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Mutiple Day Format
THE XCURSION
Driving the Coquille Wagon Road is very much like stepping back in time while retaining its original roadbed and (even better) its original scenery. The return to Cow Creek from Powers, Oregon is just another highlight of the Coquille River Valley. The 1,059 square-mile Coquille River Watershed is the third largest river system in Oregon to originate from the Coast Range. The majority of the Coquille Watershed lies in Coos County, Oregon. The remainder is in Douglas County and a small area of Curry County. The Coquille's three major tributaries--the North (including the East Fork), Middle, and South Forks--join the main stem within a few miles up- and downstream of the town of Myrtle Point and flow into the Pacific Ocean at Bandon. The South Fork Coquille River is a productive salmon and steelhead spawning stream. Coquille River winter steelhead can exceed 20 pounds and are famous for their acrobatics and strong fight! The river is not stocked for trout, but above Coquille River Falls, anglers can pursue wild cutthroat and rainbow trout.
FUEL POINTS AND LOGISTICS
CONSIDERATIONS
Driving the Coquille Wagon Road is very much like stepping back in time while retaining its original roadbed and (even better) its original scenery. The return to Cow Creek from Powers, Oregon is just another highlight of the Coquille River Valley. The 1,059 square-mile Coquille River Watershed is the third largest river system in Oregon to originate from the Coast Range. The majority of the Coquille Watershed lies in Coos County, Oregon. The remainder is in Douglas County and a small area of Curry County. The Coquille's three major tributaries--the North (including the East Fork), Middle, and South Forks--join the main stem within a few miles up- and downstream of the town of Myrtle Point and flow into the Pacific Ocean at Bandon. The South Fork Coquille River is a productive salmon and steelhead spawning stream. Coquille River winter steelhead can exceed 20 pounds and are famous for their acrobatics and strong fight! The river is not stocked for trout, but above Coquille River Falls, anglers can pursue wild cutthroat and rainbow trout.
FUEL POINTS AND LOGISTICS
- Fueling Availability: Should be done prior to leaving Souther Oregon. Medford, OR, Canyonville, OR, Coos Bay, OR, Coquille OR. Grants Pass, OR.
- Fuel and Resting Stops:
- Total Xcursion Distance: 379 mi
- Transportation Method: Motorcycle, Automobile Camper, RV.
- Total Moving Time: 10 h, 34 min
CONSIDERATIONS
- Don't forget camera gear and swim trunks and a towel!
- Thunder storms are always possible. Be Prepared!
PHOTOS & VIDEOS
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DAY 1
DAY 2
DAY 3
DAY 2
DAY 3
HISTORY AND INFORMATION
Most folks would naturally make the assumption that the Coquille Wagon Road is much like an old wagon road today. Instead, it remains drivable throughout while retaining its original roadbed and (even better) its original scenery. And what scenery! Mountains, canyons and waterfalls, grass-floored valleys walled in by cliffs, and fine old historic structures dating from the time when this was Coos Bay's only land route linking it to the wide world. It is one of Oregon's finest historic and scenic drives. The Coos Bay Wagon Road goes through the lower section of Brewster Canyon as a paved, single lane road. As one travels fro East to West however, there are short segments of hard packed gravel.
The West's wagon roads are intimately tied to its early railroads. When the transcontinental railroad opened in 1869 people expected it to kill the large and profitable wagon and stage trade, run by companies such as Wells Fargo and American Express. It didn't happen. Instead, the wagon and stage lines congregated around the railheads and created links to the surrounding settlements. This often included upgrading rough tracks to take regular service (and coach service required fairly good roads), or even make new roads from scratch. These included the Coos Bay Wagon Road, new-built in 1872, running from the Roseburg depot (now a brew pub) to the southeastern end of Coos Bay's magnificent natural harbor, then just being developed.
