Pinto Creek Bridge, Between mileposts 238.17 and 238.30 on Highway 60, Miami

Source document Quoted word for word from HAER AZ-97. Not written, edited or summarised by this site.

Spanning Pinto Creek at United States Route (US) 60 (Milepost 8.8 Miles West of the junction with State Route 88, in the vicinity of the town of Miami, in Gila County, Arizona. The Pinto Creek Bridge is located at latitude longitude The coordinates represent the structure s center point, and were obtained on November 2, using a Garmin GPSMap60CSX accurate to +/- 10 meters. The coordinates datum is North American Datum The Pinto Creek Bridge location has no restriction on its release to the public.

Source document Quoted word for word from HAER AZ-97. Not written, edited or summarised by this site.

The Pinto Creek Bridge is an outstanding example of large-scale steel arch construction, and is one of the few such bridges built in Arizona in the mid-twentieth century. It is also significant as a key feature of the historically important US 60 transportation corridor in central Arizona.

Source document Quoted word for word from HAER AZ-97. Not written, edited or summarised by this site.

A bridge inspection report found the Pinto Creek Bridge to have serious structural deficiencies. ADOT is planning to construct a new bridge over Pinto Creek and remove the existing bridge after the new bridge is completed in The Pinto Creek Bridge has been determined to be eligible for listing in the National Register of Historic Places under criteria A and C. This report was produced at the request of ADOT to resolve the adverse effect of the project through documentation in accordance with Section 106 of the National Historic Preservation Act. Photographer: Robert G. Graham, Motley Design Group, LLC PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 2) Part I. Historical Information A. Physical History: 1. Date of Construction: 2. Engineers: Ralph Hoffman, Arizona Highway Department 3.

Builder: Fabricated by the Allison Steel Manufacturing Company; Hagen built the concrete substructure; Fisher Contracting Company erected the steel superstructure 4. Original Plans: Original construction and as-built plans of subsequent alterations are housed at the History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix. The Pinto Creek Bridge is Federal-Aid Project No. concrete substructure, and Federal-Aid Project No. steel superstructure (steel arch). 5. Alterations: The only significant change that has been made to the Pinto Creek Bridge since its construction was the replacement of the aluminum balustrade handrails with standard aluminum tube guardrails in about-1970 (Project No. B.

Historical Context: The general alignment of US 60 through Pinal and Gila counties was identified as one of four primary transportation routes through Arizona at the time of statehood in The final segment of this route, the Superior Miami Highway, was completed in The route provided improved access to the Globe Miami Mining District, an important copper-producing center since the The US 60 roadway was rebuilt on a higher alignment in the Pinto Creek Bridge was constructed in during this realignment project, and has continued to serve as a vital link on this route. PINTO CREEK BRIDGE HAER No.

AZ 97 (PAGE 3) Development of the Globe Miami Mining District Silver was discovered in the Pinal Mountains in the The opening of the Silver King Mine and other smaller claims led to the construction of stamp mills and furnaces needed for the processing of ore.1 The Globe City townsite was established in and it soon became the county seat for the newly formed Gila County. Globe quickly became one of the largest population centers in Arizona, but a sudden, sharp drop in the price of silver in brought an end to silver mining. Silver deposits located on the surface had already been depleted, but concentrated deposits of copper ore were discovered just beneath the surface.

At this time electric machinery and incandescent lights were just coming into popular use around the county, and there was a rapidly growing demand for copper. The Old Dominion Copper Mining Company consolidated many of the old mining claims; and Phelps, Dodge & Company moved into the area in which marked the beginning of a new era of copper production centered around Globe. In the neighboring townsite of Miami was established.2 One of the greatest problems facing the busy mining district was its isolation. 3 The area was surrounded by rugged mountains and deep rocky canyons. Rough toll roads allowed transport of ore and goods by wagon in the but large scale copper production required vast improvements in transportation.

The Gila Valley, Globe and Northern Railroad was incorporated in but rail service did not reach Globe until In a wagon road was built for hauling construction materials and supplies from Mesa to the site of the Tonto Basin Dam (later renamed Roosevelt Dam); this was the first road connecting Maricopa and Gila counties. By Globe had a population of The Old Dominion Mine alone was producing 30 million pounds of copper per year, and the Miami Copper Company and Inspiration Consolidated Copper Company in Miami were at peak production, extracting similar amounts. 4 1 Robert Bigando, Globe, Arizona: The Life and Times of a Western Mining Town (Globe, AZ: Mountain Spirit Press, 2 Wilma Gray Sain, Miami: A History of the Miami Area, edited by W.A.

