The advent of automobiles on the Kaibab and North Rim opened up new vistas of development. Woolley began to envision the time when the construction of good roads would permit easy access to visitors and when the scenic features of the Grand Canyon and the deer herds of the Kaibab would attract attention and induce many to come. His vision was to be realized before many years had passed. Modern Development of Zion, Bryce and North Rim At the beginning of the second decade of the 20th century, a few individuals here and there in the state were beginning to grasp the potentialities of southern Utah as a scenic mecca. Throughout the United States, agitation for better roads gained ground as the automobile assumed a larger place in our national consciousness. The first transcontinental auto trip was made about 1900 and much difficulty was experienced in finding passable routes. The old pioneer wagon roads, disused since the completion of the transcontinental railroad in 1869, had fallen into disrepair and were obliterated or washed by erosion in many of the desert and mountainous areas so that they were often forgotten and nearly impassable. After the first trip, however, other autoists quickly followed and there was a loud demand for logs and guide materials during the next decade—a demand which leading Utah newspapers attempted to supply. The first quarter of the century may be characterized as transitional from wagon and train to automobile. Roads had to be redesigned on the basis of alignment instead of grade control and reconstructed into highways, destined to become not only supplemental feeders of railroads but also competitors. This movement led to the establishment in 1909 of the Utah State Road Commission, empowered to develop state roads and with the avowed intention to build a two million dollar highway through the entire state from Logan to St. George. It took several years for this program to reach southern Utah and by that time road building was beginning to be affected by modern methods of highway construction. Occasional trips into the scenic southland continued, some primarily for enjoyment, others for publicity or promotional purposes, all of which served to focus public attention more and more on the area. Public pressure was brought to bear not only on the road commission, but also on the governor and eventually on the Federal government. Governor William Spry of Utah (1908-1916) made at least three trips into the region (1912, 1913, 1916). During September, 1912, he visited the Dixie Fruit Festival at St. George, then went to Kanab and northward through the State prospecting the route now followed by highway 89. [Illustration: A view of the Grand Canyon of the Colorado River. _Courtesy Union Pacific Railroad._] [Illustration: How earlier generations explored the Kaibab: horseback, buggies, and automobiles.]