LIBRARY UNIVERSITY OF WASHINGTON
HIGDAY SEATTLE PORT DISTRICT, 1911-1915.
HE
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1915At its regular meeting Wednesday, July 21, the Commission took the follow-
ing action:	
    “Moved by Mr. Remsberg that the Port Commission observe the Fourth
Anniversary of the creation of the Port District on September 4; and that residents of the Port District outside of the City of Seattle be particularly invited to participate in anniversary exercises and inspect the Port District properties, the Traffic Manager to make necessary arrangements. Carried.”
PORT OF SEATTLE By Hamilton Higday, Ass t Sec’y & Traffic Mgr.
THE PORT OF SEATTLE
Comprising all that great district embraced within the boundaries of King County
FARMERS’ DAY Saturday, September 4, 1915
Being The Fourth Anniversary
OF THE
Creation of The Port of Seattle
THIS day is set aside that the Farmers and their families of King County may visit the Great System of Wharves, Warehouses and Docks which they as voters and taxpayers made possible by their moral and financial help and support.PORT OF SEATTLE
A MUNICIPAL CORPORATION
WHOSE STOCKHOLDERS ARE THE WHOLE PEOPLE OF
KING COUNTY
SEATTLE, WASHINGTON, U. S. A.
1915
Commissioners
ROBERT BRIDGES -----C. E. REMSBERG -----GEN. H. M. CHITTENDEN -	-	-
Executive Staff
J. R. WEST -	--	--	--	-- Chief Engineer
C. J. FRANCE -	--	--	--	--	-	Counsel
HAMILTON HIGDAY -	-	- Asst. Sec. and Traffic Mgr.
W. S. LINCOLN......................-	-	-	Auditor
President - Secretary - M. Am. Soc. C. E.
PRINTED AND PUBLISHED BY THE H. C. PIGOTT PRINTING CONCERN SEATTLE, WASHINGTON90459
The Seattle Port District
A REVIEW OF FOUR YEARS’ WORK OF THE PORT COMMISSION—1911-1915.
By HAMILTON HIGDAY, Assistant Secretary and Traffic Manager.
The Port of Seattle District is coterminous with King County. It was created by the vote of the people of King County at a special election held September 5, 1911. The election was called by the County Commissioners under authority of the Port District Act, Chapter 92 Session Laws of the 1911 Legislature. Port affairs are administered by a separate municipal corporation superimposed on the City of Seattle and the County of King but independent of both city and county. The Port of Seattle is the only port organization of its kind to be found in the United States.
The governing body of the Port District is known as the Port Commission, and consists of three members elected by vote of the entire county for terms of three years, so arranged that one commissioner retires every year. This arrangement of terms precludes sudden changes in port policy. The Commissioners are obliged to serve without compensation.
At the special county election at which the district was created, the necessary three commissioners were also chosen for one, two, and three years respectively, the candidate receiving the highest number of votes taking the long term. The vote was as follows:
For creation of Port District........12,779	votes
Against creation of Port District.... 4,539	votes
Gen. H. M. Chittenden................10,886	votes
Robert Bridges....................... 9,232	votes
C. E. Remsberg....................... 8,651	votes
In the four years since the creation of the Port District, the same commissioners have remained in office, each commissioner having been re-chosen without any real contest, at the close of his first term.
Unquestionably the building of the great Isthmian Canal at Panama by the United States Government, which quickened the maritime interest of the American people and stimulated port improvement in every American seaport, was a leading cause of public harbor development in Seattle. The belief was that the opening of the Canal would see tremendous increase in waterborne commerce between the Atlantic and Pacific Coasts via Panama. The distance between Seattle and New York was cut from 13,905 nautical miles “around the Horn” to 6,032 nautical m^es through the Isthmus, saving approximately 8,000 miles and a month’s steaming time.
Furthermore, a very great increase in world trade was developing on all portions of the globe, congesting the harbors of numerous foreign ports which had expended scores of millions in harbor facilities and in financing steamship lines. Another reason for the demand for harbor and terminal development at Seattle was the evident determination of the American people to construct a Federal railway system in Alaska at a cost of probably $40,000,000. The development of commerce in the Philippines, railroad building in China and Siberia re-awakened the dream of Puget Sound pioneers of witnessing an enormous trans-Pacific trade with the teeming millions of Oriental people.
A desire to win in the rivalry with other Pacific Coast ports was also a great stimulus for port improvement in Seattle.
In 1910 a “King County Harbor Bond Committee” (Frank H. Paul, President, and Mille^reeman, Secretary) urged and secured authority ai uie election November 8 for a county bond issue for harbor improvement as follows:
Lake Washington Canal Excavation........... $750,000
Acquirement of Public Docks and Wharves 350,000
Aid for Duwamish Waterway...................	600,000
Diverting Cedar River......................	50,000
Total .................................$1,750,000
As justifying the people lending their credit for the work, the Committee said:
“In order to hold its commercial position, this port must speedily provide enlarged facilities. Cheap dockage and factory .sites must be opened up, otherwise Seattle will be outstripped by Portland, Vancouver and other Pacific Coast cities now appropriating millions to gain supremacy in the great commerce which will follow the opening of the Panama Canal in 1915.
THE ‘INTERESTS’ OPPOSED.
“The ‘Interests’ have been and are bitterly opposed to this extension because to enlarge the harbor facilities of King County will make it impossible for a monopoly of ownership to exist for the control of domestic, coastwise and foreign shipping, and will force reasonable dockage and wharfage charges, thus allowing business to be transacted at its minimum cost, which is always necessary for a large commercial city.WHAT OTHER PACIFIC COAST PORTS PLAN TO SPEND ON PUBLIC DOCKS:
Los Angeles, bond issue voted.............$ 3,000,000
Los Angeles, proposed additional issue 7,000,000
Oakland, bond issue voted.................	2,500,000
Portland, bonds to be voted Nov. 8........	2,500,000
Tacoma, bonds to be voted Oct. 29.........	880,000
San Francisco, bonds to be voted Nov. 8 10,000,000 San Diego, bonds to be voted Nov. 8....	1,500,000
“In Portland the above sum is additional to several millions that that community has already spent to deepen the river, and to the $3,000,000 that the Peninsula Industrial Syndicate will spend to reclaim 3,100 acres of cheap factory sites on deep water on the Columbia. In San Francisco the state-owned docks already constitute a $25,000,000 improvement. The public investment now urged upon King County is very small compared with what our commercial rivals are spending, and yet the resultant benefits will be vastly greater.”
The optimism of the people of the Pacific Coast in general and of the Pacific Northwest in particular was thus expressed by General Chittenden in a scholarly paper prepared in 1912:
“To other parts of the world, the Panama Canal means simply increased opportunities for trade; to the Pacific Coast it means a new lease of life through the elimination of those barriers which separate it froiii ito irue source of sustenance and growth. Everywhere along the Coast, faith in the beneficial results of this great work is unbounded. It is a faith, moreover, which expressed itself in works. From Alaska to Lower California, the Coast is getting ready for the Canal. It is putting its house in order. It is spending in this work prodigious sums of money. The present decade will witness an expenditure in port development of probably $50,000,000. The slogan which has won this vast sum from the pockets of the taxpayers is: ‘Get ready for the opening of the Panama Canal/ and the formal celebration of that event will find the work well toward completion.
“It would be idle to pretend that this prodigious eifort springs solely from an actual necessity of providing for the increase of traffic that will result from the opening of the Canal. The popular belief is, of course, that this is the case; but those who have studied the situation closely know better. They realize that the movement is being overdone, but they recognize that it is bound to keep on through the fear which each port entertains of what its sister ports may do. The stigma of possible failure in the race and fear of loss of prestige are the potent forces which are back of these extraordinary efforts. Los Angeles or Seattle would find it difficult on the cold basis of rational business foresight to justify their enormous prospective outlays; but they find ample justification in the necessity of keeping up with a procession which now stalks with tremendous strides from one end of the Coast to the other.”
Seattle, the terminus of nearly all the transcontinental railway lines, two days nearer Oriental ports than San Francisco, a day’s railway trip nearer Chicago, the home port of the Empire of Alaska, and the seaport par excellence of the Pacific Northwest, bent her splendid energies in three forms of improvement:
(1)	The opening of a great fresh water harbor in Lake Washington and Lake Union by digging the Lake Washington ship canal, at a cost of $1,000,000 to the county and state; and $2,275,000 additional for the great concrete lock at Ballard, built by, and at the expense of, the Federal government,
(2)	The straightening and canalizing of the Duwamish river through the tide flats and great level valley of the Duwamish river, developing a waterway four miles in length, 300 feet wide, and 30 feet deep at high tide, at a cost of $1,600,000. This development compares favorably with the work done a generation ago on the River Clyde at Glasgow, where most of the ship-building of the world is done on what was formerly a shallow stream.
(3)	A comprehensive system of new, modern, commodious public wharves, transit sheds, warehouses, ferries, and “other rail and water transfer and terminal facilities” constructed by the Port Commission.
The Port District Act provides complete home rule (with limitation on the bonding and taxing power), and provides direct responsibility of the Port Commission to the people of King County. The Commission is compelled to refer every project to the electors in two ways: First, any scheme of improvement must be submitted to the people and approved before the work con proceed; Second, the funds necessary must be authorized by vote.
Exactly six months after the Commission was created, that is, on March 5, 1912, the Commissioners laid before the people of the District a broad general plan of harbor development for the Port of Seattle. The Commission, as a result of its investigations into the needs of Seattle harbor as the principal water gateway of the Pacific Northwest, determined upon an investment of $3,100,000.
GENERAL PRINCIPLES.
The principles guiding the Commission in the proposed development of the harbor may be stated to be:
1.	The Port Commission should provide facilities additional and supplemental to waterfront improvements built by private enterprise.
2.	The additional harbor facilities would furnish additional outlet to cheap water transportation for the people of Washington and the Northwest, and additional terminal improvements and quick and cheap loading arrangements to attract steamships seeking cargo.
3.	The new wharf and warehouse structures should be constructed on vacant ground rather than replace existing private improvements.4.	The primary industries of the Northwest most likely to require added service and opportunities upon the opening of the Panama Canal—lumber, fish, fruit, wheat, etc.—should have their needs definitely met.
“Scarcely had the Commission fairly determined gotten under way than the now historic campaign for the improvement of Harbor Island was begun through the efforts of the Seattle Chamber of Commerce, and popular enthusiasm was fanned almost into hysteria by a continuous procession of huge headlines in the leading newspapers of Seattle. The “Harbor Island Scheme” demanded the investment of $5,000,000 additional for the building on the artificial tide flat island at the mouth of the Duwamish river of a replica of the “Bush Terminals” of South Brooklyn. A series of piers and supporting warehouses were to be leased for thirty years to a promotion syndicate which promised to erect factory lofts in conjunction at private cost estimated at two and a half millions additional. This promotion syndicate admitted that it planned the issuance of stock and bonds of the face value of about $11,000,000, to be sold investors in the East or distributed as bonus stock in various quarters. A lease containing rigid conditions to protect the interests of the Port District was signed by Commissioners Chittenden and Remsberg and presented to the promoters August
5,	1912. Commissioner Robert Bridges, an uncompromising advocate of public ownership and operation of docks and railway terminal facilities, consistently refused to consent to the Harbor Island program and lease.
The Harbor Island controversy is thus reviewed by General Chittenden in a paper read before the 1914 meeting of the National Association of Port Authorities at Baltimore:
“Scarcely had the Commission fairly determined upon a plan of development when an event occurred which will fix the name “Harbor Island” indelibly in the history of Seattle. Certain local interests unfriendly to the principle of public control of the Port entered into an arrangement with certain New York parties by which it was proposed to use the credit of the Port District to the extent of $5,000,000, form a company with a stock issue of about twice the amount of the public credit, and build an immense plant almost an exact duplicate of the Bush Terminal of Brooklyn, on Harbor island, a reclaimed tide flat tract on the south side of Elliott bay. The lease which this company was to hold from the Port District was to run for 30 years, renewable for 30 more, and the Port Commission was thus to be relegated to the single role of furnishing the legal machinery for obtaining the public funds.
It is needless to state that a measure so questionable in character and striking so directly at the very principle for which the Port Commission stood could not meet its approval, but for a time the Commission was helpless because a wave of public enthusiasm for the Harbor island project swept everything before it. The record of the very bitter controversy which con-tiued for more than a year will not be given here, further than to say that it constitutes one of the most remarkable episodes in municipal history. The Commission insisted on rigid conditions in the lease which
BiRDSEVE VIEW Of-'
GBEATEE SEATTLE : MDVEKshould measurably protect its interests, and these conditions the promoters of the project found it unable to comply with. The scheme was not financed, the conviction grew that the public had been deceived, and the whole plan was finally rejected by as strong a majority as it had been approved by the year before. The Port was authorized to do the work direct and found itself in possession of a development fund about twice as great as it had originally intended to ask for. The principle of its organization was thus established on a firm basis, and while its work does not yet command the support of those who so strenuously opposed it, the District as a whole is solidly with the Commission.”
At the special election March 5, 1912, the five projects initiated by the Port Commission, as well as the $5,000,000 asked for improvement of Harbor Island, was authorized by the following vote:
Project Location	Bonds For
1	Smith’s Cove $1,000,000	39,289
2	East Waterway 850,000	38,684
3	Salmon Bay	350,000	40,247
4	Central Waterfront 750,000	37,039
5	Lake Washington
Ferry	150,000	40,101
6	Harbor Island 3,000,000	37,049
Harbor Island
Supplementary 2,000,000
At a special election June 17, 1913, the grant of funds for Harbor Island was withdrawn and in lieu thereof $3,000,000 was authorized expended in development proposed by the Commission, embracing the Turning Basin of the East Waterway.
Accordingly, the authority of the people of King County for Seattle harbor improvements financed by the sale of Port District bonds, stands as follows:
I.	For Terminal improvements____________$5,950,000
II.	For Elliott Bay and Lake Washington
ferries ..........................	350,000
Total...............................$6,3$®,!®©
For more than two years last past an orderly and rapid progress has been made in the construction of the projects outlined in the Comprehensive Scheme. The facilities erected have set new standards of excellence and convenience in waterfront improvement upon the Pacific Coast. The facilities have been erected at a time when the prices of materials were low, when wages were reasonable, and when labor was in real need of employment on account of depression in private enterprise and financial circles. To date out of approximately $5,000,000 paid out (including $1,500,000 for waterfront sites), it will be found that a dollar of value has been obtained for every dollar of public funds so expended.
The Port Commission’s plan of terminals, specialized to serve particular great export commodities such as lumber, grain, and fruit at strategic transshipment points on Elliott Bay, has been criticized by
the Harbor Island advocates as a scattering of energy, and their own plan praised as “concentration.” The fact remains that the proposed location of the so-called “Bush Terminals” (discredited as impracticable by Mr. Bush himself) was over a mile farther from the main business, wholesale, and factory area of the city than the most southerly wharf and warehouse of the Port Commission’s East Waterway terminals.
Thirteen units have been constructed and put into service under the comprehensive scheme of harbor improvements submitted to, and approved by, the people of King County, with the exception of the seven-story concrete cold storage warehouse for fruit (which however is nearly completed); the transit shed adjacent; and the public cold storage plant planned to serve the independent Alaska fishermen. The completion of the fish cold storage plant has been prevented by the effort of the ice manufacturers and private cold storage corporations, they obtaining a temporary injunction in the Supreme Court after losing their suit before Judge King Dykeman of the Superior Court of King County.
The thirteen public terminal units mentioned are as follows:
1.	Smith’s Cove, Lumber, Heavy Machinery and
General Merchandise Terminal.
2. Bell St. Public Wharf and Transit Shed.
3. Bell St. Concrete Warehouse and Cold Stor-
age Plant.
4.	Stacy-Lander Wharves and Transit Sheds.
5.	Whatcom Ave. Concrete Warehouse.
6.	Hanford St. Wharf and Transit Shed.
7.	Hanford St. Public Grain Elevator.
8.	Spokane St. Wharf and Transit Shed.
9.	Spokane St. Public Fruit Cold Storage Ware-
house.
10.	Spokane St. Public Fish Cold Storage Plant.
11.	Salmon Bay Wharf, Net Warehouse and
Fishing Boat Moorage.
12.	Elliott Bay Ferry and Landings. -
13.	Lake Washington Ferry and Landings.
SMITH’S COVE WAREHOUSE—View from Elliott Bay.
Against
13,255
12,859
12,156
15,342
18,669
20,550
POST fl? SSATUE
tmas ttvzSMITH’S COVE TERMINAL View from Garfield St. Viaduct. Pier is one-half mile long, 310 ft. in width. Merchandise Sheds at outer end.
tract was acquired from the Great Northern Railway for $150,000, the agreed price fixed by decree of a superior court being at the rate of 16 cents per square foot.
This great public terminal is in many respects the most striking improvement of the Port, on account of the great gantry or bridge crane designed not only to handle lumber from flat cars or piles in the center of the pier and placing it on ship-board, but also structural steel, machinery, railway equipment, and other heavy commodities with great rapidity and at low cost.
The pier is equipped with three miles of public railway switches, switching being performed largely
for general merchandise and for the handling of heavy commodities such as rails, structural steel, machinery, etc.
The adjacent slips have been dredged to a depth of 35 feet on either flank of the pier, or a distance alongside of 1,708 feet to the west and 1,608 feet on the east side. Two ship’s-side spurs are on each outer edge of the wharf, and four depressed tracks with vehicle driveway in the middle.
Merchandise Sheds: Two sheds 600 feet long and 96 feet wide, connected by end shed 160 feet in width, supply a large amount of floor area for dry storage of lumber, bag grain, salmon, or general merchandise of any character. The fire protection
by the $8,000 locomotive crane, a machine which is almost human, with a 40-foot boom and 15-tons lifting capacity.
A shear leg derrick of 100 tons capacity is being installed just north of the east merchandise shed, designed to handle boilers, army and navy guns, locomotives, and other similar material.
The plan of the Smith’s Cove Dock is that of a great pier—not like the ordinary piers that we are familiar with along Seattle or San Francisco waterfront, that is wharves projecting into the open water, supported on piling. It is filled in the middle section, with a wharf structure on each side, so that in reality it is a combination of two quay wharves placed back to back with depressed tracks in between on solid ground. Possibly it might be described as a double pier with two lines of sheds instead of one. The pier is designed primarily for the lumber business, but provision is also made
I. SMITH’S COVE TERMINAL.
The Smith’s Cove Terminal, located at the north side of Elliott Bay, is half a mile long and a block wide. It is the largest pier on the Pacific. It is situated between a State waterway 400 feet wide, officially known as Smith’s Cove Waterway, on the west, and a slip 250 feet wide on the east. The improvement is parallel to the well-known Great Northern Dock built by James J. Hill as the home port for the
S.	S. Minnesota and Dakota. After that great railway genius had bought the Burlington railroad system, he planned to fill his freight trains with cotton for the west-bound haul, thus balancing the east-bound shipments of lumber from the Pacific Northwest. Smith’s Cove was selected as the most advantageous terminal point connecting the railway system with the trans-Pacific steamships.
The pier extends from the West Garfield St. viaduct south almost to the Federal pierhead line. Thee?
SMITH’S COVE TERMINAL: View of Vessels Loading Lumber, Steel Rails etc. for Great Britain and Alaska, using Giant Gantry and
Locomotive Cranes.
of these sheds is the automatic sprinkler system in addition to hose and equipment for pumping seawater by vessels alongside.
