The La Center Steamer Era
By Curt Cunningham

Commerce is an essential part of any community. The trading of goods and services keeps many with food on the table and a roof over their head. Without trade, a community must rely on what it can produce for its own survival. Merchandise must be brought in as cheaply as possible from the sea and the settlements that have natural trading channels are the ones that become the "emporiums" or "centers of commerce" for the region in which they reside.

It almost always occurs in the settlement of a new country, that some point leads, for a time, and afterward is overtaken by a younger competitor in the race for greatness. Where goods can be cheaply landed from the ocean and distributed to their consumers becomes "the center," and then as the emporium grows and expands, goods are taken from this primary trading center along the natural and easiest routes of transit to the secondary centers of trade.

The main concern of any trading center is population. Without people, there is no need for trade. This was the main concern of the Puget Sound communities in their early beginning as there were no direct wagon roads from the east that the emigrants could use to get there. Even though the Puget Sound can land goods on her shore very cheaply, as the Sound is a natural and easy trading route from the sea through the Straights of Juan De Fuca. There was no population to take advantage of this trading route. Everyone was going to Vancouver and Portland.

As more people settled further away from Portland, the primary center of trade for the region, secondary centers of trade would begin and flourish. La Center would become one of those secondary centers of trade. But as it was stated earlier, that one day along comes a younger competitor changing the dynamics of commerce.

La Center was not passed up by a younger competitor, it was the improvement of the railroads and highways that brought the demise of La Center as a "center of trade." Commerce is what made La Center flourish and even after the railroad was completed between Portland and Tacoma in 1874, The riverboats could still bring in supplies to La Center cheaper. Rail service came to Woodland in 1883, after the spur line was completed to Vancouver from Kalama, but this did not yet put a damper on the steamer business going upstream to Woodland and La Center.

In 1911, Woodland was served by direct rail service from Portland, which could be considered the beginning of the decline for the riverboats there. La Center which is further inland and does not enjoy a rail connection, continued to use the boats until a few years after the Pacific Highway was completed in 1924. This is when need for the riverboats began to wane. The freight trucks would soon be able to bring in supplies cheaper than the steamers, thus ending the era.

Before the Railroad and the Pacific Highway, the river was the cheapest and easiest way to move people and cargo around, and the earliest settlements were established along the rivers. When the great wave of emigrants from the east first arrived in 1844, there were no roads, and a wagon was useless. The canoe was the mode of transportation and the river was the highway. The first steamer to enter the Columbia river was in 1836 when the Hudson's Bay Company's steamer the Beaver, came up to Fort Vancouver. 

The first steamer built in Oregon was in 1850, when the Columbia was launched. The first steamer to enter the Lewis River was in 1851, when a shipment of goods was delivered to the "Oaks" store, which was located near Woodland. Steamers began to regularly ply the Columbia, Willamette and the Cowlitz rivers in the 1850's and the Lewis River in the 1860's.

In 1866, the steamer Rescue while on its route between Monticello and Portland, would make a stop at the new Kinder & Hobert store that opened in August of that year and was located at the mouth of the East Fork at "Kinder Rock." The freeway now runs right through about where the old store and homestead used to be.

It is said that Captain Henderson brought the steamer Eagle up the East Fork to the Lincoln settlement in 1868.

In June of 1870, Captain William Weir piloted the steamer Swallow up the East Fork of the Lewis River. This boat would make stops at the farmhouses along the way selling basic groceries. Those who didn't have cash could trade for the things they needed. When a general store was established at La Center in 1873, the Swallow's owners, Arnold and Fayne from Portland, abandoned the riverside service.

In 1872, Captain William G. Weir of La Center, took over the Swallow and would run a service between La Center and St. Helens making connections with the steamers from Portland. The Weir and the Brazee families of La Center were both engaged in the riverboat business. Later the Brothers and Moe families would enter the business. Many others from town also worked on the boats that plied the rivers of the Cowlitz, Columbia, Lewis and the Willamette.

