EASTERN OREGON ROAD-BUILDING
!
! The Dalles-California and John Day Highways and Old Trail of the Pioneers to Be Worked During
Payette.
V
THKKE of Oregon's Important
traffic arteries upon which much
work will be performed in 1922
are the Old Oregon trail, the John
Day highway and The Dalles-California
highway. They represent 814
miles on the state road map and each
or these roads Is east of the Cascades,
the natural barrier which divides Ore
gon, giving it two distinct climates.
Eastern Oregon is a country of vast
xpaces and is sparsely settled. It em
braces the fertile wheat ,blt. the cat
lie ranges, the chief irrigation section
and the sagebrush and sand. It is
the home of the buckaroo, the sheep
herder and the great wheat ranches.
It contains some of the most awe-inspiring
scenery to be found in the
state. It possesses some of the most
celebrated fossil bedq in the world.
These three roads serve as many
different districts, but only one will
be finished in 1922 the Old Oregon
MOTOR
I Registration of Cars and Consumption of "Fuel," With Other Sources
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By K. A. Booth, Chairman State High
way C'ommlHHlnn.
THE state highway programme
with all of its ramifications is
the greatest economic problem
that has ever come before the people
. of Oregon and ohe that more nearly
.touches or influences their activities
than any other problem ever has or
probably ever can.
The wheel long used as .a powerful
and appropriate instrument In me-
chanics does not yet appear to be
giving place' to other agencies in
moving people or their belongings
from place to place and, as long as 't
hlcular transportation, the highway
problem will continue of increasing
interest and for many years at least
lead as ojjr most Important agency of
development.
Oregon has undertaken to buili her
state roads with funds collected from
license fees for auto vehicles and a
tax on gasoline. The income from
these sources, under the present
schedules, is sufficient to provide for
the retirement of a bond issue equal
to the present constitutional limit of
4 per cent of the total assessable
worth of the state, and supply in ad
dition several hundred thousand dol
lars annually for maintenance or bet
terment. At thi time It appears to be a well
understood policy of they state to build
and maintain .Its state highway ys
. tern without a direct property tax.
This fact should be emphasized as
statements are frequently made, gen
erally In all good conscience, that the
road expenditure through the state
highway system comes from a direct
state tax. As the laws now are, not
a dollar la gathered by the state from
direct tax for road construction or
maintenance. '
Eo far as can now be seen the reve
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sine
trail. Before the end or the'current
year, the motorist can travel without
Interruption from the Oregon state
line, opposite Payette, Ida., on the
Snake river, to the Pacific ocean, a
distance of 536 miles, and the entire
journey can be made "on high."
' The Old Oregon trail is so-called
because it follows the route which
the pioneers took who came overland
to this state, and there is no more
famous path of the emigrants than
the Oregon trail. While the'original
trail Is paralleled almost the entire
way across the state, the highway
designated as -the Old Oregon trail
terminates at Pendleton, where it
then becomes known as the Columbia
river highway. In so far as traffic
is concerned, the Columbia river
high way and the Old Oregon trail are
the same thoroughfare.
Special efforts are being put forth
by the state highway commission to
complete the trail this year. Of the
VEHICLE
nue collected from licenses and gaso
line tax will be sufficient to continue
the improvement Of the present sys
tem of state highways, comprising
some 4J50. miles, until the whole Is
graded and surfaced to the present
state standards. This statement is
based on the assumption that the num
ber of licensed vehicles and the fuel
used 6y them will annually increase
over a period of five to ten years,
which will cover the time of active
construction required to complete the
standardizing of the system as it
now la.
There will be reqqulred, however,
some extension. to the constitutional
limit for which the state way be
bonded for road improvement Tor the
annual increase in the assessable
worth of the state will not be suffi
cient to automatically increase the
bondipg limit to an amount equal to
the requirement of finishing the Job.
