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Your Santa Fe freight
man knows how to make
your hard shipping jobs look easy--and how to
handle
your common jobs uncommonly well.
Call him today--find
out how easy it is to ship
via Santa Fe all the way!
C. (~. BUNCE.
A.ssistar~t (;cneral Freight.4gelst
300 Travis, Telephone ATwood6441
Houston
HOUSTON
PORTBOOKFOROCTOBER,
1952
Manchester
Terminal
-on the Houston
ShipChannel
a necessary link
transportation
an integral
Houston.
SINC 1914
in land-water
part of the Port of
MANCHESTER TERMINAL
CORPORATION
~i" Wharves
"k Warehouses
Cotton Compresses
If youwantthe BEST
in Creosoted
Materials askfor
products
TEXAS CREOSOTING COMPANY¯ Orange,
POLES
TIES
20
¯
¯
PILES
LUMBER
¯
¯
ANCHOR
TIMBERS
¯
LOGS
¯
CROSS
HOUSTON
Texas
POSTS
ARMS
PORT BOOK FOR OCTOBER,
1952
[]
Let
lend
a hand
Global
with
your
shipping
~P
roduct in MO-PAC’Shands for fast,
dependable delivery to and from the Port of
Houston. Your every foreign freight shipment
/
~_~
...,anysize...
is loaded safely, shipped securely
and d~liv~red on time.
/ "
And MO-PACmakes a habit of proper handling!
Our modern mechanized handling methods help
to speed and safeguard your shipments over
every mile of track. Call your MISSOURI
PACIFIC
freight representative..,
he will be glad to discuss your import-export shipping schedule.
A. W. AYLIN
Foreign Freight Tr,t~c 3|gr.
1706 Missouri Pacific Bldg.
St. Louis 3, Missouri
SERVING
THE
HOUSTONPORT BOOKFOR OCTOBER,1952
PORT
OF
J. N. SANDERS
General Freight Agent
Union Station,
Houston, Texas
Phone PReston 3151
HOUSTON
2!
Serving
the South and Southwest
Quality
with
BOILER FURNACE REPLACEMENTS
OR REPAIRS
GLA S S
MIRRORS, PORTLIGHTS, SAFETYGLASS
AND ALLIED PRODUCTS
No Delays on Material
or Labor
Ample Supplies
Carried
TEXAS
GULF
PORTS~PUONE
AFTER HOURS REFER TO NIGHT
YU-5425
NUMBERS
fluher
Constraction
Company,
Inc.
207 N. Main
Street
¯ Houston
¯ AT-5244
¯
5204 TEXAS AVENUE
HOUSTON11,
TEXAS
STEAMSHIPOWNERS, OPERATORSAND ACENTS
WORLD WIDE SERVICES
NEWYORK-- NORFOLK
-- NEWORLEANS-- HOUSTON
-- GALVESTON
-- SAN FRANCISCO
CLEVELAND
-- DETROIT-- CHICAGO
-- MEMPHIS
-- DALLAS-- LOSANGELES
-- LONGBEACH
YourVesselwill bemetat the Bar
by
andPilotedto the Portof Houston
HOUSTON PILOTS
2320
FANNIN
STREET
CABLE ADDRESS:
HOUSTON 2,
22
HOUPLT
TEXAS
HOUSTON PORT BOOK FOR OCTOBER, 1952
C. R. HADEN
President
R.J. WALES
Vice-Pres.& Secretary
BAY-HilUSTflN TflWINfi EIlMPANY
SEA,
HARBOR AND COASTWISE
TOWING
811 CoHonExchangeBldg.
PhoneCA-6231
HOUSTON,
TEXAS
Dock Phone: YU-5406
Night Phones:LI-8635--TW-2701
\
Cable Address"RICE," Houston
THOMAS RICE & COMPANY, INC.
UnitedStatesGulf Portsto Spain. . . Morocco
. . . Portugal. . . Philippines. . . Japan. . .
SouthandEast Africa . . . Mediterranean
Ports... Pakistan. . . India . .. Ceylon... Panama
Canal and WestCoast of South AmericaPorts.
Cotton
Exchange Bldg.
Cotton
HOUSTON
Exchange Bldg.
DALLAS
Cotton
Exchange Bldg.
GALVESTON
Natural gas performs so faithfully and so well . . . we think
you’ll agree it’s worth much
more than it costs today.
Consider its use in a clothes
dryer, for example a full washer-load of laundry tumbled fluffy
dry, in less than an hour, and in
any kind of weather, for less than
a penny !
And elnthe~ drying is just one
,fl many hig johs natural gas does
in the home cooking, heating, water heating, refrigeration, air conditioning.
When you stop to think that here
in the Gulf South natural gas costs
just almut the same as it did 20 or
30 years ago, we think you, too, will
say it’s u:.rth ,nucl~ mo,e than it ,’.sts
today:’
UNITED
GAS
HOUSTONPORT BOOKFOR OCIOBER, 1952
SERVING
23
Tidemann-Dalton
Steamship
Steamship
U.
S.
GULF
¯
PATRICK
BEAUMONT ¯
Regularly to
GENOA ¯ NAPLES¯ PIRAEUS¯ SALONIKA
ISTANBUL ¯ ALEXANDRIA
NEW ORLEANS
¯
DALLAS ¯
MEMPHIS
TRANSFER & STORAGE COMPANY
UPTOWNPHONE PR-0111
sr-r~PSTDE
PHONE WO-834I
SHIPSIDE
WAREHOUSE
~o~o~,c~.~ox,.,~
A FISHER
G.
DORSEY INTEREST
General Commodity Storage and Handling
275,000 Square Feet Storage Space
Reinforced Concrete Construction
Equipped with Automatic Sprinkler
I M P O R T
E XP O RT
PORTS
HELLENICLINES, LTD.
Regularly to
HAVRE ¯ BREMEN¯ HAMBURG¯ ROTTERDAM
GHENT ¯ ANTWERP
HOUSTON
Inc.
Agents
DEPPE LINE
GALVESTON ¯
Co.,
Attractive LowInsurance Rate
Dock Space: 2 Ships, 84 Cars, 60 Trucks
A.D.T. Electric Protection Service
Floor Level 35 Feet Above Mean Low Tide
F R E E O R
BONDE D
EFFICIENTMECHANICALHANDLINGEQUIPMENT,INCLUDING
CONVEYORS
ANDELEVATORS
TO SHIPSIDE
"’Best
in the Southwest’"
Reduce wear, cut costs with
~/ GULF
QUALITY
MARINE
LUBRICANTS
~/ a complete line
uniform quality
~/ quickly available
performanceproven
GULF
OIL
CORPORATION
¯
GULF
REFINING
COMPANY
Bulk deliveries of Gulf Quality Marine Lubricants can be made
at Houston, Texas and at New Orleans, Louisiana. They are available
in drumsat all principal ports on the Atlantic and Gulf coasts.
24
HOUSTON
PORT
BOOK FOR OCTOBER,
1952
The
SUDERMAN
& YOUNG
TOWING
CO.,Inc.
N.Y.K.
(Nippon Yusen Kaisha)
to Japanese
HARBOR
AND
Ports
COASTWISE
TOWING
HOUSTON
CORPUS
LINE
GALVESTON
CHRISTI
TEXAS
Fowler
& McVitie,Inc.
AGENTS
CITY
Cable Address "EDWIN"
Office Phone PReston 0830
Night Phone JAckson 4581
COTTON EXCHANGE
BUILDING
Office Phone 3-2428
Wharf Phone 3-4673
U. S. NATIONAL BANK
BUILDING
HOUSTON
GALVESTON
Offices in
GALVESTON,
HOUSTON,CORPUS
CHRISTI, BROWNSVILLE,
PORTARTHUR,LAKECHARLES,DALLAS,
MEMPHIS, NEWORLEANS
TEXAS
WILLIAM
A. SMITHCONSIRIJCIION
CO.
RAILROAD CONTRACTORS
PROJECTS COMPLETEDFOR
ALUMINUMCOMPANYOF AMERICA
Rockdale, Texas
ALABAMA
GREATSOUTHERN
RR CO.
Birmingham, Alabama
ROCKDALE,SANDOW
& SOUTHERN
RR CO.
Rockdale, Texas
HOUSTONPORTBOOKFOR OCTOBER,1952
ATOMIC ENERGYCOMMISSION
Dunbarton, South Carolina
REYNOLDS
METALSCO.
Gregory, Texas
LONESTARSTEEL
Daingerfield, Texas
NEWORLEANS
UNION PASSENGER
TERMINAL
NewOrleans, Louisiana
SHEFFIELDSTEELCOMPANY
Houston, Texas
25
PortManager’s
Paoe
A modern, diesel cargo vessel.
HOUSTONSHIP CHANNELVS. PANAMACANAL
It is significant that in fiscal year 1952 the PanamaCanal
established a new traffic record. A total of 6320 deep-sea
ships (over 300 tons) transited the Canal, breaking the 1929
record when there were 6289 transits. Fewrealize that the
Houston Ship Channel has more transits by sea-going vessels
than the PanamaCanal. In fiscal year 1952 the HoustonShip
Channel had 7212 transits
compared with 6768 in 1951.
These transit figures do not include the more than 10,000
barge movementseach year on the Ship Channel.
Tonnage-wise, the Houston Ship Channel handled over 45
million tons in 1951; the Panama Canal just crossed 30
million tons in fiscal year 1952. The Port of Houston’s deepsea tonnage, by comparison, was 30,974,365 tons for the
same period, after deducting all barge and local traffic movements. Its valuation was over one and a half billion dollars.
TRADEOR GIFT?
The United States for seven years has been sending aid to
manyforeign countries. Nowsome of these free nations have
recovered and increased their production to the point where
they are capable of and want to export to the United States.
This nation is therefore faced with almost a critical situation
on world trade. No less than a dozen friendly nations have
protested to our State Department that we are closing our
markets to their products now that they have recovered
enoughto enter world trade and export their products to us.
They do not want to have the aid program continued, at
least not to the extent of the past seven years. They want to
do business with us. What is the solution? A gradual reduction in our tariff rates? Will not our exports rise as we
import from our friends? Is not international trade better
than gifts ?
THESTRIKES
The recent strikes in the steel and oil industries affected
tonnage through the Port of Houston. For example, in March
before the strike a total of 4,330,000 tons passed through the
Port. Of this amount 1,150,000 tons was dry cargo and the
balance of 3,180,000 tons was petroleum or petroleum products. In June during the strike period, dry cargo dropped to
890,000 tons, a reduction of over 22 per cent; petroleum and
petroleum products dropped to 2,450,000 tons, a reduction
of about 23 per cent. Not all this changecould be attributable
to the strikes but their influence is certainly marked.
CUSTOMCOLLECTIONS
Custom collections aL the Port of Houston took another
remarkable jump in fiscal year 1952 as evidenced by the
following figures furnished by the Collector of Customs, Sam
D. W. Low:
$ 3,918,722
1950 .....................
8,583,259
1951 ......................
12,224,400
1952 ......................
Muchof the 1951 and 1952 increases are attributable to
26
the flow of steel and steel products, especially steel pipe, from
foreign countries.
Before World War II the highest amount of customs collected was in the year 1937 when the total just exceeded
three million dollars. Even if a 100 per cent increase is
allowed because of depreciation of the dollar since that year,
the 1952 total of over 12 million dollars would be double
the adjusted total for the year 1937.
The Federal Government has recently been expending an
average of about $800,000 per year in maintaining the
Houston Ship Channel. With over 12 million dollars of customs collections pouring from the Port of Houston into the
Federal Treasury in fiscal year 1952, the government is
getting back fifteen dollars in direct return for every dollar
of maintenance moneyexpended in keeping the Ship Channel
dredged to its 36-foot project depth. Of course the government
receives muchmore in indirect returns, the result of income
and corporation taxes from shipping companies and many
industries attracted to this area by the availability of a deepwater-protected and well-maintained channel.
Expressed in another way, capital investment made by the
Federal Governmentin the Houston Ship Channel since its
earliest day amountsto only 36.5 million dollars. The Federal
Treasury received almost 21 million dollars in customs collections from the Port of Houston for just the two fiscal
years 1951 and 1952.
PILOTAGE
After more than 25 years without any increase in pilotage
rates, the Navigation and Canal Commissionersfinally decided increased costs required an increase in the rates, put
into effect January 1, 1952. At the new rates it will cost
ship owners $180 to have the Houston Pilots bring a vessel
drawing 30 feet from the Gulf to the Turning Basin, some
57 miles. According to press reports, both the Ports of
Mobile and NewOrleans have had to increase their rates.
One report shows $195 for the 30-foot-draft ship at Mobile
and $250.50 at NewOrleans. At the Port of Houston one
pilot does the entire job as there are no divisions into bar
pilots and river or harbor pilots as at some other ports.
Safe and prompt pilotage is always a good investment.
A recent survey shows 98 steamship lines offering
112 foreign services from the Port of Houston.
HOUSTON PORT BOOK FOR OCTOBER, 1952
THE
US
N
RT
BOOK
w
Official
Publication
Volume 30
of the Harris County Houston Ship Channel Navigation District
Number 2
¯
¯
¯
O~
FOREWORD:
THEHOUSTON
PORTBOOK
is published
in April and October of each year under contract and authority of the Navigation and Canal Commission and
throughthe cooperation of the shipping
and industrial interests of Houston.
As the official magazineof the Harris
CountyNavigationDistrict, this publication is intended to carry authoritative
descriptions, notices andarticles in regardto the activities of the port andthe
port development. However, the Commissioners cannot be responsible in all
respects/or the contents thereo/, or/or
the opinions o/writers to whomexpression is given.
Thepublication is distributed free to
maritime, transportation and industrial
interests in the United States and foreign countries. Its purposeis to inform
shippers and others interested in the
Port of Houston of its development,
charges and other matters of interest,
and inquiries will at all times be welcome.
Additional copies of this publication
may be had upon application to the
GENERALMANAGER, P. O. Box 9187,
HOUSTON
11, TEXAS, or:
:;
JAMES W. MARTIN
Editor
P. O. BOX9187,
HOUSTON 11, TEXAS
PHONE OR-1651
OCTOBER
1952
The
Port
of
Port
Swedish
....
OFFICE
Box
HOUSTON 1,
PHONE
1283
HOUSTON
PORT
BOOK FOR OCTOBER,
Release
Midwest
Trade
The Port
Line
Wharf
2 Will
U. S.
Customs
28
Port’s
Future
..............................
Anniversary
on Large
U.
Under
...............................
S. Export
Channel
Market
Gets
Quick
B.
New Shed
Collections
Always
..................................
Statistics
Results
..........................
..................................
........................................
Set
New Import
Record
Terminal
Col.
Becomes Division
Vogel
Baytown
Refinery
Gun Plant
Gets
Cars
Imported
of
Coast
the
Hess
Engineer
Plans
Increases
of
Houston
Patrols
Morris
Commands
Greg
Perry
Port
Delegation
South
Port
of
Service
Named Traffic
........................
Work
...........................
...................................
Depot
Manager
of
the
to
..............................
.................................
.......................................
Bord,
World
Channel
r
Ports
......................................
....................................
New Shipping
Services
.................................................
Shipping
Services
Operating
Through Port of Houston
Wharves
of
and Terminals
Houston
A Report
from
Public
Spain
Adams Terminal
Houston Maritime
Pilotage
Mooring
Private
Index
Channel
Rates
Charges
Terminals
to
for
Wharves
Hire
..........................
....................................
....................................
New Bulk
Unloader
.........................
and Foreign
Consulates
...........................
and Brokers
Section
Map
and Industrial
Advertisements
.......................................
.........................................
and Tug Boat Tariff
and Port
Tariff
....................................
.....................................
Facilities.
........................
.....................................
46
47
47
47
47
4g
49
49
49
49
50
51
..............................................
Installs
Interests
Forwarders
44
........................................
on Ship
Ordnance
41
45
Management
Expansion
39
42
......................................
New Commander
Port
Col.
Houston
........................
...................................................
Description
Guard
Under
38
40
..........................................
Grows
38
39
.............................
..................................................
Nersworthy
38
39
............................................
Administration
33
39
.......................................
.............................................
Welcome
Terminal
Dickson
Eight
Barge
32
34
Tonnage
Cummins
29
30
36
and Saint
Paul .............................................
Urged to Attend
Foreign
Trade Convention
Warrengas
Upper
.....................
................................
.......................................
Port
New Sulphur
Houston
Humble’s
Area
on New Wharf
Harold
Get
Are
of
Port
Preliminary
Gets
Minneapolis
Houstonians
Visitors
the
Trip
Loses
Coyle
Rail
26
$11,000,000
Starts
Engineers
Port
Set Sights
Map of
Construction
2356
1952
Thirtieth
......................................
.............................................
............................................................
Industrial
Freight
THE COVER
Port of Houston’s newest dock, open Wharf 16, handles
hundreds of thousands of tons of steel annually. Across
Ihe Ship Channel may be seen Long Reach Oocks, soon
to be transferred
to Port Commission ownership.
Marks
Sink
Chicago
TEXAS
MADISON
Guard
Traders
Contractors
Page
Officials
Move to
Commission
Port
POST
Port
Commissioners
Private
LEE M. WEBB
Business Manager
Manager’s
Directory
52
56
57
59
59
60
61
62
63
64
65
72
A DIRECTORY
OF
OF THE
PORT OF HOUSTON
Harris CountyHouston Ship Channel Navigation District
BOARD OF NAVIGATION & CANAL COMMISSIONERS
WARREN S.
W. L.
ROBERT
BELLOWS,
Chairman
SEWALL
WALKER
MYER
L. E. DEATS
HEMPHILL
EXECUTIVEOFFICERS
GEN.W. F. HEAVEY,
General Manager
FULBRIGHT-CROOKER-FREEMAN
& BATES,
Counsel
H.L.
Director o/Port Operations
JAMES
W. MARTIN,
Executive Assistant
T.E. WHATLEY, Right-o/-Way Agent
P. P. WILKINSON, O]]ice Manager
WASHBURN,
Auditor
VERNONBAILEY,
G. P. SIMPSON,
Chie/Engineer
W. J. PmCE,Maint. Engineer
W.F. LAND,Terminal Superintendent
W.L. FELLRATH, Supt. Grain Elevator
PORTOFFICES
TERMINALSUPERINTENDENT’S
OFFICE .............................................
North Side Turning Basin
Telephone ORchard 1651
GRAIN ELEVATOROFFICE ........................................................
North Side Turning Basin
Telephone ORchard 0576
Telephone WOodcrest 7620
FIREBOAT"CAPT. CROTTY,"CAPT. A. O. HEATON,Master ...........................
CAPT. ROBERT
E. MARSHALL
INSPECTIONBOAT"SAMHOUSTON,"Master .......................................
CAPT.Louis O. DESHAZO
HARBORPATROLCRAFT, Master ..................................................
HOUSTON PORT AND TRAFFIC BUREAU
Cotton Exchange Building
NICHOLAS PATTON, General Manager ........................................
Cotton Exchange Building
GREGB. PERRY,Manager Tra]]ic Department .........................................
3323 Yoakum
MAXH. JACOBS,Director o/In/ormation .......................................................
17
Battery
Place,
NewYork City
W. W. RICHARDS,
Eastern Representative ........................................
Board
o/
Trade
Bldg.,
Kansas
City,
Missouri
LLOYD
L. LEONARD,
Southwestern Representative ....................
EXECUTIVE OFFICES:
2ND FLOOR
WHARF 13--NORTH
SIDE
TURNING
BASIN
Telephone ORchard 1651
P. O. Box 9187, Houston 11, Texas
HOUSTON PORT BOOK FOR OCTOBER, 1952
In
Two Major
Transactions:
Commissioners
MoveTo GuardPort’s Future
226 ACRE SITE
NEAR TURNING BASIN PURCHASED BY COMMISSION;
LONG REACH TERMINAL
Houston’s alert Port Commission,
combining far-sightedness with sound
business principles, has recently taken
two decisive steps to secure Houston’s
position as second deepsea tonnage port
of the nation.
Sites for future expansion of dock
facilities
were assured when the Commission paid $1,304A66 for 226 acres
of channel-front property near the Turning Basin. The land, formerly ownedby
Houston Endowment,Inc., is the last
major undeveloped tract in the immediate area suitable for wharf construction.
In a second major move, the Commission has tentatively agreed to purchase
Long Reach Terminal for $9,000,000 to
keep the big facility open to world shipping. The Air Force had previously been
negotiating to lease Long Reach for
storage purposes, a move which would
have closed the wharves to shipping.
Action by the Commissionto acquire
the 8-ship-berth Long Reach Terminal
camein response to strong requests from
local maritime interests to keep the
docks open. Long Reach handles a
major portion of the Port’s dry cargo.
Negotiations for the purchase of the
TO BE BOUGHT FROM ANDERSON,
226-acre tract had already been completed whenAir Force attempts to secure
Long Reach for warehouse space led the
Port Commission to consider purchase
of the huge private terminal.
More than 4500 feet of Ship Channel
frontage is nowavailable for construction of new docks and warehouses, all
of the latest and most modern design.
Purchase of Long Reachwill necessarily
delay developmentof the newtract, however the Port Commission has announced that as many as seven docks
may eventually be built along the site.
Details of the proposed Long Reach
transfer remain to be worked out, including date of change in ownership and
terms of payment. The Port Commission agreed to pay $8,500,000 for the
physical properties at Long Reach.
which include approximately 40 acres
of land, wharves, warehouses and other
facilities.
Compress machinery and
cranes cost an additional half-million
dollars.
The Port Commission is considering
other ways and means of supplying the
Air Force with the warehouse space it
needs.
CLAYTON
LamarFleming, Jr., presideut of Anderson, Clayton &Co., said the company
has operated Long Reach for 30 years
and is proud of the part they played in
port development.
In explaining why the proposed sale
was made, Mr. Fleming pointed out that
country-wide spread of public operation
of wharves has madeit increasingly difficult for private wharfingersto operate.
The owners of Long Reach had determined that the most profitable use to
which it could be put under private
operation was storage purposes.
Warren S. Bellows, Port Commission
Chairman, ammuncedthat elimination
of LongReachas an active port facility
would have seriously affected Houston’s
ranking as a port, nowand in the future.
Several years wouldbe required to construct equivalent newfacilities, a process
more expensive than purchase of the
existing terminal.
Long Reach’s wharves parallel the
Ship Channel for 3,428 feet. and offer
139,000 square feet of wharf apron
space, plus 10 acres of covered storage
space in transit sheds and warehouses,
and storage for 200 railroad cars.
On the left side of the Houston Ship Channel is the 226-acre tract purchased by the Port Commissionfor future development. Anderson, Clayton’s
famousLong Reach Docks, at which six ships can be seen unloading, are on the Channel’s right side, directly across from the big tract, last undeveloped site near the Turning Basin. The Port Commissionhas tentatively agreed to porchase LongReach for nine million dollars.
HOUSTON PORT BOOK FOR OCTOBER, 1952
29
E. A. PEDEN
Port CommissionChairman
1922-1924
R. S. STERLING
Port CommissionChairman
1924-1930
J. W. EVANS
Port CommissionChairman
1930-1945
Commission Marks
lheyHave
LedThePort Port
ToNational
Prominencelhirtieth
Anniversary
-)(
PORT COMMISSIONERS
1922 - 1952
E. A. Peden ....
IChairman)
5-29-22
10-13-24
R. M. Farrar ....
5-15-22
6- 1-25
D. S. Cage
5-31-22
2- 8-30
7- 6-46
5-31-22
5-29-22
10- 7-30
R. S. Sterling
(Chairman 10-13-24 to 10-7-30)
] Ben Campbell ....
10-13-24
2- 8-30
6- 1-25
9-21-33
~W. T. Carter, Jr.
R. J. Cummins
t;"
10- 7-30
3- 1-45
S. P. Farish ......
2- 8-30
1-29-32
K. E. Womack....
2- 8-30
5-30-41
W. A. Sherman .
H. C. Cockburn .
1-29-32
6- 2-42
9-21-33
6- 2-37
W. W. Strong ....
6- 1-37
5-14-47
Thos. H. Elliott
EugeneL. Harris
5- 8-41
6-30-42
5-28-42
E. C. Barkley .....
6-30-42
7- 6-46
5-30-45
J. Virgil Scott ....
(Chairman)
R. Dowman Ernst
3- 5-45
7- 6-46
5-30-45
9-18-47
Wilson G. Saville.
(Chairman)
7- 6-46
7-13-50
7- 6-46
10-30-50
J.
L.
W. Evans
(Chairman)
G. Sanders
7- 7-46
*
Myer ....
5-14-47
*
Lawton E. Deats
W. 5. Bellows
(Chairman)
9-18-47
7-13-50
*
*
R. B. Hemphill ....
10-30-50
*
W. L.
Walker
Sewall
¯ Present Board
30
.
"’All of the Commissionersqualified
a few hours previous to the meeting by
making bond and oath to the County
Judge. . ."
So read the minutes of the Navigation
and Canal Commissioners’ meeting on
June 1, 1922, when the first five-man
Port Commissionwas sworn in as governing authority of the Port of Houston.
The first Port Commission, its successors and its pioneering predecessors
on the City Harbor Board have been instrumental in catapulting the Port of
Houstoninto the forefront amongworld
maritime centers.
Back in 1922 the entire year’s tonnage was only equal to a month’s business today. Less than 3,500,000 tons of
cargo moved through the port in that
year, and only 500 steamers called at
Houston’s docks.
Today--thirty short years later--the
port has rocketed to the position of second American deepsea tonnage port.
Commercehas expanded until 43,757<
118 tons of cargo funneled over Port
of Houston wharves in a single year,
and over 3,400ships visited the busy,
50-mile-long waterway.
It was not until October, 1922, that
the Port Commissionactually took over
full-scale port operation whenthe cityowneddocks were formally leased by the
Harris County Houston Ship Channel
Navigation District.
Chairmanof the first Commissionwas
E. A. Peden. Serving with him were former GovernorR. S. Sterling, R. J. Cummins. D. S. Cage and R. M. Farrar. At
the time they took office, the port had
been open to deepsea commerce only
seven years.
A survey published in the Houston
Port Book’sfirst issue revealed that in
1923 Houston was already the second
export cotton port of the United States.
Just three years earlier, in 1919, the
steamer MERRYMOUNT
had sailed for
Liverpool with Houston’sfirst cotton export shipment.
Chairman Peden reported that 31
steamship lines were makingregular foreign sailings. Todaythere are 98 lines
offering 112 foreign services.
According to the survey there were
105 million dollars in capital industrial
investments on the Houston Ship Channel. Reliable estimates today place the
total at well over one and a half billion
dollars.
Whenformer Governor Ross Sterling
took over the chairmanship of the Port
Commission in October, 1924, a whole
new series of modernwharves was under
construction on the north side of the
Turning Basin, to be paid for by a four
million dollar 1922 bond issue. By the
end of 1921, four new docks were in
operation.
Another 1924 milestone was the establishment of the Port Terminal Railroad Association to provide a neutral
switching organization to handle traffic
between terminals and industries and the
main-line railroads.
Construction was begun the following
year on the port’s public grain elevator.
a one.million-bushel capacity structure,
HOUSTON PORT BOOK FOR OCTOBER, 1952
J. VIRGIL SCOTT
Port CommissionChairman
1945-1946
later more than tripled ira size. From
that beginning, a quarter century ago.
Houston has risen to fourth rank nationally among export grain ports.
By 1925 the Houston Ship Channel
had been dredged to a depth of 30 feet
and in 1927 total port tonnage had
jumped to 13 million tons annually, almost four times 1922 movements. Port
Commissioners had already requested a
Corps of Engineers’ survey to further
enlarge the growing port’s waterway.
During the same year another million
and a half dollar ]~ond issue was voted
for construction
of two new docks on
the north side of the Turning Basin. one
of which was to be used for a grain
berth.
WILSON G. SAVILLE
Port CommissionChairman
1946-1950
than two hundred million dollars along
the Ship Channel.
During the mid-30’s Houston was riding an express elevator to lofty national
rank among deepsea ports in total tonnage and as early as 1936 had become
third American port. Though World
War II brought a slump ira tonnage
through Houston, the steady climb was
resumed in 1945 and has accelerated
rapidly.
Successor to Col. Evans was J. Virgil
Scott, experienced compress and terminal operator and banker. During Mr.
Scott’s year as Port Commission Chairman, the port, rebounding from war doldrums, jumped an amazing eight million
After the election of Mr. Sterling as
tons in total tonnage. A major, final step
Governor of Texas in 1930, J. W. Evans.
was taken to centralize
port operation
well-known Houston cotton broker, sucunder the Port Commission when the
ceeded as Chairman of the Port Commission to serve for an unbroken stretch of Navigation District purchased all cityfifteen years, longest service of any Port owned docks, warehouses and terminal
facilities.
Initial hearings were held to
Commission Chairman.
consider deepening the Ship Channel to
During his administration the port’s
tonnage was to double itself again and 36 feet, its presently authorized depth.
As the Port entered the post-war era
reach a pre-war high mark of over 28
million tons. Mr. Evans took over the
of expanded world trade, Col. Wilson G.
Commission’s leadership when the port
Saville, former Corps of Engineers offiwas fourth U. S. port in exports and cer, took the reins of Port Commission
sixth in total foreign commerce.
leadership. A multi-million-dollar
proSteady improvements of facilities
were gram of modernization,
improvement
made: extension of Port Terminal Railand new wharf construction
was underroad tracks; construction of several new taken.
steel sheds on open wharves; enlargeMidwaythrough Col. Saville’s adminment of the public elevator to 3,500,000
istration, one of the Port’s older southbushels capacity; dredging of the channel to 32, then to 34 feet; and improved side wharves had been completely relighting of the channel for night navigamodeled and a contract let for $2,000,tion. A fixed tariff was applied to all ter000 Wharf 9, one of the nation’s most
rninats and facilities.
modern wharf facilities.
Port tonnage
By 1939, the peak pre-war tonnage
soared to just under 40 million tons, an
year, industries flocking to the burgeonall-time record. Prospects for future
ing Houston area had invested
more
¯ CONTINUED ON PAGE 58
WARRENS. BELLOWS
Port CommissionChairman
1950 to date
lheyPioneered
lhePort
CITY HARBOR BOARDS
1913-1922
1913- 1917: (Appointed by
Mayor Ben Campbell) Jesse H.
Jones, president, R. M. Farrar,
T. H. Ball,* John T. Scott, C. G.
Pillot.
*Replaced May 4, 1914 by Daniel Ripley.
March 5, 1917-April 23, 1917:
(Mayor Campbell’s administration) Jesse H. Jones,* president,
R. M. Farrar,* C. G. Pillot,* John
T. Scott, Daniel Ripley.*
*All resigned.
September, 1917-1921: (Administrations of J. C. Hutcheson,
Jr. and A. E. Amerman)John T.
Scott, president,* J. S. Rice, W.
D. Cleveland, Jr., Ben Campbell,’~ R. M. Farrar.
*Resigned January 29, 1921. D. S. Cage
named;Farrar chosen president.
tReplaced by R. S. Sterling
Nov. 18, 1918.
1921 - 1922: (Administration of
Mayor Oscar Holcombe) Thomas
H. Ball, chairman, B. W. Steele,
Robert J. Cummins,R. M. Farrar,
D. S. Cage.
HOUSTON PORT BOOK FOR OCTOBER, 1952
3t
SWEDISH
TRADERS SET SIGHTS
ON LARGE U. S. EXPORT MARKET
HoustonArea Plays Vital Role
by
His Excellency ERIK BOHEMAN
Ambassador
of Swedento the United States
Sweden is generally described as a
rich, prosperous and highly-industrialized country. This, however,is not altogether true. For Swedenis poor in many
raw materials like oil, coal and alloy
metals necessary to maintain its present
standard of industrial production. Consequently the country has developedinto
an important market for these commodities, and the high standard of living has
fostered a great and ever-growing import market for a variety of products
such as coffee, fruit, vegetables and luxury goods.
In pre-war days when the world still
enjoyed a fair amountof free trade and
free convertibility of various currencies,
Sweden had a considerable import from
the United States. This was partly paid
for through exports to the United States
and partly through dollars obtained
from other countries where Swedenhad
a readily accessible market for its own
goods.
The post-war pattern of world commerce has not been able to develop according to the sound principles of free
trade and convertibility. Thus, like most
other countries, Swedenhas been forced
to a trade policy which is aiming at a
fair balance between dollar import and
export.
This bilateral approach is an uncomfortable necessity, as it implies great
difficulties and problems for a country
as dependent on foreign trade as Sweden. Wehave not yet reached the prewar freedom of movement, and Sweden,
like most other European countries, is
therefore still forced to developits trade
with the United States on the basis of
a bilateral balance of payments.
As a result Sweden has had to cut
down severely on its import from the
United States. Manytraditional American markets were lost in this way. The
U. S. exports of automobiles, fruits and
various luxury goods were curtailed.
At the same time Swedentried -- and
is still trying- to achieve an increase
in exports to the United States. Traditionally, Swedenwas selling paper and
pulp and certain high-grade iron, steel
and machinery in this country. The
32
post-war pattern of international prices
for paper and pulp has tended to shift
Swedish deliveries away from the U. S.
to other parts of the world, chiefly
Europe and Latin America.
Sweden, consequently, has had to develop markets for other goods in the
U. S. In tackling this problem she has
launched an export drive. It has been
natural to center these efforts in the East
and West coast and to the Middle West.
The Swedish authorities, however, went
a step further and established a tradepromoting Consulate in Houston, Texas.
It was with quite particular pleasure
that I personally assisted in this step for
I know from firsthand experience not
only the great and growingpossibilities
in the southern states, but also the
spiritual and ideological affinities between the progressive spirit of Texas
and my own country, Sweden.
Aimof the export drive is obviously
to develop markets in the U. S. for
Swedish goods. Trade, however, in our
concept, is a two-way street. Every
Swedish article sold here means that
Sweden,sooner or later, will buy for the
same amount in this country. Thus, the
problem of trade between our two countries, the U. S. and Sweden,is not just
a Swedish nor just an American one,
but fundamentally it is a commonconcern. I am convinced that an increased
trade would be of mutual benefit and
that this will hold goodin every respect
for the trade between Sweden and
Texas. Sweden,like Texas, is looking to
the future, and I feel that this similarity
in basic outlook is the best guarantee
and the firmest foundation for an increased exchange of goods.
It might be worthwhile stressing that
few, if any countries in the world, have
such a large foreign trade per capita as
Sweden. Swedish import is approaching
ten billion Kronoror two billion dollars
a year, and the Swedish export amounts
to the same. The imports and exports
are not evenly balanced in the case of
the U. S. for Sweden still buys more
than she sells to this country. The mag-
nitude of the problem can best be seen
by looking at the following table which
gives a clear picture of the development
in recent years:
U.S. Exports
to Sweden
Sw. Crowns*
U.S. Imports
from Sweden
Sw. Crowns
(O00’s)
(O00’s)
190.4
918.9
1946 .......
365.0
1,813.9
1947 .....
294.1
884.2
1948 .......
251.2
194.9 .......
491.8
523.9t
356.0t
1950 ......
864.3t
480.2¢
1951 .......
* Rateof exchange3.60 Crownsto the dollar
up to September19, 1949, and subsequently
5.18 Crowns.
t Premilinaryfigures.
The negative balance of trade is only
slightly modified by a Swedish net
dollar gain in shipping and tourist trade.
And Sweden is not receiving any Marshall aid or any other form of direct
economic assistance from the U. S.
Thus, we have to--and indeed intensely prefer to--live by our own means
and efforts. It is, therefore, a sincere
Swedish hope that the Port of Houston,
the whole of Texas and its tremendous
hinterland, will becomea market where
Swedish goods will be sold in ever-increasing quantities and where Sweden
will be able to purchase the goods and
commodities it needs and covets from
this part of the world.
HOUSTONPORT BOOK FOR OCTOBER, 1952
Contractors
Sink $11,000,000
Under Channel
GiantSteel|ube
Forms
Highway
Link
Twice the amountof concrete used in
Houston’s magnificent new Prudential
Building--enoughsteel to build 31 miles
of railroad track--that’s what is going
into the giant BaytownVehicular Tunnel, second of two such tubes burrowing under the Houston Ship Channel.
Steadily approaching completion, the
huge artery is expected to be ready for
use by mid-summerof 1953.
When completed, the $11,000,000
project will form a vital arterial highway link between the two highly-industrialized sides of the HoustonShip Channel, and will completely eliminate two
remaining auto ferries that operate
across the busy waterway.
Undertaken by the Texas Highway
Department, the entire project was designed and supervised by Parsons,
Brinckerhoff, Hall and MacDonald, a
NewYork and Houston consulting engineering firm. Builders of more underwater tunnels than any other firm in the
world, they list amongtheir tunnel-building accomplishmentsthe mile and a half
long Antwerp tube, survivor of two
World War II aerial bombing attacks.
More than 3,000 feet long from portal to portal, the tunnel consists of nine
sections of pre-cast steel tubes lined with
reinforced concrete. Thesenine sections,
almost 35 feet in diameter and varying
in length from 250 to 300 feet, were
lowered into a dredged-out trench and
rigidly connected under water by joints
of special design sealed with concrete
and steel, a method which required no
work in compressedair and only limited
use of divers.
At meanlow tide the tunnel top is 55
feet below the surface of the water at
the Ship Channel’s center, and the tube
as placed has a minimumof five feet of
cover throughout its length. The project
depth of the channel is 36 feet, thus allowing plenty of depth for future deepening.
Built in Orange, Texas, by Consolidated Western Steel Corporation, the
tubes were floated to the site via the
Intracoastal Canal. A completely concreted 300-foot section weighs approximately- 8,500 tons, yet is sufficiently
buoyant to have four feet of freeboard.
More than 300 tons of ballast were
required in each tube prior to lowering
in order to provide a slight "negative
buoyancy." Launchingbarges facilitated
the controlled lowering of the tubes into
position in the trench.
HOUSTONPORT BOOK FOR OCTOBER, 1952
Twoprincipal contracts were involved
in the tunnel project. The first, awarded
to Brown and Root, Incorporated, included fabricating, launching, towing to
site, concreting and lowering in place of
the nine tube sections. It also covered
dredging of the trench and construction
of a hydraulic embankment with more
than a million and a quarter cubic yards
of earth.
Farnsworth and Chambers, Incorporated, had the second contract to construct the "cut and cover" sections totaling 450 feet, two 550-foot approach sections, ventilation and maintenancebuildings, installation of the electrical and
mechanical equipment, and tiling and
paving.
Three giant fresh-air-supply fans, each
with a rated capacity of 300,000 cubic
feet per minute, provide the necessary
tunnel ventilation. Carbon monoxideanalyzing equipment provides means for
measuring the carbon monoxidecontent
of the tunnel air near each portal.
According to the designers, the Baytown Tunnel represents the latest development in the economicdesign of the
trench and pre-cast type of underwater
tunnel. Use of a circular transverse tunnel section rather than the conventional
octagonal section resulted in simplified
shell fabrication and lower welding
costs.
Delays due to bad weather were eliminated by placing the concrete lining inside the dry protective steel shell. Additional design features of the concrete
lining added greater stability and equilibrium during the lowering process.
The Texas Highway Department estimates that more than ten thousand motor vehicles per day will use the giant
tunnel.
NOTE: The HOUSTONPORT Book
gratefully acknowledges permzssion to
use as source material an article by Mr.
Al Bahn, Jr., associate o/ the /irm o/
Parsons, Brinckerhof], Hall and Mac.
Donald, in the July 1952 issue o/ THE
TEXAS
ENGINEER,
33
Packingtown, U. S. A.
CHICAGO
by
HELEN McLANE
Chicago Association of Commerceand Industry
In the last year of the nineteenth
century, the attention of the world suddenly was focused upon Chicago.
Why?
Because that cocky little midwestern
settlement had just accomplished another of those feats which were becoming almost commonplaceto Chicagoans.
A major watershed divide had been
broached. A canal which in some places
was wider and deeper than the Panama
"ditch" had been completed to connect
the Chicago and Illinois rivers--and
the flow of the Chicago river was reversed!
The immediateresult of this engineering triumph was the clearing of sewage
from the heretofore sluggish stream in
the heart of the city. This made the
crowdedcity a decent and healthy place
to live and made possible the tremendous boom in commerce which followed
the new waterway connection of Lake
Michigan with the Gulf of Mexico.
Nature endowed the place with
myriad advantages. For hundreds of
miles in three directions stretched nearly level plains of fertile soil. In the
fourth direction lay Lake Michigan,supplying an inexhaustible amountof water
for transport, industry and sustenance
of life. Throughthe St. Lawrenceriver
lay a channel to the oceans. Coal, grain,
lumber, petroleum, iron ore and many
other raw materials were abundant in
the region, awaiting only the hand of
man. The climate was vigorous and
favorable. The foot of Lake Michigan
was the logical route of land travel
across the nation.
As a result of these factors and the
kind of men they attracted, Chicago-youngest of the great cities--grew from
a settlement of fifty souls a century ago
to a giant metropolis of nearly five and
one-half million inhabitants. This is the
most spectacular population increase of
any city in the world.
In the field of industry, the Chicago
area produces about 7.5 per cent of the
nation’s total manufactured output. It
leads the country in the production of
many lines, including machinery and
mechanical equipment, electrical machinery and electric and electronic
equipment, fabricated metal products,
34
Kaufmann& Fabry Photo.
Six bridges span the Chicago River in the shadowof towering skyscrapers. Visible
ground is the world-famous Merchandise Mart.
railroad equipment, commercial printing and catalogs. It is unsurpassed in
volume of meat packing, and is America’s candycapital. It is a prime shipper
of gimcracks and novelties.
Chicago is also outstanding for the
diversification of its manufacturing,
which was made possible by home production of steel. Chicago has six large
steel plants, the yearly production of
which, if rolled into heavy rails, would
makea track reaching nearly four times
around the world. Chicago’s industry
still is growing by leaps and bounds.
Since January of 1940 more than 2.6
billion dollars have been invested in
manufacturing facilities in the Chicago
industrial
area, and the number of
plants has increased from 9,000 to
12,500. Industrial capacity to produce
has been increased by an estimated 50
per cent.
Packingtown, U. S. A., can trace its
great strides in the meat packing industry to the business giants who established that business. G. F. Swift, the
originator of Swift & Company,believed
that "you don’t make money; you save
it." His principles of frugality and hard
work fostered a small concern which
was destined to be the world’s largest
packer of meats.
in center back-
The active support of Chicago’s public-spirited business menhas madepossible one of the world’s largest chambers
of commerce--the Chicago Association
of Commerceand Industry.
The association, with the personal
and financial backing of business men
in five thousand Chicagoarea firms, has
made itself almost unique amongchambers of commerce. Shunning hoopla and
self-centered "grabbing," the association
has based its work upon the philosophy that if the institutional framework
is kept right, business will expandand
expand in a healthy and vital way.
In line with this thinking, the association recently went on record as opposing the St. Lawrence Seaway as too
costly and impractical/or the nation as
a whole--even though Chicago would
gain by its construction.
The products of Chicago’s factories
are distributed by nineteen railroads
which operate nearly one-half of the
nation’s total rail mileage. The city is
the busiest railroad center in the world,
handling more freight traffic than New
York and St. Louis combined. Chicago’s
famous "Way-to-Ship" package car
service--a scientific methodof routing
less-than-carload lots of merchandise-daily serves 1,500 communities without
HOUSTON PORT BOOK FOR OCTOBER, 1952
Chicago’simpressiveskyline contrastswith the scenicbeautyof parksalongthe shorelineof LakeMichigan.
a transfer and 60,000 localities with but
one transfer.
Water routes still play an important
part in the activities of this transportation center. Forty-nine million tons of
lake-borne traffic were handled in the
Chicago Harbor District in 1951. This
total was 25 per cent greater than that
handled by the Suez Canal and twice
that handled by the "Big Ditch" at
Panama.
Chicago is the air hub of the nation.
Its MidwayAirport, busiest in the nation, handles 700 planes a day, or an
average of one every two minutes.
Chicago is truly the "great central
market." In the Chicago distribution
area are 36 per cent of the nation’s
wholesale establishments, 38 per cent of
America’s retail stores, 34 per cent of
the country’s manufacturing concerns
and 14 per cent of its farm output in
terms of dollar value of products.
Lying as it does in the "breadbasket of the nation," ChicagO leads the
country in the manufacture of farm machinery and equipment, contributing to
the tremendous production records of
midwestern farms, which today are
helping to feed an entire world. Operating from Chicago, sellers can reach
more customers in less time and at less
cost than from any other major marketing center.
Into Chicago via the varied means ot
transportation
available come daily
33,561 visitors from distant points.
Manyare tourists, someare on business,
but a large segment are undoubtedly
convention bound. The Windy City has
a long-standing reputation as host to all
types and sizes of conventions. Here
AbrahamLincoln was nominated for the
HOUSTONPORT BOOKFOR OCTOBER,1952
Presidency, as were Grant, Garfield,
was achieved--an event ushering in
Cleveland, Harrison, Theodore Roose- Year One of the Atomic Age.
velt, Taft, Harding, Franklin Roosevelt,
The city is still going about the busiand the next President of the United ness of building an ever-greater comStates. It is interesting to note that dur- munity by dream and deed. The Chiing the most recent national political
cago Plan, a current program of civic
party conventions, the city actually lost betterment, is an exampleof the city’s
money. No other conclaves were sched- practical vision. Communityleaders
uled at the time, and despite the swarms have advocated the establishment of a
of delegates attending, thousands of public service authority to build and
hotel rooms were vacant. Chicago is maintain projects in an area extending
accustomed to entertaining many more 40 miles from the loop. The 10-year,
guests at one time.
billion-and-a-half
dollar improvement
The Chicago which the present day program would build a network of extourist sees is nearly completelyrebuilt.
press super highways, establish underFor in 1871 Mrs. O’Leary’s cow caused ground garages for the business disthe Great Fire, the most tremendous in trict, improvethe public transportation
the nation’s history, an event which was system i a vital network in a city 10
at once the direst calamity and the most miles wide aud 26 miles long), with
precious blessing the city had ever million commuters, build new schools,
known. It marked the end of old Chi- medical centers, railroad terminals,
cago, and the beginning of Chicago as bridges, parks, and expand airport fait is knowntoday. Fifteen thousand,
cilities.
One of the most needed segseven hundred and sixty-eight buildings ments of the plan is the centralization
were destroyed; 91,,000 persons made of governmentagencies.
homeless overnight. The value of propOne of the first men to foresee the
erty lost was $188 million, or nearly greatness that is today the city of Chihalf of the entire city’s total evaluation. cago was the French explorer, Robert
But in typical fashion, Chicago’s men, Cavalier de La Salle. Nearly three cenwomenand children responded to the turies ago he wrote these words conchalienge. Before the fire had ceased to cerning the present site of the city:
burn, plans for a new and greater Chi- "Everything invites to action. The typicago had been laid. Whenall else fails,
cal man who will grow up here must be
Chicagocan count on its stout heart and an enterprising man. This will be the
muscle to see any task through.
gate of empire, this the seat of comGreater Chicago has more than 1,000 merce."
industrial research laboratories within
Marvels have become every-day
ocits boundaries. Twentyuniversities and currences in Chicago; its achievements
colleges conduct research in the Chi- stand not for a day or for an age, but
cago area. Amongthese is the internaforever. Carl Sandburg has exclaimed,
tionally-known University of Chicago. "Showme another city with lifted head
It was here, a scant nine years ago, that singing so proud to be alive!" None has
the world’s first nuclear chain reaction yet accepted his challenge.
35
\
/
MARKET $~ ROAD
TURNING BASIN 8
PUBLIG WHARVES
HOUSTON
I
P.T.R.A.
(NORTH SIDE BELT)
1.
2.
3.
4.
S,
6.
7,
8.
9,
10,
11.
12.
13.
14.
15,
16.
17.
18.
19.
20,
21.
22.
23.
24,
25.
30.
31.
32,
33.
34.
35.
36.
37.
38.
39.
40.
41.
42,
43.
44.
Merchants & Manufacturers Bldg.
Buffalo Warehouse Co. (M. & M. BIdg,}
City Wharves (Fannin St.)
John Young Co.~ Inc.
Houston Terminal Whse. & Cold Storage Co.
Texas Packing Co.
Peden Iron & Steel Co.
General Warehouse Co.
Horton & Horton
United Gas Co.
Houston Lighting & Power Co.
Houston Shell & Concrete Co,
Federal Steel Products Carp,
The Texas Co. Bulk Station
Houston Packing Co.
Pritchard Rice Milling Co.
Trinity Portland CementCo.
Feld Reynolds Warehouse Co.
Brown & Root Asphalt & Air Cond’n.
Coffield Warehouse Co,
B. A. Riesner & Son Co.
Baash Ross Tool Co.
Earle M. Jorgensen Co.
international
Harvester Co.
San Jacinto Sand & Gravel Co,
American Can Co.
The Bama Co.
Rheem Mf9. Co.
Standard Asbestos Mf 9 & Insulating
Co
Chicago Bridge & Iron Co,
Ford Motor Co,
Converted Rice
Shell Builder Co~
Parker Bros. & Co.
Houston Barge Terminal
J~ A, Folger & Co.
Continental Supply Co.
Republic Supply Co,
National Supply Co.
Baker Oil Tools Co.
’
PASADENA
®
45. Gaylord Container Corp.
46. Mid-Continent Supply Co.
47. Byron Jackson Co,
48. Reed Roller Bit Co.
49. American Chain & Cable Co
S0, Continental Can Co.
$5. Commercial Iron Works
56. Hughes Tool Co.
57. Bethlehem Steel Co.
58 ale Peterson & Son
59 Layne & Bowler Co.
60. Port Houston Iron Works
bl. Patrick Shipslde Warehouses
62. U. S. Customs
63. Humble Oil & Refining Co.
64, Southern Compress & Warehouse Co.
65. Navigation District (North Yard)
66. Navigation District (Storage Yard)
67, Grain Elevator (Public)
68. Pacific Molasses Co.
69. Armour Fertilizer
Works
70. Standard Concrete Products Co,
71. Humble Oil & Refining Co.
72. Port City Compress & Warehouse Co.
73. Sampson Machinery & Supply Co,
74. Houston Export Crating & Construction Co.
\
""
$’*
75 Houston Wharf Co. (Long Reach)
76, Commercial Barge Lines (Brady Isl.)
77. Liquilux GasServices, Inc.
80. Gulf Atlantic Warehouse Co. (Long Reach)
81. Ship Channel Compress Co, (Sprunt Docks)
82. Guff Atlantic WarehouseCo. (Terminal Plantl
83. U. S. Engineers Field Office
84. Platzer Boat Works
85. Bludworth Shipyard
86. Consolidated Chemical industries, Inc.
87 Humble Oil & Refining Ca. (Harrisburg)
88 Parker Bros. & Co. (Harrisburg)
Bg. Houston Marine Service
90, Harrisburg Machine Co.
91 W. D. Haden Co. (Marine Dept. & Machine Shop)
92. Houslon Blow Pipe & Sheet Metal Works
93 Eastern States Petroleum Co., Inc.
94. Magnolia Petroleum Co,
(Leased to Eastern States Petroleum Co., Inc.)
95. Lone Star CementCorp.
96. Ado Oil Co=
97. Arrow Mills, Inc.
98. Arkansas Fuel Oil Co.
99, Continental Oil Co.
100. Gulf Atlantic WarehouseCo. (Clinton)
101, Best Fertilizer Co.
9 DEEP
~,:
%8’
EON
36
,,~
DEEP
"’
~:’
.,,.t
..
HOUSTON
=
PORT BOOK FOR OCTOBER,
102.
103.
104.
105.
106.
107.
108
109.
110.
111.
112,
113.
114.
115.
116.
117.
118.
119,
120.
121.
Southwe
Maritim
Gulf Ch,
Tenness=
Southerr
Gulf Po
Nationa
John Yc
Dickson
Mayo Si
Navigat
Fireboat
Navigat
W, D. I"
Eastern
Manche
Goodye,
Sinclair
Sinclair
Coastal
[Le
122, Gulf Oi
123. General
124. Houston
1 25. Chipma~
126. Naviga!
127. Ethyl C
128. Kolker I
t 29. Tenn-Te
130. Oil & C
131. The Tex
132, Champi,
133. Crown
134. Phillips
135. Horton
136, Mathies
137. Philllps
138. Harris (
139. Warren
140. Hess Te,
141. A.O.S
142. Norswo~
143. Sheffiel,
144. San Ja(
145. A.O. S
146. Meriche
147. Nyotex
148. Port Ho
149. Parker I
150. Todd SI~
151. Greens
1952
@
C
kLEXANDER"
ISLAND
DEEPWAT~R
DEER PARK
Sugar & Molasses Co.
I Co, (Drumming Plant)
al Corp.
oal, Iron & Railroad Co. (Barge Term.)
¢ific Lines (Steamship Terminal)
d Cement Co. (Ideal Cement Co,i
be Co.
Co., Inc,
Plant (Hughes Gun Co.)
Co.
Wharves (Manchesler
IDistrict
tion
District (Manchester R.R. Yard)
n Co. (Shell Rig & Marine Ways)
es Petroleum Co., Inc. (Mancheste~
Terminal Corp.
,nthetic Rubber Co.
~er, Inc.
ning Co.
& Transport Co.
to Humble Oil & Ref. Co.I
152.
153.
154.
155.
156,
157.
158.
159.
160.
161.
}62.
163.
]64.
165.
166.
]67.
168.
169.
Heyden Chemical Carp.
San Jacinto Ordnance Depot
Shell Oil Co., Inc.
Diamond Alkali Co.
Rohm & Haas
Channel Shipyard
Gulf Refining Co. {Houston Pipe Line Dept.(
San Jaclnto Battle Ground & Monument
E. I. du Pont de Nemours & Co.
Shell Chemical Corp.
Lubrizol Corp.
Oil & Refining Co. (Baytown Ref.
IHumble
Humble Oil & Refining Co. (Terminal)
SPENDER
General Tire & Rubber Co.
Standard Oil Co. of Texas (Morgan Point}
Humble Oil & Refining Co, (Morgan Point)
Boat Sales & Service, In¢, (Morgan Point)
Goose Creek Oil Field~
LA
~rican Tank Storage Terminals
~ting & Power Co.
emical Co., Inc.
:)istrict
(PasadenaYard)
ical Co.
oy & Chemical Corp.
caJ Products, Inc.
~per & Fibre Co.
al Petroleum Carp.
~leum Ca.
rton (Shipyard)
hemlcal Corp.
nlcal Co. (Adams Terminal)
roadcastlng KXYZ
)leum Corp. (Warrengas Terminal)
d Corp~
Corp.
Wharf
el Carp,
~mmonia Works
Corp. of Texas (Pipe Plant)
PORT OF HOUSTON
INDUSTRIAL DISTRICT
ISSUEDBY THE
licals, Inc~
Iron Works
& Co., Inc. (Repair Yard)
ds Corp.
Marine Service Co.
O
PORT COMMISSION,
HOUSTON
1952
I
SGALE IN
B
MILES
3
4
::1~1=
S
----t
$
PI-246
HOUSTON
PORT BOOK FOR OCTOBER,
Rev. 4-25-52 J.E.K. PI-24a
1952
37
Midwest
Trade
Trip
GetsQuick
Results
The ties between the Port of Houston
and three great industrial and manufacturing centers of the Midwest were
strengthened when a 42-man Houston
trade delegation visited Minneapolis.
Saint Paul, and Chicago in June.
This was the second in a series of
trade trips to be made by Houston
groups whohave been telling the story
of the Port of Houston in the Midwest
and at the same time viewing the growth
and development there.
NEWPORT COMMISSIONOFFICES. When this $487,000 air-conditloned
office building is comSewall Myer, port commissioner and
pleted, offices of the Navigation District will return to downtownfrom the Turning Basin where
delegation chairman, termed the Minnethey have been since 1947. Designed by Alfred C. Finn, the structure has foundations for six
stories and will be Iocat.ed at Capitol and Crawford Streets. A special feature of the building will
apolis-Saint Paul-Chicago trip "a most
be a foreign trade exhibit room.
successful undertaking."
In addition to bringing back a subENGINEERS RELEASE
stantial volume of new shipping from
CONSTRUCTION STARTS
the Midwest for Houston, the group
PRELIMINARY PORT
ON NEW WHARF EIGHT
strengthened substantially the relationships between Houston and the three
Another million-dollar concrete and TONNAGE STATISTICS
he said.
steel-piling wharf, the third such strucAccording to preliminary Corps of cities,
A major automobile manufacturer
ture to be built since 1950, is being con- Engineers’statistics for Gulf Ports, just
structed by the Houston Port Commis- released, J13,757.118 tons of cargo Nash Motors Division of the Nash Kelvinator Corporation--began exportasion. An open-type dock, designed for moved over Port of Houston docks in
tion of Nash cars through the Port of
the handling of commoditiesnot requir1951.
Houstonas a direct result of the trade
ing shedded storage, new Wharf 8 will
Tonnage through the Port in 1950 trippers’ efforts.
be 622 feet long.
was 40.8 million tons, some2.9 million
Several tons of nmtor scooters manuCompletionis expected within a year. tons less than 1951’s record-topping
factured in Italy will be imported
Contract for the $1,128,950 wharf was total.
through Houston for delivery ira the
awarded to Farnsworth and Chambers,
The Engineers’ report shows Houston Midwesternarea also as a result of the
Incorporated.
well ahead of all other Gulf ports, lead- trip.
Wharf 8 will adjoin Wharf 9, the ing its nearest competitor, NewOrleans,
The Houstonport, civic, and business
Port’s newest covered dock, and front by more than five and a half million
leaders made radio and television apapron tracks oil the ne~ wharf will be tons.
pearances, spoke to hundreds of busiThe 1951-1952 fiscal year produced ness men at luncheons and dinners, and
extensions of those over. Wharf9. Access
roads to Wharf8 are under construction another port record in grain shipments. visited manufacturers and shippers durElevators of the Navigation District and ing two days ira the Minnesotacities and
by Brownand Root, Incorporated.
Continental
Grain Companymoved more another two days in Chicago.
The new dock will help meet a growing need for handling space for bulk- than 75 million bushels to world ports,
Activities were started at a breakfast
type cargoes, and particularly the rising with all but a fraction going to foreign given in Minneapolis by the Minneapdestinations.
inflow of steel and steel products.
olis Chamberof Commerceand attended
by the city’s business leaders.
The 38-year-old governor of Minnesota, C. Ehner Anderson, greeted the
Houston group in Saint Paul, where a
luncheon was held by the Saint Paul
Association of Commerce.
Several hundred business men from
the two cities heard facts and figures
about the Houston port at a reception
and buffet supper given by the Houston
delegation in the Minneapolis Athletic
Clublater.
Some125 of Chicago’s top business
men were present at a dinner at Chicago’s exclusive Union League Club.
A group of Houstonians appeared on
PORTVETERANS.
A solid core of loyalty to the Port is represented by this group of employeeswhose a television
show over WGN-TV,the
terms of service range from 20 to 37 years. Left to right, first row: GeorgeH. Raezer, Charles P.
Chicago Tribune station. Membersof
Lasne, John Barcelo, George P. Simpson, Marion I. Starns. Second row: Joe E. Bush, Thad E.
the delegation also were interviewed
Whatley, V. Y. Coffman, W. L. Fellrath, Daniel E. Young. Third row: Adolph A. Sylvester, W. V.
Rankin, Charles A. Wall, Albert F. Ruppert, Charles Palm. Fourth row: Edith Hanner, D. M. Frazior,
over the CBSnetwork from Saint Paul
EIo W. Zapalac. Fifth row: RadmanE. Colleps, Robert E. Shook, James E. Kervin, John Adams,and
and over NBCin Chicago.
A. C. Binkley. Not shownare H. L. Washburn, Vernon Bailey, Ross Warren, and Andrew A. Selle.
38
HOUSTON PORT BOOK FOR OCTOBER, 1952