In 1873, Captain E. C. Lakin of the Maria Wilkens, made daily trips between St. Helen's and Portland. She disembarked St. Helens at 6am, and sailed from Portland at 2:30pm; making the round trip on the Columbia river side on Tuesdays and Fridays; running through the Slough on Mondays, Wednesdays, Thursdays and Saturdays and calling in at the Lewis River on Tuesdays and Thursdays. In Portland she was boarded at the foot of Morrison Street.

In January of 1876, James Woods and John Caples who operated a general store at Pekin, were having a steamer built for the Lewis River trade. The Hydra as it was called, had it's hull built at St. Helens and then she was launched and towed to Pekin where she was finished. Captain Weir of La Center was the Captain. The Hydra was completed the summer of 1876, and she made a run between La Center and St, Helens to connect with the Portland boats there. 

On August 16, 1876, presumably the Hydra's first voyage, Captain Weir landed at St, Helens. After heated discussions, with the officials of the Oregon Steamboat Navigation Company (O. S. N.) they refused to connect with the Hydra. This undoubtedly angered Weir, so the Captain just took her on up to Portland. He said the steamer would now make the run between La Center and Portland in direct competition with the O. S. N.

On January 1, 1877, John Bozarth held a New Years celebration at his grange hall in Kerns. This was a village just north of Woodland. Tickets were $2, which included dinner. The steamer Hydra brought in partiers from Columbia City, St. Helens, Quigley's Landing, Pekin and La Center for 25 cents each way. The guests were dropped off at Bozarth's Landing that was next to the Grange hall.

On April 11, 1878, it was reported that James D. Banzer of La Center said that his town was the liveliest place on the Lewis River. There were now 2 boats running between La Center and Portland, the Hydra and the Rescue. The Rescue was first owned by Harry Huntington, O. Olson and Henry Winsor from Monticello. The O. S. N. either leased or bought the Rescue in 1865. The Rescue first operated on the Monticello and Portland run and would make a stop at the mouth of the Lewis River.

Sometime around May or June of 1878, some of the business interests of La Center got together and formed the Lewis & Lake River Transportation Company. William Mullin was appointed the superintendent. The company was in the process of building a new steamer at La Center. She would be called the Latona and would make daily trips to Portland, taking the place of the Hydra, which only made the run 3 times a week. The partners of the firm were; Michael and Thomas Kane, William Weir, John Gaither, Frank Bonser, William Mullin, Charles Forbes, and John Miller. 

During the summer of 1878, the farmers were busy loading the Hydra and Rescue on every trip with butter, eggs, fat stock, fruit and poultry. In July of 1878, the Hydra and Rescue started a rate war, which was a boon for the passengers. It was just 25 cents to go between La Center and St. Helens.

While the Hydra and Rescue were plying the rivers that summer, work on the Latona was being pushed forward as rapidly as possible. On July 25, 1878, the Vancouver Independent said that; "in a short time we shall have a model boat to travel on; then won't we be 'tony?' -- We will be telling every one we came from Lewis river, where they make such boats."

On August 11, 1878, at 4pm the Latona was launched and the excitement had brought in many people from; Lake River, Pekin, Cedar Creek, Chelatchie, Union Ridge, and the country along the forks of the river. People began to gather long before the designated time. By the time of the launching, about 200 people had gathered along the banks of the river and were anxiously waiting to see the successor of the Hydra. When the time came, two flags were raised from her deck and on each was written in large capital letters, LATONA. The ropes were severed, mauls applied to the wedges, and with about 50 people aboard, and amid the cheers of the excited crowd, she glided swiftly down the stream.

Since she was built at La Center, the launching was a special day, as this boat represented the growth and welfare of this section of the country. "She is Ours" was the cry, as they witnessed the launching of the Latona. The wood works were finished by September when she was taken to Portland to be fitted with her machinery. The Latona was 90 feet long, had an 18 foot beam, with 5 feet in the hold. She had a capacity of 139 tons. The engine had a 10 inch bore with a stroke of 3 feet. The Hydra was then regulated to odd jobs on the Lewis River.

On October 17, 1878, the new steamer Latona arrived in Portland for the first time. The crew consisted of; Captain Weir, Engineer G. Crawford, and Purser John K. Gaither. She ran between La Center and Portland on Tuesdays, Thursdays, and Saturdays as there must not have been enough business to justify daily service at that time.

