. 5, the Casa Grande-Picacho highway, which I have referred to above as a more or less porus cake. About one-fourth of this road-16½ miles in length is laid with

of oil cake containing enough other materials to make it dense or The other three-fourths of this oil is the porus type; and I have found this particular section that the subwaters have, on that part of the where the oil cake is tight, comes through the cake, carrying the oil with and has caused disintegration. But place on the porus section has this med, although the subgrade waters esent in equal amounts under both The only explanation for this I find is that the subgrade waters are by the porus cake to diffuse themthrough the cake and be dried out heat of the sun, without disturbme oil within the cake itself.

course the practice of laying a porus annot be followed as a cure for this de water trouble, for a porus cake skind is very hard to hold in place, ally the edges of the cake, which are instanly used by traffic.

Summing up the above there are two ways, one to find a subgrade stabilizer that which will break the capillary before the subgrade waters reach the bottom of the oil cake; the other is to use a subgrade material which does not guarantee this breaking down of capillary action, but allows the capillary action to take place, then treat the cake by taking it out and re-laying same as the cake tend to cause it to disintegrate.

I have found the approximate cost of above work done in District No. 4 in the of oil processing roads, where the grade stabilizer and road bed is ready for the oil cake, to be between $4,500 to $5,000 a mile. This includes the crushed mineral aggregate, plus the oil in place, plus the mixing and oil-Stone, and including material for shoulders.

In addition to the oiled and seal-coated work done in District No. 4 during the past year or 18 months there has been approximately fifty miles of new construction, grading and draining, as followsAre you in favor of women taking public affairs?

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TOMBSTONE SKETCHES

(Continued from Page Six) Residents or visitors. All ate at the Can-Can. All contributed to the feast of reason and flow of wit, so lively and spontaneous that the Can-Can soon became world famous.

Are you interested in knowing who was the first man able to wear a derby hat in Tombstone? To Michael Martin O'Gorman goes this bit of fame. In those days, derbies were frowned upon by the he-men of the west. In Tombstone particularly, they were taboo. Any easterner wearing one was always made to dance a jig or furnish other amusement for the street crowd. But this blue eyed freckled Boston Irishman, neatly, almost fastidiously dressed in pressed trousers, Prince Albert coat, biled shirt, choker collar and derby hat (presumably some underthings, too) always insisted on going to Mass every Sunday morning. He alone, was never molested. Strangers always wondered how he got away with it. I did too, until one day I saw him use a pistol on a sidewinder we encountered unexpectedly. Speed and accuracy were the secrets. After that one flash, it was easy to see that O'Gorman could wear anything he wanted as far as the crowd was concerned. Of course, John Slaughter and a few others could also have worn a derby, if they wished. Their style simply ran to sombreros.

In 1879, the citizens of Tombstone held a town hall meeting. Mr. W. A. Harwood was named mayor. He, in turn, appointed a committee to arrange for a City Charter. John P. Clum was elected the first mayor after the charter was granted. John P. Clum has but recently passed from our midst. He was famous as one of the very few early Indian agents who were absolutely square with their Indian wards. He was also one of the triumvirate of editors who ran the Epitaph.

Practically every other business house in Tombstone was a saloon in those days. All of them had a roulette table, faro outfit and plenty of card tables. Every green tenderfoot from the east or elsewhere, brushed up on his mathematics by trying to figure out a system to beat the roulette wheel. Nearly everyone of them acquired a fine polish and liberal education by mingling in that bunch of Chinamen, Mexicans, miners, cowboys and freighters who used to face the faro box nightly, trying to keep the run of the Fortunes changed hands nightly, and daily, too, for that matter. In one corner of the city, somewhat segregated from the rest, was the Bird Cage, combination theater, gambling house and saloon. Here, where girl hostesses held forth, lonely cowboys, lively freighters and hard gamblers sought recreation. As long as they kept within liberal bounds, they could raise cain and go pretty far. After that, it took a pretty nervy officer to step in among them to restore some semblance of order.

John Behan was the first Sheriff of Cochise County after Cochise was separated from Pima County. Soon after, Tombstone began to fill up with tough nuts from old Dodge City on the east and the played out gold fields of California on the west, to say nothing of the legion of "Wanted" who seeped in from all sides. These, combined with renegade Indians, outlaw Mexicans and cattle rustlers, made Tombstone a rather lively place. So much so, a few of the old timers took out Mexican citizenship papers in the neighboring state of Sonora, just to avoid wasting a

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NOTICE TO CONTRACTORS

BIDS OPENED August 31, 1932 Globe-Showlow Highway E-99-C.

