Highway Commission Notes

Arizona Highway Commission Notes

The Arizona State Highway Commission met in special session in their of fices in the Highway Building at 10:00 a. m., June 2, 1933. All members present.

Mr. F. V. Miller, Plans Engineer, and Mr. E. M. Whitworth, Superintendent of the Motor Vehicle Department, were called in to the meeting of the Commission to discuss the manufacturing of license plates and road signs by the Highway Department. In view of an opinion rendered by Assistant Attorney General Salmon stating the Commission may not, in his opinion, have constructed and equip a license plate manufacturing plant and provide for the payment of the cost thereof by setting up an amount equal to one-fourth of such cost in each of the four next succeeding annual budgets for the Highway Department, Commissioner Addams recommended that $10,000 be taken from some part of the budget and added to the $10,000 set up for signs and the $20,000 set up for license plates, stating $40,000 would make it possible to purchase the necessary equipment and at the same time make the plates.

Commissioner Addams recommended that due to the hard usage license plates on trucks or commercial vehicles will receive, they be made of steel instead of copper, and the color combination be the same as that used on license plates for pleasure cars. He submitted a Fortenberry plate now being used by the State of Mississippi, on which there is a small royalty, and recommended the Commission adopt this plate as theone to be used on trucks and commercial vehicles. Commissioner Addams stated the Department would purchase and not manufacture the Fortenberry plate and he thought that by purchasing the necessary equipment, the license plates could be gotten out on time.

Mr. E. V. Miller, Engineer of Plans, stated it was obvious to him that this plan would bring in additional revenues to the Department and he favored it very much. Mr. E. M. Whitworth, Superintendent of the Motor Vehicle Department, was asked about the royalty price on the Fortenberry plate and advised the Commission it would cost ten cents per vehicle. Upon being questioned by Commissioner Addams, Mr. Whitworth stated the additional revenue brought into the Department by the use of this plate would amount to a great deal more than the cost of the plate. He further advised the Commission the plates should be gotten out not later than December 1st.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Addams, and carried, that the Commission go into the budget and see from what place funds can be transferred to make it possible to establish the manufacturing plant and get out the license plates for 1934.

Governor Moeur appeared before the Commission and was invited to sit in the meeting with the Commissioners.

A motion made by Commissioner Addams was unanimously carried that Attorney Salmon and Mr. H. C. Hatcher, after scrutinizing the budget, report to the Commission from what place the necessary funds can be obtained to build the plant.

Mr. Larry Woods appeared before the Commission asking to be reinstated in his old position in the Phoenix Shops as Blacksmith Foreman. Mr. W. L. Carpenter, Superintendent of Equipment, advised the Commission that there is but one foreman now in the Phoenix Shops, namely, the Shop Foreman, and a "key blacksmith", receiving a blacksmith's wages of $9.00 a day, is filling the position formerly held by Mr. Woods. Governor Moeur advised the Commission that Mr. Woods had been to see him regarding his reinstatement with the Highway Department and he, after questioning Mr. Woods, had advised him to come back in a few months, at which time he would try to stagger some of the work with him. Commissioner Addams stated that as long as the Governor felt that way, he would make a motion that Mr. Woods be rotated with the "lead blacksmith". Mr. Woods advised the Commission this would be satisfactory to him and he felt the work could be arranged so he could take care of it. The motion of Commissioner Addams' was seconded by Commissioner Mansfield and unanimously carried, Commissioner Vyne first consulting Mr. Carpenter before voting "yes".

The Commission next discussed the bids received from various newspapers throughout the State for the printing of the tentative 1933-1934 budget.

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STATE CERTIFICATION AND DAM SUPERVISION

(Continued from Page 8) The State Auditor to certify the district bonds.

After district bonds are sold, the State Engineer must supervise the construction of the irrigation works. No deviation from the original plans shall be made, except with the approval of the State Engineer. Ordinarily, the construction of projects is done under open contract, and the lowest responsible bidder gets the job. If, for any reason, a construction item is not to be open for bidding, the State Certification Board shall approve the contract. When bonds are taken by a contractor in exchange for work, the agreement between the district and the contractor is subject to approval by the State Certification Board. Every effort is made to secure the maximum value for each dollar spent, and in this endeavor the State Engineer has a large responsibility to other members of the Certification Board.

The second part of this brief article will deal with the State Highway Engineer's work on dam supervision. This particular task should not be confused with the State Certification Board, because that body has no official duties in connection with the safety of danisif an irrigation district plans to construct a dam as a part of its irrigation system, an application must be filed with the State Engineer, just as in the case of any other owner of a dam.

A few states in this country have exercised control over the design and construction of dams for many years, but by far the greater number do not supervise such structures. Some European countries exercise jurisdiction over dams through their national governments, and have secured a degree of control that has kept failures at a much lower figure than in this country. Arizona enacted a law in March, 1929, which was similar to a law passed by the California State Legislature a few months earlier. The sole purpose of dam supervision is to secure the greatest possible degree of safety for the public at large, consistent with proper engineering design and construction.

