Lewiston: from Packtrains & Tent Saloons to Highways & Brick Stores

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LEWISTON: FROM PACKTRAINS & TENT SALOONS TO HIGHWAYS & BRICK STORES

R 979.6 ASOTIN COUNTY LIBRARY M Clarkston, Wash. 99403 m This program is supported in part by a grant from the Association for the Humanities in Idaho, a State-Based Program of the National Endowment for the Humanities. LEWISTON: FROM PACKTRAINS AND TENT SALOONS TO HIGHWAYS AND BRICK STORES: A CENTURY OF PROGRESS, 1861 - 1962

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ASOTIN COUNTY LIBRARY Clarkston, Washington Gold! The discovery of gold in the Pierce- Orofino area brought with it hundreds (and later thousands) of men seeking their fortunes. Miners entered a relatively isolated area and hence had to have their supplies brought in to them. While small boats had traversed the Snake and Clearwater Rivers earlier (Tom Beall brought in supplies from Fort Walla Walla to Lapwai in July, 1860, on two bateaux)1, the first major voyage was undertaken by the steamer Colonel Wright. Unable to land upstream on the Clearwater River because of the rapids and shallow drift, the Wright landed at the confluence of the Snake and Clearwater Rivers. The steamer's landing initiated the town site of Lewiston. From that moment on, Lewiston was to become a commercial and transporta tion center for the entire region, though both activities were beset with difficulties from the beginning. The site (Lewiston) had not changed since Lewis & Clark described it in their journals. On October 10, 1805, they wrote that at the junction of the two rivers there was not a tree to be seen. It was to be on this barren site that tents would be erected to store goods, provide shelter, and house stores and saloons. Foreseeing that miners would come in consider able numbers, a Nez Perce Chief named Reuben built a warehouse at the mouth of the Clearwater. A local mountain man, William Craig, who like Reuben anticipated the arrival of miners, built a ferry for crossing the two rivers. Craig's ferry,

bateaux are low, flat-bottom boats, in appearance look like large rafts. by the way, turned out to be a very lucrative busi ness - over $4000 a week gross in the 1860's! Water transportation proved important in 1861, and culminated in 1975 with the coming of barge traffic to the Port of Lewiston. Although early settlers in Lewiston were primarily interested with serving the needs of the miners in the region, some came to settle permanently. Those permanent settlers visualized Lewiston as a commercial center and later as the hub of a rich agricultural area. Advertising Lewiston in the 1920's and 1930's, the Northern Pacific Railroad claimed Lewiston was located in "one of the richest agricultural regions of the continent," and that the "finest grapes in the world" were raised in the area. Both commerce and transportation were to become the foundation on which Lewiston was built. It is those activities that will be discussed.

