Jul/Aug 2024

VOLUME 13 ISSUE 4

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CONTENTS Contributors - Brian Kassalen & Randa Randolph From The Editor: A Wobbly Bridge for Wobbly Legs in the Grand Canyon - Douglas Towne Construction Around Arizona: Projects • People • Practices Salt River Materials Group Celebrates 50 Years of Recycling Special Advertising Section Back When: Phoenix’s Dangling Pullman Attraction Billy Horner Broadening Tucson’s Broadway Underpass: Sundt’s Concrete Affair - Billy Horner The Art Moderne Entrance to Phoenix: The 17th Avenue Underpass - Douglas Towne Navajo Bridge: The Only In-State Auto Passage to the Arizona Strip - Douglas Towne Old Trails Bridge: Linking Arizona and California on Route 66 Mark Edelman From Boxing to Bridge Building: Don Anderson and Western Constructors - Billy Horner Saluting Arizona’s Builders: Halsey (H.L.) Royden Douglas Towne Old School Equipment - Pre-World War II Small Concrete Mixers - Billy Horner Building on the Past - 1940: U.S. Highway 60 Bridge Near Salome - Billy Horner Architect’s Perspective - Two Bridges Helped Unify Arizona Doug Sydnor, FAIA Digging Through the Archives: Page Thiers - Billy Horner Bid Results Advertising Index

Front Cover Onlooker watching the demolition of the Broadway Underpass, 1963.

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CONTRIBUTORS

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RANDA RANDOLPH ARTICLE ON PAGE 29

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rian Kassalen is a princit age 20, Randa started pal with Baker Tilly Internain the publishing busitional, a consulting and pub- ness by working at the local lic accounting firm, and serves newspaper as an advertising as the construction industry sales manager in Artesia, NM. leader.

Growing her skills in copywritHe has been in public ing for guest editorials and ad accounting since 1998 and campaigns, Randa moved to leads a team of profession- the Phoenix area in 1990 and als who provide audit, tax, and wrote for newspapers, magaadvisory services to clients in zines, and later corporate marthe real estate and construction keting departments. She’s covindustries. ered many subjects and has Brian provides leadership an extensive portfolio, includand strategic direction in areas ing brochures, posters, and of growth and team member billboards. development to the firm’s conA single mother, Randa struction-focused partners and waited until her daughters were team members. He frequently teenagers to obtain her underpresents continuing education graduate degree in Business in construction, auditing, and Management. She attended accounting. evening classes at the UniverAs a CPA, Brian is active in sity of Phoenix before online the American Institute of Certi- was an option and graduated in fied Public Accountants (AICPA) 2000. Raised in a large family on and the Pennsylvania Institute a remote ranch in eastern New of Certified Public Accoun- Mexico, she is the first in her tants (PICPA). The PICPA previ- family to graduate from college. ously recognized him as one of After 30 years, she pursued the “40 Under 40 to Watch” in a second career in commercial accounting. insurance. A licensed insurance Brian’s interest in construc- agent, Randa is also the Busition extends to his personal life ness Development Director at as well. He and his wife have Arizona’s largest independently renovated multiple houses. owned brokerage.

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EDITOR’S COLUMN

A WOBBLY BRIDGE FOR WOBBLY LEGS IN THE GRAND CANYON DOUGLAS TOWNE

T

his issue, we embark on a thrilling journey over the water and underneath the tracks, focusing on the state’s bridges and underpasses. For my column, I shine a spotlight on two unusual suspension bridges, the Black and Silver. Reaching them is an adventure, as they’re nestled deep in the Inner Gorge at the bottom of the Grand Canyon and span the majestic Colorado River.

The 440-foot-long Black Bridge, completed in 1928, is 5 feet wide to accommodate mules and their riders. Just downstream, the narrower 500-foot-long Silver Bridge opened for hikers in the late 1960s.

The latter also supports a pipeline supplying 500,000 gallons of water daily from the North Rim to the extensive facilities at Grand Canyon Village on the South Rim. Arriving at these bridges is no small feat. From the South Rim of the Grand Canyon, it’s a 6.5-mile hike on the South Kaibab Trail or an 8-mile jaunt on the Bright Angel Trail. If coming from the North Rim, be prepared for a whopping 14.2-mile trek. The temperature at the top of either Rim is often dramatically cooler than at the bottom of the mile-deep gorge, adding an extra challenge.

My introduction to the Inner Gorge occurred in June 1985. Halfway through our two-week session, our University of Arizona Geography Field Camp had a day of fun.

I decided to hike down to see the Colorado FOURTEEN

River and was joined by a classmate from Jordan, whom I vaguely knew. We headed down Bright Angel Trail and planned to return on the South Kaibab Trail. We should have done this in reverse order since the latter lacked shade and water.

It was a glorious day in the Inner Gorge until we started back up the South Kaibab Trail. My little pea brain had assumed that my companion from the arid Middle East was accustomed to hiking long distances in hot weather. Not so much. The opentoed sandals he wore should have been a giveaway. The climb back up to the South Rim took a long time; we stopped to rest wherever a rock overhang provided shade.

Fortunately, an instructor leading a small class down the trail recognized that my companion was a bit stressed and offered us extra water.

Still, our progress was slow, temperatures were rising, and our water supply was nonexistent as we rested ohso-close to the Rim. A park ranger-led tour group came down and passed us. The

Images Courtesy of Author

last straggler, a middle-aged woman, carried a large Igloo jug and paused beside my thirsty friend sitting on a rock. My usually polite companion looked up to see this wet resource dangling in front of his face.

Desperate, he ripped the water jug from her hands and opened the spout, letting the water cascade into his mouth.

Then he sheepishly paused and asked if he might have a drink. Shocked, she merely nodded. He chugged some more, returned her jug, and she scampered down the trail to rejoin her group. For the rest of the field camp, this man thanked me for helping him make it out of the canyon.

Above: Maureen Towne crosses Silver Bridge on the Colorado River, 2014.

Below left: With Bob Hendry at Indian Garden, 1989.

Below: My friend from Jordan at the Colorado River, 1985 Bottom left: Bob Hendry cooling himself in the Inner Gorge, 1989.

JULY AUG 2024

Above left: Maureen Towne and Tom Pickrell on the North Rim trail, 2014.

Above right: Maureen and Douglas Towne upon reaching the South Rim, 2014.

Below: Maureen Towne gazing at the North Rim the following day, 2014.

asked if my friend would be OK as they passed. I told Bob, for inspiration, that he had ladies from four continents cheering him on. We made it to the top and decades later, we still enjoy reminiscing about the escapade.

My most recent adventure crossing the Silver Bridge was a one-day, 23-mile, Rimto-Rim trek with my wife and a group from the Phoenix Downtown YMCA in 2014. On a cool morning in early October, a busload of hikers descended from the North Rim before dawn using headlamps to follow the trail. Tom Pickrell, a friend and avid hiker, had invited us on the trip and vouched for our fitness. One especially memorable event was crossing Silver Bridge with a troop of Boy Scouts, who

jumped up and down on the suspension bridge to get it rocking and rolling.

Twelve hours later, a few miles from the South Rim, serious fatigue set in. Fellow hikers were doing odd things, such as walking up restroom steps backward because it felt better on exhausted legs.

We reached the top just before dark and checked in with Tom’s wife, Barbara, who handed me our motel key and an ice-cold beer that tasted incredible.

But the trek continued as our motel room was on the second floor, and there was no elevator. After we struggled up the stairs and flopped on the bed, I reminded my wife of our dinner plans with fellow hikers. “I’m not leaving the room,” was her non-negotiable response. I left to bring back salad and pizza. The following day, we gazed across to the North Rim, awestruck at our journey.

My next adventure to the Inner Gorge was when my old UofA pal, Bob Hendry, visited Phoenix from New Jersey in 1989.

We camped overnight in the Kaibab National Forest and hit the Bright Angel Trail early the next morning. Flying downhill, I asked Bob if he was OK. “Never felt better!” We crossed Silver Bridge, where we admired the Colorado River, and enjoyed lemonades at Phantom Ranch, where Bob called his grandmother on a pay phone.

“Guess where I am? At the bottom of the Grand Canyon!”

Bob’s exhilaration was absolute, but the return trip was brutal. The last few miles, he undertook what I would later describe as an agonizing “mortician’s stroll.”

I walked ahead to encourage his progress.

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Projects . PEOPLE . PRACTICES

HAYDON BRIDGES CAP IN BUCKEYE TO WIN AZAGC AWARD

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irline passengers jetting from Phoenix to Las Vegas likely roll their eyes when the flight attendant informs them of the self-inflating life preservers available in case of a water landing. Similarly, contractors working in Arizona seldom have “drowning” as an on-the-job safety concern. But Haydon’s recent $11 million, year-long Canyon Springs Boulevard roadway improvements factored this hazard into its safety plan.

“The construction of a bridge over the open waters of the CAP [Central Arizona Project] Canal presented unique challenges,” shares Tom Monsen, Haydon’s project manager. “We installed a safety line crossing the canal downstream of the bridge with buoys, and all employees working over the water wore self-inflating life preservers and fall protection harnesses.”

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Canyon Springs was a project for a private developer to provide access to land on the north side of the CAP Canal planned for future development. The project’s highlight was a 45-foot-tall, three-span bridge over the CAP Canal in the City of Buckeye, providing vehicular and pedestrian passage. The privately funded project will have a significant economic impact on the surrounding area, acting as a gateway for future development projects.

The project consisted of an Arizona Department of Transportation-designed three-span concrete girder bridge crossing the CAP Canal. This work placed 33 girders and 1,300 cubic yards of concrete in the bridge deck. Additional construction included a 250-foot-long, 16-foot-wide, and 14-foot-tall equipment pass box culvert, 2,000 linear feet of 16-inch DIP waterline (of which 385 feet was hung under the bridge), 11,000 square yards of asphalt pavement, and 12 retaining walls.

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Images Courtesy of Haydon

Subcontractors on the project included Sturgeon Electric Company, TPAC Precast Prestressed Architectural Concrete, and PaveCo National.

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CONSTRUCTION AROUND ARIZONA Projects EMPLOYEE SPOTLIGHT Tom Monsen Civil Estimator (currently) Project Manager (for this project) Experience: 18 years with Haydon.

Favorite job task: I love every aspect of my job! I started at Haydon as a laborer and have worked my way up to a civil estimator, which is a fun and challenging position. I get to utilize all my accumulated knowledge and apply it in this position.

Most challenging job task: Estimating is a complex and fulfilling task. It involves envisioning a project that could span 1 to 2 years of construction, but with a deadline of just a few weeks to put it all on paper and submit a price. It’s a challenge I relish and excel at.

he says. “Some challenges included site access logistics, design changes, and material price escalations. Haydon was able to utilize our experience in the industry and knowledge of the market to stay at the forefront of these tasks. Our ability to mitigate the challenges before they impacted the budget or schedule was key to the project’s success.”

One unusual challenge was the project’s location, as the closest crossing of the CAP Canal to access the north side of the project was 1.5 miles to the west. “This required strategic planning and scheduling of the work to minimize equipment mobilization and maximize work efficiency,” Monsen says.

Haydon’s efforts were recognized by others in the industry, as the project won a 2024 AZAGC Build Arizona Award for project excellence.

Images Courtesy of Haydon

Their work was also scrutinized by nearby neighbors. “The project was near a residential retirement community, which ultimately involved many onlookers daily,” Monsen says. “Haydon engaged in community outreach to ensure that the surrounding neighbors understood what to expect during construction throughout the project.”

Most memorable day at work: In 2014, I worked on a bridge project in El Paso, Texas, and we shut down Interstate 10 one weekend from Saturday night through Monday morning. We had 32 hours to demo an existing bridge over I-10, remove all the form material off our new bridge construction, and have everything cleaned up and opened to traffic. Over 50 employees were actively working the entire shutdown. It was a long shift for everyone, but we got it all done and opened on schedule.

My favorite off-job tasks: Spending time with my family and friends, golfing, fly fishing, hunting, camping, and taking motorcycle rides.

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CONSTRUCTION AROUND ARIZONA Projects

FNF KEEPS THE *FLOW* GOING DURING GILA RIVER BRIDGE REPLACEMENT

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DOT entrusted FNF Construction with the crucial task of replacing the State Route 79 bridge over the ordinarily dry Gila River in Florence, a decision that proved fruitful. Commencing work in February 2022, FNF Construction faced a unique challenge: maintaining the traffic flow on SR 79 during the construction period.

“We strategically managed traffic on the road, with only limited restrictions other than nights and two weekends, where single lane closures were implemented using traffic signals,” explains Shawn Sheble, vice president of FNF Construction.

This schedule kept traffic flowing on SR 79 during peak hours.

According to Sheble, the new bridge was constructed using an Accelerated Bridge Construction (ABC) technique to

minimize traffic impacts on the heavily used SR 79. “The bridge was replaced over two full weekends, and the highway was never closed,” he says.

FNF accomplished this feat by building new bridge piers while the existing bridge remained in use, according to ADOT. FNF built the upper portion of the new bridge in two halves, one on each side of the existing bridge. Traffic then switched to the new bridge halves, and the existing bridge was removed. The bridge halves were then slid into their permanent position.

Sheble says that the latter task was the most challenging part of the project. “The lateral bridge slide weekends required a tremendous amount of planning and coordination with staff,” he says.

Subcontractors used on the project include Paradise Rebar, Keller Foundation, and TPAC Girders.