Haak (Globe, AZ: Gila County Historical Society, 3 Bigando, Globe, Arizona; Sain, A History of the Miami Area. 4 Arizona Good Roads Association Illustrated Road Maps and Tour Book (Prescott, AZ: Arizona Good Roads Association, reprinted (Phoenix: Arizona Highways, Sain, A History of the Miami Area. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 4) The Superior Miami Highway In the early twentieth century counties assumed primary responsibility for road construction. In a new state property tax financed roads by allocating funds to the counties. Territorial Engineer Girand (later State Engineer) planned to create state highways by consolidating county roads into two routes, a North South Territorial Highway and an East West Territorial Highway.

The latter would link the communities of Yuma, Phoenix, Globe, Solomonville, and Clifton.5 After statehood in the East West Territorial Highway became the designated Arizona segment of several national named routes, including the Southern National Highway Borderland Route, Dixie Overland Highway, Old Spanish Trail, Lee Highway, Atlantic Pacific Highway, and Ocean-to-Ocean Highway. The section from Phoenix to Globe via Roosevelt and the Apache Trail was the roughest segment of the route, with winding switchbacks and grades from 5 22 percent. 6 The Federal-Aid Highway Act of brought a substantial source of funding to expand and improve Arizona s state highways. A federal gasoline tax provided matching funds to states to pay for road construction.

To be eligible for receiving funds, the state had to have a highway department headed by a civil engineer and designate a state highway system comprising no more than 7 percent of the rural roads in the state. 7 Through the the focus of the State Engineer was not to expand the system of roads but to improve the roadways and drainage of the primary routes in the state so that motorists would be able to drive through the state at an average speed of 30 miles per hour 8 The roads that were proposed for Arizona s State Highway System were the alignments that were later designated as US 60, 66, 70, 80, and 89. 5 Jack L. Cross, Elizabeth H. Shaw, and Kathleen Scheifele (editors), Arizona: Its People and Resources (Tucson: University of Arizona Press, 219 Clayton B.

Fraser, Bridges; Arizona Historic Bridge Inventory, National Register of Historic Places Multiple Property Documentation Form, Fraser Design, Loveland, CO, 28; Melissa Keane and J. Simon Bruder, Good Roads Everywhere: A History of Road Building in Arizona, URS Cultural Resource Report 2003-28(AZ), URS Corporation, Phoenix, 17, 42 47; Mark E. Pry and Fred Andersen, Arizona Transportation History, Report No. FHWA-AZ-11-660, Arizona Department of Transportation Research Center, Phoenix, 30 31. 6 Arizona Good Roads Association Tour Book, 42. 7 Keane and Bruder, Good Roads Everywhere, 21.

8 Arizona State Engineer, Fifth Biennial Report of the State Engineer to the Governor of the State of Arizona, for the Period July 1, to June 30, (Hayden Library, Arizona State University, Tempe), 22 27; Fraser, Arizona Historic Bridge Inventory, 56. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 5) Improving the link between Phoenix and Globe was the greatest engineering challenge on the East-West route. The road between Globe and Miami was paved by Gila County in and Miami City Engineer Thomas extended a gravel road west from Miami to Schultz Ranch. However, to continue west the road would have to pass through rough mountainous terrain and descend the steep, winding gorge of Queen Creek Canyon. Both Governor Hunt and his successor, Thomas E.

Campbell, supported funding for construction of the road, which proceeded slowly until the State Senate appropriated in matching funds for Federal- Aid Project No. 16, the Superior Miami Highway. 9 Engineers selected an alignment that would allow Queen Creek and other drainages to be crossed at a low elevation. 10 Key structures that were built included the Queen Creek Bridge, a 190 concrete arch; the Devil s Canyon Bridge, a 108 concrete arch; and a concrete arch culvert on Pinto Creek, 122 long, 14 wide, and 9 high, topped with an embankment 163 wide at the base and 53 high. Where the road could not be carved into the canyon walls, the 257 Claypool Tunnel was cut through the rock.