TRANSPORTATION: 1861 - 1914

While the steamer Colonel Wright made the first landing at Lewiston, in May, 1861, it was the landing by the steamer T sQ^fTO Iate i r that year that proved most important. On board the» TjBjjjjS were Captain Ainsworth, President of Oregon Steamship and Navigation Company, and two owners, Colonel Lyle and Lawrence Coe. They decided that the mouth of the Clearwater was the most "practical point" for loading and unloading. Since the site was located on the Nez Perce Reservation, settlers had to secure a lease from the Indian Nation. Through the efforts of two local men, William Craig and Dr. Newell (whose wives were Nez Perce), they later leased the flat areas along the Snake and Clearwater Rivers. According to George E. Cole, governor of Washington Territory in 1867, the owners of O.S. & N. named the site Lewiston. (Other accounts ac credit it to Vic Trevitt, a passenger on the Colonel Wright). The steamer era had begun for Lewiston. The very next year, 1862, proved to be a banner year for steamers (and the O.S. & N. Co.) as they hauled tons of freight and many passengers to Lewiston. The Tenino, Colonel Wright, Spray, and the Casadilla were some of the steamers that traversed the upper Snake to Lewiston. The steamers made their journey from Celilo Falls on the Columbia River upriver to Lewiston and back again. At Celilo Falls goods had to be portaged for the trip to Portland. The steamers brought in fortune-seeking miners, merchants, implements, food, whiskey, and clothing. They carried back disap pointed miners and gold dust! The Nez Perce Chief steamer, for example, carried a cargo of $382,000 in gold dust downriver on October 29, 1863. Since steamers represented the only means of transport from the coast to Lewiston in the 1860's through 1880's, there were many occasions when several steamships docked at Lewiston. The Yakima, which claimed to be the fastest, appeared in 1864. It was a large, beautiful steamship with twenty-six staterooms. In addition to passengers and wares, the steamers also brought news of the outside world, as The Lewiston Journal indicated in July, 1867. Steamships were exciting and vital. The arrival of a boat was news, as the Tenino docking on May 20, 1874, with a cargo of twenty-five tons and several passengers. New steamships meant con tinual success for river transport, a fact noted by the Lewiston Teller on March 17, 1877, with the arrival of O.S. & N.'s new steamer, Almota, captained by a Mr. Baughman. Later that same year, the Almota carried soldiers to Lewiston as rein forcements for General Howard. The Annie Faxon also made her debut in 1877 and steamed proudly until 1893 when her boilers exploded while docked at Lewiston; she sank immediately. The terrible accident took eight lives. Steamers also took wares to locations on the upper Snake River. The steamship Lewiston made several runs to the mouth of the Grand Ronde as on June 7, 1898, when it carried thirty tons of merchandise and returned with three hundred sacks of wool. Tourist business was a part of the steamship trade as well. The Mountain Gem, for instance, made runs on the upper Snake River for tourists. In 1904 an upper deck was constructed on the Mountain Gem and advertised with photos by Fair & Thompson. While steamships were most often admired and praised, the one sore point with many Lewiston- ians in the 1870's was the monopoly enjoyed by O.S. & N. on the Snake River to Lewiston. An editorial in The Northerner on October 31, 1874, bemoaned O.S. & N.'s monopoly and stated: "Let us ever hope for a nearer approach of a better day when this great highway of the sea shall be free to all that may seek the facilities of navigation upon one of the mightiest rivers of the continent." The crisis revolved itself later in the century as the railraods made their way to Lewiston. An important part of Lewiston river trade were the ferries that crossed both the Snake and Clear water Rivers. They transported both local traffic and those traversing to and from the interior country. Since the ferries were critical to Lewis- ton, the city council took care that the rates were fair. In November, 1895, the council set the rates at 50<£ for a 2-team wagon and 25