Images Courtesy of FNF

State Route 79 Gila River bridge construction in Florence.

The $22.5 million project lasted approximately 16 months. The new bridge includes a single lane in each direction with 8-foot shoulders and a protected pedestrian walkway on the west side.

EMPLOYEE SPOTLIGHT Greg Harasha Estimator/Engineer Experience: 10 years with FNF. Favorite job task: Seeing bridges being constructed.

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My favorite off-job tasks: Spending time with family and enjoying my grandson.

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GRANITE CONSTRUCTION’S I-10 “BAT-FRIENDLY” PROJECT IN TUCSON

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wildlife biologist isn’t a typical consultant on a construction project. However, Granite Construction Company’s current work in Tucson, which the Arizona Department of Transportation calls the I-10 Reconstruction between Ruthrauff and Ina Roads project, but those involved call the I-10 Sunset project, for short, is anything but average.

The I-10 Sunset project is pivotal in ADOT’s long-term efforts to enhance safety Images Courtesy of Granite Construction

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and traffic flow along Tucson’s west side.

The $170 million, 34-month-long project started in February 2023 and will wrap up in December 2025. Included in the work are bridge reconstructions over the Cañada del Oro Wash and Rillito River along I-10 to ensure sufficient clearance. New bridges will be constructed to carry Sunset Road traffic over the Union Pacific Railroad (UPRR) and the Rillito River.

Tucson has over 200,000 bats, many of which reside in expansion joints under bridges. Due to environmental regulations and conservation efforts, construction

I-10 Sunset project in Tucson.

activities are sometimes restricted near their habitats. “Between April 1st and October 31st, no work could be conducted on or under bridges where bats were roosting,” says Paul Preston, deputy project manager.

“Granite Construction hired a wildlife biologist to inspect and clear all bridges before work commenced.”

Additionally, measures were taken to deter bats from returning to the construction site, such as closing off bridge abutments with pile wood and netting. “This proactive approach ensured compliance with environmental regulations while safeguarding bat habitats and minimizing project delays,” says Preston.

Here are other vital details of the I-10 Sunset project: • Reconstructing and widening nearly four miles of Interstate 10 between the Ina Road and Ruthrauff Road interchanges.

This expansion will increase the number of lanes from three to four in each direction.

• Auxiliary lanes will be added to create two-lane entrance and exit ramps at interchanges along this section of I-10. These additional lanes improve traffic flow by providing dedicated space for merging and exiting vehicles.

• The existing inside shoulder pavement on I-10, particularly near the Ina Road interchange, will be replaced to accommodate an additional lane in each direction.

This upgrade increases roadway capacity and improves safety.

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EMPLOYEE SPOTLIGHT Isaiah Bell Project Engineer Experience: 4 years with Granite Construction.

Favorite job task: The camaraderie and trust forged among the individuals I collaborate with is truly remarkable. Throughout this project, our team has evolved into a tightknit unit where members can depend on one another to deliver results. This sense of solidarity fosters a supportive environment and enhances our collective ability to overcome challenges and achieve success.

Most challenging job task: Navigating the unforeseen obstacles inherent in the construction industry. Despite our meticulous planning efforts, we sometimes encounter unexpected issues or uncontrollable circumstances. However, it’s during these moments of adversity that our team shines. We have honed our ability to react swiftly, adjusting our plans on the fly to

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CONSTRUCTION AROUND ARIZONA Projects

• The project includes reconstructing the traffic interchange at Orange Grove Road, which provides additional vertical clearance under I-10. This is essential for accommodating taller vehicles and reducing the risk of collisions.

• An access path to the Chuck Huckelberry Loop from Sunset Road will be constructed, enhancing connectivity for pedestrians and cyclists.

• The project involves the construction of bridges, retaining walls, drainage systems, lighting, landscaping, and other enhancements throughout the project area.

These improvements contribute to the functionality, safety, and aesthetic appeal of the roadway.

According to Granite Construction, the project has four phases: • Phase 1 focused on establishing essential infrastructure to facilitate subsequent construction phases, including constructing eight detours and preparing the frontage roads to serve as the temporary freeway during Phase 2.

• Phase 2 involved removing existing sections of I-10, including six bridges, constructing the new I-10, and installing five three-span bridges, two single-span bridges, and MSE walls.

• Phase 3 focuses on rebuilding the I-10 and Orange Grove interchange.

• Phase 4 focuses on the final cleanup and removal of all detours on I-10.

The reconstruction of the Orange Grove overpass is the most challenging

Images Courtesy of Granite Construction

aspect of the I-10 Sunset project, according to Preston. “The decision to shift the new alignment of the I-10 approximately 200 feet to the west at the Orange Grove Bridges introduced complexities that required innovative solutions and careful coordination,” he says. “A key challenge arose from the need to keep the westbound Orange Grove off-ramp open during construction, necessitating the retention of the old westbound bridge as part of the detour.”

This constraint posed a unique challenge, as the new bridge had to be built keep projects moving forward seamlessly.

Problem-solving is at the heart of what attracted me to this profession, and while these challenges can be demanding, they also present opportunities for creative solutions.

Most memorable day at work: When we began the bridge demolition phase of the project. It marked the start of the I-10 reconstruction and left a lasting impression as we witnessed the bridges come down at an astonishing speed. Ground Level, our demo subcontractor, efficiently utilized a CAT 374 with a ball and chain and another CAT 374 equipped with a shear to demolish the six existing bridges. The synchronized efforts of these machines were remarkable, breaking down the structures into manageable pieces in just days.

My favorite off-job tasks: I play golf, where I can enjoy the outdoors and challenge myself on the green, and video games, where I’m immersed in captivating virtual worlds and engage with online friends. Taking long walks with my dog is also relaxing.

near the existing structure. The project team implemented a temporary soil nail wall to shore up the existing bridge while constructing the new one. This solution allowed for the new bridge’s safe and efficient construction while ensuring the old bridge’s structural integrity during the transition period. However, challenges persisted, particularly concerning redesigning the MSE walls and sequencing concrete pours. Delays in constructing the MSE wall at abutment #2 necessitated schedule adjustments to ensure the bridge deck’s timely completion.

“To mitigate these delays and keep the project on schedule, the project team employed innovative techniques such as using shoring towers to extend the length of the Bidwell rails, enabling concrete finishers to work efficiently and ensure the quality of the finished product,” Preston says.

Subcontractors used on the project include Ground Level Demo, Mesa; Alta Survey, Tucson; Michels Foundation, Tempe; PACE Electrical, Tucson; Paradise Rebar, Phoenix; RGG United, Glendale; Southwest Concrete Paving, El Mirage; and Stinger Bridge & Iron, Coolidge.

Preston says that the partnership between ADOT and Granite exemplifies the transformative power of collaboration, serving as the bedrock for every successful project. “Through this dynamic alliance, a rich environment for innovation and synergy has been cultivated, fueling the exchange of ideas and the generation of creative solutions,” he says. “Indeed, the collaborative spirit embodied in this partnership has been instrumental in keeping the project on track, underscoring the vital role of partnering in achieving shared goals and driving impactful outcomes.”

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CONSTRUCTION AROUND ARIZONA Projects

MCCARTHY EXPANDS SIGNAL BUTTE WATER TREATMENT PLANT IN MESA

T

he Signal Butte Water Treatment Plant’s expansion is underway on 84 acres north of Elliot Road and east of Signal Butte Road in Mesa. McCarthy Building Companies Inc. is the general contractor, and Black & Veatch is the engineer on the $56.6 million multi-phase plant expansion project.

“McCarthy is currently executing GMP (guaranteed maximum price) 1, involving the construction of an 8-million-gallon reservoir, while simultaneously planning GMP 2, which entails expanding the plant’s capacity from 24 to 48 million gallons per day (MGD),” says Oscar Munoz, McCarthy project manager.

The work will add redundancies to ensure system reliability and provisions for the plant’s future expansion. The project EMPLOYEE SPOTLIGHT Oscar Munoz Project Manager Experience: 2 years with McCarthy.

Favorite job task: Planning and scheduling during construction projects. I enjoy setting timelines and creating schedules that can adapt to different site conditions and challenges as we execute the project.

It’s rewarding to see how careful planning helps us navigate through uncertainties and keep the project on track.

Most challenging job task: Coordinating tie-ins with an operating plant and scheduling work within the shutdown windows provided by the City of Mesa.

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Images Courtesy of McCarthy

team is also currently in preconstruction of phase II of the plant’s expansion. The project includes adding a mirrored, sand-ballasted flocculation, ozone generation, and sodium hypochlorite generation disinfection process, as well as solids handling.

Phase II of the project will expand the plant’s treatment capacity and enhance plant operations. During construction, all elements of the water treatment facility will remain operational.

“Modifying existing structures for new process mechanical equipment requires careful planning and precise execution to ensure safety and seamless integration, highlighting the importance of coordinated efforts among engineers and construction teams,” Munoz says.

“This project strengthens our infrastructure and reliability, ensuring we can provide clean, safe water as this area of This requires precise planning, effective communication, and collaboration among all involved parties. It’s important to prioritize safety and be flexible in adapting plans as needed to overcome any unexpected issues that may arise during the project.

Most memorable day at work: Witnessing our entire team coming together seamlessly to achieve a common goal. It was inspiring to see everyone collaborate, share ideas, and work tirelessly towards a shared objective.

My favorite off-job tasks: Spending quality time with my family, hitting the golf course, and catching up on sports. These are great ways to relax and enjoy some rest away from work.

Mesa continues to thrive,” Christopher Hassert, Mesa’s water resources director.

The original plant opened in 2018 and was master-planned to accommodate future expansions. This is the project’s first expansion, which is being driven by the area’s continued growth. The raw water that feeds into the Signal Butte Water Treatment Plant comes from the Colorado River and is delivered via the Central Arizona Project. The plant utilizes a state-of-theart ozone oxidation purification process to treat the water and meet rigorous drinking water standards.

“Our team of water experts is pleased to be working with the City of Mesa again, particularly as municipalities in Arizona and in states across the west work to address water issues,” says Tim Nicoll, project director with McCarthy Building Companies.

“Delivering reliable water infrastructure for the growing East Valley is a shared goal of everyone on the team at Signal Butte, and this is driving innovation by the team to maximize cost savings while ensuring quality and certainty for the community.

It’s exciting to be getting the construction portion of the project started.”

“By providing design and construction support to this critical project, Black & Veatch will leverage its more than a century of expertise in critical human infrastructure in helping the city of Mesa achieve its goal of enhanced reliability of its water supply,” said Mike Orth, president of Black & Veatch’s governments and environment market sector.

Phase I of the project is expected to be completed in October 2026, and phase II is expected to be completed in early summer 2027.

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FROM PILOTS TO PEOPLE IN NEED, MESA MILITARY BASE STILL SERVING RANDA RANDOLPH

W

hen repurposing is life-changing, it’s called House of Refuge.

Built in 1941, Williams Field in Mesa, AZ, was an active training base for the U.S. Army Air Forces and the U.S. Air Force for 52 years. Over 26,500 pilots were housed and trained there until its closure in 1993.

Among the new uses of the 4,043acre property, which include Phoenix-Mesa Gateway Airport and ASU Polytechnic Campus Innovation Zone, was the beginning of a non-profit transitional housing program for families experiencing homelessness.

Today, this collaboration of the public and

CONSTRUCTION AROUND ARIZONA People

Left: Pilots wait near fighter school sign, for a lift to their planes, 1949.

Below: Kayla Kolar, President and CEO of House of Refuge, and Ann Candelaria, Gala Chair (r-l).

Bottom left: House of Refuge residents.

Image Courtesy of Arizona Contractor & Community

private sector is being dubbed “the best reuse of a former Air Force base in America.”

Known as House of Refuge, 88 of the former base houses are being utilized by qualifying families for one year to give them a new start that leads to lasting results toward self-sufficiency. These fully furnished, two-bedroom homes in a safe neighborhood are combined with case managers and education and employment support to bring these families the comprehensive help they need to turn their lives around.

“With no Federal funding, we have an 89 percent success rate,” says House of Refuge President and CEO Kayla Kolar. “We are pretty happy about that as it indicates our program is doing a lot of things right to fight homelessness.” Kolar has a small,

dedicated staff but attributes much of the success to the ever-growing volunteer and donor base that regularly gives time and treasure to the operation.

The greatest support comes from the annual fund-raising gala, which is put together by staff and volunteers. Drawing between 300-500 attendees every year, this event is always a night to remember, with its biggest claim to fame being the Cake Auction. The East Valley’s most elite gourmet baker/decorators produce magnificent works of delectable art for which bidders pay as much as $4,000 per cake to possess.

It’s a sight to see!

Themed “Night of a Million Dreams,” this year’s fund-raiser was held April 13th in Mesa at the Delta by Marriott Hotel and

Images Courtesy of House of Refuge

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netted $250,000, of which 80 percent of every dollar directly serves the cause.

“It’s an event everyone looks forward to. Our guests come from all over the East Valley, and they always give so generously, which directly benefits House of Refuge,” says 2024 Gala Chair Volunteer Ann Candelaria. “We offered some very unique live auction items over which our attendees battled hard. Items such as magnificent vacations from African safaris and a trip to Paris, France, were available. I think regular donors have begun waiting until our annual gala to choose their next vacations because they can help us with money they were going to spend anyway.”

