A Town Called Grants
By Curt Cunningham

Grants was a small community located about 23 miles east of The Dalles and 2 miles east of Biggs Junction. Although it was small it was an important shipping point along the Columbia river and was opposite Columbus (now Maryhill) which was another important shipping point. Timber from the Simcoe mountains was brought down through the gap to Columbus where is was taken across the river to Grants. Freight could be brought over from Grants to Columbus and hauled up the hill from the river to Goldendale and other points on the Washington side.

In 1880 the O. R. & N built a station at Grants and a town grew around it. Before a new dining car was put into service on The Dalles - Umatilla run in 1899, this train would stop at Grants for dinner. On May 19, 1880 a post office was established there by the name of Villard. This was to honor Henry Villard the railroad magnate. The name was later changed to Grants on April 9, 1883. Grants or Grant's and sometimes referred as Grant and Grant Station was named after brothers William and Robert Grant who were merchants and residents of The Dalles.

The town was laid out by the Grant brother in 1880 and was officially platted in November of 1883 by William and Isabella Murray and W. Lair and Julia Hill. During the years the town existed there were many businesses such as; the Cooper hotel, Hale & Slade's livery stable, a stage coach station, a distillery, the Mackenzie & Sons machine shop, and a Western Union telegraph office which was established in 1890 by W. J. White. J. W. Fox ran a general merchandise store, John Mc Donald operated a blacksmith shop, a another store was owned by a man named Smith.

There was a flour mill, 2 cisterns, a butcher shop, the Caledonian and Cosmopolitan hotels, a rooming house, 2 saloons, the Grant Brothers and Murray's warehouse, a school, Schwernicken's store, Harvey and Clark's wool house, Cochran's and Downing's wool facility, William Burnett's store and a few residences. W. A. Maxwell ran the short lived newspaper called the Grant Dispatch. In 1883 a fire wiped out many of the businesses, but the town's end days began in 1894 when a flood wiped out most of the town from which it would never recover from. When the Columbia & Southern railroad was completed in 1897 to Goldendale, it was the beginning of the decline of Grants, and the town would later become nothing more than a ferry landing. Today all that remains is one of the cisterns on the hillside and a stone built shack.

W. F. Byars the postmaster of Goldendale in 1934 said the following about Grants when he was there in 1890; "Grants was a town of shifting sands. Its business section comprised a store or two, a hotel, livery stab1e and a few houses. Later a distillery was erected, and W. A. Maxwell, at one time editor of The Sentinel had a newspaper there. The Goldendale stage was pulled by four horses, and in going from Grants to Goldendale the stage went around by Columbus, in order to deliver and take on mail at the post office. From there the road went direct up the bluff by way of the site of the Stonehenge, constructed years later, funds being provided by the Samuel Hill. With the construction of the Columbia River & Northern (Goldendale-Lyle railroad) and the North Bank railroad, the doom of Grants was sounded."

A Trip to Grants

In the June 8, 1883 issue of the Willamette Farmer is an article about a 12 mile ride from Grants to Goldendale. The story begins at Grant's Station which was the terminal point of the writers journey and the point from where he and his party took the ferry across the river. He said that Grants was was becoming quite an important point, goods were received there for many points in Eastern Oregon and more for the Washington Territory side. The reason was that there was only 12 miles of road between Grants and Goldendale, instead of 27 from The Dalles. 

The ferry was a barge towed by a steamboat across to Columbus and after disembarking they journeyed up the hill. At intervals they noticed pretty little farms and ranches, all expressing comfort and industry, and he said that; "where but a few years ago it would have been considered as the aberrations of a crazy man to have ever conceived the idea of making a home. But for all that the homes are there and unless all indications fail they are happy homes."

"More especially are these slopes adapted for fruit growing; on the banks of the Columbia river near Columbus are the only peach trees that I have seen which survived the late phenomenally severe winter. The sod here is a volcanic ash and for grape culture is peculiarly fitted; the soil in many places on the rocky slopes is that same red, which in France and Germany along the banks of the Rhine is coveted for vineyards. It is the best watered country I have seen for many a day, for springs come bubbling out of the ground nearly everywhere."