There have been many failures of dams in this country during the past twenty years, many of which could have been avoided by proper state supervision. There seem to be two classes of construction which result in dangerous dams. In one case the owner is not interested in building a permanent structure, but merely hopes to complete the construction in order to make a sale. This is the well known "wild cat" development, which has not been prevalent in Arizona. In the other case there is an attempt to build a lasting structure, but ignorance of the great forces involved from stored water prevents the attainment of the desired objective. While there is no effort to contruct the dam improperly, yet the result is a menace to the public welfare. Examples of this type of construction can be found in Arizona, as well as in many other states in the union. Both of these general cases can be effectively curbed by proper state supervision of new construction, as has been evidenced by states havingdam supervision and by foreign countries that guard the public safety in this manner. Arizona's original law on dam supervision requires that all dams more than 15 feet high or storing more than 10 acre feet of water be under the jurisdiction of the State Engineer. The law has been amended to remove all stock watering dams from state supervision. All dams in existence at the time the law became effective (June 22, 1929) were subject to state supervision, as are all dams that are enlarged, repaired or constructed after that date. The law required the state authorities to check all dams that were in existence on June 22, 1929, without cost to the owners.

Any dam that was built after that date is required to pay fees that are designed to equal the expenditures required by the state to check the design and to supervise the construction.

Unfortunately, no funds were appropriated by the state to check the design and construction of dams built prior to the effective date of the law. It has been possible, however, to inspect all such dams, of which there were 77, and to review those structures which appeared to be in jeopardy. Several owners have been instructed to make repairs, and through their co-operation the more dangerous dams have been placed in a reasonably safe condition. Gradually, all existing structures can be checked, and dam supervision may thus become thoroughly effective.

There have been few dams built during the past four years, as this type of construction has suffered from economic depression. The largest structure that has been built was a 75 foot dam for the City of Prescott. Construction was done by the city, using force account methods. Foundation difficulties at the site proved that state supervision was essential for the public safety. It is also of interest to note that the construction of the dam was made necessary by the partial failure of a concrete dam built by the City of Prescott in 1923. A dam ten years old should show no signs of failure, but through inadequate design and construction, the old structure has deteriorated materially in this brief period. Proper state supervision should prevent such design and construction methods, and thus result in a material saving to the taxpayers of the state.

Foreign countries have prepared codes governing the design and construction of dams similar to those in use by cities for building construction. The desirability of codes for dams has been a subject of debate in this country for several years, but it remained for Arizona to be the first state to adopt a comprehensive code. Several states have used brief rules and regulations to govern design and construction of dams, but none was complete enough to be classed as a code. Arizona started its code while W. W. Lane was State Engineer, and prepared a tentative one at that time. It was used with success in the design and construction of the new Ambursen Dam for the City of Prescott. Criticisms of the tentative code were obtained from leading hydraulic engineers in the West, and their valuable suggestions, coupled with actual experience on the Prescott job,

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NORTH OF HIGHWAY 66

(Continued from Page 4) reached the period where the mighty structure has begun to rise from its footings in the river bed. There is an observation point directly above the damsite where the visitor may look down upon the construction work, but the project is so vast that the eye can scarcely encompass it. Countless men on long wire ladders dressing down the canyon walls with air drills appear to the observer much as flies on a string.

Boulder Dam attracted nearly two hundred thousand tourists in sixty-seven thousand automobiles last year. Of all automobiles visiting the damsite in a three year period, nearly 70 per cent carried California license plates.

Las Vegas, Nevada, is thirty miles from the Boulder damsite, and there the motorist comes to U. S. Highway 91, which takes him east through a corner of the Arizona Strip to St. George, Utah, one of the early Mormon agricultural settlements, and thence across a corner of Dixie National Forest to Utah State Highway 15 through Zion National Park to connect with U. S. Highway 89 leading to the Kaibab Forest and the North Rim of the Grand Canyon in Arizona.

At the entrance to Zion park stands Bridge Mountain and through a telescope erected by the park service may be seen the formation from which it gets its name, a flying buttress 150 feet in length and rising to a height of 50 feet. A few miles farther on the road climbs the towering red sandstone cliffs of East Temple and at an elevation of 5,035 feet enters a tunnel several thousand feet in length in which at intervals there are observation vents through which magnificent views of portions of the park may be had.

Utah State Highway 15 joins U. S. Highway 89 at Mt. Carmel at an elevation of 6,190 feet, fifteen miles south of Kanab, Utah, at the Arizona line; and just across the line lies Fredonia the northermost settlement in Arizona. From this point the national park service proposes to build a road, though it is not in this year's budget, through Pipe Springs National Monument, Antelope Valley, the Kanab Plateau, past Mt. Trumbull and Mt. Logan in the western extension of the Kaibab Forest, past the Grand Canyon National Monument, through Tornado Valley to the gorge of the Colorado River. Fifteen miles south of Fredonia, U. S. Highway 89 climbs to the Kaibab Plateau and runs sixty-five miles through heavy pine and mixed pine and aspen forest to the North Rim of the Grand Canyon.

The Kaibab Forest, rated as one of the most beautiful in the Southwest, has probably been the least disturbed by man. At an elevation of more than 8,000 feet, it follows the rim of the Canyon entirely through the park and extends northward nearly to the Utah line. It abounds in wild life, with a deer herd numbering sixteen thousand head, and its black white-tailed squirrel is said to be found no place else in the world. There are bear, mountain lions, wildcats and coyotes in considerable number. The deer have been so little molested that during summer months they feed morning and evening near hotels and camps. A coyote lopes easily off the road ahead and pauses in curiosity on the hillside to watch the car go by.

The U. S. Department of Agriculture has an expedition in the Kaibab making motion pictures of wild life which are to be made available in all parts of the nation for educational purposes.

Trout are abundant in Bright Angel Creek, which empties into the Colorado in the depths of the Canyon.

The road stops at the Canyon at Bright Angel Point and side roads maintained by the park service lead to Point Imperial, Cape Royal and Point Sublime to the east and west.