There are many stories of lives changed at House of Refuge, like that of a woman we’ll call S.C. and her two children who couldn’t afford a rent increase on top of her car payment. Needing her car to keep her

job, she and her children were left homeless, and she came to House of Refuge to live. Helping her set up a payment plan to pay off her back rent, House of Refuge and S.C. together preserved her credit and the path back to independent housing for her family.

Other stories include health-related setbacks, escape from domestic violence, and funds needed to overcome otherwise small emergencies, but a lack of savings snowballs and brings the family to a shelter crisis. “Not everyone has a relative or friend who can step in and help with a small loan when your car breaks down or you miss work for a child’s illness and have no sick leave,” says Kolar. “Most families are living paycheck to paycheck and doing the best they can.”

We asked Candelaria why she chose House of Refuge as the cause that deserves

CONSTRUCTION AROUND ARIZONA People

Above: The $4,000 auction cake.

Below: Live auction bidders at the 2024 Night of a Million Dreams Gala fundraiser.

her time and money. She explained: “Imagine you’ve lost your home and you’re living in your car or on the streets—and you have children! House of Refuge is making a difference in these families’ lives—from helplessness to complete self-sufficiency.”

Hundreds of families have ended their homeless condition with the help of House of Refuge. They’ve gone on to lead productive lives and give their children a better chance at a stable future. The motto “Every Family Deserves a Home” is put into action at this nonprofit. And they are fulfilling it 88 families at a time.

Anyone wishing to volunteer or donate to House of Refuge throughout the year is encouraged to visit their website for more information at houseofrefuge.org, call 480988-9242, or request a tour of the campus at 6935 East Williams Field Road, Mesa, AZ 85212.

Images Courtesy of House of Refuge

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POWERSCREEN SHOWCASES EXPANDED MACHINERY LINEUP AT XPO24

“T

he Powerscreen XPO24 event was a resounding success, with numerous deals completed in person and many more expected in the upcoming weeks,” shares James Dodkins, group head of marketing for Molson Group. The three-day event, held from May 20-23, 2024, drew over 400 potential customers and showcased an extensive array of construction and demolition equipment. This event marked the Below: Tom O’Malley, Powerscreen Southern California sales representative, and Robin Powell, CEO and founder of Molson Group.

Below middle: James Dodkins, group marketing manager for Molson Group, and Jordan Fontaine, a marketing professional for Powerscreen California.

third XPO showcase organized by the firm, with the previous two both held in Bristol, United Kingdom, further demonstrating their global reach and industry leadership.

According to Dodkins, the event was deliberately structured to provide a relaxed and informal atmosphere devoid of a fixed timetable. This format allowed guests ample opportunity to network, explore the equipment lines, and interact with staff.

Attendees hailed from various parts of the globe, converging to take part in the event.

“Our primary goal was to build relationships that will help us be a better supplier to them in the future,” says Dodkins, underlining the company’s unwavering commitment to fostering long-term connections.

Hosted at the Powerscreen of California Service Center in Dixon, California, the XPO24 featured a sprawling showcase

Above: Adam Barber, Powerscreen representative for Arizona, discussing machinery options with an attendee.

of equipment from leading brands like Hyundai, Kobelco, Bell, BTA, FUCHS, and Rotobec. The unveiling of the Powerscreen Premiertrak 400X jaw crusher was a major highlight, accompanied by considerable interest in the expanded product range. Dodkins says, “There was a lot of ‘I didn’t know you guys did those lines’ going on.”

Notable among the guests was Paul Campbell, who founded Powerscreen of California in 1986 and remained with the company until its acquisition by the Molson Group in April 2022. Now serving as an ambassador for the firm, Campbell, alongside other staff, dedicated weeks to meticulously preparing the facility for the event. This involved intricate tasks such as equipment

Images Courtesy of Arizona Contractor & Community

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CONSTRUCTION AROUND ARIZONA People Above middle: James Dodkins, group marketing manager for Molson Group, and Matt Gansser, director of distribution and national accounts, HD Hyundai.

Below left: Kraig Trippel of Cutting Edge Excavating, Columbia Falls, Montana, is trying controls on a new Kobelco machine.

Below right: Paul Campbell and Robin Powell.

relocation, heavy machinery transportation, and setting up tents and food vendors, showcasing the company’s unwavering commitment to providing a top-notch experience for its valued guests.

The event’s agenda featured a range of captivating and interactive equipment demonstrations, including a thrilling competition where attendees vied to pop five balloons using a Kobelco Blade Runner excavator equipped with a BTA 160E hydraulic hammer. Moreover, spectators were

invited to participate in a tire-stacking challenge using a Fuchs MHL340, commonly employed in the recycling and scrap industry. During these challenges, Laura Horner, designer of Arizona Contractor & Community magazine, impressed the crowd by popping three balloons and stacking three tires, showcasing the hands-on and engaging nature of the XPO24.

Powerscreen Community Champions made their presence felt at the event, raising funds for charities by selling customized cowboy hats at the Rancher Bar. Guests had the opportunity to purchase a hat for $150, with the Rancher Bar team offering personalized touches. Subsequently, guests voted for one of four charities to receive the funds. A total of $6,870 was raised, with the proceeds distributed among the charities based on the votes received.

Reflecting on the attendees’ enthusiasm, Dodkins remarked, “I think it was the total experience that shone through. By having people from across our businesses hands-on deliver every element, we provided a personal touch with real care and charm.”

Dodkins said the event’s primary objective was to create a high-quality experience with their valued customers, establish their capabilities as a supplier, and build deeper personal relationships to help them be a better supplier in the future. “Feedback from guests all say that we certainly achieved this,” he says. “The next event will be bigger and better because those who have been will spread the word, and those who missed out won’t want to miss the next one!”

Images Courtesy of Arizona Contractor & Community

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CONSTRUCTION INNOVATIONS: THE FUTURE IS HERE, BUT ARE WE READY? BRIAN KASSALEN

A

s the construction industry continues to boom, builders are looking for new ways to keep up with increased demand, labor shortages, and shrinking margins.

The field, steeped in tradition and craftsmanship, is sometimes known for its resistance to change, but today’s technological innovations may be the key to sustaining the industry. Here’s the first of a two-part overview.

Robots Robots represent one of the most exciting innovations in construction. Although robotic technology has been around for decades, we’re now seeing it leveraged on large-scale projects ranging from hotels and offices to universities and hospitals.

Robots can be used for demolition, excavation, tunneling, loading, and other projects involving strenuous operations.

For example, the Pittsburgh-based company Advanced Construction Robotics created a robot called TyBOT to lay rebar.

As builders know, the process of laying rebar is manually intensive labor. With TyBOT technology, robots allow builders to lay rebar 24/7, expediting efficiency and accuracy. The process is no longer hampered by labor shortages or weather. A rebar-tying robot can tie 1,200 intersections an hour and is useful on large-scale projects like bridges.

Other skilled trades like bricklaying can benefit from robots. A technology called SAM – which stands for Semi-Automated Mason – is a bricklaying system that makes the process safer and less physically demanding while increasing accuracy. SAM robots apply mortar to bricks before laying them. The system still requires input from a

human mason, but it reduces human lifting by 80 percent and increases productivity 3-5 times. The robots use a set of algorithms, sensors that measure incline angles, velocity, and orientation, and a laser.

Dusty Robotics’ FieldPrinter is an exciting innovation that has helped transfer building information modeling (BIM) on the construction site. The technology features a rolling robot that increases accuracy and reduces risk by automating the transfer of a digital model to the site floor within 1/16 of an inch accuracy and is ten times faster than a traditional layout. A human, meanwhile, oversees the robot from a handheld tablet.

Overall, construction robots are used to handle physically demanding and dangerous tasks, as well as labor-intensive work like lifting and carrying heavy loads and objects around a site. They increase accuracy and save substantial amounts of time in large construction projects. Because of their costs, construction robots are most appealing to large building companies. However, in the next decade, we can expect to see more robots penetrate the field.

discourage and prevent theft. Drone imagery can be used to prosecute thieves, recover stolen assets, and assist in insurance claims or legal action.

Drones can also be flown between structures and other hard-to-reach areas to check for stability. Drones with thermal sensors can identify heat leaks, electrical issues, and cold spots, aiding in quality analysis.

While increasing in popularity among builders, drones must comply with national and regional aviation regulations. Drones can collect massive amounts of data, but this data still needs to be processed, managed, and interpreted. In most cases, construction drones are more expensive than traditional surveying and monitoring equipment, so they may be out of reach for small to midsize construction firms.

The future is here – are you ready?

The future is here, and in the next decade, we expect to see more and more integration of these robotic, digital, and material innovations in construction as they gradually expand beyond large firms to middle-market contractors.

We don’t expect human workers to be replaced by technology. Instead, their roles will continue to be redefined, and they will benefit in the long term with increased efficiency and safety. Indeed, innovation is a critical key for the construction industry to move beyond its persistent labor shortage and continue to support the demands of a vibrant, growing economy.

Drones Drones are also standard on largescale construction sites and are used for 3D modeling to provide insights into project landscapes with spatial detection capabilities. In this process, the drones create a detailed aerial map of the construction site that can be used to create a 3D model.

These models can help builders identify isBrian Kassalen is a CPA, CFF, and a principal sues earlier in the planning process.

From their aerial view, drones also play and construction industry leader at Baker a crucial role in security and, as such, help Tilly.

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LUKE M. SNELL, P.E.

T

he ideal aggregate mix should aim for uniform gradation, spanning from the largest allowable size to the smallest permissible size and encompassing a variety of intermediate sizes. Creating this blend is critical to minimizing voids in the concrete.

As explored in Parts 1 and 2 of this series, concrete aggregates should typically range between 0.003 inches and 1 inch in size.

Many research papers discuss how to get an optimum amount of aggregate of each size into mixtures. An associate who operated a quarry and a batch plant in New Mexico would have several stockpiles of different-sized aggregates. He used a computer program to determine how much aggregate was required from each stockpile to give an optimum blending for the concrete.

Most precasters have only room for a stockpile of both coarse and fine aggregates and lack the luxury of multiple stockpiles or the time to determine how much material to take from each stockpile. Most of us purchase fine and coarse aggregates that meet ASTM or AASHTO requirements.

The precaster then uses a mixture design that puts a fixed amount of the coarse and fine aggregates together to give an appropriate distribution of aggregates.

Here are some things to consider when handling aggregates and how they influence the gradation of the aggregates in the concrete mixture.

1. Ensure that each aggregate stockpile is separated and does not contaminate each other. Consider using bins for each stockpile to maintain this separation. This practice is critical when dealing with aggregates of different materials.

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2. Ensure the stockpile remains clean and free from debris. Stockpiles have been used as dumps for waste materials, such as large pieces of broken masonry blocks, and located under trees that added unwanted twigs and leaves.

3. Whenever possible, place your aggregates on a concrete pad. Otherwise, if the front-end loader operator has the bucket too low, mud and/or dirt can be incorporated into the concrete, resulting in unwanted additions, which might make the concrete unusable.

4. Ensure the front-end loader operator is well trained, as what they do significantly influences whether a uniform gradation of aggregates is created. a. Keep equipment off the stockpile, as track and rubber-tired equipment will break the larger aggregates and change the gradation. b. Ensure the operators take bucket loads of material from different places in the stockpile. All stockpiles tend to segregate with larger-size aggregates at the surface. By taking bucket loads from various locations in the stockpile, the operator can reduce segregation.

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AGGREGATES FOR CONCRETE PART 3 - UNIFORM GRADATION

c. Ensure the operators enter the stockpile as low as possible, without scraping the soil underneath if it is not on a pad, and lift the bucket. Again, this tends to reduce segregation and maintains a uniform gradation.

5. Examine the concrete’s strength test results. If you see a significant change, the aggregates may be a problem. Check with the supplier to see if they have had procedural changes, such as not washing the aggregates, changing gradation, or contaminating the material. While the aggregates may not cause a change in strength, it is easy to check if they might be the problem.

Uniform gradation is a crucial concept in the world of concrete. Creating the ideal aggregate mix will minimize problems and help provide strong, long-lasting concrete for construction.

Top left: Officials look over conveyor system and crushing operations at a plant in Phoenix along the Salt River, 1960.

Above: Crushing operations at Mesa Materials plant, 1980.

Below: Aggregate control panel at the Tanner Materials plant, 1980.

Images Courtesy of Arizona Contractor & Community

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50 Years of Recycling Excellence About Salt River Materials Group Phoenix Cement Company is a regional supplier of Portland and masonry cements, gypsum, and fly ash products. Headquartered in Phoenix, Arizona, the company began operating in 1959 when American Cement Corporation constructed a plant in Clarkdale, about 100 miles north of Phoenix.

Initially, the plant was constructed to supply low-heat cement for the construction of the massive Glen Canyon Dam. However, as projections of growth in Arizona evolved, American Cement opted to continue operating the plant, eventually expanding it in 1962 thus, Phoenix Cement Company was born.

While Phoenix Cement has always kept its name, it has changed ownership through the years. From 1971 to 1979, the company operated as a division of Amcord, a prominent producer of cement, coal, and other construction materials. Subsequently, in 1979, GiffordHill acquired the company and incorporated it into its family of cement plants. However, in 1987, Phoenix Cement underwent a change in ownership once again, this time being purchased by its current owners, the Salt River Pima-Maricopa Indian Community (SRPMIC). Notably, SRPMIC already owned Salt River Sand and Rock Company, an aggregate manufacturer and supplier, and the acquisition of Phoenix Cement Company enabled them to offer a comprehensive range of ingredients essential for concrete production.