The Superior-Miami Highway opened on April 29, and all final construction work was completed in September Total cost of the project was for miles of roadway, making it one of the most expensive federal-aid projects in Arizona. The old road from Phoenix to Globe via Roosevelt was 113 miles long, with maximum grades of 10 percent; via the new Superior Miami Highway, the travel distance was reduced to 95 miles, with maximum grades of 6 percent. In the Arizona State Highway Department designated the Superior- Miami Highway as a segment of both US 60 and US 70.

11 Arizona benefitted greatly from projects that were executed by the Works Progress Administration (WPA) and other federal programs designed to put men to work during the Great Depression, as well as make substantial infrastructure improvements across the country. The WPA sponsored numerous improvements on the Superior-Miami Highway in the mid- 9 Sain, A History of the Miami Area, 10 Arizona State Engineer, Fifth Biennial Report, 35, 42, 51, Keane and Bruder, Good Roads Everywhere, 45, 60 62.

11 Arizona Highway Department (AHD), History of the Arizona State Highway Department, Highway Planning Survey, Phoenix, (Hayden Library, Arizona State University, Tempe); AHD, Log of the Arizona Highway System Division of Economics and Statistics, (Hayden Library, Arizona State University, Tempe); Keane and Bruder, Good Roads Everywhere, 49. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 6) With the use of early modern power machinery such as graders and bulldozers, roadways were widened, cuts were rounded, and curves flattened. Roadway and shoulder widths were made uniform throughout the segment of highway, and guardrails were placed at particularly dangerous locations. The graded gravel roadway was improved with the application of a compacted mixed bituminous surface.

Ironically, the improved roadways allowed people to travel at greater speeds, leading to an increase in accidents and fatalities. During World War II fewer people were driving on Arizona highways due to rationing of gasoline and tires. However, the national war effort brought an increase in the number of trucks carrying heavy loads, transporting supplies and ordnance to military bases and raw materials to industrial plants. 13 This heavy traffic caused damage and deterioration to highways. Despite availability of federal funding for maintenance of strategic highways during the war, road work proceeded very slowly due to the lack of manpower, materials, and equipment.

Postwar Realignment of the Superior Miami Highway After World War II the population of Arizona grew rapidly, and the statewide tourism industry flourished. This brought a huge increase in automobile traffic on the Arizona State Highway System s miles of primary highways.

The total vehicle miles traveled per year in Arizona climbed steeply, from a wartime average of about 1.3 billion to more than 2.6 billion in There was more wear and damage to roads and an immediate increase in automobile accidents.15 The Phoenix Globe section of US 60 was already one of the busiest highways in Arizona, and traffic volume grew quickly as the Miami Copper Company, Inspiration Consolidated Copper Company, and Castle Dome Copper Company expanded exploration and development of mining in the Globe Miami District.

In the Arizona Highway Department began engineering studies for the planned reconstruction of the Superior Miami Highway segment of US 60 at a higher elevation with 12 AHD, Log of the Arizona Highway System Keane and Bruder, Good Roads Everywhere, 23, 30 33, 50, 63 64; Pry and Andersen, Arizona Transportation History, 36, 39, 47, 50. 13 Keane and Bruder, Good Roads Everywhere, 56, 63. 14 L.I.

Hewes, Some Observations on a Modern State Highway System, Papers Presented at the Sixth Arizona Roads & Streets Conference, April 16, (Tucson: University of Arizona), 44 52; AHD, Gila County Economic Analysis of County Highways: FAS County Primary System, Division of Economics and Statistics, (Hayden Library, Arizona State University, Tempe); AHD, Factual Review, Division of Economics and Statistics, (Hayden Library, Arizona State University, Tempe). 15 Keane and Bruder, Good Roads Everywhere, 56; Pry and Andersen, Arizona Transportation History, 57. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 7) widened roadway and shoulders.

The super-elevation alignment allowed improvements in vertical grade and horizontal curves, straightening the road for more cars traveling at faster speeds.16 The American Association of State Highway Officials (AASHO) postwar standards for road building included designing for speeds of 40 MPH or more.