Tourist travel to the North Rim of the Canyon to July 1 this year was 28 per cent above that for the same period of last year, when there were sixteen thousand visitors in five thousand cars. Of cars from all states visiting the North Rim the majority carry California licenses.

Turning back from the North Rim 44 miles, the road rejoins Highway 89 at Jacob's Lake and drops out of the pines and cedars into the great House-rock Valley, home of the Arizona state owned herd of buffalo which is one of the few remaining in the United States. This valley is bordered on the north-east by the precipitous Vermillion Cliffs with their many shades of reds and yellows merging into greens on the lower slopes and the verdure of the valley floor. The buffalo herd, numbering about one hundred head, frequently may be seen from some point on the highway. The valley takes its name from the peculiarly eroded formation of its rocks. Near Lee's Ferry bridge across the gorge of the Colorado at the head of the valley, there is the huge remnant of a cliff called Cleopatra's Tomb, which, except for its brownish coloring, from a distance has more the appearance of one of the old mission buildings of the south.

From Lee's Ferry driving southward, U. S. 89 penetrates the Western Navajo country with its picturesque Nomadic inhabitants and its mixed flocks of white, black and brown sheep and goats.

Turning off of Highway 89 near Cedar Ridge trading post and only a few miles away, the tourist comes to Tuba City, agency town of the West-

PREHISTORIC ADORNMENT IN THE SOUTHWEST

(Continued from Page 12) cord and worn in single and double strands. In some strands larger stone beads were alternated with the smaller seed beads. Shell of land snails or sea shells were slightly or more carefully worked to form pendant pieces or beads. In one cave in southern Utah were found several different bundles of feathers, one of brilliant red flicker feathers and another of all white tail feathers of a small bird. These may have been worn as hair ornaments, or they may have been ceremonial in nature. The latter possibility is borne out in a modern expression. The Hopi made "pabas" or prayer sticks of bunches of feathers tied to a small piece of wood. Also bits of feathers are worn on ceremonial occasions. The Papago girls and boys wear a small white tuft in a spring ceremony; Hopi priests wear a small bundle of feathers in their hair in the famous Snake Dance. Jewelry became more popular as the years slipped by in the Southwest. Few burials of the great community-house pueblo period were unaccompanied by articles of personal adornment. Unfortunately the practice of cremating the dead destroyed many beautiful pieces, for no man, woman or child must be subjected to the funeral pyre without jewelry, which might be consumed along with the body. Burning of the dead is often explained as a means of freeing the spirit, so that it might go unhampered into the next world. Holes were broken in the bottoms of ollas and bowls so that the deceased might have utensils. So too the jewelry must accompany the dead one. The great quantities of burned beads in the cremation pits at Casa Grande would indicate this feeling among the primitives. Where other beliefs were adhered to strings of beads, bracelets, anklets, ear-rings and other objects were placed on or with the body which was accorded simple inhumation. Beads of the pueblo period were made of clay, shell, or of one of the many popular stones known to these men. The methods of manufacture varied as much as the material. Wet clay was rolled on a bit of grass, marked in sections, baked and then split apart along the markings. Sometimes such beads received an additional working in the way of a bright polish. Stone and shell beads were made by marking small squares on a very thin slab of the material to be used. These squares were drilled, the edges were worn down to circular forms by rubbing, and the desired finish applied in a smart polish. Some shell beads were made of a drilled whole small shell. Beads were strung in many ways. One example from Northern Arizona illustrates a most attractive method. A number of dark red beads were strung together, then several black ones were added, then the red again, and so on until a string thirty-two feet in length was made. These beads averaged more than forty to the inch, and in each one the drilled hole was accurately located in the center. Shell might be cut into similar small beads, or larger ones, or into pendant pieces for a necklace. Occasionally one finds a piece of shell cut into the form of a frog. The religious element enters here again, for this little talisman was symbolical of the rain spirits. The frog lived underground, too; he appeared with the rains and sang and rejoiced on the water's edge. So highly prized as a material for ornamentation or ceremonial purposes was shell that long treks across desert lands were made to the Gulf of California, the Gulf of Mexico, or to the west coast. Some shell, no doubt, was obtained through trade. Commonly used shells were the olivello, abalone and glycymeris. Olivello was often used for beads and pendant pieces, abalone for pendants, and glycymeris for beads, bracelets and amulets. Shell bracelets were plain or carved. The carving may have been in the form of simple parallel striations, or more elaborate geometric patterns. Or, among the more unusual forms, may be cited the snakes or frogs, which were carved around or in the center of the bracelet. Rings of shell were decorated in very much the same style as that on the bracelets. Anklets were plain and broader. From one to twenty bracelets have been found on one or both arms of a single individual. Among the most beautiful objects in the line of ornaments of the Southwest is the turquoise encrusted piece. This work was usually done on shell or wood. Mesquite gum or pitch was applied to the foundation piece to form a base into which small square or other geometric pieces of turquoise were imbedded. Plain or patterned mosiacs were formed. Perhaps a bit of shell, pink in color, might be added to make more attractive the jeweled piece. At the State Museum in Tucson and at the Casa Grande Monument are a number of splendid pieces of turquoise mosaic pieces in the form of ear-rings, pendant pieces, etc. Another expression of the prehistoric Southwesterners, the effigy figures, should be considered, at least in part, as pieces of jewelry. Tiny stone models of various animals or birds, some of which can be identified, were pierced so they might be worn. Several beautiful rings of jet have been found in burials. These were perfectly made and were given a high polish. Too, one cannot refrain from suggesting the variety of the ancients which is evident in the small jet mirrors found in prehistoric sites. Glass beads and metal jewelry were not known in this country until historic times. Even the tiny copper bell which appears here prehistorically, and which may have been worn as an ornament, was a trade product. It apparently came from the Indians of Mexico. In Spite of the fact that these more advanced materials were unknown, the prehistoric man of the Southwest produced jewelry which was not lacking in color, brilliance and attractiveness.