In 2003, Phoenix Cement Company and Salt River Sand and Rock’s marketing activities were integrated under the Salt River Materials Group (SRMG) SRMATERIALS.COM

commercial trade name to better capitalize on the synergies of related materials for the ready-mix and concrete products industry.

What is Fly Ash? Fly ash is a fine powder residue generated as a byproduct from the combustion of pulverized coal in power plants. During combustion, coal releases a mixture of gases and particles, among which fly ash settles from the exhaust gases and is typically collected using electrostatic precipitators or baghouses.

Primarily composed of silicon dioxide (SiO2), aluminum oxide (Al2O3), and iron oxide (Fe2O3), fly ash also contains small amounts of calcium oxide (CaO), magnesium oxide (MgO), and other compounds. Its notable pozzolanic properties enable it to react with calcium hydroxide in the presence of water, forming compounds with cement-like characteristics. This makes fly ash an invaluable supplementary material in concrete production, where it enhances strength, durability, and workability while reducing the overall carbon impact of construction projects. Beyond concrete, fly ash finds applications in soil stabilization, road construction, and the manufacturing of bricks and blocks, showcasing its versatility and importance in various Fly ash particles viewed through a microscope industries.

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Adding Fly Ash to the Mix In 1974, SRMG obtained its first fly ash marketing contract with Arizona Public Service (APS) at the Cholla Power Plant in Joseph City, Arizona, with the vision to create a Type IP cement. Type IP cement is a combination of Portland cement and fly ash, interground together to make a finished product that includes the benefits of adding fly ash to a mix design.

SRMG produced and collected 10,000 - 20,000 tons per year from Cholla to use in Type IP cement production at the Clarkdale Cement Plant. As the 1970s progressed, SRMG expanded its operations, adding three additional units to its contract, solidifying its position as a trailblazer in the industry.

In 1985, SRMG achieved a significant milestone by installing Fly Ash Beneficiation Equipment at Cholla, facilitating the capture of in-spec fly ash. This technological advancement enabled the company to capture and market an impressive 250,000 tons of fly ash annually. Subsequently, in 1987, SRMG established fly ash storage facilities in Phoenix, Arizona, with a capacity to store up to 7,000 tons.

Over the years, SRMG’s pursuit of excellence and commitment to innovation propelled the expansion of its fly ash distribution network across the Southwestern United States. Strategically positioned fly ash terminals were established in key locations such as California, Colorado, New Mexico, Arizona, Utah, and Nevada, ensuring seamless accessibility for customers across the region. To meet the escalating market demand, SRMG invested extensively in a state-of-the-art fleet of railcars, facilitating efficient transportation and timely delivery to these terminals.

FORTY TWO

Fast-forward to 2024, and SRMG stands as a beacon of success, with fly ash distributed across 21 terminals spanning six states. This remarkable journey exemplifies SRMG’s unwavering dedication to innovation, sustainability, and customer satisfaction, reaffirming its position as a leader in the industry and a trusted partner across the region.

Innovations Blending In May 2016, SRMG entered into an agreement with the Coronado Generating Station in St. Johns, Arizona to market Class C fly ash. While Class C fly ash is widely adopted in manufactured concrete and stucco products, it is restricted in Southwest markets belowgrade due to agency concerns and its limited ability to combat alkali-silica reactivity (ASR).

SRMG 19th Avenue Blending Terminal, Phoenix AZ

SALT RIVER MATERIALS GROUP 1974-2024

With a vision to enhance the production of Class F fly ash, SRMG devised an innovative solution at its 19th Avenue Terminal. Utilizing a state-of-the-art Cycolnaire Blend-Veyor system, this sophisticated mechanism seamlessly blends Class C and Class F ashes to yield a finished product that meets the stringent ASTM C618 requirements for Class F fly ash.

Drawing from the expertise gained through the development of the blending system in Phoenix, SRMG expanded its operations by establishing a second blending facility in Tucson. Strategically situated within the Sundt Generating Station, SRMG’s Tucson Terminal serves as a hub for precision blending. Leveraging ASTM C618 Class F fly ash sourced from SRMG’s extensive supply network and regionally available ASTM C618 Class N natural pozzolan, the resulting ASTM C1697 blended product, marketed as “Tucson Pozzolan,” offers a consistent and high-quality blend, significantly improving the availability of this essential material in the market.

In preparation for the importation of fly ash and natural pozzolan via truck or rail to the Tucson Terminal for blending, SRMG executed a comprehensive infrastructure enhancement initiative. This involved the rehabilitation and expansion of existing infrastructure, including the realignment and extension of rail tracks, installation of a bottom dump rail car unloading system, and implementation of conveying lines to the storage silos. Furthermore, SRMG acquired and installed precision blending equipment and retrofitted silos, ensuring safe and dust-free loading capabilities for customer trucks, thus enhancing operational efficiency.

SRMATERIALS.COM

Harvesting In July 2020, SRMG initiated an expansion of its agreement at the Coronado Generating Station. This expansion granted SRMG the opportunity to pioneer a fly ash harvesting project, aimed at reclaiming fly ash from the onsite landfill, an endeavor that aligns seamlessly with SRMG’s commitment to environmental stewardship and innovation.

Through significant investments in state-of-the-art beneficiation equipment, SRMG embarked on the ambitious task of processing the previously landfilled ash, thereby securing yet another sustainable, long-term supply of ASTM C618 Class F fly ash.

A noteworthy outcome of this initiative is a permanent and significant reduction in the size of the current landfill.Additionally, SRMG’s Coronado Harvesting Project adds an impressive 300,000 tons per year to the SRMG fly ash supply network. This not only bolsters the company’s capacity but also addresses seasonal fly ash shortages in the marketplace, ensuring a reliable supply for customers across the region.

SRMG Harvesting Site at the Coronado Generating Station

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From construction to agriculture, these materials offer a wealth of benefits, including enhanced durability, improved soil stabilization, and reduced greenhouse gas emissions, making them indispensable components in the quest for greener alternatives.

Against this backdrop of increasing demand for low embodied carbon materials, SRMG stands as a beacon of reliability and innovation, uniquely positioned to cater to the diverse needs of its customers. Leveraging decades of expertise, state-of-the-art infrastructure, and a steadfast commitment to excellence, SRMG is well-equipped to navigate the complexities of the evolving market landscape and deliver tailored solutions that exceed expectations.

With a comprehensive portfolio of fly ash products, backed by a robust supply chain and unwavering dedication to a greener future, SRMG remains at the forefront of driving positive change and shaping the future of fly ash utilization. As industries continue to embrace environmental practices and seek innovative solutions, SRMG remains the trusted partner of choice, empowering customers who are committed to building a brighter, more sustainable future together.

SRMG Coronado Harvesting Plant

SRMG’s Coronado Harvesting Project underscores the company’s wealth of experience and expertise in classifying, beneficiating, and blending fly ash and other pozzolanic materials. Leveraging years of industryleading practices, SRMG is focused on sustaining fly ash supply through unwavering innovation and continues to spearhead transformative projects that redefine industry standards and set new boundaries for operational excellence.

fly ash

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As industries worldwide strive to adopt more ecofriendly practices and reduce their environmental footprint, the versatile properties of fly ash present unparalleled opportunities for sustainable solutions.

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The future trajectory of fly ash is poised for dynamic evolution, propelled by a convergence of technological breakthroughs, pressing environmental concerns, and shifting market landscapes. With sustainability emerging as a priority across diverse industries, the demand for fly ash is primed to soar.

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Future Outlook

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For more information on Salt River Materials Group, please visit www.srmaterials.com.

SALT RIVER MATERIALS GROUP 1974-2024

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Back When

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n Territorial Arizona, having a railroad connection was vital to a city’s growth.

Phoenix achieved this in 1887 when the Maricopa and Phoenix Railroad connected to the Southern Pacific line at the town of Maricopa. But 15 years later, a southbound train traveling along these tracks created a horrific accident.

In 1902, spring floodwaters on the Salt River unknowingly eroded the pylons supporting the railroad bridge that connected Tempe and Phoenix, a timber structure built in 1891. A few months later, on October 29, the bridge’s central span collapsed with a train hauling passengers and cattle from Phoenix. The locomotive, tender, and three freight cars plunged into the riverbed.

According to The Arizona Republic, only one person and four cattle died. Another train from Mesa later arrived to pick up the stranded passengers, though two took temporary shelter at a nearby residence.

A segment of the bridge remained upright with two Pullman passenger cars on

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it, one damaged and dangling into space.

The Maricopa and Phoenix Railroad took advantage of this spectacular sight to run a special train from Phoenix for those interested in viewing the accident’s remains.

The two-hour excursion cost 50 cents.

Although the accident destroyed the freight cars, the railroad repaired the locomotive and its tender. Remarkably, the original wooden bridge underwent repairs, and rail traffic was soon restored, according to the Tempe History Museum website.

In 1905, the Maricopa and Phoenix Railroad replaced the timber bridge with a steel structure. In 1910, the railroad merged with the Arizona Eastern Railroad, which built a sturdier reinforced steel-truss bridge with nine spans in 1912, the same year Arizona became a state. Locomotives still use it to cross the Salt River, but now it’s known as the Union Pacific Salt River Bridge.

Images Courtesy of Arizona Contractor

& Community

Below: Two passenger cars stranded on the Maricopa and Phoenix railroad line, 1902.

Above: Advertisement to visit the wrecked Pullman cars on the Maricopa and Phoenix railroad line, 1902.

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JULY AUG 2024

BROADENING TUCSON’S BROADWAY UNDERPASS: SUNDT’S CONCRETE AFFAIR

T

rains, planes, and automobiles: Which of these two transportation modes conflict the most with one another?

In Tucson, as in most places, the answer was clear: railroads and motorways. The intersection of Broadway Boulevard and the Southern Pacific Railroad, just east of Downtown Tucson, was a prime example of this uneasy coexistence, creating a traffic bottleneck that posed daily challenges for local residents.

The Broadway Underpass, a significant part of Tucson’s infrastructure history, was initially constructed by Tucson contractor R.H. Martin in 1931. However, the city and traffic volume had grown substantially since then. In 1963, the Tucson Citizen called the underpass “…long, dingy, and overburdened.”

With its small roadway, the underpass was a convoluted pathway, with intersections, diagonal roads, and double-turn lanes, and was not designed for the increasing traffic. “Those two left turns caused most of the confusion at this intersection in the past,” City Traffic Engineer John Caarls explained to the Arizona Daily Star. “Cutting them out should make the traffic flow much smoother.”

The Tucson City Council proposed a bond to redesign and build the Broadway Underpass in 1962. The city awarded the

BILLY HORNER project to M.M. Sundt Construction Co., who submitted a bid of $849,434.20, significantly lower than the city engineer’s estimate and $30,000 lower than the next closest bidder, the Ashton Company, Tucson. Additional work required for the project was estimated to bring the total cost to $1.5 million by the October deadline.

Sundt started construction after the old underpass was closed on February 25, 1963. Sundt’s task was to shorten and widen the underpass, making it roughly a third as long as before. The new configuration included four 12-foot-wide traffic lanes, replacing the former two 9-foot-wide lanes.

This design would enhance traffic flow for motorists entering the city from the west of Toole Avenue and the Southern Pacific Railroad tracks.

The old underpass required extensive demolition while keeping the Southern Pacific’s mainline operational. Sundt removed the entire underpass and used approximately 7,000 sticks of dynamite for the blasting phase. Sundt’s job superintendent, Rusty Winters, told reporters, “I’d like to Left: A Sundt Caterpillar D8 moving concrete slabs from the old underpass demolition, facing west from Broadway Boulevard, 1963.

Below: Sundt equipment removing massive concrete slabs entangled in rebar, looking southeast from Broadway Boulevard, 1963.

Images Courtesy of Arizona Contractor & Community

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ARIZONA CONTRACTOR & COMMUNITY

blow the whole job up at once, but it’s near the downtown area.”

The rebar embedded in thick concrete had to be painstakingly removed. Sundt employed multiple workers using heavy air compressors feeding two Joy drill tracks and a Lima crane to assist in removing the concrete. Heavy equipment, including a Michigan loader, Euclid rock trucks, two Caterpillar blades, scrapers, a Caterpillar D8 cable bulldozer, and a second Caterpillar D8G hydraulic bulldozer, was then used to load and haul away the debris.

By August, Sundt’s demolition was completed, and their crews shifted to the project’s east side to commence work on the tunnel and roads. However, before this phase could begin, the demolition and removal of the Keenan Pipe & Supply Co. building, located in the right-of-way, had to occur. According to the Citizen, the holdup occurred when Keenan delayed the demolition process despite an order to vacate the property in 1962. Finally, pressure from the city council and Tucson Mayor Lew Right: Sundt using a hydraulic ram hoisted by a jib to stress steel cables through new concrete bridge beams, 1963.

Below: Sundt’s Lima crane on Broadway Boulevard, removing chunks of the original underpass, 1963.

Images Courtesy of Arizona Contractor & Community

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JULY AUG 2024

Image Courtesy of Tucson Citizen

Above: New Broadway underpass, 1963.

Left: A 1951 Chevy Deluxe gray sedan is the first car through the new underpass in 1963.

Below: The dedication ceremony featured the Tucson High School band and various dignitaries, with Tucson Vice Mayor Marvin Linner at the microphone in 1963.