On November 14, 1878, The Astorian gave a gushing praise to the owners of the Latona. They said; "the trim little steamer is now making regular trips to the Everding & Farrell's wharf in Portland, 3 times a week. From the very first trip the Latona has been well patronized and been a paying investment to the people who had the courage to build and place her on the route, and we hope to see the patronage she so well merits continued. Everything on board of her is in good taste, and it is a comfort to travel on a boat that is so well officered and managed."

During the spring of 1879, the steamer City of Quincy began service to La Center in direct competition to the Latona. The boats ran on different days so La Center enjoyed daily steamer service. La Center was the Latona's home port, and she was so popular, she handled 80% of the traffic. 

The hot summer of August 1879 had dried out the rivers, and the water in the East Fork was too low for the riverboats. The Latona would stop at Pekin and the passengers and cargo would be transferred to the steamer Carrie Norton. This was done every Monday, Wednesday, Friday and Saturday, until the rains came later in September.

On December 4, 1879, John Miller and John Gaither sold their controlling interest in the Latona. Her new owners were, Horace G. Daniels and Isaac Thomas of Vancouver. The Latona continued on the same route serving La Center.

On January 26, 1882, Isaac Thomas, now President of the Lewis & Lake River Transportation Company, purchased both the Latona and the Dew Drop. Thomas was now the sole owner of the company. He continued to operate the steamers between La Center and Portland to the satisfaction of the people on the Lewis River.

After the flooding in the summer of 1882, the steamers Latona and Dew Drop were busy hauling people and cattle along the Lewis River, to higher ground. The Latona would continue to operate on the Lewis River until 1886, when she was put on the Oregon City run. The Latona operated for another 5 years on the Willamette, before she was scrapped in 1891. 

On December 14, 1882, the Farmers' Transportation Company bought the steamers, Dew Drop and Latona from Isaac Thomas. The management and operation of the boats did not change. The new owners were also in the process of building a new steamer the Lucea Mason. The Lucea Mason was built at the Muckle Brother's Shipyard at St. Helens. She was 110 feet long, had a 29 foot beam, 4.5 feet in the hold and drew less than 20 inches of water. She was fitted out with a high class boiler, 18 feet long and 44 inches diameter of the shell, with engines 11 inches bore and a 4 foot stroke.

The Lucea Mason was launched in January of 1883 and was put into service on the La Center-Portland run. On May 11, 1883, the Lucea Mason took an excursion from La Center to Vancouver, touching St, Helens with round trip tickets costing 50 cents. 

During August of 1883, a drought had lowered the river levels and the steamers were not able to get up river to La Center. Passengers and Cargo were dropped off at Pekin and taken upriver in scows. This would eventually become a yearly event between August and November until the East Fork was dredged in 1914.

On October 8, 1884, the Dew Drop and The Lucea Mason collided with each other near the mouth of the Cowlitz River. The Dew Drop sank to her deck and was carrying a load of hay. Damage to the boat was slight. She was quickly raised up, repaired and put back into service. The Lucea Mason sustained no damage. The Dew Drop continued to operate until 1887, when she ran into an iceberg and sank. Later she was salvaged and then scrapped.

Throughout the mid to late 1880's, the Lucea Mason continued on the run between La Center and Portland. She departed La Center at 6am, Mondays, Wednesdays, and Fridays. The steamer disembarked Portland from the foot of Alder Street at 10am on Tuesdays, Thursdays, and Saturdays. She made stops at; St. Helens, Lake River, and all intermediate landings. On Wednesdays and Thursdays, the Lucea Mason made an extra stop at Woodland. In 1891, the Lucea Mason hit a snag and sank just above Kerns. There she remained.

From 1885 to 1890, Isaac Thomas put the Lena into service on the La Center-Portland run. She was a small boat about 40 feet long. William G. Weir was the Captain and his son Peter was the engineer. Captain Weir taught his son how to pilot the little steamer. In 1890, Captain Weir retired to his home at La Center to spend the rest of his days. His sons, Cassius "Cash" and Peter both went on to captain their own steamers in later years. 

