The Infamous Black Bird Southern Oregon History, Revised

The Crater Lake Highway

A Cut-Off Road Is Proposed---It Is a Feasible Route,
Has an Easy Grade and Will Cost but Little Money.

    The establishment of the government road leading from the Rogue River road at the head of Annie Creek to Crater Lake is likely to divert a large portion of the Crater Lake travel from the natural route up Rogue River to the Dead Indian and Klamath Falls routes, and it behooves the people of this part of the valley to do something to counteract this. The road up Rogue River is admittedly the best and shortest route to follow in order to reach this great natural wonder, but in order to reach the turning-off place contemplated from this side the summit of the mountain must be crossed. This means a hard climb from either way.
    The solution of the problem seems to be the establishment of another road, loading from the main road to Crater Lake on this side of the summit. The plan is a feasible one, and the expense will not be great. This second road, naturally, must be built by subscription.
    S. S. Aiken, of Prospect, informs the Mail that some years ago the project of making a road to take the place of the present route up the side of Mt. Mazama was under consideration among the people of that locality, and that an easy, practicable route was found on this side of the summit. The road would leave the Rogue River road some distance this side of where the present one does, and crossing the head of Castle Creek Canyon, follow around the edge of what is known as the Castle Creek Flats, and with a comparatively easy grade and very little heavy work reach the lake at about the same point the road does now. Mr. Aiken estimates that this new road would be about seven miles long and that the cost would not exceed $700.
    It would have the advantage of the Annie Creek route in the fact that there would be good camping places all along, a convenience the Annie Creek road would not be so well supplied with.
    This Crater Lake travel is sure to become a source of considerable income to the valley, and it is to the interest of the people of this northern portion to secure as much of it as possible. With the bulk of the travel going around by the Dead Indian route or by Klamath Falls this part of the valley would get but a very small share, but with a good road from the railroad to the lake on this side of the summit we could secure a full share of the travel, and it is certainly worth the effort.
    The first step, to be sure, is to secure a right of way from the government, but there is not likely to be any great difficulty about that. If $700 will build that road, let's rustle around a little and see if we cannot dig it up. It is an investment from which the people of this part of the valley will receive substantial dividends.

Medford Mail, January 9, 1903, page 2

Ft. Klamath, Or., Jan. 22, 1903.
    I see in the Medford Mail, of January 9th, that there was talk of building a new road to Crater Lake, on the west side of the summit, in order to hold the travel on the Rogue River road to the lake. Uncle Sam is preparing to make a road from the head of Anna Creek to the lake and will keep the same in good repair. One good road to the lake will be sufficient for all the travel, providing the roads to get to that are made. A road from Prospect through the Red Blanket country to Ft. Klamath would make the distance between Medford and Ft. Klamath several miles shorter and would not make the distance to Crater Lake any greater. This would intersect the road from Ft. Klamath to the lake in the north part of Wood River Valley. This is a road that Medford could well afford to dig up quite freely on.
    The writer of the above is all right on many points. The road he speaks of is one that would be of great benefit to Medford and the Rogue River Valley, and is one that should be built. It will not only make the distance between Medford and Ft. Klamath and the great stock raising country east and west much less, but would be a road passable at all times of the year--something that the present road is not. But the building [of] the road our correspondent mentions does not make the road to Crater Lake from the present Rogue River road any the less necessary, rather increases. The Red Blanket route would be all right for traffic back and forth between the two sections, but the great volume of summer travel--tourists visiting Crater Lake and other scenic points--must still use the Rogue River road. If the Red Blanket route was established and the present one abandoned, the only way to get to Crater Lake from here would be to cross the mountains and go to the lake from the east side, and to get back one must retrace his steps several miles, and if he belongs on this side climb from Wood River Valley to the summit again. As it is, parties can go one way to the great scenic wonder and return another, and the object of the road proposed by the Mail was to make the trip more convenient. With the establishment of the government road on the east side and the one outlined by the Mail on the west, there would be no necessity for any retracing of steps or the second climbing of high ridges in order to make the trip "around the Horn," as it is called. We agree with the correspondent that the Red Blanket road is something Medford needs, but it also needs the other--ought to have both of them--and anything this paper or its editor can do to bring about such a result will be done.
Medford Mail, January 30, 1903, page 1

    Wagons loaded with campers and provisions are passing through here daily on their way to Crater Lake, as they are finding out that Rogue River route is the best mountain road in the state if not on the coast.
A. C. Howlett, "Eagle Point Eaglets," Medford Mail, August 7, 1903, page 5

    There has been considerable improvement on the road from Eagle Point to Fort Klamath during the past year. Mr. Peyton is putting up a beautiful residence near the Rogue River grade, besides several other homes your correspondent is unable to name. The road between Fort Klamath and the head of Anna Creek has been greatly improved, and parties are now at work building a road to Crater Lake that will be simply fine, with no hills of any consequence at all. Now if Jackson County could get an appropriation to improve the road over the summit, we would have the finest road in the state to the greatest wonder on the coast, and by coming that route tourists could see Mill Creek Falls, Rogue River Rapids, the big timber, the natural bridge on Rogue River, the Rogue River Gorge, the wonders of Castle Creek, and all the beautiful scenery along the route.
A. C. Howlett, "Eagle Point Eaglets," Medford Mail, August 14, 1903, page 7

Jackson County Adds $50,000 to $100,000 State Appropriation.
    JACKSONVILLE, Or., March 24.--(Special.)--The County Court of Jackson County today entered and ordered the appropriation of $50,000 toward construction of the Crater Lake road. This will supplement the appropriation of $100,000 made by the recent State Legislature.
Oregonian, Portland, March 25, 1909, page 4

    The injunction proceedings to restrain the state from building the Crater Lake Highway, threatened by attorney L. M. McMahon of Salem, would be an exceedingly ill-advised move, and would profit no one if undertaken. It is hard to conceive what Mr. McMahon's object is in assuming this attitude.
    To begin with, the Crater Lake bill is not unconstitutional. It is not local, but general, and will benefit the entire state of Oregon. It was passed upon, both by the governor and attorney general, and pronounced constitutional. It was drawn with this very end in view. Decisions of the supreme court in previous instances sustain its constitutionality. So that, while Mr. McMahon might delay the building, he could not prevent its final construction.
    Crater Lake belongs to Oregon, to the world. It is America's greatest natural wonder, and it is the duty of the state to make it accessible. The construction of a highway is essential and the money so expended will bring more results beneficial to the state than any money it would be possible to expend in other ways.
    Crater Lake will make Oregon famous and talked about the world over. It will bring a never-ending stream of money-spending tourists and sightseers from all parts of the globe, and be the state's greatest advertisement.
    To delay or attempt to prevent the building of the Crater Lake Highway is little less than criminal--a move typical of mossbackism and unprogressiveness that have kept Oregon in the rear of her sister states in development so long, and which the new Oregon of today is striving so hard to overthrow.

Medford Daily Tribune, May 19, 1909, page 4

People of State Will Be Asked to Aid Crater Lake Road Fund.

    MEDFORD, Or., March 27.--(Special.)--The $25,000 for the Crater Lake Highway that was expected to be signed for in this city has been subscribed after the subscription paper was in circulation only two weeks.
    Now that Medford has pledged $25,000 toward the road's construction, people of the entire state will be asked to lend their aid to the enterprise.
Oregonian, Portland, March 28, 1910, page 5

Expert Lent by Government to Aid Medford Enterprise
Here to Attend Convention.

    Benjamin E. Heidel, connected with the office of the Public Roads of the United States Department of Agriculture, was in Portland yesterday to attend the Oregon Good Roads convention. Mr. Heidel was sent to the Medford people by the government to take charge of the work of constructing the road to Crater Lake, "45 miles of macadamizing through the greatest scenic section tn the world."
    After the Supreme Court held the bonds issued for the Crater Road were illegal, the city of Medford proceeded to obtain $30,000 by private subscription, $5000 of this being raised in Portland. The work of constructing this famous highway was started some time ago and 30 men and 12 teams are now engaged in building the road on Pumice Hill, where a 33 percent grade is being reduced to 4 percent.
    "The Crater Lake road, when finished," said Mr. Heidel, "will exceed in scenic beauty the Yosemite roadway or any road that traverses the Alps in Europe. It will be a rock-surfaced driveway 18 feet in width, while the main road will have a width of 23 feet. At Pumice Hill, where we are working, there are portions that will cost $14,000 a mile, most of it being rock work. The contract, which was let some time ago, is based upon the unit system and can be continued with the present contractor until it is finished."
    The work of the Medford people starts on the Rogue River and continues 45 miles. At the end of the road the government is taking up the work and building 17 miles through the forest reserve. This takes the traveler to the edge of the park, where the government is engaged in making surveys for a 12-mile drive to the lake. Provision is also being made for 60 to 80 miles of roadway in the park proper.

Oregonian, Portland, December 14, 1910, page 12

    Time is near when Crater Lake tourist season will open.
    Thanks to the energy of the Medford Commercial Club and the cooperation of the government authorities and the county court, a much better road is offered the tourist from Medford than ever before.
    Superintendent Arant is going over all of the roads in the Crater Lake National  Park and will have them in first-class condition by July 1.
    The United States Forestry Bureau is remaking the road through the Cascade Forest Reserve and promises a much improved highway before travel begins.
    The Pumice Hill grade has been replaced by one of the best roads in the county, built by public subscription jointly with the county.
    Jackson County is overhauling and rebuilding many sections of the highway. A new road from Derby with a steel bridge across the Rogue will shorten the distance and furnish a new route. Still another shortcut is being built--a highway across the desert to a new steel bridge across the Rogue at the Jackson place.
    From being an exceedingly hard trip to the lake, the journey has become an easy day's run by auto. Each succeeding year will see further improvements, and gradually as the roads improve the number of sightseers will increase.
    Subscriptions to the Crater Lake Highway fund are now due and should be paid to the Medford National Bank at once, in order that the underwriters may be refunded the money advanced.
Medford Mail Tribune, June 21, 1911, page 4

Section of Crater Lake Highway Built by Popular Subscription,
Pronounced the Best of Piece of Road Work In Oregon.

    Members of the party that visited Prospect Sunday as guest of Colonel Frank H. Ray are loud in their praises of that section of the Crater Lake Highway built by popular subscription through the Medford Commercial Club. They pronounce it, without exception, the finest piece of road construction in the state and the
greatest improvement yet made in the roads of the county. It is 20 feet in width, 2.7 miles in length, has a maximum grade of 4 percent, and can be traversed at a swift pace by either auto or team. It has entirely changed the trip to the lake by removing its greatest obstacle--the Pumice Hill grade,
    Generally speaking, the road to the lake was never in such good shape as at present, though cut up badly in newly graded and pumice stretches by the heavy teaming done for the Prospect power plant.
    Supervisor Grieves has just finished a section of new road extending through the forest to Skookum Gorge, about four miles from Prospect.
    The forestry service has rebuilt the worst parts of the highway through the forest reserve, and cut away the brush. Contractor Natwick has established a camp near Elk Creek and has the contract for straightening and widening a mile of the worst part of the road between Trail and Enyart's. In the national park, Superintendent Arant is busy overhauling the road.
    Preparations for the care of tourists are better than ever.  Accommodations can be secured at Allen's or Middlebush's at Trail, at Enyart's, near the mouth of Big Butte, at the Prospect Hotel and in the park and at the lake.

Medford Mail Tribune, July 17, 1911, page 4

Residents Off Highway on Which Governor Would Work Prisoners
Express Fear for Families.