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FERRY ON CLEARWATER RIVER (1890) were coming soon. Leland wrote optimistically in October, 1890, the two new railroads were coming to Lewiston "this week." While the railroad did not arrive that week, editor Leland optimistically wrote later that month: "The first whistle will blow at Lewiston before its citizens have eaten their Christmas dinners." (Leland dreamed of a trans continental railroad through Lewiston). There were several reasons why a rail line failed to material ize in Lewiston during 1890; perhaps the most crucial was the "war" between the Northern Pacific and Union Pacific in the Clearwater River country. Both N.P. and U.P. wanted to construct a rail road track down the Clearwater River in order to take advantage of the vast timber resources in the region. The two railroads surveyed the same country and spent thousands of dollars in an attempt to "win the race." Finally, wall street financers, anxious about their investments, stepped in and compelled the two rail giants to seek a compromise. During a ten year "truce period," rail lines finally reached Lewiston in 1898. The U.P. and N.P. finally agreed to a joint construction project in the Clear water River country, putting operating and admini strative functions into a holding company called the Camas Prairie Railroad. On September 15, 1898, the first train pulled into Lewiston. The whole town came out to welcome the train. Upon its arrival, bands played, children ran along the tracks, and the crowd cheered. Old No. 840 had arrived, and on board were two hundred businessmen from Spokane. Waiting to greet the train was Governor Steuenberg and a host of local dignitaries. For three days and nights the town celebrated: parade, dances in the streets and hotels, and other festivities. The railroad age had come to Lewiston! A final project completed the railroad building in Lewiston: a bridge across the Clearwater River, dedicated in 1908. The turn of the century (1898-1905) was a mo mentous time for Lewiston. Critical to the success of a transportation network for Lewiston were bridges to span both the Clearwater and Snake Ri vers. The first Snake River bridge opened on June 24, 1899. No night crossings were allowed for several years (until 1913) as the bridge was a toll bridge, and the gates were closed at night. E.H. Libby of Clarkston was the first person to cross the bridge, riding "Judge," a black horse. J.L. Verns, his two sons Blaine and George, and daughter Zoe, were amongst the first toll collectors. In 1913 the states of Idaho and Washington jointly pur chased the bridge, and the toll gates were removed. The same year the toll gates were removed from the Snake River bridge, the Clearwater River bridge opened for traffic at 18th Street. Efforts to construct a bridge dated back to the 1880's, with Alonzo Leland being the driving force. In fact, the Lewiston City Council accepted a proposition by Mr. Miller of A. Miller and Sons to,build a bridge across the Clearwater River from Rand Lane to the north side on July 14, 1883. Bids for constructing the bridge came in too costly, how ever, and the council rejected all bids on October 1, 1883. Not easily discouraged, Leland continued to advocate a bridge across the Clearwater and even introduced a Clearwater Bridge Bill before the Idaho Territorial Legislature. All of his efforts, however, came to naught. In 1913, though, Lewiston finally built the bridge, and W.F. Ketten- bach, a community leader, was the first to cross the bridge. Unfortunately, the bridge was built for wagons at a time when America was just beginning to enter the automobile age in "full swing."2

2With the opening of the Clearwater Bridge and the removal of toll gates on the Snake River bridge, ferry boats ceased to exist. COMMERCE TO 1918

In the nineteenth century, Lewiston changed dramatically. From a community mostly dependent on the mining industry, Lewiston eventually became a commercial center serving the small towns and farming communities in the north central Idaho, south eastern Washington, and north eastern Oregon region. Initially, two of the many properous business activities were saloons and hotels. Perhaps the most well-known hotel was the Luna House, owned by Hill Beachey, the man who tracked down the men who brutally murdered Lloyd Magruder. The most elegant hotel according to early residents was Madame La Francois' Hotel De France. Many believed she was of French aristocracy, though that has never been proven. Saloons were prolific in early Lewiston, catering to the many needs of the miners. R.O. Leeper, who became a Justice of the Idaho Supreme Court, recalled in his essay "The Soul of a Pioneer" that the most famous dance hall and saloon was the Nicaraugua. Although the miner's trade was most critical, early Lewiston developed several local industrial enterprises. One of the earliest was the California Brewery, established in 1862 by Gamble and Brown. Gamble and Weisgerber took proprietorship in 1863 and in 1869 the proprietors were the Weisgerber brothers. The brewery produced a fine lager beer primarily for the local market, though it sold to customers throughout Idaho and into Washington. Another prominent business was Mr. S. Wildenthaler's grocery store, established in 1864. One of the oldest established saloons was the Palace Saloon, Ferdinand Roos, proprietor. As did Weisgerber and Wildenthaler, Mr. Roos migrated from Germany to the United States. Mr. Roos purchased the Palace Saloon in 1882, and attracted many guests with his violin playing. Civic pride was also evident in early Lewiston, particularly in the Lewiston newspapers. The Radiator (1865-1866) welcomed new business with glowing words; Lewiston Journal, established by Seth Slater and William Mahoney in 1867, advocated growth; the Idaho Signal, published by Henry Leland and Robert Rowley, called for Lewiston to be white-washed or painted to reflect the out standing character of her citizens; the Lewiston Teller, published until 1909, as well as the Northerner, were both anxious advocates for rail transportation; and the Lewiston Morning Tribune, which consistently referred to the rich agricultural area surrounding Lewiston as well as the favorable, mild climate in the valley. Even though Lewiston's population dropped dramatically after mines "played out" (the popula tion reached as high as 10,000 during the height of the mining craze, and fell to 700 by late 1860's), a number of proud citizens were determined to make Lewiston a prosperous and growing community. Their efforts were to be rewarded. In the 1870's small, though fruitful, signs of expansion were evident. Wheat ranches were established in the surrounding area which comple mented an already existing livestock industry. By the late 1870's several attorneys located their practice in Lewiston, as: John Clark, Alonzo Leland, Jasper Rand, W.G. Langford, and W.W. Boone. In addition, two physicians and surgeons were practicing: J.Q. Moxley and H.W. Stainton. And in 1878 the Brearley Flour Mill began operation, grinding grain for the local market area, and the same year Montgomery Ward opened the first major department store in Lewiston. LEWISTON, FROM 5th St. GRADE, LATE 1880's