In 1890, the steamer Mascot was launched at Portland. She was 132 feet long with a 24 foot beam and a hold of 5.5 feet. John Bonser was the Captain until 1893, when Captain Al W. Gray took over. The Mascot was an elegant boat, and she was the finest ever put on the Lewis River. She plied the North Fork regularly to Woodland and occasionally ran farther upstream to Etna and would also call at La Center on the East Fork.

On August 21, 1891, the Lewis River Transportation Company, the owner of the Mascot, built another boat for the Lewis River route. The Mascot drew too much water to get up to La Center when the river was low. The new boat ran on both forks of the Lewis River transporting freight down to meet the Mascot at Pekin or near the mouth of the river during the late summer dry season. This new boat was 120 feet long with a 26 foot beam. The name of the little boat is unknown.

Also during August of 1891, the Woodland Transportation Company built the Eagleite to run in connection with the Toledo on the Woodland-Portland route. The Eagleite was 80 feet long with a 20 foot beam. She was built at Woodland. This company was a co-operative owned by 600 farmers. Jacob Kamm would eventually run them out of business.

On July 28, 1893, a stage line was put into service between La Center and Mt. St. Helens. The stage line connected with the Mascot at La Center on Mondays and Thursdays. This was for vacationers would were camping at the foot of the mountain during the month of August. Also in 1893, Isaac Thomas was killed in an accident as he was digging a deep trench to drain a lake near the shore. The trench caved in on him, and he died in his boots while standing. 

On August 14, 1894, the Elwood was put on the Lewis River route in place of the Mascot as it was being repaired. The Elwood could not ascend the Lewis River past Pekin, and the company had the little un-named steamer that made a great deal of noise, connect with the Elwood.

On October 12, 1894, Jacob Kamm purchased the Elwood, which was still on the Lewis River in place of the Mascot. Kamm purchased the Elwood for $6,000 and was going to put her on the Upper Willamette as soon as the Mascot was thoroughly overhauled. Kamm now owned a fleet of 5 steamers; Lurline, Undine, Mascot, Ocean Wave and the Elwood. The overhauling of the Mascot was completed on November 9, 1894. She even got a fresh coat of paint.

On June 6, 1895, the Mascot took just 16 passengers from Portland. The Mascot had so many accidents that passengers became a little frightened to take her. It was said; "People are beginning to realize that the safe place for them is on the boat that does not nearly tip over every time the captain shifted his quid of tobacco."

In the summer of 1895, Charles T. Kamm son of Jacob Kamm, along with Ernest Mourck started the Kamm Transportation Company. The Company then purchased the Mascot from his Father. On August 9, 1895, the Lewis River Transportation Company placed the little steamer Eagleite on a route between La Center and St. Helens to connect with the Lurline. The Eagleite disembarked La Center at 10am arriving in St. Helens at 11:30am. 

This schedule was made for people living in the interior who would leave their homes in the morning, come to La Center, take the Eagleite to St. Helens and then board the Lurline for Portland at 3pm. The fare was the same as the Mascot that ran a direct route between La Center and Portland, when the river was high enough for its passage.

On October 4, 1895, the rivers were extremely low and the Mascot could not make it up to La Center. The Mascot would transfer passengers and cargo to the Eagleite for the remainder of the trip to La Center. By December, the Mascot was back making trips up the river. On November 27, 1896, the Elwood once again had to take over for the Mascot due to the river being too low.

On December 9, 1898, the Mascot was making a run to Woodland when she sank in the Lewis River near Pekin. In a dense fog, the boat hit a snag and sank in less than a minute in about 8 feet of water. About 50 feet of her bottom was ripped off. There were 75 passengers aboard, many of them were women who were going back to Portland after instituting a Rebekah Lodge at Woodland. On December 10, 1898, the Sarah Dixon was put on the La Center-Portland run until the Mascot could be repaired. On January 11, 1900, the Mascot was raised and towed to the Portland shipyard lashed in-between 2 barges.