"Arriving on top of the hill after a drive of 5 miles we come to a fine farming; country where cattle, horses and hogs roamed at will; extensive tracts containing scores of farms spread out before us in every direction. The houses were comfortable and substantially built. The fences regular and made of boards, and in fact the whole country gave evidence of being considerably ahead of the frontier in general. The scenery is sublime; like a battle line of giants the snow covered peaks of Mounts Hood, Adams, St. Helens and Rainier are to be seen rising abrupt and in their majesty."

Fire at Grants

In the June 22, 1883 issue of the Heppner Gazette is an article about the fire at Grants. It said the fire began Monday night June 18, 1883. Grant's warehouse the depot, the hotel, Fox, Scott & Co.'s stock of merchandise and a large amount of wool was consumed in the blaze. The loss was estimated at $200,000 and were as follows; Cooper's hotel, $5,000; Fox, Scott & Co., $25,000; William Grant, buildings and lumber, $15,000; Murray Brothers, Dayville, wool and merchandise, $15,000; A. Schwernicken, Cross Hollows, $2,000; Lowengart & Sichel, Goldendale merchandise, $2,000; Cummings & Dickson, $4,000; Harvey & Clark, Grass Valley wool, $5,000; Cochran & Downing, Grass valley wool, $4,000; William Barnett, Spanish Hollow merchandise, $1,000. There was a large amount of wool that burned near the station which was awaiting shipment, and the owners were unknown to the writer of the article, and was worth $25,000. The O. R & N. estimated their loss at $5,000.

Description the the Area Around Grants

Printed in the West Shore on July 1, 1883 is an article about the area surrounding Grants. They said that; "Lying between the Deschutes and John Day rivers, in Wasco county, is an extensive bunch grass region, known as John Day prairie. Until 3 years ago it was used as a stock range by cattle men, who did not think it necessary or profitable to secure title to it, and for years thousands of cattle fattened on the nutritious bunch grass that grew luxuriantly to the height of 20 inches when not eaten off."

"In 1880 a few settlers attempted to cultivate small fields and were surprised to find the soil highly productive. The result was that many settlements have been made during the 3 years past, some 500 families being now located on the prairie. Wheat, barley, oats, corn, potatoes and vegetables produce abundantly, and it is expected that 200 car loads of wheat will be shipped this season. Fruit trees, also, on an old location used for a stage station, are producing abundantly, and testify to the capabilities of the prairie for the culture of fruit on a larger scale."

"Unimproved land in special localities has sold as high as 8 dollars per acre, and school houses, churches and stores are springing up where small towns will, beyond doubt, soon appear. The area of the prairie is equal to that of the state of New Jersey, and there is abundant room for thousands. Grant's Station, or Villard, is the shipping point, being midway between the John Day and Deschutes and on the bank of the Columbia. Immigrants have thronged past this fertile prairie, and traveled many miles to settle upon land far less desirable and in a region who climate is less agreeable and whose surroundings are far from being as attractive."

Corvallis to Grass Valley via Grants

In December of 1883 W. H. wrote to the Corvallis Gazette about a trip from Corvallis to Grass Valley via Grants. They first took a train to Portland and then transferred to the O. R. & N. where they road to Grants Station. The writer said that; "the train whirled eastward along the Columbia, through tunnels, across trestle work, by huge piles of sand and along the side of mountains of loose shell rock (Shellrock Mountain) which is hundreds of feet high with its lines of crib work built of stone to keep the rock, which is continually sliding from interfering with the running of the trains until you reach what is known as Grant's Station."

