Crater Lake was kept open on a year-round basis for the first time in 1935-36. The acquisition of an additional high-powered rotary snow plow facilitated the task of maintaining open roads in the face of heavy winter storms, leaving a total snowfall of nearly fifty feet. Bulldozers were used to cut through the frozen drifts on Rim Road. Cooperation from the Oregon State Highway Commission for snow removal on approach roads was an important factor in the winter accessibility of the park. [15]
In 1937 Superintendent Canfield reported on the merits of snow removal and its relation to winter accessibility of the park. Among his observations were:
The value of winter accessibility of Crater Lake National Park was again shown during the 1936-37 season when open entrance highways were maintained from Klamath Falls on U.S. Highway 97 and Medford on U.S. Highway 99–both gateway cities. Approximately 23 miles of park highways were involved. The Oregon State Highway Department maintained open roads to the park boundaries in cooperation with the National Park Service.
Up until the acquisition of powerful snowplow equipment, the wonders of Crater Lake during winter months were viewed only by the eyes of persons who skied or snowshoed over 20 to 25 miles of snow. The park was practically inaccessible from November until late June or July 1. Snow was removed entirely by hand labor, making only a one-way traffic lane possible. The one-way traffic would persist until after the middle of July. It is of important interest to note that nearly 50,000 visitors arrived in the park during the time travel had been impossible in previous years. [16]
World War II had a significant impact on park operations and maintenance activities. In 1942 the park turned over to the armed forces on a loan basis its fleet of trucks and snow removal equipment. The loan consisted of nine pickup and dump trucks, one Snogo 1929 model, one Snogo 1936 model, and one Rotoblade snow removal machine. The loan of this machinery, together with reductions in park personnel, appropriations, and visitation, resulted in closure of the park in November 1942. The park would be open on a summer basis only until year-round operations were resumed in 1946. [17]
The reduction of park personnel during the war resulted in the decimation of experienced maintenance crews. Hence the chief ranger and the park naturalist undertook the major responsibility for road and trail repairs and other essential summer maintenance work. They furnished crews or individual employees to assist the park carpenter, plumber, road foreman, and engineer in their various duties. This cooperation by the more experienced and trained park personnel was important to the ongoing maintenance operations of the park during the war. According to Superintendent Leavitt, “the only unskilled labor we were able to procure was a few young boys just old enough to qualify under the age regulations, and a few old men.” [18]
One of the problems that resulted from the winter closure of the park during the war was increased road and building damage occasioned by heavy snow. The park was manned by skeleton winter crews, and snow was not removed from roads or buildings. Thus, the condition of park roads, buildings, and facilities deteriorated as the war continued. Damage to park buildings became a problem of particular concern to Crater Lake administrators, evidence of which may be found in a memorandum prepared by Leavitt for NPS Director Drury on July 21, 1943:
