I

!

It’s not a dream situation-it’s a very real challengefacing the Port of Houston to-day. The people have voted

the Port another $50 millonto be spent for improvementsand expansion.

Our Port planners areworking a few years aheadof your requirements. Then,when you need a facility, thePort of Houston will be ableto handle your cargo withits usual speed and safety.

That’s why the Port ofHouston is called theModern Port.

PORT OFHOUSTON

P.O. Box 2562, Houston, Tx. 77001 (713) 225-0671East Coast Field Office:

60 East 42nd St., New York 10017

2 Port of Houston Magazine

®

Our many satisfied andloyal customers know ofour harbor tug service inHouston and other Texasports.

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November, 19793

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The Port of Houston MagazineVolume 23, Number 11 November, 1979

The CoverLongshoremen are busy loading the M/VANA at the Port of Houston, getting ready for the ship’s voyage to

Central America. For an interesting story about Armasal Line see Page 19.

INSIDE THIS ISSUEShip Channel Formally Opened 65 Years Ago--President Wilsonfired a cannon to make it official. 9Fire Fighters Demonstrate Special Skills--Oil and chemicalfires are a challenge. 15

Port Observes Birthday and National Port Week--Big crowdsturned out for a weekend celebration and to tour the Port. 17Armasal Line Is No Longer "New Kid On The Block"--Sixyears makes a big difference. 19

Transportation Observations--A new decision goes against50 Mile Container Rule. 21

Port of Houston Directory--There are more changes to keepyou current. 29

Port Commissioners and StaffFENTRESS BRACEWELL, ChairmanW.D. HADEN, II, CommissionerMRS. MARCELLA D. PERRY, CommissionerJOHN H. BARRETT, CommissionerHOWARD J. MIDDLETON, Commissioner

RICHARD P. LEACH, Executive DirectorJ.R. CURIIS, Director q[ Port Operations

Tlq) WAt.TERS, Axs’t. Director qf Port OperationsW.D. DUNNAHOE. Manager of Port Operations,Turning BasinC.G. SEAMAN. Manager of Port Operations,Barbours Cut and Bavnort TerminalsW.E. G R E~ R, A cling Manager, Grain ElevatorLESLIE J. SANDERFER, Manager, Bulk MaterialsHandling Plan tA. MONROE BEAN. Manager, Storage Ware-h o usesA.J.M. VAN DE VEN, MaintenanceSuperintendentLouis F. BROWN, JR., Manager, Marine, Fireand Sq[et.vel At;DE BARTH, Manager, Security

C.A. ROUSSER, JR., Director of Trade DevelopmentLEON U ll ERBACK, Eastern Sales ManagerJACK WOJEWNIK, Asst. Eastern Sales Mgr.ARMANDO WATERt AND, Midwestern SalesManagerBn i CooK. Western Sales ManagerTtI) SUMERI IN, Communications ManagerGEm KON~(;SBt RO, Public Relations ManagerJtRRY BROWN, Asst. to CommunicationsManager

NORMAN E. HUENI, Director (),[’EngineeringDAVID P. WAI SH, Ass&rant Chief EngineerTOM Ko RNE(;AY, Assistant Chief Engineer

F. WUtJAM COt.BURN, Director of AdministrationLINDA REESE, ControllerALTON B. LANDRY, Personnel Manager andWorld Trade BuiMing ManagerBETTY GARRETT, Manager of PurchasingALGENITA SCOTT DAVIS, Counsel