Lumber Storage Space: The open or uncovered wharf to the north of the merchandise sheds is capable of receiving an enormous quantity of lumber in storage. Tall fire monitors or towers in the middle of the pier give fire protection. The open wharf has proven very advantageous for the trans-shipment of coal, logs, rails, machinery, and all sorts of heavy timbers. As many as 86 cars have been standing at one time on the public docks.
Cranes and Handling Equipment: As above stated, the mechanical squipment of the terminal includes :
$40,000 Traveling Bridge Crane.
$ 8,000 Locomotive Crane.
$12,500 Shear-leg Derrick.
The gantry crane is electrically driven and lighted for night loading, through a sub-station which transforms the city’s electric power.
Future Development: As the growth of business warrants, the slips on each side of the pier will be further dredged north to Garfield Street, which will then provide a servicable pier a half mile in length, or to be exact 2,530 feet, maxing it, as far as known,
the longest pier in this country, although Chicago is now building a longer pier and Municipal Pier No.
1,	Los Angeles, is planned to be practically of equal length.
Smith’s Cove Terminal is the consummation of the hopes of several engineers, including Virgil Bogue who recommended a series of such piers at Smith’s Cove and along Magnolia Bluff frontage, for trans-shipment business, for steamship coaling bunkers, and for immigration piers. The Port Commission, in its first official Bulletin to voters, called this terminal Project No. 1, and $1,000,000 was authorized for the improvement. It was planned to provide storage for 30,000,000 feet of lumber, and by use of the mechanical equipment reduce the terminal handling charges to 10 cents or 15 cents per M. b. m. The realization^ is in the way of accomplishment, although the public docks at Smith’s Cove are as yet connected directly with only one railway line, viz: the Great Northern. And the switching charges for transferring goods to other roads in many cases are absolutely prohibitive of business from or over such roads. This embargo against the public terminal is the principal problem in providing tidewater outlet for the large number of interior lumber and shingle mills probably with-in the 5-cent freight rate zone.V
II.	BELL STREET TERMINAL.
The Bell Street Public Terminal embraces several units of service, including
(1)	Two-story sprinkler protected wharves, with nearly 1,200 feet
deep-water frontage.
(2)	Ordinary warehouse, four stories, concrete, sprinkler protected,
with continuous steel doors at street and viaduct levels respectively.
(3)	Cold storage plant, five floors 8 0x10 0 feet, 200 cars capacity.
(4)	Five public spurs connecting with transcontinental railway
trunks in mid-street.
(5)	Motor boat basin and passenger waiting room in close proximity
to commission houses, public market, and leading hotels of the city.
(6)	“Recreation Pier” or marine observatory roof (area nearly an
acre) with shelter house, park seats, shrubbery, night illumination etc., under the management of the Seattle Park Board.
“That portion of the harbor front on the easterly side of Elliott Bay extending from the north end of the East Waterway to Mercer Street, may be aptly designated as the Central Waterfront, because of its location immediately opposite the business center, and on account of the nature of the traffic which it most advantageously serves. It is essentially a city freight and passenger, rather than a heavy cargo, business to which the district is best suited. Eventually this entire frontage will be none too large for the demands of this class of business.
The piers, landings, etc. should be especially designed to handle the local Puget Sound steamers commonly known as the mosquito fleet, the coastwise and Alaska vessels, ferry boats, and both work and pleasure motor boats.”—Bogue’s “Plan of Seattle”, pp. 9 3-9 4.
In developing this idea of a commodious terminal on the central waterfront, the Port Commission of course, considered many plans and places. It was the view of R. H. Thomson, the Port Commission’s first Chief Engineer, that the ideal location for a gi-SJit central terminal was the site of the Moran ship-building plant. Others were impressed with the view that the Commission should build a terminal in the vicinity of the Colman dock similar to the San Francisco Ferry Building, with commercial piers in front. The limited finances of the Port District, however, prohibited the expenditure called for by these suggestions.
The Port Commission selected for its first central public pier a site practically unimproved, between Blanchard and Battery Streets, west of Railroad Avenue and at the foot of Bell Street. During the summer of 1913 this first public wharf in Seattle, two stories in height, was completed. It has a frontage of approximately
1,2	00 feet, and has been called upon to serve every character of craft from brick barges to the Steamship “Minnesota,” the largest American freight carrier afloat. Any tendency at the private wharves to freeze out small enterprises and concentrate the whole mosquito fleet business in the hands of one or two companies can now be checked by merely making arrangements for landing Puget Sound passenger or freight boats at the public wharf at Bell Street.
Bell Street Public Wharf:	The Bell Street wharf is in effect
two wharves, since the second story is accessible to vehicles and motor trucks throughout its entire length. It is reached either over the Bell Street viaduct above all railroad tracks, or from Railroad Avenue (the marginal waterfront street) up inclined roadways. The two floors each have approximately 60,000 square feet of space. Depth of water at low tide 35 feet.
This two story shed is equipped with three Barlow Marine elevators, so arranged as to be lowered to the water’s edge at any stage of the tide, enabling vessels to easily load or discharge freight from port hatches. Two of these elevators have a lifting capacity of ten tons each, and are approximately 12x3 5 feet. These elevators, therefore, permit of the loading of freight from either the first or second floor of the wharf direct into the port hatches of the vessel, handling six loaded 4-wheel trucks at once.
The wharf is also being equipped with movable dock winches, for the speedy handling of cargo freight. It is served direct by the Northern Pacific and the C. M. & St. P. Railways, and has a trackage capacity at the waterside for eight cars, which permits the loading and unloading of cars to and from ships.
Two depressed tracks for cheap and speedy freight handling are installed between the wharf and the four-story concrete ware-
house and cold storage building. The Great Northern Railway has announced its completion of arrangements for switching service at this terminal, and of course the O.-W. R. & N. Compj ny (Union Pacific System) obtains service by absorption of regular switching charge.
The service of this terminal has been selected by the Alaska Engineering Commission for the assembling of supplies for shipment to Alaska, in connection with the Federal railway system. The Commission has moved its offices from the 42-story L. C. Smith building to the offices on the top floor of the Bell Street Public Warehouse building, adjacent to the offices of the Port Commission.
The whole terminal is new, just being completed, is one of the most modern on the Pacific Coast, and is equipped with the latest electrical handling equipment, including not only the- electrically operated combination slips or marine elevators above mentioned but also electric tractors and trailers, to operate across bridges connecting wharf and warehouse over the railroad spurs.
Bell Street Warehouse Building:	The home of the Port Com-
mission is on the fourth floor of the $400,000 concrete building at the foot of Bell Street. This concrete building was designed by Captain A. O. Powell, and is the only structure erected by the Commission in any of the terminals for which plans and specifications were not wholly prepared by the Commission’s own engineering staff.
The building is 422 feet long, approximately two city blocks, and 80 feet wide. The north 100 feet constitutes a cold storage plant of five floors, a sixth or basement floor housing the refrigeration machinery. Three floors of the south 3 00 feet comprise the ordinary warehouse section, and about 30 strictly modern offices occupy the fourth floor. The headquarters of the Port Commission require about a dozen of these office rooms, the remainder to be rented to Governmental and waterfront enterprises.
At comparatively slight expense the roof of the building has been prepared as a public waterfront observatory and playground, equipped with cement floor, cement balustrade, globe lights, and a very attractive shelter house. It was so constructed in co-operation with the Park Board while the late Edward Cheasty was president, which body agreed to equip this public area with park benches, children’s swings and sand boxes, and beautify same with trees in tubs, etc.
Beil Street Terminal is accessible to the public market or uptown district via ElIiGtt^Way and the new Bell Street viaduct above the tracks of Railroau A<enut, 1',lt a short distance north of the National Guard Armory.
This overhead roadway practicaly doubles the uS0 of the Bell Street wharf and warehouse, giving complete access to foot passengers, motor trucks, and teams from the waterfront avenue level, and from the top of the bluff as well. The inclined roadways or ramps connecting the upper level with Railroad Avenue affj d one of the easiest grades between the uptown portion of Seattle and the waterfront. The roadway was wholly constructed by the Commission, and the City Council only contributed $3,000 toward the cost of the viaduct above the railway tracks (built at an expense of $20,000). The railroad refused to contribute a cent, notwithstanding the benefit to them in grade separation, and there seemed to be no way to compel them to do so.
Cost of Land:	The original bond issue authorized for the Port
Commission’s “Central Waterfront Improvement” was $750,000. The old Bratnober dock on leased ground was taken over and demolished at an agreed price of $20,000. The jury in the condemnation suit, which was concluded in Judge Gilliam’s court March 25, 1913, awarded the Pacific Coast Company, the speculative holder of the ground, $72,000 for its lease of the State harbor area 300 feet wide between Blanchard and Battery Streets and a strip from 9 to 15 inches wide held in fee by said company lying between the State harbor area and Railroad Avenue. This is the “apron-string” whose “hold-up value” the jury concluded was worth at the rate of over $2,000,000 per acre. That is, the privilege of denying public access to the free ocean at this point was held to be worth that much to the owner.
In March, 1914, $300,000 additional was transferred from the East Waterway Terminal fund to the Central Waterfront Improvement, making the total appropriated by the people for Bell Street Terminal $1,050,000.
Shipping Use:	Opponents	of the principle of public ownership
and operation of public port utilities have savagely attacked the Bell Street Terminal as foredoomed to failure. No roadway above the railroad tracks connecting the bluff with the second floor of the wharf prevented the use of such second story during the year required for the construction of the concrete warehouse, which construction also naturally and seriously interfered with the attractiveness and efficiency of the wharf’s first floor. Notwithstanding these handicaps, over 800,000 cases of salmon, and a larrje volume of wheat and general merchandise were handled during the 1913 14 season. A considerable number of vessels in the Alaska trade have found accommodations at this wharf, and much of the supplies forI	HE BELL STREET TERMINAL—Showing its Comprehensive Railway Connection. This will be Seattle’s most popular Waterfront
Property. Contains the General Offices of the Port Commission.
the Federal railroad construction now in progress in Alaska moves over it. During the week of the Shriners’ Convention in Seattle, 1915, the steamship “Minnesota” mad« ^©-Srst shift away from her own berth at the Gre?.t Northern Docks and discharged nearly
5,000	tons of Manchurian grain at Bell Street public wharf, followed the next week by a Japanese liner discharging 1,000 tons more, Sll being easily accommodated on the main wharf floor. Incidentally, at the same time, 7,000 tons of Manchrian grain was in storage ^t the Hanford Street public wharf on the Turning Basin of the EaL Waterway.
The completed improvement provides facilities as follows:
Dock frontage for coastwise and Sound steamers, lineal feet, 1,143; landing for motor and other small boats, lineal feet, 1000; shed area, two floors, each square feet, 65,000; cost of Central Waterfront improvement, complete, including land and concrete warehouse, approximately, $1,000,000.
Re-stating, the service which the Port District’s Bell Street Terminal renders to Seattle and the State of Washington may be briefly grouped as follows:
1.	Cold Storage:	The	conservation	of	perishable	products	is
one of the great problems affecting the high cost of living as well as the prosperity of the producer. The subject has not received the attention in the United States which it has in England where waterside cold stores for meat and perishable fruit supplies are received in enormous quantities in the refrigerated holds from vessels from all parts of the world. The provision of a waterside public warehouse insulated and refrigerated, near the center of a city of 300,000 and of sufficient size to operate as a receiving depot for berries, potatoes, eggs, poultry, and root crops, in close proximity to the public market should serve producers of Vashon, Bainbridge, and Whidby Islands and Kitsap County Peninsula as well as the berry and dairy districts of the White River Valley and nSohomish County; and it should also serve as an export depot for perishables to the construction and mining camps and terminal towns of Alaska. The initial use has included tierces of mild cured salmon, barreled fruit pulp and juices, furs, etc. Bell Street cold storage plant was not equipped for service until after July 1, 1915. There are twenty-one compartments of size varying from 3,000 cubic feet to 34,500 cubic feet. The temperature of each room is controlled independently.
2.	“Mosquito Fleet” Service:	The	exports	of our friendly rival
city, Tacoma, have shown splendid increase during the past few years. These exports are made up principally of transshipment of commodities from train to deep-sea vessels, including wheat, cotton, etc., which business yields little benefit to the community. It is spectacular but does not support families like traffic originating
at home. Seattle’s distribution of goods by tho “mosquito fleet” to the myriad towns and settlements among the outspread fingers of Puget Sound is of much greater value. These “mosquito boat” lines are equivalent to branch railway lines radiating from the Seattle waterfront.
The Bell Street Terminal links up still more firmly this wholesaling service by providing for return cargoes of ranch products which the “mosquito” boats should bring back to Seattle.
3.	Motor Boat Center:	Tourists and other Eastern visitors have
not heretofore had sufficient opportunity to enjoy the splendid summer waters surrounding Seattle. The motor boat basin publicly provided at Bell Street Terminal, with an attractive passenger waiting room in connection, should fill a want experienced by many. Owners of suburban homes, sail boats, and launches will have the opportunity of affording their friends delightful entertainment at less inconvenience than heretofore. Probably at no distant date ferries will run from this point to Bainbridge, and Vashon Islands and Kitsap County points giving automobile connection with the Olympic mountains, Grays Harbor and the ocean.
Adjacent to the waiting room in the motor boat wing of Bell Street wharf, a baggage room has been outlined and negotiations are in progress with two or three large steamship companies who confidently anticipate the inauguration of passenger service between Seattle, New York and San Francisco, at an early date.
4.	Public Market Connections:	The viaduct from the second
story of the Bell Street Terminal across the tracks of Railroad Avenue enable truckers and farmers, fishermen and fruit raisers to reach the public market stalls via Elliott Way quickly and easily. The ramps or inclined roadways do not exceed a 5 per cent grade in reaching the main floor of the wharf. One citizen facetiously complained that the only service lacking would be an escalator by which live turkeys could move to the public market without loss of weight.
5.	Public Recreation:	The	Park	Board,	playgrounds	asso-
ciation, Women’s Clubs, and the City Council have long endeavored to bring about the building of a recreation pier accessible to the uptown shopping district, where children could play and which tourists could reach quickly at sufficient height to furnish inspiring glimpses of water traffic and the panorama of city and sea, forest and mountain.
Conveniently, with practically no expense, at a place easily reached by Seattle mothers who patronize the big department stores and the fresh meat and vegetable markets, the Port Commission in “preparing for Panama,” also provided a new “Happy-land” for the kiddies on the roof of a building built by and for the use and benefit of all the people.“It’s a Hudson Year”
6-40 Phaeton $1500 at Seattle 6-40 Cabi’iolet $1800 at Seattle 6-40 Touring Sedan $2025, Seattle
YOU ARE already familiar with the Hudson 6-40 Phaeton—the most popular of all the Light-weight Sixes—but you have not seen the new bodies especially designed for our climatic conditions—The Cabriolet—a car of the roadster type with coupe features and The Touring Sedan—a model designed for the hardest kind of country use, but with all the comforts of a Limousine.
The Northwest Motor Co.
E.	Pike at Belmont
Phone East 674
D. E. Fryer & Co.
Building
Materials
Seattle Tacoma Spokane Great Falls
Kinnear Steel Rolling
Doors
Spiral Chutes and Conveyors
Herringbone Pure Iron
Lath
Nonpareil Sheet Cork Insulation Cork Pipe Covering
COMPLIMENTS OF STANDARD OIL CO.
Floors#^
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UAECOLITH
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The most practical floor for your Warehouse, Garage, Laundry, Stable, Roof Garden, Basement, or Cold Storage Plant.
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SEE CUTS ON PAGES..............
showing installation of RAECOLITH in Central Waterfront Port of Seattle Office Building.
THE RAECOLITH FLOORING CO.
Seattle,
Tacoma,
Portland,
Spokane,
Vancouver,
Victoria.
E.	A. STROUT & CO.
205 Hoge Bldg. SEATTLE ALL CLASSES OF INSURANCE Oldest Insurance Firm in SeattleIII.	STACY-LANDER TERMINAL.
The Stacy-Lander Public Wharves:	Bell	Street	wharf was the
first completed structure of the Port Commission, and the first shipment was a small consignment of salsoda shipped in December, 1913. The next two wharves to be completed were Stacy and Lander wharves, which went into commission January 27, 1914, as the Seattle terminal of the American-Hawaiian Steamship Company. These twin wharves are included in what has been known during the construction period as East Waterway Improvement No.
1,	as distinguished from East Waterway Improvement No. 2, the terminals around the head or turning basin of the East Waterway.
East Waterway Improvement:	What is known as the East
Waterway Improvement comprises the Stacy and Lander Street wharves and the Whatcom Avenue warehouse. This improvement covers nearly all of a block of about eight acres in area on the east side of the East Waterway between Stacy Street and Lander Street and west of Whatcom Avenue. The ground was purchased from Joshua Green for $400,000 or $50,000 an acre—$1.13 per square foot. Through the center of this block there has been excavated a slip running in a northwest and southeast direction with a depth of about 32 feet at extreme low tide. This slip is 814 feet long and 212.6 feet wide on the bottom with side slopes of approximately 2:1, the slopes being protected and held in place by a blanket of riprap three feet in thickness. On each side of the slip is located a wharf and freight shed, while on the east end of the slip there is a wharf backed by the Whatcom Avenue warehouse. The superstructures are carried on creosoted piles. The two freight sheds are 90 feet in width and 7 50 feet long with the roof carried on trusses spanning the full width so that the floors are unobstructed by columns.
Each wharf and shed is served by three lines of railroad track, one line on the open wharf in front of the shed and two depressed tracks at the back. No freight handling machinery has as yet been installed on this port improvement, but provision has been made for the installation of traveling cranes on the open wharf in front of the sheds.
Whatcom Avenue Warehouse: The Whatcom Avenue Warehouse, the contract for which was let in April, 1914, is a modern, reinforced concrete fireproof building, four stories in height. Each floor has a coldstorage space of about half an acre. Provision has been made for handling freight within the warehouse by the installation of three electric elevators, two spiral chutes, one electric vertical conveyor and portable electric trucks and trailers. There is one elevator located at each end of the buildings, so located that the platforms can be reached either from the level of the ground floor or from the loading platforms. Two spiral chutes convey freight from any of the upper floors to the loading platforms at the two ends of the buildings. In order to reduce the fire risk as much as possible, this building is equipped throughout with an automatic sprinkler system. The resulting insurance rate on goods in storage is 25 y2 cents per $100 of value per year.
In designing the building architecturally, embellishment was avoided, but considerable attention was given to producing a building of pleasing effect and this was accomplished by a judicious use on the side of the building which faces Whatcom Avenue, of clinker brick in the wall panels between the exposed concrete columns. The rear and end walls are of Dennison interlocking tile plastered on the outside with cement mortar. The walls of the elevator shafts and the stairway wells as well as the walls of the offices are of straight
tile, plastered. There is a large, well lighted office on the Whatcom side of the building.
The warehouse is lighted throughout with Tungsten lamps controlled in small groups so that only that portion of a room where work is being performed needs to be lighted.
The need of such a warehouse was convincingly proved by the fact that before some of the contractors were through with their work on the building, the first story was filled practically to its capacity with sacked grain and cases of canned salmon.
As soon as the elevators were finished, the other floors rapidly came into use for storage.