Images Courtesy of Arizona Contractor & Community

Davis expedited work to keep the project on schedule, with Keenan hiring the Acme Wrecking Co. for the demolition.

The new Broadway Underpass was constructed with thick concrete piers, abutments, and heavy concrete beams to support the railroad tracks. Sundt used a hydraulic ram to insert stress steel cables running through the 62 concrete bridge beams before erection.

The dedication ceremony occurred on October 4, 1963. Approximately 1,000 people attended the event, listening to speeches and witnessing the first car, a 1951 Chevy Deluxe gray sedan, pass through the new underpass following the Tucson High School band. Dedication speakers stood on a bandstand adorned with bunting, and KCEE Radio microphones and loudspeakers amplified their voices.

Vice Mayor Marvin Linner officially opened the underpass by cutting a ribbon.

Sundt President John Sundt and several others expressed their satisfaction with the project. Sundt also published a fullpage advertisement praising their staff for contributing to the achievement. Russell Taylor, designer of the new underpass, and Glenton Sykes, who designed the original 1931 underpass, spoke at the ceremony.

“Every Tucsonian can take pride in this new Broadway Underpass,” said Taylor, ARIZCC.COM

who was also the project’s supervising construction engineer. He highlighted the cooperative effort between Southern Pacific, Sundt Construction, the Taylor, McFarland, Johnson engineering firm, and the City of

Tucson. Taylor attributed the success of the bond issue’s approval by the people of Tucson to civic leadership and a civic-minded citizenry.

“The customary design for a structure like this is for steel beams, but because we had an excellent contractor, M.M. Sundt, with good craftsmen, we were able to design the first concrete beam railroad underpass in the country,” Taylor said. With the underpass and its new signs and traffic signals, residents could confidently navigate Tucson.

ARIZONA CONTRACTOR & COMMUNITY

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Image Courtesy of Author

Left: Looking south at the 17th Avenue Underpass, 1938.

Above: U.S. Highway 80 route near the Arizona State Capitol.

Below: Looking east on Jefferson from 17th Avenue, 1938.

THE ART MODERNE ENTRANCE TO PHOENIX: THE 17TH AVENUE UNDERPASS DOUGLAS TOWNE

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n impressive concrete structure is incongruously located just south of the Arizona State Capitol building on 17th Avenue. Of course, social media has some interesting thoughts on this subterranean corridor, including that it was built as an escape route or shelter for the nearby politicians. While our elected officials could use it for such a reason, the reality is that it was created for a far more proletarian purpose.

In 1935, the 17th Avenue Underpass was built to eliminate a deadly auto crossing over dual train tracks belonging to the Southern Pacific and the Atchison, Topeka, and Santa Fe railroads. The project, however, was not without controversy. While the underpass improved transportation safety, it also impacted a group of business owners who fought in court to halt its construction at that location. It would be an early example of disagreements caused by changing transportation routes.

A century ago, autos and trains were in a tight battle. Domestic railroad trackage peaked at 254,037 miles in 1916, but auto travel would supersede trains in the 1930s.

The popularity of motor travel was boosted when the federal government took over the highway system in 1926, significantly improving roadways. Where these two transportation modes intersected, however, bad things were happening.

During the early 1930s, federal agencies under President Franklin. D. Roosevelt’s New Deal program provided funding for transportation infrastructure FIFTY FOUR

improvements. Congress enacted legislation to enhance highway safety by reducing traffic hazards, including collisions at railroad crossings. Reg Manning, a cartoonist for The Arizona Republic, regularly satirized these railroad crossings, drawing cars rearing and plunging like bucking broncos over the multi-track hazard that locals termed the “cascades.” Traffic delays caused by impatient motorists waiting at railroad crossings were also problematic.

One dangerous traffic bottleneck in Phoenix was where the SP and ATSF railroad tracks intersected 19th Avenue, then the path of U.S. Highway 80. The transcontinental route, nicknamed the “Broadway of America,” stretched from Savannah, Georgia, to San Diego, California. The highway was stitched together from private auto trails, including the Bankhead Highway, the Borderland Route, the Dixie Overland

Highway, the Ocean-to-Ocean Highway, and the Old Spanish Trail.

In Arizona, U.S. 80 took a less mountainous path than its more famous northern competitor, Route 66. “Because of the southern latitude and the comparatively low altitudes, the route is never blocked by snow and is open to automobile travel the year round,” reported the U.S. Bureau of Public Roads in 1927. The document added the following caution, all too familiar to Arizonans: “But where it crosses the Southwestern deserts, it has the disadvantage of being uncomfortably hot in the summer months.”

Like an aimless traveler, U.S. 80 took a meandering transit of 541 miles through Arizona. From east to west, the highway passed through Douglas, Bisbee, Tombstone, Benson, Tucson, Florence, Mesa, Phoenix, Buckeye, Gila Bend, Wellton, and

JULY AUG 2024

Yuma. In the Valley, the highway followed Apache Trail, Main Street, Mill Avenue, and Van Buren. Once in the city, it was sometimes called the Phoenix-Yuma Highway and continued along 17th Avenue, Jefferson Street, 19th Avenue, and Buckeye Road.

At 17th Avenue, U.S. 80 headed south in front of the State Capitol to Jefferson Street, then a two-way street, and west to 19th Avenue. From there, the highway went south over the treacherous railroad tracks until intersecting with Buckeye Road and continuing west.

In 1935, the Arizona State Highway Commission decided to improve safety on Above: Looking south at 17th Avenue Underpass, 1938.

Below: Looking north from 17th Avenue Underpass, 1938.

Images Courtesy of PPL

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U.S. 80 by constructing an underpass at 17th Avenue. This road was selected because a rail line split made an underpass crossing at 19th Avenue impracticable at more than double the cost, necessitating changing the route of U.S. 80.

According to an article in the Republic, motel owners objected to the plan, saying it would cause “irreparable damage to a group of citizens and property owners on 19th Avenue who had invested their life savings in the property there.” Among the impacted businesses were five auto courts: the Blue Bonnett, Maricopa, H.L. Harris, Virginia, and Hunky Dory, according to Tourism Related Resources of South 17th Avenue.

The group filed an injunction against State Engineer T. S. O’Connell and the State Highway Commission to halt the paving of 17th Avenue and the construction of the

railroad underpass. “They contended that 17th Avenue never has been designated as a state route and under the law, therefore, cannot become a state highway,” noted the Republic. The lawsuit failed, and the project moved forward.

The Arizona Highway Department (AHD) designed the Art Moderne underpass, which is a rigid concrete frame, according to the State of Arizona Historic Bridge Inventory. “It has two 25-foot spans over the northbound and southbound lanes of the street and smaller openings for pedestrian sidewalks on both sides. The underpass has an 80-foot-wide deck and features an eclectic classical revival architectural treatment, incorporating angled haunches and stepped concrete pylons, decoratively slotted concrete guards on the sidewalls, and cast concrete cartouches on the spandrels.”

AHD abandoned the grade crossing and authorized construction of this underpass as a National Recovery Project in June 1935. Working together, local contractors R.C. Tanner and W.E. Hall were the low bidders at $89,539. Other contractors offering bids were the Phoenix-Tempe Stone Company of Phoenix ($95,202) and Pearson and Dickerson of Prescott ($96,293), while E.L. Yeager of Riverside, California, withdrew its bid.

The Phoenix-based construction team soon began substructural excavation. By mid-November, motorists flowed through the two-lane tunnel, called “the most beautiful underpass in the state and one of the finest concrete construction jobs built for ARIZONA CONTRACTOR & COMMUNITY

the highway department” in the Republic.

The structure was retroactively named the Frank Flittner Underpass. Flittner was an Associate Construction Engineer for the local office of the U.S. Bureau of Public Roads. Before his recent death, Flittner had used his influence to help get the project approved. According to the Historic Bridge Inventory, it was one of AHD’s 13 underpasses, 17 overpasses, and 59 route relocations between 1932 and 1935 to eliminate dangerous at-grade highway crossings with railroads.

The added traffic to 17th Avenue near the underpass created a strip of tourist-oriented businesses along the route, including motels. Despite being part of a major transcontinental highway, the underpass always

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played second fiddle to the underpass in Downtown Phoenix on Central Avenue, which opened in 1940. The latter carried almost twice as many vehicles daily, 15,000 compared to 8,887 for the 17th Avenue underpass in 1948.

As interstate freeways were built in the 1960s, fewer motorists traveled on U.S. 80. The motels near the 17th Avenue underpass reflected the decrease in traffic.

In 1969, there were 11 motels, but only three were still in business by 1977, when U.S. 80 was decommissioned, according to Resources of South 17th Avenue. These businesses were converted to low-income apartments or razed.

Despite its importance to Phoenix and Arizona, the 17th Avenue underpass has Images Courtesy of Author

become a largely forgotten part of transportation infrastructure. Today, only local traffic uses the underpass, the dark pedestrian walkway is often filled with tent encampments, and few know the structure’s history.

The acronyms might confuse the curious who read the plaque set on the underpass 89 years ago. “FRANK WILLIAM FLITTNER: Member A.S.C.E (American Society of Civil Engineers), associate construction engineer U.S.B.P.R. (U.S. Bureau of Public Roads), to whose memory this project, the last in which he engaged, is respectfully dedicated. 1893-1935.”

Above and left: 17th Avenue Underpass, 2024.

Below: 17th Avenue Underpass plaque, 2024.

Image Courtesy of ADOT

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ARIZONA CONTRACTOR & COMMUNITY

NAVAJO BRIDGE:

THE ONLY IN-STATE AUTO PASSAGE TO THE ARIZONA STRIP DOUGLAS TOWNE

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ne of Arizona’s most important bridges has been informally known by a host of names since it opened in 1929: Grand Canyon, Lees Ferry, Marble Canyon, Kaibab, and Hamblin-Hastele. But the name that finally stuck is Navajo. What hasn’t wavered for 95 years is that along with its twin companion, the new Navajo Bridge, which opened in 1995, it’s still the lone in-state roadway to cross over the Colorado River in northern Arizona.

Before the construction of the Navajo Bridge, the only southern access to the almost 8,000 square miles of the remote Arizona Strip or Utah was by boat across FIFTY EIGHT

the Colorado River at Lees Ferry, a site at the mouth of Glen Canyon. In 1873, the ferry started hauling livestock and wagons across the often-raging river. It was a harrowing adventure that included steep, rugged descents leading to the water crossing.

For many, the Lees Ferry pathway was not just a means of travel but a part of their life’s journey. It was a vital segment of the Honeymoon Trail wagon road, a route taken by Mormon couples and their chaperones who ventured from Arizona to get married at a Church of Jesus Christ of Latter-Day Saints temple in Utah. By the 1920s, the ferry carried more autos than

wagons. It ceased operations in 1928 after the boat sank, killing three people.

“So, for the next several months, no direct route existed between Utah and Arizona. People had to travel 800 miles around the [Grand] Canyon to reach the other side of the [Colorado] River,” according to nps. gov/places/navajo-bridge.htm.

Kansas City Structural Steel Company started construction of the 833-foot-long Navajo Bridge in 1927. The project was a joint venture between the Arizona Highway Commission and the U.S. Department of the Interior’s Bureau of Indian Affairs, with $100,000 of the project’s $390,000 budget contributed from the Navajo Tribal Fund.

Engineers selected a spandrel arch bridge structure after rejecting two other designs. A suspension bridge like the Cameron Bridge, which opened in 1911 across the Little Colorado River, was deemed too costly and flimsy. A through arch bridge like JULY AUG 2024

Images Courtesy of AMP

Top left: Navajo Bridge, 1929.

Top right: Wiley Post piloting a biplane underneath Navajo Bridge, 1930.

Above: Navajo Bridge under construction, 1928.

Left: Navajo Bridge parking lot construction, 1941.

Below: Navajo Bridge, 1930.

Image Courtesy of PPL

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ARIZONA CONTRACTOR & COMMUNITY

Images Courtesy of Author

the Old Trails Bridge, which opened in 1916 across the Colorado River near Topock, was considered too expensive because heavy overhead cableways would have to be used to hoist the span halves into place and then be abandoned at the remote bridge site.

Instead, designers R.A. Hoffman and L.C. Lashmet of the Arizona Highway Department selected a three-hinged deck arch that cantilevered from both sides of Marble Canyon. According to the Arizona Historic Bridge Inventory, “The spandrel-braced arch featured a span length of 600 feet, a roadway width of 18 feet, an arch rise of 90 feet, and an overall height of 115 feet from bearing shoe to guardrail.

The most impressive dimension of the immense structure, however, was its distance above the river level: some 467 feet from deck to water, making it the highest bridge in the world at the time of completion.”

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Working at that dizzying height could be hazardous, especially with minimal safety equipment. After laborers set concrete foundations into the canyon walls, steelworkers started putting together the bridge but refused safety netting, insisting that with it, they might become careless, according to the Arizona Historic Bridge Inventory.

However, another reason is given in the 2001 book Over the Edge: Death in Grand Canyon by Michael Ghiglieri and Thomas Myers. “Despite this being the tallest steel bridge in the world at the time, the supervisors vetoed rigging safety netting under the bridge because they were sure that hot rivets dropping by accident might ignite it.”

