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About Morning Oregonian. (Portland, Or.) 1861-1937 | View Entire Issue (Jan. 1, 1913)
PUBLIC By G. B. Hegrarrit, Engineer Commission of fubllc Docks. PORTLAND. In keeping with other Pacific Coast ports, is making preparations to enlarge her port facilities, not only for the purpose of caring for the Increased ocean com merce expected as a result of the open ing of the Panama Canal, but nearly in an equal measure for the increase in commerce due to the development and expansion of Its tributary territory. While the opening of the Panama Canal will, to a considerable extent, revolutionize the Coast ocean-carried traffic, it is not thought the change will be very radical or sudden In Its workings, for it must require several Tears to accomplish the readjustment of routes and rates which will affect not only the trans-ocean traffic of the United States, but also a great por tion of that of the other maritime nations of the world. What will ac tually take place can be, of course, only a matter of conjecture at this time. The development will, of neces sity, be gradual to begin with. This is not saying that the Pacific Coast will not reap great benefit from the completion of the canal or that the ports of the Coast should lose sight of the fact that the time to get ready for the great waterway is very short and that much is to be done if they are to secure and hold their share of the business, for it Is known that near ly every maritime nation expects to participate in the increased traffic and is building vessels for this new field to care for the greater business which will move by water. What Is meant is that the enthusi ast, who expects as an immediate re sult a condition it must take several years to establish, is apt to be disap pointed. It must be evident that such a condition cannot be Immediately created for the population of the Coast cannot be at once materially increased, and further development of the area tributary to the port Is necessary be fore actual Increase in production can take place; in other words, such de velopment will follow gradually and must be the result of increase of popu lation and development and not as the sole effect of the opening of the canal. There is, however, one important product that should feel the immediate effect of the opening of the canal, and this product is lumber. This item seems to be subject to immediate expansion due to the fact that already there are a sufficient number of saw mills in existence to permit of the doubling of the lumber output at the expenditure of very little effort and money, and by working these plants to their fullest capacity the output can be still further increased. Another mat ter In connection with export of lum ber is that it will furnish return loads for vessels that arrive with cargoes from the Atlantic seaboard, Kurope and elsewhere, which is "of great import ance as tending to balance the shipping of various Northern ports until devel opment of the Coast can supply return cargoes In a greater degree than Is now possible. The great fruit Industry of the Coast also should be largely benefited through the shipment and distribution by way of the Panama Canal of these products in the world's markets, in the same manner as is the banana trade on the Atlantic Coast. But perhaps the more important and immediate benefits which will result from the opening of the canal will be the establishment of regular and speedy steamihlp service with the Atlantic seaboard, which will have the effect of reducing the cost of transportation and distribution of many commodities now brought across the continent by rail. This would also tend to lower the cost of many of the articles now consumed on the Coast and the raw material used in manufacture. In a similar manner, but perhaps not to so great an extent, will reg ular steamship lines to the Orient and Europe add to the commerce of the port. The effect of the canal should also be seen in the bringing to the Pacific Coast of a desirable class of immi grants to settle on the vacant and un improved lands and supply the demand for farm and other labor so much need ed In the development of the Coast's scarcely-touched resources. To continue its growth and enable It to meet the competition of other Coast ports and secure and retain Its share of the Increased ocean commerce ex pected as a result of the opening of the Panama Canal, and for the increase In commerce due to the development and expansion of its tributary terri tory. It Is important not only that Portland provide adequate and mod ern harbor facilities to care for this traffic and shipping, but, perhaps. In sttll greater measure, that it bend every energy and permit of no delay In ac complishing the c jmpletlon of the port's channel approaches in accordance with the . approved project improvements now under vay. It is well to realize, however, that Portland, with Its strategic position with reference to its "hinterland," fav orable grades of the railroads leading to It and Its many other natural advan tages, has just begun the real fight for its existence as a shipping center; that lta claim as a first-class seaport can be maintained only by the systematic and large expenditure