Whatcom Avenue Public Warehouse is now the most favored and desirable storage place on the Pacific Coast for Alaska and Puget Sound canned salmon, on account of the use of the adjacent public wharves as the berthing point of the American-Hawaiian Steamship Co. whose boats leave for New York each five days on the average. This great American water carrier, with a fleet of 2 6 big steamers, quotes freight rates to the Atlantic Coast considerably below transcontinental railways. Of course the connection by public spurs with any railways availing themselves of the common-user privilege on Whatcom Avenue (or by absorption in the line haul of switching charge made by roads already having service thereon) enables the salmon packers to make rail shipments with greatest ease and dispatch, and at minimum handling expense.
To assist in the rapid and economical handling of salmon in and out of this warehouse, a vertical elevator of unique type has just been built at the end of the slip, reaching all four floors, capable of handling over 1,000 cases per hour.
On account of the demand for space in this public warehouse, the Commission has directed its enlargement to increase its capacity about 8 5 per cent, utilizing the ground now vacant south of the warehouse and east of the Lander Street public wharf. Had space been available, approximately 1,000,000 cases could have been stored in this warehouse during the current, 1915, season, representing probably $6,000,000 of value, or about one-sixth of the annual fish “crop” of Alaskan waters.
The salmon pack of Alaskan and other Pacific Northwest waters in 1913 totalled more than 8,000,000 cases or perhaps 250,000 tons, worth at least $30,000,000. This is of course wholly exclusive of other fisheries products like halibut, codfish, herring, etc. The Port Commission is conversant with the custom of the fish packing business of storing the bulk of the annual catch at convenient distribution points. As sales are consummated deliveries are made. The furnishing of modern facilities to an industry of such magnitude, and a large factor in outward cargoes, is a duty the Port Commmis-sion hopes to satisfy in further developments on the East Waterway as fast as needed.
WHATCOM AVENUE PUBLIC STORAGE WAREHOUSE
Interior view, showing automatic sprinkler protection to contents, also the very substantial nature of the structureIV.	HANFORD STREET TERMINAL.
Block 37 5, Seattle Tide Lands, was purchased from the Heffer-nan Dry Dock Company for $198,977.28. The terminal includes: Hanford Street Public Wharf,
Hanford Street Grain Elevator,
Site for concrete warehouse east of elevator,
Site for additional grain storage bins,
Public railroad spurs.
Hanford Street Wharf:	The	Hanford Street Wharf is located on
East Waterway at Hanford Street. This location is in close proximity to the railroad freight yards; the flouring mills and the large manufacturing plants. It fronts on Whatcom Avenue which is 2 60 feet wide and of this width, 9 0 feet is brick paved to the wholesale district.
The wharf is mill constructed, covered with corrugated galvanized iron. Floors are double plank construction. Asphalt driveway 20 feet wide down center. Fitted with automatic sprinkler system throughout. Length of transit shed 1,278 feet, width 90 feet. Second floor is 780 feet long and 90 feet wide. Each story has 20-foot ceiling. Both floors are lighted with continuous row of windows
Public Terminal Grain Elevator:	The	first	bulk	Grain Elevator
in the United States built, owned and operated by the public. It fills a local demand for storage for six large flouring mills. It meets the need of interchange between rail and ship for coastwise, Atlantic and Trans-Pacific trade. It provides an outlet for the great grain fields of Montana, Idaho, and Washington to European countries. The reduced transportation rates through the Panama Canal is rapidly shifting the grain and flour trade from Central West to the Pacific Northwest and Seattle is awake to its opportunities. The cumbersome and expensive sack system will soon give way to simple bulk handling.
While the elevator is located in Seattle and built with public money it was intended and designed to provide an outlet for interior grain and facilitate the movement of grain at the common terminal of water lines and railroads, as well as to provide a local market for millers and merchants.
The Elevator capacity is 500,000 bushels. The building is of reinforced concrete and consists of 25 circular bins of 15,000 bushels each, 16 interspace bins of 3,600 bushels each, and 32 workhouse bins. Height of Storage annex, 83 feet. Height of Workhouse, 16 5 feet. Bulk receiving capacity per day of 2 4 hours, 9 5 cars. Bulk shipping capacity per hour 20,000 bushels. Machinery is of most modern type, driven by electricity.
HANFORD STREET WHARF—View from east end of Turning Basin. 1,400 feet of deep-sea berthage. Concrete Grain Elevator in
rear. (500,000 bushels capacity.)
5	feet high on each side and with 300 electric lamps for night work. Berthing space on South side 1,000 feet, on West side 479 feet, total 1,479 lineal feet, with water depth 3 5 feet at extreme low tide.
The slip is V shaped, 18 0 feet wide at east end on Whatcom Avenue and 9 00 feet wide at West end between Hanford Street Wharf and Spokane Street Wharf. This slip forms a turning basin with water 50 feet deep at extreme low tide, opening into East Waterway which is 1,000 feet wide. This turning basin with its absence of tide currents and wind effects permits largest ocean going vessels to berth or leave without assistance of tugs.
The conveyor house above the second floor of the wharf, delivers bulk grain from Ports adjoining Grain Elevator to vessels anywhere along 780 feet of its length. Sacked grain from the elevator is delivered to vessels through the second floor wharf.
Wharf is served with two depressed and one surface spur tracks owned by the Port. These connect with a common-user track on Whatcom Avenue.
The principal equipment consists of the following:
3 separators or cleaners—capacity, each 3,5 00 bushels per hour. 2 smutters—capacity, each 500 bushels per hour.
2 receiving scales.
2 sacking scales.
2 shipping scales.
2	sack grain conveyors.
2	receiving legs, capacity 6,000 bushels per hour, each.
2	shipping legs, 10,000 bushels per hour, each.
The cost of the elevator is, roundly as follows:
Foundation ...............................................$ 26,500
Elevator contract ................................,....... 197.900
Cement ...................................................	15.000
Bulk shipping	conveyors ..................................	30,000
Miscellaneous	other	equipment . .......................	7,000
Tracks ...................................................	9.000
.
Grain and salmon will be the principal commodities handled in addition to general merchandise cargoes.
$281,000Rail line service is furnished by the four great systems of the Northwest, viz: Northern Pacific Railway, Great Northern Railway, Chicago, Milwaukee & St. Paul Railway, and the Oregon-Washington Railroad & Navigation Company, tapping the rich grain sections of the West they assemble an assortment of wheat most desired for high grade flour and for export.
For water line service see description of Hanford Street Wharf, beside which the elevator is located and through which grain is delivered to vessels.
The concrete and fireproof construction makes very low insurance. The board of indemities has not yet fixed the insurance rate, but it is expected to be about 15 or 20 cents per $100.00.
The elevator and the adjoining wharf are operated directly by the Port Commission under the State Terminal Warehouse law, which requires state supervision, weighing, grading, and registered Warehouse Receipts. The owner controls the grain absolutely until sold by him. The Port has no other interest than to provide the facility and the best possible service at practically actual cost.
Bulk Wheat—It is believed by many growers and shippers that the export of American wheat abroad will gradually cease on account of the increased home population and consumption. Observers like James J. Hill have long prophesied this change of trade. However, as not more than five of the seventy million bushels of wheat grown in the Pacific Northwest will be consumed here, a heavy coastwise “export” will continue, destination being the trans-Panama ports like New York, Boston, Baltimore and Philadelphia. And on account of the enormous electric power available at tidewater on Puget Sound ultimately this wheat will be shipped out in the form of flour.
The shipment of grain in sacks, required by the lack of provision for handling bulk grain in the Orient and in Europe, will undoubtedly speedily give way to an almost exclusive system of bulk shipments.
Northwest wheat production is given as follows, abstract U. S. Census, p. 381:
-----1909-------	------1899-------
Acres Bushels	Acres	Bushels
Montana............ 258,377	6,251,945	92,032	1,899,693
Idaho ............. 399,234	10,237,609	266,305	5,340,180
Washington ....2,118,015	40,920,390	1,088,102	21,187,527
Oregon ............	763,187	12,456,751	873,379	14,508,636
California ........	478,217	6,203,206	683,405	36,534,407
Total ..................... 76,069,901	79,470,443
It is fair to presume that the productivity in wheat of the Northwest, excluding California, will continue at not less than 60 or 70 million bushels per annum. Total for the United States 68 0 to 700 million bushels. With the reduced rail rates on wheat from Montana points to Seattle, the increase in exports ought to reasonably double within three years.
In 189 0, the United States with a population of 62 millions, produced 490 million bushels of wheat and retained for home consumption 381 million bushels; in 1900, population 75 million, production 547 million bushels, consumption 361 million bushels. Probably 5 bushels per annum per capita would be a roughly fair figure. The population of Washington, Oregon, Montana and Idaho combined is but 2,000,000, viz.:
Area sq. miles Population
Washington .................................... 69,180	1,141,990
Idaho ..............$......................... 84,800	325,594
Montana....................................... 146,080	376,053
Oregon ....................................... 96,030	672,765
Hence 60 millions of the 70 million bushels of wheat produced in these Northwest States will continue to be shipped out by rail or water. A coastwise business in wheat and flour, trans-Panama, would seem to be a probable large trade development.
Canal Waterway Vacation:	The Canal Waterway, extending
from the west line of Whatcom Avenue to the west line of Ninth Avenue South, was vacated on April 17, 1914, by order of the State Land Commissioner and title vested in the Port District in conformity with the provisions of Chapter 171, Session Laws, 1913. This canal was 300 feet in width and one mile in length, lying between Spokane and Hanford Streets, crossed by every railroad reaching Seattle. It was platted by the Port Commission into 18 industrial blocks, 200 feet long and of varying width, north and south streets being extended and two 50-foot streets east and west laid out for traffic access to the new public terminals at the head of East Waterway. (Vol. 21, Page 21, King County Record of Plats.) These blocks were offered for lease on 15-year term, at an annual rental of 5% on the present appraised value, with reappraisal each 5 years. This rent going into the harbor improvement fund. Block 1 was leased to the Stetson & Post Lumber Co. at $365 per month, being 5% on 81 cents per square foot of value and Block 5 was taken by the Cumberland Coal Co. at 62% cents per square foot of value. The area and a low estimate of present value of the Canal Waterway blocks are as follows:
Blocks
PORT
9
10
11
12
15
16 18
Area	Value	Total Value	5% Yearly
sq. ft.	sq. ft.		
107,600	81c	$87,156.00	$4,357.80
29,600	70c	20,300.00	1,015.00
29,000	70c	20,300.00	1,015.00
29,600	70c	20,720.00	1,036.00
30,000	62 %c	18,750.00	937.50
24,400	65c	15,860.00	793.00
24,400	65c	15,860.00	793.00
27,580	60c	16,548.00	827.40
27,580	60c	16,548.00	827.40
30,000	65c	19,500.00	975.00
54,000	65c	35,100.00	1,755.00
54,000	60c	32,400.00	1,620.00
24,000	55c	13,200.00	660.00
24,000	50c	12,000.00	600.00
24,000	50c	12,000.00	600.00
24,000	50c	12,650.00	632.50
22,702	65c	14,756.30	737.82
608,862		$395,648.30	$19,782.42
This great industrial tract, which will be worth $1,000,000 in a very few years, has passed permanently under public control by reason of the existence of the Port Commission and its public spirit and enterprise.SPOKANE STREET PUBLIC WAREHOUSE—The Seven-Story Concrete, Insulated, Sprinkler Protected Building Designed for Waterside Storage and Shipment of Northwest Apples. Two Floors Available This Fall for Salmon or Bagged Wheat.
V. SPOKANE STREET TERMINAL.
The terminal development south of the Turning Basin of the East Waterway is under construction and includes the following:
Spokane Street 7-story concrete, sprinkler protected warehouse.
Spokane Street Wharf.
Spokane Street Cold Storage Plant.
Public Gravel Slip and Bunker.
Additional Wharf and Warehouse space.
Public Railroad Spurs.
Public Fruit Storage Warehouse:	Correspondence	with fruit
associations, in Eastern Washington indicates that 50,000 carloads of fruit will be available for shipment during each season after 1915 and that railroad traffic managers cannot promise carriage for more than 25,000 cars. Accordingly, 25,000 cars of fruit, 600 boxes per car, mostly apples from the Inland Empire, can be saved and shipped by water without jar or handling, free from dust, and requiring only slightly cooled ship’s space, reaching Australia, Atlantic Coast cities, Great Britain and Continental Europe. The primary necessity is adequate cold-storage space available at the very minimum charge, so placed that over-sea vessels can take it on quickly. A considerable export of apples to Australia has already developed, and from the Atlantic seaboard peaches have been successfully shipped to England. Vessels passing through Panama with slightly cooled fruit compartments should be able to obtain considerable cargo of apples, pears, cherries, peaches, even cantaloupes and strawberries at Seattle, adding oranges, lemons, and other Southern zone fruits at the California ports. In addition, other perishable products, such as mutton,
eggs, potatoes, turkeys, etc., may appear in Seattle’s exports in due time.
About 500,000 acres are set out to fruit in the Pacific Northwest, principally apples and pears, of which 200,000 acres are in the Columbia River Basin alone. This represents an investment of approximately $200,000,000 in the fruit industry, with an estimated annual crop at maturity of trees of 30,000,000 boxes. It is manifest that new markets abroad must be found by Northwest growers. Should but five per cent of this enormous tonnage find its way into world markets by water, it would tend to operate as a balance wheel or price governor of unmistakable value to the inland producing communities, and insure Seattle’s being recognized as one of the apple markets of the world.
Mechanical equipment for the handling of apples in order to reduce the terminal expense and to insure the placing of fruit in the hold of the ship without injury has been given closest study by the Port Commission’s engineers. In times of congestion the contemplated mono-rail or telpher system would be supplemented by electric tractors and trailers as well as ordinary hand trucks. The European war has probably delayed the fruit movement by water: First, by withdrawing vessels from the Pacific Ocean to more profitable routes; second, the principal trans-Panama line to the Atlantic Coast is the American-Hawaiian Steamship Company which is filled for months ahead with high grade merchandise contracted for shipment. No special effort is therefore now being made to induce apples to move by water; third, the railroads are naturally unwilling to reduce the short haul rate to waterside until compelled to adjust to water competition; fourth, the railroads will undoubtedly stimulate the building of warehouses in the interior irrigated valleys, which will temporarily retard but ultimately benefit waterside storage and steamer shipment.Accordingly, the Spokane Street Warehouse has been insulated, and refrigerating machinery can be installed at any time. Two floors are to be released for salmon or bag grain storage during the 1915 season
Profitable Cold Storage:	The great variety of commodities
which are preserved from rapid decay on account of heat, fluctuation of temperature, or vermin is well demonstrated in the following list of goods profitably cold stored:
COLD STORAGE TEMPERATURES.
Temperatures at which some of these commodities are commonly held in cold storage are as follows:
Ale
Ale (ginger)
Anchovies
Apples, evaporated
Apples, fresh
Apples, waste
Apricots
Aqua Amonia
Asparagus
Bananas
Beans
Beans, string
Beef Extract
Beef, fresh
Beer
Beets
Berries
Bluing
Brussels sprouts Buckwheat Bulbs Butter Cabbages Canned Foods Carrots Cantaloupes Cauliflower Catsup Caviar Cereals Celery Cheese Cherries ' Chestnuts Cider Ferns Grapes Gutta-percha Herbs Holly Honey Hops
Horseradish
Ink
Jellies
Kale
Lamb, fresh Lard
Laurel leaves
Leeks
Lemons
Lettuce
Limes
Lobsters
Macaroni
Mandarins
Meats, dried
Meats, fresh
Meats, pickled
Meats, smoked
Medicines, drugs, etc.
Melons
Milk
Milk, condensed Mucilage Mushrooms Mustard, French Mutton, fresh Oil, olive Oils Okra
Oleomargarine
Olives
Onions
Oranges
Oysters
Parsley
Parsnips
Paste
Peaches, canned Peaches, evaporated Peaches, fresh
Peanuts
Pears
Peas
Citrons
Clam broth and juices
Clams
Cocoanuts
Confectionery
Crabs
Cream
Cranberries
Currants
Cucumbers
Cymblings
Eggplant
Dates
Eggs
Endive
Extracts, flavoring
Grape fruit
Peppers
Pickles
Pineapples
Plants
Plums
Pork, corned hams
Pork, cured hams
Pork, fresh
Potatoes, Irish
Potatoes, sweet
Poultry, dressed
Preserves
Provisions
Prunes
Radishes
Raisins
Rhubarb
Rice
Rose bushes
Sausage casings
Salad dressing
Sauerkraut
Woolens
Scallops
Shallots
Figs
Fish, canned Fish, dried Fish, for bait Fish, fresh Fish, pickled Fish, smoked Flowers Flour
Fruits, California Fruit juices Fruits, fresh Fruits, dried Fruits, candied Furs
Game (meat and birds)
Shrimp
Shrubs
Syrup, maple
Syrups
Skins
Smilax leaves
Spinach
Sponges
Squashes
Strawberries
Sugar, maple
Sweetbreads
Tangerines
Thyme
Tomatoes, canned Tomatoes, fresh Trees Turnips Veal Vinegar Watermelons
ARTICLES Fruit:	Fahr. Degrees	ARTICLES	Fahr. Degrees 34
Bananas 					
Berries, fresh			 36	Liquids:	
Cranberries 			Beer, Ale, Porter,	etc. ... 33
Cantaloupes 		. . . . 40	Cider	30
Dates, Figs etc		. . .50-55	Ginger Ale 			 36
Fruits, dried			35-40			40-45
	. . . 34-36	Flour and Meal:	
		Buckwheat Flour		36-40
Oranges 		. . . 34-36	Corn meal			36-40
Peaches 		. . . 34-36			36-40
Pears, Watermelon . . .	. . . 34-36	Wheat flour			36-40
Meats:				34-35
	... 38	Cabbage ....	34-35
Beef, fresh			 33			34-35
Beef, dried 		. . . 36-40			34-35
	. . . 32-33	Dried beans			32-40
Hams, Ribs, Shoulders				 35
(not brined) 		20			35-40
	. . . 29.32		36
	38			34-35
	. . .20-30	Potatoes 			36-40
Sheep, lambs 		32			 35
Ox tails 		30	Miscellaneous:	
Sausages, casings . . . .	20		35
Tenderloin, butts, etc. .	33	Furs, woolens, etc.		 35
Fish				 45
Fresh fish		20			 40
Dried fish 		36	Maple syrup, sugar		40-45
Oysters in shell		. . .30-35		35
Oysters in tubs		25	Poultry, dressed, iecd ...28-30	
Canned Goods:		Paultry, dressed, iced .... 28-30	
Sardines 		. . .35-40	Poultry, scalded . .		 20
Fruits 			. . .35-40	Game—to freeze .		15-18
	. . .35-40	Game, after frozen		25-28
Butter, Eggs, etc.		Nuts in shell ....		35-40
	18-20	Chestnuts 			 33
Fish Cold Storage:	Seattle is	one of the largest centers of the	
Waters, mineral
Wines
Yarn
Yeast
fish industry in the United States. Boston and other Massachusetts points drawing their supplies from the New Foundland Banks do not handle tonnage equal to that passing through this port.
Fresh halibut brought down from the Alaska coast, like the salt cod, mild cured and cooked salmon, seem destined to be increasingly attracted to Seattle to pass into the export cargoes of the larger coastwise and foreign vessels.
Salmon to the extent of nearly 600,000 cases were shipped by water from Seattle last year—20,000 tons.
Mr. Wierdsma of Rotterdam, director of the Holland-America line, prophesied while here a heavy development of frozen fish to be transported to Europe, including halibut, salmon and cod.