LEWISTON DITCH ANDWATERWHEEL

(LCSC MUSEUM) Perhaps the most ambitious project begun in the 1870's was the Lewiston Ditch. Major George Manning obtained the right-of-way for the ditch, largely dug by Chinese labor, which began four miles upstream on the Clearwater River from its mouth. From its origin, at Porter Slough, the ditch flowed southwest across to where the Union Railraod Depot was located, (at this point Wesley Mulkey took water from the ditch to operate a grist mill), it then angled to where Albertson's is noWlocated, then it circled the plateau to fifth street grade where a city water wheel lifted water to a reservoir tank. The ditch then went down South Main Street (planked over) and ran down a small incline into the Snake River just north of the Lewiston bridge approach. The force of water down this incline provided power to Nelson Brearley's flour mill.

While the ditch continued to pose problems (people dumping garbage in it, planks giving way, and at times a terrible stench), it did provide much needed water. Lawns, flowers, and gardens grew where before the land was barren. Truly, the ditch helped transform the appearance of Lewiston. In fact, many poplar trees were planted downtown. Although the 1880's were by no means a "boom time" for Lewiston, John P. Vollmer established the First National Bank of Lewiston. And the Lewiston Independent School District (Number 1) received its charter in 1880, while the Lewiston Women's Christian Temperance Union was organized in 1883. The 1880's closed with the first telephone (hand-cranked) into operation in 1890. While a business panic swept America in 1893, the 1890's proved to be a time of economic growth for Lewiston and the area due primarily to the opening of over 540,000 acres to white settlement on the Nez Perce Reservation. On November 18, 1893, a canon boomed in Lewiston at noon as three thousand men and women charged onto the reservation to stake their claim. Lewiston responded to the increase of population in the area very quickly in the 1890's. The Snake River Packing and Forwarding Company organized in Lewiston (J.F. Dole president) to handle and supply garden and orchards products; William Bollinger and John Bell opened a restaurant and grocery store and in 1898 Bollinger opened a hotel with ten sleeping rooms;3 Harrington's saw mill on the east end was in full operation with seventy-five men working on two shifts. An editorial in the Lewiston Morning Tribune on June 24, 1898, praised Idaho and the Lewiston country. Potentially, the writer claimed, Idaho could feed the whole country, for Idaho produced an abundance of wheat, beef, corn, fruit and vegetables. Surely, Lewiston would prosper? Many businessmen in Lewiston believed so, for in July, 1898, they formed a commercial club, later to become the Chamber of Commerce. And in 1899 con siderable building activity took place: a new school, the Weisgerber building, and the Chas. Francis Adams0 building, a three story brick structure on Main Street. People in Lewiston visioned a prosperous time ahead in the twentieth century. Indeed, from 1900 to 1918 business expanded and flourished. Water proved to be the most crucial element. The Lewis- ton Water and Light Company and the City Council

