With this appropriation he was expected to care for a mileage four times greater than that of the west side and was thus responsible for not only eastern approaches but maintenance of 150 miles of road from Darwin, all roads in the valley and those which furnished the north and south approaches. He managed to get $5000 after two years. With this he procured road machinery on a rental basis and succeeded in making a fair desert road. Then he began a one-man crusade to exploit Death Valley as a tourist attraction. “We need only roads a tourist can travel.” He worked just as diligently for all of Inyo’s roads. “We have one of the world’s best vacation lands,” he told the west-siders. “You have an abundance of beautiful lakes and streams in a setting of mountains impressive as any in the world. On our side we offer the appeal of the Panamint, the Funeral Range, and spectacular Death Valley. Tourists will come to both of us if we give them a chance and they will be our best crop.” By 1926 his crusade for roads had spread beyond Inyo county lines. San Bernardino county, through which passes Highway 66, a main transcontinental artery, joins Inyo on the south. Its board of supervisors was in session one day when Brown strode in. Most of them he knew. He wanted their advice, he told them. “Your county and mine need more roads to bring more people. The easiest way into Death Valley is through your county from Baker. The distance from Baker to the Inyo county line is 45 miles. If you will build the road to the Inyo line, I will build it from that point to Furnace Creek, 71 miles. Such a road would open Death Valley to the public and the tourists who will travel will spend enough money in your towns to pay your share of the cost.” San Bernardino supervisors agreed to consider it but were not enthusiastic. One of America’s largest counties, San Bernardino had also one of its largest road problems. Brown kept plugging, arranging meetings, convincing residents that the county’s portion of the road would be over flat country and over roads already passable, and its construction inexpensive. Finally San Bernardino county supervisors agreed and by April, 1929, he had 71 miles of passable road. The result was that Death Valley was no longer remote as the Congo and tourists began to come. To Shoshone it meant a few more windshields to wipe; a few more cars to crawl under. Another soft answer to frame for the sightseer cursing the desolation. Another shed for the store that started on the kitchen table. In 1932 Brown went before the State Highway Commission and urged that all the roads he had built in Death Valley be taken over by the state. The law was passed. Death Valley became a National Monument February 11, 1933, by order of President Franklin Roosevelt. At that time America was groping its way through depression, worrying about its dinner and its debts as a result of the stock market crash of 1929.