Sir John Jocksan of London, while here recently, basing his opinion on the heavy per capita consumption of England and the variety of catch on the British shores, stated that many varieties of fish now discarded when caught in North Pacific waters will pass into the channels of commerce.
“Fish Industry of Seattle:	The	opportunity for fish exports may
be suggested in the following survey, supplied by Mr. Palmer of the “Pacific Fisherman:”
Fish—Seattle sales—
Salmon, canned, 252,000,000 lbs. at 5c......................$15,800,000
Halibut, frozen and fresh (dressed), 34,000 lbs. at 6c 2,040,000
Salmon,mild cured, 12,000,000 lbs., at 6c................... 2,000,000
Salmon, frozen, 8,000,000 lbs., at 8c....................... 1,200,000
Shell fish .................................................	500,000
Herring, dry salt...........................................	110,000
Cod, salt, 1,500 tons ......................................	136,000
Whale fertilizer, 3,000 tons, $105,000; oil, 20,000 bbls.,
$300,000; oil and fertilizer, $150,000; total...........	555,000
Miscellaneous bottom fish...................................	500.000
Herring (pickled), 1,320,000 lbs., at 4c....................	52,000
Salmon (salt), 10,000 bbls., at §11 ........................	110,000
Halibut, fletches (cheeks), 310,000 lbs., at 10c............	31,000
Black cod, 1,200 ...........................................	9,600
Miscellaneous—Including salmon bellies, smoked fish, deviled fish, culachong (candle fish), flounders, smelts, red fish, codfish tongues, roe, caviar, fishbait, seaweed, etc. . ............................................	3,756,000
Total Seattle sales ....................................$25,000,000
^5In the harvesting of the great sea crop hundreds of independent fishing boats operate in Alaskan waters and on Puget Sound. It is the belief of many owners of these independent boats that the large fish companies in Seattle operate as a combine, refusing to buy fresh halibut when it arrives in quantity, except at ruinous prices, and immediately jack up prices to consumers as soon as the halibut fishermen have sold out. The recent indictment by the Federal Grand Jury of officers of several of the big fishing concerns in Seattle lends color to this view. At any rate almost since the organization of the Port, the Halibut Fishers Association and individual operators and fishermen have sought relief in the marketing of their ‘“crop” at the hands of the Port Commission. In providing a waterside cold storage warehouse for interior fruit, the Commission determined to utilize the same refrigerating plant and provide
storage facilities for 2,000,000 pounds of fresh halibut. When the plans were drawn and bids received and ready for award, an injunction was obtained in the Superior Court temporarily prohibiting the construction of the fish plant. The specific objection was to the proposal of the Port Commission to manufacture sufficient ice to furnish the necessary cracked ice for the express shipments of fresh fish and to re-supply ice to the halibut boats on their departure for the fishing banks. While the injunction was obtained by Homer M. Hill as a taxpayer, it is known that the fish packing companies and local cold storage men and ice manufacturing concerns were back of the litigation. Judge King Dykeman handed down a ringing decision in favor of the Port’s enterprise, but an appeal was taken to the Supreme Court where argument was heard again and decision is pending.
VI SALMON BAY.
At Salmon Bay, the Port owns thirty-six acres, a very valuable tract on account of its wonderful position from the transportation point of view. It is located on the south side of Salmon Bay, just above the Lake Washington Canal locks and at the north end of the extensive railroad yards running through Interbay to Smith’s Cove. This tract will eventually be developed into an extensive terminal proposition, but for the present, a small portion is improved for the use of the Puget Sound fishing fleet. Bulkheads, slips and mooring floats have been constructed; a net warehouse and headquarters building and a marine railway. Oil storage tanks, etc., are to follow. A partial fill has been made behind the bulkhead and dirt will be obtained from the Lake Washington Canal for the completion of this fill, which will then give a large area for dry storage of fishing boats through the winter season.
The late D. H. Gilman, one of Seattle’s splendid optimists, with respect to her trans-Panama trade and duty of extensive harbor preparations, said in a published article, August 15, 1911:
“The Union Pacific owns 5,400 feet on the south side of Salmon Bay which can be converted at small expense into bulkhead pier line wharves concurrently with the progress of construction work on the Lake Washington Canal. These would be the first wharves above the canal lock and would be on a fresh water basin.”
This expression of a widely held desire among advocates of the Lake Washington Canal, found answer in “Bulletin No. 1” of the Port Commission submitting to electors of the Port District the definite proposal to acquire the splendid site opposite Ballard, which had been previously purchased by the Oregon-Washington Railway & Navigation Company for a future terminal.
“Its early improvement is of especial importance as tending to allay misgivings on the part of lumber manufacturers on the bay as to the effect of the Lake Washington Canal work upon their business. With the certainty of a deep-sea dock at their very doors and a commodious channel leading out to the Sound, it would seem that the most incredulous must be convinced of the great possibilities in store for this section of the city.”
In the first annual report of the Commission, December 31, 1912, the project of developing part of the harbor as a “snug harbor” for fishermen, was thus outlined:
“The Commission proposes to acquire for future development a considerable tract of ground on the south side of Salmon Bay in the immediate neighborhood of the Interbay railroad yards and best situated of any point on the bay for future commercial development. As an initial step in this development the Commission will make provision on the east side of the tract for the purse seiners’ fleet of Puget Sound. This provision will consist of slips for laying up the boats, a marine railway for hauling out for repairs, places for drying nets, sheds for storage of the paraphernalia of the boats, oil tanks for supplying fuel, and such other provision as is necessary for a complete installation. Plans for this work are completed and bids have been accepted for the dredging and bulkhead work. The plant ought to be ready for use within six months.”
Actual construction work on the fishermen’s dock was begun February 15, 1913, to supply the needs of an industry which has been hitherto neglected, and which, when properly developed, will have an important bearing on Seattle’s commercial supremacy. The development is designed to be the headquarters of the salmon and halibut fishermen who extract from the waters of Alaska and Puget Sound annually, a fish product compared with which the yearly catch of Norway, Scotland and the North Sea countries are small. The fishing fleet of Puget Sound is a large one, there being about 250 purse seiners, together with gill netters, trollers, cannery tenders, etc. At present they are pretty well scattered up and down the Sound, but by the establishment of headquarters with all the necessary facilities such as planned for Salmon Bay, it is expected to concentrate the fleet of independent owners here. By outfitting their boats and buying provisions for their trips, they spend approximately $150,000 in a season.
At one corner of the property space is reserved for a railway ferry slip to transfer freight cars across the bay. At another point is located the marine railway. This railway will enable the fishermen to haul their boats out of the water and place them on blocks on the land for repairs, etc. The boats are to be placed in cradles on the car and pulled up on an inclined trestle by means of a motor-driven drum and cable to a tilting table at the top of the slope on
which the car carrying the boats is brought to a horizontal position and then removed. The boats are then to be skidded to their desired place for repairing or winter storage. In addition, a work shop is provided with the necessary tools and machinery to facilitate any repairs that boat owners desire to make themselves. The effective use of this marine railway has been prevented by the delay of the United States government officers in completing the concrete lock and Lake Washington Canal.
The area behind the timber bulkheads will be filled to a height of twelve feet above the present high tide level. This will be four feet above the level of the water when the government locks in the canal are completed. Of course there will be no tidal fluctuations above the locks. Until the locks are finished landings are made on log floats anchored on each side of the slip to be later replaced by pile structures.
There is also reserved on	the	filled area	a large space	for oil
tanks, which supply the oil for	fuel	and power	for the boats.
A large two-story net warehouse has been built, subdivided into compartments to be leased to	the	individual	fishermen for	storage
of nets, gear, anchors, etc. A	large assembly	room, where the men
of this isolating occupation can gather and hold their meetings, was provided in the warehouse.
Along the front of the bulkheads and running through the center of the net warehouse a narrow-guage industrial railway can be built on which may be carried on push cars the tackle, nets and paraphernalia of a fishing boat’s equipment, connecting also with outdoors drying racks.
On the west side of this property will be located a wide slip nearly 1,00 0 feet long with a wharf and a large merchandise shed on each side to receive and transfer freight to and from large ocean steamers. With Fort Lawton in immediate proximity this terminal is almost certain to be called into use by the United States Government.
The space at the south of the slips and facing on Emerson Street, will be raised to the same level as the filled area at the easterly side of the property and here large fire-proof general storage warehouses and also the cold storage for the fishing business will in time be demanded and erected as required. Ultimately a series of concrete warehouses equipped for packing and cold storage of fish products will be needed on the great fresh-water lake (now Salmon Bay) just inside the big tide lock, from which shiploads or transcontinental trainloads of Alaska and Washington fish can be shipped to Europe and Eastern point in the United States.
The work that is now completed comprises the first open wharf with railway spur, bulkheads and driveways, net warehouse, repair shop and log floats for the first slip. There are to be provided altogether three slips for fishing and motor boats and one large slip with general merchandise sheds on each side.
Owing to the fact of the improvement having been laid out on a former tidewater swamp, the soupy character of the blue clay muck, when dredged up, prevented the fill being consummated to date.competition of rival ports
Competition of Rival Ports:	While	in	a	sense	a development of
shipping and the attraction of tonnage to any Pacific Coast ports tends to upbuild like business at neighboring ports, in many respects the opposite effect results. Particular lines of trade tend to concentrate at one port and special rates quoted by competing carriers for large masses of tonnage tend to accentuate the concentration and congestion. Commercial houses of long standing at San Francisco, engaged in certain line of import from the Orient for instance, place a heavy handicap on Portland, Vancouver, Tacoma, and Seattle as to trade in that commodity.
State Aid:	Furthermore,	the	waterfront	and	abutting	“seawall”
lots and belt line railway in San Francisco are owned by the people of California, and no bonds are outstanding requiring interest to be earned on the value of such land, and the $10,000,000 supplied San Francisco for extensive additional, and more modern, piers and waterfront facilities was voted by the people of the entire State of California. The people of the City and County of San Francisco have not been obliged to bear the entire cost of harbor improvement as have the people of Seattle and King County.
Similarly, the $2,000,000 concrete dock under construction at Vancouver and the 1,300,000 bushel concrete elevator which is to occupy the outer end of it are being constructed under authority of and being paid for by the Dominion Government.
Los Angeles, given the waterfront of the annexed harbor of San Pedro by an act of the California legislature, has been enabled to expend $5,500,000 of harbor bonds for structures and improvements undiminished by outlay for land, while in Seattle $1,500,000 was required to obtain sites on wh-ich to construct public slips, wharves, transit freight sheds, warehouses, cold storage, and elevator facilities.
San Diego was likewise given the waterfront of her harbor without cost, and $1,000,000 of harbor bonds was all available for engineering construction.
In spite of the heavy drain on the resources of Seattle and King County by being required to purchase land which in state-aided rival Pacific ports is obtained without cost, and selling bonds at heavy discounts, due to business stagnation and the municipality being a new one, the Port Commission has brought into being a system of terminals in keeping with the optimistic demands of the public before the outbreak of the European war and resulting continuation of the financial stringency.
Analysis will show that much of the terminal development has been primarily for the benefit of the interior portions of the state and Northwest, and in fairness should have been financed by state bonds rather than by the credit of the local community alone:
Bulk wheat of the Inland Empire is provided for in the 500,000 bushel Hanford Street concrete elevator, permitting cargo export to the Atlantic Coast, Europe or the Orient.
Lumber of small interior mills can find public tidewater outlet and handling machinery at Smith’s Cove Terminal.
Grain in bags has splendid housing in Whatcom Avenue concrete warehouse. The 7-story Spokane Avenue concrete warehouse and the 5-story Bell Street concrete warehouse afford similar opportunity.
Canned Salmon of Alaska is given every service and lowest insurance rates at the public warehouses, with rail and water access.
Washington apples may be put in cold storage at Bell Street warehouse (300 cars) for shipment at cheap water rates in refrigerated compartments of modern steam freighters. Ultimately 9 00 cars may be cold-stored on the Turning Basin by insulating and refrigerating the 7-story Spokane Street warehouse.
According to the 1914 report of the harbor commissioners of Montreal, the amounts expended in harbor development necessary to meet modern shipping demands at some of the leading ports are as follows:
London ............$200,000,000 Rotterdam ...............$ 50,000,000
Liverpool ......... 155,000,000	Bristol...........	40,000,000
Hamburg............ 115,000,000	Marseilles .......	40,000,000
Manchester *....... 100,000,000	Havre ............	30,000,000
Newcastle .........	90,000,000	Southhampton	.	.	.	30,000,000
Antwerp ...........	60,000,000	Genoa, 1903-11	.	.	25,000,000
Glasgow ...........	50,000,000	Montreal .........	25,000,000
“All the great world ports, no matter how fortunately situated, or how admirably supplied with excellent advantages, in order to become centers of ocean-borne commerce, have had to be developed through foresight and energy. None could today accommodate vessels of modern size unless there had been heavy expenditures made.”
“The nations of Europe have not hesitated to pay the price of success, for they are alive to the fact that the port which captures trade is the port that keeps its facilities ahead of its demands.”
PUBLIC BELT RAILROAD Belt Line Railway:	Public ports early realize that a belt line
railway for switching and drayage, giving uniform service and despatch at uniform charges is necessary to co-ordinate public piers and wharves. Montreal has 40 miles of public belt trackage. In New Orleans 13 miles has been built by the city to articulate with the state-owned river front and the 4 y2 miles of public steel sheds.
This road is self-supporting although rendering all switching service uniformly at $2.00 per loaded car. In San Francisco the state owns and controls not only the belt line and public piers but also the entire Embarcadero or waterfront avenue.
The Port Commission, after apparently exhausting its resources in conferences and appeals to officers of trans-continental roads terminating in Seattle, took the first step toward the exercise of its own powers in the direction of a public belt line when it had the following paragraph inserted in a proposed city charter (which charter failed of adoption at the election, June 30, 1914.):
“Every franchise for steam railroad tracks upon any street, alley, or public place, shall contain a provision permitting joint user of such tracks by the City and the Port of Seattle, upon such terms and conditions as shall be specified in the ordinance granting such franchise.”
It also procured the passage of Ordinance No. 33254 giving the port a franchise from Spokane Street to Washington Street on Whatcom and Railroad Avenues.
Public spurs are laid on all Port District wharves or piers, giving all railroads access to such “docks” without extra switching charge, providing the “common user” franchise exist on the adjacent city street. These spurs may aid in the formulation by the carriers of a belt line association such as exists in many cities, or form the nucleus of a public belt system including car ferry service. In Boston 10c-a ton of freight is charged railways for such access to commonwealth piers.
Port improvements, lying in the outer switching zones (established by railroads as the city expanded in area) operate under the same handicap as small factories in the outskirts. Naturally the railroads are unwilling to furnish cheap car drayage service to their competitors, the trans-Panama water carriers, even to accommodate the public terminals.
General Chittenden thus analyzed the defects in the Seattle switching system:
“1. The common user provision in the several franchises for the use of the streets by railways largely fails of its purpose because of various complications which prevent the common use intended, such as lack of adequate physical connections, separate ownership of spur tracks, etc.
“2. A duplication of switching charges by which in extreme, though frequent instances show as much as three times the proper charge is made.
“3. Partiality of service, the individual roads giving preference to and from their own docks and lines.
“4. Partiality of service to shippers by which some enjoy complete exemption from switching charges which others do not.
“5. Exclusive agreements by which all business to or from particular wharves, and even industrial plants, goes to particular roads.
“6. Lack of a uniform and impartial policy in the absorption of switching charges.”
Informal complaints and requests for further analysis of the Seattle switching situation and investigation were filed with the Washington Public Service Commission and with the Interstate Commerce Commission the latter part of the year. The State Commission was also requested to make an investigation of the physical valuations and accounting methods of typical railroad, private, manufacturing and passenger docks in connection with their reports and schedules of charges filed with that body.
The Port Commission has completed its plans for the immediate construction of the first unit of the public Belt Line, which unit will extend from the south line of Spokane Street at the Turning Basin of the East Waterway and run northward along Whatcom Avenue to Connecticut Street. This unit will connect up the public elevator, Hanford Street public wharf, Spokane Street fruit warehouse, Spokane Street public wharf, the fish cold storage plant, the Stacy Street public wharf, Lander Street public wharf, and Whatcom Avenue public warehouse with the new public belt tracks and enable cars from any point to be switched to or from the main lines of the N. P. and G. N. Railways, which have so far failed to extend their running privileges to the public properties mentioned. At present these terminals are served by only the Milwaukee and by the Ore-gon-Washington railways, and not directly connected with railways tapping the principal wheat and fruit districts. The estimated cost of this first unit is $33,000. The public spurs are already built at each of the Port properties.
Application is pending before the City Council for the second unit of belt line from Spokane Street south along the East Marginal Way parallel to tne Duwamish Waterway. This waterway has been dredged by the Duwamish assessment district to a depth of 16 feet at low tide (or 30 feet at high tide) and a width of 300 feet, and of course taps the most valuable factory and industrial district adjacent to Seattle. The great need now is rail access to such sites and the assurance that the district will not be bottled up to serve the interests of any particular railroad such as the Northern Pacific has obtained around Lake Union or the Great Northern holds in Ballard territory. The immediate filling and paving of East Marginal Way by the county and city, with early construction of the Port Belt Line extension, will open up new opportunities to a large level district heretofore inhabited principally by sea gulls.TheJ.A.McEachrenCo.
Incorporated
Contractors
HEAVY TIMBER WORK, STEEL CONSTRUCTION, PILE DRIVING BRIDGES, DOCKS, PIERS AND BUILDINGS Erected the Bell Street Terminal Dock for the Port of Seattle in its entirety All Substructive Work on Public Dock for the Port of Astoria at Astoria, Oregon Best Equipped Pile Driving Plant in the Northwest We Operate Anywhere on the Columbia River
-0-	-o-	-o-
Branch Offices:
Portland, Ore.	Astoria,	Ore.
Main Office: 416 and 417 BELL STREET WAREHOUSE, SEATTLE, WASH.
E. R. Butterworth & Sons
Morticians 1921 First Avenue, Seattle Local and Long Distance Phone Main 949.
We direct funerals of all denominations and prepare bodies for shipment to all parts of the world.
Seriously consider it when about to call or recommend an Undertaker—You can not be too sure as to his fitness. This means more than one can imagine.
We have but one standard of service and appointments— “the best”. The expense is a matter of your own desire.
We feature serving others as we would wish to be served were conditions reversed, and place at the disposal of the suburban district, within a radius of 5 0 miles our complete service and magnificent equipment at a lower cost than you would be compelled to pay for an inferior local service.
Private Crematory and Columbarium in connection.
L-
BRINKLEY SUPPLY CO.
526 1st Avenue South EVERYTHING FOR TRANSMISSION OF POWER AND HANDLING OF MATERIALS
Power Transmission, Elevating, and Conveying Machinery Belting and Factory Supplies
SEATTLE, WASH.The Electric Traction Company of Seattle early in 1915 refused to renew the joint commutation rate between the ferry and street car whereby a five-cent rate enabled West-siders to reach their homes from the main part of the city by transferring from ferry to street car. In consequence a tentative arrangement has been made for a ferry line bus company to organize and operate jointly with the ferry for a division of the fare. For the successful operation of these “jitney busses” an additional ferry or passenger steamer must be built or acquired at an estimated cost of $30,000. The steamer “West Seattle” has been thoroughly overhauled at an expense of about $20,000 during the 1915 season. At the west side of the Bay City Engineer Dimock has worked out a 7% street grade up Duwamish Head bluff to Connect with a proposed overhead street
car loop under the roof of the West Atlantic Street ferry structure proposed by Gen. Chittenden.
The Marion Street Ferry Landing has been demolished, and it is the hope of many citizens that some means may be found to acquire a new ferry building in keeping with the size and dignity of the city. It is to be regretted that a ferry building capable of receiving all sorts of passenger craft cannot be constructed along with the building of a seawall and the permanent paving of Railroad Avenue. It would then become a water gate to the city and a producer of large revenue, and might be patterned after San Francisco’s great Ferry Building. It should also be connected with all parts of the city by an elevated loop for municipal and private street car lines as well as for vehicles ai^d pedestrians.
RECAPITULATION.
The Port Commission therefore, authorized by vote of the people of the District to make provision at Seattle for large increase in water commerce, incident to the completion of the Panama Canal, Federal railroad construction in Alaska, and growing deep sea commerce the world over, has accomplished or has under way wharves, transit sheds, warehouses, ferries, and other “rail and water transfer and terminal facilities” as follows:
Bonds
Project	Service	Authorized
(a)	Terminal Facilities:
Smith’s Cove Pier........Lumber, heavy ma-
chinery and general merchandise transshipment ............$1,000,000
Stacy-Lander Wharves.. Trans-Panama Terminal ..........................................	850,000
Salmon Bay Improvement Fishing fleet haven
and canal trans-shipment dock ...........	575,000
Bell St. Wharf........... Public Terminal for
Alaska and coastwise
trade ...............	750,000
Bell St. Concrete Warehouse Cold and Ordinary
Storage..............	300,000
“East Waterway terminals ............... 2,475,000
Whatcom A re. Warehouse .........i........
Hanford St. Grain Elevator ..................
Hanford St. Wharf. . . Spokane St. Fruit
Warehouse ...........
Spokane St. Fish, Cold Storage and Ice
Plant ...............
Spokane St. Wharf. . .
(b)	Ferry Systems:
Elliott Bay Ferry........Ferry steamer West
Seattle and landing.. $	200,000
Lake Washington Ferry Ferry steamer Leschi
and landings..........i. 150,000
$5,950,000
350,000
Total expenditure authorized by vote of the people. . .$6,300,000
Public Slips, Wharves, and Transit Freight Sheds:	The	public
harbor utilities thus provided were geographically located to relieve the expected congestion of shipping and expand the active waterfront beyond the close-in docks owned by transportation companies and private concerns. They were particularly placed and designed with reference to the cheap and speedy trans-shipment of the four principal commodities shipped from the Pacific Northwest—lumber, grain, fish and fruit—as well as the adequate handling of incoming general merchandise. The old private docks, with few exceptions, are too short and the serving slips too narrow for the larger type of oceangoing freighters now making this port, although admirable for the Puget Sound “mosquito fleet,” and for Alaska vessels handling both passengers and local freights. Establishing the new public terminals on the margin of the waterfront heretofore active, furthermore permitting cheaper ground to be improved and thus avoided displacing existing private improvements. The building of long wharves with adequately wide and deep slips to accommodate vessels of 500 feet in length and upwards, was practicable in locations selected, permitting the efficient handling of freight to and from all hatches simultaneously.
Public Warehouses:	In	providing	public	storage	warehouses	in
connection with other waterside terminal facilities, the Commission has taken an advance step in the equipment of American harbors. The Canadian port of Montreal has been supplied with great public grain elevators and a public belt railway system, and the Dominion Government is now to erect a 1,300,000 bushel elevator on its concrete pier at Vancouver. New Orleans has let the first contract (nearly $1,000,000) on a $4,000,000 public cotton warehouse and terminal system. San Francisco, with state owned waterfront, piers and belt railroad, depends on private warehouses for term storage of freights.
Principle of Operation:	The	public wharves and warehouses
erected by the Port Commission were not completed for operative purposes except the Bell Street wharf and Stacy-Dander wharves before spring or early summer 1915.
The public wharves and warehouses are not to be leased. The Port Commissioners, reinforced by a decisive expression of the public at the polls, determined upon the policy of public operation of all terminal facilities. A preferential agreement, however, was entered into with the American-Hawaiian Steamship Company allowing this great freight line a preferential use of the Stacy-Lander wharves cancellable at any time on ninety days’ notice. A uniform charge per ton is made on all goods passing over the public wharves. On general merchandise this is 20 cents per ton.RECAPITULATION OF CAPITAL COST OF PORT DISTRICT IM-
IV. HANFORD STREET TERMINAL.
PKOVEMENTS TO JULY 1, 1915.
I.	SMITH’S COVE TERMINAL.
Substructure ..................................$286,614.65
Excavation .................................... 221,557.60
Land .......................................... 150,000.00
Superstructure ................................ 142,815.06
Discount on bonds.........................	71,902.2	0
Gantry crane .............................................	30,378.89
Tracks....................................................	28,417.31
Locomotive crane .........................................	8,208.80
Substation................................................	8,164.79
Interest .................................................	4,857.43
Offices ..................................................	1,768.39
Industrial insurance .....................................	638.66
Trestle ..................................................	332.84
Shearleg Derrick .........................................	251.32
Joint survey with R. R. Co................................	144.00
Revenue stamps ...........................................	83.00
Sand bunkers..............................................	27.50
Electric hoist ...........................................	27.80
Court costs ..............................................	14.00	if
156,204.24
Wharf:
Substructure ..................................$261,236.73
Superstructure ................................ 142,340.50
Land .......................................... 101,940.44
Tracks ...................................................	41,381.25
Excavation ...............................................	41,381.25
Belt line ................................................	6.25	$559,608.03
Grain Elevator:
Superstructure ................................$203,80a.25
Land .......................>...............	44,206.64
Substructure................................	23,019.7	6
Conveyor House............................................	15,768.03
Dryer House ..............................................	112.50
Traveling Cranes .........................................	5.40
Tracks ...................................................	3.47	$286,919.05
Reserved Sites (For Concrete Warehouse and Elevator Extensions) : Land .......................................... $52,830.20	$52,830.20
V.	SPOKANE STREET TERMINAL.
II.	BELL STREET TERMINAL.
Bell Street Wharf:
Superstructure ............................................$162,116.20
Substructure............................................... 106,630.19
Land .................................................................	46,450.00
Discount .............................................................	27,332.44
Fill ......}...............................	39,169.17
Tracks................................................................	7,718.00
Gangway, Floats, etc..................................................	10,050.23
Court costs...........................................................	35.00	$399,501.23
Bell Street Warehouse:
Superstructure ............................................$400,504.93
Land .................................................................	46,450.00
Fill .................................................................	29,565.88
Overhead Roadway .....................................................	15,335.60
Discounts ............................................................	27,332.44
Special Assessment ........................	8,3 2 9.2 o
Viaduct ..............................................................	7,675.94
Tracks................................................................	3,927.42
Deep Well' ...........................................................	4,107.13
Court costs ..........................................................	35.00
Bridges ..............................................................	8.30	$543,271.92
III.	STACY-LANDER STREET TERMINAL.
Wharves and Slip:
Land ....................................................$266,666.00
Superstructure .......................................... 161,112.30
Substructure ............................ 124,953.44
Excavation .........................................................	64,567.91
Discount and exchange (4%% bonds) . . .	41,441.95
Tracks..............................................................	14,745.02
Paving ............................:.....	3,444.50
Longshoremen’s Headquarters ........................................	1,949.19
Delivering bonds ...................................................	263.00
Court costs ........................................................	16.00	$679,159.31
Whatcom Avenue Warehouse:
Superstructure ..........................................$148,080.48
Land .................................................... 133,334.00
Excavation .........................................................	32,283.96
Discount ...........................................................	20,720.97
Special Assessment ......................	4,506.79
Track Scales .......................................................	395.75
Whatcom Avenue Bridge ..............................................	186.88
Court costs ........................................................	8.00	$339,516.83
South Side Canal Waterway Turning Basin:
Land .......................................$226,022.72
Spokane St. Wharf .......................... 115,581.83
Fruit Storage ..............................	95,059.11
Fish and Ice Storage........................	1,581.49
Ice Plant...................................	1,278.34	$439,523.49
Canal Waterway Tracts:
Fill (18 Public Industrial Blocks) ............$31,378.50	$31,378.50
VI.	SALMON BAY TERMINAL.
Land ........................................$250,000.00
Bulkhead and Pier ........................... 179,134.09
Excavation .............................................	61,183.88
Net House .......................>,........	28,886.29
Discount and exchange,
(bonds 4y2%) .............$22,704.82
Less premium.........., . . .	3,000.27	19,740.55
Marine Ways ............................................	5,178.39
Floats .................................................	2,904.02
Fill ...................................................	2,062.09
Roadway.................................................	1,333.27
Tracks..................................................	1,070.85
Joint survey with R. R..................................	186.50
Delivering bonds .......................................	184.10
Court costs ............................................	17.00
$551,881.03
VII. PUBLIC FERRIES.
Lake Washington Ferry:
Ferry “Leschi”.................................$97,914.58
Land at Leschi ................................ 21,235.00
Discount (4y2% bonds) ......................... 13,640.00
Leschi Landing .............................	9,768.41
Medina Landing ..........................................	6,282.76
Bellevue Landing ........................................	3,921.33
Court costs .............................................	61.00
Interest ................................................	16.15
Elliott Bay:
Land ..........................................$85,360.00
Ferry “West Seattle” .......................... 39,310.78
Landings....................................... 16,129.38
Discount ................................................	2,000.00
$152,839.23
;142,800.16
Facilities Bring Trade:	“Ports are, in fact, in nowise exempt
from the laws which affect all commercial enterprises in these days,” said a distinguished engineer in a recent notable address in England. “No fact is better established than that the improvement of a means of conducting traffic by making it more convenient, more rapid, or cheaper, is certain to increase the amount of that traffic. It will not only draw traffic from other routes, but may establish new
traffic which, but for the convenience and advantage offered, might have passed in other directions or never had any existence at all.”
The ports that are doing the largest business, and doing it most efficiently, are those that have kept their facilities ahead of actual requirements, and conversely the ports that have remained stationary, or have fallen behind, are those whose authorities had neither the imagination nor the enterprise to plan for the future.THE ROOF GARDEN AND PUBLIC SALT WATER PLAYGROUND OF THE BELL STREET TERMINAL
Occupying Nearly One Acre of Space
VII.	PUBLIC FERRIES.
Water Highway Service:	The	Elliott	Bay	Ferry,	purchased	from
the West Seattle Land & Improvement Company, March 1914; and the Lake Washington ferry, giving service between Leschi Park and the east shore points (Medina and Bellevue) are more appropriately to be classified as a part of the public highway system of King County than commercial harbor facilities. Waterfront freight sheds and wharves, in the ideal, should be free shipping platforms for water-borne commerce. So the public ferries, as links in the highway system, should furnish service as nearly free as possible, anala-gous to the service of paved streets and highways. However, the ferry furnishes the motive power that propels vehicles and passengers, for which a charge must be made. The rate of charge should depend upon the volume of business and proper policy with respect to development of suburban communities served. It is probably too much to expect that the ferry “Leschi” will be entirely self-supporting until a considerable population permanently resides east of Lake Washington. It would be fortunate if Wildwood Park could pass into public hands and become a popular, well regulated summer picnic ground.
Proposed Lakeside Terminal:	A	commodious and artistic lake
terminal building and recreation pier at Leschi Park ought to be developed by the City, County and Port District, at the time Lake Washington level is lowered by the opening of the Government Ship Canal. Leschi Park itself ought to be enlarged to the north as far as Lake Dell Road and traffic access to the proposed freight and passenger terminal provided at easy grades enabling residents east of Lake Washington to have adequate transportation to and from the city.
The frontage of Leschi Park was leased by the Seattle Electric Company to the Anderson Steamooat Company for a long term of years before the city acquired this park. The lease has now expired and the Port Commission has asked the co-operation of the Park Board in their being allowed to participate in future development of the water frontage.
Bay to Lake Arterial Highway:	As	an incident to the preparation
for the commercial utilization of industrial areas on the shores of Lake Washington, an extensive engineering study was made by Gen. Chittenden for a traffic route from Leschi Park to the down-town business district via paved portion of Dearborn Street, including a
1,2	00-foot tunnel penetrating Leschi ridge at Norman Street. The need of an arterial highway for wheeled traffic, connecting with the ferry landings on Lake Washington has long been apparent and the County Engineer and City Engineer were authorized to co-operate in further surveys and studies looking to the ultimate building of the highway.
Lake Washington Ferry:	The ferry “Leschi” was launched
on December 6 and given her trial trip December 27, 1913. The boat has a steel hull and wooden superstructure, the hull being divided into four compartments by three watertight bulkheads. The propelling machinery consists of two, inclined 16x72 inches, high pressure engines, driving paddle wheels of the feathering type. On the trial trip, a speed slightly in excess of 13 miles per hour was developed. The “Leschi” has a carrying capacity of about 30 vehicles and a thousand passengers, there being seating capacity in the main cabin for 275 passengers.
This boat was built at a cost to the Commission of about $90,000.
Ferry landings for the accommodation of passengers and vehicles have been constructed at Leschi Park, Medina and Bellevue. These landings were designed and constructed, keeping in view the fact that the level of Lake Washington will be lowered on the opening of the Lake Washington Ship Canal. The lowering of the lake will take perhaps three months’ time and in order to avoid interruptions of the ferry service, the landings are so constructed that the approach to the slip can be lowered a little at a time without in any way interfering with the operations.
Elliott Bay Ferry:	The Port Commission having earnestly sought
to maintain East and West Waterway extensions of Elliott Bay as terminal zones for major commerce and large ocean going vessels, it logically opposed a viaduct or series of bridges and draws across waterways, Harbor Island and the tideflats to the West Seattle peninsula. A tunnel under the water channel was proposed by General Chittenden as the ultimate solution to avoid obstruction to navigation.
As a consequence West Seattle citizens demanded a more dependable and efficient ferry service in conjunction with the elevation of Spokane Avenue above grade of the railroad tracks. Accordingly, June 17, 1913, an issue of $200,000 of Port bonds were authorized for the purchase or construction of a publicly operated ferry with suitable landings on either side of Elliott Bay. The private corporation, the West Seattle Land and Improvement Company, furnishing the existing trans-bay service, was not at all progressive or responsive to local demands and had entirely abandoned night service. Poor transportation around the head of the bay by street car, coupled with the menace of entire withdrawal of ferry connection with the city led to the successful appeal to the people of the Port District for a public ferry operation and negotiations between the Port Commission and the ferry company whereby the ferry steamer “West Seattle,” the Marion Street landing, 60 feet in width, and structures in the street at the west side of the bay were acquired.Spokane Grain Company
4915 EIGHTH AVENUE SOUTH
SEATTLE . .	. WASHINGTON
DEALERS IN HAY, GRAIN AND ALL KINDS OF POULTRY FOODS.
In dealing with the Spokane Grain Company you will encounter many features which exceed your expectations. It is our earnest desire never to fall below the highest standard of business ethics and fair dealing.
OAKLAND
ALL 1916 MODELS ON DISPLAY AT 517 EAST PIKE
“LITTLE SIX”
FULLY EQUIPPED, LEATHER TRIMMING
---$895-
F.	O. B. SEATTLE.
We sell Lubrication
instead of just oil
BallOU & Wright, Distributors
817 EAST PIKE STREET,
SEATTLE, WASH.
“MADE IN WASHINGTON”
Lang’s (Pat.) Hot Blast Smokeburning Stoves and Ranges
Come to our factory and see how these stoves are made.
Stoves of Every Description.
F.	S. LANG MANUFACTURING COMPANY
2756 First Avenue South.
Tel. Elliott 720.
Send for free book on lubrication.
HOME UNDERTAKING CO.
Call Main J207 Elliott 4788	Ninth	and	Union
Automobile Ambulance Service Lady Attendant Constantly in Charge.
THE HOME UNOERTAKING CO.
F. E. ROSENBURG, Manager
FREMONT UNDERTAKING CO.
North 220	3515	Fremont	Avenue
We Give the Very Best Service at the Lowest PriceBELL ST. PUBLIC BOOF GABDEN:
View of Stairway to Accommodate the People on Occasions of Water Carnivals or Parades on Elliott Bay, Band Concerts etc.
ALASKA SAILING SHIP AT BELL ST. PUBLIC WHARF.
From 5,000,000 to 7,000,000 Cases of Canned Salmon Come From the North Each Season—Worth $5.00 Per Case.
OFFICE FLOOB COBBIDOB VIEW.
Bell St. Public Warehouse. The Port Commission Occupies Eight of the Thirty Offices; the Remainder for Rent to Alaska Railway Commission and Other Government and Water-front Enterprises.
BELL
AMPLE PROVISION FOB FOREIGN AND COASTWI ONE OF THE SIX TERMINAL GROUPS BUILT BY OF CHEAP WATER TRANS POBTATION.' PUBLIC TERMINALS
SIGHT AND PASSENGER STEAMSHIPS.
»ORT COMMISSION TO INSURE TO THE PUBLIC THE FULL BENEFIT
Creosoted Piling Supporting Bell St. and Other Public Wharves Largely Treated at This Plant.THE STORE THAT SAVES YOU MONEY
IS
Mac*J)ottgaD/^outhwick
SECOND AVENUE at PIKE STREET SEATTLE WASHINGTON
MAIL ORDERS RECEIVE PROMPT ATTENTION
PLATE GLASS WINDOW GLASS OPALITE GLASS
SANITARY NON-STAINING BEAUTIFUL WHITE SUBSTITUTE FOR MARBLE OR TILE FOR BATH ROOMS, COUNTERS, TABLE TOPS, ETC.
MANUFACTURERS OF
MIRRORS
PLAIN, BEVELED, FRAMED AND UNFRAMED
ART CLASS
MODERN EQUIPMENT COMPETENT WORKMEN
( X.Belknap Glass
COMPANY
RAILROAD AVENUE AT STEWART STREET Main 2269	SEATTLE
HIEST-GRADE COFFEE
E. 1). Baker, the well-known Coffee Specialist does herewith inform his many old friends and customers that lie is now located 100 feet north of Pike at 1515 Second Avenue. Best Coffee values for the money in King County.
Phone Main 3228
BARTON & CO.
WHOLESALE
PACKERS AND PROVISIONERS
SEATTLE, WASH.
CASH SAVES HALF
$10.50 Brass Bed, $4.95
BLAKE FURNITURE COMPANY
COMPLETE HOME FURNISHINGS 415-17 Pike St.	Main	6518
A NEW COMMISSIONER TO BE ELECTED FOR NEXT YEAR.
The term of Judge C. E. Remsberg expires with the ending of this year, and the Judge seems disinclined to stand for re-election for another term. He has been so efficient in the past that he certainly should be persuaded to reconsider his determination. It is probably true that his business has suffered from inattention but it is also true that the Judge is a bigger man than when he accepted the Port’s portfolio. Acquaintance with the real people has changed Judge Remsberg in many important particulars, not the least of which being the ability to distinguish between the people’s interests and the “interests” interests. The Judge has made a good servant and I hope will continue to act for them, probably succeeding in rotation Robert Bridges as president when that gentleman’s term expires. Judge, the people need your services.	H.	C.	P.Office and	Residence Phone
Shop Phone
Main 956	West 432 J.