SEALED BIDS will be received until 2:00 Р. М. 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, Globe-Showlow Highway-E-99-C," 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 is located approximately 114 miles Northeast of Globe, extends Northeast about 8½ miles to Seven Mile Draw, consists of the Grading and Draining of the Project, and is to be fully completed on or before September 15th, 1933, and not less than 70% of the work shall be completed on or before June 30, 1933.

PRINCIPAL ITEMS Roadway

225 Squares Clearing & Grubbing. 312,200 C.Y. Roadway Excavation. 7,300 C.Y. Drainage Excavation. 25,000 C.Y. Slides & Overbreakage. 2,300 C.Y. Structural Excavation. 73,600 C.Y. Borrow Excavation. 251,700 Sta. Yds. Earthwork Overhaul. 950 C.Y. Concrete. 72,000 Lbs. Reinforcing Steel. 1,892 Lin Ft. 24 in. C.M.P. 530 Lin. Ft. 30 in. C.M.P. 1,462 Lin Ft. 36 in. C.M.P. 40 Lin. Ft. 36 in. Perforated C.M.P. 740 C.Y. Rip Rap. 21,150 Lin. Ft. Cable Road Guard. 1,800 Lin. Ft. Standard Line Fence. And other incidental items.

Bridges

2,000 C.Y. Drainage Excavation. 1.600 C.Y. Structural Excavation. 1,450 C.Y. Concrete Excavation. 152,000 Lbs. Reinforcing Steel. 16 Fixed Plate Bridge Seats. 16 Expansion Rocker Bridge Seats. No Contractor shall be eligible to submit a bid until his attested statements, made on forms supplied by the Arizona Highway Department of Financial resources and construction experience and equipment have been approved.

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

A copy of the Standard Specification, Issue of October, 1930, with Approved Amendments is required.

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

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

T. S. O'CONNELL, State Engineer.

Phoenix. Arizona, August 17, 1932.

NOTICE TO CONTRACTORS

BIDS OPENED August 31, 1932 Ash Fork-Flagstaff Highway F. A. 89-F.

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 outsirde of the envelope "State Highway Contract, Ash Fork-Flagstaff Highway, F. A. 89-F", 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 12-7, "DELIVERY OF PROPOSALS." ENVELOPES MAY BE OBTAINED AT THE OFFICE OF THE STATE HIGHWAY DEPARTMENT.

The work, which begins at the end of the Pavement on Williams Ave., near First St., in the town of Williams and extends easterly approximately 14 miles, consists of the Grading. Draining & Placing of Subgrade Stabilizer, and is to be completed on or before November 30, 1932.

PRINCIPAL ITEMS

2,800 C.Y. Roadway Excavation. 600 C.Y. Drainage Excavation. 400 C.Y. Structural Excavation. 9,150 C.Y. Borrow Excavation. 43,200 Sta. Yds. Earthwork Overhaul. 4,260 C.Y. Subgrade Stabilizer. 34,300 C.Y. Mi. Subgrade Stabilizer Haul 200 C.Y. Concrete. 12,000 Lbs. Reinforcing Steel 36 Lin. Ft. 24 in. C.M.P. 156 Lin. Ft. 36 in. C.M.P 180 Lin. Ft. Part Circle C.M.P. 4.150 C.Y. Excavation Railroad Fill and other incidental items No contractor shall be eligible to submit a bid until his attested statements, made on forms supplied by the Arizona Highway Department of Financial resources and construction experience and equipment have been approved.

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

A copy of the Standard Specification, Issue of October, 1930, with Approved Amendments is required.

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

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

T. S. O'CONNELL, State Engineer.

Phoenix, Arizona, August 17, 1932.

NOTICE TO CONTRACTORS

BIDS OPENED August 31, 1932 Benson-Douglas Highway, E-79-G and Non F. A. Portion SEALED BIDS will be received until 2:00 Р. М. 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, BENSON-DOUGLAS HIGHWAY, E-79-G", and MUST CLEARLY SHOW THE NAME OF THE BIDDER ON THE OUTSIDE OF THE ENVELOPE. THE ATTENTION OF BIDDERS IS CALLED TO STATE STANDARD SPECIFICAΤΙΟΝ 1-2-7, "DELIVERY OF PROPOSALS ENVELOPES MAY BE OBTAINED AT THE OFFICE OF THE STATE HIGHWAY DEPARTMENT.