3Bollinger even had a zoo on the north side of the hotel until a bear escaped and terrorized the guests by running through the hotel halls. provided the means of getting water to the normal hill area in the late 1890's (so named because Lewiston Normal School - now Lewis-Clark State College - was built on the hill in 1896-1897). As a result, several fine homes were built in the early 1900's; for example, the Nels Jensen home at 728 Seventh Street and the Queen Anne style built home at 720 Fifth Avenue, (see pictures) H.L. Powers initiated what is today the Lewiston Orchards Irrigation District early in the century. Two companies, the Lewiston Land and Water Company and the Lewiston Sweetwater Company, originally conceived a nine thousand acre project, topping the Craig Mountain watershed. Progress was painfully slow, however, and by the end of 1918 only four thousand-five hundred acres had been sold. Nevertheless, the potential was there, as would be proven later, and many men like H.L. Powers, W.F. Burrell, F.W. Kettenbach, C.E. Grelle, and Tom Richardson kept persevering. Their efforts were rewarded, as many fine small farms were established, and the area residents had a great sense of accomplishment and pride, as expressed in Lewiston Orchards Life (circa 1912-14) Asotin county also increased its activity at this time. Originally initiated by the Lewiston Water and Power Co. (later reorganized as the Lewiston-Clarkston Improvement Co.), an irrigation system was constructed for a potential of three thousand settlers. With the completion of the project, many new people settled in Asotin County and operated orchards and truck farms. While space prevents a detailed account of all business activities from 1890 to 1918, some of the highlights were: the Owl Drug Store opened for business in 1893; Kling's store opened in 1896; the Vassar-Rawls funeral home started in 1899; LEWIS-CLARK NORMAL, CIRCA 1900

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ORCHARDS (CIRCA 1900) MOXLEY FAMILY (LCSC MUSEUM) Hahn Plumbing & Supply, 1899; Star Dray & Trans fer Co. (now Star Motors), 1900; F.W. Bram & Co. of San Francisco branch firm (mining machinery and supply), 1904; and the J.D. Jacobs Co. (farm imple ments), 1906. Thus, business activity increased dramatically. On February 23, 1904, the Clearwater Implement Dealers' Association was organized with E.P. Dorris of Lewiston vice-president. The dealers were concerned about "hawkers" and "ped dlers" who sold inferior goods. That same year, 1904, the city council granted the Lewiston Tanning Co. Ltd. free water for one year. Clearly, everyone supported a strong economy for Lewiston, evidenced by the largest gathering of businessmen ever assembled on February 25, 1909, for the first monthly meeting of the Good Fellowship Club - John E. Becker toastmaster.

Community attitude and pride was reflected in a 1911 publication titled: Questions Answered Concerning Lewiston-Clarkston: The Gateway to the Great Pacific Northwest. It stated that Lewiston was built up "wholly" by trade in the region, boasted three banks, two trust companies, two newspapers, Lewis-Clark Normal, and the State Supreme Court. The climate was also exalted as "exceedingly favorable to weaklings." The publication gave a very bright picture of Lewiston in hopes of attracting more people and business. It also claimed that Lewiston was "certain to become an important railroad center."

TRANSPORTATION - 1908 - 1962 While many in 1908 still hoped Lewiston would become an important rail center, roads and rivers would be the major transportation concerns. Al though rail expansion occurred on a limited basis in the area in order to transport logs to the mills, LEWISTON AT FIRST AND MAIN (1902)

