Vol. I I No. 2NOVEMBER : 1924

PUBLISHED BY

Port Houston Publishing Co.Houston, Texas, U. S. A.

"WONDER PORT OF THE WORLD"

Booth LineBull LineCompagnie Generale Translantique

(French Line)Compagnie Translantique Beige

(Lloyd Royal Beige Line)Cosulich LineCastle LineDixie LineHamburg-American LineHarrison LineHead LineHolland-American LineHugo Stinnes Line"K" LineLeyland LineLloyd BrazelieroLone Star Steamship CompanyLord LineLuckenbach LineLykes Brothers Steamship Company,

Inc.Larrinaga LineLallier Steamship CompanyMississippi Shipping CompanyMunson LineNavigazione Alta Italia (Creole Line)North German LloydNorton Lilly LineNervion LineOdero LineOzean LinePacific Caribbean &. Gulf LinePinillos LineRipley LineScandinavian American LineBlakely Smith & Co. (Tramps)Sgitcovlch LinesSouthern Steamship CompanySteele Steamship Line, Inc.Strachan Shipping Co.Suzuki LineTampa Interocean Steamship CompanyTexas Transport & Terminal Co.Toyo Kisen KaishaTrosdal Plant & LafontaWard LineWilkens & Biehl

The International-Great NorthernRailroad Co.

The Houston East & West TexasRailway

Houston & Texas Central RailroadThe Missouri-Kansas-Texas

RailwayThe Texas &, New Orleans RailroadThe Galveston, Harrisburg &, San

Antonio RailwaySt. Louis, Bro~vnsville & Mexico

RailwayThe Gulf, Colorado & Santa Fe

RailwayThe Beaumont, Sour Lake &,

Western RailwayThe Trinity & Brazes Valley

RailwaySan Antonio & Aransas Pass

RailwayThe Galveston, Houston & Hender-

son RailroadThe Sugarland RailwayThe Houston Belt &. Terminal

RailwayPort Terminal R. R. Association

(Connecting the Port withAll Railroads)

4"

[]

RECORD OF EXPORTS OF

LOADED ON VESSELS at PORT HOUSTON:

[]

FIRST SEASON(August 1, 1919, to July 31, 1920)

1919-20 . . 69,839 BalesSECOND SEASON

(August 1, 1920, to July 31, 1921)

1920-21 . . 466,185 BalesTHIRD SEASON

(August l, 1921, to July 31, 1922)

1921-22 . . 478,141 BalesFOURTH SEASON

(August 1, 1922, to July 31, 1923)

1922- 23 . . 719,942 BalesFIFTH SEASON

(August 1, 1923, to July 31, 1924)

19.23-24 . 1,065,612 BalesMARITIME COMMITTEE OF THE

aag ll®ar~l el! llr~¢l®Cotton Exchange Bldg. HOUSTON, TEXAS

Your Vesselget at the Bar and Piloted

to the Pod of Houston by

Houston

Pilots

824 KEYSTONE BUILDING

Telephone Preston 2799

HOUSTON, TEXAS

Houston PiMNo. I or No. 2

TEXAS HEADQUARTERS FOR

MILL SUPPLIESMINING SUPPLIESMARINE SUPPLIESOIL WELL SUPPLIESGASOLINE ENGINESSTEAM PLANT SUPPLIESTI NNERS’ SUPPLIESPLUMBERS’ SUPPLIESBLACKSMITHS’ SUPPLIESPAINTS

CONTRACTORS’ SUPPLIESGENERAL HARDWAREBUILDERS’ HARDWAREROOFING MATERIALSGUNS AND AMMUNITIONSTOVES "NAILS & WIREWIRE FENCINGPiPE & FITTINGSCUTLERY

WHOLESALE HARDWAREand SUPPLIES

Ship Chandlery - Marine Supplies

Automotive Equipment - Sporting Goods

Peden Iron & Steel Co.HOUSTON - SAN ANTONIO

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FOREWORD

I N line with the announced policy of the publisher, "PORT HOUSTON" comes to you for November,

1924. This marks the third issue of The Official Organ of The Port Commission and every effort hasbeen made to have it representative in every sense of the word of The Port of Houston. In this issue

you will note a combination of civic interests--The Chamber of Commerce--The Maritime Committee ofThe Cotton Exchange and Board of Trade--The Cotton Exchange and Board of Trade--a combination ofthe warehousing interests of Houston. These combined with the exceptionally interesting text matter anddescriptive pictures and maps give "PORT HOUSTON" an added importance and materially increases th2value of the publication to all concerned.

TABLE OF CONTENTS

PAGE

Administration of The Port ....................................... 5Advantages of the Shipside Warehousing

Facilities of Port ttouston ........................................ 14Chicago Board of Trade Designates ltouston as

Delivery Point ......................................................... 46Cotton Compresses and Warehouses ................. . ....35Cotton Seed Products Through The Port .................. 81Description of The Port ................................................ 5

Geographical.Historical.Public Wharfage Facilities.Private Wharfage Facilities.Bunkering Facilities.

Distances from American Ports to ThePanama Canal ............................................................... 51

For the Cotton Shipper (Sizes of Bales) ...................... 89t Iouston Advantages ........................................................... 87Houston as a Distributing Center (With Maps) ........ 10Houston Chamber of Commerce ................................ 43Houston Cotton Statement for July 31, 1924 ............... 47l]ouston Oil Terminal .......................................................... 65Houston Rail Terminals and Connections (Map) .... 4ttouston’s Railway Facilities ............................................ 39Houston Sets New Record in Cotton .............................. 77

PAGEIndustrial Development .......................................... 65Navigation Schedule ................................................... 24New Wharves Completed ......................................... 93Oil Tank Lines ...................................................... 41Passenger Service at The Port of Houston ................ 13Portable Conveyors in Operation (Picture) ............... 15Privately Owned Facilities ................................... 70Statement of Commerce Through the Port ......... 18Steamship Lines .............................................................. 37Stevedoring Rates ......................................................... 25Tariff, Rules and Regulations of The Port ................ 19Texas City, Texas ..................................................... 59The Big Convention Next May ......................... 55The Fire Boat .............................................................. 83The Plimsol Mark ................................................................ 53The Port Terminal Railway Association( With Maps) The Seaman’s Church Institute ................................ 45The Southern Pacific Builds New Docks at

Houston (Map) ................................................... 30The Story of Rice in Texas .............................. 67The Super Builders ......................................................... 61Tow Boat, Pilotage, Mooring Charges, etc., at

The Port of Houston ................................... 33

I N ORDER that all persons advertising in "PORT HOUSTON" andassisting in its publication through subscriptions may clearly under-stand the status of the publication it is here stated that "PORT

HOUSTON" is designated by The Port Commission as THE OFFICIALORGAN OF THE PORT COMMISSION.