The work, which begins approximately 18 miles south of Tombstone, and extends southeasterly about 6 miles including the Non F. A. portion, consists of oil processing by the road mix method, and is to be completed on or before November 30th, 1932.

PRINCIPAL ITEMS

97,000 Sq. Yds. Preparation of Subgrade. 8,700 C.Y. Mineral Aggregate (Complete in place).

147,830 Gals. Cutback Asphaltic Cement (Complete in place).

5.9 Miles Mixing, Laying and Finishing. 455 C.Y. Screenings for Seal Coat (Complete in place).

1,986 C.Y. Shoulder Material (Complete in place).

100 C.Y. Special Mineral Aggregate for Stockpiling.

No Contractor shall be eligible to submit a bid until his attested statements, made on forms supplied by the Arizona Highway Department of Financial resources and construction experience and equipment have been approved.

A Proposal Guarantee in cash or certified check of not less than 5% of the gross amount of the bid is required.

A copy of Standard Specification, Issue of October, 1930, with Approved Amendments is required.

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

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

T. S. O'CONNELL, State Engineer.

Phoenix, Arizona, August 17, 1932.

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State Projects Under Construction In Arizona DISTRICT NO. 1

Geo. B. Shaffer, District Engineer Skousen Brothers have construction on F. A. 98-A, grading, draining and sub-grade stabilizer, beginning at Wickenburg and extending west, completed. Joe de Arozena, resident engineer.

Packard & Tanner have the construction of a reinforced concrete bridge across the Verde river near Camp Verde, 72 per cent complete. A. W. Newhall, resident engineer.

V. R. Dennis Construction Company has the grading, draining, placing of subgrade stabilizer and oil processessing of approximately 3.6 miles, beginning two miles west of Yuartzsite and extending east (F. A. 98-G), 84 per cent complete. Percy Jones, resident engineer.

Martin Brothers Trucking Company has been awarded a contract for the grading, draining and placing of subgrade stabilizer on approximately 12½ miles beginning at the Yavapai-Maricopa County line and extending toward Wickenburg, F. A. 84-B, to be completed by December 15, 1932.

DISTRICT NO. 2

F. N. Grant, District Engineer All Arizona Engineering and Construction Company has the grading, draining and surfacing of approximately 19½ miles of the Holbrook-Winslow Highway, which begins west of Holbrook and extends towards Winslow, 49 per cent complete. Floyd J. Beeghly, resident engineer.

DISTRICT NO. 3

R. C. Perkins, District Engineer Charles Willis and Sons have completed the construction of 10.8 miles of the Globe holow highway, beginning onehalf ule east of Globe and extending northeat. F. A. 99-B. Carl Brennan, resident engineer.

LeeLoor Construction Company has the grading, draining and subgrading of 11% miles of the Globe-Sholow highway, beginning at Salt River and extending south, F. A. P. 99-A, 74 per cent complete. Gus Rath, resident engineer.

DISTRICT NO. 4

W. R. Hutchins, District Engineer Orr and Rawls have the grading, draining and placing of subgrade stabilizer on 8.9 miles, beginning at Tombstone and extending west (F. A. Project No. 79-F), 28 per cent complete. R. D. Canfield, resident engineer. Packard and Tanner have been awarded a contract for the grading, draining and placing of subgrade stabilizer on approximately 10% miles of the Mesa-Casa Grande Ruins Highway, F. A. 97-A, beginning at the end of the pavement four miles south of Chandler and extending southeast, to be completed by December 15, 1932.

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NOTICE TO CONTRACTORS

BIDS OPENED August 24, 1932 Flagstaff-Williams Highway E-24-1st-Reo., Unit "B"

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, Flagstaff-Williams Highway, E-241st-Reo., Unit "B," 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 овTAINED AT THE OFFICE OF THE STATE HIGHWAY DEPARTMENT.

The work, which is to begin about six and five-tenths (6.5) miles west of Flagstaff, extends easterly 6.5 miles toward Flagstaff, consists of grading, draining and placing of subgrade stabilizer and is to be completed on or before December 15, 1932.