One of La Center's early industries was railroad ties. Upwards of a dozen sawmills were located at different points along the Lewis River for sawing ties. They would raft the ties downriver to La Center to be loaded onto barges that were towed to Portland. In February of 1899, La Center had a contract for 200,000 ties for the Oregon Short Line. Ham Nickum & Co. of Portland operated a barge that brought the ties from the mill to the incline on the east side at Portland, where they were loaded onto railcars. 5,000 ties fit on a barge and it took 40 barge loads to complete the contract.

Sometime before the summer of 1900, the Mascot was repaired and placed back into service. On August 24, 1900, the Lewis River was again very low preventing the Mascot from reaching La Center or Woodland. The government was supposed to dredge the East Fork, but had only deepened about a mile upstream from the mouth. Near La Center, a breakwater was installed, but was of no use until the water level rose. Captain Kamm then purchased the G. M. Walker for the East Fork during low water. The barge was 50 feet long and 10 feet wide and drew 3.5 inches of water. The barge could haul 40 tons on 18 inches of water. She was put into service immediately. In 1913, the G. M. Walker would be renamed the Woodland.

On May 6, 1904, the Lewis River was high enough for the regular steamers to resume service. The Mascot for the first time in 4 months traveled up the East Fork to La Center. This only lasted for 2 months as on July 3, 1904, the Lewis River was too low again for the steamers from Portland. Passengers and freight from Portland were dropped off at Pekin and then loaded onto the G. M. Walker again to be taken upstream. The low water was a great hardship for the residents in that section of country.

During the low water months, the thriving towns and villages were almost completely cut off from the rest of the world. All sorts of ideas were put into practice for the inhabitants to get their supplies. Skiffs and other small craft were utilized for carrying cargo, while some of the store owners had their goods brought in by teamsters over the rough mountain road from Ridgefield.

On August 23, 1904, the Mascot, sank for the 4th time. This time she sank at the mouth of the Lewis River. The accident happened when the Mascot was nearing the entrance, and as Captain Henry was steering her toward the center of the stream, she got hung up on a sand bar. She immediately filled with water and sank. There were 20 tons of cargo which shifted as she went down. There were no injuries to the 20 passengers that were on her at the time. The G. M. Walker came to her rescue and took the passengers and freight up the river.

On October 25, 1904, the farmers of La Center were making plans for putting an independent steamer on the run between La Center and Portland. The farmers purchased the steamer Leona, that was owned by the Oregon City Transportation Company. During the past 13 years, the Mascot, owned by Jacob Kamm of the Lewis River Transportation Company, was the sole operator on the Lewis River.

Jacob Kamm had previously leased the Leona and put her on the run while the Mascot was undergoing repairs. The Mascot was to resume her regular service to La Center after the repairs were completed. The farmers of La Center wanted to buy the Leona and keep her on the La Center-Portland run. The price they got from the Oregon City Transportation Company, who owned the boat was reasonable. The farmers figured they could make it pay as there were about 25 different landings between La Center and Portland. The decision was made, and the newly formed farmer's co-op, the La Center Transportation Company bought the Leona.

On November 20, 1904, the dry season was over and the Lewis River was now deep enough for the steamers. Both Woodland and La Center had been isolated since early in the summer due to low water. The Altona, owned by the Kamm Line, was the first steamer to travel up the Lewis River to La Center. The residents of the Lewis River country had been waiting anxiously for the high water. 

The merchants of La Center and Woodland were transporting all their goods by means of teams and with scows from Pekin as the boats from Portland could only manage to get that far and even then, with great difficulty. When the Altona reached La Center, she was greeted like an an old friend who had been long absent. This meant that hauling freight over the mountainous road from Ridgefield with a long string of horses could be temporarily abandoned.

On December 1, 1904, the Leona made her first run between La Center and Portland. The owners were very pleased with the run and after returning home, took 17 passengers and a load of cargo back to Portland. The people of La Center gave the Leona a great reception when she arrived in town. Everyone came down to the wharf to see her while a brass band played. All the business interests in town were invited aboard and given a free ride about 2 miles up river.