A fatality occurred when 42-year-old steelworker Lane McDaniels missed his footing on a scaffold and plunged 470 feet into the river. “His fellow workers stared

Above: The new Navajo Bridge, 2017 Below: Sandstone map at Navajo Bridge, 2017.

down in horror,” according to Over the Edge. “They said that, upon impact, McDaniels’ body seemed to ‘burst and flatten out’ on the surface of the water. Four steelworkers quit after McDaniels death, not from fear of falling, but from the dismal prospect of being swallowed up by the turbulent waters of the Colorado if they did fall, with no hope that their bodies would ever be recovered.”

Despite the logistical challenges of working in a remote area 75 miles from the nearest telephone and hauling equipment and materials 130 miles from Flagstaff, the bridge was dedicated on June 14–15, 1929.

Among the more than 5,000 attendees were four governors from nearby states who participated in a horseshoe pitching competition. The Phoenix Indian School and Winslow High School bands, a Mormon choir, Navajo and Hopi dancers, and Native American craftspeople added to the festivities. Arizona Governor John C. Phillips hailed the bridge as a feat of “creative genius and daring” in The Arizona Republican, as the newspaper then called itself.

The ceremony’s highlight was when a Travelair airplane piloted by C.F. Leinesch of the Union Oil Company circled over the bridge from the south with two passengers and descended into Marble Canyon a half mile north of the structure. “He was at least 75 feet below the girders as he zoomed under the structure and immediately began to gain altitude,” reported the Republican.

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Arizona received national publicity for the occasion on a scale not seen since Roosevelt Dam’s dedication in 1911. Most importantly, with the Navajo Bridge, motorists no longer had to travel a circuitous route through Arizona, California, and Nevada to reach both sides of the Grand Canyon.

The structure’s official name was the Grand Canyon Bridge, however, which attracted many conflicts, according to https://azdot.gov/adot-blog/highway-history-brief-controversial-life-grand-canyon-bridge. “But for years before, during, and after construction, a surprising amount of attention and argument focused on its name. Two governors, state lawmakers, a noted northern Arizona pioneer, the U.S. Secretary of the Interior, the head of the National Park Service, and the President of the Church of Jesus Christ of Latter-day Saints were among those drawn into the fray.”

The story revealed that the bridge’s name gave the mistaken impression that motorists had driven over the Grand Canyon. Lees Ferry Bridge, an alternative name, encountered problems over geographic confusion with the river crossing.

Another negative was that its namesake, John D. Lee, was convicted and executed for the Mountain Meadows Massacre in Utah Territory. Other proposed bridge names included Marble Canyon, Kaibab, and Hamblin-Hastele, the latter to commemorate Mormon pioneer Jacob Hamblin and Navajo Chief Hastele. Finally, in 1934, Arizona Governor Benjamin Baker Moeur, working with U.S. Interior Secretary Harold Ickes and Heber J. Grant, President of the Mormon Church, concurred on Navajo Bridge.

By the mid-1980s, after more than a half-century of service, the Navajo Bridge needed updating because of increased traffic and design deficiencies. Although widening the bridge was proposed, a new adjacent bridge 150 feet downstream with a similar visual appearance was built. The $14.7 million steel arch bridge was commissioned by the Arizona Department of Transportation and the Federal Highway Administration and completed in 1995.

The original Navajo Bridge was designated a Historic Civil Engineering Landmark and placed on the National Register of Historic Places. It now functions as a pedestrian walkway and has an interpretive center on the west side. The bridge remains an awe-inspiring feat of engineering, construction, and architecture and, along with its twin, still provides the only road access to the remote canyonlands north of the Colorado River.

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OLD TRAILS BRIDGE:

LINKING ARIZONA AND CALIFORNIA ON ROUTE 66 MARK EDELMAN

T

hese days, the Colorado River is more of a plumbing system than a wild stream, with many engineering feats regulating its flow. But the waterway was once untamed and went where it pleased, including changing its channel over two years starting in 1905 to create the massive Salton Sea in Southern California.

Changes to the Colorado River are especially apparent where it forms the Arizona-California state line. Before numerous damming and channelization efforts, beginning with the construction of Hoover Dam in 1936, this stretch flowed freely, with velocities and water levels that varied widely throughout the year. Meandering braided river channels could rapidly change course and spread across the flat valleys during seasonal flooding. Bridging this mighty and unpredictable river would Above: Red Rock and Old Trails bridges (l-r), 1936.

Right: National Old Trails Road Association Highway and map, 1920s.

SIXTY TWO

prove challenging but help link the Southwest with what is now considered a landmark in civil engineering.

Initial Colorado River crossings by early Spanish and American explorers and settlers were helped by local indigenous natives, who guided or ferried them across.

In 1857, following the acquisition of today’s Southwestern states from Mexico, a U.S. Army expedition led by Lt. Edward Beale established an overland route to California that passed through Arizona’s Mohave Valley. The general route of Beale’s Wagon Road was followed by subsequent railroads and highways.

By the 1860s, steamboat and ferry operators established Colorado River crossings at various locations, including several near

Beale’s Wagon Road. The river channel was very wide in most areas, and much of its overbank was marshy and heavily vegetated, making approaches to the ferry landings difficult.

In the early 1880s, construction crews for the Atlantic and Pacific Railroad – forerunner to the Santa Fe Railway and today’s BNSF Railway – were building westward through Arizona and eastward through California along Beale’s route, reaching the Colorado River near Needles, California in 1883. The A&P’s first wooden pile bridge across the Colorado was located about three miles southeast of Needles and was immediately beset with difficulties. Crews struggled with flooding, high river currents, and the marshy riverbanks to complete

JULY AUG 2024

Images Courtesy of NRHP

a 1,600-foot-long bridge that proved inadequate. The bridge would be destroyed by flooding in 1884, and subsequent bridges met a similar fate in 1886 and 1888.

A&P finally admitted defeat and turned their efforts southward to a 600-foot-wide gorge with an existing ferry crossing just south of the Colorado River’s confluence with Sacramento Wash. In 1890, the A&P completed the cantilevered Red Rock Bridge, which survived in this location for over 70 years. The A&P’s station on the Arizona side would eventually

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be named “Topock.” Overland wagons and subsequent motor vehicles continued to cross the Colorado via ferries at Topock and Needles.

In the early days of cross-country auto travel, vehicles followed the routes of wagon trails, local farm roads, and railroad tracks. Civic and business groups formed “auto trail” associations throughout the country to encourage the construction of new roads with routes and directional signage to bring travelers to their communities.

Image Courtesy of LOC

Above: Arizona and California state patrolmen posing by state line sign on the Old Trails Bridge, 1940.

Below: U.S. Route 66 going east over the Old Trails Bridge, 1940.

One of these was the National Old Trails Road Association, established in 1912. The National Old Trails Road retraced 19th-century roads and trails, including the National Road from the Potomac River to the Ohio River, the Santa Fe Trail from the Missouri River to Santa Fe, New Mexico, and Beale’s Wagon Road from New Mexico to California. One of the association’s leaders was future U.S. President Harry Truman.

Although the road associations were mostly well-intentioned, their management and standards varied widely. The roads could be hazardous and irregular and roadside utility poles could be clustered with an undecipherable confusion of inconsistent signage.

When Arizona achieved statehood in 1912, there was a desire to establish better highway connections with California.

Since frequent flooding repeatedly washed out the Colorado River ferry crossings, local pressure grew for bridge construction to serve cross-country routes in Yuma and Topock. The federal government agreed to split design and construction costs with state and local governments in both areas.

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Image Courtesy of IMDB

Above: The Joad family enters California over the Old Trails Bridge during the movie The Grapes of Wrath, 1940.

Right: Natural gas pipeline on the Old Trails Bridge, 1986.

Below: The Ocean-to-Ocean Highway Bridge in Yuma, 2016.

Construction of the Ocean-to-Ocean Highway Bridge began in Yuma in 1914.

Federal bridge engineers in Washington, D.C., designed a truss bridge, but they were unfamiliar with the Colorado’s currents and flooding. The bridge’s falsework was washed out by flooding twice during construction, after which it was built on a barge that floated downriver and rotated into position. The Ocean-to-Ocean Highway Bridge was completed in 1915 and became the first highway crossing between Arizona and California over the Colorado River.

A flood washed out the Needles Ferry in 1914, impacting National Old Trails Road traffic. Topock’s Red Rock railroad bridge was temporarily modified to accommodate vehicle crossings between trains. This resourceful idea was clearly not an ideal situation, and as in Yuma, the cost of building a highway bridge would be shared among different levels of government. The states of California and Arizona agreed to split the projected $75,000 construction costs three ways with the federal government. San

Bernardino County, California, agreed to pay for any cost overruns, and county surveyor S.A. Sourwine designed the bridge.

In June 1915, the contract to construct the long-span steel arch was issued to the Kansas City Structural Steel Company. Using lessons learned from the bridge construction difficulties in Yuma, Kansas City Steel completed the Old Trails Bridge in February 1916 by assembling the bridge halves on their sides on the ground and hoisting them into place using a ball-andsocket center hinge. Engineering Record lauded the bridge’s construction as “exceptionally daring and successful for work of such magnitude.”

When completed, the Old Trails Bridge was the longest arch bridge in the U.S., with a 592-foot span and a total length of 832 feet. Despite its engineering and construction innovations, the road deck on the Old Trails Bridge was only 17 feet wide, with an 11- to 18-ton load limit and a 10- to 15-mile-per-hour speed limit, depending on the vehicle. These limitations produced Image Courtesy of Douglas Towne

SIXTY FOUR

bottlenecks and congestion as highway traffic and load weights increased through the 1930s and 1940s. Following the completion of a new railroad bridge in 1947, the Santa Fe Railway donated the Red Rock Bridge for highway use. Vehicle traffic was shifted to its newly constructed road deck, while a natural gas pipeline replaced the road deck on the Old Trails Bridge.

The federal government established the U.S. Numbered Highway System in 1926, which replaced the named auto trails. Roads in the federal system were built and maintained by state and local governments, and construction, operation, and maintenance standards were coordinated by the American Association of State Highway and Transportation Officials (AASHTO).

Significant portions of the Santa Fe Trail and Beale’s Wagon Road segments of the National Old Trails Road were designated as U.S. Route 66, which became culturally significant through the Great Depression and the middle of the 20th century. The 1930s Dust Bowl Migration from the central plains to California via Route 66 was chronicled in John Steinbeck’s 1939 book The Grapes of Wrath. In John Ford’s subsequent film adaptation, Steinbeck’s Joad family is seen crossing the state line on the Old Trails Bridge. The bridge would also appear in the background of the opening credits of 1969’s Easy Rider.

In 1988, the Old Trails Bridge was listed on the National Register of Historic Places.

Its nomination paperwork found that the bridge was NRHP-eligible due to its national significance and status as a landmark in American civil engineering. Today, almost 110 years after its completion, while adjacent Interstate traffic speeds by and boaters recreate below, the Old Trails Bridge stands above the Colorado River in testament to American ingenuity and endurance.

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FROM BOXING TO BRIDGE BUILDING:

Images Courtesy of Don Anderson, Jr.

Armed with invaluable on-the-job experience and a civil engineering degree, Anderson returned to W.P. Roscoe as a fulltime construction foreman in 1931. In the late 1930s, Anderson learned of the Navy’s offering commissions and joined the Civil Engineering Corp (CEC). He became a comdegree at the University of Minnesota, mander, where he joined the Sigma Phi Epsilon fraternity. Anderson gained road-building experience at college and formed friendships with Tommy Hansen and Jim Dunn, who would significantly influence his life.

Besides his academic pursuits, Anderson’s passion for athletics, particularly boxing, remained strong. “Physical fitness always played a big role in his life, from his early youth until his 90s, where he continued to work out daily at the Downtown Phoenix YMCA,” says Don Anderson, Jr., his son.

Anderson earned the UMN fraternity light heavyweight class title in 1930, won two Golden Gloves tournaments as a 160-pound middleweight, and was the Big 10 middleweight champion. Despite a promising career in the ring, Anderson’s foray into professional boxing was shortlived. “After college, he briefly turned pro, but after losing his first fight, he decided to quit boxing, as he wasn’t going to make any money,” says his son.

DON ANDERSON AND WESTERN CONSTRUCTORS BILLY HORNER

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s the co-founder of Western Constructors in Arizona, Don Anderson enjoyed knocking out highway and bridge projects. Finishing off jobs came naturally to him, as in a previous career, Anderson was skilled at KOing opponents in the ring as a pugilist. The two-time Golden Gloves middleweight champion briefly considered a boxing career but wisely chose a career in contracting. In the industry, Anderson was respected for his construction prowess and business acumen. Here’s the story of his remarkable life.

Born on May 29, 1907, in Springfield, Minnesota, Anderson was the eldest of three children to William Chester and Elsie (Nenno) Anderson. In 1922, the family moved to Mankato, Minnesota, where he attended Mankato High School and played basketball and football before graduating three years later.

Afterward, he was hired as a construction laborer, but Anderson delved into contracting under the tutelage of his uncle, contractor W.P. Roscoe, in Montana. During this period, he met Aleen Rigg, whom he later married in 1932. While working, he saved for college, aiming for an engineering SIXTY SIX

Above: Constructing piers for the Interstate 40 bridge over the Little Colorado River, 1972.

Right: Boxing champion Don Anderson, 1930.

JULY AUG 2024

Above: College friends Tommy Hansen, Jim Dunn, and Don Anderson (l-r) in 1931.

Below left: Anderson working on a bridge project for W.P. Roscoe in Lavina, MT, 1934.

Left: Caterpillar 14E blade with scrapers building Interstate 40 east of Winslow, 1971.