WM. A. F. ZWINGENBERG, Proprietor
Duwamish Iron Works
'	1944	FIRST	AYE.	SOUTH,	SEATTLE
Marquise at ciemmer Theatre Constructed by Us.	Contractors	for	Ornamental Iron Work on the Port of Seattle
Commission’s Four Story Concrete Warehouse at Whatcom Avenue and Lander Street, Warm and Cold Storage Warehouse and Office Building at foot of Bell Street, and New Seven Story Fruit Storage Building at East Waterway and Spokane Avenue.
Manufacturers of Ornamental and Light Structural Iron, Bank and Vault Grilles, Iron Stairways, Fire Escapes, Metal and Glass Covered Steel Frame Awnings and Marquises, Pipe Railings, Elevator Cars and Fronts, Building Anchors, Builders Hardware, Wire Work, etc.
Puget Mill Co.
LUMBER MANUFACTURERS
Cargoes a Specialty
Mills at Port Gamble and Port Ludlow Washington
Owners of Washington Park Addition Office 208 Walker Building,
SEATTLE, U. S. A.
Hofius Steel & Equipment Co.
Dealers in and Manufacturers of Railway Supplies and Contractors’ Equipment
RAILS, RAIL JOINTS, SPIKES, BOLTS, TRACK TOOLS, SWITCHES, SWITCH STANDS, FROGS, CROSSINGS, LOCOMOTIVES, LOCOMOTIVE CRANES, CARS, STRUCTURAL STEEL AND SAWMILL MACHINERY
General Offices and Plant - Seattle, Wash.
Branches—Spokane, Tacoma, Portland
BILLARD TABLES
FOR HOMES, CLUBS AND PUBLIC USE
THE BRUNSWICK-BALKE-COLLANDER CO.PORT COMMISSION’S GREAT PUBLIC ELEVATOR
Capacity 500,000 Bushels. A Tidewater Terminal to Serve the Entire
Pacific Northwest
o500,000 BUSHEL GRAIN ELEVATOR WHATCOM AVE. AND HANFORD ST.
ORNAMENTAL IRON, AVIRE, BRASS AND BRONZE WORK
Novelty Ornamental Iron & Wire Works
Frank J. Seidelhuber
Iron Stairs, Fire Escapes Elevator Car Enclosures Bank and Office Grill Work Architectural Iron Railings Iron and Wire Window Guards
Office and Works 1142 STURGIS ROAD Plione Beacon 56 SEATTLE
Furnished all Iron Work on Hanford Street Grain Elevator for Port of Seattle.
PAUL P. WHITHAM
Consulting Civil Engineer
Railways, Terminals, Harbors, Docks, Warehouses, Industrial Buildings and Layouts, Grain Elevators, Coal Docks, Freight Handling Equipment and City Planning.
Reports, Estimates, Designs and Superintendence.
SEATTLE, U. S. A.
Offices 423-24 New York Block	Phone	Elliott	4582
BUILT BY
Sutler
Contracting Company
SEATTLE, U. S. A.
Including complete installation of all machinery and electrical equipment ready for the handling of grain. The Head House being the tallest concrete building in the United States.
Robert Bridges
John Bridges
Georgetown
Plumbing
Company
5715 DUWAMISH AVENUE Phone Sidney 698	Georgetown	Station
Prompt Attention Given to Work in any part of the City of Seattle
TURNER & PEASE CO.	
BUYS	
EGGS & CREAM .	
815 Western Ave.	SeattleOn same scale as New York Harbor Map opposite
• Rl'AL, “BELKNAP FURNISHED THE GLASS.”
The splendid opportunities afforded in Seattle for the conducting of commercial enterprises of large extent have attracted many new large companies from time to time and every line of endeavor is being augmented. This is especially true of dealers in construction materials, in which department the well established C. C. Belknap Glass Company has a large house which is filled with a complete stock of plate glass, window glass, mirrors, skylight glass, art prism, and ornamental glass of every description. The firm are manufacturers and wholesale dealers in plate and window glass, polished wire plate, ribbed wire, plain ribbed, syenite, opalite, moss, maze, prism, etc., and importers of Belgium picture glass, English picture glass and German plate mirrors, and manufacturers of art glass, framed mirrors, medicine cabinets, beveled plate, sand blast, chipped glass, ground glass, etc. This firm occupies over 20,0 00 feet of floor space which is devoted to the storage and display of the stock in the C. C. Belknap Glass Co. store and warehouse on Railroad Avenue and Stewart Street (opposite Pier 10) and an adequate force of men is there to show goods and fill orders. The territory covered by this house includes Washington, Oregon, Idaho, Montana, British Columbia, Alaska, Honolulu and China, and that dealers and contractors throughout these sections and countries appreciate the high grade goods offered and the fact that they are sold at a reasonable price is substantially demonstrated by the fact that large orders are being filled daily from the large and varied stock of this company of all kinds of glass.
Contracts for glass work which this house has executed, covering the interior as well as the exterior glass, are the Henry Building, Jobb Building, Stuart Building, Hoge Building, and many others, imong which are the Young Womens’ Christian Association, Ford Motor Company Plant, Elks’ Building, Hambach Building, Orpheum Theatre, Metropolitan Theatre, New Pantages’ Theatre and the Sears-Roebuck Building. All the Port buildings so far constructed contain )ur produucts.
e scale as Seattle Harbor Map opposite
STACY-LANDER W^HARVES View from roof of Headhouse. The “American-Hawaiian Terminal”W. I). Sharp	C.	C.	Leader
Puget Sound Motor Car Co.
The Home of The Reo
Announcement Extraordinary
Will Appear In the Leading Newspapers on
SEPTEMBER 12th
Watch For It
We honestly believe that this announcement of 1916 Models and prices of Reo Cars will be the sensation of the season in Automobile circles.
903 East Pike St.	Tel.	East	210
bONNE Y- WA TSON Co.
Crema-	Colum-
torium	barium
PRIVATE AMBULANCE SERVICE
East 13	Broadway	at	Olive	St
Phone Elliott 2657
Harrington-PetersCo.
STRUCTURES BRIDGES DOCKS and FOUNTAINS
412-413 Oriental Bldg.	SEATTLE, WASH.
DIAMOND
Red Line Brand
LUBRICATING OILS AND GREASES GASOLINE BENZINE KEROSENE ENGINE DISTILLATE
UNION OIL COMPANY OF CALIFOrt MA Seattle	TacomaHANFORD ST. PUBLIC TERMINAL.
Port Commission’s Great Tidewater Grain Elevator and Public Commercial Wharf. View from Whatcom Ave.
-Jm
Sr
SEATTLE’S GREAT INDUSTRIAL TIDE PLAT DISTRICT—Opene d up for Factories, Warehouses and Wholesale Enterprises by Put lie
Wharves, Waterways and Port Commission Belt Line.conveyors
The modern warehouse is incomplete unless adequate provision has been made for conveying goods to and from the warehouse and from one part of the same to the other. In designing their several buildings, the Port Commission has not overlooked this very important feature of a warehouse, but has given careful consideration to the conveying problem.
The illustration on the left shows one of the large spiral chutes installed in the Whatcom Avenue Warehouse, by means of which material can be readily and inexpensively conveyed to the lower floors or to the shipping platform. This conveyor is made with a heavy steel pipe support in the center, and the wings shown in the illustration, which form the sliding surface of the boxes, are made of cast steel and so are very strong and durable and are exceedingly satisfactory for the purpose intended. It will be observed that on each floor there is an automatic closing door which, in case of fire, will drop of its own accord when the temperature reaches 150 degrees F. Thus, should a fire occur in any one floor, it cannot travel to the upper floors through the openings made necessary by these spiral chutes, but this door drops immediately and confines it to the floor on which it started. In this building, there are two of these chutes in service, one toward the north end of the building and one toward the south.
The illustration herewith shows the gravity roller conveyors, by means of which goods brought up on the elevators are conveyed to any part of the floor; and this, without any expense or any labor. These conveyors operate without power; being built on a slight incline, they operate by gravity. They are made in sections and are adjustable, so that they can be placed in such position as to carry material from or to any part of the warehouse. They are used in connection with the elevators when goods are being stored in the warehouse; ind when goods are going out, they are used to convey the material to the spiral chutes which delivers the goods at the loading platform.
The above conveying apparatus were furnished by the Minnesota Manufacturers' Association who are experts in the manufacture of special conveying machinery, and the order was placed with them through D. E. Fryer & Company, their representatives in the Pacific Northwest.
r ovERLoaolegislation affecting the port district
mostly facts, and a few fancies, and recollections from his own and other memories that
ARE BETTER, BY H. C. PIGOTT OF SEATTLE.
While the great ports of Europe have witnessed the expenditure by their general governments of scores, and in some cases, hundreds of millions of dollars for development of harbors and terminals to hold and stimulate world shipping, the American people up to the present time have left waterfront improvement to the tardy and irregular work of individuals, or more generally railroad corporations more interested in dividends than in development of the immediate community or even the greater interior, except at San Francisco and New Orleans.
The Dominion of Canada pursues a broader, more enlightened policy, having expended $25,000,000 to develop a national water gateway at Montreal, and has pledged $8,000,000 to the support of the western harbor at Vancouver.
Similarly, the State of Louisiana has supported extensive terminal development at New Orleans, on the Mississippi river waterfront, (he ownership of its waterfront having been retained by the State. In fact a special session of the legislature of Louisiana was called and amplified the powers of the New Orleans Port Commission (June 10, 1915) giving (1) Unlimited power to issue harbor bonds and construct and operate cotton terminals, grain elevators, manufacturing lofts, roadways, industrial motors, canals between Lake Pon-chartrain and the Mississippi. (2) The credit of the state to guarantee warehouse receipts. (3) Civil service to employees of the Commission. The State of California since 1911 has voted $20,000,-
000	for harbor improvement at San Francisco.
By contrast, the State of Washington has not aided any of her principal harbors. On the contrary, as Robert Bridges has persistently pointed out, the state has deeded away the tidelands—sold them for a song—tide lands that belong to the people in perpetuity as an incident of their sovereign right of access to the free high seas. Recent tendencies observable in the last Legislature are to still further limit and handicap the public development of the harbor when freely voted by the people of the community themselves!
The harbor is the leading factor in Seattle’s life. Most of public utilities are merely sustaining and not constructive. City light, city water, paving, sewage disposal, garbage collection, policing and public recreation parks, boulevards and playgrounds add to the comforts of life. Build a Chinese wall around the city with all these things given and the place would speedily dwindle. But the commerce which ebbs and flows by railway and by ocean carriers is the real life blood of the community. As long as it moves freely by these channels the city prospers. The fundamental purpose of the Port Commission has been to aid this commerce to flow freely to all parts of the community. It has reduced the wharfage rates, the toll or privilege tax exacted by waterfront owners for allowing goods to pass from land onto the free highway of ocean; it has provided fireproof warehousing facilities, where fire insurance rates are almost negligible, as low as 2 5 cents per $100 of value per year, and the protection to the goods of business men is almost perfect. It has sought the co-operation of railroads in articulating rail and water carriers, in breaking up railroad “spheres of influence” within the port, making the harbor four or five sub-ports with excessive switching charges exacted by several different lines for business interchanged between them. In achieving these purposes it has run counter to interests well entrenched and strongly represented in institutions that have long influenced public opinion, such as the leading newspapers and the Chamber of Commerce.
The interests and organizations which had failed to influence the Port Commission by either threats or persuasion, and had been soundly whipped many times at the ballot box in King County, evidently regarded the reactionary Legislature of 1915, with a Governor at Olympia well aligned with “big business,” as the time and place to regain control over the Seattle waterfront situation.
Beyond question many of the men elected to the Legislature from King County were carefully coached by those interests in their duty to smash the Port Commission at any cost. And so far as the Legislature was concerned, they did their bidding. In the State Senate legislation was first introduced taking away from the Port Commission the power of making rates for the public wharves, warehouses, and terminals and transferring it to three men appointed by the Governor, men not likely to have much knowledge or interest in the needs or abuses existing at the waterfront of Seattle. Harold Preston, Counsel for the Port, sensed the significance of this raid on home rule, and mass meetings called by the Seattle Commercial Club, the Municipal League, Public Ownership League, and other clubs of public spirited citizens made the voice of the people heard at Olympia.
The second line of attack on the Port Commission at Olympia during the 1915 session was the Senate scheme, urged by the “P.-I.” and Chamber of Commerce of enlarging the Commission to seven members. Long ago the Chamber of Commerce sought to control the Port Commission by this device. Back in 1913 it was proposed that the Judge of the Superior Court oldest in years should appoint two Commissioners at large. Then it was conceived that two appointed by the Governor would be more manageable than the Scotchman, the Army Engineer, and the Commissioner with Dutch ancestry who persisted in running the Port’s business. What the Senate passed in 1915 was a bill making the Mayor of the city, the County Engineer, the County Prosecuting Attorney, and the County Auditor as ex-officio members of the Port Commission. Civic organizations protested in vain and the “P.-I.” cracked the party whip. The President of the Young Men’s Republican Club was the envoy extraordinary of that newspaper in conveying to what they are pleased to call at Olympia the “Cow County Legislators” that the interests of King County people were a small matter and the disposition of their public port property immaterial compared with the beating of Bob Bridges.
The suggestion of the Seattle Commercial Club and other civic organizations that since King County was the only part of the state interested in this port legislation that a Referendum of the people affected should be taken to decide whether the law should become operative frightened the “representatives of the people” almost to political death. In the House, the bill, accompanied by two or three mimeograph sheets of amendments, was passed in ten minutes— a piece of action which demonstrates how far from representative government is such a legislature, large, poorly selected, and playing a log-rolling game.
No sooner had the legislation to reconstruct the Port Commission passed the Legislature than numerous improvement clubs, business organizations, and clubs of women voters called upon Governor Lister to veto the bill. In this Lister was asked to come to King County and ascertain the true sentiment of the people. He made a pretense of yielding by holding a farce of a hearing at his office, not even reading arguments presented jointly by the King County Democratic Club, Seattle Commercial Club, Municipal League, Public Ownership League, and a large number of women’s clubs. He even added insult to injury by immediately announcing he would sign the bill and publicly congratulated the President of the King County Young Men’s Republican Club and the well known counsel of the waterfront interests on their presentation of their side of the question. Lister, whose occupancy of the Governor’s chair is a pure accident due to the lack of unanimity of the Progressive party in 1912, obtained his office by about 700 votes out of 350,000 cast in the state, and judging by circulars distributed in the King County Democratic Club, protesting against his betrayal of the people on the Port bill and other equally vicious measures, after his term expireshe may be welcomed at the Rainier Club but will hardly be a popular figure to the average citizen on the streets of Seattle.
At any rate the conspiracy of silence entered upon by the newspapers failed to prevent the reprimand of the Legislature at the hands of the people of King County and the state at large by their exercising their right of referendum. The State Referendum League organized in Seattle, the Direct Legislation League, the Farmers’ Union, the Grange, and the State Federation of Labor put in motion their purpose to place six “outlaw” bills in cold storage, suspending their operation until the people can express their sentiment on them at the polls, at the general election, November, 1916. 19,100 names were required to put the bills on the ballot, and from 35,000 to 50,000 names were obtained before the expiration of the 90-day period after the adjournment of the Legislature, thus promptly insuring the rebuke to those members of the King County delegation who had told the rest of the state that the sentiment in King County was practically unanimous for re-organization of the Port Commission. Accordingly, argument against the Port and in favor of the emasculating Olympia legislation was filed with Secretary of State Howell, to be published in the State pamphlet in 1916. This argument seems to have emanated from the office of the Pacific Coast Company. It was circulated by E. F. De Grandpre, assistant to the General Manager, who solicited the signatures of certain legislators. Probably the $400 filing fee, was paid from the same source.
The group which had secured the Referendum attempted to file argument in favor of the Port and against the Olympia legislation. Being without funds they protested against what they deemed the extortionate charge of $200 per page exacted by the Secretary of State when the theory of the State pamphlet is to get information to the voters of the State respecting controverted questions submitted them. Their argument, however, was refused and will not appear in the official booklet mailed out by the State of Washington to its citizenis. The argument so submitted and refused was as follows:
ARGUMENT AGAINST THE SENATE’S PORT HILL (CHAPTER
46, SESSION LAWS 1915, REFERENDUM MEASURE NO. 8.)
This measure thwarts the effort of the people of the Seattle Port District (King County) to develop publicly owned and operated harbor terminals for access to cheap water transportation.
The people have bonded themselves to provide a system of modern port improvements to enable Seattle to successfully compete with the State-owned port of San Francisco and the Dominion-owned port of Vancouver, B. C. The people of California since 1911 voted San Francisco harbor $20,000,000 of State bonds to prepare for increased world trade through Panama Canal. Likewise the credit of all Canada is aiding Vancouver with not less than $8,000,000. Seattle has received no State funds or national aid whatever, but is financing herself on the credit of King County alone.
Each step taken by the present Port authorities has been approved in advance by vote of the people of King County. The character of waterfront terminals, their location on the bay, the cost of the land, and structures, and their public operation, have all been decided by overwhelming majorities at successive elections and in the face of persistent adverse publicity in Seattle’s leading newspapers. The three unsalaried Port Commissioners originally selected by the people to administer Port affairs have each been re-elected without real contest at the polls.
The railroads which own much of Seattle’s waterfront, the private docks, the commission brokers and cold storage men and other opponents of municipal ownership and home rule, are the interests to be served by the re-organization of the Port District. Reprimanded by the people at the ballot box, the selfish interests appealed to the secret committee system of the Legislature at Olympia to overthrow development of public terminals.
Thirty-five thousand signers of the Referendum petition urge their fellow-voters to kill the Legislature’s high-handed, needless and meddlesome measure, believing if allowed to become law that it will injure the leading water-gateway to the state:
1.	By arbitrarily reducing the funds voted by the people for harbor improvements.
2.	By preventing the building of a public belt railroad to lower terminal switching charges.
3.	By forbidding, in the interest of private warehouse, dock and cold storage owners, additional facilities and public control for the benefit of producers of grain, fruit, lumber, fish, etc.
4.	By nullifying the advantages of cheap water-borne freight to the detriment of consumers of both city and state, thus opposing private interest to general welfare.
5.	By discouraging civic pride and violating the principle of democratic home rule through imposing the will of a star-chamber committee of politicians on 400,000 people desirous of settling their strictly local problems at the ballot box.
6.	By preventing direct responsibility to the people in the management of their public port facilities, through the device of adding to the present Port Commission four additional, needless, short-term offcials elected to other offices, already over-worked, unfitted for the special service required, and unable to devote themslves to the single purpose of port development.
7.	By throwing a strictly non-partisan service into the whirlpool of city and county politics. By adding the Mayor, city police policy is involved; by adding the Prosecuting Attorney, County Auditor and County Engineer, port patronage enters county politics, to the injury of comprehensive equipment for international and coastwise commerce.
THE ARGUMENT FINANCED AND FILED BY THE WATERFRONT INTERESTS AND SIGNED BY ELEVEN OF THE KING COUNTY MEMBERS OF THE 1915 LEGISLATURE, IS AS FOLLOWS:
Argument in Favor of Senate Bill:	The proposed Referendum
on Senate Bill No. 38 8, relating to Port Districts of the First Class.
The undersigned members of the Legislature from King County desire to place on record some of the reasons making it, in their judgment, important that the Act involved in this Referendum become law. As the proponents of this Referendum have as yet filed no argument in its support, this argument in opposition is made without knowing what reasons are to be advanced to induce the voters of the state to nullify this law.