On December 8, 1904, The Vancouver Independent said; "the Lewis River Transportation Company service has been the poorest on the Lewis River river since the Swallow and Hydra ran on it. If you know what side your bread is buttered on and have any sympathy for your neighbors, patronize the opposition boat Leona at the foot of Oak Street in Portland. If the people don't patronize it they ought to be compelled to walk to the railroad at Ridgefield if they go at all."

By mid December of 1904, there was some robust competition among the river boats going to La Center. The Altona, and the Leona were in a head to head battle for the traffic on the East Fork. The river was low that month and Captain Graham of the Leona said that passengers and cargo would be dropped off at the forks of the river opposite Pekin to be transported to La Center on wagons and skiffs. The Kamm boat Altona, was also forced to stop at Pekin and their passengers and cargo were transferred to a gas powered scow for the balance of the distance.

On December 14, 1904, a rate war broke out between the Altona and the Leona. The rate at the time was 50 cents and the Altona cut that by 50% to 25 cents. The Leona followed suit after a few days of fewer passengers. The freight rates remained the same for the time being.

On June 26, 1905, the La Center Transportation Company had a gasoline scow built at the Supple ship yard at Vancouver for operation on the East Fork connecting with the Leona when the river was low. It was a sternwheeler capable of carrying 20 tons of freight on a draft of 5 inches and was the lightest craft on the Lewis River. Because the boat was less than 15 tons net, she was not under any government restrictions and could carry as many passengers that could crowd aboard the vessel. She was 55 feet long and 9 feet across the beam with a hold of 2.5 feet. The name is unknown to me at this time, though it may have been the Pedro.

On July 23, 1905, the Kamm Line had to lease the gas powered launch Dix to run up the East Fork to La Center. This boat connected with the Mascot at Pekin. She was owned by Thomas Byers of Portland and could carry 12 passengers. At Pekin the Mascot would transfer her cargo to barges that would be towed up the East Fork by the Dix to La Center. Before this change, the company had been transporting passengers and cargo from Pekin up the fork on rowboats, which were too slow.

On August 20, 1905, the owners of the Leona and business interests from La Center went to work improving the East Fork channel. At many points the river was not more than 4 inches deep, which was too low even for the scows. The sawmill provided material and implements while others gave their labor. At all shoal places, small dikes were built to confine the water into a narrow channel.

On October 29, 1905, the gasoline boat Spielei, built by Jacob Kamm was put into service on the East Fork. She was to connect with the Mascot at Pekin. On November 7, 1909, the Mascot was able to reach La Center for the first time in 3 months. The captain had said that the East Fork had been cleared of all logs and snags, due to a flooding of the river that washed away all the debris. The Mascot and Leona were not able to make it upstream since August.

On January 23, 1910, the steamers were able to ascend the East Fork and reach La Center. The recent cold spell reduced the water level in the river making it too low for both steamers and scows. Everything had to be hauled over the wagon road from Ridgefield, increasing the transportation costs to $4 a ton.

On January 14, 1911, Homer Campbell, a veteran steamboat man, launched a new gas powered boat that was built at the Curtiss Motorboat Company of Milwaukee, Oregon. Campbell decided to use a gas powered boat as it was cheaper to operate, which resulted in a reduction of the fare from $1.30 to $1.00. The 52 foot long boat had a beam of 9 feet and drew 16 inches unloaded. She was powered by a 6 cylinder gas engine that could be controlled from the pilothouse. With the engine able to start with a press of a button, there was only need for one deckhand.

Being blessed with 6 youngsters who called him "Grandpa," Mr. Campbell hit upon the idea of permitting the third generation to select the name for the speed craft. In the presence of 6 year-old Melville Perkins, Mr. Campbell remarked that the craft he was building should prove a charm because it was his third venture, and the youngster suggested that it be named the Charm, which was adopted as its name. It was built exclusively for passengers, with no provision being made for cargo. It was made so that she would not exceed the 15 ton class, which would have made her subject to severe regulations.

On February 14, 1911, an article in the Oregonian stated that; "Maids and matrons of La Center and the neighboring hamlets, who pout because a short stage ride to the railroad at Ridgefield prevents them from wearing their big hats on visits to Portland, owing to the limited space in the vehicle, are encouraged to take the Charm. The largest Gainsborough's, picture hats and other creations may be accommodated aboard the Charm." Horace Campbell built the doors the same width, forward and aft. They were unusually wide, and a portion of the roof slid, to permit greater freedom of movement in boarding or leaving the craft."