The Port Houston Publishing Company was formed so that a con-tract could be entered into between the Port Commission and a corpora-tion under the terms of which they could be assured that there wouldbe continued publication of "PORT HOUSTON" and that in so pub-lishing this organ certain definite agreements between the publisher andthe Port Commission would be carried out.

Therefore, advertisers and those who assist through subscriptions andin other ways to further the interests of the publication "PORT HOUS-TON" are not subscribing to an enterprise which is wholly private orconcerned entirely with profit but with a publication which has for itsdefinite purpose the promotion of HOUSTON AND ITS PORT.

THE PUBLISHER.

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THE PORT OF HOUSTONADMINISTRATION OF THE PORT

The Port is operated by the Navigation and Canal Commission of five members, serving without pay, who areappointed, two by the City and two by the County Commissioners and the Chairman by the City and County Com-missioners in joint session. These Port Commissioners serve for a period of two years, the terms expiring alternateyears. Under this Board the affairs are handled by the Director of the Port.

The Board controls the commercial activities of the Port and the construction and maintenance of the terminalfacilities, and through co-operation with the Federal Government the constrqction and improvement of the waterway.

The wharves and railroad facilities constructed and operated by the City of Houston in 1915 and 1918 were trans-ferred under a lease agreement to the Port Commission on October 1st, 1922, for a period of 3(1 years, the City tobe paid the net revenue after operation and maintenance charges were deducted from the gross receipts. All further con-struction will be under the direction of the Navigation District.

PORT COMMISSION

R. S. STERLING, Chairman B.C. ALLIN, Director of the Port 11. J. ScorT, Chief ClerkR. M. EARRAR CHARLES CROTTY, Assistant GEO. It. RAEZER, HarbormasterD. S. CA6E E.A. TUCKER, Chief Engineer ]~D. TIERNAN, AssistantR. J. CUMMINS E.T. DAVIS, Asst. Chief Engineer THOS. H. BALL, CounselBEN CAMPBELL H.L. WASHBURN, Auditor

Office--Fifth Floor Courthouse, Houston, Texas.

It is the intention that this book shall be issued twice annually, in May and November. Additional copies may beobtained by communicating with the DIRECTOR OF THE PORT, Court House, ttouston, Texas, or with The PortHouston Publishing Company, S. P. Building, Houston, Texas.

DESCRI PTI ON

The Port of Houston is located in Lat. 29° 45’North and Long. 95° 17’ West. The entrance to thePort is through a tidal channel extending from theGulf of Mexico through jetties between GalvestonIsland and Bolivar Peninsula across Galveston Bay,a distance of 25 miles, thence up the San JacintoRiver through low lying marshes and Shallow bays toLynchburg a distance of 9 miles, then up the historicBuffalo Bayou passing the famous San Jacinto Battle-ground to the Turning Basin at Houston, a furtherdistance of 16 miles, making a total distance of 50miles from the Harbor to the Gulf. From GalvestonBay to the Turning Basin the natural channel hasbeen deepened, widened and straightened and thebanks from 8 to 30 feet in height offer splendid loca-tions for industrial development with rail and waterconnection.

Galveston Bay has a natural depth from 8 to I0feet and the San Jacinto River from Morgans Pointto Lynchburg was originally about 12 to 14 feet witha width of 400 to 800 feet, the shallow bays along thissection are about 2 to 6 feet in depth and cover anarea of about one mile on either side of the channel.The low islands and peninsulas are from 4 to 10feet above mean low tide. From Lynchburg to theTurning Basin, the natural stream had a depth of8 to 16 feet and width of 200 to 400 feet with banksranging from six to 40 feet in height. The harborand turning basin is located at the east end of Houstona distance of four miles in an airline from the Courtl louse. The light draft extension of the channel upthe natural course of Buffalo Bayou extends fromthe harbor to the foot of Main Street with a depthof 8 to 10 feet and a width of 60 to 100 feet.

Additional terminal facilities, both public andprivate have been located at various points along thechannel between the turning basin and Morgans Point,

OF THE PORTa distance of 25 miles and the entire section is suscep-tible to development in a large degree for both ship-ping and industrial purposes. The soil along thechannel is composed of sand and clay, there being norock to make construction work expensive. The Portof Houston being situated within a few miles of theGulf of Mexico in a natural valley with a gradualslope to the north and west and at a point where thegreat transcontinental railroad lines reach east andwest across Texas and out to the Pacific Coast, andextending northward, westward and southwestward ina fan shape to the great agricultural, live stock, min-eral and oil producing centers of the great southwest,is most admirably located from a geographical pointof view for a great industrial center and assemblingpoint for both raw and manufactured articles. Theclimate is most salubrious, the temperature seldomrising above 90°, or below 30°--hence work of allkinds can be carried on through the entire year.

HISTORICAL.The use of the Houston Ship Channel as a water-

way dates back to the early settlement of Texas, sailboats working their way" up the meandering tide waterstream of Buffalo Bayou as early as 1825, this waslater followed in the sixties and seventies by steamboat traffic; a line having been established at one timeby Commodore Chas. Morgan between Houston andNew York using shallow draft side wheel steamers.With the construction of cotton warehouses and com-presses at Houston and the use of large deep draftsteamers to Gulf Ports, a large barge traffic was builtup on the channel handling cotton from the ware-houses to shipside at the Galveston Bar.

By the River and Harbor Act passed by CongressMarch 3rd, 1899, a project for the construction of theHouston Ship Channel to depth of 25 feet was adopted

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WATCH HOUSTON GROW

The growth of shipments in some commodities thru the Port of Houstonis shown below as indicative of the general and steady growth of the Port.

COTTON ...

1919

19201921

1922

1923

45,341 Bales

275,879 Bales455,015 Bales

771,894 Bales1,004,680 Bales

COTTON SEEDPRODUCTS

1919

1920

1921

1922

1923

NoneNone

5,159 Tons20,773 Tons

45,683Tons

1919¯

1920

OIL 1921

1922

1923

130,718 Tons462,398 Tons

1,133,576 Tons

1,582i639 Tons2,606,993 Tons

and construction commenced a few years later. How-ever, progress was rather slow and it was not until1910 when the local interests proposed to share withthe Government half of the cost of the constructionand completion of this 25 foot channel that seriousand determined efforts were made to complete itpromptly. Congress then appropriated ~;1,250,000.00and the Navigation District comprising Harris Coun-ty issued bonds to the same amount and contracts werelet for the entire project. It was completed to fulldepth and width on Sept. 7, 1914.

In 1919 this channel proved inadequate for thetraffic developed and Congress approved the pro-ject on March 2nd of that year for deepening the en-tire channel to 30 feet and widening it from 150 to250 feet across the bay and from 100 to 150 feetfrom Morgan’s Point to the Turning Basin. The localinterests were asked to contribute the sum of ~1,365,-000.00 toward the cost of this work, which was esti-mated at about Four Million Dollars. To September1, 1924, 47 miles of the total of fifty miles have beencompleted to this depth and contracts awarded forthe balance.

With the completion of the channel to 25 feet, termi-nals were constructed at the Turning Basin by theCity of Houston under a Three Million Dollar BondIssue providing 3,649 feet of wharf space with transitsheds and supporting warehouses and sections of Pub2lic Belt Railroad to connect with other lines and servethe Port industries, particularly oil refineries thatwere established upon the banks of the channel, anda large traffic was soon built up. In the movement

of cotton it is worth mentioning that in November,1919, the United States Shipping Board Steamer"Merry Mount" carried the first export cargo of cot-ton consisting of 23,319 bales and since that date themovement of this commodity has increased to such anextent that on April 3rd of 1924, there was loaded onthe Steamship "Ida Z O" of the Odera Line (Italian)the millionth bale for the cotton season beginningAugust I, 1923, and it is confidently expected thatduring the present season of 1924-25 fully one and ahalf million bales will be exported from the Port ofHouston, which now ranks as the second port of theUnited States in cotton exports.

Shipments of various commodities have kept pacewith the movement of cotton especially in the case ofcrude and refined oil, of which a total of 604,979 tonsof fuel, gas and lubricating oils and gasoline were ex-ported during 1923 while 446,280 tons of crude andfuel oil were imported and 1,561,809 tons were movedcoastwise.

There were large shipments of scrap iron, structuralsteel, iron and steel articles, groceries, canned goods,fuel, cotton seed cake and meal, lime and cement,while approximately one million tons of sand andshell are handled locally on the channel. The shipmovements on the channel tell the story in the in-crease of arrivals and departures from 425 in 1920 to1400 in 1923.

Additional public terminal facilities have been con-structed by the City of Houston and by the Naviga-tion District which on October 1, 1922 took over,under a lease agreement with the City of Houston all

(Page six)

the latter’s wharf facilities. The new facilities underconstruction will be completed on or about JanuaryI, 1925. Private enterprises have completed severalwharves and others are under construction, theseprivate facilities such as the Houston Compress Com-pany plant, while primarily for the handling of cot-ton will handle other commodities as well.

There are at present 45 industries located on the mainchannel with an estimated capital investment of overFifty Million Dollars and a daily payroll of aboutTwenty Thousand Dollars. In addition to the abovethere are 22 industries located on the light draft chan-nel above the Turning Basin with an estimated capitalinvestment of some Twelve Million Dollars and adaily payroll of about Five Thousand Dollars.

In order to provide adequate power for these andother industries to come, the Houston Lighting &Power Company has under construction, with the first

WHARFLength Ft.

No. 1 ........................ 647No. 2 ........................ 522No. 3 ........................ 799No. 4 ..................... 777No. 5 ........................ 104Nos. 7 and 8 ........... 800Manchester Wharf.. 500

CoveredBerthing AreaCapacity Sq. Ft.

2 Vessels 62,8751 Vessel 53,5002 Vessels 15,1402 Vessels 60,8271 Vessel2 Vessels 74,1661 Vessel 86,836

201,203277,163831,710

Distribution Warehouse ......................Cotton Concentration Sheds ................

TOTALS ............ 4, 149 11 Vessels

unit near completion, a huge electric power plantwhich will cost approximately Ten Million Dollars.

On July 1, 1924, there was put in operation thePort Terminal Railroad Association to operate all thefacilities of the Public Belt Railroad and connectingtrackage with the main trunk lines entering the Cityand providing for a neutral switching organization tohandle all traffic to and from the Port Terminals andindustries with equal dispatch and without discrimi-nation to all of the 17 railroads reaching the City.This arrangement is proving a very satisfactory solu-tion of the railroad and Port Terminal problem andwith the extension of the Public Belt Railroad andthis service along each side of the channel every in-dustry is guaranteed the maximum of rail and waterservice.

Public Wharfage Facilities.

The activities of the Port center around the harborand turning basin with its public owned wharves, rail-way and port handling equipment. These public fa-cilities are supplemented by a number of privatelyowned wharves along the channel of which a descrip-tion will be made later. The improvement of theharbor was entered into by the City of Houston in 1915

by the construction of several wharves, transit shedsand warehouse, these facilities being financed with aCity bond issue of $3,000,000.00.

WHARF No. 1.--647 feet long, creosoted pile con-struction, containing a concrete warehouse 100x425feet in size, as well as two smaller sheds. Two rail-road tracks reach the ship side; one inclined conveyorfor freight from ship to shed. This wharf is for mis-cellaneous cargo.

WHARF No. 2.--522 feet long, concrete construction,containing open shed 105x483 feet in size. One rail-road track reaches the ship side. This wharf is alsoused for miscellaneous cargo.

WHARF NO. 3.--799 feet long, concrete construction,for open storage and railroad connections. Two tracksreach the ship side. On the east end of this shed thereis a galvanized iron transit shed with approximately15,140 square feet of storage area.

Open Railroad MATERIALArea Car

Sq. Ft. Storage Wharf Shed

26,750 83 Creosoted Pile Concrete23,190 55 Concrete Wood9,349 23 Concrete Wood

27,841 73 Concrete Concrete4,514 8 Wood.

20, 514 32 Wood Wood17,164 30 Concrete Steel.......... 82 Concrete

150 Wood129,322 536

WHARF No. 4.--777 feet long, concrete construction,containing a concrete transit shed 662x100 feet insize. There are three inclined conveyors here fromship to shed. No railroad tracks reach the ship side,but behind the shed are five tracks spanned by atwenty-ton electric traveling crane and two truckingbridges connecting the transit shed with a concretewarehouse 600x400 feet in size, U shape, served withthree railroad tracks between the wings and two onthe east side. A large inclined traveling conveyorwith a capacity of 100 tons per hour has just been in-stalled to carry cargo from ship side to warehouse ina continuous movement. Portable conveyors and astacking machine have also been provided to facili-tate the movement and placing of freight. Thiswharf and warehouse are designed for general mer-chandise.

WHARF NO. 5.--104 feet long and 40 feet wide,but with additional pile clusters, provides a berth foroil tankers to discharge cargo through large pipe linesinto the tanks of the’ Houston Oil Terminal Company,located on the top of the hill at southwest corner ofthe property, where it is distributed by other pipe linesto bunkers and into railroad tank cars, for shipment.

WHARVES 7 AND 8.--120 feet wide, 800 feet long,creosoted pile construction with wood shed, fire wall

Covered Open RailroadWHARF Berthing Area Area Car

Length Ft. Capacity Sq. Ft. Sq. Ft. Storage

No. l0 .................... 600 l Vessel .......... l l8,000 I09No. 11 .................... 530 I Vessel 66,660 29,160 65No. 12 ...................... 530 1 Vessel 65,909 29,260 60No. 13 ...................... 480 1 Vessel 62,176 32,500 57

TOTAL .............. 2140 4 Vessels 194,745 208,920 291

MATERIA.LWharf Shed

Concrete OpenConcrete ConcreteConcrete ConcreteConcrete Concrete

(Page seven)

in middle and along rear, transit shed 94x800 feet,supported in rear by three cotton concentration sheds,650 feet long and 120 feet wide, and the new compressof the Turning Basin Compress Company, which pro-rides__ about 24,600 square feet of storage space.

MANCHESTER WHARF.--This wharf was completedearly in October, 1922, and is of concrete, 500 feetlong and 200 feet wide, with a, steel transit shed480x180, served by three tracks in rear. A belt car-rier house for grain connects the wharf with the Hous-ton Mill and Elevator Company plant, 600 feet inthe rear of wharf, which has a storage capacity of500,000 bushels.

~[AIN STREET WHARF.--573 feet long, designed forbarge and light draft traffic. Located on the upperchannel, seven miles from the Turning Basin anddeep water channel.

WHARF No. 10.--600 feet long, concrete pile andconcrete cross wall construction containing three ship-side tracks and gentry rail tracks with 118,000 squarefeet of open storage unlimited floor load.

WHARF NO. 11.--530 feet long concrete pile andcross wall construction with concrete one story transitshed, roof with loading of 300 pounds per square footdesigned to be floor of second story whenever condi-tions warrant construction.

WHARF No. 12--Same description as Wharf No11.

WHARF No. 13.--480 feet long same description asWharf No. 11.

The above wharves under construction are a partof the present improvement program of the Port Com-mission, the funds having been provided by the FourMillion Dollar bond issue voted December 30, 1922.

With the completion of the wharves now under con-struction there will be available in the Port of Hous-toll 6289 feet of public wharves available for the hand-ling of general commodities.

TOTAL PUBLIC TERMINALS.

Length, 6,289; berthing capacity boats, 15; coveredarea sq. ft., 1,026,455; open area sq. ft., 338,242" rail-

9mroad car storage, 8,/.The new Terminals being completed by the Navi-

gation District have been designed looking far intothe future both as to general arrangements and the

maximum utilization of the water front and as toflexibility of operation and convenience.

From the map on page 4 it will be noted that thewharves of which Nos. 10 to 13 inclusive are nowbeing constructed are longitudinal with the railroadtrackage in the rear.

In the construction of water front facilities, portsusually endeavor to meet three conditions, namely--permanency, economy, and efficiency. Physical con-ditions at various ports are the main determining fac-tor in their ability to construct facilities of real per-manency. At Houston, the nature of the soil hasmade it possible to construct wharves which will lastfor many years and be almost indestructible and ac-cordingly the present wharves are being erected en-tirely of reinforced concrete. Concrete piles up to 55feet in length are being driven upon which are erectedconcrete cross walls at intervals of 20 feet along thewharf extending from the water front back to the con-crete bulk head which is placed 40 feet back of thewharf front.

From the beginning of Wharf No. 10 to the end ofWharf No. 13, a distance of 2240 lineal feet, all thesepiles are being placed along every one of these crosswalls, provision having been made for the foundationto hold building columns for two story concrete wharfsheds, as well as grain carrier towers and gallerywhich would rise some 90 feet above the water. Thefloor of the wharf is entirely of concrete with tworailroad tracks resting on it supported by heavy con-crete beams, the entire tracks being incased in con-crete with only the tops of the rails showing.

These wharves represent the highest type of per-manent construction.

From the standpoint of economy in many casesexpensive construction is in the end the cheapest.Maintenance on a water front is always high due todeterioration of materials in a damp climate, andwood and steel usually suffer the most.

Not only will these wharves be built of concrete butthe buildings as well will be erected entirely of con-crete and tile which will reduce maintenance costs toa minimum. The roads connecting these wharveswith the main highways will be of concrete surfacedwith asphalt and the entire plant will be of such a

ii!

Magnetic Cranes Loading Scrap Iron at Port of Houston.

(Page eight)

standard that maintenance cost through the comingyears will be reduced as much as possible.

Water front development is always costly and thelargest item of expense lies in the foundation. Waterfront space is also very valuable and the efficiency ofany water terminal is directly proportionate to thevolume of business which can be handled over a givenamount of frontage.

The design of this terminal is such, both as togeneral arrangement and to detail, that it can bedeveloped to the highest possible degree.

Along the water front edge of the wharf at inter-vals of 120 feet are manholes opening through thefloor and exposing the fresh water and fuel oil valves,as well as electric power connections. Thus a ship,no matter where it is lying at the wharves will obtainfresh water or fuel oil for bunkers or electric powerin case it is needed, without any shifting or havinghose connections which would interfere with thehandling of cargo in and out of the sheds or the move-ment of railroad cars along the water front tracks.

The two tracks on the front allow the movement oflocomotive cranes as well as cars to receive and delivercargo and provision has also been made for the futureinstallation of gentry crane rails whenever this addi-tional facility is needed.

The wharf sheds will have an approximate widthof 138 feet and length of 470 feet. They will be con-structed entirely of reinforced concrete, the floorbeing of concrete surfaced with asphalt.

The roof will consist of a floor capable of holdinga load of 300 pounds to the square foot and the entirestructure is so designed that at any time it is felt de-sirable a second floor can be built above the first one,and which will connect with the warehouse space inthe rear by the above mentioned bridges or conveyors.In each shed have been left eight openings in theroof which will be utilized as sky lights until suchtime as the second floor is built at which time theywill be put to use for escalators or cargo chutes fortransfer of freight between the first and second floors.Canopies will be erected over every inch of the car-loading platforms and truck delivery platforms inorder that interference from rain may be avoided.

In the location of the offices and sanitary facilitiesin the sheds, careful study has been given to the mostconvenient arrangement which will reduce loss oftime to employees through unnecessary walking orclimbing of stairs.

in the railroad connections consideration has beengiven to two problems--

lst--To separate and keep away from wharf track-age all traffic which is not going actually tothe wharves, and

2nd--A proper arrangement of the wharf trackageitself with a view to flexibility, economy andefficiency in switching.

The map shows a large classification yard capableof holding 4,000 cars which will be the clearinghouse of the Public Belt Railroad and the variouslines serving Houston. The initial unit of this yardhas already been construced. From this classifica-tion 3 ard several lead tracks reach the water front toserve both sides of the channel as well as the newterminals. It will be noted from the map that the

new terminal in itself contains four sets of tracks asfollows:

1.2.3.

Tracks on the apron at shipside.Tracks behind the wharf sheds.Tracks behind the warehouse area whichlies in the rear of the wharves.

4. Tracks serving the grain elevator.

A direct lead from the Classification Yard servesthe wharf and shed tracks so that the only trafficusing these tracks is wharf business to and from thelarge Classification Yard. Springing from anotherpart of the Classification Yard by another separateand distinct set of leads are the tracks serving thewarehouse area, the grain elevatoe and the Public Beltmain line. From this it will be seen that no grain,warehouse, or main line traffic comes anywhere nearthe tracks serving the wharves themselves. Thisprobably would not be of any consequence unless theterminal were fairly crowded, but as we all know, atthe times of movement of grain for export, there is atendency to flood or congest port facilities, and in thearrangement as mentioned there can be no confliction,such as exists in many ports and the terminal can runat full speed both in the export of grain and cottonand with its other miscellaneous business, withoutany additional switching or delay which many timesis accordingly unavoidable.

As to the second consideration, namely, that of theproper arrangement of the wharf tracks, it must beborne in mind that the standard length of a shipberth is five hundred (500) feet, and where freightmoves directly by rail it is customary for the tracksto be on the rear of the shed occupying this fivehundred (500) foot length. A fii’e thousand (5,000)ton cargo would probably arrive in two hundred andfifty (250) freight cars and the shed is necessary forthe purpose of accumulating the cargo in anticipa-tion of the arrival of the ship due to the fact that theboat can be loaded from the wharf more rapidly, asa rule, the cars can be set in at the shed, unloaded,and moved from the tracks. Another necessity ofthe shed is caused by the fact that usually a cargomust be separated and blocked off, either accordingto destination or according to the part of the ship inwhich it is to be placed, and this is almost impossiblewhere the ship is being loaded directly from cars in-stead of having the freight temporarily occupying aresting place in the shed. In this sort of situation weare consequently concerned with the ability speedilyto place two hundred and fifty (250) cars along thefive hundred (500) foot shed, and to have them un-loaded and removed. It is usually satisfactory tohave only a portion of the cargo on the wharf whenthe ship begins to load, the balance being unloadedfrom the cars while the ship is loading what is al-read;/ there.

Naturally, in order to assure speed and efficiency,the tracks on which the cars are placed for the fivehundred (500) feet unit of the shed should reach di-rectly a main line lead without any connection ofinterference with any other wharf units, but for somereason the standard practice of some ports seems tohave been two or three and sometimes more shipsberths served by the same identical house tracks, inmany cases even without cross overs.

(Continued on Page 61)

(Page nine)

Coastwise Service from Philadelphia to Houston.

HOUSTON AS A DISTRIBUTING CENTERBy H. H. HAIYES, Vice Pres. and Gen’l Mgr., t louston Chamber of Commerce.

To make a successful distributing point there mustbe provided transportation and storage facilities of anefficient character. When you say that such a com-bination of conditions does exist, you spell l louston.

Because of the fact that Texas, with its five millionpopulation scattered over an area that i~ larger thanold Germany, old France and the British Isles com-bined, produces an immense surplus of raw materials,which it exchanges for its manufactured necessities,and because of the fact that very largely the manu-factured necessities that it consumes are produced inthe northeastern and central portions of the UnitedStates, transportation facilities that will provide themovement of these manufactured commodities to adistributing point in Texas located conveniently, isone of the prime essentials in making such a point asatisfactory distributing center. In the instance ofHouston, these transportation arteries amply providedlargely by nature, and supplemented by artificial con-struction, enable the inbound movement of thesemanufactured articles to Houston at a transportationcost much less than that of competing communitiesthat have no water transportation facilities.

Enough steamships of an average carrying capacityof five thousand tons each leave the Atlantic coast toeqnal one for every day in the year, loaded with theproducts of manufacturing plants on the eastern sea-board, for distribution in Texas. The average timefor the trip between the Atlantic ports and t louston issix days. From the territory in the middle west em-bracing the States of Ohio, Pennsylvania, Indiana,Illinois and Michigan, there is provided by nature theOhio and the Mississippi Rivers. Artificial means oftransportation supplementing those furnished by na-ture have been added by the Chicago Drainage Canal,the improvement of the various tributaries of theOhio and the Mississippi Rivers, and the constructionof the [ntracoastal Canal from a point on the Missis-sippi River at or near New Orleans to Houston, whichlast named facility connects Houston directly with

more than 6700 miles of inland waterway transporta-tion.

It will be apparent, therefore, that transportationfacilities are ample for getting into Houston themanufactured articles of New England and the mid-dle west on a basis of time and transportation costthat is exceedingly attractive from the standpoint ofthe distributor. As an illustration of the saving onthese water rates available to Houston, we may con-sider steel from the Pittsburgh district to interiorTexas points. Today the cost all rail Pittsburgh toDallas is 9% per cwt, but with the completion of thelntracoastal Canal this same steel may be loaded onbarges at Pittsburgh, may be moved all water toHouston at a cost of not over 25c per cwt, trans-ferred to cars and moved to Dallas from Houston at49c per 100 lbs. for the rail haul, making a throughtransportation cost of 74c per cwt, as against thepresent all rail cost of 9% per cwt, and as this is acombination rate, splitting at Houston, and not athrough rate from Pittsburgh to Dallas, stocks maybe carried at Houston without extra charge and de-liveries made in Dallas or Dallas territory in 48hours, on the 74c basis.

The rapid, regular and frequent steamship servicefrom Atlantic coast ports to Houston via the Gulfroute makes it possible for eastern manufacturershaving warehouses in Houston to enjoy an exceed-ingly low cost for carrying charges because they canreplenish their stocks at Houston from eastern manu-facturers by daily shipments if necessary and are notrequired to carry heavy stocks bearing high interest,storage and insurance charges. They" can quicklysupply the demand from interior Texas by the use ofpackage car service out of l louston, that embraces themovement of 30 package cars every day reaching thefurthermost portions of Texas on regular schedulesvarying from 10 to 60 hours from Houston, as againstthe long, tedious and somewhat uncertain across-the-country’ service from manufacturing points in the far

(Page ten)

east and central west. The heavy movement of exportcommodities southbound from Kansas, Okla., Arkan-sas and Texas to Houston always insures a supply ofempty cars for prompt northbound movement, whileother communities not so favorably situated are fre-quently handicapped by long waits for empty cars.

In addition to the service from New York of theMorgan and Mallory Lines via Galveston and rail toHouston, and the Southern Steamship Company directfrom Philadelphia to Houston, there is occasional ser-vice from Baltimore to Houston; a regular servicefrom Mobile out of the Birmingham district to Hous-ton, and a regular service from the Pacific Coast portsof Portland, Seattle, San Francisco and Los Angelesto Houston, that brings the products of California andthe northwest to Houston on a basis of water trans-portation cost of 40c per cwt on principal commodi-ties, as against a rail transportation cost of $1.05 percwt all rail, which must be paid by interior pointsthat are endeavoring to distribute in competition withHouston. Every distributing point does proportion-ately more business within a radius immediately con-tiguous to it than it does to more distant territory,and in this respect, Houston’s situation is notablyfavorable.

In the 20 years from 1900 to 1920 the growth ofpopulation in Texas was predominant in southeastTexas, central south Texas and the Rio Grande Val-ley, territory more nearly adjacent to Houston. Whiletoday the greatest density of population in Texas isin the central portion of the state, the trend of thegreatest development is towards southeast Texas, theGulf Coast and Rio Grande Valley sections. During.the period of 1910 to 1920 the increase in popula-tion in Central Texas, composed of 35 counties, wasbut 57,536 persons, or a percentage increase of 6.4%,while in the Gulf Coast section,, composed of 25 coun-ties, the increase in population for the same periodwas 313,588 persons, or a percentage increase of54.8%, and.that in the Rio Grande Valley, composedof five counties, the increase is population 1920 over1900 was 53,493 persons, or 155.5%. Almost asmany people moved into the five counties in the RioGrande Valley in that 20 years as moved into theentire 35 counties in Central Texas. For the same

(Page eleven)

period of time, the increase in southeast Texas was185,921 persons, or 48.8%.

There are, of course, cogent reasons for this condi-tion, which reasons may not properly be overlookedby the intending manufacturer or distributor. Thesereasons are largely climatic. In this territory, inwhich the greatest increase in population has occurred,climatic conditions are such that out-of-door endeav-ors may be prosecuted for practically the entire 12months of the year. Frost is a rarity, and agricul-tural pursuits are followed for practically the entireyear. This is not true of the sections farther northwhere frequent frosts interfere for many months withthe productivity of soil. These climatic conditionsare becoming better known. They are attracting morepeople and the resultant increase in agricultural pur-suits, and the greater variety of crops that may beproduced all tend to a greater revenue producingsituation in this section immediately tributary toHouston and a greater increase in its purchasingfmwer.

The manufacturer in the east or the middle westwho desires to carry a stock of his products, but whohas an insufficient quantity to justify the construc-tion of his own warehouse, will find in Houston amplewarehouse space with exceedingly competent men incharge with whom he can make arrangements for thestorage of his commodities, and their prompt distri-bution from Houston on orders that he may receivefrom the interior of the southwest, thus insuring quickdelivery to his customer, and the avoidance of thelong transit time and the high less than carload ratesfrom his point of manufacture. One of such ware-houses is the municipal warehouse, located on thedocks served by mechanical conveyors on the docks,and having a cubic capacity of 80,000 tons of freight.

To the manufacturer in the east or the middle westwhose commodities are handled in such volume as tojustify the construction or rental of an individualwarehouse, there is afforded ample opportunity forthe purchasing of suitable ground space on any oneof the 17 railroads serving Houston at prices that areso remarkably low as to command attention. Not-withstanding the rapid growth of Houston in the lastfour or five years, there has been no inflation of realestate values, such increases as have occurred having

C,F~IM. F5

LIBERTY

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been modest and justified by the demand for space.A belt line circumventing the entire city in its outer-most environments, affords a particularly good oppor-tunity for the location of distributing warehouses.Arrangements are in effect in Houston by which thecarriers sign Bills of Lading for less than carload ship-ments and load cars at the municipal warehouses andother bonded institutions of similar character, thusavoiding the necessity for drayage to local railroadfreight stations. Cars loaded at such warehouses arehauled to destination without transfer.

(Continued on Page 4(~)

(Page twelve)

PROPOSED NEW PASSENGER TERMINAL.

Passenger Service At The Port of Houston

WI T It the completion of the proposed new Pas-senger Terminal at the foot of 75th streetHouston will taken on added importance as apassenger terminal for the Western and South-

western territory which is naturally tributary to the Port.

This building, for which plans are being rapidly com-pleted, is to be built on the present site of Wharf No. 3 andwill be constructed of concrete.

A 400 foot shed will be divided between accommoda~ionsfor freight and for passengers and on the right the struc-ture will be, for the present, two stories high, the secondfloor accommodating passengers and the offices of customsand immigration officials and the necessary executives ofthe Port.

Eventually it is proposed to continue this side to fourstories. The completed structure will be topped by a clocktower six stories high.

Passenger traffic through The Port of Houston has beensteadily increasing. Both the French Line and The OzeanLine now maintain regular schedules to Houston withmonthly sailings and these schedules are supplemented bycombination passenger and freight carriers which call at thisPort frequently.

The First Passenger Motor Ship to enter the Gulf ofMexico on regular passenger run, The Rio Bravo of the OzeanLine, for which Wilkens & Biehl are agents, arrived at thisPort on October 28th and sailed on October 29th.

’7~egular Passenger SchedulesAmong the vessels which maintain the passenger schedules

of The Port of Houston are the "Schleswig Holstein," the"Nord Schleswig," "Nord Friesland," the "Rio Bravo" and"Rio Panuco." These are all of The Ozean Line for whichWilkens & Biehl are agents.

The Compagnie Generale Trans-Atlantique (French Line)commenced operating to Houston in July of this year andhave continued regular sailings on the 12th of each monthusing the vessels, "De La Salle," "Niagra," and others.

The Texas Transport & Terminal Company, Agents forthe French Line in Houston announce through Mr. S. A.Dunlap, local agent, that as the demands of the Port increasetheir service will be amplified to care for all needs.

The Ozean Line operates from Houston to Hamburg andBremen via Mexican Ports and Southampton, England.

"]’he French Line operates from Houston to Havre, re-turning via Spain and the Canary Islands.

(Page thirteen)

Advantages of the Shipside Warehouse Facilities of Port HoustonThere is a considerable portion of the business of

every Port which could best be handled by directdistribution or assembly at the wharf. Much busi-ness in various Ports today is being handled by truckthru congested areas of the Cities between warehousesand the water front with an additional cost necessi-tated thereby which could, with equal facility and lessexpense, be handled from the water front if there wereavailable adequate shipside warehouse facilities.

The Port of I louston has endeavored to providethis need by erecting a very modern reinforced con-crete warehouse, with overhead sprinkler system, backof one of its wharves and also by providing an areaknown as a "warehouse reserve" back of all of thenew wharves which it is constructing.

The natural elevation of the ground in the rear ofthe wharf at Port Houston ranges from 25 to 40 feetabove the water with the result that the ground floorof the warehouses behind would be at an elevation offrom 30 to 40 feet, thus being made easily availableto the wharf by conveyors and trucking bridges pass-ing above the wharf tracks and thence down into thelower floor of the single story wharves or directly intothe second floor of the two-story wharves.

The warehouse already erected is handling consid-erable shipside distribution at the present time. Ap-proximately 5,000 tons of refined sugar is brought byship to this warehouse each month and distributed byrail eliminating the necessity of the sugar beingswitched or drayed to interior warehouses for distribu-tion.

Cargoes of coffee of from 30,000 to 50,000 bags arehandled in the same manner. Thousands of tons ofnewsprint paper and much canned goods from thePacific Coast are likewise accommodated as well ashardware from the Atlantic Seaboard.

A description of this operation may be of interest.In the case of a ship bringing in sacked commodities,portable belt conveyors are placed on the wharf apron

connecting all portions of the wharf opposite theship’s hatches with a main conveyor which connectsthe wharf proper with the warehouse in the rear. Thestevedores, in unloading, lift the cargo out of theship’s hatches with slings--depositing the sling holdon the wharf apron immediately alongside the porta-ble conveyor. Bag by bag the cargo is picked up andlaid on the conveyor after which it is not touched byanyone until it arrives within the warehouse. Toreach here, it travels on the portable conveyor whichhas a width of 40 inches and is of very strong slatconstruction. It is here elevated and passes thru theroof of the shed across five (5) railroad tracks andinto the warehouse, which has a floor elevation of 35feet above the water. Inside the warehouse the bagsare removed from the conveyor and stacked in theirproper location for later shipment.

As illustrative of the speed with which this opera-tion may be conducted, a ship unloaded in March ofthis year a cargo of sugar and, in 39-3/4 workinghours, 5,360 tons of this sugar were handled directlyfrom hatches by conveyor up into the warehouse atan average rate of 135 short tons per hour. On oneday during this operation, in 8 hours, 1,297 tons wereso handled at an average rate of 162 short tons perhour.

The available shipside warehouse space insures ship-pers of proper distribution facilities at all times andavoids the necessity of depending upon wharf spacefor distribution or requiring the trucking across thecity, or to some distant warehouse, of freight whichcould equally well be distributed from the water front.The actual cost of removing the freight from shipsideby conveyor into the warehouse is very small whencompared to the cost of switching or draying andshippers, who have business requiring distribution atthe Gulf Ports to reach the interior territory, can de-rive a maximum service at a minimum expense b2,’making arrangements for the use of the shipside ware-housing facilities of the Port of Houston.

Houston Pilot Boat No. 2. Remodeled from U. S. N. Submarine Chaser.

(Page fourteen)

THE PORT TERMINAL RAILWAY ASSOCIATIONA study of the map of the Port of Houston shown

on page 4 will show that the railroad facilities ofthe Port formerly consisted of trackage belonging tothe Southern Pacific Lines and the International-GreatNorthern Railroad Company together with certainlinks of trackage owned by the City of Houston andknown as the Public Belt Railroad.

It being a recognized principal of proper port de-velopment to have complete rail connections with allrailroad lines entering the community, the Port Com-mission undertook to develop negotiations with thedifferent railroads in Houston with a view to obtain-ing a consolidation of all the Port railroad trackageinto one system whereby all of the trunk lines enter-ing the City would operate to the Port under equalconditions.

With this in view, numerous conferences were heldwith the various railroads which resulted in a contractbeing executed by the Port Commission, the SouthernPacific Lines, the International-Great Northern Rail-road Company, the Gulf Coast Lines, the Gulf, Colo-rado and Santa Fe Railway Company, the Trinityand Brazos Valley Railway Company, the San An-tonio and Aransas Pass Railway Company, the Mis-souri-Kansas-Texas Railway Company and the SugarLand Railway Company whereby there was organizedthe Port Terminal Railroad Association Under thisagreement impartial and unified switching service un-

der a separate and distinct neutral management is ob-tained. Any other railroad or system that may here-after enter theCity of Houston will be permitted to jointhis Association on equal terms with the present mem-bers. The object being to keep the Port open to allrailroads on equal terms.

The Port Commission leased its trackage to thisAssociation and where certain pieces of trackage werenot connected, to complete the system, it obtainedtrackage rights from certain railroads and at the sametime acquired parallel right of way on which thenecessary connecting links could be constructed bythe Port Commission at a later date. The effect ofthis Association is that the Port Railroad tr~,ckage,from an operating standpoint, becomes practically apart of the lines of each Railroad Company enteringHouston and the Tariffs of the different railroadsshow the Port Terminal as such.

The control and management of the affairs of theAssociation is vested in a Board of Control consist-ing of one representative of each of the railroads orsystems and one representative of the Navigation Dis-trict and Canal Commissioners. Mr. E. A. Peden of thePort Commission, is Chairman of the Board of Con-trol. The board holds monthly meetings in the officeof the Port Commission on the fifth floor of the CourtHouse. The board formulated its operating organi:zation and appointed its superintendent and opera-

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(Page sixteen)

tions were begun on July 1st of this year. Mr. W. B.Drake, Superintendent of the Public Belt RailroadCompany was appointed Superintendent of the Asso-ciation.

The Agent of the Association is a joint represen-tative of all the railroads entering Houston and issuesbills of lading for account of all the Member Lines.

All revenue of the Associaion and all expenses in-curred in its maintenance and operation are dividedbetween the different member railroads on a per carbasis and the Port Commission is paid as rental forits tracks, a certain charge per car for every car pass-ing over its rails.

At the present time there are in the tracks operatedby the Association 13.37 miles of main tracks and12.14 miles of side tracks as well as 9.63 miles of yardtracks being a total of 35.14 miles in all.

The map on page 00 indicates the existing and con-templated trackage, and right of way has already beenacquired for contemplated extensions on both sides ofthe Ship Channel.

In the recent election held during July, 1924, therewas voted 9200,000.00 for railroad purposes. Thiswill be spent in extensions to the present facilities be-ing operated by the Associaion. It is expected thatthe proceeds from the bond issue will be availableby the time the Port Book is issued.

It is the purpose to extend when advisable and addto the railroad facilities until both sides of the Chan-nel are served from the Turning Basin down to Lynch-burg.

The member railroads furnish the necessary switchengines, work equipment, etc., required for the Asso-ciation’s operation, each railroad or system providingits pro-rata of such equipment on basis of the, divisionof operating cost. Rental for this equipment is paidthe member roads on current American Railway As-sociation rates.

Each road supplies the Association with the neces-sary cars for revenue loading over its lines.

The working capital necessary for the Associationis supplied by the Member Lines, each road providingits quota on the basis of the division of the Associa-tion’s expenses.

The trackage on the North and South sides of the

Ship Channel are connected under an a3reement withthe Southern Pacific Lines for use of its railroadbridge and tracks over the Buffalo River just west ofthe Turning Basin. Block signals have been installedon this connection giving the Association’s train in-stantaneous use of the bridge and tracks and elimi-nating delays, etc., incident to obtaining ’clearance’,and reduces the time of switching between points onthe North side and the South side of the Channel to aminimum.

Since the beginning of operation there has beenhandled into and out of the Port the following num-ber of cars:

J ULY AUGUST

Line Haul--Inbound loads ............. 3,988 3,411Line Haul--Inbound empties .............. 1,451 1,738Line Haul--Outbound loads ........ 1,210 1,804Line Haul Outbound empties ........ 3,484 2,833

Intra City--Inbound loads ............. 90 291lntra City--Inbound empties .............. 409 539lntra City--Outbound loads ................ 820 1,104lntra City--Outbound empties .......... 77 49

TOTAL .................................................. I 1,538 11,769

The figures for September were not available atthe time the Port Book went to press but indicationsare that cars handled in September will be muchgreater than during July and August on account ofthe fall rush of business. The Port handled over onemillion bales of cotton last year or about one-fourthof the total Texas Cotton crop and indications arethat a larger business will be handled this year. TheAssociation is endeavoring to handle this cotton andother commodities into and out of the Port with dis-patch and to the satisfaction of all concerned.

The main classification yards on the North side ofthe Turning Basin are designed for a capacity of fourthousand (4000) cars and will contain seventy-six(76) tracks when completed, but the present needswill be served by the portion already constructedamounting to about one-fourth of the final yard faci-lities as planned.

The railroads have entered into the Associationwith a spirit of co-operation and as a consequence ofthis excellent spirit the Port Commission feels thatthe shippers and the Port will receive the very best ofservice.

(Page seventeen)

Statement of Commerce Moved ThroughThe Houston Ship Channel

COMPARATIVE STATEMENT

Commercial Statistics-- Pod of HoustonHarris County - llouston Ship Channel Navigation District

OFFICE OF DIRECTOR OF THE PORT

[mports

Exports

Coastwise Inbound .

Coastwise Outbound.

Local Traffic

CALENDAR YEAR 1920 CALENDAR YEAR 1921 CALENDAR YEAR 1922 CALENDAR YEAR 1923

Tons Value

484,915

948,163

221,634

1,514,280

1,646,128

Tons Value

?208,662 $ 3,504,397

215,913 45,092,146

149,375 22,061,296

140,671 2,309,405

495,583 9,333,918

1,210,204 $82,301,162

Tons Value

227,254 $ 3,302,271

318,092 48,827,043

213,509 12,461,775

637,583 9,286,246

1,440,911 5,086,053

2,837,349 $78,963,388

Tons Value

391,517 $ 4,226,148

537,617 96,893,152

234,131 20,871 247

864,662 14,969,073

1,337,708 7,313,280

3,365,635 $144,272,900

$ 6,291,702

148,566,373

27,556,772

28,812,281

15,518,219

TOTALS 4,815,120 $226,745,34~

January to August 31, 1924

Imports ............................. 510,435 Tons

Exports ............................. 719,873 Tons

Coastwise Inbound ...................... 124,207 Tons

Coastwise Outbound ..................... 1,871,101 Tons

$ 5,754,171

55,083,658

26,287,741

28,746,778

3,225,616 Tons $115,872,348

The above total figures include Cotton. The first bale of Cotton was exported fromthe Port of Houston in 1919. Exports from that time up to date are as follows:

Calendar Year 1919 .... 45,341 Bales Calendar Year 1921 .... 455,015 Bales

Calendar Year 1920 .... 275,879 Bales Calendar Year 1922 .... 771,894 Bales

Calendar Year 1923 ...... 1,004,680 Bales

(Page eigbteen)