    MEDFORD, Or., Oct. 20.--(Special)--Residents in the vicinity of the Crater Lake Highway, on which Governor West has promised to furnish convict labor during the winter, are not pleased with the Governor's suggestion.
    According to reports received in Medford tonight the people of Trail and Prospect as well as the ranchers along the road are up in arms and intend to file a protest against the plan which, they say, will expose their property and wives and children to the depredations of criminals who are allowed to be in their neighborhood without guard and without restraint
    Governor West has submitted his offer and steps have been taken by the committee appointed by the Commercial Club and the county court to import about 25 convicts by November 1.
    The Governor has appointed Dr. J. F. Reddy to act as prison representative and take full charge of the men. Jackson County, if it agrees to the offer, will pay the men 25 cents a day and furnish them with board and lodging. The county will also have to pay the men's railroad fare. If the plan works the Governor declares the county can have men indefinitely.
Oregonian, Portland, October 21, 1911, page 6

One of Governor West's Honor Men Now at Work on Crater Lake Highway
Tells of Camp and Work--Club Is Organized.

Prospect, Oregon, Nov. 4.
    To the Editor: The convict camp near this city is now permanently established. A few of the prisoners under the supervision of John [sic] Grieve, who has them in charge, commenced work on the Pumicestone Hill yesterday morning, and it is expected that by Monday the entire gang will be put to work on the new county highway. Part of the men are at present employed at the camp, fixing up their quarters.
    The prisoners appear to be a fine class of fellows, and take to their tasks willingly, and not one has tried so far to escape. The boys have organized the Westville Club, the principal purpose of this organization being good government.
    Chas. Gay, who has charge of the commissary department, speaks highly of the boys, and is much impressed with the manner in which they enforce discipline among themselves, by means of their unique organization.
    The gang is composed of practically all mechanics, who have at some previous time represented various crafts and all [have] practical knowledge of how the work should be done.
    The camp is situated on Mr. Peelor's ranch, near the Pumicestone Hill, where fuel, water and fresh air is abundant and it appears to have a good deal to do toward enlivening the spirits of the boys, as they seem to be as joyful as school "kids." Some one of the boys was heard to remark that he was sorry that he did not have twice as much time to do and it would be a shame to "beat it" as long as the grubstake remained in its present abundant condition. If the wealth remains as good as it has been for the past two weeks, the officers in charge anticipate a great showing in the work.
JOHN W. CANON, No. 6349.
Medford Mail Tribune, November 6, 1911, page 5

Commercial Club Passes Resolution Rechristening It
"Honor Camp No. 1"--Governor West Is Commended by Club.

    "Convict Camp No. 1" is no longer to be thus designated. The Medford Commercial Club at its meeting Monday evening passed a resolution rechristening it "Honor Camp No. 1" and requesting all to hereafter call the prisoners at work upon the Crater Lake Highway "Honor Men" instead of convicts.
    Talks were made commending Governor West for his interest in this section and approving his prison policy, which it is evident has struck a popular chord.
    Monday "Honor Camp" was visited by Dr. J. F. Reddy and engineer Harmon. They found the men well contented and pleased with their surroundings and enjoying their work. A request for old magazines and literature is made to the people of Medford by the honor men. It can be left at the Pacific & Eastern depot addressed to "Honor Camp No. 1," Prospect, Ore., or given to County Engineer Harmon, Dr. J. F. Reddy or to Dr. E. H. Porter, who has volunteered his services as physician to the camp and will visit it weekly.
Medford Mail Tribune, November 7, 1911, page 6

Dr. Reddy in an Interview in the Oregon Journal Says Men Happy and
Well Taken Care of and That None Think of Betraying Trust.

(Oregon Journal.)

    After trying the convict labor on the Crater Lake wagon road for fifteen days the citizens of Medford and the section of Jackson County in which the work is being carried on are enthusiastic over the results and predict a success beyond the expectation of even Governor West, according to Dr. J. F. Reddy of Medford, who is visiting in the city.
    "When Governor West sent the convicts to us he gave the charge of them to George Putnam of the Mail Tribune, William Gerig, general manager of the Pacific & Eastern Railway and myself." said Dr. Reddy. "Of course we are not now in actual charge of the men, but we are responsible for them while they are there.
    "The camp contains twenty-seven at present and but one man is with them, Superintendent Grieves, representing the county court and supervising the construction work. No firearms, barricades, chains or anything else of that character are to be seen around the camp, and the dress of the men would not indicate that the camp was other than an ordinary road camp.
    "The convicts are far happier than at the penitentiary and all say that they would far rather be there than at Salem. We are providing them with as good food and quarters as possible.
    "Instead of looking upon the establishment of such a camp with disfavor and apprehension the people of that section are all pleased with the work being accomplished and are boosting the system. We have found the work to be a great success and very efficiently done. In fact, the efficiency of this crew is equal to if
not a little better than that of a regularly paid crew.
    "The convicts are being paid at the rate of 25 cents a day and all expenses. We have found that as far as the expense of building roads under this system is concerned it is about 50 percent of what it would be with ordinary paid labor. Thus we can make our road funds do twice as much.
    "We hope to get more men for this work and will not quit when this road is completed. The next to be taken on will probably be the Pacific Highway and after that the roads throughout the county.
    "As to how the convicts feel about being placed on their honor, an incident occurred the other day which gives an illustration. One of the men had been sent seventeen miles from camp with a team and wagon for supplies. Time passed and he did not return. The superintendent became somewhat worried. A fellow convict [said] to the superintendent that it was a safe bet that the man would return, and sure enough about 9 o'clock that evening he appeared. The men are all anxious to show that those who are knocking the system are wrong and that they can be trusted.
    "For the present we are keeping them as far as possible in the more mountainous and less thickly populated districts in order that they need not be subjected to any more temptations than necessary. When they have had their liberty long enough to become accustomed to it they will be proof against temptation."
Medford Mail Tribune, November 17, 1911, page 4

Westlake Club, Composed of Men Living at Honor Camp No. 1,
Prepares Letter of Thanks to Local Residents.

Westville, Ore., Nov. 17.
Editor Mail Tribune:
    We, the members of the Westville Club, wish to thank the citizens of Medford who so kindly assisted in promoting a source of amusement for this camp. The club acknowledges receipt of a beautiful Edison phonograph and records, a donation made by the Whetsel Music Company, also we are in receipt of several packages of  cigars, tobacco, candies, nuts, literature and other sources of amusement and gratification.
    We wish to assure those who have contributed toward this fund that we appreciate the interest and attention they have shown us, and we trust that this camp will prove, through diligence and integrity, to mark the beginning of a new and more circumspect means of dealing with the so-called criminal.
    We also wish to thank our honorable governor, Oswald West, for the confidence he has seemingly taken in us, and we are all striving to do our share toward bringing about the wonderful change he has undertaken.
    Honor Camp No. 1.
Medford Mail Tribune, November 18, 1911, page 3

In Test Case Jury Finds Subscribers to Crater Lake Highway Fund Must Make Good Their Obligations--Affairs of Crater Lake Committee of Commercial Club Aired in Court
    After five minutes deliberation the jury in the case of the Medford Commercial Club versus M. H. Payne returned a verdict for $200 in favor of the plaintiff. The suit was brought to secure payment of a subscription made to the club for the building of the Crater Lake Highway. It was a test case, as many other subscribers have withheld their payments, hoping to escape payment. About $8000 is due the club on these subscriptions, $5000 of which is due the banks who underwrote the subscriptions.
    Mr. Payne set up in defense that the subscription had been obtained by false representations, that the Commercial Club had not constructed the entire road, that the construction already done had been of no benefit to him and that consequently he should not be compelled to pay the same.
    The history of the subscription list and of the efforts of the Commercial Club to secure the construction of the highway were gone into at length and the probe inserted into the affairs of the Crater Lake Highway Commission.
    Minutes of the meeting, reports, road and sundry expenses incurred were brought out, the court allowing a wide latitude in the presentation of evidence.
    It was brought out that the subscriptions totaled about $30,000, that about $8000 was still due and collectable, that the survey made by Engineer Heidel cost $4000, that the survey notes and $10,000, secured from the underwriters, had been turned over to the county which had finished the Pumice Hill grade at a cost of $9480 additional, and that the subscription lists were in the custody of F. H. Merrick, trustee for the underwriters, to whom $5000 is still due.
    Mr. Payne stated that he had been promised by the soliciting committee that he need not pay the subscription unless $100,000 was raised, but members of the committee denied making any such promises.
    The following witnesses testified: J. A. Westerlund, F. E. Merrick, Geo. L. Davis, Geo. Putnam, W. W. Harmon, Dr. C. R. Ray, J. M. Root, Wm. M. Colvig, A. Coleman, Spence Childers, L. G. Porter, D. T. Lawton and C. A. Weaver.
    The jury was composed of: W. H. Norcross,. foreman; George Holcomb, Asbury Beall, Chas. Owens, Geo. E. Moore, J. E. Roberts, W. W. Gregory, R. P. Campbell, Grant Mathews, Frank Crump, W. A. Tresham, A. S. Furry.
Medford Mail Tribune, March 27, 1912, pages 1 and 6

History of the Effort to Get Appropriation from Congress.
    OREGONIAN NEWS BUREAU, Washington, Sept. 9.--Credit for the appropriation of $50,000 for beginning construction of a government road in the Crater Lake National Park, which was carried by the sundry civil bill as it became a law, belongs largely to Senator Bourne, and a contrary statement contained in a Washington dispatch to The Oregonian, under date of August 23, was erroneous.
    Some confusion arose over the Crater Lake road amendment early in the session, due to the announcement of Senator Chamberlain that he proposed to offer an amendment, appropriating $100,000 for this road after the House appropriations committee had turned down a like amendment submitted by Representative Hawley. This amendment, instead of being offered by Senator Chamberlain, was proposed by Senator Bourne, under agreement with his colleague, as Bourne was a member of the appropriations committee. When the sundry civil bill was reported to the Senate it carried the Bourne amendment appropriating $100,000. and both Oregon Senators aided in securing its adoption by the Senate.
    When the sundry civil bill went back to the House, that body refused to accept this amendment, along with others, and the bill went to conference. There a determined fight was made by Representative Fitzgerald, chairman of the House appropriations committee, to knock out the entire Crater Lake appropriation, but Senator Bourne, being also a member of the conference committee, resisted Fitzgerald's attacks, and when the sundry civil bill was finally reported it carried $50,000 for the Crater Lake road, half the amount of the original Bourne amendment.
    During the time the sundry civil bill was in conference, Representative Hawley appealed to the House members of the conference committee, but was turned down by the Democrats, though assured by Representative Cannon, the Republican conferee, that he would aid in getting an appropriation for the Crater Lake road. Senator Bourne insists that Mr. Cannon did not favor, but actually opposed this appropriation from start to finish, and that its ultimate adoption was due entirely to his own efforts.
    It is true that Senators Bourne and Chamberlain and Representative Hawley all worked to secure an appropriation of $100,000 to begin construction of the $900,000 road, but Mr. Hawley's efforts were blocked by a Democratic House.
Oregonian, Portland, September 10, 1912, page 2

Sand Creek-Pinnacles Route Is Completed to Rim.
    KLAMATH FALLS, Or., Nov. 15.--(Special.)--The government road builders in Crater Lake Park have made good progress this season.
    The road by way of Sand Creek and the Pinnacles has been completed to the crater's rim, a distance of six and a half miles from the limits of the park. This will be resurfaced and rolled next season.
    One and a half miles of permanent road was built from the rim toward Fort Klamath, and several miles of road cleared and partly graded.
    The Pinnacles on the Sand Creek road and Anna Canyon on the Fort Klamath road rival the lake itself in interest.
Oregonian, Portland, November 16, 1913, page 8

    By the end of the present season, 40 miles of highways will have been graded by the government in the Crater Lake National Park, leaving approximately 25 miles still to be graded and the entire system to be hard surfaced.
    Engineer Goodwin of the War Department, in charge of construction, states that an appropriation of $100,000 will be asked for work the coming year, for use in paving the main traveled roads now graded. This surface will be of the Warrenite type of bitulithic pavement, and cost approximately $10,000 per mile. The pavement will be laid 15 feet in width, with the road from Anna Creek to the rim the first section paved.
    From 180 to 200 men are now employed. As only $50,000 was secured this year, it is impossible to finish the grading as could have been done if the $100,000 asked for had been appropriated. The completed grading will comprise the road from the new Jackson County entrance to Anna Creek, from the eastern entrance up Sand Creek to the rim, from the Klamath entrance to Anna Creek, and the rim boulevard from a junction of the Sand Creek road to Anna Creek, from Anna Creek to the tavern, and around the rim for a few miles from the tavern.
    This is considered by those in charge a critical time in the life of the park. Every friend of the park must work for a large appropriation for the coming year so that improvements may be carried on uninterruptedly.
Medford Mail Tribune, August 9, 1915, page 6

Crater Lake Road Work Is Begun.
    ROSEBURG, Or., Nov. 10.--(Special)--Work on the Tiller-Crater Lake road was begun Monday when a force of men was placed at work at Tiller clearing the right of way. The work ts under the direction of C. F. Bartrum, forest supervisor, and B. F. Finch, an engineer from Portland. When the road is completed the distance of wagon travel between Roseburg and Crater Lake will be reduced 10 miles.
Oregonian, Portland, November 11, 1915, page 16

Crater Lake Highway Offers Many Attractions for Leisurely Trip.
Streams, Mountains and Forests, with Splendid Fishing Places,
Lure Traveler to Make Frequent Breaks in Journey.
(Written at Union Creek Camp, Crater Lake National Forest,
during Mr. Stovall's recent automobile tour.)