JULY, 1933

broader. From one to twenty bracelets have been found on one or both arms of a single individual. Among the most beautiful objects in the line of ornaments of the Southwest is the turquoise encrusted piece. This work was usually done on shell or wood. Mesquite gum or pitch was applied to the foundation piece to form a base into which small square or other geometric pieces of turquoise were imbedded. Plain or patterned mosiacs were formed. Perhaps a bit of shell, pink in color, might be added to make more attractive the jeweled piece. At the State Museum in Tucson and at the Casa Grande Monument are a number of splendid pieces of turquoise mosaic pieces in the form of ear-rings, pendant pieces, etc. Another expression of the prehistoric Southwesterners, the effigy figures, should be considered, at least in part, as pieces of jewelry. Tiny stone models of various animals or birds, some of which can be identified, were pierced so they might be worn. Several beautiful rings of jet have been found in burials. These were perfectly made and were given a high polish. Too, one cannot refrain from suggesting the variety of the ancients which is evident in the small jet mirrors found in prehistoric sites. Glass beads and metal jewelry were not known in this country until historic times. Even the tiny copper bell which appears here prehistorically, and which may have been worn as an ornament, was a trade product. It apparently came from the Indians of Mexico. In Spite of the fact that these more advanced materials were unknown, the prehistoric man of the Southwest produced jewelry which was not lacking in color, brilliance and attractiveness.

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JULY, 1933 ARIZONA HIGHWAYS 21

Secretary and offered the budget at the price bid.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne and unanimously carried, that Commissioner Addams be given authority to proceed with plans for the establishment of a manufacturing plant for license plates and signs and report back on the 19th, and that on the 19th the Commission transfer sufficient funds in the budget to make it possible to establish the manufacturing plant and get out the 1934 license plates.

It was regularly moved, seconded, and carried, that the Commission adjourn at 3:20 P. M., to meet again at 10:00 Α. M., in their offices on June 19, 1933.

June 15, 1933

The Arizona State Highway Commissioner met in special session in their offices in the Highway Building June 15, 1933, at 1:55 p. m. All members present.

It was regularly moved by Commissioner Addams, seconded by Commissioner Vyne, and unanimously carried, that a resolution transferring funds in the amount of $33,946.68 be approved, such transfers being more particularly described in said resolution.

A letter was read by Mr. O'Connell from H. A. Hopkins, Chairman of the California Highway Commission, asking for an expression from the Arizona State Highway Engineer in regard to recommending a federal numbered route to the Department of Agriculture for designation and acceptance. Mr. O'Connell recommended that inasmuch as we do not have a through highway through St. Johns and Concho, he be empowered to contact the California and New Mexico Highway Commissions, and, if it is the will of the Commission, he recommend going from Albuquerque, through Socorro, Springerville and St. Johns and into Holbrook, then West over U. S. Route 66. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and unanimously carried, that the State Engineer be instructed to make the proposal outlined.

Mr. E. V. Miller, Engineer of Plans, appeared before the Commission and read bids received for the printing of the Highway Map. It was regularly moved by Commissioner Mansfield, sec-onded by Commissioner Addams, and carried, that each member of the Com-mission be supplied with a tabulation of the bids showing the price bid on fifty thousand maps printed on twenty-four pound paper.

On the recommendation of the State Engineer that the Commission accept a five-color map, it was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and carried, that the recommendation of the State Engineer be accepted, and the tabulation show the bids received on a five-color map.

A report on the proposal submitted by Mr. Sam Bailie for the posting of road signs in Arizona, as made by Mr. E. V. Miller, was read by the Secretary. It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield and unanimously carried, that the matter be referred to the Attorney General for an opinion.

Mr. E. V. Miller, Engineer of Plans, submitted a tabulation of bids on printing of fifty thousand maps, based on twenty-four pound paper, five-color job, showing A. C. Taylor Printing Company bid $1,575.00, the Republic and Gazette bid $1,742.00, the Manufacturing Stationers bid $1,557.75, and the Arizona Printers bid $1,429.55.

On being advised by Mr. E. V. Miller that there were sufficient funds in the 1932-1933 budget to take care of the awarding of the contract on the printing of the highway map, it was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and unanimously carried, that providing the work is done in Arizona, and the maps are the same as the sample submitted, the Arizona Printers be awarded the contract for the printing of the maps in the amount of $1,429.55.

Chairman Dowell stated many articles had appeared in the newspapers concerning the Highway Patrol Division and the Commission wanted to know from whom these articles should come, and requested a written opinion from the

ARIZONA HIGHWAYS

Attorney General, a copy to be sent to the Governor, stating where the jurisdiction of the Highway Patrol lies, what it is, and how it is divided.

The State Engineer advised he had compared the salaries being received by members of the Highway Patrol with salaries paid by Counties on similar positions, and he was of the opinion that eventually the Highway Patrolmen would have to be cut as they are being paid out of proportion to similar positions. The State Engineer recommended the patrolmen use tents on the East side of the State until it is determined where the most suitable place is for a station. Chairman Dowell instructed Mr. McDowell, Superintendent of the Highway Patrol, to be very careful in what he gave out to the newspapers, advising such matters as the placing of stations, and the changing of the color of the Highway Patrol cars, should be taken up with the Commission before being given to the newspapers.

