THE MORNING OREGONIAN, TnURSDAT, JANUARY 1, 1920.
15
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THE DALLES-CALIFORNIA HIGHWAY SCENIC
ROUTE DIFFERING GREATLY FROM OTHERS!
Views to Be Seen on Road Are as Opposite to Those in "Other Sections of State, as Though on Another
1 Planet Is 350 Miles of Many Wonders.
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TWO' main automobile routes run
north and south through Oregon.'
One, the Pacific highway, enter
ing from California at the summit of
the Siskiyous, extends on the west
side of the Cascade mountains for 352
miles to Portland, and on' to the
Washington state line at the Colum
bia river. The other is The Dalles
California highway, often called the
Central Oregon highway, which
branches south from the Columbia
river highway at The Dalles and
thence for many a scenic mile paral
lels the eastern side of the Cascades.
Both are scenic routes. But the
scenery of each is as opposite as if
they were on different continents.
The Dalles-California highway trav
erses the high Central Oregon pla
teau, passing through Dufur, Madras,
Culver, Redmond, Bend, La Pine and
Crescent, on south to Fort Klamath
and Klamath Falls in that surprising
garden country, the Klamath lakes
section of south central Oregon. It
reaches the California boundary a
few miles south of Klamath Falls.
Roughly, it is 350 miles long, a route
of many wonders.
The Pacific highway will be mostly
paved by the end of this year. It
will take much longer to carry out
the paving programme for The
Dalles-California highway. That at
present is its main drawback, for it is
for the r.ost part a dirt road only.
But let it be said for this dirt road
that in spring and early summer, be
fore It has been cut up by heavy
truck and team hauling, it Is dirt road
that is better than most paved high
way. Such a road! Smooth, firm, velvety
over it a car is limited only by its
maximum speed or the caution of the
driver. A rate of 35, 45, 50 miles an
hour is easy overmile after mile of
these central Oregon natural dirt
roads.
The tour south over The Dalles
California highway is a scenic delight
to the person who has never traveled
it before, a source of ever new in
terest to the one who has driven it
many times. The vastness of the
country through which it passes, the
Ri-eat distances, the vistas of moun
tain and mesa and butte, the wheat
raising plain of central Oregon, the
pine forests traversed over long
stretches, and ever-present to the
right hand the green wall of the
wooded Cascades these make it a
trip to be long remembered.
Cascades "Big. Fence."
Always on the right, the wooded
Cascades. Range after range of them,
extending in a solid wall down through
the state from north to south, divid
ing western from eastern Oregon as
by a vast fence. A wooded wall, close
alongside, sected at almost regular
intervals with the snow-capped senti
nel peaks of Mount Hood. Mount Jef
ferson and the Three Sisters, Broken
Top, Mount Thielsen, Diamond Peak
and many others.
All the way through central Ore
gon there is this view of the Cascade
range, which is totally unlike any
view of it from the west side. The
enow peaks of the range are all on
this eastern side. From almost any
open point on the plateau, two, three,
sometimes half a dozen of them are
visible in all their rugged bulk as the
traveler speeds south. It is this
grandstand view, so to speak, of Cas
cade mountain scenery that gives its
great charm to the drive through
central Oregon. Tet this is only one
of many scenic features of the drive.
There m the great plateau itself, a
high plain on which wheat by the has emerged into the Klamath lakes
millions of bushels is raised. This country, into the greenest and most
plain at the most unexpected places fertile of regions, a country of lakes
is gashed deep by jagged canyons, and streams, of vast green-meadows
such as that of Crooked river, where reclaimed from the lakes, with rich
a small stream has cut its way down soil from which enormous crops are
hundreds of feet into the lava. A produced. A few miles further comes
quarter of a mile away you would Fort Klamath in the Klamath Indian
not know such a canyon was within reservation at the head of upper
a hundred miles. Suddenly you are Klamath lake, and 45 miles beyond is
upon it, a chasm opening in the Klamath Falls.