of money and that. In order to provide the facilities accessary to attract the modern that is, the economical carrier, public opin ion must be aroused to the necessity of giving generous support and en couragement to those who are fully aware of the situation and who are en deavoring to bring about tbe conditions which will accomplish the desired re sults. This Includes not only the fur DOCKS BUILT AS PREPARATION FOR PANAMA CANAL First Steps Are Taken in Plan to Provide Most Modern Accommodations for Ships Twenty-Five Miles of Frontage Available for Deep-Sea Vessels nishing of a deep waterway to its docks and adequate harbor facilities for the handling of cargoes, but also the establishment and support of steam ship lines and the means of supplying steamers with fuel of a quality and price obtainable at other competing ports, for It is a well-known fact that, no city, no matter how favorably sit uated and no matter what its natural advantages may be. can depend solely and alone on Its natural . advantages to become a great seaport. It must be prepared to furnish facilities at least equal to those supplied by nearby ports, serving practically the same ter ritory, for the accommodation of its shipping to enable It not only to retain it, but to permit of its expansion as well. If both banks of the Willamette River and if Ross Island, in the upper harbor, and Swan Island, in the lower harbor, be included, the water frontage within the city limits is about 25 miles. Of this about 15 miles is considered as available for deep-water shipping, as the work of providing the necessary depth to the docks on this frontage is excessive neither in the amount of ma terial to be moved nor in its cost. The material to be excavated Is readily handled by suction dredges, as there Is an entire absence of rock and boulders in the harbor. If the lower portion of the river to Its mouth be included, the frontage available for deep-sea vessels becomes 25 miles, so that greatly increased dockage facilities can be readily sup plied when the shipping Interests of the port demand additional berthing space. The frontage mentioned above is based on quay construction which will, naturally, be greatly increased by pier and slip construction, which can be used and Is contemplated on a considerable portion of the port's har bor front. The city has already developed, by private interests, a river frontage over five miles in length which is now used by vessels ranging from the small river boat and coasters up to large ocean-going tramp steamers. This de velopment has taken place in a chan nel which averages in most places over 1000 feet in width. The principal docks for ocean car riers have a depth of from 25 to 35 feet at low water. There are 22 well constructed docks from which about 90 per cent of the deep-water ship ping is done. These docks, varying in length from 300 to 900 feet, are all of the quay type construction. Many of these docks are equipped for. handling freight economically, being supplied with derricks and electrical conveyors, and about 90 per cent of them are con nected with rail transportation. The capacity of the ocean docks vary OREGON TO STAND IN FOREFRONT OF STATES AT PANAMA-PACIFIC EXPOSITION Appropriation of $500,000 to Make Strong Showing at San Francisco. Fair Is Recommended as Sound Investment Building Plans Are Considered. By Julias L. Meier, Chairman Panama-Pacific International Kxposition Commission From Oregon. TWO years and two months hence Oregon must have an open-house home at the Panama-Pacific Inter national Exposition in San Francisco. That house must be one of the most effective structures in the long list ot foreign and state edifices. As the mil lions of people who will pass through the great grounds of the exposition view this structure, they must get a concrete suggestion from it of Oregon, the state of incomparable resources, the future home of a great people. I would have that Oregon structure overlooking the waters of the Golden Gate an eloquent though silent exposi tion of a studendous forest which car ries a manufacturing potential wealth ot $5,000,000,000. It should also repre sent 6,000,000 horsepower ot latent en ergy In tumbling streams, which must soon be harnessed to the greatest elec trical transportation systems of the world, the greatest electrical reduction plants of the world, and the greatest electrlcally-drlven factories that time will ever record. In addition to this suggestion of Industrial wealth, I would have the Oregon home building at San Francisco tell the world that here we have 20.000,000 to 30,000,000 acres ot land which must soon be cultivated; that on this land will soon be found the world's best livestock and the world's dairy yields; that dry farming and Irri gation, coupled with human energy, will soon nmke this land yield cereals, fruit and vegetables which the world will study as highest examples of per fection. If there is any citizen of Oregon who can suggest to the State Commission what type of building will convey these thoughts to the people In most con vincing form, we will be profoundly giateful for the Idea. We want a struc-tu-e and exhibits which will fully and truly depict Oregon. We have so mucn to present such varied resources and