The highway realignment required construction of two new bridges, nearly identical steel arches, at Queen Creek and Pinto Creek, in The portion from Superior to the Claypool Tunnel was abandoned, and a new Queen Creek Tunnel was completed in The Pinto Creek Bridge and Queen Creek Bridge were designed by Ralph Hoffman, the Arizona Highway Department bridge engineer who had supervised construction of many of the state s prewar bridges in the 17 His earlier bridges tended to be simple, practical concrete arches, but after the war, Hoffman focused more on building esthetically pleasing bridges, particularly when they were large bridges in scenic settings.

Several grand steel arch and truss bridges were built during the postwar period, but the Pinto Creek Bridge and Queen Creek Bridge are the only remaining large-scale bridges of this era. Preliminary work began for the Pinto Creek Bridge in with Federal-Aid Project No. The project included grading, drainage, and overlay of bituminous surface on 3.3 miles of roadway, from Castle Dome Junction to County Line, and excavation and fills for the Pinto Creek Bridge approaches. 18 There were also two state-funded projects: 3.6 miles of roadway improvements from Castle Dome Junction to Miami, and survey, planning, specifications, and right- of-way acquisition for Pinto Creek Bridge. The two main construction contracts were awarded on July 15, 19 The first contract, for Federal-Aid Project No.

went to Hagan for construction of the concrete substructure, comprised of the piers, abutments, and approach spans. The second contract, Federal-Aid Project No.

went to the Fisher Contracting Company, which erected the steel superstructure of the arch and the deck over the 16 McCoy, Progress in Freeway Development in the West, Papers Presented at the Sixth Arizona Roads & Streets Conference, April 16, (Tucson: University of Arizona), 31 38; Keane and Bruder, Good Roads Everywhere, 63, 73 75; Pry and Andersen, Arizona Transportation History, 58, 17 Fraser, Arizona Historic Bridge Inventory, 77 78, 90, 18 Arizona State Highway Commission, Construction and Rights of Way Estimates for the Arizona Highway Department for 48, (History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix). 19 AHD, Pinto Creek Bridge Construction Plans, Federal-Aid Project No.

(History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix); Fraser, Arizona Historic Bridge Inventory, PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 8) arch. The arch was fabricated by the Allison Steel Manufacturing Company of Phoenix. After the arch was in place, the concrete deck and balustrade-type aluminum handrails were installed. The bridge was completed in at a total cost of The completed structure required the use of 1 million pounds of structural steel, pounds of reinforcing steel, and almost cubic yards of concrete. In the bridge was recognized by the American Institute of Steel Construction as the most beautiful steel bridge in its class.

20 Since the bridge s completion in the only significant alteration of the structure was the replacement of the aluminum balustrade handrails with standard aluminum tube guardrails in about (Project No. Subsequently, there were numerous repair and maintenance projects, including deck overlays, expansion joint repairs, repairs to steel members of the superstructure, and rock scaling. 21 20 Fraser, Arizona Historic Bridge Inventory, 21 Fraser, Arizona Historic Bridge Inventory, HDR Engineering, Inc., Pinto Creek Bridge Replacement Project Assessment; Initial Project Assessment, prepared for the Arizona Department of Transportation, Project No. 060 PN 238 AHD, Pinto Creek Bridge Construction Plans, Federal-Aid Project No.

(History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix). PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 9) Part II. Structural/Design Information A. General Statement: 1. Character: The Pinto Creek Bridge is a nine-span steel two-hinge girder-ribbed deck arch bridge. It is an outstanding example of large-scale steel arch construction, and is one of the few such bridges built in Arizona in the mid-twentieth century. Unique features include Art Moderne-style concrete pilasters. Its high elevation spanning the top of a steep canyon reflects mid-twentieth century roadway design that emphasized improvement of vertical and horizontal alignments to safely accommodate an increasing volume of traffic traveling at greater speeds. 2.

Condition of fabric: A considerable increase in traffic over the bridge since its construction, including transport of heavy equipment associated with nearby copper mining operations, has caused serious structural damage. A inspection of the Pinto Creek Bridge noted cracks, delamination, spalling, and exposed reinforcing iron in the concrete piers and deck slabs; and distress in the steel arch superstructure, including cracked welds, missing bolts and rivets, and movement of the rocker bearings and shear keys. Due to the damage to non-redundant, fracture-critical structural members, the bridge cannot be repaired and brought up to current highway design standards without loss of integrity of design, material, and craftsmanship. Therefore, it will be replaced with a new bridge. B.