ground. The highway descends to This town is the center of a region
he stream and up the other side, and of immense resources. It taps the
again a short distance away the trav- largest belt of sugar pine timber in
eler can hardly realize that the con- the world. It is in the middle of a
tinuity of the plain has been inter- great stock and agricultural country,
rupted. and its future Is as bright as that of
In similar way, only in a canyon any city in Oregon,
vastly deeper and broader, the swift From Klamath Falls the tourist
Deschutes cuts through the plateau to may go direct to California, or take
empty into the Columbia near The a sile trip to Crater Lake National
Dalles. park and from there cross the moun-
The" best roads and possibly the tains to Medford or Ashland on the
finest scenery on this central Ore- Pacific highway.
"gon highway are on that part of it Thia tour through central Oregon is
between The Dalles and Bend, metrop- worth the time of any person. Many
olis of central Oregon, a hustling town native Oregonians have not yet made
on the edge of dense pine forests it. In -fact, the central Oregon country
spreading down from the Cascades. is even ,vet one of the least known
Beyond Bend the road runs through reg,?"8.,,n the west. But its great
these forests for many miles. Be- Possibilities and resources are fast
yond La Pine, however, the huge pines becoming known, and in a few years
gradually give way to less interest- U ,wU1 bf the scene of a reat de
ing Jack pine timber, through 0iich vcl?P,nen,r , . ,
the road runs for about 40 mile? This with the completion of the paving
is the least interesting partvof the Programme on the Pacific and Colum-
trip, and the one with worst roads. b,a Tlv" S""8- Tlf l168,"""
The soil is softer and me sandy forma highway through central Ore-
- tv, . . gon will receive attention. In another
than further north, and inclined to undoubtedly be
1. , ..i, ,.,in paved for its entire length.
its imDrovement. and much will be
its improvemen
done this year.
Beautiful Timber Again.
Finally, some 40 miles south
The mere fact that it is not as yet
paved should not deter the tourist
from traveling it. On this whole
of highway there are only a few miles of
Crescent, the road leaves the jack bad road, and they are not bad in the
pine country of stubby trees and early Part of the summer season be-
. . , ... . . . . ... fore cut up by heavy traffic
heads up a long, but not hard, hill No one wh na8 Qt traveled Tne
Into beautiful timber again. It de- Dalles-California highway has really
scends a similar hill on the other side, seen Oregon, for the country it trav-
and then erses is as different from western
The view that greets the tourist Oregon as two sections possibly could
must be seen to be appreciated. He be.
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new road law farmers own I
I Effective This Year, Legislation to Aid Rural "District May Yield as I
High as $2,000,000. '
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MARKET roads, built essentially
for the farmers and which will
supplement the state highway
system, are to be inaugurated in 1920.
There will be available for the con
struction of these market roads a sum
estimated at approximately $2,000,
000 a year for a period as long as
the rural communities desire.
As the state highway system was
being developed and the main traffic
arteries pushed through toward com
pletion, it became apparent that lat
erals and feeders must be built which
will take care of the origin of traffic
in the rural section. There was a
complaint from a portion of the farm
ers that the main trunk highways
were not doing them any good. -Out
of these complaints and a study of
conditions came the plan for building
roads which would - be constructed
with the single object of enabling
the farmer to cart his produce to
market the market nearest his farm.
Among an element of farmers has
been the desire to "pay as you go"
in road building, rather than to float
bonds. The market road plan meets
this desire. Under the provisions of
the market road tax law, it is up to
the farmers themselves whether they
want a good road to market or no
road at all. If they want the road
they must pay for At, but they will
receive 2 worth of road for each
dollar they put up, for the market
road tax is a co-operative proposition.
Submitted to the voters of Oregon
by the legislature of 1919, the people
in the special election of last June
favored the market road tax by a
substantial majority. The law becomes
operative in 1920 for the first time.
There is levied on all the taxable
property of the state a 1 mill market
road tax. This money is placed in a
special fund and it will approximate
tl. 000.000. The state highway com
mission is directed to make appor
tionment of this money among the
various counties.' A-county desiring
to accept its allotment must raise a
sum equal to the allotment by a spe
cial tax. In other words, all the as
sessed property in a county must pay
1 mill on the dollar into the market
road tax and another 1 mill must be
raised by the county if it wishes to
get back the original 1 mill.
Counties Receive Benefits.
It is possible, however, for a county
to receive more than it puts into the
market road tax fund. Each county
availing itself of the law must match
the original sum raised in the county.
but it is within the province of the
commission to allot a county more
than It contributed. The reason for
this Is that Multnomah county's con
tribution can be drawn on to a large
extent to help other counties.
Counties which do not wish to use
the allotment will forfeit the sum and
the highway commission can take this
money and turn it over to some more
enterprising county. There are sev
eral counties willing to accept any
rejected quotas.
It is the county court and not the
state highway commission which
designates the market road to be im
proved. The county court, however,
can use the. technical skill of the
highway department, for the high
way commission, on request of the
county court, must provide the survey.-
establish the grade and supply
specifications and estimates.
The actual construction of the mar
ket road building, however, is under
control of the county court. This pro
vision was made to satisfy an ele
ment amorig the farmers opposed to
highway construction who contended
that a county court can build a road
as good as can the- state highway
commission. Use of the state en
gineering department will enable the
county courts to have expert advice.
Being something new, no standards
have been worked out for the market
roads. Each road will probably be
worked out with regard to the topo
graphy of the country and with a
view to the class of produce and den
sity of traffic and in a few years
some sort of standard market road
will be established.
Judging from present indications
every county is determined to take
advantage of the market road tax
law, for applications are being filed
with the state highway commission
for the .engineering advice. Some
county courts have asked the com
mission to designate market roads,
but the commission has declined, on
the ground that this is a matter in
which the county court la the better
qualified to Judge.
Some Sections Wait.
It is impossible to build market
roads all over every county the first
year and some sections must wait
patiently. The courts urging the
highway commission to select the
market road are presumably endeav
oring to avoid the responsibility of
selecting one road and offending con
stituents along other roads.
Viewed from any angle, the farmer
is the beneficiary of the market road
tax. In the first place the greater
part of the tax is raised on city and
town property, but under the law
not a dollar of the market road money
can be expended on any road within
an incorporated town until all the
other roads within the county have
been improved. The effect of this is
that the city property owner is pay
ing most of the money raised by the
market road tax and the farmer gets
the road. In return, however, these
roads afford the farmer a means of
transporting his product to market
and will give the farmer an oppor
tunity to bring to market fruit, vege
tables and other products which he
has heretofore been forced to let
waste because of difficulties in haul
ing the stuff to the nearest market
point. In this' way market roads
should Increase production.
These market roads are not in
tended to be fancy nor high types of
construction. They will not be hard
surfaced, but built of gravel. They
probably will exceed the maximum
grade of 5 per cent, the state high
way standard, in some places and
they may be narrower than the state
standard, but the main object Is to
connect the farm with the market by
an all-year road.
The market road idea is in its In
fancy. With the passage of time,
providing the market road tax is not
repealed, every county in Oregon will
nave a Bysicm or niarnpi roaaa.
Iff
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5-Passenger Open,
4- Passenger Closed
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7-Passenger Open
7-Passenger Closed
PRICE, INCLUDING WAR
TAXES
Model K-Six 44 $1725.71
Model K-Six 45. . . : . . 1725.71
Model K-Six 46 2332.37
Model K-Six 47 2534.46
Model K-Six 49 :. 2050.62
Model K-Six 50 2987.62
Howard Automobile Co.
Fourteenth and Davis Sts.
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J. A. Haley, Sales Manager.
Eighth and Davis Streets, Portland, Oregon
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