    It is the tourists who take their time and stop long enough here and there to enjoy the many beauty spots along the Crater Lake Highway who get the most, in real enjoyment, from a trip into the big Oregon playground. All the way from Medford to the stone monument that marks the entrance into the park the road is a succession of interesting features--a moving picture of wonder and charm. It is beautiful even to those who spin over the fine mountain road in four or five hours, but it is more beautiful, more impressive, to those who halt now and then.
    The government hatchery at Trail Creek is one of the interesting things. Though this is not the biggest hatchery in the West by any means, it is one of the most important, in that it keeps the Rogue and its tributaries stocked with the royal chinook, silverside, steelhead and other salmon. The little hamlet of Trail is a veritable mountain gem, and with its new hotel and improved grounds it is yearly becoming more popular, especially to Rogue River Valley folks, who can run out there and back in a day, with plenty of time to fish or bask in the cool shade.
Picturesque Falls Delights.
    A wonder that is too often overlooked is beautiful Mills Falls. Though this is not as high as Multnomah, it rivals the latter in picturesque charm and beauty. It is more wildly grand than Multnomah. It cannot be seen from the main highway, but is only a short half-mile walk--or climb--from Prospect bridge. The trail is easily followed to the brink of the gorge and is then a zigzagged stairway down the rocky bluff to the river’s edge, just opposite the base of the falls. A thousand rainbows play continually in the narrow gorge, formed by the flying white spray from the falls and the bright sunshine overhead. The ever-flying mists keep the big boulders covered with deep moss and give succulence to the maidenhair ferns that find rooting in the rock crevices.
    Rogue River Gorge, just above the falls, is one of the grandest sections of this wild river in all its course. The river here has a fall of several hundred feet within a half mile, making a roaring, turbulent cataract and offering opportunity for unlimited power. Some of this power is already being utilized by the California-Oregon Water Power Company.
    The hamlet of Prospect is no longer the unattractive "shack town" that it was in years gone by. Clean white buildings, broad grounds with a velvet-green lawn, an artificial lake, fountains, gorgeous flower beds and water flowing everywhere make the place most inviting.
Prospect Road Charming.
    At Prospect the drive through the big sugar pine woods really begins. In all the West there is a no more charming forest road than this. For miles, or all the way to Union Creek, the road winds in and out among the tall trees. In places the big pines stand just wide enough apart to allow the passage of the road. It is like driving through the fabled forests of Robin Hood. The great trees, for the most part, are bare of limbs for many feet up, the trunks being brown and smooth. The undergrowth is wild cinnamon and manzanita, two shrubs that are an ornament anywhere. Always and ever the air is delightfully cool and tanged with the rich fragrance of pine and fir.
    At the upper limit, or near the upper limit, of the reserve a short side road is reached that leads a brief mile to Rogue River Natural Bridge. A visit to this Oregon wonder is well worth the time and trouble. In all America, or all the world, for that matter, there is no natural bridge like this one. It is disappointing to those who look for high arches and tall buttresses. At this point the Rogue narrows till it is but little wider than a valley creek. It is flowing here in a gorge of lava rock, irregular, round and honeycombed. Of a sudden the river disappears--just tumbles its waters into a great hole in the rocks. Two hundred feet below, the water pours out again--gushes out from the mouth of an immense cavern at the base of a rock cliff. Undoubtedly the river takes an irregular course under the surface. This surface, all of lava, is the "bridge." It is not a high bridge; on the contrary, it is lower in the center than at either end--so low that the river runs over it during the times of freshet. But it is a real bridge for all that and in olden times was used by ranchers as a convenient crossing place with sheep and stock. In truth, before the Prospect bridge was built, this was the only bridge on the Upper Rogue.
Camping Spot Lures.
    There are holes in the honeycombed lava of the bridge. The surging of the water through the underworld cavern or passageway causes a rush of air through these holes. Some visitor fashioned a whistle from a brass cartridge and placed it in one of these holes. The continual shriek of this whistle can be heard long before the bridge is reached.
    There is a fine camp in the shade of the big pines at Natural Bridge. Here, also, is a huge open fireplace that is abundantly used and enjoyed. Fishing is good on the river here. Just a mile beyond is Union Creek Camp. This is directly on the highway and one of the most popular camps on all the Crater Lake road. Many of those who visit the lake come back down to Union Creek to camp. It is not so cold at night here. There is plenty of parking space for cars and no end of delightful places to pitch a tent. Union Creek, above the crossing, is one of the best fishing streams in Oregon. A supply store, for the convenience of campers, has been established here and there is telephone connection, not only with all the surrounding forest stations but with the outside world as well.
    So delightful is Union Creek camp that many of the touring parties remain over here from one to three days, and not a few stay for two or three weeks.
Oregonian, Portland, August 13, 1916, page 8

    It will be welcome news to Crater Lake tourists and visitors that the county court yesterday decided to make several badly needed improvements on the Crater Lake road which will make travel back and forth much more pleasant. These improvements will be conducive to increased travel between Medford and the lake and were desired by the business men.
    The court will have the road between Evergreen ranch at Flounce Rock, which is about six miles this side of Prospect, and Prospect dragged and will install a sprinkler to keep it wet down. A crew will also be set to work at removing the rocks from the road in the vicinity of Union Creek and to level and fill up the bumps between Whiskey Creek and Silver Camp.
    Park Commissioner Will G. Steel reports that up to Saturday Crater Lake travel averaged about the same as last year, although the park was open earlier. A total of 919 persons had registered as against 879 on the same date a year ago and 215 autos against 213 in 1917.
Medford Mail Tribune, July 9, 1918, page 2

The Crater Lake Road Is a Project of the State
    Jackson County people insist that they have a just claim to aid from the state highway commission.
    Improvement of [the] Prospect-to-Crater Lake road jointly by the state and federal government was approved two years ago, but no money has been spent, though bids have been called for.
    In two years Jackson County people spent $850,000 on roads. They have a paved highway from Ashland to Central Point, 17 miles. They graded 13 miles of mountain on the Pacific Highway, one of the most difficult and costly stretches of mountain grading on the route. They have built macadam roads all over the county.
    They now insist, and with much reason, that it is time for the state highway commission to further recognize Jackson's self-help and past activity in road building by granting liberal state aid. One demand is for the 50-mile stretch of road from Medford to Prospect to be improved. The route is up the Rogue River and is a part of the line between Ashland, Medford and Klamath Falls. It is also the connecting link between Medford and the Crater Lake road at Prospect. It traverses a section more or less settled, and at the same time renders more accessible one of the wonder spots of the world--Crater Lake.
    The project is not local merely to Jackson County. It is, in its wider sense, a state project, or even a country-wide project. All the world wants to see Crater Lake, and the more accessible it is made, the larger will be the part of the world that will get a chance to see it.---Portland Journal.
Medford Mail Tribune, April 10, 1919, page 4

    The Crater Lake tourist season continues to break all records, and if the present ratio of gain over the attendance of other years keeps up it is estimated that the total attendance of visitors at the lake this season will number at least 20,000. Last month 6,923 persons visited the lake, which is 1364 more than were attracted to this great nature wonder in July last year, which was the banner July record in attendance.
    The following tabulated statement taken from the official records and furnished by Will G. Steel shows the Crater Lake travel ending July 31 for the past three years:
    1917--530 automobiles and 2411 visitors.
    1918---893 automobiles and 4568 visitors.
    1919--1914 automobiles and 6932 visitors.
Medford Mail Tribune, August 4, 1919, page 2

(From the Portland Journal.)
    A road 70 miles long, with no grade exceeding 3 percent, from Medford to Crater Lake National Park! Will G. Steel, United States commissioner for the park, announced yesterday the launching of a campaign to secure funds for its construction.
    The grading will cost $700,000, he estimated. Both to grade and pave the highway would cost $1,500,000.
    Oregon's appropriation would be matched by a government appropriation. If the state highway department and Jackson County together could set aside $350,000, an equal amount may be expected from Washington.
    Mr. Steel is before the state highway commission today urging that it approve a state appropriation of 25 percent of the amount needed this year. Jackson County, he says, will furnish 75 percent of the amount. Tomorrow he will leave for Washington to interest government authorities in the project.
Grade Is 3 Percent.
    The Medford-Crater Lake Highway, outlined by Mr. Steel, will connect with the Pacific Highway. It will furnish a 3 percent route to within 1000 feet of the park boundaries as substitute for the present route, which has grades as steep as 20 percent. The remaining 1000 feet to the park boundary would have a grade of 4½ percent. The government-built road within the park has no grade exceeding 10 percent. The road that Mr. Steel proposes would have no equal among mountain highways. It would become an integral part of the park-to-park highway proposed by Stephen T. Mather, assistant to the Secretary of the Interior, in charge of national parks. It would induce a multiplied tourist travel, and spread the fame of the marvelous blue lake in the high crater of Mount Mazama.
Second Road Projected.
    Mr. Steel said yesterday that a second road project is from Klamath Falls to The Dalles. This road would at once become a favorite with tourists, both of this district and from a distance. A connecting road on [a] very easy grade between Crater Lake and The Dalles-Klamath Falls highway would be only a few miles long.
    Thus would be completed a new loop of unusual scenic attraction, including the Columbia Rver highway, The Dalles to Klamath, the short road to the lake, the 3 percent road from the park to Medford, and the Pacific Highway to Portland again.
    For a number of years Mr. Steel has been supervisor of Crater National Park.
    He resigned the position, as announced yesterday, and was appointed United States commissioner for the park. He will be given larger opportunity in his new position to carry on broad development campaigns for the benefit of Crater Lake tourist attractions. H. E. Momyer, who has been Mr. Steel's assistant, will serve as acting supervisor of the park.
    Travel to Crater Lake increased during the past season, despite the fact that the season was five weeks late. Approximately 13,000 people visited the park in 1916, an increase of 800 over 1915, and there were 1000 more automobiles than in 1915.
Medford Mail Tribune, November 24, 1919, page 3