Description: The Pinto Creek Bridge has a total length of 710 -0 , including abutments, and a width of 35 -0 , with a clear roadway width of 30 -0 . Its primary components include a concrete substructure supporting a steel arch superstructure. The bridge's substructure consists of reinforced concrete abutments and arch pedestal piers. Each abutment is a concrete slab supported by retaining walls on three sides. The eight bridge piers are numbered consecutively from west to east. Each pier has two columns and a pier cap with a parabolic arched soffit. The largest piers, Pier 5 and Pier 6, support the arch span; each has an arch skewback foundation at its base, which is set into the floor of the canyon.

Pier 5 and Pier 6 each have a beveled vertical trapezoidal pattern on their outer surfaces, which extend 4 -1 above the deck to form decorative pilasters. There are two pairs of cylindrical concrete monuments that flank each approach. They are 8 -0 in diameter and rise 4 -0 above PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 10) the deck. Two enameled steel plaques from the American Institute of Steel Construction recognizing the Pinto Creek Bridge s award as the most beautiful steel bridge in its class are mounted on top of the right monument at each approach.22 The superstructure is a steel two-hinge girder-ribbed deck arch. The two arch ribs are riveted steel built-up plate girders with able flanges and web stiffeners, each 7 -6 deep.

The arch span is 350 -0 long and rises 72 -0 from the bearing pins. Arch bracing consists of T-beam struts and laterals between the arch ribs. The concrete deck is supported by 4 stringers over 12 floor beams, which are supported by 12 pairs of boxed spandrel columns that distribute the load to the arch. Spandrel columns range in size from 4 -0 near the crown to 59 -7 near the bearing pin. The concrete deck has an asphalt overlay. From Abutment 1 to Pier 5, the depth of the deck varies from 16 to ; and from Pier 6 to Abutment 2, its depth varies from 13 to 17 . 23 The Pinto Creek Bridge exhibits high aesthetic values through its graceful steel arch, the low horizontal lines of the deck, and the subtle surface ornamentation on the concrete piers.

Art Moderne-style pilasters with beveled trapezoidal designs extend above the bed from Piers 5 and 6, providing texture to the flat concrete surfaces. This approach bears some similarity to the design of concrete bridges built on the Merritt Parkway in Connecticut in the which exhibited the influences of Art Moderne and Stripped Classicism. 24 Character-defining elements include its overall structural form, the steel arch, and decorative elements of the concrete substructure, such as the beveled vertical pattern on piers, the extended pilasters on Piers 5 and 6, and the cylindrical monuments flanking the bridge approaches. C. Site Information: The Pinto Creek Bridge is located on rocky mountainous slopes at an approximate elevation of above mean sea level (amsl).

It spans Pinto Creek, which is an intermittent stream that 22 AHD, Pinto Creek Bridge Construction Plans, Federal-Aid Project No. 23 Fraser, Arizona Historic Bridge Inventory, 328 AHD, Pinto Creek Bridge Construction Plans, Federal-Aid Project No. HDR Engineering, Inc., Pinto Creek Bridge Replacement Project Assessment. 24 Eric Delony, Sara Amy Leach, Jacqueline A. Salame, Gabrielle Esperdy, Todd, Thibodeau, Corinne Smith, Joanne McAllister-Hewlings, Mary Elizabeth Clark, B. Devon Perkins, and Jet Lowe, Merritt Parkway, Fairfield County, Connecticut: Photographs, Written Historical and Descriptive Data, Reduced Copies of Measured Drawings (Historic American Engineering Record, HAER No. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 11) flows north through a canyon formed by two steep hillsides.

The bridge spans the creek about 170 above the floor of the canyon. Vegetation consists of scattered grasses, including desertbroom, grama grass, cane beardgrass, and lovegrass; small trees and shrubs such as scrub oak, manzanita, catclaw acacia, sugar sumac, and juniper; and occasional yucca and hedgehog cacti. Riparian vegetation such as Fremont cottonwood and sycamore trees occur along the banks of the creek at the bottom of the canyon. PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 12) Part III.