Without federal subsidies the Coos Bay Wagon Road would never have happened. This is not, however, a simple tale of good governance — far from it. The Oregon and California Railroad (locally called just "The O & C", a term you'll see on signs throughout the region) accepted vast federal land grants in exchange for building a railroad link between Portland and the transcontinental railroad in San Francisco. The amount of land was astonishing — 12,800 acres per mile of track, and the O & C would run over six hundred miles! It would be arranged in a checkerboard, each square exactly one mile on a side, to prevent the railroad from monopolizing land use in any one area. But there were conditions to this; the O & C land sales were hobbled by a wagonload of regulations written by Congress with the goal of forcing the railroad to sell small plots to farming families.
The land grant plan was doomed from the start. The simple fact was that most of the Coast Range lands were completely unsuitable for agriculture and the railroad couldn't give them away. Then railroad managers had what seemed at the time as a bright idea: sell the tracts thousands of acres at a time to large developers as timber lands for more than the Congressionally mandated per-acre price, and then forge paperwork to make it seem like the law was being obeyed. Win-win! Until the federal government got tired of this chicanery and took the lands back in 1916. Known as "The Revestment", these lands still form a government owned patchwork blanketing the Oregon mountains from one border to the other.
The Coos Bay Wagon Road was built as part of the O & C's construction, although ostensibly by a different company. It, too, had land grants extending along its length, given to it in 1866. It opened in 1872, the same year that the O & C opened its station in Roseburg. It was as fully involved in illegal land grants as its railroad sibling and its lands were included in the Revestment. You can see its land-grant lands as gray squares on the map above, now run by the Bureau of Land Management (BLM). The BLM maintains paved roads — narrow, bad, and unmapped, but still paved — throughout these mountains.
The route of the Old Wagon Road is a bit of a head-scratcher. It crosses the Pacific Divide several miles north of the lowest pass, then dives down into deep, cliff-sided Brewster Canyon. It's a beautiful drive with outstanding waterfalls — but road companies and wagoneers weren't interested in beauty. They wanted level and reliable, and a steep canyon is a bad place to look for either. Not only did it take extensive cutting and filling to create a shelf for the road, but winter floods would reliably wipe out sections. It's remarkable that it was never abandoned.
Along the road lie a series of narrow, flat-bottom valleys hemmed in by mountains and these form the likely explanation for the road's location. They would furnish excellent quality land for later sale as well as create demand for shipping services once they were settled. It certainly didn't hurt that they made construction and maintenance easier. Like all nearly all such roads the Old Wagon Road hugged one side to avoid taking valuable farmland, and to keep its feet dry should the valley flood. There are five of these, and they become increasingly scenic west to east as they become increasingly remote. Each one has its own settlement: Sumner (at the head of Catching Slough, the lowest place on the road), Fairview (whose valley is known as Burton Prairie), McKinley, Dora, and Sitkum. The latter three valleys were formed when a gulch filled with alluvium that had washed down from the easily eroded mountains, and were raised to their current height by the faulting that is still going on. Indeed, Sitkum's broad and handsome valley (known as Brewster Valley) sits in the middle of Brewster Canyon, separating the upper part from the lower part.
The West's wagon roads are intimately tied to its early railroads. When the transcontinental railroad opened in 1869 people expected it to kill the large and profitable wagon and stage trade, run by companies such as Wells Fargo and American Express. It didn't happen. Instead, the wagon and stage lines congregated around the railheads and created links to the surrounding settlements. This often included upgrading rough tracks to take regular service (and coach service required fairly good roads), or even make new roads from scratch. These included the Coos Bay Wagon Road, new-built in 1872, running from the Roseburg depot (now a brew pub) to the southeastern end of Coos Bay's magnificent natural harbor, then just being developed.
Without federal subsidies the Coos Bay Wagon Road would never have happened. This is not, however, a simple tale of good governance — far from it. The Oregon and California Railroad (locally called just "The O & C", a term you'll see on signs throughout the region) accepted vast federal land grants in exchange for building a railroad link between Portland and the transcontinental railroad in San Francisco. The amount of land was astonishing — 12,800 acres per mile of track, and the O & C would run over six hundred miles! It would be arranged in a checkerboard, each square exactly one mile on a side, to prevent the railroad from monopolizing land use in any one area. But there were conditions to this; the O & C land sales were hobbled by a wagonload of regulations written by Congress with the goal of forcing the railroad to sell small plots to farming families.