ENGINE No. 92 on 1908 HISTORIC RUN major rail lines did not come to Lewiston. One interesting local project took place in 1910 when Zephaniah A. Johnson, a prosperous farmer in the Nezperce region, conceived the need for a railroad from Lewiston to the Camas Prairie region. Johnson convinced other farmers to join him in financing the project and organized the Lewiston, Nezperce, and Eastern Railroad. Un fortunately, money ran out before the project could be completed (the line was to run through Tammany up to Waha then to Forest, Winchester, and Craigmont). Connection to the Camas Prairie region would be the present rail line up Lapwai Creek. If not by major rail lines, then by highways and river. So, Lewiston continually hoped for increased river transport. Concern about Snake River navigation continued through the first half of the twentieth century. In 1904 a river development association was formed with repre sentatives from Idaho, Washington, and Oregon. Naturally, Lewiston was represented on the associ ation and keenly interested in the association's efforts to prod Congress in improving navigation on the Columbia and Snake Rivers. Good news came in 1915 when the first steamer arrived directly from Portland, Oregon, after the opening of the Celilo Canal. With the demand for electricity increasing, dams were constructed on the Columbia River in the 1930's. Steamers, quite naturally, cannot pass over dams, and the last steamer run to Lewiston occurred in 1940. Already in 1932 the Army Corps of Engineers recommended a series of seven dams to "step the river gently down from Lewis- ton." Later the proposal was reduced to six dams and strongly supported by the Inland Empire Waterways Association. After many disappointing attempts in the late 1930's, 1940's, and into the 1950's, Congressional funding was finally se cured for dam construction in 1955 (Ice Harbor Dam). By that time, the number of dams had been reduced from six to four. Lewiston would become, with the completion of the dams, the furthest in land port in the western United States. The saga of steamers coming to Lewiston, their whistles blowing, the large paddle wheels turning, and luxurious staterooms for passengers had come to an end. While the port facilities represent a new age of transportation for Lewiston, one cannot help but reflect as to the excitement steamers brought to the area and what it was like to watch several come and go. Surely, like the Mississippi River in Samuel Clemens' writings, the Columbia and Snake Rivers must hold many thrilling stories re garding steamships. Highways, like the river, were of extreme im portance to Lewiston during this period (1908-1963). Construction of a north-south highway was deemed to be critical. Already in 1876 the Idaho Territorial Legislature sent a memorial to Congress urging the construction of a military road from Ft. Boise to Ft. Lapwai. The memorial pointed out that there were numerous settlers in the area, continued "Indian depredations," and poor access from north Idaho to the seat of government in Boise. Thus, the north-south highway was deemed critical and thereafter funds were sought for its construction. Due to the attention railroads received as the major transportation network, however, little attention was given to the north-south highway. It was not until the twentieth century that actual preparations for constructing the highway began. There were many obstacles, including river canyons, river crossings, Whitebird hill and Lewiston hill. On top of that, financial difficulties arose early (1916) and progress was slower than anticipated. Finally, due to financing by counties, state, and some federal assistance, the highway was completed in 1939. Local roads were a major concern in the first thirty years of the twentieth century, as was public transportation. In 1915 the Lewiston- Clarkston Transit Co. was incorporated and Mayor E.S. Bailey of Clarkston drove in a golden spike for the first track to be laid in Clarkston. Service started in May, 1915, the route in Lewiston was from Snake River bridge down Main Street to Thirteenth Street, then to G Street, over to Twenty- first Street. The streetcar stopped running in December, 1929 - the automobile proved too stiff a competition. Automobiles appeared in great numbers follow ing World War I. Prior to that a few businessmen and other brave souls owned autos, though travel was difficult as there were very few (in many places none) paved streets. Even gravel roads were rare - mud being quite common. The autos themselves were not always dependable. Neverthe less, they offered an individual an opportunity to get out and have fun. With the increase of autos in the 1920's, demands were made upon Lewiston to pave streets, and the citizens passed several major bond issues to enable the city to finance the major projects. Concrete was used most often, and one can still see the original streets on Normal Hill. The culmination of highway transportation occurred with the construction of the Lewis-Clark Highway. It was a project that expanded over four decades and took efforts of the Lewis and Clark Highway Association, under the leadership of Colonel E.O. Potvin to assure the highway's con struction. Finally in 1963 the Lewis-Clark Highway opened for traffic. With the opening of the Lewis- HOTEL PASSENGER BUS, CIRCA 1920

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RAILROAD BRIDGE - 1908 (Lewiston Tribune) Clark Highway (U.S. 12), a long saga of adequate land transportation for Lewiston had ended. From 1963 on there would be many improvements to the highways, though the basic system would remain in tact.