    C. E. Gates and H. L. Walthers have returned from Portland, where, as a committee representing the Medford Commercial Club, they spent two days working to secure state and federal aid for the Crater Lake Highway, under the terms of the Shackleford and Bean bills. They secured the endorsement of the Portland Chamber of Commerce at a luncheon Friday. The chamber adopted resolutions favoring the highway. They then succeeded in securing an endorsement of the project from S. Benson, chairman of the state highway commission; Chief Forester H. S. Graves of the forestry bureau, who had been antagonistic to the project, was won over, and promised to give the subject earnest consideration. Highway Commissioner E. J. Adams was next visited at Eugene, and went on record as favoring the highway.
Passing the Buck.
    The highway commission has been passing the buck to the forestry service, which had passed it back again, and between the two, there was every probability that the five years cooperative road work between state and federal governments would entirely ignore Crater Lake Highway, and that not a penny would be spent upon it. As a result of the efforts of Messrs. Gates and Walthers, the state highway commission has recommended it, and if the highway does not receive consideration, it will not be the state commission's fault.
    The portion of the highway sought for immediate improvement is that between Prospect and the park lines, 22 miles, estimated to cost $100,000. Concerning the subject, the Portland Oregonian says:
    "Plans to make Crater Lake National Park easily accessible to automobilists are being put before members of the highway commission and officials of the forest service by Mayor C. E. Gates and H. L. Walther, of Medford, who arrived in the city yesterday in the interests of the project.
Work Would Cost $100,000.
    "The suggestion of Medford civic and commercial organizations for the improvement of the 22-mile strip, as explained yesterday, is that the state highway commission and the forest service divide the expense. The cost of putting the road into condition equaling that of the remaining stretches, as estimated, would be $100,000.
    "The reception of the plan by officials here has been favorable. S. Benson, chairman of the highway commission, meeting with Mayor Gates and Mr. Walther at the luncheon of the chamber of commerce governing board yesterday, promised his support for the project, and other members of the commission are reported to be inclined in the same direction. The chamber of commerce governors were enthusiastic in their approval of the plan.
Mr. Graves to Consider Plan.
    "The necessary government appropriation for its half of the expense has not yet been obtained, although Henry S. Graves, chief forester, with whom a conference was held yesterday, promised that the matter would receive attention as soon as possible."
    Messrs. Gates and Walthers were given a vote of thanks for their efforts by the road committee of the club, for had they not made the trip and used the utmost tact the prospect of improvement of the Crater Lake Highway would have gone glimmering.

Medford Mail Tribune, April 3, 1917, page 5

    It will be welcome news to Crater Lake tourists and visitors that the county court yesterday decided to make several badly needed improvements on the Crater Lake road which will make travel back and forth much more pleasant. These improvements will be conducive to increased travel between Medford and the lake and were desired by the business men.
    The court will have the road between Evergreen ranch at Flounce Rock, which is about six miles this side of Prospect, and Prospect dragged and will install a sprinkler to keep it wet down. A crew will also be set to work at removing the rocks from the road in the vicinity of Union Creek and to level and fill up the bumps between Whiskey Creek and Silver Camp.
    Park Commissioner Will G. Steel reports that up to Saturday Crater Lake travel averaged about the same as last year, although the park was open earlier. A total of 919 persons had registered as against 879 on the same date a year ago and 213 autos against 213 in 1917.
Medford Mail Tribune, July 9, 1918, page 2

    Five thousand substantial metal markers have been ordered by the National Parks Highway Association for use in carrying out a part of its program as planned for 1919.
    These metal markers will be distributed to the representatives of the association in five communities from Chicago westerly to Seattle, thence southerly to Crater Lake National Park.
    The entire 3,000 miles of highway it is planned will be marked from one terminus to the other in one day, tentatively agreed upon as Saturday, April 19th.
    The work will be so planned in sections that a group of live-wire citizens will cover these short sections in 10 hours or less on the day assigned. It is quite likely that National Parks Highway celebrations upon the completion of the marking will be held in the principal towns from which the crews have operated, the evening of April 19th.
    It is estimated by the officers of the National Parks Highway Association that there will be engaged in the job of marking as planned no less than 250 cars and approximately 1000 workers.

Medford Mail Tribune, February 3, 1919, page 2

    It is time that the business and commercial interests of Jackson County united to wage a campaign for the construction of the Crater Lake Highway its entire length. Some $23,000,000 of state and general funds are available for highway construction and it is the psychological time to secure the adoption of a definite plan for the necessary expenditures on this important highway.
    The Crater Lake Highway has been surveyed, located and estimates completed from Medford to the lake by  the government engineers and the right of way secured for what will be one of the scenic highways of the world. That portion between Prospect and the national park boundary, some 23 miles, will be constructed this year, the money having been appropriated two years ago--but no effort has been made and no plans adopted for the construction of the portion between Prospect and Medford.
    With the construction of the highway from Prospect to the park, the touring public will have a boulevard to and around the lake, when Prospect is reached, but a comparatively poor road to Prospect--though many portions will be utilized in the permanent highway.
    Crater Lake is the only national park in Oregon and the greatest tourist attraction in the state--but to reap the benefit, it must be made easily accessible. Klamath County is energetically striving to capture the Crater Lake tourist traffic and virtually annex the lake with a paved highway from the California border--a definite program towards this end having been adopted--and unless Jackson County acts along the same lines, traffic will come and go via Klamath, instead of in one way and out the other--as it should be.
    The Crater Lake Highway has been designated as a forest highway--that is one in which the state and the government contribute equally, the highway being constructed under government supervision. The Shackleford law is liberal in that it authorizes expenditures for roads "wholly within or partly within national forests," and under a liberal construction, the entire Crater Lake road could be constructed as a forest highway. That it was so contemplated would be indicated by the government survey of the entire highway.
    If the forestry bureau refuses cooperation, the  highway to Prospect could possibly be classed as a post-road, and constructed jointly by government and state. Some plan could doubtless be worked out with the state and federal authorities, for where there is a will, there is a way, but immediate action is necessary, or all available funds will have been appropriated with Jackson County asleep at the crossroads.
    Medford has been so absorbed in securing the completion of the Pacific Highway and Ashland in securing the Green Spring Mountain road, that they have lost sight of the Crater Lake Highway--the most important tourist asset of all.

Medford Mail Tribune, March 15, 1919, page 4

Crater Lake Highway
(From the Portland Telegram.)
    Says the Medford Mail Tribune: "It is the time that the business and commercial interests of Jackson County united to wage a campaign for the construction of the Crater Lake Highway its entire length." It holds that now is the psychological time to bring county, state and federal agencies together and put the project through. Already the right of way has been secured, and the eastern half of the road will be built this year, but nothing has been done toward the west half of the road from Prospect to Medford. [It was common to describe Crater Lake as "east" of Medford.]
    There is rivalry between Jackson and Klamath counties for a highway to Crater Lake. Medford wants no monopoly, and it does not desire that any other part of the state should have a monopoly. The highway would be eminently a scenic highway, attracting people from all over the world. Therefore the Mail Tribune advocates two roads, one from Klamath and another from Medford, so that the tourist may come in by one and on out by the other. Surely this is a liberal view.
    Our Medford friends should get in touch with Portland on the proposition. The Columbia River Highway and the Crater Lake Highway will be assets to the state and to the Northwest. If Portland can aid in any way, all that Jackson County has to do is to ask for help. It will be freely given.
Medford Mail Tribune, March 27, 1919, page 4

    The forestry service has advertised for bids for the construction of the Crater Lake Highway, in Jackson County, from Prospect to the west boundary of the national park--a distance of 22 miles--and in Klamath County from the park boundary east, a distance of three and one-half miles. A time limit of 360 fair weather working days is provided for the Jackson County end, which would string the work out over two years, while 180 days is the limit for the Klamath portion, which would finish the work this year. The result will be that the Medford road will be torn up two years and the Klamath road only one year--thus retarding the travel from this side.
    Bids are called for to be opened at 628 Post Office Building, Portland, at 10 o'clock, April 11. The Prospect section work is described as follows: Clearing and grubbing, 200 acres; common excavation, 87,000 cubic yards; rock excavation, 9,000 cubic yards; concrete pipe culverts, 38,000 lineal feet; concrete in bridges, 600 cubic yards.
    The Anna Creek section work consists of clearing and grubbing, 14 acres; unclassified excavation, 6000 cubic yards; log and concrete pipe culverts, 150 lineal feet.
    Contract forms, maps, plans and specifications can be seen at the office of L. I. Hewes, district engineer, Portland.
    Half of the cost is paid by the state, half by the government, and $3,000 by Jackson County.
Medford Mail Tribune, March 27, 1919, page 5

    The following extracts from the Oregonian show that the Jackson County delegation was not overlooked at the recent highway commission meeting nor the county's interests forgotten:
    Assurance was given that as soon as possible the Crater Lake road section from Medford to Eagle Point, 12 miles, will be paved. Jackson County offers one-fourth. The county is willing to do the contract. Government action will be the only delay on this project.
    "I'm the man that defined ‘hard surface,'" admitted W. H. Gore, banker of Jackson County. "You'll find paving very explicitly defined in the 1919 road law. I put it there. With that definition there is no longer any doubt on the subject." And Mr. Gore grinned, as he rambled around the Imperial lobby. Mr. Gore was a member of the roads and highways committee of the house.
Medford Mail Tribune, April 17, 1919, page 6

    County Judge Gardner, who with W. H. Gore and E. V. Carter of Ashland was in Portland conferring with the state highway commission about proposed new highways in Jackson County, has returned home enthusiastic in regard to the construction jointly by the government, state and county of a new road between Medford and Eagle Point.
    The state highway commission has agreed to send at once an engineer to make a survey of the proposed new highway between Agate and Eagle Point. The government will aid in the expense of the road's construction, and as soon as the commission gets the route located will call for construction bids three weeks later.
    The projected new highway between Prospect and the boundary of Crater Lake Park, on the Medford-Crater Lake highway, is hung up temporarily, Judge Gardner reports. Bids were advertised for but only one bid was received, which was rejected on account of being too high. The commission will readvertise for bids right away.
    Judge Gardner reports that the Jackson County delegation received hearty support in Portland for both the Medford-Eagle Point and the Medford-Crater Lake road projects. The Portland chamber of commerce this week adopted the following resolution:
    Whereas, there has been a petition presented to the state highway commission asking the state of Oregon to cooperate on paving 12 miles of road from Medford to Eagle Point, United States government to furnish 50 percent, state of Oregon 25 percent and Jackson County 25 percent of construction costs; and
    Whereas, said proposed improvement is on the state road leading from Medford to Klamath Falls which road is known as the Crater Lake road; and
    Whereas, the said road is a post road as well as a state road, carrying mail to more than a dozen post offices in the southern part of the state as well as a road leading into the vast undeveloped forest area and of great value from a commercial standpoint as well as a tourist, and of state and national importance:
    Therefore, be it resolved, that this body endorse and recommend to the state highway commission that the state participate and approve said Crater Lake road project and to that end cooperate with the U.S. government and Jackson County in paving said section from Medford to Eagle Point during the season of 1919.
Medford Mail Tribune, April 18, 1919, page 4

    No time is apparently being lost on setting the preliminary work in motion for the construction of the Medford to Eagle Point highway this summer, which project was recently agreed on at Portland, the county to pay 25 percent of the cost, the state 25 percent and the government 50 percent. K. E. Hodgman, division highway engineer, made a survey of the lines of the highway last Saturday and will make his report to the state highway commission. The latter body will in turn report their findings to the post roads department of the government for approval, bids will be advertised for and the contract let.
    When the project was being considered by the highway commission and one of the members expressed fear that no contractors could be found to undertake the work this year, W. H. Gore, E. V. Carter and County Judge Gardner, who were representing this county in urging the adoption of the project, at once assured the commission that there need be no fear on that score, for if no contractors bid on the work, the county and people themselves would furnish responsible persons to do the work. Since that time, Judge Gardner said today, it has been learned that several contractors have signified their intention to bid on the construction work.
Medford Mail Tribune, April 29, 1919, page 5

    That snow drifts prevent auto travel toward Crater Lake farther than Union Creek was the report brought back to the city Monday afternoon by Billy Hooker, who undertook to take a passenger as far as possible toward the park boundary line yesterday. The passenger was a Portland contractor who plans to bid on the construction work of the new highway to be built between Prospect and the Crater Lake park boundary line.
    They left Medford at 6 a.m. in Jim Leslie's Ford car and were back in the city at 2:30 p.m., which speaks well for the condition of the roads, especially when it is considered that they stopped at places beyond Prospect for the contractor to look over the ground, and halted en route home at James Grieve's hostelry for lunch.
    Mr. Hooker reports that the road beyond Prospect is in fair shape for this time of year, with comparatively little mud and very few blockading snow drifts. Two drifts only bothered [them], and they were rounded by circling through the brush. They were about two feet deep.
    But at Union Creek all progress was stopped by a large drift of snow about three feet deep which could not be encircled. Nothing but snow drifts could be seen ahead. The contractor was especially desirous of going further to look over the ground where rock work must be done in constructing the highway. Coming back the contractor desired to turn off and go down the road to the natural bridge, but after a short distance in this direction a big drift impeded their progress.
    Between Medford and Prospect the road is in fairly good condition, Mr. Hooker says, and in the section along McLeod crews with road scrapers are at work.
Medford Mail Tribune, April 29, 1919, page 4

    J. F. Brown of Eagle Point returned from Portland this morning where he bid on the 22 miles of Crater Lake Highway and succeeded in securing the lowest figure. Those interested in the construction are Geo. B. Brown & Sons, Wm. von der Hellen and C. H. Natwick. Mr. Brown says they expect to use the cement tiling made at home in their construction work and will employ Jackson County men on the work if they can be secured.
    Everybody will be glad to know home people were successful in this bidding and hope home contractors will secure the 33 miles of Pacific Highway work to be let next Tuesday.
Medford Mail Tribune, May 2, 1919, page 5

    K. E. Hodgman, district engineer of the Pacific Highway, has returned from Salem and says the commission has decided not to pave the section of the Crater Lake Highway from Medford to Eagle Point this year but will make permanent surveys of the Crater Lake Highway, and locate the same from Medford to Prospect, via Eagle Point, which has not been done, and will first lay macadam and then pave afterwards.
    This means the Eagle Point section of the road will not be paved this year and that no macadam will be laid on that road this year. This road was all arranged to be paved to Eagle Point this year and the commission was ready to advertise for bids, but a row was raised among our own people with the result of losing the work this year.
    The Clark-Henery Company is laying about 800 feet of base and 1200 of macadam daily on the Gold Hill-Central Point section of the Pacific Highway.
    Schell and Campbell are making splendid progress on the highway from Grants Pass to Gold Hill and have several miles completed.
    Oscar Huber is getting everything in readiness and will soon be laying pavement over the Siskiyous.
    Mr. Gilbisch, contractor for grading one section of the Green Springs Mountain road, is at work. The county court has the other section and hopes to get started soon.
    Brown, von der Hellen & Natwick, contractors, are making the dirt fly on the Prospect-Crater Lake road.
    Mr. Hartman, of Jacksonville, has the contract for the two small trestles between Central Point and Gold Hill. Mr. Parker is building the concrete bridge across the Rogue River at Rock Point.
    All this road activity furnishes employment for lots of labor and in a week or two twice as many men will be at work on the roads.

Medford Mail Tribune, July 16, 1919, page 6


    Provided the government agrees to cooperate, construction work on the Eagle Point link of the Crater Lake Highway will begin early this fall, according to the state highway commission. Plans for the project have been completed by the commission's engineering department, and will be submitted to the government for approval in the immediate future.
    The link extends from Medford via Eagle Point to Trail, near which it crosses the Rogue River, and the plans contemplate the construction as a post road. It will be of macadam construction. The total cost is estimated at approximately $800,000, toward which sum it is intended the government shall contribute 50 percent, and the state and Jackson County 25 percent each.
Route Is Changed
    Eagle Point was not included in the original government survey, the commission revising it to include this town and adjacent territory at the request of County Judge Gardner and William H. Gore, of Medford, and E. V. Carter, of Ashland, who represented the commercial organizations of their two towns.
    The original survey led from Medford to Dodge bridge, and included approximately seven miles more of scenery. Because of this there was more or less protest against a revision of the route, and it has led some to fear the government might not cooperate.
    The reasons for making the revision were that it would lessen the construction cost approximately $200,000, and the new route serve considerable of a settlement in the northern part of the county. The highway department is of the opinion that the government will agree to cooperate.
Survey Revised
    With the view of reducing the construction cost the original government survey from Trail to Prospect has also been revised by the highway commission. The revised survey follows closely along the present road. While the scenery along this road is magnificent from Trail to the Cascade Gorge, the road from there on leaves the river, and very little of the stream can be seen from there to Prospect. Prior to the construction of the link the engineering department intends again to examine the route and if it develops any of the picturesque scenery is sacrificed, the route will be changed so as to include it. It is planned to build the link following the completion of the Eagle Point project.
    Grading on the link between Prospect and the park boundary, a distance of 22 miles, is now under progress, and will be completed by fall. The government and state are cooperating in the grading on a 50-50 basis, and it is planned also that the two shall cooperate in the macadam construction. It is hoped that the project may be macadamized next year.

Medford Mail Tribune, July 28, 1920, page 3

    It begins to look like business in the matter of the proposed improved Crater Lake road between Medford and Trail, which improvement will be shared jointly by the post roads department of the government and the state and county. The estimated cost of the grading and macadamizing is over $500,000, the government to contribute 50 percent and the state and county 25 percent each. Work will be begun just as soon as the route is chosen.
    C. L. McKesson of Portland, government engineer, C. C. Kelley and C. B. McCullough of Salem, assistant state highway engineer and state bridge engineer respectively, spent Monday and today with Kenneth Hodgman, the state highway district engineer in inspecting the two routes, the one by way of Eagle Point and the other by way of the Rogue River. The decision is expected to be made soon and the improvement work may be begun by fall. The county court favors the Eagle Point road.
Medford Mail Tribune, August 17, 1920, page 6

The Crater Lake Highway
    Which shall it be, the Rogue River route or the Eagle Point route?
    The government selected the river route, and I don't know who wants the Eagle Point route besides the people that live on that route and the county court, which I see in the paper is inclined to favor the Eagle Point road.
    It seems to me that this is another squabble simply and purely like the Rogue River fish controversy. On the one side, the whole of the people and taxpayers and on the other side just a few grabbers. The river route is the most direct, and a continuous scenic panorama as soon as we come to the river.
    Here we have the natural grade of the river which is very low, only 5 percent, if I remember right.
    The river route will accommodate just as many people and farms as on the Eagle Point route.
    On the river route is practically no sticky to go through: I can account for only two acres of it, and the Eagle Point route is over half desolated desert, and the rest is heavy sticky. which is very hard to make a road through.
    In order to make a solid road in sticky, we have to take away the sticky about three feet deep and replace it with solid material such as rock gravel which will stand up during the rainy weather. It is hard enough to build a good concrete road on free soil, which you will notice by taking a ride over the Pacific Highway from Medford to Phoenix. You will notice a crack an inch wide crooked like a snake's trail, all along through the center of the highway. I just saw it with my own eyes yesterday and saw them repair it. I went as far as Phoenix and I don't think I ever lost sight of that crack in the road.
    So you see it is hard enough to build a good road even on free soil.
    My experience is that a sticky road has to be graded and foundationed at least 5 or 6 years before it can be successfully surfaced. As a road foundation on top of sticky or through sticky is bound to settle more or less through every rainy season, only God knows for how long, and squashes the mud or sticky out on both sides from under as long as there is a chance for the water to soak in and the roadbed to settle down.
    Unless we would go to the expense and make the roadbed about 60 feet wide and make the concrete three feet deep and reinforce it crossways with steel.  Otherwise the water will soak in under from both sides and leave a hard and dry streak in the center under the concrete and the concrete roadbed will break over that hard streak just as you break a stick of wood over you knee, and leave a wide gap in the middle of the road, crooked or straight as it might happen as far as the sticky goes.
    To make it short, to build a road over sticky costs twice as much as over the average free soil and should not be surfaced very soon. I understand if they take the Eagle Point route they are going to put a rock crusher just this side of Eagle Point. There they have to gather up the rocks to quarry them, haul them to the crusher and load them again and haul them out again on the road.
    If they take the river route, things are decidedly changed. We have the most wonderful natural asset to fall back onto three big mountains of natural crushed shale rock, just the right size and of indisputable quality and quantity.
    I ascended one of these mountains shout two miles wide and 200 feet high and it is nice crushed rock from bottom to the top.
    I happened to run onto this big mountain, then met Mr. Hanna who lives close by. He told me there were two more of these mountains of crushed rock. For the last ten years as I have traveled up the river on my fishing excursions, I have always wondered whenever I drove over one of those spots on the road which they had faced with that natural crushed rock, how far they hauled it and where it came from and even stopped my car and got out and examined it and wondered why they didn't fix more with it.
    Now all we have to do is to install a steam shovel, load it on the trucks and dump it on the road any thickness we desire, as we have enough to build a highway from here to New York.
    As far as this crushed rock is concerned, it is absolutely durable and good to build concrete roads with as any other road with. This crushed rock has been lying there for many thousands of years, exposed to all elements, rain, cold, sun heat and brush and timber fires. Some of the rocks are burned red in large patches as much as a foot deep that certainly required a tremendous heat and got many thousands of times and frozen and heated again and so on etc., and yet they are just as hard and intact and show no rot.
    Now if we build a road which the government selected, we will have easy access to that crushed rock and eventually build perhaps most of Jackson County's roads out of that rock, including the Eagle Point road, and I heard a good engineer state that if they would build the river road up to Trail out of that crushed rock first and the Eagle Point road next, and use the same natural crushed rock, it wouldn't cost much more to build both those roads than it would cost to build the Eagle Point road and crush the rock.
    I know there are not very many taxpayers in Jackson County who know of this natural resource, so I felt it my duty to let you know, through our kind editor, who cheerfully donated this space in his paper for our benefit.
Medford Mail Tribune, September 21, 1920, page 5


    It was my privilege to attend the recent Park to Park convention in Denver, where I was brought in close contact with national highway plans, particularly as they have to do with the Crater Lake National Park, and while a tentative route for the proposed Park to Park Highway was agreed upon as outlined by Col. Westgard in his wild rush through the country, still it is tentative only, and the task of permanently locating it will be put up to the general government, and will await developments so it stands up in hand to prepare for a decision that shall be favorable to the best interests of Crater Lake.
    The most comprehensive and effective road building program in the history of this country will be presented to the next Congress, supported by the American Automobile Association, which organization has worked out with infinite care and forethought all plans of that character, since automobiles have come into general use. These plans will not only embrace every section of the nation, but will require a series of years to be worked out.
    That portion of the program affecting the construction of a highway to connect the great national parks of the country directly affects this region and should receive the immediate attention of every citizen in Southern Oregon. To this end purely local issues should be forgotten and all sections get together and work out a plan satisfactory to all concerned, with the single thought of developing Crater Lake. Forget each of the half dozen roads leading to it and recognize all as one unit, under one name, which is suggested as the Crater Lake Highway.
    At this time Lane and Klamath counties are preparing to open the park to the north, thus reducing the distance from Crater Lake to Portland and all other northern points by 126 miles. During 1921 the present prohibitive grade will be reduced to six percent, and a northern entrance to the park will be in order.
    It then becomes necessary to unite the six roads under one name to avoid confusion in Washington and elsewhere, so that the Crater Lake Highway will be as follows: From Goshen, on the Pacific Highway, in Lane County, following the Willamette military highway to the summit of the Cascades, thence along the summit by the Skyline Road to Crater Lake, then over the Crater Lake Rim Road and the roads of the park to park headquarters, thence over the Medford-Crater Lake Highway to the Pacific Highway at Medford. Also, from park headquarters over the Klamath road to Klamath Falls, thence over the Green Spring Mountain road to the Pacific Highway in Jackson County near Ashland.
    Please bear in mind the fact that all great national highway constructive legislation has been worked out and presented to Congress by the American Automobile Association, and that the Oregon State Motor Association is a branch of that institution, and you will comprehend what it means to this community to have the latter organization working in our behalf.
    With rare exceptions, only such tourists visiting Jackson County as leave home with the idea of seeing Crater Lake will make the trip, as they seriously object to doubling back, particularly for a distance of over 80 miles. With one of the most scenic roads in the world leading to the north, they will practically all go through the park, and instead of having 20,000 visitors as in 1920, it will not be long until the figures will pass 100,000 and Jackson County will become a great tourist center.
    If Jackson, Klamath and Lane counties will get together, as suggested, and work in harmony, the Oregon State Motor Association will place permanent offices in Medford, Klamath Falls and Eugene, and together with the American Automobile Association and the National Park to Park Association, will cause the proposed Crater Lake Highway to become an important section of the proposed National Park to Park Highway, supported by the general government.
    If liberal support is accorded the Oregon State Motor Association, it will not only maintain a permanent office in Medford, but among many other things, it will send to every visitor to the park during the past season a letter, requesting him to intercede with his congressman in support of the measures, agreed upon by the three counties mentioned. This work is expected to be appreciated and a strong membership provided, for which purpose I have been sent here to secure a membership of 200 in Jackson County, which will in part pay the necessarily heavy expense of maintaining an office and carrying on the publicity work of turning tourists this way from all parts of America. At these offices the latest road maps and reliable road information will be provided to members and tourists.
Medford Mail Tribune, December 3, 1920, page 9

