Martin's Bluff
By Curt Cunningham

Martin's Bluff has been overlooking the Columbia river for eons, watching the water flow by on its way to the sea. The bluff is high and rocky, about a mile long, and is situated between the river and the freeway and is located about 5 miles northwest of Woodland. The area is rugged and hilly and there wasn't much human presence there until the 1850's. The town of Martin's Bluff was a mere flag stop on the mainline and was nothing more than a small village with a store and post office.

Early Settlers

William Herbert Martin arrived at St. Helens on October 31, 1850. He came across the Oregon trail with his wife Rhoda (Crossley) and their 3 children. William had 2 children by an earlier marriage; Frank D. and Ann, and in 1848, William and Rhoda had a son together named William Smith Martin In 1851, the Martin's traveled down the Columbia and landed at the northern tip of Martin's island. It is said that when they were on the shore Rhoda began to sing. 

Across the river on Deer island the settlers living there heard the singing and rowed a boat over to see who it was. These settlers were excited to meet new people and asked them to stay here instead of looking elsewhere for a home. They decided to take them up on the offer and they made the head of the island their home. 

On October 17, 1853, William and Rhoda's 3 year old daughter had passed away. William then founded the Martin's Bluff cemetery where Elizabeth Mary Martin was laid to rest. The cemetery is located between S. Cloverdale Rd. and the freeway southeast of the bluff. On March 1, 1853, William's son Frank took a donation land claim on the mainland south of Martin's Bluff and started a farm. His cabin was located on the north side of Mill Creek near its mouth. Frank unfortunately lived a short life and sadly passed away on April 30, 1865.

In 1857, William H. had machinery for a sawmill shipped around the "Horn" to Martin's Bluff. After the equipment arrived in 1858, William built a sawmill on his son's claim next to Mill creek. For 10 years things must have gone well, but after the flood of 1867, it was the last straw for William H., who had finally grown tired of the frequent inundation on the island and decided to move to the mainland to be on higher ground. There he built a cabin near his sawmill that stood for 87 years until 1945 when it was torn down to make way for Highway 99, that was built right through the old homestead.

After a fruitful life, William H. Martin passed away on January 11, 1879.

Another early settler near Martin's Bluff was Robert Weldon who was living about 2 miles northwest of William and Frank in 1857. Weldon, who may have arrived about 1855, filed his donation land claim on November 22, 1865. There seems to be another William Martin living in the area at the time. The BLM-GLO records indicate that a William L. Martin filed a land claim for 80 acres on December 20, 1867, that was located about 2 miles northwest of Martin's Bluff near Robert Wheldon. In the Lewis river valley, there was a William F. Martin, who was born in 1866 and no close relation (That I found) and he lived in Woodland until 1932, when he passed away.

The Steamers

Until 1870, there were 2 ways to get to Martin's Bluff, by boat, or the old foot trail. In 1870, the wagon road from Vancouver terminated at martin's Bluff. Later that year, the military improved the road between Fort Vancouver and Fort Steilacoom and the rough trail through Martin's Bluff was widened just a bit so wagons could barely squeeze though.

Steamers began to ply the Columbia in 1850 and Martin's Bluff would soon become a stopping place for passengers and cargo on the route between Portland and Astoria. This was because of the deep water near the shoreline that was ideal for large steamers and ocean going ships.

The Martin's Bluff Post office

On November 1, 1868, Mail Route #15415, from Vancouver to Pekin, had been extended to Freeport. This was to supply the large area of the country with mail service now that there were more people living in the area and the current service was lacking. The change was made because of the river freezing up, which stopped the mail from getting through. This overland service eliminated the problem. Josiah Lee at the time was the mail carrier. Because of the change, William H. Martin established a post office and a small store at Martin's Bluff on November 14, 1868.

On May 19, 1879, the Martin's Bluff post office was discontinued. The reason was that nobody wanted to take over as postmaster after William H. had passed away. William died in January, and the person dispensing mail for him (most likely his wife) until May, when the office was shut down, must not have wanted the job.

On June 25, 1882, The Vancouver-Kalama mail carrier, H. Claassen, had to travel between Union Ridge and Martin's bluff in a row boat, because high water had covered the river road nearly the whole distance.

On February 27, 1909, the Martin's Bluff post office was reopened by Hanna M. Bradford. This post office only lasted for 7 years when it was discontinued on August, 31, 1916.

Martin's Bluff News of the 1880's and 1890's

November 17, 1881; William S. Martin harvested 200 bushels of potatoes per acre and also raised squashes weighing 75lbs, with one that measured 4 feet 7 inches in circumference. The high winds that week had knocked over some trees blocking the road between the Bluff and Kalama though people were able to get around them until they were removed a few days later.

The heavy rains that month made all the roads continuous mud holes that had a variety of depth for the unsuspecting traveler. The wet and damp climate discouraged many an emigrant, and that November, Chilt Hiddleson and his wife decided enough was enough and they packed up their belongings and headed back east, leaving some of their grown children who remained in the area. The only school between the Bluff and Kalama had closed that week by the teacher Rose Crawford of Monticello. It was her 2nd term as teacher.

News of June 1, 1882; Mr. Curtis took over teaching school in District 13 near Martin's Bluff, and it was said that; "by reports floating on the soft summer air we judge he is enlivening educational matters down that way." And Mrs. H. P. Jenkins of Martin's Bluff; "was rendered quite helpless by a recurrence of her old maladies. Her health, always a subject of solicitude on the part of friends, is now so precarious as to excite their greatest anxiety."

In 1883, navigational beacons were installed on Martin's Bluff. There were 2 white lights with white targets that were used for day ranges. On Martin's island, a bar with range lights was installed.

On January 27, 1887, William S. Martin built a grist mill on Mill creek and Frank Jenkins, who had just arrived at the Bluff, operated it for him.

On Friday June 8, 1888, Harry Matlack son of William Matlack, drowned while he was with his uncle Thomas Matlack as they went on business to Martin's Bluff. On their way home, about a half mile below the Bluff, a sudden puff of wind upset the boat, and Harry, being caught under the boat, drowned before his uncle could reach him. The body was found 2 days later by a schooner and taken to Martin's Bluff, where it was kindly cared for by William S. Martin and neighbors. Young Harry Matlack was buried at the Martin's Bluff cemetery on June 15, 1888. 

On January 5, 1890, the Martin's Bluff Flume company was founded with a capital stock of $2,000. The trustees were, William S. Martin, B. F. Jenkins and W. H. Burke. The company built and maintained several miles of flumes and ditches.

On August 12, 1898, steamboat operators running between Portland and Astoria were reporting that there were disastrous forest fires raging along the Columbia river. The smoke was so thick that neither side of the river was discernible. The fire at Martin's Bluff was the fiercest. Millions of feet of timber was destroyed and several homes and ranches were devastated. On the south side of the river, the fire consumed everything in its path from Columbia City to Westport and the people were helpless to stop it.

The end of the 1890's brought the passing of William S. Martin, son of William H. Martin, who was only 51 years old. He died on April 3, 1899 of pneumonia. Martin had married Elizabeth Goerig on April 14, 1874 and they had 4 daughters; Rosa, Clark, Clara, Ivy, Ella and a son Herbert. William S. was well known throughout the state and served as Cowlitz county commissioner.

The Martin's Bluff Excursions

River excursions were a popular pastime for the people of Portland and Vancouver during the late 1890's and 1900's, Steamer companies would transport partiers down the Columbia to Martin's Bluff from Portland on barges, while the guests danced and gossiped to music by an orchestra. There they would tie up at the dock and the revelers could disembark to the little park that was there. The Shaver Transportation company was one of these providers of party barge excursions.

On June 1, 1894, the steamer Harvest Queen towed a large barge down the Columbia from Portland to Martin's Bluff with an excursion party. The barge was used for dancing and the steamer was used for those who did not want to dance, but would rather engage in social conversation. (the halcyon days before social media)

The steamers Shaver and Dixon also took party goers on excursions to Martin's Bluff. On June 25, 1897, both steamers took parties down the river to the Bluff, and the barges were lashed together so the crowd could intermingle. 

On July 11, 1903, the Harvest Queen towed the barge Klickitat and took the Retail Clerks Excursion to the Bluff, and all were invited to attend the gala for just one dollar. The following week on July 26th, the Harvest Queen towed the Klickitat and ferried Spanish-American War Veterans and their families down to the Bluff that was sponsored by Camp Harrington. The music was by Everest's Orchestra. Tickets could be purchased for a dollar at Woodard & Clark's drug store in Portland.

On June 5, 1905, the Ancient Order of the Hibernians had the steamer Glenola tow the Klickitat to Martin's Bluff from Portland. More than 800 people were taken down the river to the Bluffs while the band played. The committee in charge of the picnic was; John O'Hare, John Farrell, J. E. Malley, D. H. Deery, T. J. Smith, J. W. McGinn, Charles Bird, Thomas Duggan and D. W. Lane.

The excursions never reported an accident and everyone always enjoyed the social gatherings on the river and at the Bluff. Though things were mainly pleasant, sometimes there is that one person who just ruins it for everyone else. On June 21, 1908, that person was on board the Capital City and he put his fellow excursionists in great danger, while they were about to leave the Bluff. 

The idiot in question had angered a railroad worker who had fired a pistol into the crowd as they were leaving the dock, and the shot wounded John Watts, a deckhand. Women and Children were crowded on the bow of the boat and more would have been shot if the worker had more than one cartridge in his revolver.

Deputy Sheriff Frank Beatty was a passenger on the boat, and his quick action enabled him to land the man behind bars in Kalama. Deputy Beatty was able to identify the man who had said his name was John Monoca. The shooting was an outgrowth of the merrymaking by the departing excursionists, which was resented by a gang of laborers after one of the passengers threw an onion at workers.

There were 50 or 60 workers employed on the railroad near Martin's Bluff, and they had gone to the boat landing to watch the Portland partiers leave. At the landing there was loud chatter between the excited excursionists and those on shore. Everything was going well until one partier decided to be an ass, and threw an onion at the laborers. This stupid move as you could imagine, made the workers angry and one of them whipped out a 32 caliber revolver and fired at the boat. 

The result was panic with the passengers scurrying for cover. Nobody knew for quite some time if anyone was hit, when it was learned that a deckhand was shot in the left arm. Deputy Beatty suggested turning back at once, but the captain of the boat thought it best to proceed without exposing the passengers to a possible assault from shore. The captain dropped off Beatty at St. Helens where he secured the aid of Sheriff White of Columbia county. 

They proceeded in Dr. Cliffs glass motorboat to Kalama, where they picked up Sheriff Kirby and another deputy, and then proceeded to Martin's Bluff. The officers arrived at 7:30pm and at once began a search for the man who fired the shot. After much difficulty, he was located and identified. He was then taken to the Kalama jail where he was again identified as the shooter.

On August 2, 1908, the Garment Workers Union Local #228 gave it's yearly excursion to Martin's Bluff. There were dances and games at the park and a general good time was had by all. Starting at 8am, the J. N. Teal was boarded with the workers and their families. There were no accidents or even a minor unpleasantness during the day. At Martin's Bluff, there were a great many athletic events and sports games in the park.

The Martin's Bluff Tragedy

On May 30, 1902, a party of 6 local kids decided to row over to Martin's island, which was about 150 yards away. The kids convinced Elizabeth Martin, (who was the mother of half of the group) and Mrs. Jones to come along. On their way back home, a plank came loose on the boat and in the excitement, the group moved too far to one side and the boat capsized. Herbert Martin was able to save the lives of his mother Elizabeth and his fiancé Lillie Durkee, but when he tried to save the others he drowned along with 3 others. Those who perished were; Herbert Martin 21, son of William S. Martin, Ivy Martin 18, Herbert's sister, Nellie Durkee 20 and Myrtle Durkee 18, daughters of Joseph Durkee. The Durkee and Martin families were neighbors, and their homes were next to each other at Martin's Bluff.

After tying up the boat at Martin's island, the party went to visit Gilbert Scott, a son of Richard Scott, from Milwaukee, and his assistant, Charles Hahlenberg. The young folks spent about two hours with their hosts, talking and singing. It was about 10pm when the members of the merry little party announced they must go home, and on their way back, the boat slowly filled with water and when they realized the boat was sinking, they quickly shifted their weight to one side in the excitement and overturned the boat. Mrs. Jones and Ella Martin were able to reach shore on their own.

On May 29, 1902, The drowning victims were buried at the Martin's Bluff cemetery and it was one of the largest ever held in the district at the time. Many attended the funeral as a tribute to the heroism of the young man and as an expression of sympathy for the sorrow of his mother and sweetheart, who owed their lives to his bravery.

Bybee's Landing

Bybee's Landing was located about a mile downstream from Martin's Bluff, at the mouth of Schoolhouse creek. Charles Bybee built the Bybee house, just south of the landing. It soon became a popular place. The gabled end of an out building was well known to all the travelers up and down the river. The house overlooked the Columbia, being built on a high bluff. When the Northern Pacific first built through the area in 1871, a cut 30 feet deep was made east of the house making a gentle curve around it. 

This bluff, located on the north side of Schoolhouse creek has a very steep descent to the river to the west of the house, which made a space of about 200 feet between the rails and the cliff. In 1904, the Bybee's sold the place to Mr. Crogstadt for $2,700, and then soon after, he sold 40 acres for $1,000. On July 1, 1906, he sold a right-of-way for $3,000 to the Northern Pacific for the laying of their double track line. The tracks went directly through the Bybee house which the railroad had purchased. They then gave the house back to Crogstadt for free, which he immediately took apart and moved it. This land purchase by the railroad completed the right-of-way for the double tracking between Vancouver and Kalama.

The Golden Wedding Anniversary

On July 1, 1908, James and Abigail Burke celebrated their 50th wedding anniversary at their home at Martin's Bluff, where they had lived continuously since their marriage. James was born in New York in 1832 and crossed the Oregon Trail in 1852. Abigail was the daughter of William H. Martin. The happy and fruitful couple had produced 17 children. The Burke's had lost 5 children before 1908. The surviving siblings were; Jennie Bolander, William H., Amos A., Francis E., Grant, Arthur, Ida Hiddleson, Minnie Olsted. Lulu Robinson, Stella Lane, Daisy Hanson and Iva Pirtle. James Burke was prominent in public affairs and served as one of the first commissioners of Cowlitz county and also served on the Washington State Legislature. He was one of the framers of the constitution of Washington in 1889.

Steamers Fuel Station

Cordwood was one of the first industries at Martin's Bluff. Many of the steamers that plied the Columbia river burned cordwood for fuel and a large part of the wood consumed by the river boats was supplied by dealers at Martin's Bluff, Hoffman's, Kalama, Stella and Oak Point. Wood was also shipped on barges to Portland. I am not sure exactly when the industry began at Martin's Bluff, but by 1900, it was in full swing. 

In the late 1880's or early 1890's, Charles Hoffman arrived and homesteaded about 1.5 miles downstream from Martin's Bluff. He built a steamer landing that was known as Hoffman's, and he began selling cordwood to them for fuel. At Oak Point Hogue & Young had 7 miles of flume and employed 50 to 75 men and carried a stock of 11,000 cords of seasoned wood ready for the river boats.

On November 3, 1909, after loading cordwood at Martin's Bluff, fire broke out on the streamer Butterfly and she burned to the water's edge. The craft was equipped with oil burners, but it was found to be an impossibility to keep steam, (it was found later she had bad burners) so she stopped for wood at Martin's Bluff. Captain Al Brazee of La Center, said that the fire was caused by an explosion of gas in the firebox. She was owned by Harry Young of Portland, and she was running a freight business between St. Helens and Rainier.

Built in 1905, she was originally named the Jesse Harkins and was owned by O. J. Hosford. In May of 1909, Harry Young and A. D. Chase purchased the Jessie Harkins and renamed her the Butterfly. On June 11, 1909, the Butterfly had its oil tanks installed and then was taken to the Willamette Iron & Steel works to have her boiler and engine installed. The iron workers made a large butterfly out of sheet tin and mounted it on top of the pilot house. They say it was quite attractive.

In August of 1909, Young bought out Chase's interest in the company and on August 24, 1909, the steamer Butterfly was put into service on the Portland-St. Helens run hauling cargo, and also for the benefit of the hunters owning preserves on Sauvie island. The Butterfly made weekly trips every Saturday night and returned the next day. On October 9, 1909, Harry Young and Captain Cassius "Cash" Weir began the "All Your Service Transportation company." They had 2 enclosed barges to keep the cargo dry which was unique for the time and each barge had a capacity of 200 tons. The Butterfly and the Hazel Weir towed the barges between the Cascade Locks and Rainier.

The trouble began after the Butterfly discharged her cargo at St. Helens and then started out for Rainier. On the way downriver, the fireman was unable to keep the steam pressure up so while they were at Rainier, the crew loaded some wood to help the burner make steam. On their way back to St, Helens, they were still unable to make the proper pressure as the wood was too wet to burn properly. They then decided to stop at Martin's Bluff and buy some seasoned wood. 

After departing the dock, it was discovered that she was on fire, and immediate efforts were made to extinguish the flames by the crew, which was composed of captain Al Brazee, engineer Cassius Weir and fireman John McDonald. 

In spite of all the efforts the flames continued to gain headway and it was soon seen that it would be impossible to save her and the only thing for them to do in order to save themselves would be to drive her ashore away from the dock. So they beached the steamer on Martin's island where it burned to the water's edge. Nobody was hurt and the steamer was well insured.

On November 23, 1909, engineer Cassius Weir was suspended for 30 days by U. S. Inspectors Edwards and Fuller, for carelessness in handling fuel oil while acting as chief of the steamer. It was also found that her oil burners were in bad condition. On March 3, 1910, Harry Young placed an ad in the newspaper selling the screw, engine and boiler from the burned out steamer.

Dynamite on the Columbia

Around the year 1906, the Dupont company had purchased land at Martin's Bluff for the storage of dynamite and explosive powder. Much of the explosives sent there were used in the building of the double track line by the Northern Pacific and in the quarries at Kalama. The narrow canyon up Mill creek was ideal for the storage of explosives. The Johan Poulsen arrived at Martin's Bluff on December 21, 1906 and discharged 150 tons of dynamite. 

On October 15, 1908, the steam schooner Wasp brought from San Francisco a cargo of 11,816 cases of powder and 2,020 cases of fuse, that was discharged at Martin's Bluff and at White Salmon. On April 4, 1909, the steam schooner Bee discharged 4,500 tons of Hercules powder at Martin's Bluff. Later that year on November 26, 1909, the Bee came back and discharged 4,997 kegs of blasting powder, 1,021 cases of dynamite and a quantity of caps and fuses for the quarries at Martin's Bluff. On January 31, 1910, the steam schooner Hornet discharged 200 tons of powder for the Dupont Powder magazine at the Bluff.

From 1910 to maybe about 1918, there was a village about 1.5 miles north of Martin's Bluff called Hermione. There is barely any mention of this village, although it shows up on the railroad maps between 1910 and 1918. This may have been a switchyard or loading place for the dynamite cars as an entry in the Seventh Annual Report of the Public Service Commission of Washington to the Governor printed in 1917 states; The Great Northern Railway was able to disregard the provisions of sec. 22 chap. 177 of the Laws of Washington 1911, as applying to powder and high explosives at American Lake (Dupont) to Tacoma, Seattle, Hermione, Vancouver, Felida, Pohlen, West Tenino, Mutual, Scheel, South Bellinham and Bellingham. 

In the book, Homeseekers' Guide to the State of Washington printed in 1914, on page 56, lists Martin's Bluff and Hermione as village settlements in 1910.

On June 23, 1910, the new launch Dix left for Martin's Bluff to load a shipment of powder. The Dix hauled explosives from Martin's Bluff for the local markets on the river and she also hauled explosives to Celilo for use on the canal construction.

On March 22, 1913, the Dupont Powder company finished building an immense powder plant at Martin's Bluff, for a cost of $50,000. This facility supplied all of the company's business on the Columbia, from The Dalles to Astoria, and a great portion of the Puget Sound cities' demands.

The Dupont company built a large commodious dock on the river bank, and a narrow-gauge tramway, 3,400 feet long, that was operated by means of horses and 4 tram cars. This tramway led back to the immense magazines, which, for the purpose of safety, were located about half a mile back in the canyon. By means of a 65 foot reinforced concrete tunnel near the wharf the tramway passed beneath the double-track railway.

Both riverboat's and ocean steamers could land at the dock for cargo, and most of the supplies of black powder were shipped in from Hercules, California. The nitroglycerin products came by rail from the company's factory at Dupont on the Puget Sound. The buildings consisted of 2 large warehouses or magazines, an office building and a cap magazine. The 2 large magazines, one for black powder and the other for dynamite were situated about 400 feet apart, and each was protected from explosion by the other from a log barricade that was as high and wide as the buildings themselves, which was filled with dirt. 

These buildings had concrete foundations from 2 to 4 feet thick with air chambers in the floors and along the sides. The doors were made of steel and were airtight. On the west side of the plant, and connecting with the mainline, 3,600 feet of standard-gauge railroad was constructed, with the grading work done by the Dupont company and the railroad laid the steel. The grade contractors employed about 30 men, and Engineer Bell employed nearly 20 more as track layers, carpenters, etc.

On January 23, 1916, Captain Tagani of the Japanese steamer Nissei Maru, refused to load 175 tons of explosives at Martin's Bluff for delivery at Callao in South America. The owners of the vessel had wired the captain and ordered him to refuse the cargo as there was an issue concerning the shipment. She had arrived at Martin's Bluff from San Francisco on January 14th. Mackall & Co. had chartered the vessel and then relet her to the Dupont Powder Company. Owing to a misunderstanding of the conditions governing her charter, the steamer sat anchored at Martin's Bluff and the captain was waiting for instructions from the owners.

It was now February, and someone was losing $850 every 24 hours and had already lost $18,105. The loss will fall either upon the Dupont Powder Co. or the Okazski Kisen Kabushiki Kaisha, owners of the Nissel Maru. The steamer was still anchored off Martin's Bluff where she had been since January 14, while her owners and the powder company argued over whether or not if she will take the 175 tons of dynamite to the West Coast of South America. 

The vessel was under time charter to the Dupont Powder Co. at $4.25 a ton per month for each of her 6,000 tons of dead weight carrying capacity. Despite a flood of cablegrams which were passed between Japan and Portland. The affair was seemingly no nearer settled in February than it was on January 14, when the captain refused to load the dynamite that was set out on the Martin's Bluff powder dock. On February 10, 1916, the cargo of explosives was finally accepted and loaded aboard the steamer. The squabbling by the powder company and the owners was now over, and the result of the mess was that the owners of the vessel lost the battle and $25,000.

While the Nissei Maru was docked at Martin's Bluff, J. Sakayama, a Japanese sailor, decided he wanted a new life in America and jumped ship. Sakayama was captured not long after he deserted by Jens Nicholson, a farmer who lived nearby. The sailor was brought to Portland and placed in the county jail. The Nissei Maru was expected in San Francisco on February 17th, and the unhappy deserter was returned to his ship, who then had to pay the fees involved in his capture and deportation.

On February 11, 1917, As tensions were mounting in Europe before WWI began, Collector of Customs Thomas C, Burke and Harbormaster Jacob Speier placed strong guards at the 3 government powder magazines at Martin's Bluff, who were stationed there until after the war.

The Pacific Highway through Martin's Bluff

The mountains on the north side of the Columbia river, seem to rise out of the river making overland travel extremely difficult between Vancouver and Kelso. This was the contributing factor as to why there was no road on that side until the 1870s, and then it was a dangerous, narrow and rough trail. Between Woodland and Kalama was some of the roughest sections on the road between Vancouver and Puget Sound.

On March 2, 1913, the Dupont Powder Company donated just over a half mile of newly graded Pacific Highway. The original road ran over steep hills that had grades which varied from 10% to 13.5%. This half mile stretch of highway was brought up to the best requirements of the good roads people. The Dupont company then turned it over to the state for free. The steepest grade was reduced to 5% and the 10% grade was reduced to 2.5%. C. R. Bell was in charge of the 30 workers who were using horses and mules to complete the work.

On November 7, 1913, State Highway Commissioner Roberts, Auditor Clausen and State Treasurer Meath met in Kalama to arrange for the construction work on a new section of highway between Martin's Bluff and Kalama, a distance of 3.7 miles. The new route followed the Columbia river on a water level grade, whereas the old line is a mile from the river and is very hilly. The State used convicts known as " honor men" to do the labor and were housed in an unguarded camp that was located about 2 miles south of Kalama.

On July 28, 1914, the Pacific Highway between Martin's Bluff and Kalama was completed and superintendent Prichard and engineer Kenton, were relieved of duty. Honor Camp. No. 2, was then moved from Kalama to the new location on State Road No. 8 in Skamania, county. The honor men were only able to complete 2 miles of road. Had the camp been allowed to work for 30 more days, they would have completed the highway as far as Hoffman's place that was about a mile farther south.

Day labor forces completed the road to Martin's Bluff in 1915. From Kalama southward, there was 3.5 miles of good gravel road to Martin's Bluff. After that, it was 5 miles of narrow and rough road leading into Woodland. On August 8, 1915, Portland residents Mrs. D. S. Robinson and Miss E. C. Urie had just returned from a trip to Mt. Rainier and other points in the state, that involved almost every experience met by the veteran tourist on a cross-country tour. Although Mrs. Robinson had her little roadster only about 3 months, she was self assured during all the 900 miles of travel. Mrs. Robinson said;

"In going north over the road via Vancouver we got off the road at a point near Ridgefield, and in one place the road ahead was so steep that the gasoline wouldn't feed to the carburetor, and I was compelled to turn back over a terrible corduroy road. All the time my clutch was slipping badly. Near Martin's Bluff we encountered some more rough sledding. Here hills with 25% and 30% grades came one after another, and the road was very narrow, with fences close in on either side. When Miss Urie and I started out I wasn't an experienced driver by any means, but after all that we went through, I certainly feel that I am now."

On May 12, 1919, the Pacific Highway at Martin's Bluff was open to traffic. The highway had been closed all winter between Woodland and Martin's Bluff and autos had to take the Kalama ferry. The contractor was beginning work on the grading of the remaining 5 miles of highway between Martin's Bluff and Woodland that was completed that summer. On June 26, 1919, D. A. Williams was awarded the contract for the concrete surfacing of the 5 miles of highway that had just been graded.

On July 11, 1920, the Pacific Highway between Vancouver and Kalama was in better shape than the road between Portland and Goble. There was a 12 mile stretch between Scappoose and Deer Island that was tore up. There was still construction work on the pacific Highway but the detours were better than the Oregon road. The 5 miles between Woodland and Martin's Bluff, which was the worst place on the entire Pacific Highway had been eliminated by the new grade.

The Rum Runners

Now that the highway was in good shape, that meant the rum runners could move their illicit product to waiting customers much quicker. On May 3, 1921, 49 cases of Scotch whisky were captured by Cowlitz County Sheriff John Hoggatt and a squad of deputies, who arrested R. Sebastian, J. W. Gordon, Clyde Morrison and P. J. Burns after chasing their automobile down the Pacific Highway to Martin's Bluff. The liquor was said to be valued at about $5,000. 

The sheriff was warned by an informant, who said that the alleged rum runners would be coming through Kalama. Sheriff Hoggatt stationed 2 deputies in an automobile on one of the business streets in town with orders to stop the suspects. The sheriff then took a position a block down the street, but the runners outsmarted them and they were able to elude capture as they sped south out of town toward the Bluff. 

The unsuspecting police after finding out they been had, hurried down the highway after them. When the posse arrived at Martin's Bluff, they found the runners unloading the liquor onto a small boat. The runners were arrested and the liquor confiscated. The runners and the booze were then taken to the Cowlitz county jail. The runners were now behind bars and the booze was locked up in storage. The prisoners said they had an attorney in Seattle who would bail them out quickly.

Paving Begins

On October 1, 1921, work began on the paving between Woodland and Kalama. The project was spilt between 2 companies; From Woodland to Martin's Bluff, the contract was awarded to Coluccio & Erickson of Seattle and the Martin's Bluff to Kalama section was awarded to the T. M. Morgan Paving Co. of Everett. During the summer of 1922, the road crews were still hard at work and they were laying about 500 lineal feet a day.

On August 10, 1922, the paving project between Vancouver and Kalama was completed, with the exception of a small stretch near Martin's Bluff. The opening of the highway made the trip between Portland and Seattle, easier than ever before, and the ferries at Goble and Rainier would no longer be needed. To inspect the new highway, The Oregon Journal sent out a scouting party on the 85 mile loop from Portland to Kalama and then across the river to Goble and back to Portland.

This is what they said about driving through Martin's Bluff; "Leaving La Center and from that point on into Martin's Bluff the concrete paving is 20 feet wide and is laid on easy grades. There is a stretch around Martin's Bluff and into the town of Kalama that has not settled sufficiently to allow motor travel and a detour has been made, and the scouts found the detour in very good condition. Reports at Kalama said the detour would be eliminated within 30 days."  

"The entire trip was one enjoyed by the scouts. The scenery afforded by both the Pacific Highway and the Columbia River Highway more than repaid them for the time taken in making the 85 mile loop. By the close of the touring season, this loop will have become popular, as a short trip that can be made on good roads is a wonderful experience."

In 1921, 500 cars had traveled between Woodland and Kalama. Three years later in 1924, 2,300 cars traveled that same section of highway for an increase of 371%.