wealth, that our problem Is to figure out a building sufficiently broad, ex pressive and accurate Many Oregonlans are set In the pur pose of erecting at San Francisco a structure ot giant fir logs, on the style of the forestry building of Lewis and Clark Exposition. There is a strength and impcesslveness In this type which cannot be denied. It is unique In all architectural orders. Possible only, where Douglas fir reaches perfection, where the mlximum in lumber yield to the acre is found, some of the Commis sion have thought a giant structure of this type would command universal at tention, while conveying in rough form tiie thought of Oregon's superlative THE MORNING OKEGOXIAN. WEDNESDAY, . SKETCH OP PORTLAND'S from 10,000 tons to 30,000 tons, the lat ter being the Spokane, Portland & Se attle Railway dock, and the largest coal bunker has a storage capacity of 15,000 tons. The port has two drydocks. The Port cf Portland, in 1903, built a sectional floating drydock, whloh has a capacity for lifting a ship weighing 10,000 tons. The Oregon Dry Dock Company owns and operates a one-piece floating dock, having a length of 240 feet and dead-weight capacity of 3500 tons. Ad joining this drydock is a large, up-to-date boiler and machine shop and ship building plant. As a result of the pressing need ot BANK CLEARINGS CLIMB. Year by year there has been a steady advance in bank clear ings, as reported by the Portland Clearing - House - Association. From 1900 to the present time every year has shown a substan tial gain over the preceding year, with the exception of 1908, when there was a slight falling off, due to the unsettled condi tions arising all over the coun try In the Fall of 1907. The past year shows a gain of more than $35,000,000 over 1911, and the past three years have recorded clearings far In advance of any previous year. The total clear ings, by years, follow, the 1912 figures Including an estimate for December: - 1900 $106,918,027.48 1904 1S9.051.4U9.92 1905 228,402,712.69 1906 281.170,796.26 1907 350,588,630.97 1908 310,656,512.69 1909 391,028,890.61 1910 517,171,868.97 1911 557,464,84S.17 1912.... 692,000,000.00 giving careful and comprehensive con sideration of the question of harbor facilities, to ascertain the reasons for stationary or declining shipping at one point and the rapid growth of a near by competing port, and the necessity of harbor development on modern lines to be prepared to handle the rapidly-increasing commerce of the country at large, nearly every port of consequence In this country, within the last few years, has made exhaustive studies of the conditions governing the more im portant ports, not only In the United States, but more particularly the great seaports of Europe. In the reports prepared and submitted by the indi viduals or commissions making these PRELIMINARY DRAWING BY natural resources as they now exist In undeveloped sn,te. Other thoughts have been suggested, which the Commission has studied care, fully. W. C. Knighton, State Architect is busy preparing suggestions that oc cur to him. Many officials have been pondering over the subjest all pro foundly Impressed with the fact that Oregon's highest opportunity in adver tising her resources to the world will come with the Panama-Pacific Exposi tion, and that the sta.e must work out a superb structure, unique and alone in Its strength, capable of housing the tens of thousands of Oregonlans who visit the exposition, and sufficiently capacious to extend a good host's cheer to the throngs of visitors who will pass through the structure dally for nine months of the year 1919. A great log structure, more stupen dous in its lines than any other at i ' -'i h 1 ' ' I A II ''II !l'M&;i!imli;ili3liil JU2U I falMrJPM BH" m4w- .lit!1 Mai WM"sl Kf nmmmm mmmmwmmmmmm mm m m m ra m mm - vmm flings p s da i" m ';vrr? FIRST PUBLIC DOCK AS IT WILL investigations, particular attention has been given to the various phases of ownership of commercial dock facllir ties, and to the powers of the manage ment and administration of the most successful ports, those that have shown the greater Increase in business and have kept their developments abreast of actual requirements. The investigations have not taken into account the problem of design and construction of dock facilities, for they are governed largely by local condi tions, but they have been nearly entire ly confined to the question of owner ship and the methods of organization and administration, which have enabled ports with even great physical handi caps keep their place in the front rank of the great ports of the world. The consensus of opinion of these in vestigations seems to lead to the con clusion that public ownership of com mercial dock facilities is the wisest policy and leads to the most satisfac tory results. These Investigations fur ther showed that where one authority controlled the operations of a port the results were most satisfactory and were marked by progress and expan sion of business, ami that the bonding and other financial powers of the port authority should not be mixed with the general finances of the city. Experi ence has shown that such a course would greatly hamper and retard the work. For several years the subject of pub lic docks has occupied