The land grant plan was doomed from the start. The simple fact was that most of the Coast Range lands were completely unsuitable for agriculture and the railroad couldn't give them away. Then railroad managers had what seemed at the time as a bright idea: sell the tracts thousands of acres at a time to large developers as timber lands for more than the Congressionally mandated per-acre price, and then forge paperwork to make it seem like the law was being obeyed. Win-win! Until the federal government got tired of this chicanery and took the lands back in 1916. Known as "The Revestment", these lands still form a government owned patchwork blanketing the Oregon mountains from one border to the other.
The Coos Bay Wagon Road was built as part of the O & C's construction, although ostensibly by a different company. It, too, had land grants extending along its length, given to it in 1866. It opened in 1872, the same year that the O & C opened its station in Roseburg. It was as fully involved in illegal land grants as its railroad sibling and its lands were included in the Revestment. You can see its land-grant lands as gray squares on the map above, now run by the Bureau of Land Management (BLM). The BLM maintains paved roads — narrow, bad, and unmapped, but still paved — throughout these mountains.
The route of the Old Wagon Road is a bit of a head-scratcher. It crosses the Pacific Divide several miles north of the lowest pass, then dives down into deep, cliff-sided Brewster Canyon. It's a beautiful drive with outstanding waterfalls — but road companies and wagoneers weren't interested in beauty. They wanted level and reliable, and a steep canyon is a bad place to look for either. Not only did it take extensive cutting and filling to create a shelf for the road, but winter floods would reliably wipe out sections. It's remarkable that it was never abandoned.
Along the road lie a series of narrow, flat-bottom valleys hemmed in by mountains and these form the likely explanation for the road's location. They would furnish excellent quality land for later sale as well as create demand for shipping services once they were settled. It certainly didn't hurt that they made construction and maintenance easier. Like all nearly all such roads the Old Wagon Road hugged one side to avoid taking valuable farmland, and to keep its feet dry should the valley flood. There are five of these, and they become increasingly scenic west to east as they become increasingly remote. Each one has its own settlement: Sumner (at the head of Catching Slough, the lowest place on the road), Fairview (whose valley is known as Burton Prairie), McKinley, Dora, and Sitkum. The latter three valleys were formed when a gulch filled with alluvium that had washed down from the easily eroded mountains, and were raised to their current height by the faulting that is still going on. Indeed, Sitkum's broad and handsome valley (known as Brewster Valley) sits in the middle of Brewster Canyon, separating the upper part from the lower part.
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Day Rides
ADVENTURE
This Ride is primarily gravel roads with a few ruts and mud puddles depending on the time of year. It takes approximately 4 hrs to complete the route and is a very scenic ride with old cabins, historical points of interest and several places for horizon viewing of the Siskiyou Mountain Range.
FUEL POINTS
Fueling should be done previous to leaving . This ride is approximately 62.0 TO 100.0 miles, and it is in mid to high elevation.
LOGISTICS
Fueling should be done prior to departure.
This ride is approximately 62.0 miles.
Don't forget camera gear.
Thunder storms are always possible. Be Prepared!
DESCRIPTION
This Xcursion is a single day route designed for Adventure Motorcycles, SUV's and 4X4's. It progresses up Griffen Creek to Anderson Butte with scenic views of the Upper Applegate Valley following several ridgelines before dropping into the Little Applegate drainage. Several hiking trail systems can be explored along the Sterling Mine Ditch Trail. This is a moderate route in early Spring and late Fall with Winter making it impassible due to snow. It offers many arterial roads for exploration and many historical venues for the more adventurous.
This Ride is primarily gravel roads with a few ruts and mud puddles depending on the time of year. It takes approximately 4 hrs to complete the route and is a very scenic ride with old cabins, historical points of interest and several places for horizon viewing of the Siskiyou Mountain Range.
FUEL POINTS
Fueling should be done previous to leaving . This ride is approximately 62.0 TO 100.0 miles, and it is in mid to high elevation.
LOGISTICS
Fueling should be done prior to departure.
This ride is approximately 62.0 miles.
Don't forget camera gear.