An opinion from the Attorney General's office relative to employment of additional patrolmen, was submitted to the Commission by Mr. McDowell, advising that no money made available for fiscal year 1933-34 may be used in payment of salaries for additional patrolmen employed for last half of June, 1933.

It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and unanimously carried, that the Superintendent of the Highway Patrol, before taking any action pertaining to the Highway Patrol, first consult the State Engineer. State Engineer O'Connell advised the Commission that, in the past, the Highway Patrol had worked in close conjunction with Mr. Whitworth of the Motor Vehicle Department, and inasmuch as this had proven very satisfactory, he requested the practice be continued. His request was granted.

The Commission further discussed the placing of Highway Patrol stations throughout the State and the State Engineer was instructed to submit to the Commission, after a consultation with Mr. D. C. George, of the Department of Horticulture, a list giving the proposed location of each patrol station.

It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and carried, that the Highway Patrol cars remain a copper color, as they are at the present time, with the addition of a stripe or whatever is deemed necessary. Commissioners Vyne and Barth stated they were not in favor of the stripe.

Commissioner Vyne suggested to the Commission that each patrolman be advised when not busy, to give information to the tourist regarding the route he is taking and the points of interest located along that route which might be visited.

It was regularly moved, seconded, and carried, that the Commission adjourn at 3:30 p. m., June 15, 1933, to meet again at 10:00 a. m., June 19, 1933, in their offices in the Highway Building.

June 19 and 20, 1933

The Arizona State Highway Commission met in regular session in their of fices in the Highway Building at 10:00 a. m., June 19, 1933. Those present were Chairman Dowell, Vice-Chairman Vyne, commissioners, Barth, Addams, and Mansfield, also, the State Engineer, the Secretary and Attorney Salmon.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Barth and carried, Commissioner Addams voting "no", that each county be allowed thirty minutes at the public hearing on the 1933-1934 tentative budget.

The Commission reconvened at the Masonic Temple, all members present.

Chairman Dowell advised the large delegations present that each county would be called in alphabetical order and allowed thirty minutes each. Mr. Gustav Becker was the first speaker from Apache County. He urged the Department to consider the unemployment situation in Gila County and appropriate funds to the east end of U. S. 60 and to build the road to Cibecue Junction. Mr. F. M. Parker, of Ganado, spoke for Apache County and asked the Commission to leave the tentative budget as adopted. Mr. E. A. Corn, of Springerville, requested every section be given a fair share of the road funds and urged the Commission to set up funds for the east end of U. S. 60. Mr. Rolland Hamlin, Eager, stated his section felt the Commission had done well by the Northern part of the State. Mr. M. V. Gibbons, St. Johns, and Mr. Rex E. Lee, urged the adoption of the tentative budget as set up.

JULY, 1933

Speakers for Cochise County were Mr. Vernon Davis, State Representative, Willcox, Arizona, and Mr. J. G. Flynn, Bisbee. Mr. Davis asked for funds for the road from Benson east through Willcox and Bowie, stating it had never received any funds from the state and it was one of the heaviest traveled roads in Arizona. Mr. Flynn stated he was speaking for the major portion of Cochise County and urged the adoption of the 1933-1934 tentative budget. He pointed out that Cochise County was receiving less than two per cent under the present tentative budget, however, he believed the Commission were thoroughly informed on the needs of the State, and Cochise County was for the budget.

Captain J. B. Wright, from Coconino County, advised the Commission his delegation would like to be given an opportunity to speak later in the day for adoption.

Mr. W. A. Sullivan, of Gila County, stated Gila County did not object to any part of the State receiving funds but they did object to the present 19331934 tentative budget adopted by the Commission, and requested that sufficient funds be set up to build the Globe-Showlow Highway from the Salt River to Cibecue in order that the unemployment situation in Gila County might be relieved to some extent. Mr. Fred J. Elliott, from Gila County, also spoke for the collection of funds to Highway 60 for unemployment relief of the Globe-Miami district.

Mr. Phil Merrill, of Graham County, stated they were one hundred per cent for the budget as it stands, however, if a reallocation of highway funds is made, based on the unemployment situation in each section, he requested that Graham County be allotted their portion. He pointed out Graham County is the only county in this year's budget for which funds were not allotted either for construction or betterment. Other speakers from Graham County were Mr. Howard Smith, head of the unemploy-nment relief of Graham County, and Mr. J. W. Greenhalgh, Chairman of the Board of Supervisors.

Mr. Peter Riley, Mayor of Clifton. urged the Commission, should they receive any additional funds, to allocate $100,000 to Greenlee County, for improvement of the Coronado Trail. Professor W. E. Lutz, of Morenci, also spoke for Greenlee County.

Mr. E. S. Clark, Phoenix, the first speaker for Maricopa County, urged the building of that stretch of Highway 60 from the Salt River to Cibecue.

Mr. E. O'B. Mann, of Tempe, opposed the building of a highway in back of

ARIZONA HIGHWAYS JULY, 1933

funds to relieve the unemployment situ-ation in their County.

Senator H. B. Wilkinson, of Maricopa County, stated that the matter was a question of fairness and he felt it was only just that Gila County should receive more funds for Highway 60.

After Chairman Dowell thanked the delegations for their close attention and interest in the budget, it was regularly moved, seconded, and carried, that the Commission adjourn at 4:45 p. m., June 19, 1933, to meet again at 10:00 a. m., June 20, 1933.

The Commission reconvened at 10:15 a. m., June 20, 1933, in their offices in the Highway Building, all members present.