the attention of this city, and the question was brought to definite Issue when, in November, 1910, an amendment to the city charter was adopted by the people, creating a department of public docks, with au thority to issue and sell bonds up to $2,500,000. This charter amendment provides that this department shall be administered by a commission consist ing of five members, who shall be ap pointed by the Mayor. The Commission of Public Docks jvas organized in December, 1910, and is now composed of the following mem bers: F. W. Mulkey, chairman; C. B. Moores. Ben Selling, Dan Kellaher and George M. Cornwall, who serve without salary or compensation of any nature. The powers of the commission are laid down on very broad lines. Briefly stated, the specific duties and powers delegated to it by this amendment are: 1. To prepare a comprehensive plan for the reconstruction of the harbor front for the needs of commerce and shipping. The commission may modify such plan from time to time as the re quirements of commerce and shipping and the advance of knowledge and in formation on the subject may suggest 2. To provide for publicly - owned docks of such number and character STATE 1RCHITECT OF OREGON BtTILDING AT PANAMA-PACIFIC FAIR. tempted, may be finally decided upon. If so, Oregon must do the work with a master hand. And into this symbol of the richest forest wealth ever given any commonwealth must be put in ef fective form the suggestion ot the other wealth which in Oregon awaits the developing hand of man. How we can do this is the state's problem, as well as ours. We must have the aid of every man and woman. We have started into this work on the principle of "Oregon First" and that pace must be maintained. We owe it to Cali fornia, which has undertaken the most courageous duty in behalf of the West any community of like population and wealth ever attempted. Oregon is Cali fornia's nearest and most intimate sis ter. We would be unappreciative of heroic energy if we did not stand by the southern state to a man, giving every aid within our power and con JANUARY 1, 1913- I - APPEAR COMPLETED. and on such plans as it may deem feasible and proper. 3. To purchase or acquire by con demnation such lands as may be neces sary for use in construction of any publicly-owned docks or any other struc ture. 4. To have exclusive government and control of the entire waterfror.t of the city not owned by It. 6. To regulate the building, repair ing, etc., of all structures on the city's waterfront 7. To establish, regulate 'and alter dockage, wharfage and other rates on all publicly owned docks. Since its organization the commis sion has proceeded with due caution and deliberation in its work, and has BUILDING EXPENDITURES HEAVY. New buildings erected in Port land within the past three years have involved an expenditure of approximately $55,000,000. In the year Just closed the total outlay represented by building permits Issued is below the remarkably large figures of 1910 and 1911, but this holds true In' nearly all American cities. The more than $15,000,000 for 1912 is considered' an excellent record. The number of permits issued and their value, by years, since 1900 follow: Number. Amount. 1900. 1901. 1902. 1903. 1904. 1905. 1906. 1907. , 1908. 1909. 1910. 1911. 1912. . 392 944,985 . HD . 1,244 . 1,628 , . 1,720 , . 2.318 1,529.143 2.730,660 4.281,056 4,029,225 4,183,368 6,902,032 9.446,982 10,405,151 13,481,380 20,886,202 19,152,370 15,019,647 3,166 3,890 4,849 . 4.739 . 6,523 . 7,687 .10,901 given necessary time to study and preparation, fully realizing that the successful prosecution and completion of this important work it was created to Initiate and carry out depend in a very great measure on getting started right Upon the recommendation of the chairman of the commission, who spent; considerable time on the Atlantic sea board making investigations of various harbors, the commission formulated the policy to be followed In its future work, and engaged a board of consul tation of prominent engineers to pre pare a comprehensive plan for the re construction of the city's harbor front These engineers rendered their re tributing to the work on the sale which California has established by her un precedented pledge of funds. But Oregon owes to herself participa tion in a high-class manner, a duty which is all-powerful when studied as a strict business proposition. Oregon's supreme opportunity will react if not seized at the right moment It Is the tide that must be taken at the flood. The world will have its eyes upon the Pacific' Coast from September, 1913, to the close of 1915. This wealth nature has placed for man will be sought then. No more powerful guide to it can be provided than the exposition. The peo ple of every country and race will go there to see what the Pacific Coast has, what it promises for them in com merce, or as a new home, as a manu facturing center, or as the Bcene for rest and recreation. In proportion to the demonstration made will the Pa 3 ! ' ! 