Thunder storms are always possible. Be Prepared!
DESCRIPTION
This Xcursion is a single day route designed for Adventure Motorcycles, SUV's and 4X4's. It progresses up Griffen Creek to Anderson Butte with scenic views of the Upper Applegate Valley following several ridgelines before dropping into the Little Applegate drainage. Several hiking trail systems can be explored along the Sterling Mine Ditch Trail. This is a moderate route in early Spring and late Fall with Winter making it impassible due to snow. It offers many arterial roads for exploration and many historical venues for the more adventurous.
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Boondock Squat'n
ADVENTURE
This men's overnighter is perfect for cooling off. It has a great swimming hole and lots of space. Simply put. We have started a counter revolution to 'Gal's Night Out!' Boondock Squat'n will gathers monthly in somewhere in a backcountry setting where we can make fire, cook meat, bring our stories, open a bible, brainstorm a little, sleep under the stars, and then get back to letting things buck until the we meet again. The whole goal is to help keep each other in the saddle and to hang on a little longer in a very informal, and unformatted way. We really enjoy getting men together and encouraging each other in a simplistic setting. The cost for these events is $20 (You can't even buy your buddy lunch for that!)
FUEL POINTS
Fueling should be done prior to leaving in Jacksonville Oregon. This event is approximately 30 miles out of Jacksonville, OR in the Applegate Lake area.
LOGISTICS
THE DRIVE TO CAMP
This Event is a single over night trip. It can be reached any type of vehicle. It progresses from Jacksonville, Oregon to the southern end of Applegate Lake. Click on the Google Map icon above and send this route to your phone.
WHAT YA NEED TO KNOW!
We are a group of simple guys who need to blow a little steam once in a while. That being said, You just can't let it all hang out in church like you can with a bunch of buddies. We're not here to run-a-muck- We're here to buck a little! We're here to encourage one another about our story, have an adventure, breath a little, and be the men God has purposed us to be.
WHAT TO BRING.
This is strictly run whatcha brung so everything you need to stay dry and warm, sleep in a tent, sleep in your car, it's up to you! Pack what you like to grill and we'll make fire! Bring enough food for dinner and breakfast, your beverages, guns, and whatever else you want to throw in at the last minute. Just remember! It's only over night
SHARE YOUR STORY.
Story must go far deeper than just entertainment. It must venture deeper than just our activities and achievements. It must bear and share the very depths of what is going on in the heart even if it's messy. More complete stories nourish us. They provide a kind of food that the soul craves. Stories help us identify what is the true reality of living because of what we find in someone else's story, something that will help us understand our own. When we share and bear another person's story, the reality of their story illuminates the reality our daily story. Stories shed light on our lives and intrinsically link us together not because misery loves company but because when we are live in Christ we are family, and as men we need a good posse around
LET 'ER BUCK!
It was at Camp White, in the heart of the Rogue River Valley in Oregon, that the 361st Infantry Regiment of the 91st Infantry Division was reactivated on 15 August, 1942 after 23 years on the inactive rolls of the United States Army. The 361st, as part of the 91st Division, had served its country well during the First World War. It was one of the best units in the A.E.F. During the last months of the war, it had met and defeated the best of the German Army in the Lorraine, Meuse-Argonne and Ypres-Lys campaigns. In the 39 days it was in combat, it was credited with having permanently gained fifteen and one half miles of enemy territory. In a war where little real estate changed hands, this was a major accomplishment. After the armistice, the Regiment patrolled the Franco-Belgian border for a short period. It was here that the division adopted a green fir tree as its insignia and gave itself the battle cry, "Powder River, Let `er Buck!" The fir tree symbolized the Northwestern United States, for the personnel of the division had come from seven western states. By the time the division arrived back home, the battle cry had become official.
Maybe you need to win a few battles. Perhaps you have been on inactive duty. Life gets monotonous and every man needs a little adventure once in a while. We are inviting you to join us and to put a little 'Let 'er Buck!' back into your battle cry.