Sources of Information Archival research was conducted at the following repositories: Arizona Historical Society, Tucson Gila County Historical Society, Globe Hayden Library, Arizona State University, Tempe History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix The key sources for compiling the written historical information are records of the AHD and technical reports prepared for ADOT over the past ten years. The available contextual information on the Pinto Creek Bridge is found to be reliable and accurate. Research was thorough, and no additional sources of information have been identified. A. Primary Sources Arizona Good Roads Association Illustrated Road Maps and Tour Book. Prescott, AZ: Arizona Good Roads Association, Reprinted.

Phoenix: Arizona Highways, Arizona Highway Department. Factual Review. Division of Economics and Statistics, Hayden Library, Arizona State University, Tempe. Gila County Economic Analysis of County Highways: FAS County Primary System. Division of Economics and Statistics, Hayden Library, Arizona State University, Tempe. Gila County General Highway and Transportation Map. History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix. Log of the Arizona Highway System Division of Economics and Statistics, Hayden Library, Arizona State University, Tempe. Pinto Creek Bridge Construction Plans, Federal-Aid Project No. History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix. PINTO CREEK BRIDGE HAER No.

AZ 97 (PAGE 13) Pinto Creek Bridge Construction Plans, Federal-Aid Project No. History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix. Arizona State Engineer. Fifth Biennial Report of the State Engineer to the Governor of the State of Arizona, for the Period July 1, to June 30, Hayden Library, Arizona State University, Tempe. Arizona State Highway Commission. Construction and Rights of Way Estimates for the Arizona Highway Department for History and Archives Division, Arizona State Library, Archives and Public Records, Phoenix. HDR Engineering, Inc. Pinto Creek Bridge Replacement Project Assessment; Initial Project Assessment. Prepared for the Arizona Department of Transportation, Project No. 060 PN 238 B. Secondary Sources Arizona Highway Department.

History of the Arizona State Highway Department. Highway Planning Survey, Phoenix, Bigando, Robert. Globe, Arizona: The Life and Times of a Western Mining Town. Globe, AZ: Mountain Spirit Press, Cross, Jack L., Elizabeth H. Shaw, and Kathleen Scheifele (editors). Arizona: Its People and Resources. Tucson: University of Arizona Press, Delony, Eric, Sara Amy Leach, Jacqueline A. Salame, Gabrielle Esperdy, Todd, Thibodeau, Corinne Smith, Joanne McAllister-Hewlings, Mary Elizabeth Clark, B. Devon Perkins, and Jet Lowe. Merritt Parkway, Fairfield County, Connecticut: Photographs, Written Historical and Descriptive Data, Reduced Copies of Measured Drawings. Historic American Engineering Record, HAER No. Fraser, Clayton B. Bridges; Arizona Historic Bridge Inventory.

National Register of Historic Places Multiple Property Documentation Form. Fraser Design, Loveland, CO, PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 14) Hewes, L.I. Some Observations on a Modern State Highway System. Papers Presented at the Sixth Arizona Roads & Streets Conference, April 16, Tucson: University of Arizona, 44 52. Keane, Melissa, and J. Simon Bruder. Good Roads Everywhere: A History of Road Building in Arizona. URS Cultural Resource Report 2003-28(AZ), URS Corporation, Phoenix, McCoy, Progress in Freeway Development in the West. In Papers Presented at the Sixth Arizona Roads & Streets Conference, April 16, Tucson: University of Arizona, 31 38. Mark E., and Fred Andersen. Arizona Transportation History. Report No.

FHWA-AZ-11-660, Arizona Department of Transportation Research Center, Phoenix, Sain, Wilma Gray. Miami: A History of the Miami Area. Edited by W.A. Haak. Globe, AZ: Gila County Historical Society, PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 15) Pinto Creek Bridge Figure 1. Location Map PINTO CREEK BRIDGE HAER No. AZ 97 (PAGE 16) Figure 2. Vicinity Map PINTO CREEK BRIDGE HAER No. AZ 97 Figure 3. The alignment of US 60, in detail from Gila County General Highway and Transportation Map, prepared by the AHD, (PAGE 17) PINTO CREEK BRIDGE HAER No. AZ 97 Figure 4. The and alignments of US 60, in detail from Pinal Ranch Quadrangle, U.S. Geological Survey, (PAGE 18)