King County, Washington - The whole text, 1916 (part 3 of 3)

Chicago, Milwaukee & St. Paul Railroads arrived in Seattle March 19, 1909. They used the Snoqualmie Pass. Without any flourish of trumpets the road commenced its western journey on April 15, 1906 and in 1909 the last rail was laid and the line put in operation, a feat in railroad construction

The Columbia & Puget Sound Railroad, under the name of Seattle & Walla Walla Railroad, became by lease a portion of the Milwaukee. The road is now owned by the Pacific Coast Company.

On January 1, 1910, the Oregon-Washington Railroad ran its first train over its own tracks into Seattle. The Harriman system appreciated the importance of reaching Seattle and in 1907 its desire to do so became known by the purchase of lands for terminals on the tide flats in the south end of the city.

An extraordinary boom in tidelands occurred and fortunes were made over night. A great number of lots changed hands at figures they have not been able to bring since. With J. D. Farrell as president, the construction of this link in the

Union Pacific System proceeded without interruption. It broke ground for its depot in 19 09 and it was completed and occupied on May 1, 1911. The company used a temporary depot at Railroad Avenue and Dearborn Street. The newdepot is also used by the Milwaukee line, running their first train in on May 25, 1911.

The rate for lumber was then ninety cents a hundred. Mr. J. J. Hill reduced it to forty cents a hundred. The result on King County's lumber business was magical.

The commencement of the Great Northern tunnel under the business district of the city and with an outlet on the tide flats was commenced in 1902 and completed in 1905, and contains two tracks. It is now apparent that the city would surely have committed commercial suicide if the project of the Northern Pacific to erect a depot on the waterfront had been i)erniitted.

The first wharves were built by Yesler at the foot of Mill Street (Yesler Way), by Plummer at the foot of Main Street and by Butler at the foot of Madison Street.

The schooner "Mary Taylor" arrived on the 19th day of February, 1852. The "Mary Taylor" left Portland early in the summer of 1852 with the first newspaper outfit north of the Columbia River, which was in charge of T. F. McElroy and James W. Wiley. This paper was issued at Olympia on September 11, 1852, and called The Columbian. The plant used was the first plant of "The Oregonian." It was taken to Portland from San Francisco in the fall of 1850, and the first issue of that paper (founded by Thomas J. Dryer, a strong Whig), was December 4, 1850.

In early times we occasionally saw the Hudson Bay steamers, "Beaver" and "Otter," passing to and from the station at Nisqually, but as yet no American steamer had ever navigated these waters.

The first American steamboat was brought to the Sound by her owners, A. B. David and Warren Gove, on the deck of the bark, "Sarah Warren," in October, 1853. She was a small sidewheeler called the "Fairy," and made several trips to Seattle and occasionally lower down the Sound, taking the place of our canoe express in carrying the mail. But she proved inefficient as a sea boat on the lower Sound, and a small sloop called the "Sarah Stone" was tor a time put on the line by Slater & Webber.

In February, 1891, John Leary organized the Columbia River & Puget Sound Navigation Company with a paid-up capital of $500,000, and began running steamers to Tacoma. This company built and operated the "Flyer," well known to all old-timers as the boat with the world's record for miles traveled.

Seattle's first share in the Oriental trade, save that obtained by transshipment via other jiorts, was given in 1896 when the Nippon Yusen Kaisha established a fleet of steamships in connection with the Great Northern Railroad. Since that time the China Mutual began in 1900 a steamship service to Liverpool and return that added facilities for Oriental commerce; the Boston Steamship Company and Boston Towboat Company put on a fleet of American ships in 1902.

Puget Sound is a system of waterways with numerous bays, straits and inlets extending for hundreds of miles (in the aggregate 1,600 miles) of shore line all navigable for the largest ships. Within the limits of King County there is a salt water frontage of about forty miles. The rise and fall of the tide is from nine to eighteen feet. There are no shoals, sunken reefs or other dangerous obstacles to navigation and vessels of any size can enter safely at all times and stages of the tide. Owing to the fact that it is protected on every side by high hills and mountain ranges it forms one vast harbor. It is open for shipping all the year. The climate being mild, unlike the Atlantic coast where there are numerous harbors, there are only two upon the Pacific Coast where the biggest vessels can enter and depart with a full cargo. These are San Francisco Bay and Puget Sound. Columbia River accommodates vessels which draw less than twenty-five feet.

Following the great struggle in the railroad world in 1901, for the control of the Northern Pacific Railroad, in which Mr. J. J. Hill and his associates secured control of the road, the Great Northern Steamship Company constructed the steamships Minnesota and Dakota, the largest freighters in the world, to operate on the line between Seattle and the Orient. The Dakota was destroyed on the Japanese coast several years ago. It is reported that the Minnesota has been sold to parties in England, for which country she left carrying 16,000 tons dead weight last fall. Trouble with her boilers occurred off the western coast of South America and she now lies in San Francisco harber undergoing repairs.

One of the most reliable contracting firms of the early days was that of Timothy Ryan, who did bnsiness as T. R.yan & Co. Years ago "Tim" Ryan, as his friends loved to call him, served as one of the commissioners of King Oonuty.

No man ever lived in King Connty who served it more faithfiill.y than "Tim" Ryan. He built and paved a great many miles of its splendid roads, as well as many blocks of Seattle's bnsiness ,streets and avenues. Plis woi-k will be a monument foi' all time to a good anil faithful servant. For "Tim"' Ryan has gone to his reward. The great brick highway shown on page

The Schwabachers were established in Seattle in 1S()I), with Bailey Gatzert as resident partner. They were the pioneer merchants in Seattle. The store was first oi)ened on the site of the old New England hotel. In 1872 they erected a building on the west side of Commercial Street, at the corner of Mill Street and Yesler Way. Theirs was the first brick struetui'e in Seattle. It was 30x120 feet, two stories in height. In the course of ten years their business had so increased as to demand a new building and in 1883 they put up a second building of bi-ick 44x56 feet, three stories and basement, fronting on Yesler Way and abutting at the rear on the old building, thus giving them two fronts. From this they cari'ied on a most extensive trade in all parts of Washington, having bi'anch houses and numerous business connections, until the buildings were destroyed in the great fire. With vrry little delay, howevei', new buildings were erected.

In 1881 Mr. E. R. Butterworth came to the Territory of Washington, and in the following year established an undertaking business in what is now the City of Centralia. Ten years later he moved with his family to Seattle, and established the firm of E. R. Butterworth & Sons. Since that time, nearly a quarter of a century ago, the firm has grown until it is now recognized as the largest and best equipped establishment of its kind in the Northwest. The Butterworths were the first to own a hearse between Columbia river and Puget Sound. They were the first to build their own private crematory and Columbarium, and can care for ten thousand memorial urns. Since their beginning in King County they have handled nearly 18,000 funerals. They were the first to own their own property and pay more taxes than any other undertaking firm in Washington. They operate the largest private funeral motor equipment west of the Mississippi, which was all built to the order of the firm. The ambulance service Is entirely separate from the other branches, and a day and night service is maintained for the removal of the sick and injured. This department responds to more calls during the course of a year than all other ambulance companies in King County combined.

The personelle of the firm consists of E. R. Butterworth, president; G. M| Butterworth, manager; C. N. Butterworth, secretary and superintendent of Crematory; F. R. Butterworth, treasurer and B. K. Butterworth, auditor.

35, was the last important contract completed by Ryan & Co. The Secoiul Avenue paving was done by him last year, and it is the finest jiiece of street work ever laid in this country.

The firm foiuuled by Mr. Ryan still does business in the same old offices, under the same old name, and performs its contracts in the same old manner that gave "Tim" Ryan his standing in this community. The firm even retains the sauu' number telephone and the same otfices in the Lowman lluilding. Joseph W. Pettinger is the firm's manager. * *

In 1.S77, at that time being twenty years of age, .lames D. Lowman came to Seattle, where he secured employment as assistant wharfmaster on Yesler's wharf and was thus employed for four years. He then purchased one-half interest in the book store of W. H. Pumphrey, which for two years was continued under the firm name of Pumphrey & Lowman.

He then organized a stock company by absorbing the job printing plant of Clarence Hanford, established the corporation known as the Lowman & Hanford Stationery & Printing Company, which today is one of the most substantial firms in Seattle.

In 1886 Mr. Lowman was appointed trustee of all of Henry L. Yesler's property and assumed its entire control and management. Through the large enterprises which he had been carrying on and the general stagnation of business, had become heavily encumbered, and he required the assistance of a man of more than ordinary business sagacity to bring his affairs to a successful issue, and within the space of four years, from a condition of almost insolvency to be the most valuable held by anl individual In Seattle.

In a recent issue of a newspaper appears an anniversary advertisement of Seattle's big store. The Bon Marche, and the public is invited to join with this large merchandising concern in the celebration of its Twenty-sixth Anniversary, beginning May 1.

The mention of the Twenty-sixth Anniversary of The Bon Marche will call up for review many intensely interesting memories of pioneer days in Seattle. The older residents of Seattle, in particular, will remember when The Bon Marche was making its modest start at the corner of First Avenue and Cedar Street - in that section of Seattle then known by the several names of Bell Town, North Seattle and Stump Town - Second Avenue, the present location of the now large department store, was little better than a corduroy road.

K 1 N G C O U N T Y, Washington

In those days. The Bon Marche was a typical general merchandise store, such as one might find in many Western country towns. The man in overalls was made to feel at home, and the lady of fashion was not adverse to taking advantage of the bargains offered.

This store is now one of the show places of the city, being the third largest cash store in the United States. It has assumed proportions of which Seattle may justly be proud. But even today its management has the happy faculty of maintaining the same homey atmosphere on a large scale that was so much in evidence in a small way in those far-off pioneer days, when a mother with her babe in arms visiting that infant Bon Marche to make some small purchase was made to feel at home; and it was no crime for her baby to cry aloud. The small boy or girl or aged person was served with delicate and painstaking care; and each visitor in his turn went away from The Bon Marche, a satisfied customer. So, after all, when we behold today this immense merchandising establishment catering to the innumerable needs of its many thousands of patrons, we see but the natural result of a cause coupled with an opportunity which was recognized and seized. And the same close attention to the business of giving to each patron of this big store, absolute satisfaction is making it still larger each year; and it will continue to grow and flourish exactly in proportion to its ability to maintain the high standard of service required by the public. The Bon Marche seems to realize that its success is due to the loyalty of the people of Seattle, and so today It extends a general invitation to the public to join in the month-long celebration of its 26th Anniversary.

Materials Used

Seattle, and one may not speak of King Count}' without encompassiug its great capital, is not merely a city of sordid and cold business houses, and consequent homes, but it might properly be termed "the City of Churches." On her many hills are scattered beautiful religious edifices. All the denominations are represented by houses of worship of the most classic design.

THE Scuttle Muiiicipal Ligiit & Power Plant is known throughont the country as America's forenmst municipal plan I. Keginning' in 1902, when tlie first boiuls were voted, the plant has grown until it serves 42,000 consumers with ligiit and power and earns over |1,000,00 yearl\- Credit for securing the plant for the city is due to R. H. Thompson, who, as city engineer, pointed out the need for sucli a plant as early as 1803, and who led the campaign to secure the plant. Superintendent J. D. Ross, wlio was with the plant as designing, constructing and opei'ating engineer from its ince]ition, is resjionsible in a great measure for the successful administration of the affairs of the plant.

In 1902 Seattle citizens were paying 20 cents per kilowatt hour for light, and paying for their own extensions. Wlien tlie plant was assured, the company's rate caim' down to 12y2 cents. In 1905 the first customers of the niTinicipal plant were served at a maximum rate of 8Y2 cents. The rate has been reduced three times since, and r)ij cents is now the highest rate charged. In every instance the city plant made the reduction, and the oitposition met the rate. Seattle rates ai'e as low as any in the country, with the possible exception of Niagara Falls, and the service is the best in the country.

The main generating station is at Cedar Falls, forty miles from Seattle, where generators of 10,500 kilowatt capacity are turned by water. poAver. The same water is later turned into the city water system, actually improved by its passage through the wheels. A modern steam generating station of 7,500 kilowatt normal capacity, located in Seattle on the east shore of Lake Union is used as an auxiliary source of

|Hiwer at time of heaviest <li'manil and iji emergencies. The city lines cover the entire city with thcii' network, j)roviiling- light anil ])ower to the remotest citizen.

The street lighting system lights 700 miles of streets of which 28 miles are served by the finest ornamental cluster lighting system in .Xmerica, and the remainder by the new nitrogen-filled tungsten lamps.

Alfred H. Lundin

Oil March 17, 1884, in the mining oamp of Lead, South Dakota, where the Home Stake Gokl Mine is located, Alfred II. Lundiu was born. Immediately after graduating from the University of Nebraska in 1906, where he received both college and law degrees, he began practicing law in Seattle. From Jannary, 1909, until December, Mr. Lundin was deputy prosecuting attorney of King County. In tlie fall of 191-1 he was elected Prosecuting Attorney, which position he now holds.

Mr. Lundin has selected as his deputies and able assistants Jlessrs. Frank P. Helsell, S. I\I. Rrackett, John I). Carniody. Edwin ('. Ewing, Everett ('. Ellis, Lane Suinluers, Erven II. Palmer, T. H. Patterson, .Tose])h .V. ISarto, and Miss Anna r'avanaugh. Chief Clerk.

Hugh JI. Caldwell. Cori)oration Counsel for the City of Seattle was boiii in Kiioxville, Tenn. He is a graduate of the Xatidiial I'liiversity Law School in Washington. I). ('., and has practiced law in Washington for eleven years. Mr. Caldwell was the first president of the ;Muiii<'ipal League of Seattle, and Avas formerly Cliief Deputy Prosecuting Attorney of King County. He pi-oinised if electe(l eoriioratiou counsel to conduct that di'- partraent of thi' city strictly as a law office, and during the l>rief period that he has held this office appears to be fulfillhig his promise. The office handles an immense volume of work and in carrying this on Jlr. Caldwell has able assistance in tiie following: Assistant Corporation Coun.sel, Walter F. ^leier, Robert II. Evans, Howard A. Hanson, P'raiik S. Griffith, James A. Dougan, Patrick Tammany. City Attorney, Thomas J. L. Kennedy. R. P.. :MeCliiiton, chief clerk: George A. Meaghei-. \V. D. Coviimtoii. II. i\. Kullertun.

Hugh M. Caldwell

No ihiuht this (dassie sketch then wouhl have attracted everlasting attention to the great network of steel rails shimmering in the summer sunlight far to the southward. He would have seen how these threads of steel, spreading out like a fan, converge and gradually merge into the blue haze and disajipear as if through one little ojiening in the foothills.

Put this little gap is no illusion. It's no trick of the atmosphere to deceive the eye. The fact.s are this nari'ow opening - the Duwamish Valley - holds the key to the transportation problem of Seattle from the south.

It is because of this that the first Seattle railroad was built through the gap to lUack River to reach the coal mines of Newcastle. Such prominent men in the early history of Seattle as A. A. Denny and J. i\L ( 'olman conceived and carried out the idea of giving this city its first rail line. The comph^ion of this narrow guage system in 1S76 marked an epoch in the development of the Puget Sound country, and this year Seattle is celebrating the fortieth anniversary of its first railroad.

The line was then the property of the Seattle & Walla Walla Railroad and Transportation Company. After the organization of the Oregon Improvement ("ompany by Henry Villard in ISSO. this concern bought the road from the Seattle interests headed by J. M, Coliiian, and renamed it the Coluiiibia & Puget Sound Railroad ('ompany. P]xteiisions were made to the Plack Diamond and Franklin mines and a little later to Tavlor.

Planned To Connect Line Whth Northern Pacific

If ill his (h'V(dopmeiit of western I'ailroads ilr. X'illard had been entirely successful the Seattle & Walla Walla or Columbia & Puget Sound would have been extended to Pasco and there connectetl with thi' Northern Pacific. This

Seattleites, however, were not satisfied with anything short of a transcontinental connection. Next, the Puget Sound Shore Line w'as constructed, which connected the Columl.iia & Puget Sound with the Northern Pacific between Hlack River Junction and Stuck Junction.

In order to accommodate the standard e(piii)ment of I he Northern Pacific a tliirtl rail was laid outside the narrow guage track and for years both kinds ol' ei|uipment tiMvi'led over the same roadbed.

Ill 1884 the first trainload of lUack Diamond coal arrived in Seattle. Since then tliousands of trainloads have passed through Seattle or been unloadeil for local use.

In 1!I14 the Pacific (.'oast (.'oal Company erected a l>i-iquetting ])lant at Renton on the line of the Pacific Coast Railroad which is one of the largest manufacturing industries of King (Jounty, engineers having pronounced it the most modern Briquetting plant in the world, and today Diamond IJriquettes have become a household word throughout the Pacific ('oast. The vessels of the Pacific Coast Steamshi]) Company have taken tliousands of tons of Diamond hi'iqiiettes to thi' California country.

Mr. Denton eaidy in his term suri'oun(hMl himself' with a e(ji-ps of thi- ahlesT engineers and technical men in the Xortliwest and too mneli cannot lie said of liis and their spleinli<l work for King County.

Home Of The

The largest plant on the Pacific Coast devoted to the manufacture of Salmon Canning Machinery and Sanitary Can Making Machinery for Fish, Meats, Vegetables, Fruits and other products.

Seattle and its Port contains the second largest dock in America - that at Smith's ( 'ovc On a recent suivcy .tlS.OOO, ()()(( worth of goods ill transit lay in its sheds.

Next to San Francisco Seattle has the greatest system of public docks and warehouses on the Pacific ('oast. They are owned hy the whole pr'0]ile of King County and ari' managed liy three (Commissioners. Messrs. liridges, Remsherg and Ewald.

"The Wealth of a nation is largely ill its farming lands." No more so. however, than the wealth of a county. liesides its great fisheries, coal mines, ela.\- deposits, daii'ying, fruit raising, lumbering, and othei- devtdojied industries we are almost in a virgin state as regards our farms. Time and intelligence, and knowledge of its possible resources, will do much to add to oiii' farm \\ealth.

King Count.N- is I'apidly developing into a iiiainifacturing community. Inducements in the way of practically free factory sites, and veiy cheap ])ower rates are doing much t I forward tlie "gi-eater pa\--

Statehood For Washington

On Xovember 11, ISSI), President Benjamin Harrison issin-d his iiroclamation, signed for him b.v Secretary of State -lames (i. lUaiiie, declaring all pndiminary statehood conditions had been fulfilled and thai the Slate (if Washington was admitted into the Cnion.

On November 18, Justice John P. Hoyt administered the oath of office to Governor-elect Ferry. The Legislatiiie was already in session, and Washington had finally entered upon its career as a sovereign State, and began the real progress of a great state.

Vitrified Brick Pavement

The Allen Type of Monolithic Construction Produces the Ideal Brick Pavement for City Streets and Country Highways. In this Type of Pavement is Secured Economy, Durability, Safety, Smoothness, Noiselessness, and Lasting Satisfaction.

laid in cement mortar on, the soft, unset concrete Ijase. the whole operation being completed within a few hours after the sjjreading of the concrete base. When the concrete hardens the strength of the brick and concrete is combined in a solid mass, thus forming a true monolith.

Tlie cross-section in the fore-ground is drawn by the Artist to illustrate liow brick and concrete form a solid arch under Monolithic construction.

ISfick pavements have generally Ijcett constfiicteil in the past by putting a layer of sand on the concrete base, on which the brick are laid. Cement grout is poured between the brick and, when the grouting sets, the brick are cemented together in the form of an arch. The brick surface then supports the entire strain of the traffic.

If the cement gi-tniting gives \va\-, the afcli In-eaks, allowing a section of the i)avi'iiient to sink into the layer of sand, when the strain of traffic is shared by the foundation, but the result is that the pavement becomes uneven and the brick loosened

With ]\Ionolithic eonstfuction. there is no breaking of the arch, iirick and concrete form a solid mass supporting traffic with their entire combined strength. Brick will not loosen and chip. The Jlonolith forms a durable, smooth pavf-ment and, unlike many improvements, it costs less to construct than the old style.

THIS material solves the problem of giving beauty of ornament and color ti) buiklings witliout ineun-iiig prohibitivi' exiieusc It solvrd tlie probleiii of the Citizriis" Coinniitti'r in charge of the coiistnictioii of the new (.'oiirt House, who wished 111 give Si'Mlilr ii he,-iiii ifiil hnilding at a iiiiiiiinuin of cost.

Tei-ra Cotta has the appearance and durability of stone withoitt its weight. The beauty of the hand-carved or chiseled stone can be reproduced in Terra Cotta at a saving of thirty-flve to forty per cent. It is practical in a variety of colors impossible to find in building stone. It makes ornamental color and design practical and economical in commercial building.

Terra (.'otta adapts itself most pierfeetly to the modern method of construction, - the steel frame building. The steel furnishes the desired strength; the Terra Cotta the desired ornamentation. The famous Woolworth Building, in New York, which is faced with Terra Cotta from the third to the fifty-second story, is the most notable example of steel and Terra t'otta consi ruction.

.Mr. \V<n-(lHll lias l)t'eii Dt^puty ("oinity Aiiditdr for llif i)ast seven years, lieiiig assigned to the ('oiinty ('oiiimissioiiei's" office as their Clerk. lie has hail pei'soiial supervision of all the detail of that ott'iee, which includes the issuing of over .+6,000,000.00 in ('ouuty bonds and the adjustment of the annual tax budget and levy.

Auto Bodies

The publishers of this book are indebted for many favors to Mr. J. F. Douglas and the Metropolitan Building Company, who have erected in a group the finest office and business buildings in Seattle.

Main 1487 83 Pike Street

Our plants are located in the heart of the New World Mining District, Park County. Montana, which is considered by government ofBcials and hundreds of expert mining engineers as one of the richest camps in the world. Over a million tons of ore on the dumps and blocked out in many mines of the District, are ready to be taken to the smelter at the first blow of the whistle.

Prospective investors are cordially invited to visit the office of the company and inspect the books of this corporation in order to convince themselves of the stability of the enterprise.

Machinery

Our concrete material used to construct the Court House, also used in the construction of practically every large building in the city, including the Smith Building, the Hoge Building, the Leary Building, the American Bank & Trust Company Building, the Metropolitan Building Company, including the Henry, White, Stuart and Cobb Buildings, and all Port Commission Docks and Elevator.

And Mausoleum

THE Lake Union Auxiliary Steam-Electric Plant of the Seattle Municipal Light and Power System, a view of which is shown above, is a thoroughly modern steam generating station, of which any city might be proud. The plant was constructed in 1914 to be used as an auxiliary source of power in conjunction with the Cedar Falls station of the Lighting Department, and forms an excellent safeguard to the service given by the City plant. It is held ready to take the load at all times of day and night, - and it has had steam up without interruption since it began service in September, 1914. The plant consists of a 7500 kw. turbo generator with a maximum capacity of 10,000 kw. fed by four 823 H. P. oil-fired boilers, with every modern appliance and equipment, installed in an imposing reinforced concrete building. An idea of the power of the big turbine may be obtained from the fact that it has the strength of thirty modern railroad locomotives rolled into one. Yet so nicely is it balanced that the only indication of what load it is carrying is furnished by the electric meter that shows its output.

In The Dancing Flames

4^TS there a man who does not like to dream before an open fire? I If one there be, he must be a peculiar individual, without memories, hopes or ambitions.

"Dreams! Dreams! They round out the commonplace sum of human life for millions. They turn the sharp edge of adversity ; they temper the bitterness of disappointment; they feed the famished soul with thoughts and aspirations.

"At no time are waking dreams so calm, so uninterrupted as when the dancing flames play hide-and-seek with the shadows in a room's corners and the brisk ci'ackling of the fuel fills the silent chambers with a pleasant suggestion of warmth and life.

"How many memories fly up the black-throated chimney - kind ones trooping, all gay with flowers, from the halls of recollection - sad ones that come, slow-footed and somber-veiled, from the tombs of the mind !

"How many pictures are painted by the tncky flames - of loved faces, and pleasant scenes - or sorrow, defeat and failure - the average experiences of the average man!

"Many a secretive or sensitive soul, who hides self from himself in the garish light of day, sits down before his own fireplace and holds commune with that inner man, whose guardian angels are memory and conscience.

"The long nights of winter! These are the hours for self-appraisement. When nature holds a solemn wake over the dead leaf, the fireplace is the home of a kindly genius whose power it is to wake the hidden monitor in every man - the monitor who is, at once, man's closest friend and sternest judge."