"The entrance to a regular launch was not sufficiently wide for the large hats and Captain Campbell expected to carry many women passengers, is why the wide doors were adopted. The Charm docked regularly at the berth of the Yellow Stack Line at the foot of Taylor street, in Portland and making a trip between Portland and La Center every day. The Charm could carry 50 passengers and competed with the Northern Pacific, which had just completed the line between Portland and Kalama. The Charm was a passenger only vessel and carried no cargo."

On March 19, 1911, while the Mascot was docked at Pekin, the oil tank exploded and the Mascot burned to the waterline and was a total loss. Jacob Kamm then put the Undine into service on the Lewis River. On July 30, 1911, the Undine made her last trip to Woodland for the summer. She had stopped running to La Center on July 23rd. Due to the recent dredging, the Undine was able to get up to La Center later in the year than before making the time that they had to pay the teamsters much less. The dredging work enabled the little boats to reach La Center for about 30 more days, and if it wasn't for the sharp turn at Charcoal Bend, which was so sharp that the steamers could not negotiate the turn at low water. The Etna and the Spielei would meet the Undine at Pekin to transfer the cargo and passengers.

On February 24, 1912, through an arrangement with the Kamm Line, the new gas stern wheel cargo boat that was built at La Center for Uriah Brothers, E. C. Brothers and Peter Moe, would handle the freight between Portland and a point on the Lewis River, and the Charm, belonging to the Lewis River Transportation Company handled the passengers. The new boat called the La Center, was launched by John Sound, the designer and builder. 

The boat was built to navigate the East Fork all year around. The 45 ton La Center was 85 feet long, had a 16 foot beam, with a 4 foot hold, and ran on a 12 inch shaft. In the beginning, she made 3 trips a week between Portland and La Center. The La Center was in command of Captain Peter Moe, and Uriah Brothers, formerly of the Mascot, had charge of the engine room. E. C. Brothers was the third partner and was connected to the harbor patrol in Portland.

On February 4, 1912, the steamer Leona burned while undergoing repairs at La Center. At the time she was owned by W. H. Hembree. The Leona had been docked at La Center for several weeks undergoing repair work. It was not known how the fire started. Captain J. W. Exon of the steamer Modoc, said the Leona was a total loss. The Leona was valued at $5,000, but was only insured for $3,500.

On February 28, 1913, the La Center brought up East Fork, the largest shipment of cargo since 1889, when the Lucea Mason was in operation. Captain Gray reached La Center with 30 tons of grain, feed, and general freight from Portland. She went up the East Fork on less than a 3 foot stage. Chief Engineer Peter Moe said that it was the largest shipment that did not require smaller boats.

During June of 1913, the La Center was converted into a sternwheeler. The shaft propeller would keep hitting snags or bang into the rocky riverbed bending the blades. After the refitting, she was the smallest stern wheel steamboat plying on the Columbia river, the La Center, with Captain A. W. Gray in command, finished her first round trip under steam to her namesake town. In addition to a full load of cargo, the La Center brought 18 passengers from La Center and other Lewis River points. When the La Center was built nearly 2 years ago, she was equipped with gasoline engines and was at that time the largest craft of her type on the Willamette and Columbia rivers with motive power of that kind.

However, after the conversion, it was said that she was the smallest craft propelled by a stern wheel. The engine which had been installed in the La Center was the one which occupied the engine room of the Uncle Sam, and along with a new boiler of the marine type, she was ready to go. Both Captain Gray and Captain Moe, who operated the La Center, said that she was much improved by the change. She made about 10 miles an hour, according to the test of the first round trip that she made, it was also noted that the engines were more dependable.

The engines were taken out of the Uncle Sam, which was built at Corvallis for a cost of $12,000. On her arrival at Portland for inspection, the United States Inspectors of steam vessels refused her a license. She had to be towed to Astoria with the intention of taking her down to the Coquille River and sell her, but she was later brought back up to Portland and her engines and boiler removed and placed in the La Center.