"Along the entire line, the scenery is one which will well repay the traveler for the small outlay they is called upon to donate for the privilege of traveling by rail. After arriving at Grants the traveler boarded a stage coach bound for Grass Valley with a pleasant driver and behind a good team to gaze upon the boundless rolling prairie, the home of bunch grass, pretty girls, and accommodating settlers. After leaving Grants Station you pass by 2 or 3 places where will be found small stores, a blacksmith shop, and a post office, (for people will read and occasionally write a letter.) The distance from Grants to Grass Valley by stage was about 30 miles." It took the traveler 36 hours to go from Corvallis to Grass Valley.

Grants in 1887

On January 13, 1887, Grants resident H. M. Morey wrote a letter to the editor of the Willamette Farmer which was printed in the January 21, 1887 edition; "As we have commenced with a new year, and so far an open winter and scarcely any snow, the ground has not been frozen any to speak of, the farmers are still plowing and putting in their grain, and the grain already put in this fall looks very well, and the prospect for a large yield this coming year is all that can be desired, hence the farmer and all depending on them are happy."

"Grant's is 23 miles east of The Dalles on the O. R. & N. Co. railroad, and about halfway between the Deschutes and John Day rivers in Wasco county, situated on a flat bottom about 2 and a half miles long, by about half to three quarters of a mile wide, and the bluff which lays behind this flat, stands a lake supplied with spring water at an elevation of about 700 to 800 feet, we understand this water is to be brought into town by water pipe, at present we are supplied with water from wells, besides have the assistance of a wind mill and water tank, but we need the water on the hill or bluff for irrigating and orchard purposes."

"There are 2 large orchards laid out this fall by William Grant and G. W. Presley, we understand each are to put out this year 4,000 trees and vines, and at the same ratio annually, and at the same ratio until the full capacity of the water is exhausted. Mr. Presley informs us that he expects in fruit season to ship a car load of green fruit dally from his Columbus and Grant orchard, he has already established a good market for his fruit in Montana and Dakota, and other eastern markets."

"The tract of agricultural land south of us produce as well, fully equal to California's best wheat land, the land is partially held from market by the Northern Pacific land grant and other land schemes, which are very injurious to our best local interest. This tract of agricultural land about 30 miles wide by about 60 miles long, is quite large enough for a county whenever the Northern Pacific plaster is raised off the land. Corn can be raised with very little trouble in this belt of country."

"Mr. Peabody is feeding about 100 head of beef steers, and reports the experiment so far is a success. Within a period of 3 to 5 years we expect to see from 4,000 to 5,000 corn fed beeves shipped from this section every spring. One thing is certain, that wheat raising has not so far proven lucrative to producers, on account of being entirely at the mercy of transportation companies. Scott & McCoy are the lending merchants here at Grants and handle general merchandise, in other words from an needle to an anchor, who sell at Dalles prices. The O. R. & N. depot is about 1,000 feet from the Columbus ferry on the road to Goldendale. The O. R. & N. and citizens of this place are to put an incline here to the ferry early in the spring, with a telephone line to Goldendale."

On October 8, 1887 it was reported that 3 new hotels were in the process of construction at Grants Station. The report said that traffic to and from Goldendale had increased so much as to justify the new lodgings. This may have been when the Caledonian and Cosmopolitan hotels were built.

The Sherman County Seat

Sherman county was created on February 25, 1889 out of the northeast corner of Wasco County. It was named for General William Tecumseh Sherman. In 1889 some were calling for the county seat to be placed at Grants. On December 28, 1889 the Salem Capital Journal printed a letter written by F. S. Barzee  which said that there was to be a struggle as to where the county seat would be placed. Barzee said that; "the temporary quarters at Wasco was the proper place for its permanent location, and in the event of thus locating it, the value of the best portion of the wheat growing sections will be very much enhanced and the early development of the county assured. As the locating of the county seat at Grant's Station would only be temporary at best."  

Moro ended up becoming the county seat of Sherman county in 1892. On June 18, 1892 the Dalles Times-Mountaineer published the results of the vote which were 414 votes for Moro and 301 votes for Wasco.

