on US 66 across the nation, including a large portion of the route within Arizona. The total sum of the multiple bond issues was $41 million (equivalent to $ in ). To further supplement the cost of paving US 66, $150,000 was (equivalent to $ in ) raised by the U.S. Highway 66 Association on June 7, 1928. Extensive preparation work in the form of multiple aerial surveys and a detailed study regarding finances and local construction logistics was also undertaken to aid in paving through Arizona. In 1928, almost none of US 66 was paved in Arizona, save for a stretch of highway between Flagstaff and Winona. This section had been paved back in 1921 with concrete mixed with locally sourced volcanic cinder. The highway was given a non-paved secondary surfacing (another term for gravel surfacing) between the Colorado River and east of Peach Springs. A section of US 66 from Crookton through Ash Fork to Williams was also paved in secondary surfacing. This section was approximately long. Secondary surfacing was also extant on a section of highway running from Bellemont to Flagstaff, as well as a section between Meteor Mountain (just east of Canyon Diablo) and Holbrook. The remainder of US 66 was graded, but had no improved surfacing of any kind. The official 1929 Highway Department map depicted surfacing and road conditions along US 66 as being mostly unchanged since the previous year, although newspapers reported otherwise. By December 1929, reconstruction was underway between Holbrook and New Mexico on completely rebuilding and realigning the highway. Similar work was being undertaken between Holbrook and Winslow, including the construction of two new bridges. Paving work began between Flagstaff and Winslow as well as between Topock and Kingman. On December 29, 1929, the state highway commission reported $508,594.94 (equivalent to $ in ) had been allocated in state funds that year to rebuild US 66, with $305,982.79 (equivalent to $ in ) of said funds being spent to improve over of the highway by years end. Much of this work included grading and draining work, paving work, gravel surfacing and bridge construction. By 1930, noticeable changes were made to the highway. The route between Oatman and a point west of Peach Springs had reverted to an unimproved dirt road. However, the route was given a gravel surface between Williams and Flagstaff. Between Topock and Oatman, the highway was fully paved,