The Secretary read the tentative minutes of June 2, 1933, and they were unanimously approved by the Commission.

It was regularly moved by Commissioner Mansfield and seconded by Commissioner Vyne, that the budget for the Arizona State Highway Department for the twenty-second fiscal year, 19331934, be adopted as tentatively set up.

Chairman Dowell asked the Secretary to call the roll. Commissioner Addams stated that before the Commission went on record in regard to the final adop-tion of the budget, he felt they should include Gila County and give whatever surplus money is available to the Globe-Showlow Highway east of Globe. Commissioner Mansfield asked that the roll be called on his motion to adopt the 1933-1934 budget. Commissioner Ad-dams, on the call of the roll, stated he would vote "no" unless funds were in-cluded for the Globe-Showlow Project east of Globe. After being asked to vote yes or no on the motion, Commis-sioner Addams stated "I refuse to vote". Commissioner Barth voted "yes", Com-missioner Mansfield "yes", Commissioner Vyne "yes", Commissioner Dowell "yes". The State Engineer was author-ized to proceed in compliance with the Highway Code and provisions contained in the budget with all maintenance, bet-terment, construction, and administra-tion of the Department.A resolution regarding the transfer of funds from F. A. P. Nos. 89-C, 37, and 51 to F. A. P. 99-F after the budget is effective on July 1st, was read.

It was regularly moved by Commissioner Vyne that the resolution be adopted. Commissioner Mansfield stated he seconded the motion to adopt the resolution and, in doing so, would like to be placed on record as in favor of this in view of the adoption of the budget in its present form and no part of the State being injured by this act,and, at the same time giving to Highway 60 east, a further development program for the development of the entire state. On the call of the roll, each Commis-sioner voted on the approval of the resolution.

The Secretary read a communication from Pima County asking for some as-sistance from the State Highway De-partment for the resurfacing of the Ajo-Tucson road. It was regularly moved by Commissioner Mansfield, sec-onded by Commissioner Vyne, and car-ried, that the matter be taken under advisement in the event the Department deviates from its present policy.

Mr. Frank Goodman appeared before the Commission and, in behalf of Northern Arizona, expressed their sincere thanks to the Commission for the adoption of the 1933-1934 budget. Mr. Goodman requested if a further allocation of funds is made, the Commission consider the project known as the Winslow-Long Valley road, which goes over High-way 66 and comes down to Long Valley and to Payson and into Phoenix. State Engineer O'Connell advised Mr. Good-man he had been working continuously trying to get this project on the Forest System and stated it is a worthy project if secondary roads are considered.

Mr. Charles Kazell, of Clarkdale, appeared before the Commission and stated he understood funds were set up for the seal coat of the Jerome-Clarkdale Section of Highway 79. He requested the Commission if possible, to relay the surfacing on this section using mineral aggregate and oil. He stated that, in connection with mining operations, there is a supply of hard rock which he believed could be used for surfacing material. He further advised that the Mining Company has an excel-lent crusher in which the rock can be prepared and they would do this work at cost for any section of Highway 79. It was regularly moved by Commissioner Mansfield, seconded by Commissioner Addams, and carried, that the Laboratory Department have tests made of this diorite and determine whether or not it can be used by the Highway Department.

Mr. L. C. McCullough appeared before the Commission with a delegation of representatives of the State Chamber of Commerce. The delegation asked the Commission to appropriate fifteen or twenty thousand dollars towards the printing of a state booklet of not more than thirty-two pages, which would include the principal things Arizona has to sell, and, which would be distributed by the State Chamber of Commerce to the people wishing to visit Arizona andrequesting information concerning the State. The Commission advised the delegation the budget had just been adopted and they had not set up sufficient funds to take this plan into consideration.

The State Engineer advised that Mr. H. Mitchell, Publicity Director of "Arizona Highways", had instructions to go out with a photographer and write up the articles for the magazine from a non-technical point of view. The delegation asked if the Department could furnish them a number of copies of "Arizona Highways" for distribution each month. It was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and unanimously carried, that the delegation contact Mr. Mitchell and try to work out some plan which he could present to the State Engineer.

Mr. Lloyd Henning, Holbrook, Chairman of the Welfare Board of Navajo County, appeared before the Commission and requested that something be worked out with the State Welfare Board whereby citizens in each county would receive their share of contract work. The matter was referred to Mr. O'Connell.The claim of the Bedford Tool Steel Company was next taken up. The Sec-retary read a wire received from the Bedford Tool Steel Company stating they would accept the settlement of-fered by this Department and asked that a check covering their claim be mailed at once. The question arose whether the claim should be paid to the Bedford Tool Steel Company or their local agent. Chairman Dowell ruled that if there were no objection from the Attorney General, the settlement would be made with the Company.

Mr. W. F. Frerichs, Purchasing Agent, was called in and upon being questioned, advised the Commission he was distributing the purchases of the Department to different business men throughout the State.The Secretary read a letter from Mr. Mike Murtagh, of Phoenix, regarding improvement of Washington Boulevard between 16th and 24th Streets. The State Engineer advised this work would be taken care of in the 1933-1934 budget.

A letter requesting sufficient funds be set up to build Highway 60 to the Cibecue-White River road stating the building of this highway would help 2,600 Indians on the Fort Apache In-dian Reservation, was read by the Sec-retary. It was regularly moved by Commissioner Vyne, seconded, and car-ried, that a copy of the letter be sent to Mr. W. A. Sullivan, Secretary of U.S. 60 in Arizona. Mr. Addams requested that a copy of the letter also be sent to him.