PRINCIPAL ITEMS Roadway

No contractor shall be eligible to submit a bid until his attested statements, made on forms supplied by the Arizona Highway Department of financial resources and construction experience and equipment have been approved. A proposal guarantee of not less than 5 per cent of the gross amount of the bid is required. A copy of the Standard specification, issue of October, 1930, with approved amendments is required. The right is reserved to reject for cause, any and all bids. The rates of wages paid all labor employed on this contract shall not be less than shown on sheet No. 2.

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

Phoenix, Arizona, August 10, 1932.

The hourly rate for any classification not shown in the above schedule will be set by the state engineer.

No Sunday or holiday work will be permitted except in an emergency and upon written permission of the state engineer.

Except as may be otherwise ordered or permitted by the state engineer the work under this contract shall be done in 2-5 hour shifts a day but no individual shall be permitted to work more than thirty (30) hours in any one week.

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ARIZONA HIGHWAYS

Large part of their time serving on cor-ners juries. Something had to be done nd John Slaughter was made sheriff. Slaughter was a quiet hard working cat-tleman who minded his own business and xpected every one else to do likewise, His ranch, located on the Mexican bor-ler, was in an exposed place and he had o be self reliant and fearless in order to old his cwn against the outlaws of the lay. He only took the office at the earn-est solicitation of the better element of he country. Slaughter soon served notice on the "wild bunch" they would have to go, go quickly and go far. Quietly, he nforced his orders. He would never send deputy any place he would not go him-Belf. He feared no man or bunch of nen, though the toughest aggregation of quick gun men in the world lived in or around Tombstone at that very time. It soon dawned upon the citizens what a good sheriff they had. They began to notice that whenever John Slaughter started after a bad hombre, that bad hom-ore invariably was never heard from again. His varied powers of persuasion always prevailed. He certainly saved the county ots of courts costs and jail expense.

In one section of the city about six hundred Chinamen lived at one time. This, of course, was before the Chinese Exclusion act. They were in all lines of business but always inveterate gamblers. Faro was the one great game in which the outsiders had the fairest break against the house, therefore, the smart Chinese were always bucking that table. They were a picturesque addition to the city until the Exclusion act thinned them out. In their section of the city the odor of opium was always noticeable, as large numbers of them bunked in small dens very much like the Chinese quarters in old San Francisco before the earthquake.

The demonetization of silver was the first hard blow Tombstone received, as the increasing volume of water in its mines made cheap mining impossible. On March 17, 1903, the city commenced a three days' celebration to mark the com-ing of the railroad from Fairbanks. Why they spent money for that, I never could understand. It wiped out the freighting outfits who were always free spenders and colorful, though hilarious and unruly at times. In the Spring of 1907, the ter-ritorial legislature stopped gambling and feminine hostesses in saloons, and on January 1, 1915, the saloons themselves were abolished. Through all these chang-es, Tombstone emerged victoriously. They built fine schools, good streets and kept abreast of the times. They have a won-derful water system that brings the pur-est of water from the Huachuca moun-tains. This, and its wonderful climate attract every increasing numbers of east-erners yearly until now it is a large num-ber of such residents. Every little while, new-veins of rich ore are found, so many, in fact, that it now appears that the old city will again rise to a prominent place in the mining world again. It has very good roads in all directions, and having so many places of interest, it is well worth visiting for as long a stay as you wish.

STRICTER TESTS URGED FOR DRIVERS' LICENSES

In the face of a traffic accident problem in California termed "worse than war," the convention of the California Com-mittee on Public Safety at Santa Cruz, in which the Municipal Traffic League of California cooperated, developed several important plans for its future efforts. A resolution that the convention go on record as favoring the institution of re-search designed to develop more effective examination of prospective motor vehicle operators was a vital development. It was determined that more effective means must be developed to prevent the mentally or physically unfit from being permitted to drive motor vehicles. The convention condemned the practice of "tag fixing" as destructive of the bene-ficial and necessary protection afforded by traffic laws properly enforced. It was resolved that the legislature be requested to enact such legislation as may tend to prohibit the practice.

"Is there any truth in the report that Angus McTavish bought the corner fill-ing station?" "Well, I don't know for sure, but the 'free air' sign has been taken down."

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Explosives, Blasting Caps, Fuse, General Hardware and Mining Supplies.

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Grosso's

IF IT IS---- CANDY you like, we have a large assortment to choose from.

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