MICHAEL SCORCIO, Director of ComrnunityRelations

GEORGE W. AI AlVA 1ER, ConsultantS.G. Full FR tON, County Auditor

EXECUTIVE OFFICES1519 Capitol Avenue, Houston, Texxas 77001

P.O. Box 2562, Houston, Texas 77001Telephone: (713) 225-0671

TWX: 910-881-5787

TERMINAL OFFICESTurning Basin: (713) 672-8221Barbours Cut: (713) 471-5091

NEW YORK OFFICE60 East 42nd. Street, New York 10017

Telephone: (212) 867-2780

The Port of Houston MagazineTED SUMERLIN, Editor

GERI KON1GSBERG, Associate Editor

Published monthly by the Port of Houston Authority, the PORT OF HOUSTON MAGAZINE is distributedfree to maritime, industrial and transportation interests in the United States and foreign countries. Thispublication is not copyrighted and permission is given for the reproduction or use of any original material,provided credit is given to the Port of Houston. Additional information, extra copies or advertising rates may beobtained by writing the PORT OF HOUSTON MAGAZINE. Library of Congress International Standard SerialNumber 0032-4825. Controlled circulation postage paid at Fort Worth, Texas. POSTMASTER: Send addresschanges to Port of Houston Magazine, P.O. Box 2562, Houston, Texas 77001.

WORLD WIDE DIESELGive your ailing diesel engine personal attention byhighly experienced, skilled service engineers who areready to find and take care of those problems-whetheryour ship is in port or enroute. Full overhaul and adjust-ment to factory specifications for all kinds of diesel

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also reconditions and repairs:

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6 Port of Houston Magazine

\\

ed JUN 2 0 1979

PROMISES, PROMISES,PROMISES.

You don’t last eighty yearsin this business by makingpromises you can’t deliver.

When you buy a Yale orTaylor lift truck fromBriggs-Weaver, a sales-man and sales co-ordinatorare included with the pack-age. And they’ll stay nearyou all through your truck’s warranty period tomake certain we’ve delivered all we’ve promised.You’re even promised a final warranty inspectionninety days after installation. That’s Briggs-Weaver’s promise of good service.

Another way we deliver on our promise of goodservice is with our own delivery trucks to assureprompt shipment of your equipment. When special

road permits and vehiclesare required, we’ll handlethat for you, too.

Since 1896 a lot haschanged at Briggs-Weaver.But not our original prom-ise of a good product andservice at a realistic price.And keeping our promise

to you means as much to us as your business.So when it’s time to order lift trucks, choose the

company that promises you one thing--and deliv-ers. Not some company that promises you any-thing. Select Briggs-Weaver.

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November, 1979 7

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8 Port of Houston Magazine

Judy Saks, one of the Southwest’s foremost artists, re-created theopening of the Houston Ship Channel in a painting that was reproducedon the cover of the Port of Houston Magazine in March, 1976, as part of abicentennial project. This painting is copyrighted by Miss Saks and maynot be reproduced without her permission.

President Wilson Participated

Ship ChannelFormally Opened65 Years Ago

THE SUN WAS SHINING almost overhead; it was a brightwarm day as the smartly uniformed soldiers pushed a smallcannon to the edge of the waterway. Almost dead center infront of the cannon was the U.S. Revenue CutterWINDOM. It was a strange, silent sight as thousands ofpeople waited for the signal on November 10, 1914.

At the same time, in Washington, D.C., the President ofthe United States, Woodrow Wilson, pushed back his chairand called a short recess of the cabinet meeting over whichhe was presiding.

President Wilson walked across the room to a plain table,in the center of which was a switch, surrounded by sparklingpearls.

"Sir, it’s noon!" an aide announced.President Wilson pressed the switch which sent a charge

of electricity over the Western Union wires directly to thecannon on the banks of the new Houston Ship Channel.With a loud roar the cannon jumped a few inches off theground, propelled by the exploding charge. As the soundreverberated from bank to bank, thousands of celebratingHoustonians shouted and cheered.

President Wilson felt as though he had a new toy as heturned to his aide and asked: "Did she fire?" Almost at that

instant the telegraph instrument in the White House startedclacking to form the words:

"The Ship Channel is open!"

THE FIRING OF THAT CANNON set off a celebration, thelikes of which had never been seen in that bustling littletown. Miss Sue Campbell, the beautiful daughter of MayorBen Campbell, stepped to the rail of the Revenue Cutter andtossed a wreath of white roses into the water.