JULY, 1933

It was regularly moved, seconded, and carried, that the Commission adjourn to twelve o'clock, Noon, June 20, 1933, to reconvene at 2:00 p. m., the same date.

Afternoon Session

The Commission reconvened at 2:00 p. m., June 20, 1933, all members present.

The Secretary read a letter from Fortinberry Brothers, signed by Mr. C. L. Till, Special Representative, and Mr. Sam G. Bailie, Arizona Representative, setting forth the qualifications of the Fortinberry Lock Strip Automobile Plate. Mr. C. L. Till, who was present at the meeting, answered many questions put to him by the Commissioners and advised that the royalty on the Fortinberry plate would be ten cents and the cost of the plate from six to seven and one-half cents a plate.

After a great deal of discussion, it was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and unanimously carried, that a call for license plates, including the plate for commercial vehicles, include a call for bids on equipment necessary to manufacture our license plates and road signs and the bids be received here on or about the 17th day of July. It was also agreed by the Commission that on a plate for pleasure cars, quotations be asked for a copper plate only, and on a plate for commercial vehicles quotations be asked for on both a steel and a copper plate.

Chairman Dowell stated he had just talked to the Chairman of the New Mexico State Highway Commission and had been advised they were setting up in their 1933-1934 budget funds for the improvement of 15 of 17 miles of U. S. Highway 80 between the road fork and Rodeo. Mr. Dowell further stated the Chairman of the New Mexico Highway Commission claimed that by using a population basis, the Federal Government would not permit them to build any more of this highway.

It was regularly moved by Commissioner Mansfield, seconded by Commissioner Vyne, and unanimously carried, that a resolution regarding the improvement of U. S. Highway 80 between Rodeo and Lordsburg, New Mexico, be adopted, and that copies of the resolution be forwarded to each member of the New Mexico State Highway Commission, to Mr. Henry C. Wallace, Secretary of Agriculture, Mr. Thos. A. MacDonald, Chief of the Bureau of Public Roads and Mr. G. L. McLane, of the Bureau of Public Roads, Phoenix.

ARIZONA HIGHWAYS

The next matter discussed was the rotation of labor on future contracts. It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and unanimously carried, that due to some of the smaller counties in population being allotted large construction funds, and some of the larger counties in population being allotted small construction funds, that the regulation now being enforced of employing men from the locality in which the job is situated, be rescinded, and, as this will allow workmen from some other counties to work on the different projects, and thereby will entail quite a distance for these workmen to travel, and that the rotation of labor at the end of 120 hours will work a hardship on these men, that all labor be employed 30 hours a week without rotation, subject to the rules and regulations prepared by the Administrator of Public Works. Mr. Vyne also stated he believed that in rescinding the orders of local employment and rotation, it would materially decrease the prices bid on future contract work.

Mr. O'Connell asked that a member of the Commission be designated to work with the Department on rules and regulations, as required by the Bureau of Public Roads, which may have to be incorporated in our specifications. It was regularly moved by Commissioner Vyne that the selection be left up to the Chairman. Chairman Dowell stated he would assist the Department, and, if at any time he was unable to do so, he would name someone else.

Commissioner Vyne advised that the State Engineer some time ago had a number of grade separation agreements under way, one with the Santa Fe and two with the Southern Pacific which he wished executed by the Railway Companies without delay. He advised that the one with the Santa Fe Company regarding an overpass at Riordan, Arizona, had been executed without delay and, before those with the Southern Pacific had been executed, a Public Works bill calling for one hundred per cent participation for all grade separations by the Federal Government had passed Congress. He stated further that inasmuch as no work nad been done on this overpass, the Santa Fe Company had requested the Department to cancel their agreement and carry on the project as set up in the budget, receiving the one hundred per cent participation on grade separations from the Federal Government, as set up by the Public Works Bill. It was regularly moved by Commissioner Vyne, seconded by Commissioner Barth, and unanimously carried, that with the consent of the Santa Fe, the other contracting party to this agreement, The State Engineer be authorized to abrogate the contract and enter into a new contract with the Santa Fe by and with the consent of the Federal Government, under terms of which the Federal Government will make available the money sufficient to defray the entire cost of the underpass.

The Secretary read a letter from Mr. Sam G. Bailie regarding a proposal submitted to the Commission to sign-post the state highways. It was agreed by the Commission that the matter be taken up when the Commission considers the manufacturing of license plates and road signs.

Mr. H. C. Hatcher appeared before the Commission and stated it has been the custom of the Department to supply the contractor with payroll forms. These payrolls are quite bulky and long and have to meet the requirements of the Bureau of Public Roads. He advised the Commission this practice costs the Department quite a little money and he had been advised by several of the contractors that they would rather supply their own payroll forms if they could obtain them. Mr Hatcher asked if the Commission thought the Department should notify some of the stationery houses, let them print a supply of these forms, and state in our specifications where they can be obtained. It was regularly moved by Commissioner Vyne, seconded by Commissioner Mansfield, and unanimously carried, that the contractors hereafter be required to furnish their own payroll forms.

The equipment needed for the Highway Patrol was next considered. After discussing the matter in detail, it was regularly moved by Commissioner Addams, seconded by Commissioner Mansfield, and unanimously carried, that the Department, on the recommendation of the State Engineer, advertise for bids on four motorcycles, two of which are to be equipped with radios. The call for bids is to ask for quotations on all makes of motorcycles.

Mr. W. L. Carpenter, Superintendent of Equipment, was requested to have ready for the next Commission meeting a report on the cars used by the patrolmen, showing the make of each car and the condition it is in.

