Page:Big Oak Flat Road (HAER No. CA-147) written historical and descriptive data.pdf/19

 provide easy access to Forest Service recreation areas and the developments at Mather. Another route, along the Middle Fork of the Tuolumne River between Mather and Crane Flat, was also surveyed. In April 1940, the three federal agencies agreed to work together to push the South Fork route. At the same time, they asked the state to begin work on a new route up the steep Priest's Grade west of Big Oak Flat.

The selection of the South Fork Route over Pilot Peak was hotly debated, and Tuolumne County Supervisor M. C. Merrell demanded an explanation for its choice. State highway engineer George T. McCoy gave several reasons as to why the new alignment was chosen. The reasons he advanced were changes in the pattern of usage of the Big Oak Flat Road, and to provide access to new recreation sites in the Stanislaus National Forest. The Pilot Peak route had shown insufficient traffic density to warrant construction along that line. Statistics showed that of traffic continuing east from Buck Meadows, 46.5 percent was destined for Mather or points in the national forest, and 53.5 percent was headed to Crane Flat. These figures demonstrated a strong need for better access in the South Fork area.

In the 1950s, the National Park Service began final planning the new road alignment from Crane Flat to the park's realigned northwest boundary. Improvements to the old route were studied but rejected because of likely damage to sugar pines and giant sequoias in the Tuolumne Big Tree Grove. However, the old road would be maintained as a one-way scenic drive through the big trees. The final section of the New Big Oak Flat Road was a major part of the National Park Service's ten-year "Mission 66" project in Yosemite.

There was considerable debate over the route of the new connecting California Highway 120 outside the western boundary of the park. Some of the Tuolumne County interests still pushed for the Pilot Peak route. However, the National Park Service continued to support the South Fork route, which was ultimately adopted. Yosemite Park superintendent John C. Preston stated that the chosen route was "the most advantageous for everyone concerned."

Clearing for the new section began in the fall of 1961. At the same time, a site was cleared for a new entrance station at the northwest boundary. This part of the project was done under a $369,067 contract awarded to the A. J. Diani Company of Santa Maria, California, which subcontracted most of the work to Wallace E. Reiswig of Chicago. Merchantable timber in the right-of-way, including Christmas trees, was sold off.

The new road opened to traffic in April 1962, coinciding with the opening of the reconstructed California Highway 120 outside the park boundaries. The Crane Flat ranger station remained open some time longer.

The Big Oak Flat Road now carries heavy loads of traffic. Most traffic from Manteca, San Francisco, and northern and north-central California enters via the Big Oak Flat entrance. From Crane Flat southeast to the junction with the All Year Highway, the Big Oak Flat Road also carries traffic between the Tioga