To extend the constitutional limit
Tor bonding for road construction re
quires a vote of the people. This fact
should be prominently featured that
all our citizens may properly under
stand It, for they are certain to be
called upon to vote on the proposition
of extension of bonding limit or be
compelled to discontinue active con
struction work , before the present
system is conpleted. Let it be under
stood, however, that Increase of the
bonding limit does not involve a sys
tem of direct tax or any other system
than the one nor being followed un
der state laws; that is to say, revenue
annually collected from present legal
ly designated sources will he suffi
cient to pay the Interest and principal
on an amount considerably beyond
the per cent limit if the increase in
the use of auto vehicles increases
during the next decade or the major
portion thereof as rapidly as it has
during the past five years. That the
increase will so continue seems be
yond question when the record of reg
istration Is studied or, possibly more
to the point. If the saving by use of
auto machines over improved high
THE.
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PENDLETON
ermis
190 miles there Is yet to bring to
standard grade 81 miles, and there is
yet to surface with rock or gravel
102.9 miles. This is not to be a hard
surfaced highway, but it will have a
good surface admirably suited to the
needs of traffic in that region. Up
to November 1, 1921, the state has
expended $1,611,735 on the trail. Es
timate to complete the highway, in
cluding work now under contract, is
11,600,000, so that the road is already
half paid for.'. Ontario, Or., is the
eastern terminus of the Old Oregon
trail. There will be a little, but not
much, hard-surface on the trail and
that little will be -confined' to L'nfcn
county.
Scenically, no other travel-way in
Oregon possesses more distinct and
unique features than the John Day
highway. This road connects with the
Columbia river highway at Arling
ton, then takes a southeasterly direc
tion, ending, like the Old Oregon trail,
at Ontario. In time, when both roads
are completed, the traveler entering
LICENSE
ways is considered, a. 9 It surely must.
In Oregon the registration of motor
vehicles for 1920 was 103.790, produc
ing a revenue of $1,972,166; for 1921 it
is estimated at 118,600, producing
$2,224,159.
The Oregon registration of motor
vehicles for the first six months of
1920 was 89.173. producing $1,828,696.
For the first six months of 1921 it
was 102.274. producing $2,089,618.'
The increase in Oregon is not an
exception. During 1921 all but 12
states of the union increased their
registration. In some states It is
stated that the registration law Is
not being strictly enforced, owing to
financial depression, which may ac
count for shortage of about 60,000
registrations covering 12 states.
The Increase in the use of motor
vehicles is rapid. For instance, there
was registered in the United States
during the first six months of the
present calendar year 13.244 more ve
hicles than were registered during
the 12 months of 1920.
The compelling use of the motor
vehicle is its saving. It is estimated
that there was more than 1,000.000,000
tons of freight mpved by vehicles
over the improved highways of the
United States during 1920, and that
the saving In cost of such movement
was not less than $1.70 per ton, or
equal to $1,700,000,000.
Tasks hitherto impossible are made
easy by good roads and. motor ve
hicles. The worth of a man under
these bettered agencies increases
many fold, because of what he can
accomplish under the bettered condi
tions and of the time saved in per-,
formance.
To what purpose funds may be
most profitably spent in road better
ment is a matter for serious consid
eration and one that is being much
discussed in Oregon and elsewhere.
Some seek to exploit the tourist and
others would serve first, the farm or
factory. Somewhere between these
extremes appears the sure course for
Oregon. Fortunately, most of the
roads constituting the Oregon high-
MORNING OREGOXIAX.
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Oregon from Idaho will be offered his
choice of these two highways, the
Old Oregon trail and the John Day
highway, and, still later,, a third, the
Central Oregon highway, for the three
radiate like a fan from Ontario. De
velopment of the Central Oregon
highway will not be as rapid as in
the case of the other two.
Statistically considered, there are
303 miles of John Day highway, of
which 153 miles remain to be graded
and 208 miles to be surfaced. It has
cost tiius far $1,553,498 and will call
for $2,500,000 to complete. There will
be a rock or gravel surface the entire
length.