Below: Western Constructors using the first International TD-30 in St. Johns, AZ, 1962.

Images Courtesy of Don Anderson, Jr.

overseeing dry dock construction by civilian companies for naval shipyards in the U.S. and Europe. He was honorably discharged in August 1946.

Anderson reunited with his fraternity brothers, Hansen and Dunn, and they moved to Texas to start a construction company. The trio initially worked together in California under contract with the Texas firm of Lee Moor Contracting Co. Upon completing the job, they returned to El

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Paso and launched Hansen, Anderson & Dunn (H.A.D.), and Western Constructors in 1948. H.A.D. worked in the non-union states of Texas and New Mexico, while Anderson moved his family to Phoenix and ran Western Constructors in Arizona.

“Hansen was president, Dunn ran the field crews, and Anderson ran Arizona,” Anderson Jr. says. “In the beginning, they were strictly a concrete company constructing bridges and culverts for highway jobs.”

Image Courtesy of Arizona Contractor & Community

Western Constructors secured notable projects, including bridges over Grand Avenue in Phoenix and the Ligurta Underpass, which carried motorists on U.S. Highway 80 under the Southern Pacific Railroad tracks near Yuma, with a winning bid of $240,042.

Also in 1948, Dunn oversaw bridge construction at a wash in Patagonia on the Tombstone-Nogales highway.

In 1949, Western won a contract for a new bridge over Clear Creek south of

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Images Courtesy of Don Anderson, Jr.

Left: Caterpillar 630B and 660A scrapers working on Interstate 40 east of Winslow, 1971.

Above: Setting pre-cast beams for Interstate 40 Little Colorado River bridge piers, 1972.

Below: In 1974, while working on the Hassayampa River Bridge on Interstate 10, Western Constructors used labels to identify their equipment: a scraper (HAD 102) and two D9G bulldozers (H 15) and (W 14).

Winslow. “The two-piece bridge was built out of steel with either half on one side of the bank,” says Anderson Jr. “Each half was raised up and bolted together.”

Anderson Jr. says that sometime in the early 1950s, they started working with Buster Powers, a heavy-dirt contractor. “The two companies would bid the same jobs as prime and subcontracting bids. When Powers got into financial trouble, Western took over the company and purchased their heavy earth equipment.

SIXTY EIGHT

Powers went to work for Western, expanding it into a heavy dirt contractor.”

Western Constructors made the news when a Southern Pacific train hit its scraper during the construction of the Interstate 10 freeway in 1963. Seven Western scrapers were pulling from five borrow pits and had to cross train tracks to reach the fill area one mile northwest of Picacho Peak.

A Caterpillar DW20 scraper stalled near the tracks, and a passing train clipped the scraper’s rear stinger, destroying several

rail cars. There were no injuries, but legal disputes ensued, with Southern Pacific suing Western Constructors and Empire Machinery Company.

The company owned the first International TD-30 bulldozer in Arizona. The machine debuted on their highway road contract near St. Johns in 1962. Two years later, Western Constructors demoed Euclid’s new S-28 and tandem TS-14 scrapers on the before-mentioned Picacho Peak project. “They primarily used Caterpillar

JULY AUG 2024

Image Courtesy of Arizona Highway Department

equipment, favoring the six-wheel scraper lines of 630s, 660s, and DW20s, and would eventually incorporate the popular fourwheel 631 scrapers,” Anderson Jr. says.

“Support equipment included multiple Caterpillar D8 and D9 bulldozers, several blades, and various other pieces.”

Anderson was confident and successful but not flashy. His company’s equipment didn’t have a designated logo but merely a handwritten letter followed by a number to identify the machinery. By 1966,

the company held over $15 million in highway work under contract in Arizona, New Mexico, and Texas.

In 1971, Caterpillar hosted a national Contractor’s Sons Conference. Local dealers would pick their best contractors and send their sons to Caterpillar headquarters in Peoria, Illinois, for a three-day conference, including a tour of the facility and a demonstration of new equipment. That year, the local dealer for Arizona, Empire Machinery, selected Don Anderson, Jr.,

who represented Western Constructors, and Ron Pulice, who represented William Pulice Construction.

After 28 years in the construction business, Anderson, alongside partners Hansen and Dunn, retired in 1976. Throughout his career, Anderson was active in industry organizations, serving as director of the Arizona Chapter of Associated General Contractors and earning recognition as an Arizona Registered Professional Engineer.

Beyond his professional achievements, Anderson was a member of the Phoenix Country Club and Club SAR (Social, Athletics, & Recreation) in Scottsdale, where he continued his fitness regimen of running, skipping rope, and punching both heavy and speed bags. Anderson had four children with Aleen, who died in 1972 from an aneurysm. He later married Marjorie Staples Lee in 1976.

Colleagues hailed Anderson’s enduring influence in the construction industry. At his funeral in 2004, a veteran sales manager for Empire Machinery Company said, “Don was a tough negotiator. Such was ‘The Admiral,’ as we called him. He was without a doubt one of the icons of the industry and an unforgettable character.”

“Don was a great contractor,” added FNF’s Jed Billings in 2024. “When the business was sold in the 1970s, DC Speer hired his two project managers, Max Martin and Wendell Eager. He was a big dirt mover with low overhead and very competitive.”

Image Courtesy of Arizona Contractor & Community

Top: The derailed train after a collision with a Western Constructors scraper during Interstate 10 construction near Picacho, 1963.

Above: Jim Dunn, Tommy Hansen, and Don Anderson, 1968.

Left: AGC safety award winners (l-r): Don Anderson, Western Constructors; Hal Hoag, New Pueblo Constructors; Jerry Buckley, Tanner Bros. Contracting; Lew Phillips, Benston Contracting; and Bill Pulice Chapter president holding Nesbitt Contracting’s award, 1971.

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ARIZONA CONTRACTOR & COMMUNITY

SALUTING ARIZONA’S BUILDERS: HALSEY (H.L.) ROYDEN DOUGLAS TOWNE

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merica’s most famous highway, Route 66, passes through northern Arizona and is affectionately known as the “Mother Road.” But Arizona contractor Halsey Royden had another name for the blacktop, which ran from Chicago to Los Angeles after he went broke while building an underpass at Flagstaff in the 1930s.

“Highway 66 sometimes was a graveyard for contractors in those years…maybe because of the cost of water, and it was the Depression,” he told Southwest Contractor in 1984. “My friend, Mac McVicar, helped me out of that one. He offered to buy my big rock crusher, and I told him I’d sell it to him for $2,634.25 because that’s what I needed to get completely out of debt.”

Royden’s dedication to his profession was evident in his sacrifices. The man who came to be known as the “Dean of Arizona Bridge Building” was not just a skilled bridge builder and concrete worker but also a field superintendent who lived on the job in a tent camp with his wife, June, and two sons, Tom and H.L. Jr. This nomadic life changed when his boys were old enough to attend elementary school.

Royden was accustomed to the vagabond life since his father, who served in the U.S. Army, was frequently reassigned to

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different posts. Eventually, the family settled in Lexington, where Royden obtained his civil engineering degree from the University of Kentucky in 1923. After working in Florida and California, Royden moved to Phoenix in 1927. His first project in Phoenix was constructing a flume across the Agua Fria River for the Roosevelt Irrigation District. This project marked the beginning of his career, during which he claimed to have built half of Arizona’s major bridges before World War II. “I was always out in the boondocks,” he told Southwest Contractor. “I rarely had jobs close to Phoenix where conditions were ideal. I could get a better price for the work way out as I was more or less geared for it.”

Royden performed construction using methods almost inconceivable these days.

In 1931, he used mules hauled to the construction site in two rail cars to pull Fresno scrapers on a road and bridge project near Holbrook in northeastern Arizona.

One drawback to using the beasts of burden was the amount of water that Royden had to haul for the animals to the remote job site in the Painted Desert. To speed up the job, Royden later added a Caterpillar tractor and portable rock crusher to the project.

With the start of World War II and the resulting supply chain issues, Royden’s construction projects required even more creativity. While constructing a steel bridge between the Arizona towns of Clifton and Duncan across Rattlesnake Canyon, Royden had to switch gears and complete the structure using concrete.

Still, the patriotic spirit of the war years remained a bright time in Royden’s career. “I’m amazed at the amount of work we did with what we had to do it with,” he told Southwest Contractor. “All the materials were allocated and rationed, and there was little manpower.” Most of Royden’s projects involved road construction accessing airfields used by the military.

After the war, Royden became president of the Arizona Chapter of the Association of General Contractors. He had been a founding member of the Arizona Chapter a dozen years earlier. In 1953, Royden expanded his company to include all phases of highway construction. He was honored with the AGC’s National Distinguished Service Award in 1955.

The toughest challenge for Royden as a contractor was to live long enough to see his projects replaced by newer structures.

He retired from Royden Construction Company in 1967, though he still dropped by the office to inspect the work of his son, Tom Royden. He died at age 88 in 1991.

Royden had no regrets about his occupation choice. “It’s been a labor of love,” he told Southwest Contractor. “Contracting is always like a yo-yo…either plenty or not enough. You have to be real big or real small.”

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Left: Royden’s crushing operation during the Cañada del Oro Bridge construction north of Tucson, 1946.

Above: Four founding members of the Arizona Chapter of the Association of General Contractors: Bob Shriver and Mel Goodson (standing l-r) along with Edward Van Doorn and H.L. Royden (sitting l-r), 1961.

Top right: H.L. Royden (r) during the construction of the Santa Maria Bridge, 1948.

Right: H.L. Royden, holding his son H.L., Jr., with his first Jaeger pump machine that mixed concrete, 1928.

Below right: The first bridge built by Royden crossed the Santa Cruz River near the community of Continental, located south of Tucson, in 1928.

Images Courtesy of Arizona Contractor & Community

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Image Courtesy of Royden

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OLD SCHOOL EQUIPMENT: PRE-WORLD WAR II SMALL CONCRETE MIXERS BILLY HORNER

B

efore World War II, many Arizona contractors, including Halsey Royden profiled in this issue (see page 78), used the Jaeger pump machine to mix concrete.

The compact machine proved indispensable during early concrete projects, including bridges.

Gebhard Jaeger, an independent machine manufacturer in Columbus, Ohio, invented the mixer in 1902. His innovation used a Hercules gas-powered engine, creating the first concrete mixer machine in 1905. A year later, Jaeger formalized his efforts by incorporating the Jaeger Machine Company. The company continued to refine its invention, introducing new mixers over time.

Arizona emerged as a hub for Jaeger’s machines, with W.J. Corbett Hardware Co. in Tucson becoming a dealer in the 1920s, followed by Smith Booth Usher Co. in Phoenix in the 1930s. As demand grew for faster and more efficient concrete methods, Jaeger’s machine popularity soared among local contractors. By the 1930s, construction outfits, including the Works Progress Administration, Del E. Webb, Clinton Campbell, Vinson/Pringle, and H.L. Royden, reaped the benefits of Jaeger’s cutting-edge mixing machines, saving countless hours of manual labor.

Some think that these “primitive” machines hold an edge over their smaller modern counterparts. How so? Jaeger mixers had a dry mix “scooper,” allowing contractors to easily transport ingredients

at ground level. The scooper would then ascend to the main mixer via cables controlled by the operator. Once mixed, wheelbarrows or shuttle buggies awaited on the opposite side of the scooper to transport the mixed concrete to its destination. In contrast, modern mixers lack ground-level scoopers, necessitating manual labor to load ingredients into the hopper.

Jaeger’s machine was one of many players in the mixer market, as competitors offered similar machines and even larger options tailored for full-scale street and highway applications. Companies such as Construction Machinery Co. (CMC) of Waterloo, Iowa, and Rex of Milwaukee, Wisconsin, were among those vying for market share.

Today, enthusiasts can find impressive videos online featuring individuals who have sought out these original machines and put them to good use on various projects.

A Del E. Webb Construction crew using a Jaeger concrete machine in downtown Phoenix, late 1930s.

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JULY AUG 2024

politan Library

Image Courtesy of Columbus Metro

Image Courtesy of Columbus Evenin

g Dispatch

Top left: Gebhard Jaeger, 1930.

Top middle: Smith Booth Usher Co. advertisement for the Jaeger Speedline, 1939.

Top right: A toy Jaeger machine with a dry mix scooper, 1930s.

Above: Jaeger mixer advertisement, 1928.

Left and below: A Del E. Webb Construction crew using a Jaeger concrete machine in downtown Phoenix, late 1930s.

Images Courtesy of Arizona Contractor & Community

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1940 – U.S. HIGHWAY 60 BRIDGE NEAR SALOME BILLY HORNER

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n 1940, an inferno roughly 60 miles from the California state line temporarily severed the vital highway link between Phoenix and Los Angeles. The blaze destroyed a wooden bridge on U.S. Highway 60 that carried motorists over a wash just east of Salome, Arizona, a desert town that was a hotspot for quickie weddings and illegal gambling. The Arizona Republic reported that investigators determined a careless hitchhiker caused the fire.

Within a few hours of the bridge’s destruction, the Arizona Highway Department created two separate detours for cars and larger vehicles such as buses and trucks.

Two months later, contractor H.L. Royden submitted the low bid of $7,136 to replace the destroyed wooden bridge with a three-span, three-lane concrete bridge.

The Republic noted bidders included three other Phoenix contractors: Tanner Construction Company, $7,536; William Peper Construction Company, $7,778; and Lewis Brothers, $8,904.