The Grants Ferry was Once the only way to Reach Goldendale

In 1893 some of the citizens of White Salmon wanted that town to become annexed into Skamania county. The reason was they said that nearly everyone living west of the Klickitat river had to cross the Columbia to Hood River then travel to Grants about 50 miles and stay over for the night there in order to catch the stage the next morning for a journey of 12 miles to Goldendale. They would end up spending 4 or 5 days which cost them $15 to $20 so they could transact a little business with the county.

They said that very few could ever to afford to go there when it was every taxpayer's right to attend to their own affairs in all county matters. The only privilege they said they had was to send their taxes by mail. They said they did not want the seat at White Salmon, and didn't care where it was located so long as they did not have to travel across half the state of Oregon to get over the mountains, then go down into a hole isolated from all the world but Goldendale. It was cheaper to travel to Astoria than to Goldendale from White Salmon at that time.

Adrift on a Raft

On May 23, 1894 R. E. Jackson and a companion, while collecting driftwood at his borne, opposite Blalocks, observed a raft, containing about 20,000 feet of lumber, floating on the rising waters of the Columbia. They quickly grabbed a boat and rowed out to the derelict raft, and when they reached it, they tied their boat to the raft and then explored the mass of lumber. The rowboat then broke away, and they were left at the mercy of the waters. Their cries were heard and observed at Rufus, and a telegram was sent to the Grant & Columbus ferry. The tug Nellie, was put in readiness, and as soon as the raft reached that point a line was thrown to Mr. Jackson, and a landing was made when they reached a point below Columbus. Mr. Jackson feels he and his companion had a narrow escape. They were on the raft for more than 2 hours, and traveled 23 miles. Had night come on them at Celilo falls they would no doubt have drowned.

The Flood of 1894

In June of 1894 there was a great flooding of the rivers in Oregon and Washington which had inundated Grants and other places such as; Portland, The Dalles, La Camas, Mayger, and other places up the Willamette river. In the June 12, 1894 edition of the Daily Astorian was an article about the flood. At Portland many of the streets were underwater and the people there had fun traveling through the flooded town on boats. They even held boat races and many from the surrounding area as far as Astoria came to Portland to witness the deluge. Wild stories were told that the Umatilla house and the Opera house at The Dalles were swept away, which were later found not to be true. Although the water was running through that town only a few shacks were lost.

At Grants things were not so festive as Sherman county Sheriff E. M. Leslie reported that the entire population of Grants had been forced to move to higher ground and the town was in danger of being swept away. The flooding caused a number of buildings to wash down the Columbia including Hale & Slade's livery stable and a number of houses. The distillery remained but was badly damaged. The Mackenzie & Sons machine shop was braced but the force of the current was so great it almost destroyed the building, though the braces held it in position.

Almost all the railroad track between Grants and Arlington was washed away, and nearly all the poles of the Western Union telegraph line were down and the whole line was damaged. The fisheries had suffered severely as they were forced to shut down and many of the fish wheels were washed out leaving only a couple of the stationary wheels.

Goldendale Wanted Grants Distillery

On July 18, 1894 The Weekly Dalles Chronicle said that some Goldendale citizens wanted to have the Grants distillery to their town. It was stated that a $1,000 subsidy had been pledged. The promoters offered their argument to move the plant to Goldendale. One such point was that wood could be easily purchased there. Another point was that there would be a saving of 7 cents a bushel of grain purchased. It was further advocated that the savings on purchases of material shrinkage and freight would far exceed the cost of hauling manufactured goods to Grants Station for shipment.

The Grants Ferry

The Grants ferry was established in 1880 and the landing was known as the upper landing. The old ferry landing at Biggs Junction was known as the lower landing. The lower landing was established in 1868 when Henry Hicenbotham began ferry service between Columbus (Now Maryhill) and Spanish Hollow (Now Biggs Junction). Hicenbotham ran the ferry until 1877 when the Grants Ferry Company took over the service and switched the Oregon side of the run to the upper landing.

Wagons with teams were charged $3, and a horse and rider were charged $1. In the mid 1880's business became so busy that 2 ferries ran between Maryhill and the Oregon side. The Nellie which was owned by the Grants Ferry Co. landed at the upper landing at Grants and the Rattler landed at the lower landing at Spanish Hollow. The Rattler ended service in 1889 and the Nellie continued operations to the upper landing.