A GLANCE AT COMMERCE ANEW 1918 - 1945

Following World War I there was considerable economic activity in Lewiston, especially relating to timber and agriculture. The continued success of the irrigation project in the Lewiston Orchards brought many new residents to the area, and increas ed land put into orchards crops. Particularly suc cessful was the cherry crops, as carloads were shipped from Lewiston. The city paid its respect to the cherry crop success with the first Cherry Blossom Festival in May, 1929. Some twenty thousand people lined the streets to watch a three mile long parade. Mildred McConnell was the first Cherry Blossom Queen.

There was also considerable dairying (as the Higgins Dairy) and there were still cattle drives to Lewiston stockyards. And in 1930 the organiza tion of Lewiston Grain Growers Inc. was completed. Several garden crops were grown in abundance in the area, as for example, spinach. Grapes were also grown in large quantity and fine wines were produced in the area, particularly by Gregory Eaves. He also sold champagne, produced from vines that were imported from France."1 Without question, the most significant economic

Tor an interesting account of grape growing in the valley, see Grape Culture in Lewiston- Clarkston Valley by Robert Schleicker (1906). event was the opening of the Clearwater unit of Potlatch Forests Inc. immediately east of Lewiston. It was the largest pine sawmill in the world. The modern plant pushed Lewiston into the industrial age. Although located outside the city, the large sawmill changed the character of Lewiston by making it an industrial, as well as an agricultural and commercial, center. Since that day in 1927 when the mill siren shrieked in the air, Potlatch Forests has been the major employer in the commun ity. Although Lewiston, as did America, survived the depression, times were indeed hard for many. Jobs were scarce, the price of wheat sunk to a dismal 18tf a bushel, (the grain was used for fuel), and in 1932 all three Lewiston banks closed. Some men were able to get work snagging driftwood from the Clearwater River, while others picked potatoes in the Genesee area on a sharecropping basis for credit. In 1933 a Civilian Conservation Corps was established at Lewiston with Lt. J. Harry Hughes of Alabama in command. Lt. Hughes later became manager of the Lewiston Chamber of Commerce. As the New Deal began to bring relief, Lewiston recovered from the throes of the depression. Banks began to reopen in 1933 and 1934 and the federal government began to provide assistance to farmers. In 1935 the first Lewiston Roundup was held, Arthur Grover President and Bob Wright arena director. And in 1937 organized baseball came to Lewiston (Class B Western International League) and the' team soon set an unenviable record by losing twenty-three games in a row. People's confidence returned, business began to pick up, and the timber and agricultural market improved.

War! From 1941 to 1945 the United States fought Germany and Japan (and their allies) and like the rest of the nation, the major concern for Lewistonians was the successful conclusion of the armed struggle. On May 20, 1945, during the final months of the war (Germany had already surrendered), arrangements were made to raze the Old Hotel De France. That proud building, once an important social center in Lewiston, had gone through several owners and from 1935 to 1937 was used as a store house for welfare relief. Old Lewiston was fading, though not gone. New buildings, new businesses, and new citizens would migrate to the valley with a mild climate and the gateway to the "inland empire."

CONCLUSION While a small number of events have been recounted here, and not all the individuals who labored hard to make Lewiston a thriving community have been mentioned, the reader, hopefully, has a basic understanding of how commerce and trans portation developed. When the crew of the Colonel Wright first set foot on what was to become Lewis- ton, they recognized it as an excellent site for commerce to the interior - a fact that remains true today. As steamers maneuvered up the Snake, and stagecoaches and packtrains carried passengers and goods, everyone in Lewiston believed the city would be a transportation hub. Although the citizens never realized their dream of a major rail center, Lewiston has indeed become an important transportation center, especially since the opening of the Port of Lewiston. The tent city is gone as are the mud streets. Instead, there are now brick buildings and paved streets. Enterprising business and professional men were determined to build a permanent, thriving community. And they succeeded. ,: