Vol. 11 NOVEMBER, 1933 No. 2,

The Houston Ship Channel Showing Public Elevator on the Right

"Houston’s "Pioneer Steamship Line"

Direct Sailings Between

PHILADELPHIA, PA. and HOUSTON, TEXASFROM PHILADELPHIA, PA., Pier 46, South Wharves EVERY WEDNESDAY AND SATURDAYFROM HOUSTON, TEXAS, Pier No. 3 ................. EVERY MONDAY AND THURSDAY

Four Sailings Each WeekTwo Northbound and Two Southbound

Seven Fast Steamers Serving Texas and the SouthwestEIGHTEEN YEARS OF TRANSPORTATION ACHIEVEMENT

General Offices: 1360 Broad Street Station Building, Philadelphia, Pa.Address Southern Steamship Co., Offices in BOSTON, BUFFALO, CHICAGO, PITTSBURGH, NEW YORK, DALLAS,

EL PASO, FORT WORTH and SAN ANTONIO, TEXAS

W. M. Vaughn, CA., Dallas; E. M. Sones, CA., Fort Worth; W. A. Bielstein, CA., San Antonio; R. T. Eatman, CA., El Paso

H. T. LINDSEY, GENERAL AGENT, 409 COTTON EXCHANGE BLDG.

HOUSTON, TEXAS

EQUIPPED WITH TWO HIGH DENSITY COMPRESSES

Seventeen Railroads Serve This Plant Through the Public Belt Line Arrangement

C,T~" o~ T U R N I N GB A S IN C O M P R E S S C O, COMPRESS OFFICE701 Cotton Exchange Bldg.

Telephone Preston 0201 HOUSTON, TEXAS Telephone Wayside 4011

November, 1933 H o u s t o n P o R T B o o K 1

~~LYKES SERVICE"Operating Regular Liner Service.. Out of Gulf Ports.. American Flag Steamers

SOUTHERN STATES LINEU. S. MAIL SERVICE--ROUTE No. 57

FROMHOUSTON, NEW ORLEANS, GALVESTON,

CORPUS CHRISTI AND SABINE PORTSTO

BREMEN, HAMBURG, ROTTERDAM, HAVRE,ANTWERP, GHENT. AND OTHER CONT!-NENTAL, BALTIC AND SCANDINAVIAN

PORTS

AMERICAN GULF ORIENT LINEU. S. MAIL SERVICE--ROUTE No. 57

FROMHOUSTON, NEW ORLEANS, GALVESTON,MOBILE AND OTHER U. S. GULF PORTS

TOPORTS IN CHINA, JAPAN AND PHILIPPINES

DIXIE U. K. LINEU. S. MAIL SERVICE---ROUTE No. 57

FROMHOUSTON, NEW ORLEANS, GALVESTON,

CORPUS CHRISTI AND SABINE PORTSTO

LONDON, HULL. NEWCASTLE, LIVERPOOL,MANCHESTER, GLASGOW, BELFAST,

DUBLIN AND OTHER UNITEDKINGDOM AND IRISH PORTS

DIXIE MEDITERRANEAN LINEU. S. MAlL SERVICE---ROUTE No. 57

FROMHOUSTON, NEW ORLEANS, GALVESTON,MOBILE AND OTHER U. S. GULF PORTS

TOGENOA, LEGHORN, NAPLES, VENICE,

TRIESTE AND OTHER MEDITER-RANEAN, ADRIATIC AND

BLACK SEA PORTS

LYKES BROS..RIPLEY STEAMSHIP CO., Inc.(OWNERS)

GULF WEST MEDITERRANEAN LINEU. S. MAIL SERVICE--ROUTE No. 45

FROMIIOUSTON, NEW ORLEANS, GALVESTON,MOBILE AND OTHER U. S. GULFPORTS

TOBARCELONA, VALENCIA, LISBON, OPORTO,

BILBAO AND OTHER SPANISH ANDPORTUGUESE PORTS

TAMPA INTEROCEAN STEAMSHIPCO., Inc.(OWNERS)

LYKES LINEU. S. MAIL SERVICE---ROUTE No. 23

FROMTEXAS PORTS AND LAKE CHARLES, LA.

TOPUERTO RICO, HAITI, DOMINICAN REPUBLIC,

PANAMA, COLOMBIA AND OTHER WESTINDIES AND CENTRAL AMERICAN

PORTS

LYKES BROS. STEAMSHI CO., Inc.(OWNERS)

NEW ORLEANSGENERAL OFFICES

HOUSTON

BEAUMONTTAMPA

CORPUS CHRISTIMEMPHIS

BRANCH OFFICESPORT ARTHURKANSAS CITY

DALLASCHICAGO

GALVESTON

LAKE CHARLESNEW YORK

2 H O U $ t O n P 0 RT B 0 0 K November, 1933

W. R. ZANES & COMPANYCUSTOM HOUSE

HOUSTON

Forwarding AgentsCustoms Attorneys

BROKERS

Marine Insurance DrawbackCollection Agents

With Agents in Principal Foreign Ports

DALLAS

Cargo InspectorsCost Sheets

,6 TWENTY YEARS OF RESPONSIBLE SERVICE"

I NTRACOASTAL TOWING ANDCable Address PETANK

GENERAL HARBORAND

COASTWISE TOWI NG

TELEPHONE PRESTON 2181

TRANSPORTATIONTUG CALL

COMPANY

LIGHTERING AND COASTWISEOIL TOWING A

SPECIALTY

NIGHT WAYSIDE 3416 - LEHIGH 8780 AND 4954

/

MARITIME OIL COMPANYFirst National Bank Building

HOUSTON, TEXAS

Cable Address ROTHOIL

HOUSTON

SHIPS BUNKERSDiesel Fuel Oil

Bunker C Fuel Oil

Dock or Barge Delivery

GALVESTON CORPUS CHRISTI

\

\ /

November, 1933 H o u s t o n P o R T B o o K 3

WHICH CITYMAKES PROFITS FOR YOU?

Obviously, not a city that’s standing still or goingbackward.

Unquestionably, the city that makes money for thosewho locate their plants and businesses in it is the city thatpossesses inherent vitality, favored by location and eco-nomic forces.

HOUSTON IS SUCH A CITY:It was vital from the start. It sprung from a plat on a

map in 183 6. Never has it gone backward. The older itgrows, the greater it grows.

HOUSTON has outdistanced port after port in the racefor supremacy. Starting fifty miles inland at the head ofa man-made Ship Channel, it has in a few short yearsgrown to the third port in the nation in export commerce,and sixth in the total foreign commerce. Most of the oldports rich in tradition are now dimmed by this new staron the marine horizon.

HOUSTON is the world’s largest cotton port and largestspot cotton market.

Converging at Port Houston are oil pipe lines from allparts of the producing territory of the Middle UnitedStates. General offices, refineries, manufacturers of oilindustry products . . . all are in this city that has be-come the Capitol of Oildom.

40 per cent of the entire population of the State ofTexas is in the Houston trade territory.

WE INVITE YOU

to this vital, growing city where commerceand culture are rightly blended for success-ful, balanced living.

O

F. M. LAW, PresidentFirst National Bank

JACOB F. WOLTERS

A. D. SIMPSON, Vice-PresidentNational Bank of Commerce

C. BENDER & SONS1409 Fannin Street

DR. HERBERT T. HAYESMedical Arts Building

MAURICE HIRSCHGulf Building

J. W. COLVINNational Standard Building

LEA, RADFORD &ROBINSON

Second National Bank Building

J. F. SLOAN, Man¢gerMaxwell House Products

Company2017 Preston Avenue

F. W. HEITMANN COMPANY113 Mairi Street

LONE STAR BAG &BAGGING CO.

2410 Commerce Avenue

BINSWANGER & COMPANYof Texas

207 North Main Street

W. F. THURMOND&COMPANY

Shell Building

MASSEY BUSINESS COLLEGE1217 Capitol Avenue

A. F. KATTMANN TENT &AWNING COMPANY

211 Crawford Street

4 H o u s t o n P o R T B o O K November, 1933

Between

HOUSTONMOBILENEW ORLEANS

and

Gulf OfficesHouston, Texas

802 First National Bank Bldg. Phone Preston 5218

Mobile, Ala. New Orleans, La.910 First National Bank Bldg. 301 Board of Trade Bldg.

Phone Jackson 0716 Phone Main 0924

General Office120 Wall Street

New York

w4dequateBANKING FA CILITIES

The services of this modern institution are at yourdisposal when transacting business in or throughPort Houston. It is properly equipped to handleevery phase of the financial requirements of yourbusiness. Make it your banking headquarters atPort Houston. You are assured courteous, satisfac-tory service.

¯ ¯ TRAVEL BUREAU ,

This department, operating with America,tExpress Travel service will ha.ndle all detailin connection with [oreign travel.

The NATIONAL BANK of COMMeRCe"The Bank of Courtesy"

Capital $1,000,000.00 Surplus $2,000.000.00

/ \

MENKWACOMPRESS CO.

~ HOUSTONTEXAS

OWNED AND OPERATED BY

JAPAN COTTON CO.HEADQUARTERS

DALLAS, TEXAS

\ /

November, 1933 Houston PORT BOOK $

CHAS. EIKEL

Ocean Freight Broker

and

Forwarding Agent

.Cessee ~Vlanchester Wharf

HOUSTON

GALVESTON BEAUMONT CORPUS CHRISTI

Westinghouse..service in every port

AT EVERY center of marine ac-

tivity where ships put in for

overhauling or repair, you will find

a Westinghouse expert on steam

and electrical apparatus. In Hous-

ton a complete port inspection

service is rendered from the West-

inghouse service shop at--2315

Commerce St. (Telephones: Day,

Preston 3845 ; night, Lehigh 4442

and Capitol 4744).

WESTINGHOUSE ELECTRIC & MFG. COMPANYHouston Sales Office, 1209 Sterling Building

Telephone: Preston 8161

Warehouse, 2 313-17 Commerce Street

a fortunate advantage

for Houston’s Industries

.:"i

Natural Gas is available to all industries inHouston in practically unlimited quantities.The presence of this efficient, economical fuelin such abundance gives industrialists manyadvantages.

Natural Gas is clean. It entails, no handlingcosts--no storage--no capital tied up in fuelinvestment. It provides easy and accurate con-trol where precise heat regulations are essential.Its flexibility assures satisfactory fulfillmentof every heat requirement.

Our industrial engineers will be glad to furnishcomplete data about the use of Natural Gasin your present or proposed plant.

R. B. CREAGER, Receiver

HOUSTON Gas and FUEL COMPANY

916 Main Street Capitol 511111-N

6 H O U $ t O n P o R T B o o K November, 1933

! The Haden CompanyA Complete Line of

BUILDING MATERIALSHELLSANDGRAVEL

1720 Shepherd Street

HOUSTON, TEXAS

Fairfax 6141

The Haden Lime CompanyManufacturers of

: PIONEER OYSTER SHELL LIME .~: 1720 Shepherd Street -,

HOUSTON, TEXAS

~ II~UU~UM~MN~n~Ba~UU~mJ~nM~H~H~UN~n~n~aM--H~IIm~I*a~UN~mt~Ul--I

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

OIL

I3L^CK GOLD/As far back as 1920 when the American Asso-ciation of Petroleum Geologists co-operating withthe United States Geological Survey, made esti-mates of future oil reserve, the Gulf CoastCountry was emphasized as being one of thegreatest potential reserves within the confinesof the United States.

Within this strip of territory there are 108 oilfields already developed and more than 125 pros-pective fields located by geophysical research.

Texas’ largest city now successfully asserts itsclaim to be the geographical and strategic hubof the newes~ and most outstanding petroleumdevelopment in America. Firms located in Hous-ton and those to follow will have the advantageof personal contact with purchasers of materialof all kinds; plus facilities for economical man-ufacture and distribution; minimum transporta-tion costs and maximum service to consumers.

SOUTH TEXAS COMMERCIALNATIONAL BANK

HOUSTON TEXAS

We wish to particularly stress the great variety ofTexaco lubricants shipped in these vessels. Broadlyclassified they include the following:

TEXACO Motor Oils and Gasoline; TEXACO In-

NUMBER OF PIECES OF MARINE EQUIPMENTTHE

that flies the Texaco house flag amounts to a total of 164 units,manned by over 1,000 men.

dustrial Oils and Greases; TEXACO Kerosenes andFuel Oils; TEXACO Fuels and Lubricants for FarmMachinery, Railroads, Electric Railways, and Air-

planes. And:

TEXACO MARINE LUBRICANTS

ATLANTABOSTON

Being ourselves large users of lubricants and fuels

(on our own vessels--throughout our refineries andpumping stations---on our great fleet of service trucksand automobiles) we ltnow what qualities fuels and

lubricants should possess in order that they may pro-vide the greatest efficiency.

Largely through this knowledge and experience, the

THE TEXAS COMPANYBUTTE DENVERCHICAGO HOUSTONDALLAS LOS ANGELES

Texaco line has developed to the point where we,The Texas Company, can rightly say:

"THERE IS A TEXACO LUBRICANT FOREVERY PURPOSE"

We are always glad to answer any question relatedto the use or application of Texaco lubricants. Pleaseaddress your inquiries to our nearest district office.

Marine Sales DivisionMINNEAPOLIS NORFOLKNEW ORLEANS SEATTLENEW YORK

November, 1933 Houston PORT BOOK 7

, ,The Port Directors Page

The Rail-Water Terminal Problem

E CONOMIC conditions throughout the world have pro-duced a competitive condition at the ports that hasnever been evident before. During and since the World

Wan many large port operations and terminal properties havebeen built, most of them without much thought having beengiven to the way they could be carried when competitive con-ditions became severe.

We are now on a real competitive basis and it is perfectlyevident to any casual observer that the average port facilityof this country is working at far less density of traffic thanit could profitably and economically handle. This is anotherway of saying that there are more port facilities and moreports than there is water-borne traffic to supply each rail-waterterminal with a volume of traffic which would prove to beattractive when handled on remunerative rates. Some of thecompetition for this business is so unfair and is accompaniedby so many factorsof concealed subsidies and preferences andallowances that the average port opertor is unable to acquirefull information on the true conditions.

There are, in general, three classes of terminals involvedin this competitive picture and they are---publicly owned,privately owned and railroad owned terminals, and at the pres-ent time all of the public bodies are meeting the competitionout of tax funds. There may be an isolated exception to thisstatement, but when all things are considered, all public bodiesare forced to meet competition and to do so practically all ofthem are calling on the public for enormous subsidies. Thereare very few private operations that are successful. The writerknows of no industry that is so unattractive for privatecapital at the present time as is the rail-water terminal indus-try. The railroads have followed consistently, for many years,the po!icy of subsidizing the rail-water terminal operationand this has been done in the~ face of so-called regulation bythe Interstate Commerce Commission.

It must be evident to any student of this subject that thiscompetitive condition, which is costing stockholders, shipperson the railroad and taxpayers in the district supporting thesepublic properties, a great deal of money, must have somerelief, and yet the public bodies are exempt, from the presentcodes offered by the NRA and most of them are loath togive up their right to control their own operations, but thecondition of the industry as a whole should be perfectly ap-parent to the governmental bodies at Washington and someactive and constructive effort made to save these propertiesfrom their own folly.

The writer ventures a suggestion, which has been mad~to such control bodies and to all interested parties, that theremust be two things recognized and controlled. The first is thatwherever a rail carrier reaches shipside on Interstate Com-merce Commission controlled rates that this carrier mustmake similar allowances to all such shipside facilities withinits district, which shall be equal for all services performed.This would include equal allowances within a given districtfor wharfage, carloading and unloading, switching, and everyaccessorial service which the carrier performs or expects to beperformed on rail-water terminals engaged in handling im-port, export and coastwise competitive freight.

The second thing that must be done is to compel allshipside facilities operating for hire and competing for theimport, export and coastwise freight, to subscribe to and bebound by a uniform tariff under the control of the InterstateCommerce Commission. This tariff should be based on a re-munerative rate structure and not be such a hybrid as nowgoverns the whole industry. For example, a terminal on theSouth Atlantic Coast receives 20 cents for unloading a baleof cotton at the present time while similar terminals in Texasreceive 4 cents a bale. Such items as this are so discriminatoryas to be ridiculous.

We see an enormous industry exceeding a billion dollarsin this country that today is without the slightest protectionfrom regulation. Freight is moving in tremendous volumesthrough these port gateways and over these three types offacilities on a competitiv~ basis that precludes the possibilityof any one of the three properties collecting a remunerativerate. In one port the railroad is the offender and in anotherport the public dock is the offender and in another port theprivate dock is the offender, and it all depends on the condi-tions at the port, but looking at it from a nation-wide stand-point, there is no industry, in the country so hopelessly grop-ing in the dark and so hopelessly involved in destructivecompetition as is the r~il-water terminal industry at thepresent time.

The writer does not advocate any control on local andprivate terminal tonnage. There is no competiti~ ~ feature in-volved in such tonnage and any private business should beallowed to carry on its terminal business as it sees fit, until itoffers for hire its terminal facilities in competitionj with rail-road, publicly owned and other facilities, and if this is done,the destructive competition now so prevalent will be con-trolled in a safe and sane manner and it is hoped that alladministrators of such properties will insist on such regulationand control.

(

A GOOD SAFE PLACE TO STORE YOUR COTTON

Houston is theWorld’s Leading

otton Port and SpotCotton Market \

The Houston~ompress CompanyI Equipped to Store

land Handle Your

Cotton Quickly

land Economically

~lodern WarehousesLow Insurance

Rates

~Trite or wire HoustonCompress Company,

Houston, Texas,for full particulars.

HOUSTON COMPRESS COMPANYAbove: An aeroplane view o~ theLong Reach plant o/ the Hous-ton Compre.~s Company. Sevenships are docked at the 3500-foot wharf. The turning basino/ the Houston Ship Channel isat the upper left.

"Advertising Houston to the World"

Houstoll

PORT BOOKOfficial Publication of the Houston Port Commission

HOUSTON, TEXAS

VOLUME ELEVEN NOVEMBER, 1933 NUMBER TWO

FOREWORDThrough the co-operation of the shipping and industrial interests of Houston, the Port Commission has been enabled to arrange for

the publication of this book twice annually.

Its purpose is to inform shippers and all others interested in the Port of Houston of its development, charges and other matters ofinterest, and inquiries will at all times be welcome.

Address the Director of the Port, Civil Courts Building, Houston, Texas.

TABLE OF

Page

The Port Director’s Page--The Rail-Water Terminal Probiem. . . 7Map of Turning Basin Showing Location of Public

Wharves and Elevator ............................... 10Directory of Port Officials ................................ 11Administration of the Port .............................. 11Directory of Maritime Interests and Foreign Consulates ........ 12Houston’s Relationship to the Cities of the Great

Southwest--Dallas .................................. 13Load Line and Freeboard on Power Propelled Ships ............ 15Pertinent Facts Concerning Houston’s Unexcelled

Steamship Services .................................. 16Houston Gets New Passenger Terminal ..................... 17The Houston Chamber of Commerce--A Directory ........... 18A Detailed Description of the Port ......................... 19Public Wharves--A Description of ......................... 22Private Wharves--A Description of ....................... 22

CONTENTS

PagePrivately Owned Terminal and Industrial Facilities ............ 23Map---Showing Port of Houston Industrial District .......... 24-25Tariff of the Port of Houston ............................. 26Port Notes--News Item’s About the Port and Its Activities ..... 27Houston’s Pioneer Line Celebrates Eighteenth Anniversary ...... 32Carbon Black--An Article ............................... 37Comparative Standing of Various United States Ports .......... 38Comparative Statement--Including 1930 to October 31, 1933... 38Houston Steamship Service--A Table Showing Steamship

Lines, Ports of Call and Agents or Operators ............. 41Tanker Lines--A Table Showing Tanker Lines, Ports of

Call and Agents or Operator~ ......................... 43Channel Pilotage and Charges ............................. 45Tug Boat Tariff for Houston Ship Channel ................... 45Charges for Mooring and Unmooring Vessels ................. 47Index to Advertisements ................................. 44

Houston PORT BOOKThis book is published in May and November of each year under contract and authority of the Navigation and Canal Commission.

As the official magazine of the Houston Port Commission, this publication is intended to carry authoritative descriptions, noticesand articles in regard to the activities of thei Port Commission and the port development, however the Commissioners cannot be respon-sible in all respects for the contents thereof, or for the opinions of writers to which expression is given.

The publication is distributed free to maritime, transportation and industrial interests in the United States and foreign countries.

Additional copies of this publication may be had upon application to the Director of the Port, Civil Courts Building, Houston,Texas, or to any of the advertisers.

10 H O U S t O n P o R T B 0 0 K November, 19 3 3

November, 1933 H O U S t O r/ P o R T B o o K 11

Directory of Port Officials

Board of Commissioners

R. J. CUMMINS, Vice ChairmanK. E. WOMACK, Commissioner

J. W. EVANS, ChairmanW. A. SHERMAN, Vice ChairmanH. C. COCKBURN, Commissioner

J. RUSSELL WAIT, Director of the PortCHARLES CROTTY, Assistant

EXECUTIVE OFFICERS

J. L. ARCHER, AccountantJ. T. HANWAY, Supt. WharvesGEO. S. COLBY, Supt. Grain Elevator Dept.

OFFICE--FIFTH FLOOR CIVIL COURTS BUILDING, HOUSTON, TEXAS

Telephone Preston 3241

D. A. SIMMONS, CounsdH. L. WASHBURN, Auditor

Port Officials

DIRECTOR OF THE PORT ................ J. RUSSELL WAITExecutive Office: Civil Courts Bldg .... Preston 3241

Residence Telephone Hadley 9457

ASSISTANT ........................... CHARLES CROTTY

Residence Telephone Hadley 7259

SUPERINTENDENT OF WHARVES .......... J. T. HANWAYGeneral Office: Wharf I4 Telephone Wayside 7174

Residence Telephone Hadley 865I

SUPT. GRAIN ELEVATOR DEPT ............ GEO. S. COLBYGeneral Office: Wharf I4 ........... Wayside 7174

HARBOR PATROL OFFICER ............. L. A. McMILLIAN78th Cq Avenue "B". ........ Phone Wayside 1608

FIRE BOAT "PORT HOUSTON"

Phone Preston 2525 Sta. 21

HOUSTON PORT BUREAU. ........ J. Russell, Wait, ManagerOffice: Civil Courts Building

H. S. CRAWFORD, Asst. Manager ...... Preston 3241E. W. BOLDT, Midwest Representative,

Kansas City, Mo.JOHN C. MAYFIELD, Eastern Representative,

10 East 40th Street, New York, N. Y.

Administration of the PortT HE PORT OF HOUSTON is operated by the Navigation and Canal Commission of five members, serving without pay, who are ap-

pointed two by the City and two by County Commissioners and the Chairman by the City and County Commissioners in jointsession. These Port Commissioners serve for a period of two years, the terms expiring alternate years. Under this Board the affairs

are handled by the Director of the Port. The Navigation District includes all of Harris County.

The Board controls the commercial activities of the Port and the construction and maintenance of the terminal facilities, and throughco-operation with the Federal Government the construction and improvement of the waterway.

The wharves and railroad facilities constructed and operated by the City of Houston in 1915 and 1918 were transferred under alease agreement to the Port Commission on October 1st, 1922, for a period of thirty years, the City to be paid the net revenue after opera-tion and maintenance charges were deducted from the gross receipts. All further construction will be under the direction of theNavigation District.

12 Houston PORT BOOK November, 1933

Directory of Maritime Interests andForeign Consulates

For the convenience of those wishing to communicate by telephone withvarious harbor interests the following directory is furnished:

United States Services Foreign ConsulatesENGINEER DEPARTMENT /t ARGENTINE: T. L. Evans, ConsulEngineer O~cials in Charge of the Construction of the Houston Chamber of Commerce Building ............ Preston 5111

Ship Channel: /MAJOR EDWIN H. MARKS BELGIUM: R. C. Patterson, Hun. Consul

Corps of Engineers, Galveston, District Engineer. Tel. 8200 2010 Gulf Building ......................... Capitol 6226

JollN EHRHARDT, U. S. Junior Engineer. / CHILE: Mr. T. L. Evans, Consular Agentin charge of field o~ce, Houston .... Tel. Wayside z583 Chamber of Commerce Building ............ Preston 5111

LIGHTHOUSE DEPARTMENTE. S. LANPHIER, Superintendent, Eighth District, / CHINESE: Tsin Lon Ouang, Consul

U. S. Lighthouse Department, New Orleans, La. 1603 Second National Bank Building ......... Capital 756I

COLLECTOR OF CUSTOMS .................. FRED C. PABST ] COLOMBIAN: Mr. T. L. Evans, Vice ConsulO~ce: Federal Building, Galveston, Texas. Telephone 5254- Chamber of Commerce Building ............ Preston 5111Houston O~ce: Old Federal Building ........ Preston 6724 JCOSTA RICAN: C. A. Miller, ConsulDEPUTY COLLECTOR ...................... G. J. GEYER

O~ce: Old Federal Building ..... Telephone Capitol 7296 408 First National Bank Building ........... Capitol 5811

HARBOR OFFICE: Wharf No. 3...Telephone Wayside 3431~ DOMINICAN: Mr. T. L. Evans, ConsulBAYTOWN OFFICE, Baytown ............ CHARLES R. Fox Chamber of Commerce Building ............ Preston 5111CUSTOM APPRAISER’S STORE ............... H. L. BOWER/WHARF No. 3 ................ Telephone Wayside 2’2971 DENMARK: Edmund Pincoffs, ConsulDEPUTY SHIPPING COMMISSIONER ....... H. G. REINHART 425 Cotton Exchange Building ............. Preston 8191

O~ce: Sea Service Bureau ...... Telephone Wayside 5000SEA SERVICE BUREAU ................. J. B. CARSKADON I ECUADOR: T. L. Evans, Vice ConsulChamber of Commerce Building ............ Preston 511 I

O~ce: 1214 75th Street ....... Telephone Wayside 5000PUBLIC HEALTH SERVICE ................ DR. S. H. MOORE/FRENCH: G. P. F. ]ouine, Consul

O~ce: Medical Arts Building ...... Telephone Fairfax 5232 1926 Shell Building ...................... Preston 5600

WEATHER BUREAU ...................... C. E. NORQUESTJ GUATEMALAN: Mr. T. L. Evans, ConsulO~ce: Shell Building ............ Telephone Capitol 6919 Chamber of Commerce Building ............ Preston 5II 1

DEPARTMENT OF COMMERCE j HAITI: Mr. T. L. Evans, ConsulBureau of Foreign and Domestic Commerce, Ernest L. Tutt,

District Manager, Chamber of Commerce Building.Chamber of Commerce Building ............ Preston 5111

Capitol 6271 a/ HONDURAS: Win. Scheel Collier, Hun. ConsulIMMIGRATION SERVICE ............. EOCENE R. DILWORTH 1802 Hutchins Street

Inspector in Charge/401 Federal Building ...................... Preston 2426j ITALIAN: Dr. P. H. Scardino, Hun. Consul

611-12 Sterling Building .................. Capital 0751DEPARTMENT OF AGRICULTURE /BUREAU OF ANIMAL HUSBANDRY .... DR. C. H. HORCHER MEXICAN: Manuel Tello, Consul

311 Federal Building ........... Telephone Fairfax 3000 212 Marine Bant~ Building .................. Fairfax 1700PLANT QUARANTINE & CONTROL ADMR.

/NICARAGUE" Mr. T. L. Evans, ConsulH. C. MILLENDER, Inspector in charge.O~ce: Wharf 3 .............. Telephone Wayside 3435 Chamber of Commerce Building ........... Preston 51I !

-/ NORWAY: Newton Rayzor, Consul

MiscellaneousHOUSTON PILOTS, Marine Banl~ Bldg... Telephone Capitol 1424

HOUSTON MARITIME COMMITTEE OF THE COTTONEXCHANGE AND BOARD OF TRADEW. C. HUNT, Chairman F.R. DALZELL, Secretary

Cotton Exchange Building, Preston 5517MARINE SURVEYOR .......................... C. B. YULE

501 Cotton Exchange Building, Capital 7324SEAMEN’S CHURCH INSTITUTE, U. L. Taylor, Manager

7 Hh and Beaumont ............. Telephone Wayside 0391

Cotton Exchange Building ................. Preston 7571

PANAMA: Leopoldo Castellanos, Consul1713 Hussion Street ....................... Fairfax 7528

PERU: Leopoldo Castellanos, Consul1713 Hussion Street ....................... Fair fax 7528

SALVADOR: Mr. T. L. Evans, ConsulChamber of Commerce Building .......... Preston 5111

VENEZUELAN: F. Galvan, Consul302 Cotton Exchange Building ............. Preston 7211

November, 1933 H O 11 S t O ~/ P O R T B o o K 13

Houston’s Relationship to the Cities ofthe Great Southwest

DALLAS, TEXAS

By CLYDE V. WALLISManager of Industrial Department, Dallas Chamber of Commerce

The second of a series of articles showing Houston’s relationship to other cities of the Great Southwest. Some other city ~vill be coveredin the next issue of the Houston Port Book.

H OUSTON, leading Texas Gulf port, and Dallas, leading dis-tributing center of the Southwest, each with its ownpecular advantages and qualifications, combine to give the

Southwest excellent and economical distribution, particularly ongoods originating in Seahoard territory. In but few of their func-tions as commercial centers do they conflict, as both have theirgeographic advantages that mark them for leadership in their re-spective fields. Thus working together, each supplementing theservices of the other, they have grown to national recognition asthe two great cites of the Southwest.

Dallas, as a distributing center, ranks thirteenth in the list ofAmerican cities. Its wholesale houses do an annual volume of busi-ness in excess of $800,000,000, or more than, the second and thirdcities in the Southwest combined. Much of this merchandise origi-nates in factories on the Atlantic Seaboard, moves by water to GulfPorts, thence by rail to Dallas for warehousing and distribution toTexas, Oklahoma, Arkansas and Louisiana.

In addition to its own wholesale houses, jobbers and distribu-tors, Dallas has more than 2,500 branches of sectional or nationalconcerns that maintain their principal headquarters for the South-west in Dallas because of its central and stragetic location for distri-bution. Many of these concerns have their own warehouses in Dallas,and hundreds use the facilties of public warehouse companies forreceiving and storing carlots of merchandise and the distribution ofthis merchandise to a wide area in less-than-carload shipments. Agreat deal of this merchandise comes from the Middle West andthe Great Lakes districts, moving, naturally, to Dallas in carlots byrail where it is stored and from which it is distributed. A tremen-dous volume, however, also comes from the Atlantic Seaboard andfrom Pacific Coast points, moving to Houston by water and toDallas by rail for warehousing and distribution.

While it is one of the great distributing centers of the country,Dallas is likewise an important manufacturing center, and in recentyears it has experienced tremendous growth in the number and out-

TRINITY RIVER VIADUCT. INDUSTRIAL DISTRICT AND DALLAS SKYLINEP/oolo By Lloyd M. Long, Dallas

14 Houston PORT BOOK November, 1933

GENERAL VIEW OF DALLAS CENTRAL BUSINESS DISTRICTPhoto By Lloyd M. Long, Dallas

put of its factories. Particularly remarkable has been its growth inthe production of clothing, millinery, hosiery and similar items.Dallas now ranks second in the United States in the manufactureof wash dresses, third in the manufacture of millinery, and fifthas a wholesale drygoods and apparel market.

Dallas factories in these lines bring in most of their raw ma-terials from mills in New England, the Eastern States and foreigncountries. These materials, particularly piece goods, come by waterto Texas Gulf ports, and are transported by rail to Dallas for con-version into wearing apparel of all kinds.

Many of Dallas’ plants do a nation-wide business and some shiptheir products to all parts of the world. Here again there is a directtie-up with Houston, Dallas goods going to the Eastern States andto the Pacific Coast, moving by rail to Houston, thence by waterto destination. On foreign exports, of course, Houston is the clear-ance port for most of the goods originating in Dallas plants, such ascotton gin machinery going to all parts of the world where cottonis grown; oil field equipment, likewise finding market whereveroil is produced; harness and saddlery, going to many foreign mar-kets, particularly the Latin American countries; flour mill products,vegetable shortening compounds, gravity separating machinery, andnumerous other products.

Dallas, leading spot cotton market of the world, shipping mil-lions of bales each year to the principal textile manufacturingcountries, gives a tremendous cotton tonnage to Houston and otherTexas Gulf ports. Grain dealers likewise find the logical route fortheir export grain though Houton’s facilities.

Thus Dallas, as the leading distributing center of the South-west, by reason of its central location with respect to density ofpopulation and buying power, and its geographic location makingfor low-cost distribution to all parts of the Southwest, plus its ever-

increasing importance as a manufacturing center, shipping manyof its products to foreign markets and bringing many of its rawmaterials in from other lands and from the Atlantic Seaboard, is thebest customer in the entire Southwest of the Port of Houston.Dallas probably clears more inbound and outbound tonnage throughthe Houston port facilities than any other three cities in theSouthwest.

Because of this close commercial relationship, because each isa necessary adjunct to the other’s continued growth and develop-ment, strong ties have grown up between the two cities, cordialrelations exist between them, and in all important matters relatingto the economic and industrial development of the Southwest theymay always be found working together to bring about thatdevelopment.

SHIPMENT OF AUTOMOBILES ARRIVING AT HOUSTON

November, 1933 Houston PORT BOOK 15

Load Line and Freeboard onPower Propelled Ships

THhEe LOAD LINE is the line on the side of a ship to indicatelimit of loading when going into the open sea. It is the

"=’line made by the water surface on the hull of a vessel when itis properly loaded.

The marking consists of a disc or circle 12 inches in diameterand a horizontal line one inch in width, the upper edge of whichpasses through the center of the disc or circle.

The distance between the center of the disc and the edge ofthe uppermost continuous deck of an ordinary ship at the middleof its length is termed the Freeboard.

The center of the disc indicates the Freeboard for the summerseason operation in salt water.

The large letters to the left and right of the circle indicatethe committee, bureau or authority for the location of the mark.L and R indicate that the Committee of Lloyd’s Register assignedthe mark and fixed the freeboard.

B and T indicate that the mark was assigned by the BritishBoard of Trade surveyors.

A and B indicate that the mark was fixed and assigned by theAmer(~an Bureau of Shipping.

, Herewith reproduced is photograph of these marks on a vesselrecently in the Port of Houston. It was taken to illustrate thisarticle because so many inquiries are received about this mark asto prompt this descriptive article.

The letters A and B indicate that the mark was assigned bythe American Bureau of Shipping. The circla is 12 inches, outsidediameter, the straight line is 18 inches long and its upper edgecoincides with the center of the circle.

To the left of the circle appears the scale indicating theseveral lines to which the vessel may be loaded for the various con-ditions it may operate under.

It will be noticed that the top of the line S is exactly in linewith the center of the circle and the top of the line AB. This isthe freeboard and permissable load line for the bow operating in saltwater in Summer.

Below this line S appears the line designated by W. This is theload line of the bow for salt water in Winter. A line not shown issomtimes placed further below W and is WNA. It is the load linefor the vessel operating in the Winter North Atlantic.

Above S appears the line T. This is the Tropical load line. Itmarks the depth of loading permissable for voyages in fine weatherto tropic zones.

Opposite T appears F. This is the Fresh Water line and marksthe depth to which the vessel may be loaded in fresh water. Toallow for the rise of the ship when passing from fresh to salt water,the permissable additional depth of loading is determined by thisline.

Above the fresh water line appears the line TF. This line isthe depth to which the vessel may be loaded in Tropical (warm)Fresh water.

To the right of the circle appears the scale reversed in posi-tion. This scale, it will be noticed, is placed somewhat higher. Itis obvious that if a vessel was loaded to these lines it would befloating deeper in the water.

These lines or~ the right hand scale are all marked the sameas the left hand, but with the addition of the letter L. This Lstands for Lumber and indicates that the vessel may be loaded

"PLIMSOLL MARK" ON SIDE OF CARGO SHIP

heavier with lumber and operated at a deeper draft and lessfreeboard.

These marks are called the Plimsoll Marks, or Plimsoll Lines,after Samuel Plimsoll.

Samuel Plimsoll, the sailors’ friend, was born in Bristol onFebruary 10, 1824. In his 17th year hd became clerk ina Sheffieldbrewery, and rose to a position of trust in the firm. In 1854 hestarted business on his own account, in the coal trade, in London.Shortly afterwards he began to interest himself in the sailors of themercantile marine, and the dangers to which they were exposed. Heaccumulated a mass of facts proving that the gravest evils resultedfrom the willful employment of unseaworthy ships, from over-loading them, and undermanning them, from bad stowage and fromoverinsurance; unscrupulous owners insured rotten or "coffin" shipsat a value greatly exceeding their real value, and sent them to sea,hoping they would founder, by which means they would make big-ger profits than they could make by legitimate carrying of mer-chandise. Failure to induce parliament to take legislative steps toput an end to these evils, Mr. Plimsoll himself entered parliament,for Derby, in 1868; but it was not until he had published "Our Sea-men" (1873) and had made an appeal to the general public thathe succeeded in getting passed the Merchant Shipping Act in 1876to supersede temporary measures passed during three preceedingsessions. By this act the Board of Trade was empowered to detail,either for survey, oe permanently, any vessel deemed unsafe, eitheron account of defective hull, machinery, or equipments, or im-proper loading, or overloading; a penalty not exceeding £300 wasincurred by any owner who should ship a cargo of grain in bulkexceeding two-thirds of the entire cargo, grain in bulk being espe-cially liable to shift on the voyage; the amount of timber thatmight be carried as deck cargo was defined, and enforced by penal-ties; finally, every owner was ordered to mark (often called "Him-soll Mark") upon the sides, amidships, a circular disc, 12 inchesin diameter, with a horizontal line, 18 inches long drawn throughits center, this line and the center disc to mark the maximunx loadline--i.e., the line down to which the vessel might be loaded, insalt water, Failure to comply with this last regulation exposed theowner to a fine not exceeding £100 for each offense. By an actof 1894, the fixing of the load line is taken out of the owners’ dis-cretion and made a duty of the Board of Trade. Mr. Plimsoll re-tired from parliamentary life in 1880. But he did not slacken his

(Continued on Page 34)

16 H o u s t o n P o R T B o o K November, 1933

Pertinent Facts Concerning Houston’sUnexcelled Steamship Services

By W. C. HUNTChairman, Houston Maritime Committee

D EVELOPMENT of any port, regardless of where it may besituated, depends, to a large extent upon the type, andnumber of steamship services which is to be had.

In selection of the port of embarkation, or debarkation fortheir products, regardless of whether or not they are in the foreignor domestic trade, the shipper seeks the one from which he can beassured of regular, dependable service at all times.

The port which can offer, at all times, a frequency of sailings,not to one specific destination, but to all parts of the world, is theone which is selected by the shipper as the most practical onethrough which to route his merchandise.

In the past there have been any number of ports opened, whichhave prospered for a time and then fallen into discard, chiefly be-cause of the fact that the steamship services offered did not measureup to the specifications required of the shipper.

It is true that the frequency of service, and ports of destina-tion, depend largely upon the requirement of the shipper, but itit also equally as true, that shippers will route their requirementsthrough the port which offers the best service.

With regard to the development of its steamship services theport of Houston can, and does, point with pride. Here is to befound a far flung network of ocean trade routes, which will enablethe shipper, or importer, frequent, safe and economical transporta-tion of his goods.

Whether the shipper be interested in the handling of a pack-age of needles, or a consignment of thousands of tons of steel, hecan, and does, find at the Port of Houston, not one, but several lineswhich are fully equipped to handle his business.

From the very outset of Houston’s endeavor to secure recog-nition as a port of world-wide importance, there has been a neverending attempt to bring about an increase in the number of services,and frequency of sailings, from here.

In its costant climb among the ports of America, to the posi-tion it now holds, third in exports, and sixth in total foreign tonnagehandled, Houston has enjoyed the unqualified support of the variousfactions which go to make up an all-around port.

Starting back in 1915, when its first regular service, plyingto Philadelphia, was inaugurated, Houston has grown to where it

PUBLICTERMINALS OF TURNING BASIN

LOADING SCRAP IRON FOR ITALY

now offers a total of 63 separate, and distinct services, which ply toall parts of the world.

Services offering from here extend from far India to the tip-most port on the coast of South America, both of which can bereached by direct, regular and dependable service from Houston.

From India there is a constant interchange, through the Portof Houston, of cotton, carbon black and lubricating oils, originat-ing in the Southwest, which is tributary to Houston, for jutebagging, burlap, pig iron, tea and other commodities which aregrown or produced in that country.

With respect to South America, the principal items handledthrough here consist of coffees, from the plantations of Brazil,canned meats, bones and similar products from Argentine. In ex-change for these commodities Houston annually ships to SouthAmerica large quantities of sulphur, rice, carbon black, flour andsimilar articles.

Europe, both the United Kingdom and the continent, hasproven to be one of the most fertile fields offered for the foreigntraders in the Southwest, and consequently the larger number ofservices offering from Houston have countries in that hemisphere.

No less than 20 direct services, linking Houston with prac-tically every port of any importance in Europe, are offered. Fre-quency of the service offered by the individual lines ranges fromweekly sailings to semi-monthly. Thus it can be seen that thebusiness man interested in the development of his trade with theEuropean market can be assured of a galaxity of service from hereat all times.

During the past few years considerable attention has beengiven by the merchants of the Southwest to the development oftheir trade with Latin American countries, and once again havethe steamship interests of Houston done their part in bringingabout an expansion of this trade.

Semi-monthly service, touching at the Panama Canal Zoneand the principal ports of Colombia, has been inaugurated andwhile it has only been in operation for a comparatively small time,it has come to play an important part in the growth of the port.

(Continued on Page 32)

November, 1933 Houston PORT BOOK 17

SOUTHERN PACIFIC LINES NEW PASSENGER STATION NOW UNDER CONSTRUCTION

Houston Gets New PassengerTerminal

T HE NEW passenger terminal, Southern Pacific Lines, now under

construction at Houston includes, in addition to the new sta-tion building, a complete new passenger train yard with con-

venient and modern passenger platforms and butterfly train sheds,and a complete passenger car repair, washing and storage yardequipped with all modern services and conveniences for handlingequipment. The station building, the foundation and steel frameof which are now substantially completed, is a four story buildingwith steel and concrete frame. The exterior walls of the station areTexas Cordova Cream Limestone above a wide base course of TexasPink Granite. The main entrances are framed in. Black Granite.The building is 392 feet long, the central, four story, portion is

162 feet long and 80 feet wide. The wings are 115 feet by 60 feetIn the central portion, the main waiting room, 93 feet 7 inches by52 feet 9 inches, has a vaulted ceiling with maximum height of overforty-one feet. The exit concourse lies immediately West of themain waiting room, and is connected with it by archways. Theentrance concourse immediatately East of the main waiting roomis connected in the same manner. The Barber Shop and DiningRoom adjoin the~ exit concourse on its West~ side. The main wait-ing room is flanked on the North side by the Women’s WaitingRoom and by drug store, news-stand and parcel check room. TheWest wing ground floor is occupied by the Dining Room, Kitchen,

(Continued on Page 33)

HOUSTON BUSINESS DISTRICT--SOUTHERN PACIFIC PASSENGER STATION AND YARD TRACKS UNDER CONSTRUCTION IN FOREGROUNDPhoto By Jim Davis Flying Service

18 H O/~ S t O n P o R T B o o K November, 1933

The Houston Chamber of CommerceMany persons and firms located far from Houston desire

service and information with refernce to their various interestsfor which the Houston Chamber of Commerce is always glad tobe called upon:

The following is the executive committee:

HUGH POTTER ............................... President

L. S. ADAMS ............................. Vice President

R. D. ERNST ................................. Secretary

W. S. PATTON ............................... Treasurer

The service rendered by the Chamber of Commerce is dividedinto several departments of which the following is an outline andthey at all times welcome inquiries from those desiring theirassistance:

EXECUTIVE DEPARTMENTW. N. BLANTON, Vice President ~I General Manager

TRANSPORTATIONC. E. HOLLOMAN, Manager

Rate quotations--Readjustments of rate situations--Publica-tion of rate changes--Preparation of statistical information indefense of rate adjustments--Analysis of transportation problems--Dissemination of information on the car situation and any othertransportational subjects of interest to shippers.

INDUSTRIALR. A. LAIRD, Manager

Sites--Warehouses--Retail locations--Labor situation--Statis-tical informatoin on industrial subjects--Business conditions (cityand state)--Present and future industrial possibilities.

FOREIGN AND DOMESTIC TRADET. L. EVANS, Manager

Foreign Trade problems--information on Houston, Trade pos-sibilities with special reference to Mexico, Central and SouthAmerica and the West Indies. Spanish translations: information onCustoms Regulations; Tariffs, etc.--Domestic trade; Local con-ditions of trade with special reference to wholesalers and jobbersmClassified list of Houston concerns--Present and future possibilitiesof specific trade propositions.

PUBLIC RELATIONSNORMAN H. BEARD, Manager

Deals with a variety of Chamber of Commerce activitieswhich do not center in any division under the direction of adepartment head, including inter-organization activities. Partici-pates in the welcoming and entertaining of distinguished visitorsand arranges details for a variety of meetings and conferences heldby local agencies.

MEMBERSHIP DEPARTMENTT. W. ARCHER, Manager

Establishes friendly contacts between members, prospectivemembers, new citizens and visitors through confidence in theChamber of Commerce.

RESEARCH AND STATISTICSG. C. ROUSSEL, Manager

Maintains a file of approximately 1,500 items on subjectsof informational value with reference to Houston, its trade terri-

¯ tory and Texas. This information is available to anyone anywhere.

AGRICULTURAL DEPARTMENTG. C. ELLISOR, Manager

Agricultural conditions in Harris County and adjoining coun-ties-Specific information to individuals on farming problemsmBoys’ and girls’ rural club work--Information from specialistsemployed in the department of livestock and dairying, home dem-onstration and field crop subjects--County agent work Informa-tion available through direct contact with the Extension Serviceof the State Agricultural and Mechanical College.

HIGHWAYHAYGOOD ASHBURN, Secretary

Provides comprehensive service for motorists and tourists andassists in the planning of new or improved highway construction.

SAFETYNORMAN H. BEARD, Manager

Advocates and promotes the observance of approved safetymeasures both with reference to the individual and to groupemptoyes. The department regularly carries a message of safetythrough every, publicity medium and interests itself in the adoptionof legislation to enforce worthwhile safety methods.

INSURANCEC. A. PICKETT, Manager

PUBLICITYBERT RULE, Manager

National and local distribution of civic advertising includingnews publicity on Houston development--Pictures and cuts ofHouston’s commercial and civic life for the use of visitors andfor loan to interested individuals--General information regardingthe city--Direct contact with local newspapers which makesavailable assistance for those desiring that character of publicityservice--Advice and counsel in the preparation of publicity matterwhich has a bearing on Houston publicity--File of newspaperclippings on stories of interest.

CONVENTION AND TOURIST BUREAUHAYGOOD ASHBURN, Director

Promotes the holding of conventions at Houston; arrangesfor conventions and other conferences and stimulates the holdingof sales conferences at Houston.

AVIATION DEPARTMENTR. A. LAIRD, Manager

Stimulates the establishment of new airmail and passengerservices at Houston; inaugurates statewide movements for thebetterment of commercial flying in Texas and fosters the im-provement of air ports in Houston and generally throughout Texas.

HOUSTON MAGAZINEBURT RULE, Editor

JEFF BARNETTE, Manager

A monthly business journal, combined with the Port Register.

YOUNG MEN’S DIVISIONNORMAN H. BEARD, Manager

An organization of young business men of Houston but adistinct division of the Chamber of Commerce operating underthe latter’s supervision. Promotes the general civic welfare ofHouston through a great variety of activities.

November, 1933 H o u s t o n P o R T B O O K 19

A Detailed Description of the PortLOCATION

AGREAT INLAND port, Houston is located fifty miles from theGulf of Mexico, at a point where the great railway andhighway lines radiate from a common center to all parts

of the Great Southwest. The exact location is Latitude 29° 45pNorth and Longitude 95° 17’ West, which, of course, means moreto the mariner than the landsman.

The Houston Ship Channel extending from the Gulf to theCity of Houston uses the Galveston jetty entrance to BolivarRoads, thence across Galveston Bay and up the San Jacinto Riverand Buffalo Bayou to the Public terminals at the Turning Basin.

PRESENT DEPTHS AND WIDTHS

The existing channel has a uniform depth of over thirtyfeet from bar to basin. The width is 250 to 300 feet on thebottom across Galveston Bay, a distance of twenty-five miles;200 to 250 feet from Morgan Point to Baytown and 150 to 200feet thence to the Turning Basin, all with side slopes of onevertical to three horizontal.

The Turning Basin has a diameter of 1,100 feet. Otherturning points are available at several places along the channel.

PROPOSED IMROVEMENTS

During the year, bends in channel at Lynchburg, Norsworthyand Harrisburg were eased by dredging and increasing the widthsof channel from 250 to 300. feet at center of bend.

The Chief of Engineers and Rivers and Harbors Committeeof Congress having approved the project for widening the Ship

Channel from 250 to 400 feet across Galveston Bay, a distance of25 miles and to deepen the entire waterway from present depth of30 feet to depth of 34 feet, at an estimated cost of $2,543,000.00.An allotment of $1,500,000.00 was made by the Public WorksAdministration Board from the $70,000,000.00 River and HarborFund. Contracts were at once awarded for widening and deepeningabout 20 miles of the Galveston Bay section of the channel anddredges are now at work.

An additional allotment of about one million is expected to beavailable in a few weeks with which to complete the entire project.

PORT FACILITIES

The Public Terminals owned by the City and NavigationDistrict are located at and near the head of deep sea navigation~the turning basin being within the city limits and four andone-half miles from the courthouse.

Private and industrial terminals and plants are located allalong the channel from basin to the bay, a distance of twenty-five miles. This inland channel is thus becoming a vast industrialand commercial district.

These terminals provide berthing space for a total of fifty-eight vessels, eighteen at public wharves and forty at privateplants, as shown in detailed statement on pages 20-22.

INDUSTRIAL DEVELOPMENT

With the opening of the ship channel in 1915 came theopportunity to establish large manufacturing plants on deep water,such as cement mills, oil refineries, fertilizer works, cotton com-

TURNING BASIN AND PUBLIC TERMINALS FROM TOP OF PUBLIC GRAIN ELEVATORPhoto By Courtesy Houston Chronicle

20 H O/~ 8 t O n P 0 R T B 0 0 K November, 1933

SHIPPING AUTOS FROM HOUSTON

presses, steel warehouses, shell grinding plants, shell distributors,ship yards, marine ways, etc.

These various industries are estimated to have a capital invest-ment of about two hundred million dollars on the waterfront,employing ten to twelve thousand men in normal times, with adaily payroll of fifty to sixty thousand dollars per day.

This vast industrial district is served by the Public Belt Rail-road owned by the Navigation District and operated by the PortTerminal Railroad Association as a neutral switching organizationfor the benefit of all trunk lines centering at Houston. This Beltrailroad extends down each side of the channel for ten and twelvemiles in order to reach industrial plants and terminals.

Five great railway systems serve the Port, reaching out tothe vast trade territory tributary to Houston. These systems, theSouthern Pacific, Missouri Pacific, Santa Fe, Missouri-Kansas-Texasand the Burlington Rock Island, each have several subsidiaries

or branch lines which effectively serve the Great Southwest.Concrete highways also radiate in all directions from the Port

of Houston providing for rapid dispatch of local freight by truckto nearby cities.

Air mail and passenger service is available to connect withnorthern and transcontinental routes.

Electric power lines, natural gas and crude oil pipe lines oneach side of the waterway provide for adequate power and fuelrequirements for any size industry.

Industrial and terminal sites are available in any size tractdesired at reasonable prices, values ranging according to locationand facilities.

DETAILED DESCRIPTION OF PUBLICWHARVES

All the terminal facilities around the Turning Basin are undercontrol of the Port Commission and consist of Wharves 1 to 5,7 and 8, 10 to 15 comprising 7,401 lineal feet with berthing spacefor eighteen vessels.

Wharf No. luThis wharf is 819 feet in length, constructedof creosoted pile with wooden deck served by a concrete warehouse100 by 425 feet in size, together with additional galvanized ironsheds containing approximately 35,000 square feet. This wharf isequipped with cottonseed cake grinding equipment on the east end.A pipe line for handling crude molasses is also provided on thiswharf.

Wharf No. 2--522 feet long, concrete "construction, withtransit shed 105 x483 feet in size. This wharf is used for miscel-laneous cargo.

Wharf No. 3--799 feet long, concrete construction, for openstorage and railroad connection. Two tracks reach the ship side.On the east end of this wharf there is a galvanized iron transitshed with approximately 15,140 square feet of storage area. A

steel iron clad transit shed has been constructed at west end ofthis wharf 400 feet long and 95 feet wide with an area of 36,521square feet. Oil pipe lines for loading and discharging vessels andfor bunkers are located on this wharf.

Wharf No. 4 777 feet long, concrete construction, witha concrete transit shed 662x 100 feet in size. There are threeinclined conveyors here from ship to shed. No railroad tracks reachthe ship side, but behind the shed are five tracks spanned by atwenty ton electric traveling crane and two trucking bridges con-necting the transit shed with a concrete warehouse 600 x 400 feetin size, U shape, served with three railroad tracks between thewings and two on the east side. A large inclined traveling con-veyor with a capacity of 100 tons per hour has been installed tocarry cargo from ship to warehouse in a continuous movement.Portable conveyors and a stacking machine also have been providedto facilitate the movement and placing of freight. This wharfand warehouse are designed for general merchandise.

Wharf No. 5. 104 feet long and 40 feet wide, but withadditional pile clusters, provides a berth for oil tankers to dischargecargo through large pipe lines into the tanks of the Humble OilCompany, located on the top of the hill at southwest corner ofthe property, where it is distributed by other pipe lines to thebunkers and into railroad tank cars, for shipment.

Wharf Nos. 7 and 8.u 120 feet wide, 800 feet long, creosotedpile construction with wood shed, fire wall in middle and alongrear, transit shed 94x 800 feet, supported in the rear by threecotton concentration sheds, 650 feet long and 120 feet wide, andthe two compresses of the Turning Basin Compress Company,which provides storage for about 50,000 bales of cotton.

Wharf No. 10.~600 feet long, concrete pile and concretecross wall construction containing three shipside tracks and steelshed with 72,700 square feet of storage space.

Wharf No. 11.~ 530 feet long, concrete pile and cross wallconstruction with concrete one story transit shed.

Wharf No. 12. Same description as Wharf No. 11 with theaddition of a second story containing some 66,000 square feet,which has been equipped with a modern cottonseed cake grindingplant installed by the Maurice Pincoffs Company, who operatetheir cake exporting business from this wharf under lease.

Wharf No. 13. 480 feet long, same description as WharfNo. 11. Fitted for grain loading berth.

Wharf No. 14. Open wharf constructed of concrete, 500feet in length, equipped with two railroad tracks on the apronto tracks in the relir of Wharves Nos. 13 and 15. This berth isespecially designed for the handling of grain, the grain galleryfrom the elevator being constructed on this wharf and extendingfrom the center of Wharf No. 14 to the upper end of Wharf No.13, and down stream to Wharf 15, providing a loading berth fortwo or three ships with fourteen dock spouts. Provisions are alsomade for extending the grain gallery downstream over No. 15

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