Ages before man appeared on the
surface of the earth the country
through which the Johr- Day high
way runs was the habitat of mon
sters. The country possessed a tropi
cal climate, with palm trees in abun
dance and rank vegetation. Here the
woolly rhinoceros, the mammoth, and
other land animals, as well aa the
EUPtans. lived. It was the home of
AND GASOLINE BUILD OREGON HIGHWAYS
of Revenue, Held Sufficient to Complete Present
way system are largely market
roads and practically all of them are
scenic. There is not a scenic road in
the state noKv constituting a part of
the highway system a considerable
part of which does not serve as an
every day market road. It may well
be wished that this statement might
become more generally known to be
a fact. It Is true in a marked degree
of the Mount Hood llop. the Crater
lake and Josephine caves roads, and
these are the roads most referred to
as scenic or tourist roads.
The tourist crop is a varying, but
increasing asset and will add many
millions of dollars to our annual in
come and a steady increase to our
population, but it not as stable a
foundation to build upon as the farm
and factory.
Statistics showing the influence of
improved highways fere not alto
gether reliable and have not yetJ
been sufficiently compiled to show
accurate results except in special In
stances and restricted areas. It "has
been published, however, that the
farm growth that Is the Increase in
soil production along the improved
highways In Ohio has Increased 186
per cent in the past five years and
that factory production increase dur
ing the same period due to the same
Influence has been 185 per cent,
Oregon's growth can best be en
hanced by her soil production. Prop
erly treated, this alone may make her
a great state. Our manufacturing,
now considerable, must be greatly
expanded. Agricultural development
and factory growth stimulate each
othtr, and both must be carefully con
sidered in our road programme and
advanced in all reasonable ways.
To a large extent these interests
were considered by the legislature
and are now being, considered by the
highway commission .in locating and
developing the great undertaking. '
The automobile, so far as its .in
tensive use is concerned. Is largely
an American Institution. More than
86 per cent of all registrations for
1920 were for vehicles in the United
MONDAY, JANUARY 2,
PROGRAMME INCLUDES 814 MILES
1922, Opening Many Districts and Traversing Stretches of Magnificent Scenery of Varied Kinds
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the original three-toed norse. Fos
sils of all these plants and animals
have been unearthed in the region
and constructing the John Day high
way the road construction gangs have
blasted their way through fossil re
mains of prehistoric beasts.
Picture gorge, a section through
which the highway has been- built, is
a miniature reproduction of the Grand
Canyon. Comparatively few native
Oregonians are aware of the existence
of this marvelous formation, but with
the completion of the John Day high
way it Is likely to become as famous
as any other scenic spot In the west.
Considerable progress has been
made in opening up the John Day
highway east of Prairie and a sub
stantial start has been made at the
eastern end so that there Is. progress
from Ontario to Brogan. The gap
between Brogan and Prairie presents
the most costly piece of construction.
Here the highway must climb over
the Blue mountains . and traverse
dense forests. Co-operation will he
States. Over 9.250,000 mdtor vehicles
.have already been registered in the
United States during 1921. About
2,250,000 of these are in use on the
farm. Two per cent of the American
farms now use motor trucks end the
number is rapidly increasing. -
The American farmer is now in the
front ranks of "good road enthusiasts.
He, in common with others, is demand
ing better roads better as time
savers and in carrying capacity. It is
common knowledge that the soil is
our great source of wealth, but we all
need to be constantly reminded that
its yield is not spontaneous but needs
the help of every possible agency, and
one of the greatest and most import
ant is the good road. American in
dustry dies as the soil withholds her
treasure. Daily bread lessens or dis
appears as the soil fails us. But the
soil will never fall us If properly
treated. Only man fails, and he can
better afford to fail at any other
point than in aiding the producer
from the soil. This should be an
every day consideration by the people
of Oregon In the development of her
present road system and the exten
sions to it.