An experienced H.L. Royden workforce of 20 men, with W. T. Larry as the superintendent, completed the bridge in 30 days.

Arizona Builder & Contractor reported Royden used 270 cubic yards of concrete and 37,000 pounds of steel on the project, which cost $7,200. Gas-powered machines, including a Rex mixer for concrete, facilitated the work. U.S. 60 would continue to be the main drag from between Phoenix and Los Angeles until the completion of Interstate 10 in the 1970s.

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JULY AUG 2024

Images Courtesy of Arizona Contractor & Community

Left: H.L. Royden’s P&H crane pile driving for bridge columns on U.S. Highway 60, 1940.

Above: Rex mixer during concrete operations, 1940.

Top right: An H.L. Royden crew using a Rex mixer during concrete operations, 1940.

Right: H.L. Royden’s camp during bridge construction in 1940.

Below right: Cast abutments for concrete pouring to create the bridge, 1940.

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B

ridges are avenues of transportation across waterways, but they are also symbolic features that define leaving one experience and arriving at another, as used within traditional Japanese garden designs. They represent a transition in time and a change in our perspective while encouraging travel and exploration. Bridges can be used as important meeting points for special celebrations and fond farewells.

These structures are also found in literature and religion, as they can embody hope, connections, and the ability to overcome challenges. As such, movies such as It’s a Wonderful Life (1946), The Bridge on the River Kwai (1957), and Stand by Me (1986) have featured bridges prominently.

Architect’s Perspective: Architect’s Perspective: Two Bridges Helped Unify Arizona Doug Sydnor, FAIA Doug_sydnor@outlook.com Let’s delve into the history of two significant Arizona bridges, which played a crucial role in linking the state. One of these bridges was constructed in 1934, while the other underwent reconstruction in 1936.

About 15 miles north of Prescott on Williamson Valley Road is Walnut Creek Bridge, which I crossed five years ago on the way to the southern entry of the ORO Ranch. Formerly known as the Baca Float No. 5, it’s Arizona’s third largest privately owned ranch, containing 200 square miles and about 2,000 cattle. According to American Cowboy magazine, the state’s largest ranches are Babbitt and Diamond A. My visit was to learn about the centuries-old historic ranch’s history and operations for an upcoming presentation at the Annual Arizona State Historic Preservation Conference held in Prescott in 2019.

The Walnut Creek Bridge, a relic from the early Arizona Territorial Days, was originally part of a seven-span bridge used from Left: Walnut Creek Bridge detail.

Below: Walnut Creek Bridge.

1912 to 1916 over the Gila River near Antelope Hill in southwestern Arizona. This bridge, which witnessed numerous floods, was rendered unusable due to washedout bridge approaches at each end. The Arizona Highway Department (AHD) later salvaged the steel spans and redistributed them to other sites for reuse.

One such location was on Walnut Creek, where an old concrete bridge owned by the Forest Service was torn down. In 1936, a section of the salvaged bridge from the Gila River was placed over a new site just downstream. Yavapai County constructed the approaches and secured easements from nearby ranchers.

The bridge is a one-lane steel truss bridge, which is an efficient structure for the single clear span over the creek. It’s constructed with a raw industrial character and exposed bolted connections. It is utilitarian in its purpose of simply transporting vehicles from one river bank to another.

Given its pragmatic nature and straightforward structure of rusting, weathered steel, it’s both an impressive historical artifact and a vital piece of infrastructure.

Images Courtesy of Author

EIGHTY TWO

JULY AUG 2024

Images Courtesy of Author

Another bridge from this era is the Old Salt River Canyon Bridge within the San Carlos Indian Reservation, 43 miles north of Globe. In 1930, the Arizona Highway Department sought an all-weather route through the dramatic Salt River Canyon.

The Public Works Administration funded the bridge, which Lee Moor Contracting, based in El Paso, designed and constructed. It opened in June 1934, as progress was slower than anticipated because it was a

single-span steel arch and a highly complex design with multiple curvatures. The bridge superstructure was done in the optimistic and popular Art Deco style of its time.

The bridge design had a clear span of 162 feet with decorative steel pylons at the arch corners, towers, ornamental steel guardrails flanking the curved concrete deck, and railings. Because concrete resources were scarce, the design approach was a single free span with a two-hinged

Left: Salt River Canyon Bridge detail.

Above: Salt River Canyon Rest Area.

Below: Salt River Canyon Bridge.

steel deck arch design. It was the first “girder-ribbed” steel arch built by the AHD. A state engineer commented that its design was more “a beautiful piece of filigree than a well-designed and constructed highway bridge.”

Later, traffic on U.S. Highway 60 required a wider crossing, and Apache Bridge was constructed immediately west of the Old Salt River Canyon Bridge in 1996. The Salt River Canyon Rest Area at the south end was restored a few years later. In 2014, the restroom building was upgraded with a composting toilet system, improved water infrastructure, and solar panels to generate on-site power. ADOT retained the original bridge for foot traffic, allowing pedestrians to experience the deep canyon’s vistas.

“It’s like traveling back in time when you walk across it,” wrote Melissa Mahoney in OnyInYourState.com.

Both these bridges were constructed with steel in the 1930s, yet their characteristics are radically different. They were invaluable infrastructure projects that made vital connections and tied important regions of Arizona together.

Douglas B. Sydnor, FAIA, is the Principal at Douglas Sydnor Architect + Associates, Inc. and the author of four Arizona architecture books.

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DIGGING THROUGH THE ARCHIVES: PAGE THIERS BILLY HORNER

I

t’s not every day that a construction worker in Arizona is medically attended to by the governor while recovering in the hospital. Page Thiers, however, was a state worker whose life intersected with Arizona’s top elected official in Kingman.

Thiers survived the severe injury and continued to help build impressive structures.

Thiers’ story starts in Tombstone, where his family moved from San Francisco after he was born in 1907. Despite receiving little formal education, Thiers possessed an innate curiosity about construction. This trait enabled Thiers, at age 20, to get a job with the state engineering and land surveying department in Seligman in 1927.

One project Thiers worked on was the preliminary surveying for what would become the Navajo Bridge, which spans the Colorado River near Lee’s Ferry. A talented man, he soon became a project engineer for the Arizona Highway Department.

In 1930, Thiers married Golda, and the couple’s partnership spanned five decades and produced three children: Zena, Blaine, and Gertrude. However, in 1936, Thiers’ life was nearly cut short while on a project on Route 66. According to an article in The Arizona Republic, Thiers and a friend entered the Peach Springs Café but were told by the cook, Frank Riley, that the place was closing for the night. An argument ensued, Images Courtesy of Arizona Contractor & Community

Above: Thiers (center) with a tire pump at a camp at Navajo Springs during preliminary surveying for Navajo Bridge, 1927.

Below: Thiers and his fellow engineers camping at the old Lee’s Ferry station, 1927.

Right: Thiers (center) loading a survey truck driven by Lawrence White onto a ferry on the Colorado River, 1927.

EIGHTY SIX

JULY AUG 2024

Images Courtesy of Arizona Contractor & Community

Above: Thiers, in front of a bridge support, which shows the size of the Chino Wash Bridge west of Seligman, 1931.

Right: Thiers oversaw inspection of the Chino Wash Bridge during its construction west of Seligman, 1931.

Below: Marty Ahlene, an assistant manager for Ford Motor Co., with Thiers (l-r) on Fisher Contracting’s earthmoving phase on the Ford Motor Proving Grounds, 1955.

and Riley fired a gun, with the bullet piercing one of Thiers’ hands and lodging in his mouth.

Governor Benjamin Baker Moeur, a physician, was inspecting road construction in the area and helped a Kingman doctor treat Thiers. He recovered and returned to his job at the highway department, while Riley received an eight to ten-year prison sentence.

During World War II, Thiers worked for the Bechtel Corporation as a project supervisor and assisted in road construction in Arizona. “With the field knowledge he gained over the decades, road work design, potential flaws, and practicality, his contribution was crucial in future planning and project designing,” says his son, Blaine Thiers.

In 1946, Thiers joined Phoenix-based heavy road contractor M.O. Packard Construction Co. He rose to assistant superintendent and oversaw significant projects such as constructing a 4-mile stretch of U.S. Highway 80 between Lowell and Douglas in southeastern Arizona. According to an Arizona Builder & Contractor article in July ARIZCC.COM

ARIZONA CONTRACTOR & COMMUNITY

Images Courtesy of Arizona Contractor & Community

1946, Packard’s $395,000 bid also included Tanner Brothers was highway improvea traffic circle. ments on Baseline Road and Interstate 10.

Throughout the 1950s and 1960s, Thiers returned to a modest position Thiers worked with Fisher Contracting, Is- with the Arizona Highway Department in bell Contracting, Johnny Mercer Construction, and the Tanner Brothers Contracting Co., all engaged in road and bridge projects. In 1953, his son, Blaine Thiers, took after his father and started his career with the Arizona Highway Department as an axe man, a fancy term for a grunt laborer.

Another significant project was Thiers’s year-long role in building the Ford Motor Proving Ground in Yucca, 18 miles south of Kingman. In 1955, Fisher was awarded the project, and Thiers oversaw the initial heavy-dirt operations to the precise and technical paving plan.

In 1961, Thiers, as project superintendent, and Carl Jacobson, general superintendent, headed the Tanner Brothers project on the Mill Avenue Bridge over the Salt River. The $698,075 “face-lift” work comprised widening the existing roadway, grading, drainage, new curb and gutter, concrete sidewalks, new traffic signals, and landscaping. Thiers’ last project with

the twilight of his career. In 1985, at the age of 78, Thiers passed away, leaving behind a legacy of excellence and innovation in engineering.

Above: Technical paving operations on the Ford Motor Proving Grounds, with Thiers up top and right of the laydown machine, 1955.

Right: Thiers, superintendent, with William Heinke, general foreman (l-r) on Fisher Contracting’s Oracle-Mammoth highway project, 1956.

EIGHTY EIGHT

JULY AUG 2024

BID RESULTS MAY JUNE 2024

BID AWARDS AUGUST 1958

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Municipal Landfill North Cell Liner Phase II Rummel Construction, Inc. $3,000,000 5/13/2024

Bucees Travel Center 72 Goodyear Roche Construction $21,000,000 5/29/2024

Ernie Mohamed, Phoenix $5,921 Paving 18th St. Henshaw Rd.

Lift Station 76 Phase II Expansion Hunter Contracting Co. $5,338,657 5/7/2024

Salt Gila Discharge Manifold Pipe Reline Hartman Walsh Painting $3,400,000 5/15/2024

Clyde Capital Hamilton Court Alexander Building Co. $4,000,000 5/30/2024

A&B Lighting Co., Salt Lake City $27,498 New Lighting System Page Airport

Greenbrier Rd Circle Pavement KE&G Construction KEG $794,212 5/7/2024

Yavapai Hills 1 Lift Station Rehabilitation Fann Contracting $4,969,003 5/16/2024

Prop 411 Vista Del Rio Mill Fill Granite Construction $2,271,337 5/30/2024

Mohamed Earthmoving Co., Phoenix $71, 487 Widening, Grading, Paving 1.5 Mi. Thomas Rd. 59th Ave

McKellips Road Relief Sewer B&F Contracting $5,900,000 5/8/2024

Superstition Vistas Williams Field Lift Garney Companies Inc. $6,500,000 5/16/2024

Better Buzz Coffee Surprise Porter Brothers $800,000 5/30/2024

Arizona Sand & Rock, Co., Phoenix $46,905 Paving, Street Improvements District 58

Aldi Surprise Alexander Building Co. $5,000,000 5/9/2024

Bass Pro Shops Tucson Tilton Pacific Construction $17,000,000 5/16/2024

Flex Space Warehouses Glendale Porter Brothers $21,000,000 5/30/2024

N.S. Shumway Cont., Phoenix $392,000 New Sewage Collection Town of Avondale

Deer Valley Storage Phoenix Campbell Development $24,000,000 5/9/2024

Sky Harbor Commerce Park Bldgs 1 2 3 Layton Construction Co. $80,000,000 5/23/2024

Lathrop Marketplace Moorefield Construction $7,000,000 6/6/2024

J.H. Welsh & Son Co., Phoenix $101,266 New Sanitary Sewers 36th-40th St. McDowell to Osborn Rd.

Homewood Suites Gilbert Porter Brothers $35,000,000 5/9/2024

My Place Hotel Mesa Legacy Builders $16,000,000 5/23/2024

Bob Stump Memorial Parkway Combs Construction Co. $3,490,059 6/7/2024

R.V. Loyd Cont., Phoenix $490,587 New Interceptor Sanitary Sewer 7th Ave-56th St. Osborn Rd.

(CMAR) Santa Rosa Transmission Main B&F Contracting $5,500,000 5/13/2024

UTV ATV Trailhead Parking lot McCormick Construction $1,316,502 5/24/2024

San Luis Yuma Castle Dome Sunland Asphalt $2,715,175 6/7/2024

Ernie Mohamed, Phoenix $86,055 Street Improvements Rockcrest Improvements District

(CMAR) Water Supply Inter Connect MGC $2,400,000 5/13/2024

Taxiway W Rehabilitation Combs Construction Co. $3,987,862 5/29/2024

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PLEASE PATRONIZE OUR ADVERTISERS, THEY MAKE THIS PUBLICATION POSSIBLE! Aggregate Machinery 480-730-1212 aggregatemachinery.net

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NINETY FOUR

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