Page:Big Oak Flat Road (HAER No. CA-147) written historical and descriptive data.pdf/14



As early as 1916, consideration was given to relocating parts of the Big Oak Flat Road. That year, a survey of a new route was from Crane Flat to the park boundary was made by E. E. Newell and W. O. Tufts. However, no construction ensued from this project. In May 1924, Yosemite National Park Superintendent Washington B. Lewis reported that planning for the relocation of the road was again underway. He warned that part of the route passed through patented land holdings, and urged that buffer through the commercial timber tracts be acquired to protect the scenery. He soon began negotiating for a 60' right-of-way for the new road.

In 1925, a preliminary agreement was made between the National Park Service and the Bureau of Public Roads (U.S. Department of Agriculture) for construction and maintenance of park roads. National Park Service Director Stephen T. Mather announced major changes to the Yosemite National Park road network, promising to build the best mountain road system possible. In 1926, the Park Service and the Bureau of Public Roads signed a Memorandum of Agreement for reconstruction of park roads to modern standards. In Yosemite, plans were made to relocate the Big Oak Flat Road between the Valley floor and Crane Flat. The road would be moved to the sunny south slope, allowing the road to open earlier in the spring, and shortening the distance between the two points. Frank A. Kittredge, engineer for the Bureau of Public Roads, was in Yosemite in August to oversee the survey for the new route.

The "Big Oak Flat Highway Association" was formed in Merced in 1927 with the purpose of encouraging construction of the new road. G. E. Reynolds was chosen as the first president, and Director Mather, a charter member, told the group at its first meeting, "The most important work to be done now is the relocation of the Big Oak Flat Road." He hinted that the road might be rebuilt towards Carl Inn, west of the park boundary. A land and timber exchange with the Yosemite Lumber Company would be necessary in order to secure a protected right-of-way. The forest interests wanted to reduce the protected timber lands, but Mather adamantly declared that the Park Service "had no desire to route a highway through a desert." State Senator Dan Williams introduced a bill in February 1929 to relocate the Big Oak Flat Road between Buck Meadows and Crane Flat. The work was tied to the NPS reconstruction plans.

The State Highway Commission was slow to give assurances that it was ready to begin reconstruction of the route outside the park. Director Mather told road supporters, "The Park Service has taken the position that until a definite agreement is reached with the State for the reconstruction of the Buck Meadows-Crane Flat link, it would not be justified in going ahead with the park section. That link is not now on the State highway program." The state soon began purchasing land for a new right-of-way along pilot Peak, but the National Park Service decided to delay the project until the California legislature agreed to fully fund its share of the project. Mather also wanted the work to be coordinated with the construction of the new Hetch Hetchy Reservoir Road, which was to be built by the City of San Francisco under terms