This men's overnighter is perfect for cooling off. It has a great swimming hole and lots of space. Simply put. We have started a counter revolution to 'Gal's Night Out!' Boondock Squat'n will gathers monthly in somewhere in a backcountry setting where we can make fire, cook meat, bring our stories, open a bible, brainstorm a little, sleep under the stars, and then get back to letting things buck until the we meet again. The whole goal is to help keep each other in the saddle and to hang on a little longer in a very informal, and unformatted way. We really enjoy getting men together and encouraging each other in a simplistic setting. The cost for these events is $20 (You can't even buy your buddy lunch for that!)
FUEL POINTS
Fueling should be done prior to leaving in Jacksonville Oregon. This event is approximately 30 miles out of Jacksonville, OR in the Applegate Lake area.
LOGISTICS
- Don't forget camera gear and swim trunks and a towel!
- Thunder storms are always possible. Be Prepared!
THE DRIVE TO CAMP
This Event is a single over night trip. It can be reached any type of vehicle. It progresses from Jacksonville, Oregon to the southern end of Applegate Lake. Click on the Google Map icon above and send this route to your phone.
WHAT YA NEED TO KNOW!
We are a group of simple guys who need to blow a little steam once in a while. That being said, You just can't let it all hang out in church like you can with a bunch of buddies. We're not here to run-a-muck- We're here to buck a little! We're here to encourage one another about our story, have an adventure, breath a little, and be the men God has purposed us to be.
WHAT TO BRING.
This is strictly run whatcha brung so everything you need to stay dry and warm, sleep in a tent, sleep in your car, it's up to you! Pack what you like to grill and we'll make fire! Bring enough food for dinner and breakfast, your beverages, guns, and whatever else you want to throw in at the last minute. Just remember! It's only over night
SHARE YOUR STORY.
Story must go far deeper than just entertainment. It must venture deeper than just our activities and achievements. It must bear and share the very depths of what is going on in the heart even if it's messy. More complete stories nourish us. They provide a kind of food that the soul craves. Stories help us identify what is the true reality of living because of what we find in someone else's story, something that will help us understand our own. When we share and bear another person's story, the reality of their story illuminates the reality our daily story. Stories shed light on our lives and intrinsically link us together not because misery loves company but because when we are live in Christ we are family, and as men we need a good posse around
LET 'ER BUCK!
It was at Camp White, in the heart of the Rogue River Valley in Oregon, that the 361st Infantry Regiment of the 91st Infantry Division was reactivated on 15 August, 1942 after 23 years on the inactive rolls of the United States Army. The 361st, as part of the 91st Division, had served its country well during the First World War. It was one of the best units in the A.E.F. During the last months of the war, it had met and defeated the best of the German Army in the Lorraine, Meuse-Argonne and Ypres-Lys campaigns. In the 39 days it was in combat, it was credited with having permanently gained fifteen and one half miles of enemy territory. In a war where little real estate changed hands, this was a major accomplishment. After the armistice, the Regiment patrolled the Franco-Belgian border for a short period. It was here that the division adopted a green fir tree as its insignia and gave itself the battle cry, "Powder River, Let `er Buck!" The fir tree symbolized the Northwestern United States, for the personnel of the division had come from seven western states. By the time the division arrived back home, the battle cry had become official.
Maybe you need to win a few battles. Perhaps you have been on inactive duty. Life gets monotonous and every man needs a little adventure once in a while. We are inviting you to join us and to put a little 'Let 'er Buck!' back into your battle cry.
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ABOUT US
Everything that you need to know about why
we do what we do. |
MINISTRY
Backcountry Xcursions and funding for off grid ministry and adventure!
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ROAM
Rouge Outdoor Adventure Movement.
Run Whatcha Brung! |
IRR - I RIDE ROGUE
Backcountry Exploration and Self Guided Travel for Motorcycle Enthusiasts.
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BOONDOCK SQUAT'N
Overnight Mens gatherings in the Boondocks with a Spiritual Emphasis!
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STORY
Photographic Narrative and Story by John Fairrington done in Blog Style!
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THE BLOG SHED
Excerpts from various Studies, Journaling, and writing by John Fairrington.
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BOOKS
Books that bring simplicity and encouragement to a walk of faith.
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