33 J port late In April of this year, and the commission has adopted their recom mendations for the sites and the con struction units which are to be provid ed with the $2,500,000 now available. The commission has taken steps to acquire these sites by process of con demnation and has had plans and spec ifications prepared for the public clocks and their steel sheds, so that every thing is in readiness to proceed with the letting of contracts and commence the construction as soon as the suits now filed to acquire the properties de sired are disposed of. The dock facilities approved by the Commission of Public Docks, which are to be provided with the funds now available, as soon as the sites are ac quired, will include the following: 1. Dock No. 1, west side of the river, between Fourteenth and Seventeenth, east of North Front street, adjoins the Spokane, Portland & Seattle Railway Company's dock on the north. It will have a frontage on the harbor lines of 1013 feet, and Is primarily designed for coastwise and ocean vessels of the largest type, but at the same time pro vision has been made for the conven ient handling of freight from and to river crafts, whose importance is rec ognized as mediums at all docks for the assembling of outbound freight and for the' distribution of cargoes re ceived from ocean ships. For this reason 300 feet of this dock is a two-level dock, the northerly 713 feet being a single level structure. A high level duck of 1310 feet in length Is thus provided for large steamers, yet affording berthing space for one or two river boats. The upper dock has ample space for storage of 7200 tons and the lower level of 2400 tons, so that a total of 9600 tons of freight. If necessary, may be temporarily stored in transit. On the basis of tonnage handled at the average rate of 250 tons per linear foot of dock per annum, the maximum capacity of this dock would be about 250,000 tons per annum. In connection with this dock in stallation, there will be ultimately con structed four fireproof, reinforced con crete warehouses only one will be constructed with the funds now avail able each six stories in height The capacity of the four warehouses Is fig ured at 166,800 tons, and that of ware house No. 2, to be provided now, about 40.000 tons. 2. Dock No. 2 On the east side of the river, between East Washington and East Oak streets and East Water street and the harbor lines. This installation is designed to serve the two Immediate needs of the East Side merchants and shippers; first, a dock at which river boats can con- cific Coast be judged. If Oregon pre sents its worth in a manner that can not be gainsaid, Oregon will get its due percentage of development influ ence. But if Oregon is overshadowed at the exposition, while the other Coast states make superb showings, all we say and claim for Oregon will be con nected with some handicap, some lim itation which the Oregonlans them selves are afraid to reveal. The preliminary work of the Com mission is about finished. With one of the largest excursions ever taken from any state on a similar mission, and led by our Governor, we selected the site for the Oregon building early in the year. This was the first site selected by any state or foreign coun try, and is the choice of the entire area for this class of buildings. We have assured the exposition management that our people are keenly alive to their responsibilities in connection with the exposition work. We have appealed to every district of the entire state, to every man and woman, to stand with the Governor and the commission that directs the finishing work of the Ore gon Commission. We have also been assured of the most striking exhibits, the most representative- and convinc ing groups of products, that has ever been gathered anywhere. At the forthcoming session of the Legislature this month the funds for construction work will have to be pro vided. It is here that the people of the state will fix the scope of their participation, of their work at the ex position and of the influence which the Panama-Pacific Exposition must have on the future of Oregon. Our commis sion has assumed- that this allowance ot funds would be all that was needed to do Oregon's part, with excellence but without waste. That we should have, must have. It Is for the legislators to say what can be properly expended at the exposition, and in deciding this point we have full confidence In their judgment. Washington, our neighbor on the north, is working on a $500,000 basis New York, roost distant from Cali fornia, has already appropriated $700, 000, and is expected to put in much more before her great plan is fully worked out Japan will install a mag nificent building and exhibits. The In sular government of the Philippines has appropriated $200,000 already. The pace set by states and foreign coun tries is fast, and it would be im practical for Oregon to think of a less appropriation than $500,000. Whatever portion of this sum might be needed would be used, but no more. But the state's representatives should have a comfortable latitude, by means of which they could do what is necessary to present the great State of Oregon to the world as one of tbe richest In potential wealth that can be found in all the wor'-' 3 veniently discharge or receive freight: second, wharfage facilities sufficiently ample to permit of loading or unload ing of any ship now entering the har bor of Portland. This dock will have a frontage of 626 feet and will have two levels throughout