In 1859 the Columbus landing came into prominence as a wood landing for the pioneer steamboat Colonel Wright, built by Thompson and Coe, and for many years afterward was practically the only place on the upper Columbia river where wood was available other than driftwood which was cut by Indians along the beach. Most of this wood was cut at the headwaters of the Klickitat river, and after a haul of several miles it eas thrown down to the beach below from the high bluffs.

It was from this landing that the then new steamer Webfoot, an ungainly craft, took on a full load of the cord wood in 1863 for distribution to upper points to be used as fuel for other steamers. Unfortunately the Webfoot ended up consuming the entire cargo before they could sell any of the wood. Thousands of tons of grain were shipped annually from this point from the fertile Goldendale valley. After the steamer left the river it was a common sight to see the bank lined with huge stacks of wheat and oats awaiting transportation across the ferry to Grants Station, on the opposite shore.

In the Lebanon Express issued on March 8, 1895 said that the Grants Ferry Company had nearly completed 1,600 feet of trestle leading from the railway track to the ferry landing. The trestle saved the teams of horses from having to pull hard through the sand. The work was completed by the end of that month.

On September 17, 1897 Inspectors Edwards and McDermott traveled up the Columbia river from Portland to inspect under a new law all gasoline ferries which were plying the river. The inspected the naphtha launch Rufus which was ferrying from that town. The gasoline barge Yukon at the Arlington crossing and they also inspected the newly built steam ferry the Cuban Queen which was on the Columbus - Grants run. The Dalles Chronicle said that the ferries on the Columbia river had been greatly improved during that year. Business had increased since the Panic of 1893 was over and the owners were putting on new and more modern boats.

New Warehouse and Ferry Company

In the August 8, 1901 issue of The Dalles Chronicle is an article reprinted from the Agriculturist. It says that The Grants Ferry and Warehouse Company had filed articles of incorporation with Sherman County Auditor James W. Butler. This new company or corporation did general storage and forwarding along with a ferry business at the old stand at Grants ferry. They took over the Wasco Warehouse Milling Company's property at Grant's ferry, the property of Phillips & Aldrich, and the ferry business.

This was a movement in the right direction said the newspaper, it gave the farmers an independent warehouse business at the river, they still continued to buy as before, and the paper said they were unquestionably going to encounter strong competition from Portland buyers as this was a year they want wheat. Trustees of the corporation were; B. F. Laughlin, R. O. Tobin, Frank Aldrich, and E. O. McCoy. The new warehouse of the corporation was 60 feet by 100 feet, and held 40,000 sacks of wheat.

The Nellie is Destroyed

On Wednesday night of November 18, 1903 the steamer Nellie which towed the ferry across from Grants to Columbus was completely destroyed by fire at Grants. At the time she was moored at her dock and had no cargo aboard. No lives were lost and nobody was hurt. The steamer belonged to the Grants Ferry Company and was valued at $500.

The Water Witch Replaces the Nellie

On November 24, 1903 the Grants Ferry Company had purchased the little steamer by the name Water Witch and took the place of the Nellie. The Water Witch, which was once owned by the Days, was bought by the ferry company from Charles Deloit or Gillette, and was being loaded on a flatcar above The Dalles for shipment over the O. R. & N. to Grants. The Water Witch was an older boat which the previous owner had operated 
on the Willamette river for a number of years. She went into commission on her new route November 26, 1903.

The Buster Replaces the Water Witch

Due to declining revenue, the more costly steamer Water Witch was taken off the Grants - Columbus run and replaced by a gas powered tug. On August 13, 1905 the Buster was launched from the Supples shipyard at Portland and made a trial run. The Buster would then be shipped up the river to replace the Water Witch in towing the barge across the river. The Buster was formally a ship's tug and was remodeled with a 20 horsepower gasoline engine which was capable of developing 9 or 10 knots an hour.