    At a meeting of the county court Tuesday a sprinkler was ordered placed on the Crater Lake Highway between the Dodge Bridge and Long Bridge to settle the dust. This is a new stretch of road and has been the source of some complaint from tourists, being the dustiest stretch on the way to the scenic wonder. By use of water, this will be eliminated and the road material hardened.
    A new road was ordered established between Dodge's Bridge and the new Crater Lake Highway, in the Eagle Point district, producing a direct route from Bybee's Bridge to the highway, and doing away with some hill climbing.
    A contract was granted Chris Natwick for the hauling of gravel from Reese Creek to put on the Reese Creek road. This will be finished before winter.
    The supervisor was ordered to make the necessary repairs on the Trail road at once, and before the winter rains. Citizens of that section recently appeared before the court and testified that the road was in bad shape, and that they risked their lives and limbs in attempting to travel over it in bad weather. The repairs will be temporary.
    A large batch of bills were considered, approved and disapproved.

Ashland Weekly Tidings, July 27, 1921, page 1

    Crater Lake keeps the county court of Jackson County busy. The main ambition of the county court for several years past has been to push the completion of the highway up to the lake, and now Judge Gardner of Jacksonville is in town with his commissioners and Ben Sheldon of the Chamber of Commerce to ask the highway commission to do more road work. The highway commission, explains the judge, hasn't used up all the money the county has given for this highway, and the court craves that the road be paved from Medford as far toward the lake as the money will go--say seven miles, anyway.--Oregonian.
Medford Mail Tribune, September 1, 1921, page 3

Medford-Crater Lake Highway.
    Two routes are being used, one via Central Point, Bybee Bridge, Trail and McLeod to Prospect, the other via Eagle Point, Reese Creek school house, Derby to McLeod and Prospect. Traffic is advised to use the one via Trail.
"Weekly Report on Pacific Highway," Medford Mail Tribune, September 10, 1921, page 10

    For the building of a resort at Union Creek on the Crater Lake road from Medford, the United States Forest Service will grant a special use permit to the bidder who makes the best offer from the standpoint of handling tourist travel, C. J. Buck, assistant district forester in charge of recreation, announced Wednesday.
    Minimum requirements are that $7000 shall be expended before July 1, 1920 [sic], $4000 of which must be spent before August 1, 1922. There must be at least three cottages erected by next August 1, and at least 12 put up by July 1, 1923. The plans call for a water system, store, lunch room and gasoline station. The cottages must be 12x20 feet in size.
    Union Creek is located about 12 miles from Prospect, is near the Rogue River Gorge and not far from the Natural Bridge. The resort site is just opposite the Union Creek camp grounds, where thousands of persons stop annually on their way to Crater Lake.
    Advertising of resort sites available for development is an innovation of the Forest Service and is being done with the idea of obtaining the best possible services for the public.
Medford Mail Tribune, November 17, 1921, page 8

    Word reaches Medford that the matter of improvement of the Crater Lake Highway between Trail and Prospect has been worked through at Portland, and most of the work on that link in the road to the lake will be done next summer, with the last of the rocking in all probability the following summer,
    Ben Sheldon, president of the Chamber of Commerce, and the members of the county court appeared before the state highway commission twice and in addition had a lengthy session with the district forester and the engineer of the U.S. Bureau of Roads. Under the cooperation provision of the federal law authorizing the expenditure of federal money on this road, the contracting will be done under the supervision of the federal authorities. Mr. Cecil, district forester, and Mr. Purcell, the road engineer for the government, assured the Jackson County delegation that contracts would be let just as soon as the surveys made for this section had been checked up and approved and the funds were in hand. It is believed that this can be done so that actual construction work can be commenced early in the spring.
    The importance of keeping the road open to travel during the months of July, August, September and October so as not to interfere with the Crater Lake travel was impressed upon the forestry men by the local speakers, and satisfactory assurances were made that a most earnest effort would be made to so direct the contracting work that those sections where construction work would necessarily block traffic could be worked out during the earlier or later months of next season.
    At the October meeting of the highway commission, Mr. Sheldon obtained assurances of work during the forthcoming season up as far as Cascade Gorge. This last negotiation has increased the work contemplated so as to include the six miles between that point and Prospect. This work, when completed, and taken in conjunction with the work between Eagle Point and Medford, a contract for which was authorized by the commission at Portland last Thursday, will close every gap between this city and the lake so far as a standard grade is concerned and will provide for the macadamizing of the same to a point six miles above Prospect.
Medford Mail Tribune, December 19, 1921, page 3

    The federal roads department and the state highway commission appropriated $300,000 for road construction contracts to be let this year on the Crater Lake Highway. The contracts for grading and macadamizing the two units let last week amounted to $175,000. The bridges will cost about $75,000. This will leave about $50,000, provided there are no additions to the contracts let, to assist in helping close up the nine-mile gap between the Cascade Gorge and McLeod bridge.
Medford Mail Tribune, April 27, 1922, page 3

    F. W. Hudson, the man who was first to reach Crater Lake in an auto this year, going in from Klamath Falls Sunday, June 25 in a Ford coupe, was in Medford Thursday. He reached Kerr Notch and had to walk from there to the government camp, 12 miles, being exhausted when he reached camp and was sick several days.
    Mr. Hudson was very proud of the honor and of the loving cup given him by Klamath Falls business men.
    Mr. Hudson made wonderful time from the government camp at the lake to Medford. He had dinner with Superintendent Sparrow Friday, left the camp after one p.m. and was in Medford at 4:55 p.m. He says he took just 3½ hours running time on the trip.
    Mr. Hudson went to Ashland Thursday evening to visit his mother, Mrs. C. W. Butler.
Medford Mail Tribune, June 30, 1922, page 7

    Motorcyclists from various coast points will gather in Medford Saturday, July 29th for the annual motorcycle run Sunday to Crater Lake, which is being fostered by W. R. Gaylord of this city. This year's tour will include Crater Lake, Anna Creek Canyon, the rim road, Pelican Bay and the Dead Indian country, and already word has been received from several motorcycle fans who plan on participating. Ice and snow climbing on the rim road will be a novel feature of the trip, and a big campfire will be enjoyed at the Crater Lake lodge.
    Prizes for the tour are to be awarded by various companies who are lending their support to the project. This year's prize list will be:
    Gold Medal--For the machine touring the longest distance to make the run. Offered by the Harley-Davidson company.
    Schebler Carburetor--For the machine bringing a lady the longest distance for the run. Offered by the Wheeler-Schebler Carburetor Company.
    Corbin-Brown Speedometer--For best scenic photo taken en route showing motorcycle. Offered by Harley-Davidson Motor Co.
    Traxion Tire and Inner Tube--For neatest sidecar outfit. Offered by United States Rubber Co.
    Red Inner Tube--For neatest solo outfit. Offered by Firestone Tire & Rubber Co.
    The Crater Lake motorcycle tour is becoming an annual feature, gaining publicity in every section of the country. Last year between fifteen and twenty machines participated and the several national touring and motorcycle magazines carried stories and pictures of the run. Entries in this tour were made from as far north as Seattle and as far south as San Diego.
Medford Mail Tribune, July 20, 1922, page 3

    Twelve motorcycles left Saturday morning for Crater Lake on the annual Harley-Davidson tour under the leadership of W. R. Gaylord, local Harley-Davidson dealer. The machines came from various parts of the Pacific Coast, the most distant point being San Diego.
    After arriving at the rim it had been planned to make the trip around the rim over the ice and snow but much to the disappointment of the riders the snow had been blasted from the road and there remained nothing but sand and gravel. No element of adventure therefore was promised by a trip around the rim and the venture was abandoned.
    The party split after a big camp fire and marshmallow roast and some left for Diamond Lake, others for Pelican Bay and others for Bend and Eastern Oregon.
    Charles E. Forsythe, winner of the Harley-Davidson company's gold medal awarded each year to the rider coming the greatest distance to participate in the run, captured the coveted prize again this year and threatens that he will do so again next year.
    Ed. Stanwood of Medford took the prize for the neatest solo outfit on the run while Mrs. Frank Poole of Roseburg took the prize for having the neatest sidecar outfit.
    The outfit bringing a woman the longest distance received a prize of a new Schebler carburetor. This was taken by Mr. and Mrs. E. Rettig of Portland.
    The prize of a Corbin-Brown speedometer for the best photo taken during the trip has not as yet been awarded, as all of the participants of the run will not likely return to Medford until the end of the week, many of them being determined to enjoy a few days' outing at the lakes and on the trout streams in the national forest. Mr. Gaylord will ask Tom Swem to judge the pictures and pick the best one for the prize award.
Medford Mail Tribune, August 1, 1922, page 2

    PORTLAND, Ore., Dec. 14.--To urge the construction of the last gap in the Crater Lake road, a Jackson County delegation has arrived to meet the state highway commission.
    There remain nine miles between Prospect and Trail to be graded and surfaced to complete the road from the lake to Medford. Jackson County already has expended $500,000 on the highway. The cost of the nine miles of grading and macadam is estimated, roughly, at $300,000, and the Jackson County court wants the work done as a cooperative project between the highway commission and the government. The commission is said to view the matter favorably in order that the state can reap the benefit on the money already invested in the road.
    G. A. Gardner, judge of Jackson County, says that the nine miles can be graded in winter--this winter--and be completed before the travel starts next season. This section is along the Rogue River, and there is no way for a detour. Because of this particular situation, Judge Gardner is eager to have the contract let and the work started during the winter so that the grade will be in readiness for the traffic in spring. it is said that government men want a surfacing placed on another section of the highway. The county is willing to agree that if the nine-mile section is graded the county will run water wagons on the dusty division which the government wants surfaced.
Medford Mail Tribune, December 14, 1922, page 8

Report on Crater Lake Road
    PORTLAND, Ore., July 2.--Medford-Crater Lake highway open for travel.
    All this summer there will be a good travelable road between Medford and Crater Lake, according to the local office of the bureau of public roads, U.S. Department of Agriculture. Tired business men who wish to be rejuvenated, tourists who desire to see one of America's scenic wonders, and campers who enjoy the easy freedom of the forests, and the fishing in the mountain streams, may all get into their automobiles and make the trip to Crater Lake with ease and comfort.
Log of the Road
    Medford to Trail, 25 miles--Surfaced, all year round road, in good condition.
    Trail to McLeod, 7 miles--Surfaced, all year round road, in good condition.
    McLeod to Cascade Gorge, 9 miles--Now being graded by the state of Oregon, and maintained in a satisfactory condition for travel.
    Cascade Gorge to Prospect--6 miles, graded road in good condition.
    Surfacing of Easterly [sic] 5 miles, now being completed.
    Prospect to park boundary--22 miles, road in good condition.
    First 8 miles from Prospect surfaced, and the balance graded.
    Park boundary to Crater Lake--12 miles, graded road.
    Total distance, Medford to park boundary, 69 miles.
    Total distance Medford to Crater Lake, 81 miles.
Medford Mail Tribune, July 5, 1923, page 7

    "Sunset on the Rogue" is the entirely appropriate name for a new tourist auto park to be opened this Sunday by Mr. and Mrs. S. W. Hutchinson of this city. The park is located on the bank of the Rogue River, about 25 miles north of Medford on the Crater Lake Highway.
    The general store on the camp grounds, at which tourists may obtain refreshments, groceries and other supplies, will be opened this Sunday, and in the near future summer cottages and tent houses will be constructed for the convenience of guests, which will be partly or completely furnished for those who do not carry their own tent and camping equipment. Other resort attractions will be added as soon as time permits.
    Because of its easy accessibility to Medford on the Crater Lake Highway, and with its fishing and swimming attractions, "Sunset on the Rogue" will undoubtedly prove popular to local people as well as tourists.

Medford Mail Tribune, May 10, 1924, page 2

    The Medford and valley motorists need have no hesitation about going over the Crater Lake Highway on Fourth of July trips to Crater and Diamond lakes, the Prospect, Rogue Elk and other resorts, as the oiling, as announced yesterday morning, was discontinued for the year Wednesday evening. No oil was poured yesterday, and today gravel is being poured over the road where the oil had been spread, and the oiling machinery was being taken away from this district.
    By Saturday morning this oiled section of about three or four miles this side of Trail Creek will be in fine condition for travel. As it was yesterday and the evening before, local cars, including the Crater Lake stages, came through over the oiled section without splashing one bit of oil on them.
    The news published yesterday that the oiling program had been discontinued for the year was received with much satisfaction and joy by local and valley motorists and also tourists.
Medford Mail Tribune, July 2, 1926, page 6

Crater Lake Road
    Set speedometer at zero at corner Riverside and Main streets in Medford, east across Bear Creek, three blocks, turn north and follow Crater Lake Highway, good macadam road.
    2 miles. Camp Jackson, U.S. military reservation.
    10.9 miles. Eagle Point service station, right side of road, lunch goods, fine view of Mt. McLoughlin.
    At right, road to Eagle Point, a thriving city on the banks of Big Butte Creek, splendid fishing, free camp ground.
    15.8 miles. Butte Falls road to right.
    21.4 miles. Cement bridge, affording first view of the Rogue River. Excellent fishing.
    Shady Cove, cabin sites, south end of bridge to right. Fishing, bathing, boating.
    23.7 miles. Middlebusher hotel and store. Service station, homey mountain resort on the Rogue River. Steelhead fishing.
    26.3 miles. Sunset on the Rogue, tourist camp.
    26.8 miles. Rogue Elk Hotel, A. B. Shepard, proprietor. Camp grounds, beautiful mountain resort, service deluxe, dancing pavilion, cabins on bank of Rogue, good fishing.
    27 miles. Rogue Elk Camp, on Elk Creek, near junction of the Rogue, excellent fishing, camp grounds.
    27.1 miles. U.S. government fish hatchery.
    30.1 miles. Casey's Auto Camp on the Rogue, rustic inn, excellent meals.
    30.6 miles. McLeod Camp on the hanks of the Rogue, service station, store, confectionery. New cabins, good fishing.
    43.3 miles. Kandy Kitchen, Skookum Gorge. Homemade candy and pies, ice-cold spring water, camp grounds, store, service station.
    44 miles. California Oregon Power Co. hydroelectric plant, one of the largest power plants on the Coast; beautiful view of the canyon below.
    45 miles. Mill Creek Falls to right of road, concrete bridge, wonderful falls. This is truly one of the beauty spots on the Crater Lake Highway.
    45.7 miles. Prospect, a thriving village in the heart of the pine forests; school, gymnasium, dance hall.
    The Prospect Resort, conducted by Mr. and Mrs. Jim Grieves, one of the most noted resorts for meals and service on the coast. Modern hotel and cottages, beautiful grounds, general store, garage, service station. Best of fishing.
"Summer Vacation Directory," Medford Mail Tribune, August 29, 1926, page 11

'Gates Process Paving' Will Be Used to Crater Lake
Entrance--Pacific Highway to Be Widened by Same Method
    Preliminary work for the oiling of the Crater Lake Highway is now under way, and the actual work will start early next spring, according to State Highway Commissioner C. E. (Pop) Gates of this city. Gravel is now being distributed, the  machinery being at Union Creek this week. Next week work will start distributing gravel along the highway between this city and Eagle Point.
    According to Commissioner Gates, the oiling will be completed before the tourist travel starts.
    The oiling will be by what is called the "Gates process." It consists of mixing oil and gravel and rock to the proper consistency, and then rolling with a steam roller. It is then left to harden. A mile of the "Gates process" was used on the Crater Lake Highway, near this city, and has proven highly satisfactory and able to stand the heavy travel.
    "When the oiling is completed," said Commissioner Gates this morning, the Crater Lake Highway will be free of dust and a pretty boulevard.
    The highway commission at the present time is leveling six feet on both sides of the Pacific Highway for a mile south of this city limits, and will apply the "Gates process" over the filling and the present pavement. This will be an experiment, and if it tests out satisfactorily, eventually the Pacific Highway will be given the same treatment as far as Ashland, and maybe further. The experiment will give this city an 18-foot pavement to the fairgrounds and beyond, enabling four cars to travel abreast.
    The highway commission intends to ask the city of Medford to widen the highway similarly between South Riverside Avenue, where it joins the Pacific Highway, to the city limits. Under the law, the state highway commission can expend no money for improvements in cities of over 2,000 population.
Medford Mail Tribune, October 18, 1927, page 1

One-Way Traffic Plan for Crater Lake Highway
Postponed to March 8
Army Announces Delay of Week on Highway Switch
Because of Plans Change

    The one-way traffic plan for Crater Lake Highway and the Midway Road will not be put into effect until 12:01 a.m., Sunday, March 8, one week later than originally intended, the office of the area engineer announced today.
    Simultaneously the office of the civilian coordinating board said that the state highway commission had decided to put its one-way traffic ruling regarding Riverside Avenue and Central Avenue into effect at the same time as an experiment. Under this plan Riverside Avenue (Pacific Highway) will be one-way for northbound traffic from its junction with Central Avenue to the north city limits and Court Street-Central Avenue will be one way for southbound traffic from the north city limits to the junction of Central and Riverside avenues.
    In a resolution adopted by the state highway commission and presented to the city council February 17, it was stated that the one-way traffic plan would not be put into effect until the commission had made certain improvements at the points where Court Street met Riverside Avenue and Central Avenue. Yesterday, however, R. H. Baldock, state highway engineer, said at a conference here that the commission would like to try out the one-way plan as an experiment before any of the taxpayers' money was invested in the improvements. It was thought that the best time to try out the change would be when the army's one-way traffic plan went into effect.
    The army's one-way traffic scheme was deferred a week because of "changes in plans," the announcement said. Under this plan, northbound traffic will be routed on the Midway and Wellen roads and southbound traffic will be routed on Crater Lake Highway. A large map showing the direction of travel in the area affected by the one-way system was published in the Mail Tribune last Sunday.

Medford Mail Tribune, February 26, 1942, page 1

    Extension of one-way traffic regulations on routes between Medford and the cantonment has been found necessary, Camp White officers said yesterday, revealing that permission had been secured from Engineer R. H. Baldock of the state highway commission for inauguration of the changes.
    Starting Monday, the one-way traffic requirement on Crater Lake Highway will end at the junction with the old airport road, that is the road coming into Crater Lake Highway near the county trailer camp.
    Because a bottleneck has developed at certain times of the day on the highway north, the one-way rule will be extended, effective April 6, on the old Pacific Highway to the junction with the new Pacific Highway at the Big Y corner. This will make continuous one-way traffic on Riverside Avenue out to the cantonment, for northbound traffic.
    Coordinator Frank Van Dyke will provide two guards to enforce the new regulation from the Big Y corner on north, and one guard will be stationed at the Crater Lake Highway-airport road junction.
Medford Mail Tribune, March 29, 1942, page 12

9¾-Mile Artery from Riverside to Antelope Creek--2-Way Traffic.
    The scheduled completion date of the access road to Camp White, to be called the new Crater Lake Highway and now under construction, is August 31, according to the local office of the resident engineer of the Oregon State Highway Commission.
    The new road will be 9¾ miles in length, stretching from the intersection of North Riverside Avenue and McAndrews Road at the south end to Antelope Creek at the north end, and will provide two-way traffic, according to present plans, between here and the cantonment.
Of Concrete
    From the north end of the access road to the divided lane, controlled traffic area near the present Court Street and North Riverside Avenue intersection, the road will be 22 feet wide with a 10-foot gravel shoulder on each side. It will be of concrete pavement.
    Contractors for this stretch of road, 8.35 miles, are Berke Bros. of Portland. C. J. Montag of Portland will do the paving.
    The work on North Riverside Avenue and Court Street, including the controlled traffic area, has been contracted to Jacobsen and Jensen, Tru-Mix of Medford. This portion of the road includes 1.4 miles.
    The controlled traffic area will see an intricate system of divided lanes constructed to take care of southbound traffic on the Pacific Highway, which will be routed south on Court Street; of northbound traffic on Riverside Avenue and of traffic going and coming from Camp White.
One-Way Feeders
    Court Street will be a one-way street, southbound, and Riverside Avenue will be one-way, northbound. All southbound traffic on the Pacific Highway through the controlled traffic area will be non-stop, as will all northbound traffic on Riverside Avenue.
    Automatic control signals will be erected at the main intersection, where the Pacific Highway and the access road meet in front of the present Denney's grocery store, which will be moved next week to quarters in the Walden building a short distance south on the Pacific Highway.
    Thus, while northbound through traffic on the Pacific Highway to either the cantonment or Grants Pass and points north, will be non-stop, traffic signals will control motorists turning left into Court Street. Southbound traffic on the Pacific Highway, turning left for the cantonment, will also be controlled by signals.
    The southbound lane through the controlled traffic area will be 24 feet wide with a 10-foot shoulder, while the northbound lane on Riverside Avenue will be 26 feet wide with no shoulder. All connecting lanes between the north and southbound routes and the access road will be 26 feet wide, of asphaltic concrete.
Medford Mail Tribune, May 13, 1942, page 1

9¾-Mile Stretch From North Riverside to Cantonment
Speeds Traffic Movement

    The new Crater Lake Highway to Camp White and points east, under construction since early May of this year, was opened to traffic at noon today.
    The concrete paved artery, 9¾ miles in length, stretches from the intersection of North Riverside Avenue and McAndrews Road at this end to Antelope Creek in the cantonment area, and provides for two-way traffic.
    Although some work on the new road remains to be done, the completion of a bridge near the controlled traffic area close to the Court Street and North Riverside intersection made possible the opening of the highway, according to Tom Edwards, resident engineer of the State Highway Commission. Remainder of the work will be completed as weather permits, he stated.
Go Out Riverside
    Outgoing motorists using the new highway are to travel north on Riverside Avenue and turn right at the controlled traffic area, while incoming traffic connects with the Pacific Highway and is routed onto Court Street and thence to Central Avenue.
    The old Crater Lake Highway, which connects with East Main Street in Medford, can still be used, Edwards explained, but he pointed out that the new highway to Camp White was shorter, more level and with fewer curves.
Lights Control "Y"
    An intricate system of lights control traffic at the "Y" intersection. The lights do not flash at specific intervals, but are tripped by cars entering the intersection from both directions to provide the right-of-way for machines arriving there first.
    Prime contractors for the paving of the new highway were Berke Bros. of Portland. Jacobson and Jensen Co. were the contractors for the controlled traffic area at the"Y," and subcontracted the work to Tru-Mix Concrete Co. of Medford.
Medford Mail Tribune, December 9, 1942, page 1

    McNutt Brothers of Eugene have started regrading a section of the Crater Lake Highway between Reese Creek and Antelope Creek, according to R. H. Baldock, state highway engineer. The stretch of road, about six and one-half miles long, will eventually be paved with concrete, according to Baldock, but this may not be done until another summer.
    Cost of the project is to be $543,700, the engineer reports.
Medford Mail Tribune, July 22, 1946, page 3

In the Black Column
    Recent payment of the last of its outstanding highway bonds puts Jackson County within the select circle of Oregon's debt-free counties. As a matter of fact, County Treasurer Ralph E. Sweeney points out, that happy state could have been reached some years ago--there was money available to pay off the bonds--but they weren't due until this year.
    The $4000 payment wound up the $500,000 issue authorized in 1922 for installation of pavement on part of the Crater Lake Highway and on the Jacksonville-Ruch highway.
    In 1943 the county paid off the last bonds of a $500,000 issue, authorized in 1913, which financed building the pavement between Ashland and Central Point, the first paving on the Pacific Highway in this section of the state.
    Ordinarily there is much can be said against heavy bond issues, for any purpose, especially from the standpoint of the long-drawn-out interest payments, but time and growth of population in the areas served have amply proved that the million dollars voted for the two road improvement projects was money well spent.--E.C.F.
Medford Mail Tribune, January 21, 1952, page 4

Autumn Best Time to See Crater Lake;
Road-Building Tales Told
    (Editor's note: The following story. about Crater Lake and the time fhe Rim Road was under construction was written by Nelson Reed of the Klamath Falls Herald and News. It is reprinted from that newspaper.)
    If vou want to see Crater Lake at its best go now. The tourist mobs have departed, most of the "overstuffed" golden mantle chipmunks have gone to bed for the winter. The bears have given up the summer's WPA and have gone off to rustle on their own for a while until they find a snug den for the winter.
    While you eat a picnic lunch at one of the many magnificent view points and gaze with never-ending awe at the unbelievably blue water a thousand feet below, flocks of migrating speck and snow geese pass a few hundred feet over your head. From the endless yakking you guess that last year's migrants are telling this year's children all about the country: "Sure, Crater Lake is beautiful to look at, but there is nothing to eat for a hungry goose down there. Just wait until we get to Tule Lake and the Lower Klamath barley fields." Gosling: "It makes my bill water to think of it."
Rim Road Days
    The trip around the Rim Road brings back many memories. As the first manager of the reemployment office during the depression in charge of the CWA programs, we furnished all the labor for the contractors who built most of the Rim Road. Dunn and Baker, who bid a fixed price for a tough-looking stretch that appeared to be a solid lava rock flow, "struck it rich" when they dug into it with a steam shovel and it turned out to be a mountain of pumice overlaid with a light cover of drift lava.
    Bill von der Hellen's outfit, for whom I had to get "special dispensation" to use "un-naturalized Swedes." hard rock and jackhammer men, because no others understood or took kindly to that kind of work. I well remember the first time Bill came into my office and said "I want to hire some Yail Men." I was puzzled. "Oh, those squareheads with the big feet that they put down hard, and the tough hands who have been out on a big drunk and who have been thrown in jail. Soon as they are out I want them."
Men Stagger
    I recall hauling several carloads of them up to the job. Barely able to stagger around, I watched them hang onto the handle of a thumping, jumping, banging jackhammer their first day on the job. I wondered how any human with a hangover headache could stand it.
    Then there were those other Swedes who all day long carried two five-gallon tin cans of water suspended from a yoke on their shoulders up the Wineglass Trail from the lake to the camp. They furnished all the drinking water before a pump and pipeline were installed. I have watched them as we plodded up the Wineglass Trail from fishing, and never once did they stop to rest. I saw them swing suspended from ropes from the sides of the rock cliffs while they drilled powder holes with those jumping jackhammers. Sometimes I think a plaque should be put up there to the squareheads without whom the Rim Road could never have been built.
Job Shut Down
    On around the Rim near the Diamond Lake turnoff, my toughest contractor and biggest headache had a rock quarry and crushing job. He repeatedly refused to hire his help through the Klamath employment office, as he was bound to do by law, and tried to bring in whomever he pleased from all over the country. Three times I went up there and checked his payroll and warned him to obey the rules or else. Then I had the Bureau of Public Roads Authorities shut his job down and fine him $100 a day.
    He came roaring into my office the fourth day and offered to lick me. I laughed at him and told him he wasn't big enough, which was true.
    After I got him calmed down a bit he tried to hire me for twice what I was getting. I told him to go jump. Then he gave up and agreed to obey the rules.
    Next thing I knew the bureau engineer discovered that he was docking everybody 10 minutes every time they blasted in the quarry, which was a dozen or so times a day. Even truck drivers several miles away got docked. Then they found he was keeping three sets of books, one for the men, one for Uncle and one for himself. It took all kinds to build the Rim Road.
Beautiful Stonework
    Ever notice the beautiful stone walls at all the view points? Examine them carefully the next time you are up there. "Old Shakespeare," as we called him because of his goatee, can take credit for them.
    He was the bureau's inspector in charge of stone work. Nothing but the finest was good enough for Shakespeare. We combed the country for fine Italian and Austrian stone masons who could satisfy him.
    When they showed up on the job he never questioned them. He just looked over their stonecutting tools. Only real workers in stone ever went to work.
    One day Harold Ickes, the eternally unhappy Secretary of the Interior, showed up and was taken for a drive over the almost completed Rim Road.
    "It's too narrow," he bellowed. "Make it 20 feet wider!" So the contractors who had all the fancy sloping completed cursed, and the engineers had fits, and it cost Uncle Sam a lot more money. They went back and made it 20 feet wider.
Ickes Right
    Today, of course, it is easy to see that Ickes was right, but why wasn't it planned that way originally? Only a government bureaucrat could tell you, but he won't.
    So next time, while you drive around the Rim Road and enjoy the magnificent scenery, pause and give some thought to the men who built it, who sweated and cursed and risked their necks every day while they got it done come hell or high water.
Medford Mail Tribune, October 12, 1958, page 5

Crater Lake Highway Project Eliminating Several Major Curves
New Construction Is Planned

    Tourists and log truckers traveling over Crater Lake Highway, Oregon Highway 62, are seeing a new face on the old roadbed in the wake of projects totaling nearly a million dollars.
    Carried out over the last year by the Oregon state highway department and the bureau of public roads, this building project is causing the biggest change in the highway since it was first built n the early Twenties.
    Largest of the projects was the building of a new 2.8-mile section in the Cascade Gorge area east of Trail under the supervision of the bureau of public roads. Costing $832,966, the new alignment eliminates some 43 major curves that limited speed to about 20 miles per hour. It now contains only 10 gentle curves, all easily traveled at 50 miles per hour.
39-Foot Roadbed
    The contractor, State and Hall of Portland, built a roadbed 39 feet wide, in contrast to the old section which contained stretches as narrow as 20 feet from shoulder to shoulder. Final touches were put on the project last month, prior to a final inspection, opening, and turning over to the Oregon state highway department for maintenance.
    Being prepared for letting on contract is another four-mile section directly east of the new stretch, where the bureau of public roads plans a similar straightening and widening project. Right of way acquisition work got under way this month by the Oregon state highway department, and agents hope to complete purchases by December.
    Letting of contracts for the new construction probably will closely follow the completion of the right of way transactions, according to bureau spokesmen.
    The Oregon state highway department has contracted two shoulder widening projects totaling $93,550 in the Trail-McLeod area, the last of which was completed in March. Angel Brothers of Portland were low bidder in June, 1960, for a $47,000 project, and Ray Norquist, Sweet Home, was awarded a $46,550 job last December.
    In addition, state highway department maintenance men worked on widening portions of the road outside the national forest boundaries to a width of 20 feet and built up two to eight feet of shoulder along the narrow old roadbed.
    Goal of the state highway department and the U.S. bureau of public roads, the two agencies responsible for this part of the highway, is the establishment of a road which allows 50-mile-per-hour curves and a width sufficient to permit the heavy log traffic to move with increased safety among the increasing tourists driving to and from Crater Lake.
Medford Mail Tribune, July 23, 1961, page 11

'Pumice Hill Is First To Go'
    Ever since the Peelor brothers started farming their fruit ranch along the Rogue River in the early 1900s, summertime travelers had been stopping to buy a slice or two of cool watermelon before moving on.
    Charlie and Tom Peelor lived about 100 yards off the Crater Lake wagon road that came from Medford. The ranch, which was just a little west of Flounce Rock not far from today's Peyton Bridge, is now mostly submerged under Lost Creek Lake.
    To get to Crater Lake from the Peelor ranch, tourists had to climb a steep, three-mile, uphill grade, a daunting task for a horse team and a severe challenge for an automobile.
    In 1907, Bill Hodson, owner of a Medford garage and one of the first automobile dealers in the area, wanted to set up a regularly scheduled auto-for-hire run to the lake.
    "Right now is the time for Medford to get busy on this tourist traffic to Crater Lake," Hodson said. "This is the nearest point from which to leave the Southern Pacific main (railroad) line for the lake."
    Hodson said there was only one obstacle to his plan--"and that is known as the Flounce Rock Grade."
    A year later, Charlie True, driving a Reo automobile, carried Hodson to the rim of Crater Lake. It was the first automobile to successfully make the trip, but True and Hodson hadn't climbed the Flounce Rock Grade. Instead, they had taken the preferred automobile route of the day.
If you go
    Pumice Hill got its name from the lava dust that usually covered the road such as an ocean beach and virtually stymied automobiles trying to climb the slope. Although ODOT slightly rerouted the highway up Pumice Hill in the early 1960s, a portion of the original still exists.
    From Interstate 5, Exit 30, drive 36 miles north on Highway 62. After passing over Peyton Bridge near Lost Creek Lake, continue up Pumice Hill. Continue for .6 miles past mile marker 37 to a small dirt parking area on the right. Park and take the short walk on the old highway.
    From Medford, the "trip around the Horn," as it was called, meant three days of hard driving. They raced to Ashland, then east over the Greensprings to Klamath Falls. Because of tree stumps still littering the road, it took another full day to reach Fort Klamath and most of the next day to reach the lake.
    In 1909, it seemed that Medford's dream of a good road to Crater Lake had finally come true. The U.S. government agreed to build a highway from the lake to the forest reserve line, and Oregon Gov. George Chamberlain had signed an appropriation of $100,000 to build a 50-mile state road from Medford to meet it. Jackson County businessmen had even pledged an additional $50,000 to the project.
    In February 1910, the Oregon Supreme Court said the appropriation was unconstitutional, ruling that the road was a "special" or "local" road and "not one which would benefit the state at large."
    George Putnam, editor of the Mail Tribune, was furious.
    "God threw a pearl before swine when he placed Crater Lake in Oregon," he said.
    The Medford Commercial Club, forerunner of the Chamber of Commerce, immediately formed a Crater Lake Highway Commission, tasked with raising enough money to construct the road themselves.
    In April, it made its first decision. The Flounce Rock Grade, now known as "Pumice Hill," would be the "first to go."
    Blasting and grading began in the fall, and in June 1911, the Pumice Hill portion of the Crater Lake Highway was finished. Widened from 8 feet to 23 feet, with a grade reduced from near 30 to 4 percent, it had cost $6,671.15.
    One obstacle down and just a few more years to go.

Medford Mail Tribune, August 7, 2011

Last revised July 20, 2021