its entl-e length, with an estimated storage capacity In traustt of about 6000 tons. In the rear of this dock there will be constructed a one-story reinforced concrete warehouse, with a storage capacity of from 10.000 to 20,000 tons of freight, depending on the kind and height to which the- commodities can be tiered. The foundation for this warehouse will be constructed to take five additional stories. Both docks will have ample connec tion with all railroads entering the city, and a proposed public belt line railroad will later connect all public docks on both sides of the river. These docks will be of fireproof con struction, and sheds of steel and the warehouses of reinforced concrete. The docks, as well as the warehouses, will be provided with efficient sprinkler systems, and the entire construction in all Its details designed to comply with the requirements of fire Insurance com panies to insure their lowest rates. 3. Coal dock. Below the city bridges it is proposed to construct with present funds, a coal dock with a storage ca pacity of some 1200 tons, with provi sion made for doubling or trebling the capacity, and four coaling barges, each of 600 tons capacity. With 800 tons that can be stored in cars on the coal dock, the Dock Commission can then keep on hand about 4000 tons of coal at this dock. 4. Minor improvements These in clude the construction of a motor-boat landing at the foot of Stark street floating derrick and other necessary Auxiliaries nf t ha nnrt Under the comprehensive plan pre pared by the board of consultation. It is proposed to continue the port de velopment In successive stages on a schedule based upon the growth of Portland under present conditions, as bonding authority is obtained. As the Commission of Public Docks has not yet made public the proposed sites for future Improvements on the harbor front it is not possible in this article to go into details as to locations, etc.. but the following outline of the additional port facilities contemplated will give' a general idea of the future public docks which the commission hopes to provide. Following the immediate improve ments which will be constructed under the present appropriation of $2,500,000, and extending over a period of years, the plan contemplates an additional ex penditure of about $25,000,000, which sum covers the cost of sites as well as construction, including a public belt line railroad. The expenditure of this amount is expected to provide publio docks and piers, with unloading tracks and warehouses, all united by a publio belt-line railroad to form one corre lated and well-organized terminal port, with berthing facilities of some 32,000 linear feet over six miles of docks and piers. In the comprehensive plan the waterfront Improvements proposed, both for Immediate and future con struction, have been divided between both sides of the river, with a common trans-shipping terminal, ample to meet the needs of the harbor for many years to come. In this plan have been worked out the possibilities for the most improved type of grain service, and a site pro vided for grain elevators where grain brought by railroads is delivered from service tracks. Grain shipments by water, such as undoubtedly will be re ceived when the upper reaches of the Columbia River are improved, will be received in the rear ot the grain ele vators, there picked up by the usual suction pipes and delivered by over head conveyor to the elevator plant Outward shipments of grain after hav ing been cleaned, separated, sorted, etc., in the elevator, will be delivered by belt conveyor to the piers assigned to this class of freight. Provision has also been made for the shipment of lumber from timber areas not on streams or rivers affording log ging transportation to tide water, and a considerable storage area, which may be readily increased, set aside for that purpose. One or two piers adjacent to the lumber-storage area can be utilized in the cargo shipment of such lumber. Another important feature should also be mentioned in connection with these Improvements. A location has been provided for a large coal-handling plant and coal yard, from which direct delivery to large ships is obtained. A space la reserved for ground storage of coal to be subsequently delivered In coal barges for distribution to any point In the harbor. The completed improvements contem plate also a freight assembling, switch ing and storage yard with a capacity of 1500 cars, and the public belt line al- FMu rii f orr.il wilt .nnnutt all t H p public dock and pier unitB in the har- bor with each other and with the trackage and terminal yards of the railroads. In all future Improvements Included in the comprehensive plan, the same class of construction is provided for as outlined for the public docks and ware houses now to be constructed, that is, fireproof construction, with such me chanical freight-handling devices as the service to which the Improvements are assigned may demand. Corn 1 1 Feet 4 Inches High. A stalk of corn measuring 11 feet 4 Inches from roots to the top is the unusual specimen of the product of Douglas County soil on exhibition at the Review office today. The corn was grown in elevated clay soil on F. M. Farns' farm at Edenbower. Roseburg Review,