It was regularly moved, seconded, and carried, that the Commission adjourn at 4:45 p. m., June 20, 1933, to meet again at the call of the Chairman.

The death rate from accidents in the United States is twice as high as in the principal European countries and 30 per cent above Canada and Australia.

MATERIALS THAT GO INTO HIGHWAYS

Present moment he is engaged in a test of paint. In paint we are interested in the pigment, for it gives the color; and the oil, for it is the binder. The pigment, to give proper color and consistency to the paint, has to contain ingredients in proper proportion. In order to make its analysis it must first be separated from the oil. This is done by use of the proper solvents and the centrifuge. The ability of an oil to bind (particularly linseed and other known unsaturated oils) is due to its ability to absorb oxygen. Its degree of unsaturation is known as the iodine number.

Going on through, we encounter two individuals making determinations on asphaltic oils (used in low cost type of road). One is using the distillation apparatus to determine the volatile constituents and the other the niscosimeter to determine its workability. After the product has been distilled to a certain temperature the residum (asphaltic) is further tested to determine its characteristics.

As we continue a little further we encounter a man working with a large machine capable of applying loads up to 200,000 pounds, breaking field cast test specimens of concrete. While we watch him the piece breaks with a sharp report and much vibration of the machine and as we leave he sets another specimen and the procedure is repeated.

Our path now leads further into the secrets of the laboratory and we come to another individual making determinations on the oil content in the various oil mixes that are being placed throughout the state. Definite sized samples are taken and the oil extracted with solvent by centrifuging. As an economy measure the solvent is redistilled and re-used.

Proceeding farther we come to one of the most important functions of testing materials. The operators working here are making determinations of surfacings. It is necessary to know the cementing value, the approximate clay content and the grading analysis of this class of material. Here and there are machines, each functioning to give these desired results.

Another step and we are in the soil analysis room. Here the men are making what, to all intents and purposes, would please any child who delights to play in mud. They are literally making mud-pies. With small samples, rolling one here, patting another into a mold, weighing the dried-out mud and making volume determinations on dried-out mud pats all have their significance, and out of it all comes the soil identification so essential to good base characteristics.

Let us cool off now, in our last place to visit. We step into a thermostatically cooled constant temperature room, where cement and mortar tests are being carried on. Apparatus for marking time of set determinations on cement is in view, as well as a moist and storage tank for mortar specimens, and then another breaking machine.

In this laboratory the principle seems to be to make and destroy. Thus continues the routine of picking and choosing highway materials.

WHEN THE FIRST NAVAJO CAME TO ARIZONA

(Continued from Page 9) The ruins indicate, were constructed in rectangular design along the outer walls with entrances from a patio in the center. In the center also may be seen the outlines of at least two circular ceremonial chambers. For the Navajo must have his ceremonial wherever he goes. It is a part of his nature.

The Giant's home was erected along the banks of the Pueblo Colorado Wash, and standing there alone in its day must have been an imposing structure. There was grandeur of vista across the green valley, sufficient water in the stream below for domestic purposes and irrigatingation of maize fields, and luxuriant range for the flocks.

spread southward and eastward into the neighboring land of the Zuni. There was some resentment, it seems, regarding too frequent incursions from the domain of The-Big-Man-Who-Carried-aClub upon flocks and herds and artesans. And there was retaliation. The Zuni were more humble but there was force in numbers.

So Gil-Elf-Jal retired to the point of a high mesa accessible only by way of a narrow bottle-necked strip of land and overlooking the whole Ganado valley, and there he built a fort and stored away his wives in hogans made of cedar logs and rocks plastered with mud. This fortification was much less pretentious and not so large as his home in the valley. Somehow, the Zuni slaves had disappeared and Gil-Elf-Jal, being an aristocrat, abhorred all those things which smacked of manual labor.

But in addition to the series of hogans, the remains of which lie in tangled ruins on the hill-top today, he built a high wall of stone across the narrow strip of land leading back to the broader mesa on the eastward. This wall still stands as a monument to his strength and prowess. There also is a gnarled old log ladder, cracked and weathered by the winds and frosts and rains of nearly two centuries, its hewn steps worn by the tread of many feet. It is eight or nine feet in length, and resting against the sheer rock cliff near the man-made stone wall was the only means of ingress to Gil-Elf-Jal's "castle".

Torturously winding along the hillside from the valley floor three hundred feet below, there remains a pathway to the point, beaten hard by the tramping of the Giant's household.

The architecture of the hogans appears to have been the same as that used by the Navajo today, but they were of strong and durable materials.

Legend tells of a spring at the base of the cliff from which the fort was supplied with water, but tribesmen who have searched for it many times have failed to find it.

How long Gil-Elf-Jal and his wives dwelt there in security tradition fails to say, but numerous fragmentary remains of a superior grade of glazed pottery indicate the period of residence was considerable. Perhaps the strong and powerful man did actually succeed in all his undertakings.

But even in the midst of freedom and plenty a Nomad's disposition seldom changes. So Gil-Elf-Jal, again growing discontented, took his wives and a few Zuni and moved on to the north and east seventeen miles into Naz Line Canyon, where he built another house. It was not so imposing as the first nor so substantial, and now there are only a few remains of which the tribesmen tell and which few white men have ever seen.

Then, so the story of The Blind Man goes, the discontent of Gil-Elf-Jal Mrs. (sternly to husband arriving at 3 a. m.): What does the clock say? Mr. (genially): It shay "tick-tock;" an' the lil doggies shay "bow-wow;" an' the lil pushy-cats shay "meowmeow."