On October 16, 1913, the dry season was over and both the Woodland and La Center were able to make it up the East Fork to La Center. The recent rains made the river rise 4 feet which enabled the steamers to reach town. 

On October 25, 1913, the steamer Shaver crashed into the La Center just off St. Johns and later sank on the beach after being towed to shore by the Shaver. Nobody was hurt. It was later found, that there was confusion in the signals between the boats. According to accounts of the accident the La Center was in full stream coming up from the Lewis River with cargo for Portland. While the steamer Shaver was on her way down the river, the 2 boats approached each other at St, Johns and passing signals were given, the Shaver blowing one passing whistle and the La Center answering with one,

Behind the La Center was the tug Alarm coming up the river with a tow, but was closer to the St. Johns shore than the La Center when she blew two passing whistles, according to the account, these were answered by both the Shaver the La Center, which blew two more whistles and then crossed the bows of the Shaver when the collision happened. The La Center sank near the St. Johns Shipbuilding Company where she was raised and towed over for repairs. On October 29, 1913, Captain Moe was convicted on the charge of carelessness and negligence. Captain Moe's license was then suspended for 10 days by U. S. Steam Inspectors Edwards and Fuller.

On November 9, 1913, the La Center was back on the La Center-Portland run and for the first time in a month the East Fork was high enough to reach town being no worse for wear after the collision with the Shaver. The Charm was also plying the East Fork again and was leaving La Center at 8am and arriving in Portland at 11am.

On February 26, 1914, the government started work on dredging the East Fork. The dredging was completed on August 5, 1914. The channel was now 50 feet wide and 4 feet deep at low water from La Center to the forks of the river at Pekin. It took 6 months to remove sandbars and deepen the channel. This was the only dredge work that was ever done to the river as far up as La Center. Now the town could be reached at all times of the year, where before the channel was closed for several months each year. The dredge Cowlitz was then moved from La Center to Woodland to remove a sand bar and clear the stream.

Now the channel was deep enough during the regular course of the seasons but 1915 was an unusual dry summer, and on September 8th, the Lewis River was so low the La Center could only make to Pekin. The Spielei would then take the passengers and cargo up the stream to La Center.

On April 1, 1916, Uriah and E. C. Brothers sold the little steamer La Center to Arthur Heston, who continued to operate her on the East Fork.

By 1917, the channel was now deep enough for all year service. The effect of this improvement to the channel helped reduce the cargo rates by about $1 per ton. The transfer and re-handling of the cargo during the low water period was eliminated saving the shippers another $1 per ton in re-handling charges.

On December 19, 1917, the La Center ran aground at Lamb's, which was about 3 miles downstream from Woodland. Request for aid was sent to the Captain of the Undine who was moored at Woodland discharging rescued cattle from the flooded areas. The captain would not answer the distress call as he was unsure of the condition of the river and had a lack of knowledge of the currents on the stream. After the river receded, the poor La Center would end up high and dry before she was pulled from the gravel and refloated.

On February 12, 1921, the vessels Relief and La Center were sold by the Lewis River Transportation Company. The La Center was sold to A. C. Hestor, secretary of the company and the Relief was sold to William Lumm, president of the company.

On October 30, 1921, the East Fork was now high enough for the La Center to reach town. She was on now on a tri-weekly service between La Center and Portland. During the interruption of service that lasted for the usual several months, the Finnegan brothers, who owned the feed store in town, hauled in the freight on a large truck over the newly paved road between Ridgefield and La Center.

In the 1920's the La Center transported cattle from Kelso to the stockyards at Portland, in addition to the Lewis River service. On December 3, 1921, the La Center was hit by a gale near Deer Island and capsized with a load of cattle. The crew were rescued by a passing vessel. John W. Davis of La Center, the owner of the cattle, lost all but 5 of the 39 head aboard the vessel. 

On December 16, 1921, the La Center was repaired and resumed her tri-weekly service.

The La Center continued to serve the town that bears its name until 1931, when the little steamer was taken out of service. The freight trucks had overtaken the steamers as the cheapest and easiest natural channel of trade for the city of La Center.