The Act affects only one existing port district, namely that existing in and co-extensive with King County, and known as the Port of Seattle. Heretofore that district has been governed by three commissioners. They serve without pay. They differ and have differed seriously among themselves on important questions of policy, first one man and then another obtaining the vote of a colleague whereby to dominate the very important affairs of the district.
Pursuant to recommendations of the Commission at different times the voters of the county have voted bond issues aggregating $6,300,000. Of this amount $5,228,900 of bonds have been actully issued and are now outstanding, drawing four and a half and five per cent interest. This involves a drain on the taxpayers of the county (or district) of approximately $7 0 0 a day, Sundays included. Voters were led to vote these bonds by the assurance that the wharves, warehouses, and other improvements to be constructed would be operated on a self-supporting basis, an idea that in practice is far from being realized. This terrific drain on the taxpayers has led to a general feeling throughout the county that the Port Commission should be converted into a body more truly representative of the people of the county, and should contain in its membership officials more closely in touch with the finances and taxpaying ability of the county.
Under present conditions the people of the county will be forced annually to raise by taxation a very large amount of money not only for interest, but also for maintenance charges, even though we ignore the important items of depreciation of wharves and structures and the necessity for providing a bond sinking fund. As a result of these and other considerations, generally discussed throughout the county, five King County Senators introduced Senate Bill No. 3 61, providing for an enlargement of the Port Commission. That bill having been fully considered in committee, the present Bill No. 388, was drawn and introduced by the Senate Committee as a substitute and passed both houses of the Legislature by an aggregate vote of 115 to 18. The King County delegation, closely in touch with the sentiment of their communities, voted as follows:	In the Senate
six aye, two no; in the House thirteen aye and one no. The Governor, having been requested by opponents of the bill to grant a hearing on the question of his approval, allowed both sides a full hearing and thereafter unhesitatingly approved the measure. Among the earnest opponents of the bill are members of the present Port Commission and the opposition would quickly subside if they should cease to take part in it. How little ground there is for their personal opposition may be deduced from the fact that if the law takes effect as enacted by the Legislature and Governor, the labors of the existing members of the Commission will be greatly reduced, and as they serve without compensation, they can have no pecuniary interest in the question.
The law does not eliminate the present Commissioners, but makes the following officers co-members with them, namely, County Auditor, County Engineer, Prosecuting Attorney and Mayor of the largest city in the district. The law will do away with the duplicate system of accounting, enginering and legal work heretofore expensive. The law will also diminish the debt contracting power of the district while at the same time safeguarding and confirming all existing obligations and allowing ample latitude for finishing uncompleted works.
To summarize:
(1)	The proposed law is the result of the one county now affected.
(2)	The Legislature by an overwhelming majority confirmed the judgment of the county delegation.
(3)	The Governor, who followed the course of the bill and fully heard both sides, has unhesitatingly approved it.
(4)	The law will protect the public credit of the state by preventing a reckless increase of public indebtedness.(5)	The law will serve to aid the people of all counties in procuring needed legislation to stop reckless expenditures within their own boundaries whenever the occasion for such legislation shall arise, whereas its defeat would be welcomed as a victory for those advocating extravagant increase of public debt.
(6)	There can be no possible objection to enlarging the present Port Commission of three by adding the four prominent and responsible county and city officials above named whose advice and votes will be intelligently given on the important questions arising.
(7)	The proposed law applies only to cases where the port district and the county consist of the same area and serves to eliminate, as far as practicable, the useless distinction between two public corporations that are in fact one, thus avoiding working at cross purposes and duplicating operations to the taxpayers’ loss.
(Signed by)
SENATOR RALPH NICHOLS, 31st District.
SENATOR G. E. STEINER,
3	6 th District.
SENATOR HOWARD TAYLOR,
3	0 th District.
SENATOR JAMES A. GHENT, 34th District.
SENATOR E. B. PALMER,
37th District.
SENATOR LINCOLN DAVIS,
3	5th District.
REP. E. H. GUIE,
37th District.
REP. PRANK H. RENICK, 35th District.
REP. S. A. HULL,
3 6 th District.
REP. ROBERT GRASS, 35th District.
REP. JOHN R. WILSON, 37th District.
The above argument of the waterfront special interests which the Legislators whose names are attached, signed on solicitation, (in some cases even signed by proxy) contains numerous statements which should be answered. If unchallenged, opponents of the Port will treat their assertions as unanswerable. For instance:
First:	The “reckless increase of public indebtedness” had been
voted by the people of King County in way back in March, 1912, nearly a year before the 1913 Legislature, or three years before the 1915 statesmen deliberated (?) at Olympia. In fact $5,000,000 was authorized for the Harbor Island scheme, strenuously urged by the “P.-I.”, the “Times”, and the Chamber of Commerce. The Port Commission blocked this huge private promotion, lopped off $2,000,000 of indebtedness insistently demanded by these interests, and thereby incurred their undying displeasure. The people authorized roundly $6,000,000 for public terminals and $350,000 for public ferries. This Senate bill would “save the people from themselves” by limiting the indebtedness to the improvements now completed, or $5,750,000! The Pacific Coast Company, the Alaska Steamship Company, the Virginia Street Dock & Warehouse Company, Representative Hull with his Maritime Building (warehouse), and probably the N. P. Railroad (which maintains a switching monopoly on the waterfront), with their friends and allies, are exceedingly anxious to prevent the construction of a belt line switching railroad connecting the public terminals; to prevent an additional waterside warehouse for salmon and general storage being erected behind the great Hanford Street public wharf, making it attractive for another New York-Panama-Seattle, or other, Steamship line; or the enlargement of the concrete warehouse at Whatcom Avenue and Stacy Street; and to prevent the provision of public cold storage for Alaska halibut and other fresh fish on the Turning Basin of the East Waterway.
Second:	The assertion that “the public wharves, warehouses,
and other improvements cannot be made self-supporting” was most industriously circulated at Olympia and widely peddled by the Seattle press, when it was known that the great structures were at that time in process of construction, and had had no chance whatever to demonstrate what is now (September, 1915) apparent, that they are the most efficient and busiest terminal facilities in the Pacific Northwest.
No levy was made for their maintenance in 1915 and none will be made in 1916. Most of them will soon be paying the interest on their cost and retiring their annual maturing bonds as well. Long before the 42 years is up they will have paid for themselves by their direct earnings and many times over by the indirect benefits not appearing on ledger pages. The Stacy-Lander Street Terminal is now earning a profit; the Bell Street Terminal within one year from the completion of the warehouse—finished about July 15— will show a splendid profit; Smith’s Cove Terminal will probably
do the same; whether the Hanford Street wharf and the grain elevator—finished July 15—will do likewise depends upon the fair treatment accorded by the railroads and grain exporters, who have notoriously not given the farmers a square deal or made provision heretofore for shipment of Northwest grain at Seattle, favoring other cities; the Spokane Street wharf is still under construction.
The flagrant misrepresentation that the public port facilities were not earning their way, so widely circulated before they were finished or able to do business, is self-convicting.
Third:	The hue and cry against the Port Commission has led
many taxpayers into the belief that the “terrific drain on the taxpayers” in King County is largely due to the development of public waterfront improvements. What are the facts?
Total tax in King County for all purposes, (State,
County, City, schools, etc.)......................$10,774,828.20
Port levy for 1915, interest and retirement of bonds 207,269.50 Loss on operation of Lake Washington and Elliott Bay ferries ..........................................
General administration (including salaries, engineering, and legal expenses) .............................
In other words, Port District Improvements represent only one cent out of each forty cents of taxes. There is no other body in King County which has so fully advised the public of every cent of cost and expenditure, step by step with the progress of its work. The Port Commission believes that the public is entitled to know all about it. Its contracts have been fully advertised, bids opened and recorded in public regular meetings, and the people advised day by day of all happenings so far as the newspapers would publish them.
23.010.00
74.430.00
PORT BUILDINGS—AND OTHER THINGS.
When I look over these many great improvements built upon land, instead of paper, and when I think of the many attempted grafts attempted by many grafters, and my memory harks back to the “Ayers Bunch,” which by the way, was some “classy” outfit, I think that the Port Commission might erect one other small structure; shape it like a tombstone and engrave thereon some Latin words which in English mean: “May they rest in peace.” Photographs of this monument might then appropriately be presented to some of our most honored citizens. They would appreciate even a slight memorial for those thirty “one thousand dollar contributions.”
I	should not joke about the dead, nor shall I, but if he were alive Jacob Furth would laugh with the next one, when I state here that the four brand new one-hundred dollar bills which Mr. Furth turned over to D. H. Gilman toward defeating Ayres’ plans came finally into my hands for printing one hundred thousand circulars against that project. Mr. Gilman and M. J. Carkeek helped me write those circulars and both enjoyed hugely the fact that of all men I was the last Mr. Furth would have called to his assitance in such a matter. Mr. Furth had been double-crossed in the deal and he in turn “put one over.”	H.	C.	PIGOTT.
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By H. C. PIGOTT
The American people are fast learning that the mere form of government will not insure successful operation, and that institutions are successful in proportion to the strength of the men in charge. The Seattle Port District has been singularly fortunate in having for its Commissioners during the critical formative period men who are notably possessed of breadth of view and force of personality.
During the past four years of activity in the public interest, the Port Commission has passed through three phases of experience: first, the period of initial planning of the comprehensive scheme; second, the period of designing and physical construction of the wharves, slips, transit sheds, warehouses, cold storage plants, lumber terminal, grain elevator, etc.; third, the period of commencing active operation of public facilities.
These overlapping periods may be roughly thought of as one year given to problems of planning, two years to cover the leading problems of physical construction of the great engineering works brought into being, and during the past year problems of management of a new going concern has been to the fore.
In the early stages of the Commission’s official career, the questions of where the public terminals should be located, how large each unit should be, whether the substructures should be concrete or of creosoted piling, whether only wharves should be built as in San Francisco or whether a step in advance should be taken to provide waterside warehouses adjacent to the public wharves, how deep slips should be dredged, whether the quay system or projecting piers are more efficient, how much and how expensive handling equipment is necessary for cheap and expeditious handling of freight. The second period of course witnessed the rapid erection of structures with the supervision of same by the field engineer, district engineers, and inspectors of the Commission to insure their completion according to plans and specifications. Having completed the harbor improvements, the Commission, as above stated, is now wrestling with the operating questions, of the charges necessary to attract interior grain, lumber, fruit, and general export commodities to the Port, to invite foreign and coastwise steamship lines to make the city a port of call, and to concentrate the fish business of Alaskan and Puget Sound waters at this point, and correlate rail and water shipments by compelling the railroads to connect up a belt line system for switching efficiency or by constructing and operating a public one.
Naturally a port absolutely free from any waterfront charges whatever would best develop the tributary hinterland and the outre-land across seas a^ well, but is Utopian and impossible. The bonds of the Port District mature each year through a period of 42 years, and revenue must be raised each year to pay the interest on outstanding bonds and those contracted to be retired. This revenue must be obtained from the earnings of the wharves and warehouses or met by items in the tax levy. During the first three, or perhaps five, years of actual operation of the public port utilities the expenses may reasonably be expected to outrun the revenue, the same as in most large private enterprises. This is particularly true when the Port’s properties must meet and overcome the antagonism exhibited toward them by the railroad interests whose waterfront plans have been interefered with, by the steamship lines subsidiary to or interlocked with them, and the private wharves that are generally too short, narrow and cramped to efficiently accommodate the larger type of vessels now engaging in trans-Panama, trans-Pacific, or even Alaska trade.
GENERAL CHITTENDEN.
For nearly three and one half years the President of the Commission was General H. M. Chittenden, who dominated in the solution of engineering questions throughout the important period of location and construction of the public terminals. General Chittenden is a patriotic optimist and an engineer of broad vision and constructive courage. To many citizens it appears providential that Gen. Chittenden, trained from his youth in the service of the United States Government, having a national view of things and uninterested in sectional or local interests, was retired from the United States Army as Brigadier General with an adequate income and left free (through physical handicap) with his great mental energy to serve Seattle just at a time when he was greatly needed. Otherwise without doubt he would have still been serving the national government at Panama, in the Philippines, Alaska or at some other important post of duty and responsibility.
General Chittenden is a national figure and this is well appreciated at home and abroad. “Who’s Who in America” outlines his career as follows:
“Hiram Martin Chittenden, Brigadier General, U. S. A., was born in Western New York October 25, 1858. Son of William F. and Mary Jane (Wheeler) Chittenden; appointed from New York and graduated from U. S. Military Academy in 1884; graduated
from Engineers School of Application 18 87; married Nettie M. Parker of Arcade, N. Y. December 30, 1884. Second Lieutenant Engineers June 15, 1884; First Lieutenant December 31, 1886; Captain October 2, 1895; Lieutenant Colonel Chief Engineers vols. May 9, 1898-February 25, 1899; Major Engineers January 23, 1904; Lieutenant Colonel June 28, 1908; Brigadier General January 25, 1910. Had charge great works in Yellowstone National Park and on Missouri, Ohio, and other western rivers; also of reservoir surveys in arid regions; Chief Engineer 8th Army Corps in Spanish American war, 1898, retired for disability incident to the service February 10, 1910. Member of Federal Commission on Yosemite National Park 1904; Commission of Engineers on Sacramento flood control, Port Commissioner of Port of Seattle September 5, 1911. Contributor to magazines.”
Author:
“Yellowstone National Park, Historical and Descriptive”. . .1895
“Reservoirs in the Arid Regions” .............................1897
“Reservoir System of the Great Lakes” ........................18 9 8
“American Fur Trade of the Far West” .........................1901
“History of Steamboat Navigation on the Missouri River”
“Life of Father De Smet”
“Forests and Reservoirs in their Relation to Stream Flow” 1908 “War and Peace” ...........................................1911
JUDGE REMSBERG.
C. E. Remsberg, the Commissioner from the North District, has been a well known figure throughout the development of the great area north of the Lake Washington ship canal, including the Fremont, University, and Green Lake Districts. The people of the North end who remember the real stress of hard times in the nineties and the sympathy and consideration extended by the “Remsberg
&	Dixon Bank” of Fremont can explain the confidence in “Judge” Remsberg which exists in his home communities. While his friends would not accuse the Judge of being a diplomat, he is noted for his headlong enthusiasms. Like General Chittenden, he is possessed of an unquenchable belief in the great future ahead of the Lake Washington ship canal, which will transform Lake Union into a great busy shipping basin right in the heart of the city. His interest in the University, in schools, and in playgrounds is pronounced and perennial.
Judge Remsberg was born and reared on a farm in the “Hoosier” state. He worked his way through the common schools and entered the University of Indiana, from which he graduated with the degree LL. D. in 1889. As a young lawyer he came direct from his Indiana home to Seattle and engaged in the practice of law, meeting with a pronounced measure of success. He has brought his many years of legal and financial training to the public’s service on the Commission and has been an almost invaluable member of that body.
He organized the Fremont State Bank in 1905, and has remained its president ever since its organization. His bank being a North Endinstitution, as a matter of course, closely identified him with all North End developments. A consistent member, of the Chamber of Commerce for over twenty years was lawyer and banker Rems-berg, but withdrew upon being elected a member of the Port Commission. Though in public life many years Mr. Remsberg never held a salaried public office. He is now serving his second term as a Commissioner of the Port of Seattle.
Bankers or lawyers seldom give their services without compensa-
tion, so Remsberg must be one of the unusual ones, for, like thu other Commissioners he serves without a dollar of compensation.
Judge Remsberg has unquestionably broadened during his four years’ service as Port Commissioner, as have most citizens, on the subject of public port development. In fact the Harbor Island campaign was worth all it cost in the education given the whole community. It has been said that the American people have the continental character and are singularly uninformed on all that pertains to commerce on the seas. They invest in farms and apartment houses and business sites or railroads, never thinking of a ship or foreign trade. Accordingly, waterside wharves and warehouses have been thought of as something belonging to somebody else and not attainable by “ourselves.” That the public port utilities can be built and efficiently managed in the public interest, the Seattle Port Commission has now demonstrated to the people of the Northwest, and many of the selfish interests would be glad to be rid of Judge Remsberg who is no longer impressed with the advantage of leasing public utilities to private interests for private profit. His fight to free the fishermen from the big fish buying monopolists, by providing public berthing, cold storage and an open “city fish market” has been continuous, as has been his demand that the railroads ameliorate a chaotic switching system, which cuts the waterfront into “sub-ports” each served by one railroad and puts an embargo on all others.
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East 674BOB BRIDGES.
Robert Bridges was elected President of the Port Commission January 12, 1915, at a time construction was largely completed and the emphasis passed over to the problems of operation. Mr. Bridges has always been the storm center of the Port Commission. Among his friends he is known as “Battling Bob” and is a last-ditcher for any principle he espouses. He is absolutely fearless, unwavering, and unconquerable. During the career of the Port Commission he has probably been the most “cussed” and discussed man in the state. His enemies are frankly afraid of him, afraid of his memory of much past history wherein the public was exploited; afraid of his disconcerting speed in “fighting the Devil with fire”; afraid of his entire willingness to lay his case before the people. His ownership of rich dairy farms in the White River Valley places him above dependence upon any financial interest or group, farms which himself and wife with their growing family cleared of brush years ago and made satisfyingly productive.
Robert Bridges has been persistently mentioned as a candidate for Governor of the State of Washington and of late as United States Senator. It is believed that the best interests of the city and Port will be attained if he can be persuaded to turn a deaf ear to such importunities and continue to serve in his present capacity as watchdog of the Port.
The Harbor Island scheme broke to pieces on the weather-beaten “Rock of the White River Valley” since which the persistent fight waged on Mr. Bridges by the larger interests (voiced by the Seattle “Post-Intelligencer,” Seattle “Times”, the Chamber of Commerce and the higher degrees of that institution known as the Rainier Club and Country Club, and of course railroads and stea’mships and dock concerns whose self-serving waterfront monopoly has been laid bare to public view by this long-headed Scotchman) has called into use every weapon of siege and assault to endeavor to drive him from public life. Flaring headlines and savage cartoons in the portion of the press which is supported by the advertisements of the big corporations have only served to convince the public of his staunch integrity and fidelity to the common good.
Out of the hundreds of thousands of people massed in cities it rarely happens that a metropolitan newspaper devotes a full page to a farmer in the suburbs. The Seattle “Star”, however, occupied
its whole front page on December 4, 1913 with the following description of “Bridges the Man,” written by Fred L. Boalt:
“BRIDGES, THE MAN!”
A STUBBORN CUSS!
“We’ve Got to Admit He’s Stubborn, but it Runs in the Blood; and
‘Bob" Bridges’ Stubborn Streak, You’ll Remember, Has Stood
Between the City of Seattle and Disaster to Good Advantage;
Here’s His Story; Read it Carefully.”
“Sir William Wallace, the most popular Scottish national hero, was a stubborn man. He started a rebellion against King Edward of England. When he had it going good, all the near progressive nobles and even some of the standpatters joined him. But old Ed sent armies against the Scottish rebels, and when things began to look bilious, the near-progressive and standpat nobles deserted Sir Bill.
“Did Bill quit? Not so as the historians could notice it. Bill fought and fought and fought, and always the common people were with him. For he was as good as brave and as wise as good. But by and by Ed’s army captured Bill, and took him to London, and they impeached him for treason, and killed him horribly. Then they confiscated his estates. The English have been ever a frugal people. That was a long time ago? Sure. Bill lived and fought in the 13th century. But “blood will tell.”