"I christen thee Port of Houston and hither the boats ofall nations may come and receive hearty welcome," MissCampbell said.

The jubilant crowd celebrated for hours with canoe racesacross the Turning Basin and a small parade along thewooden dock. The people were filled with optimism fortheir city and now their new port. They shared the opinionthat if their city were ever to become a great metropolis, itwould be necessary to have--like most other great cities--aport.

Now, 65 years later, Houstonians can look back withsatisfaction, and praise those early-day Houstonians fortheir foresight and dogged determination for building a porton a small bayou, 50 miles from the Gulf of Mexico.

November, 1979 9

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Cornelius & Associates represents many large insurancecompanies so they’re under no obligation to sell for justone company. Because they are an Independent Agency/Broker, Cornelius & Associates has the freedom to carefullyanalyze your operations and put together the most effectiveinsurance package for your company.

Whether you’re involved with ship building, ship repair,drilling, tugs, barges, cargo or any other marine-related in-dustry, Cornelius & Associates can tailor a program to meetyour needs and budget.

For additional information, call or write Jim Cornelius orHarrel Bruce, phone 713-526-5297, and learn how manybenefits an Independent Agent/Broker can offer you andyour company.

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10 Port of Houston Magazine

A photograph of the actual dedication of the Houston Ship Channelshows Miss Sue Campbell, daughter of the Mayor, as she prepared totoss her bouquet over the side of the ship to finalize the dedication.Captain Grant, Master of the U.S.S. TEXAS, is on the left and GovernorOscar B. Colquitt is on the right.

Today, the Port of Houston is recognized as the catalystthat has made it possible for Houston to become the largestcity in the South, fifth largest in the United States and in thevanguard of American progress toward the twenty-firstcentury.

In only 65 years, the Port of Houston has become recog-nized around the world for its leadership and progress. Thisis much, much more than the founding fathers everenvisioned.

The City of Houston was founded in 1836 by the AllenBrothers, who were promoters and land developers. Theynamed their new town after General Sam Houston, theirgood friend and Texas’ biggest hero, who had just won theterritory’s independence from Mexico in a battle just 20miles to the South.

A surveyor by the name of Gall Borden, who was later tobecome famous for condensing milk, plotted the streets ofthe city for the Allens. The first street South of BuffaloBayou was named Commerce because the Allens had everyconfidence that the little bayou would make this the "greatinterior commercial emporium of Texas," as their adsbragged.

Land sales got off to a slow start, so the Allen Brothersdecided it would be necessary to prove to the waiting worldthat Buffalo Bayou was navigable. Captain Thomas WiggGrayson, who owned the LAURA, the smallest packetsteamer in the area, was hired to sail upstream to the newtownsite.

SAILING TH[’~ 85-1’OOT STFAMER across Galveston Baywas fairly uneventful because the boat went aground only afew times. It was easy sailing once the LAURA reachedBuffalo Bayou until the boat passed the town of Harrisburg,about five miles below Houston.

No boat, except Indian canoes, had ever been aboveHarrisburg, so Captain Grayson had to force the bow of hisboat among the bushes and trees that lined the bayou. It issaid that on more than one occasion a crewman had to takean oar to the nose of an alligator. The several passengers onboard lent a hand to use what was called a Spanish windlass

This old photo shows the Revenue Cutter WINDOM as she approachedthe Port of Houston to act as the command ship during the dedicationceremonies.

to move fallen trees from the water so the boat could moveforward.

Three days after leaving Harrisburg the tortuous voyageended on January 22, 1837, when the LAURA tied up at thefoot of Main Street in Houston.

Some five months later, the Aliens hired a second steamerto come into Houston. This was the CONSTITUTION, a150 foot long stern wheeler that displaced 262 tons, but notto be confused with the U.S. Navy’s frigate by the samename which was known as "Old Ironsides."