It seems difficult to write of the
Oregon road programme without ar
guing for It even though it Is no
longer necessary. It is important
that those who follow the programme
closely should be well informed as to
revenue, cost and progress that is
being made, and for that reason from
time to time full information is given
the press, which has manifested the
keenest Interest in publishing the
news and in giving splendid support
to the highway commission
It Js hoped that statistics to the
extent here given may not prove dull,
but will serve to give in general the
progress of the work during the past
year, with some resume of the work
done by the commission as now con
stituted and a glance ahead covering
at least the proposed activities for
1922.
The funds used in state highway
construction come from four sources.
1922
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furnished by the forest bureau on
this section. So expensive will the
construction be over the mountains
that the highway commission has
postponed action even to the point
of a determination of the complete lo
cation of route. However, the com
mission, within the past few months,
has. agreed to take up this section as
soon as possible.
The Dalles-California highway Is
the north and south route through
the state east of the Cascades, paral
leling the Pacific highway on the
weste'rn slope. Whereas the Pacific
highway is 345 miles in length, The
Dalles-Califprnia is 321. Unlike thu
road in western Oregon, The Dalles
California will not be hardsurfaced.
For centuries the general route of
this highway was the path, used by
Indians coming from California to
barter for. dried salmon at Celllo
falls. Later, the route, was used by
Fremont, the Pathfinder.
There are still 200 miles to grade
and 216 miles to surface of the total
System, Comprising 4350
federal aid, sale of state bonds, license
fees from automobile vehicles and tax
on gasoline. The amount f federal
aid received depends on congressional
action and has varied from year to
year. The recent bill passed by con
gress provides funds for 1922 only.
The amount to be apportioned there
under to pregon will total, about
$2,250,000. This will come in about
equal amounts from the forest and
postal road funds.
The amount of state bonds that can
be sold under the present law Is
somewhat variable and must not ex
ceed 4 per cent of the total assessable
worth of the property of the" state.
The state assessment of 1920 was
$1,040,839,049, the bonding limit there
under 4 per cent being $41,633,561.
The assessable worth for 1921 it now
appears, will be less than for the
preceding year and will corresond
ingiti reduce the bonding limit. The
par value of state bonds sold during
1921 was $11,000,000, and the total par
value of all sales from 1917 to 1921
Inclusive $30,140,000. In addition to
this there is advertised for sale on
December 15, 1921, bonds to the par
value of $560,000.
The gross amount received from
license fees for 1920 was $1,972,166,
and the estimated receipts from the
same source for 1921. under the
schedule as revised by the last legis
lature, is $2,244,159. After deducting
the cost of administration by the
state for registration, 25 pex cent of
the remainder is turned over to the
counties contributing; 75 per cent go
ing into the highway fund.
The receipts from gasoline tax for
1920, being one cent per gallon on all
sales of gasoline and distillate, were
$404,050. An additional tax of one
cent per gallon on gasoline used in
motor vehicles was Imposed by the
last legislature. It is now estimated
that the tax on gasoline, as now pro
vided by law, will total for the year
1921. $986,000.
The Increase In consumption of
gasoline for 1921 over 1920 is. as
nearly as can be estimated, 15.7 per J
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321. It has cost to date $970,281 and
is estimated to cost $2,800,000 to com
plete. The former figure does not
include work now under contract.
Sections of this road have been
completed, the work through Jeffer
son and Deschutes counties, being
either finished or under contract, and
sections in Klamath county have been
built. Very little has been done in
Wasco county, the northern end of
the line, as the location was made by
the highway commission but a few
months ago. Owing to the topog
raphy of the country, the highway
through Wasco county will be coatly.
as It must negotiate heavy grades
and work down into and up out of
Deschutes canyon. For the greater
part of its mileage, however. The
Dalles-California highway traverses
comparatively level ground, covered
with pine.
It Is worth a note to call attention
to the road metal used south of Bend.
The highway commission surfaced
many miles of the highway with cin
Miles, Until Length Is
cent, and the Increase in motor ve
hicle registration is estimated to be
15.4 per cent.
-Since the organization of the high
way commission as now constituted
and which has functioned from 1917
to 1921. .Inclusive"; there has been dis
bursed by the commlsaion for all pur
poses from money received from all
sources, Including county and federal
co-operation, about $53,000,000. Of
this amount $18,371,000 covers the
1921 programme.
Since April 1, last, the highway
commission has maintained all com
pleted sections of state roads and ex
pended therefor slightly more than
half a million dollars. The law does
not require state maintenance, but
the commission, acting under "a
gentleman's agreement" with the leg
islature and county representatives,
undertook the maintenance for the
remainder of the calendar year, or
until such time as the maintenance
problem could be further considered
by the legislature. This maintenance
extends to the completed sections of
the state highways and. with the
betterment problem, will be carefully
studied and reported to the next reg
ular session of the legislature.
The roads first constituting the
state highway system were desig
nated by the legislature, which pro
vided that additions thereto might be
made from time to time by unanimous
vote of the highway commission.- The
system may therefore be extended by
the legislature or the highway com
mission, as stated.
The highway commission is com
posed of three members, being ap
pointed by the governor, one from
each of the congressional districts of
the state. The commission is required
by law to make annual reports to the
governor covering all its activities.
The members serve without pay-
The total mileage of public roads
In the state, including of course all
county roads, Is 41,825. Of these
rone's, 4356 miles comprise the state
fc stem.
Under the new federal law not to.
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ders from an extinct volcano. These
cinders make an excellent surface for
a time, but are too light to withstand
heavy tafflc. '
Heading southward to Klarmitlt
Vails and the California line, a spur
leads of f .The Dalles-California high
way to Crater lake and in the Wasco
division another spur will tap the
Mount Hood loop.
By means of the -MiKen.ie pas,
traffic can go from The Dalles-California
highway to the Pacific high
way, this beinyr the one connection in
the two trunk lines throughout their
length. The pass, however. Is Inac
cessible during winter, owing to snow
In the Cascades.
The John Day highway and The
Dalles-California highway are essen
tially commercial roads, despite the
wonderland of scenery along their
routes. These regions of Oregon are
without railroad facilities and, unlike
the Pacific and Columbia river high
ways and the Old Oregon trail, they
tnD territory untouched bv steol.
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Graded and Surfaced. I
exceed 3 per cent or 1254 miles of the
public roads of the state must be
designated as primary roads, and 4
per cent, or 1673 miles as secondary
roads. The primary roads must be
interstate in character and the sec
ondary roads Intercounty In char
acter. The war department, under con
gressional direction, ha turned over
to the states of the union much equip
ment that was purchased for war
purposes. It consists of automobiles,
trucks, tractors, powder, etc. From
this source Oregon received about
$1,600,000 worth of equipment, which
ha9 largely been worked over to
adapt it for use in road building, and
a considerable portion of it has1 been
passed on to the counties of the state
under leases favorable to the coun
ties. The state has now finished or under
contract 620 miles of paving, 815
miles of macadam and In addition 360
miles of standard grade. It is now
planned with reasonable assurance
that the Pacific and Columbia River
highways will be completed during
1921 and the work will be well ad
vanced on several other principal
roads. The Pacific highway will bs
paved from Washington to California
and, if the job is finished as planned.
It .will become the first paved inter
state! highway in the union.
After completing the contracts now
awarded, it Is estimated that there
will remain of available state funds
about $7,600,000. Of this amount
$2,600,000 is held for the present to
match possible special federal aid In
constructing the Roosevelt highway.
About $4,000,000 will be required to
finish the Pacific and Columbia River
highways.
At the end of 1922 there will be but
little if any unappropriated funds, but
there will be much of the present road
mileage uncompleted, though well ad- ,
vanced. What further highway de
velopment may thereafter be under
taken must be decided by the people
voting directly or by action of their
representatives In the legislature.
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