“Nearly 600 years later Robert Bridges, a miner of Ayrshire— the shire of Bobby Burns—- appeared at the entrance to the coal mine where he was employed, leading by the hand his nine-year-old-son, Bob, a sturdy tyke, in brand-new work clothes and hob-nailed brogs.
“ ‘Mornin’, Bob,’ said the mine boss to Bridges the elder. ‘I see ye have the ‘gaffer’ with you this morn’.
“ ‘Aye,’ replied the miner, laughing, ‘He makes us a’ stan’ roon.’
“Now ‘gaffer’ is Scotch for ‘boss’ or ‘master’. Calling the little shaver ‘gaffer’ was the mine boss’ little joke. And ‘Gaffer’ Bridges the boy remained for many years.
“Little Connors, a Norfolk lad, was the littlest and puniest of the ‘drawer-boys’ who pushed the cars of coal from the workings to the cage at the bottom of the shaft.
“Because he was little and sickly, and perhaps weak-livered, one of the miners, a burly brute, found a coward’s pleasure in hurting him.
“One day, when ‘Gaffer’ Bridges was 14, and when all the ‘drawer-boys’ were gathered waiting for the cage to descend, the Connors boy came to them limping and sniveling.
“He told them that the miner had followed him and his little mate along the roadway, cursing them because they did not go fast enough to please him and finally running them down from behind with a loaded car which caught little Connors beenath its wheels, tearing and maiming his legs.
“Just as the tale was finished, the miner himself appeared.
“And ‘Gaffer’ Bridges smote the bully with his ‘snibble,’ a short iron bar used by the boys to check the impetus of the cars on the grades, felling him. He rose and rushed. And he was met by a counter-rush of 30 odd little boys, grimy, pallid, illiterate little devils, who with primitive fury beat him until he was all but dead.
“The bully never worked in the mines again.
“It is interesting to note that ‘Gaffer’ Bridges’ mother was a Wallace, and a direct descendant of that Sir William Wallace who 600 years before was regarded by King Edward as a most stubborn man.
“There was a gas explosion in the mine. Six lives were lost. The mine was old and rambling, having many abandoned workings. The men, going direct from shaft to whatever face they were engaged on, were not familiar with its blazes.
“But the boys knew the mine as rabbits knew their warren, and none knew it better than the ‘gaffer.’
“So it was the ‘gaffer’ whom the superintendent selected to guide the rescue party, and he led it true in Stygian darkness, for no lights could be carried for fear of the after-damp, through miles of abandoned shafts and gangways, a circuitous way.
“And they found the dead and rescued the living. And it took them from 8 of a Friday morning till 10 of a Sunday night.ONE OF THE ELECTRICAL FREIGHT ELEVATORS INSTALLED IN THE WHATCOM AVENUE WAREHOUSE FOR THE
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This company builds and installs all kinds and types of freight and passenger elevators. They now have the order for two more elevators of 3,000 lbs. capacity and speed of 125 feet per minute to be installed in the new Fruit Storage Building for the Port of Seattle. These will be of the same high grade construction as those previously installed. This is a distinct recognition of the high quality of a Washington made product.
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“Little ‘Gaffer’ Bridges and nine other mine boys, less afraid than their elders of the majesty of the law, spoke their minds freely.
“An elderly man in civilian clothes, listening to the hot words of the ‘gaffer,’ said:	‘Lad,	stand	on yon box and tell the crowd what
you have just told us. Or are you afraid?’
“ ‘I am not afraid,’ said the ‘Gaffer.’
“There were mine-owners in the crowd, as well as miners. The gaffer’ told the crowd of his own life—of his father’s long hours, and the mean wage that could not feed 12 moulhs; of his oldest brother, who entered the mine at 7; or himself, who entered the mine at 9; of the little brothers who soon must follow; of the shilling a day; and of how, with all of them working, they still earned not enough to fill their stomachs.
“The strike was settled, satisfactory to both sides, before sundown.
“ ‘Gaffer’ Bridges married a lass of Ayr, and in 1881 came to America, bringing with him his wife and a year-old baby. He worked for a time at Braceville, 111., and later at What Cheer, la.
“At the age of 21 you find him with a wife and family to support, still a miner, and unable to read or write. In 18 89 he came to Black Diamond. A stubborn boy, he was now a stubborn man.— big, loose-jointed, with a face like granite.
“In Black Diamond he saw in a stationery store a case containing envelopes which were examples of how various mail communications should be addressed. ‘We couldn’t do that, Bob,’ said the ‘gaffer’s’ mate. ‘We could learn,’ said the ‘gaffer.’ That same day he bought a slate, a pencil and a first reader, and for six months studied in his home.
“He acquired arithmetic, too. Every night the superintendent wrote on a blackboard the amount of coal, in cars and bushels, each miner had dug that day. At the end of the month the totals were given.
“Every night the ‘gaffer’ scanned the figures after his number, and made a mental note of them. His mate scribbled the same figures on a bit of paper.
“At the end of the month the ‘gaffer’ and his mate compared notes—mental notes and penciled notes—and it was seldom the mental notes were in error.
“ ‘Gaffer’ Bridges came to Seattle in 1887 and opened a tiny store at the foot of Main Street, selling cigars, stationery, fruit and so on. He prospered.
“Today he is well-to-do. He has a wonderful mind, developed in the University of Hard Knocks. He has stored in his mind an amazing amount of technical and business knowledge. He is shrewd, cautious, bold, and square.
“But his grammar is not good. And he is stubborn.
“You haven’t forgotten how he walked to the convention at Ellensburg rather than accept a railroad pass. You haven’t forgotten how he fought single-handed the Ayers Harbor Island swindle.
“Now he’s asking to be re-elected to the Port Commission so that he may give to Seattle his toil, his caution, his boldness, his shrewdness, and his experience—without pay—in order that he may help to complete the ambitious and comprehensive harbor projects already begun.
“Being a stubborn man, he^ll probably win day after tomorrow.
‘Gaffer’ Bridges has a curious ambition. When he is rich enough he is going back to the old country and try to get the Wallace estates out of chancery. 'The crown wants them. But ‘Gaffer’ is a stubborn man.”
Mr. Bridges is fifty-three years of age, married and has a family consisting of wife, six sons, two daughters, and two grandchildren. He was born in Ayreshire, Scotland. Following the occupation of a miner in Scotland, Illinois, Iowa, and in Washington Territory. A resident of King County since 1887. Has been engaged in mercantile business! was appointed and acted as Superintendent of Tunnels under Mayor J. T. Ronald. In 18 96 he was elected Commissioner of Public Lands of the State of Washington, and at the expiration of his term moved from Olympia to his farm in White River Valley. Since when he has been engaged in clearing and improving
his holdings and farming. Elected Commissioner of Drainage District No. 1, six times in succession from its organization to its completion, occupying the position of chairman of the board each term. Was appointed General Superintendent of the improvement of the Duwamish River and held that position until the time of his election as a member of the Port Commission, at the date of its organization, September 5, 1911, and was re-elected in 1913. At present occupies the position of President of the Board.
Gas Fuel Radiators are	used for heating the	offices	of	the	Whatcom Avenue Warehouse of	the Port of Seattle.
In line with the general policy of the Commissioners to reduce fire risks to a minimum and effect savings of fuel and labor special consideration was given to the equipment used for heating the offices of this building, with the result that the Gas Fuel Radiators were installed, and have now been used for one year. This method of heating has proven to be highly efficient and in	every	way	satisfactory.	>	__
A feature of this system given due consideration at the time it was adopted is the automatic control of each radiator by a thermostat which prevents over-heating of rooms and consequently prevents waste of fuel.
We wish to call special attention to the advertisement of the Spokane Grain Company on another page. It certainly is unique. Yet it only fairly represents their standing among those who know them. Honesty and fair dealing seem to be their desire more than the making of mere profit. This firm is composed of men who have respect for others’ welfare as well as their own. May their efforts be as successful financially as their standing is for honesty and fair dealing. They have always stood with and supported those who aimed for better things in civic and business life.
The elevators in the Whatcom Avenue Warehouse were built and installed by the Washington Elevator Company of Seattle. Two of them have a lifting capacity of 8,000 pounds each and one has 12,000 pounds. With their rated load, the cars run at the speed of 50 feet per minute. Each hoisting machine is located at the top of and directly over the hatchway. These machines are of the single screw, back-geared, drum type. They are heavy in all parts and substantially built. Each one is direct-coupled to a 22 0 volt, two phase, 6 0 cycle, 680 rpm., slip ring type alternating current elevator motor. Two motors are of 20 horsepower and one is of 30 horsepower capacity. Each hoisting machine is provided with an alternating current magnet brake of ample capacity for stopping and holding the'-loads. The whole is mounted upon a cast iron bedplate, which is securely bolted to the floor.
The cars are of steel and hardwood construction, specially designed to carry the heavy loads to which they are subjected. They run on finished steel guides and each is provided with a powerful safety grip underneath it to stop its descent in case the cables should break. Each car is provided with side guards, light and annunciator signal with push-button at each floor.
The counter-weights are of cast iron, made in sections and run on finished steel guides. They are of sufficient weight to balance the car and one-third of the load. Part of the counter-weight is on the car and part on the winding drum..
The elevators are operated by hand rope on the cars. The control consists of drum type reversing switch and separate control panel having mounted thereon magnet switches for starting and stopping the motor.
Each elevator is provided with all the necessary safety devices, such as the machine limit stop, slack cable switch, hatch limit switches, car lock for holding the car at the floors while operating same and overload circuit breaker for protecting the motor from excessive rise of current.
One of the many grain elevators for receiving and shipping grain in the new 500,000-bushel Seattle Port Commission Grain Elevator. Entire conveying and transmission equipment furnished by Brinkley Supply Company, Pacific Coast Representatives of The Webster Manufacturing Company. These buckets are spaced on rubber belting and enclosed in sheet steel casings.THE STAFF OF THE BOARD--Auditor’s and Engineer’s Departments
The first Chief Engineer of the Port Commission at the time of its organization was probably better known to Seattle citizens than any of the Commissioners. R. H. Thomson was for nineteen years City Engineer, famous for daring re-grades and development of arterial highways easy for traffic, through hills which the glaciers left a million years ago. The original Port District Act was mainly the work of four men: R. H. Thomson, Capt. A. O. Powell, Scott Calhoun, and C. E. Fowler, and it was the habit of Thomson to dominate wherever placed. Before the expiration of the first year Mr. Thomson resigned to accept the call of the Canadian Government to lay out and construct a great national park known as Strathcona Park, on Vancouver Island, B. C.
With the retirement of Mr. Thompson, George F. Cotterill, who afterward became Mayor of Seattle, and Capt. A. O. Powell, who had been associated with Gen. Chittenden in the Lake Washington ship canal work, were again considered as Chief Engineer. However, Paul P. Whitman', Assistant Engineer on the staff and a pupil and protege of Mr. Thomson and Virgil Bogue, was, after a probationary period of some months, promoted to the coveted position, in which he remained during much of the important period of planning the construction, until September, 1914, when his resignation was accepted and he entered upon private practice. Most of the Commission’s engineering staff was selected by Mr. Whitham, with the approval of course, of Gen. Chittenden.
Baetz, Assistant Engineer in charge of structural design and cold storage; Roy N. Allen, Electrical Engineer; F. N. Claflin, Elevator Designer; Clarence J. Millar, concrete warehouse plans; C. S. Cotton, railroad spurs; Maurice Tibbals, Chief Draftsman, together with other faithful worker^ who facilitated investigation and designing and whose labors have materialized into permanent form for public service.
The District Engineers, H. F. Forsyth at Smith’s Cove Pier, John Wartelle at riell Street Terminal, and G. F. Nicholson at East Waterway Terminals, have rendered loyal and capable service, as also have the inspectors and field men under their directions.
JUDSON R. WEST, Port Engineer.
J. R. West was promoted from the staff on the resignation of Whitham, becoming first Acting and then Chief Engineer. He is conscientious and painstaking in his profession, and a different type from his gifted and daring predecessor. Mr. West was the office engineer in charge of designing under Mr. Whitham and J. E. Shoemaker field engineer in charge of construction. Shoemaker is a young engineer whose energy, rare common sense, and powers of quick observation and calculation have been of peculiar value to the Commission and to the public. To a splendid technical training Mr. Shoemaker brought into service a wide practical experience gained in Cuba, in New York, Colorado, and in city service, here in Seattle.
Most of the employes of the Port to date have been members of the Engineering staff, the Secretary’s, Auditor’s and Attorney’s departments requiring during the construction period but two or three employes each.
The office" and designing and field forces of the Engineering department as a whole have taken especially keen interest in the work, and by their loyal and energetic services have done much to forward the Port Commission’s program of Port improvements. Among the men deserving mention for their technical contribution to the public Port improvements may be mentioned Mr. Beriry
W. S. LINCOLN, Auditor.
The combined and extensive duties of being actual Treasurer, Accountant, Purchasing Agent, and Statistician have been efficiently discharged by Mr. W. S. Lincoln, who was Deputy County Auditor and office chief under Otto Case whom he was slated to succeed as Auditor of King County. He resigned, however, to succeed, C. C. Closson as Assistant Secretary of the new Port Commission, and, became Auditor of the Port when the duties had broadened and Hamilton Higday was selected as Assistant Secretary.
Mr. Lincoln was born in Illinois and came to Seattle in the fall of 1895; has had extensive business experience with Seattle wholesale concerns, in Alaska, and the service of the Pacific Electric Company in Los Angeles. He was a member of the 1st Washington Volunteers in the Philippines during the Spanish-American war. For efficiency and economy in the administration of an important public office he probably has no peer in King County.
PAUL P. AVHITHAM.
Paul P. Whitham was Engineer for the Port of Seattle during those “trying” days when everybody who owned tideflats tried to put things over on the Port. Starting in with a working knowledge gained under such men as R. H. Thomson and Virgil Bogue, he was no stranger to big things when he inherited the mantle of the Port’s first Engineer—R. H. Thomson. He is a young man of marked ability and did good construction work for the Port.The Port Commission’s Whatcom Avenue Fireproof Wa rehouse, Whatcom Avenue Front. Probably the Most Perfectly Appointed Warehouse of its King on the Pacific Coast, Occupies Half an Acre of Ground.
Iwil
Above we Publish a Half-tone of the Stacy-Lander Slip From the East Waterway. It has 213 Feet Between Fender Lines and is 8 00 Feet Long. This is Printed to give the Public a Partial Idea of the Immensity of some of its Holdings.Clip Tills Coupon—It’s
Since 1890, when I first opened my office in Seattle, I have cared for people’s teeth, building up an immense business.
A vast number of King County taxpayers whose money made possible the great work of
The Port Commission
are my patients.
They will tell you my success is due to my doing the BEST WORK for the LEAST MONEY.
I examine you, advise you and give you an estimate on what dental work you need FREE.
Clip the Corner Coupon-—it’s worth TWO DOLLARS— and come to me.
JOHN BROWN, D. D. S.
RIGHT DR. BROWN
The
627 First Ave., Foot of Cherry St. (Over Pioneer Drug Store) Telephone Main 5778.
627 First Avenue, Foot of Cherry Street, Seattle, Washington. Present this Coupon at my office and I will give you credit for TWO DOLLARS on any work you have done.
The Right Dr. Brown.SECRETARY’S AND
LEGAL DEPARTMENTS
HAMILTON HIGDAY, Assistant Secretary and Traffic Manager.
Secretary’s Department:
The Port District Act requires that one of the unsalaried Commissioners shall hold the office of Secretary, and the actual duties discharged by a secretary are performed by an Assistant Secretary.
C. C. Closson was the first Assistant Secretary, a Seattle real estate man, municipal student and writer. Mr. Lincoln succeeded him, and on January 18, 1913 Hamilton Higday, then one of the three Commissioners of the State Industrial Insurance Department, was selected, taking the office February 1, 1913.
Prior to the active operation of wharves and warehouses, the traffic problems were naturally handled at the Secretary’s desk, and also extension work in the line of publicity, including the furnishing of accurate data to periodicals, government agencies, commercial organizations, civic clubs, steamship and railway officials, and port authorities of other cities, including, of course, correspondence conducted with commercial and producers’ organizations throughout the Northwest. After the Conference of Port Authorities of the Pacific Coast held in Seattle, June, 1914, the Commission, responding to considerable public opinion again segregated the duties converging on the Secretary’s office, and a Traffic Manager was employed.
In passing I wanted to pay a tribute to Hamilton Higday, the Assistant Secretary and Traffic Manager. Mr. Higday talks upon almost any subject but “Higday.” In the compilation of the facts published in this book Higday showed a side of himself that I had never seen before. He gave me facts, figures and information as fast and as correct as the best trained newspaperman. There seemed to be absolutely nothing about the plans of the Port upon which he lacked information and first-hand knowledge.
He is quiet, unassuming, forceful, pleasant, and using the language of President Robert Bridges: “He is one of the most competent men I ever met.”
F. R. Hanlon, District Freight Agent of the O.-W. R. & N. Co., a railroad man of large experience, was selected. In January, 1915, the position of Traffic Manager was again merged with that of Assistant Secretary, a piece of legislation over which the Commission itself was sharply divided, and Mr. Hanlon was soon thereafter employed by the Pacific Coast Company as Manager of their Pier “A”, at the foot of Washington Street.
Other persons who have identified themselves with the successful port development in Seattle, in the Secretary’s department include E. J. Forman, now agent of the south terminals, including Whatcom Avenue warehouse, Stacy and Lander wharves, and the public grain elevator; George B. Green, who replaced D. E. Cross as agent of tne Bell Street Terminal, including the wharf, warehouse, and cold stor-
age plant; Messrs. E. L. Fairbanks and W. S. Cahill, agent and assistant agent at Smith’s Cove, efficiently handling much lumber and railroad supplies shipped to Great Britain, Vladivostock, and Alaska, making use of the great bridge crane and locomotive crane.
The great pier which many pessimists pointed out as a piece of public extravagance doomed to rot unused is rapidly becoming well known and popular.
The first employe of the Commission and the “memory” of the organization, is Inez W. Harris, stenographer and custodian of the files.
Legal Department:
The Port Commission has been noted for its absence of litigation and for the wise legal counsel which has piloted it through many stormy waters without wrecking on rocks or shoals. The Commission thereby demonstrated its wisdom in selecting Harold Preston and O. B. Thorgrimson as the official counsel of the organization, after the brief and spectacular career of Scott Calhoun as legal adviser during the Harbor Island controversy.
The general public probably undervalues the importance of train- . ed and experienced legal counsel for its public bodies. For instance, it is not unlikely that the Canal Waterway tract, a piece of property now at low valuation worth $400,000, would have passed into private hands and remained for years a barrier to industrial development in the tide flats had not the legal energy and legislative acumen of Harold Preston obtained it for the Port District. Efficient counsel thus at a single stroke earned for the public they served more than
C. J. FRANCE, Attorney for the Port of Seattle.
the sum total of a great many years’ salary. On April 1, 1915, Preston and Thorgrimson resigned to devote more time to private practice, and C. J. France was the unanimous choice of the Commission, and he now holds the position. Mr. France is very well and favorably known to the business and professional men of Seattle. He was President of the Municipal League and an extremely active worker for the betterment of the Port and the City of Seattle for many years. He is an able lawyer and has that rare faculty among lawyers of ability of assuming that the common people occasionally have rights and property that should be respected by predatory interests, and the legal phases of the Port’s existence are safe in his hands.			
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UNIVERSITY OF WASHINGTON LIBRARIES All overdue materials are subject to fines.
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