Ferry Moves to the Old Lower Landing

On May 7, 1906 the Daily East Oregonian had reported that the O. R. & N. announced they were going to abandon their Grants station and move it to Rufus. The Grants ferry didn't wait  and began to dock at old lower landing at Biggs Junction. The landing at Columbus remained unchanged.

The Grants Ferry is Discontinued

The Oregonian of October 5, 1907 said that Grants ferry, which had been plying between Grants Station, on the O. R. & N., and Columbus directly opposite on the Washington shore since 1877, suspended operation on October 4th, and the stage passengers and the mall for Goldendale was then transferred by a gasoline launch. Before the Columbia River & Northern railway was completed to Goldendale in 1903, the Grants ferry was the main outlet for the wheat and stock shipments from the Klickitat valley.

The ferry was also the main highway for the Oregon stockmen in crossing their sheep to the Summer range in the Mount Adams country. The farmers in Sherman county all crossed at this point when coming after wood and lumber, and the ferry did a large business. But times had changed. In 1904 the ferry was changed from a steam ferry to a gasoline powered boat in order to cut down expenses owing to a decrease in traffic, and W. J. Manchester, the owner, stated that a recent order of the County Commissioners cutting down his rate for ferriage caused the business to become unprofitable, and he decided to quit.

The Grants Station is Finally Abandoned

On June 3, 1908 it was reported that the sand had filled the stockyards at Grants and nearly covered the O. R. & N. depot, the station was then abandoned by the railroad. In the past Grants had been a necessary station because of the travel across the river but the north bank road was now in operation and there was no need for its maintenance. The telegraph and telephone lines had already been removed. The shipping agent for the railroad was also removed and what little shipping conducted there would be made without one.

Adrift On the Columbia Redux

By 1913 the passenger only ferry was still in operation at Grants and 19 years after  R. E. Jackson and a companion were pulled to safety by the Grants ferrymen after being adrift on a lumber raft for 20 miles another person was saved by the crew of the Grants Ferry. In the June 7, 1913 issue of the East Oregonian  it was reported that a young boy whose name was not known by the newspaper had a thrilling trip down the Columbia river for 50 miles, until picked up by the ferry crew at Grants.

The poor boy was marooned on a pile-driver scow which broke loose from its anchorage at McCredle Station on the Spokane, Portland & Seattle railway. After floating down the river for some miles the scow hung up on a rock and started to go to pieces. The youth built a frail raft, and cut loose from the scow. He traveled for a long distance before attracting the attention of anybody on the bank. At Squally Hook a crew was working on the county roads had observed his plight and his frantic calls and signals for assistance. John H. Sellars, road boss in District No. 3, telephoned down the river, and the ferrymen at Grants went out with their launch and took the youth off his frail craft.

Stage Route to Grants Ferry Discontinued

In the Oregon Daily Journal issued on June 18, 1913 it was reported that the stage route from Grants station to Goldendale by way of Grants ferry which had been in operation since 1885 was discontinued Monday June 16th by order of the post office department. The operation began after the stage line from The Dalles to Ellensburg was discontinued and the Northern Pacific was built. The Ellensburg stage was for many years the main line of travel for passengers, mail, and express coming into the Klickitat valley.

Charley Slade, an old California stage driver, operated the Goldendale run together with a livery barn and hotel at Grants for a number of years during the 1890's, and had made a small fortune. Later the line became a connection with the O. W. R. & N. for eastern mail. There was a new route which was established between Goldendale and Maryhill to connect with the O. W. R. & N. trains at the Biggs Junction water tank. Passengers, mail, and express were ferried across the Columbia river in a launch from the lower landing at Biggs Junction and taken over to Maryhill. John Coffield had the contract on the new route and afterwards began an auto service.

Ferry Owner Passes Away

On January 30, 1915 Jack Haldiman of Goldendale and owner of 5,000 acres of land in Klickitat and Yakima counties had passed away in Portland. He was for many years the owner of the Grants ferry when wheat was shipped out that way and wagon travel on that route was heavy. He had made a fortune out of the ferry business and invested it in land. His main holdings were at Toppenish and his entire estate was valued at $50,000. Haldiman was about 55 years old and unmarried when he passed from this earth.

The Grants Ferry Begins Operations Again

On October 5, 1920 it was reported in the Salem Oregon Statesman that on condition that Sherman county build a road from a point on the Columbia River Highway to the ferry across the Columbia river, near the old Grants station, E. D. McKee, Sherman county Judge, would be given authority by an order of the public service commission to build a grade crossing over the Oregon Washington Railroad & Navigation company's line at the site of the present private gated crossing. Another order granted to the state highway commission authority was to build a grade crossing over the connecting track of the O. W. R. & N. and the Oregon Trunk near the south approach of Fallbridge west of Celilo.

On April 4, 1921 it was advertised in The Dalles Daily Chronicle that the Maryhill Ferry Company was now operating a car ferry between Grants and Maryhill. They were running regularly between 7am and sundown. Special trips could be arraigned for any hour. They said this was the best way to reach Goldendale from Oregon and the road between The Dalles and Grants was in good condition and between Maryhill and Goldendale as the road was paved.

On June 9, 1921 the Maryhill Ferry Company announced a new ferry was put into service. This ferry could hold 8 cars and there was no more backing onto the boat. The railroad crossing that was proposed in 1920 was finally completed and there was no more sand to drive over.

The Klickitat Ferries in 1921

On November 14, 1921 Klickitat county granted a new ferry license to E. W. Peck for the operation of a ferry between Maryhill and Grants and to A. B. Strait for a ferry between Alderdale and Boulder. Klickitat county has 100 miles of riverfront on the Columbia river and at that time a total of 6 ferries were in operation in that county, These were at; White Salmon, Lyle, Dallesport, Maryhill, Roosevelt and Alderdale.

U. S. Highway 97

When U. S. Highway 97 was designated by the U. S. Government in 1926, the highway followed the existing roads in Washington and Oregon. In the 1930's the highway was extended into California. On February 6, 1935, 2 Bills were introduced by Oregon Senator Stelwer directing the state highway commission to proceed with the improvement of the Sherman Highway (U. S. 97) and the road extending from the upper ferry landing at Grants to its connection with the Sherman Highway a mile east of Biggs.

The U. S. Highway 97 approach to the ferry on the Washington side came down on what is now called Stonehenge Drive. But most of this section at the northern end followed the old stage road and is now abandoned. At the bottom the highway ran on the Maryhill Highway to the ferry landing. Across the river on the Oregon side the landing can still be seen as a small fragment of pavement on an island north of Grants. The highway utilized about 2 miles of the Columbia River Highway from Biggs to reach the Highway 97 crossing at Grants.

The old alignment of the Columbia River Highway west of Grants followed closely to the railroad tracks on the south side. From the Grants ferry landing road going east the old highway turned to the south and followed the old road along the base of the bluff into Rufus. In 1936 a new alignment was constructed which followed beside the tracks on the south side and connected to the 1936 bridge at the east end of Rufus. In the 1950's the highway was realigned again and follows the current route of Highway 30 into Rufus. When this new alignment was completed probably just before the dam was finished in 1957, the road to the ferry was elevated and extended south to connect with this new road.

At the intersection with Highway 30 the new elevated road was built to the west of the older road to the landing and between the new Highway 30 and the railroad tracks both of these roads can still be seen. In 1957 the level of the water was not as high as it is today which has now inundated the old road to the landing north of the railroad tracks. Most likely the water level was raised after the completion of the Sam Hill Memorial bridge.

In 1962 the Sam Hill Memorial Bridge was completed which ended the need for a ferry at Grants. Today travelers and freight trucks pass by this once important shipping place on Interstate 84 where a small town which lasted about 20 years once stood. All that remains is a stone walled shed and the cisterns which are located at the base of the bluff across from the old road to the ferry where the town was located.