The CONSTITUTION worked its way to Houston, butthe bayou was so narrow that it was impossible to turnaround. The ship’s captain ordered the vessel to back downto a wide bend near Harrisburg where the ship was turnedwith ease. Today that wide bend is the Port of Houston’sworld-famous Turning Basin, head of deepsea navigation,where many of the ships calling at Houston still turnaround.

The Allen brothers so publicized the arrival of the firsttwo ships at Houston, that other venturesome captainsstarted regular runs into the settlement to sell goods.

Although times were hard, Houston continued to attractmore people, most of whom arrived on boats. On June 10,1841, City Council passed an ordinance establishing thePort of Houston and set wharfage rates ranging from $1 to$6 per vessel for the first day.

Ships brought in food and supplies for the settlers andsoon they started taking out a few bales of cotton. In 1839they shipped eight bales, but by 1842 this had jumped to4,260 bales.

In those days it was much easier to travel by water thanland. One visitor who arrived by land was so amused by theterrain he wrote about the roads:"They were then impassable,Not even Jack-assable. ’"

To overcome this problem, the first Congress of theRepublic of Texas granted the Texas Railroad, Navigationand Banking Company a charter to build a railroad fromHouston northward. This and several other attempts failed,but finally in 1853 the first railroad began operating.

In the meantime, General Sidney Sherman, who came

November, 1979 11

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12Port of Houston Magazine

from Massachusetts to help fight for Texas independence,settled at what is now Morgans Point, where the Port ofHouston presently is building a $100 million port complexfor ro/ro, container and barge carrying ships.

GENERAL SHERMAN HAD A SURVEY made of theGalveston Bay approach to Buffalo Bayou and he wasconvinced that the sand bars could be dredged for between$25,000 and $30,000, so he tried to get an appropriationfrom Congress to cover the expense.

Money was slow in coming. It was not until 1853 that thestate appropriated $4,000 each to Buffalo Bayou and SanJacinto River, which flows into the bayou at San JacintoBattleground, near Galveston Bay. The first sizeableallotment came in 1856 and amounted to $350,000 for theencouragement of navigation in Texas.

Wharfage fees from the small vessels were used to clearthe trees and snags from Buffalo Bayou. The first dredgewas built in 1856 to speed up the project.

During this era rivalries grew up between the ship captainsserving Houston. One pair had a race from Houston toGalveston, but tragedy struck near the end of the race as theboiler exploded in one of the vessels and an estimated 36people were killed. General Sherman, who was on board,narrowly missed death as he was blown into the water. Thisstarted a new trend toward safety, which even now remainsimportant to everyone using the Houston Ship Channel.

Because of the availability of shipping, business inHouston continued to improve. Cotton became the bigexport, a position it held for many years until petroleumproducts jumped to the forefront.

It was about 1876 that Commodore Charles Morgan, whohad amassed a fortune during the Civil War, built up hisfleet sailing between New Orleans and Galveston. He alsobecame interested in Houston, so he decided to construct anine-foot channel 120-feet wide from Galveston Bay toHouston. He also stretched a chain across Morgan’s cut andno ship was permitted to pass until it paid a toll.

Morgan spent a large part of his fortune to build a railconnection between New Orleans and Houston with the ideaof discontinuing his ship service. But Morgan died in 1878,two years before the rail link was completed. Morgan’s heirsdiscontinued the toll fee at Morgan’s Cut when the Morganships were pulled out. This caused the port’s tonnage to drop.

HOUSTONIANS STILL BELIEVED that the city couldbecome a port if it could get deep water so the larger vesselscould call. To push this in Congress, a newly-electedrepresentative, Tom Ball, was advocated for a position onthe Rivers and Harbor Committee. To everyone’s surprisethe freshman Congressman was named, but it was 1900before his efforts were rewarded with an appropriation.

While the U.S. Army Engineers were surveying BuffaloBayou, a young man by the name of Charles Crotty signedon as a civilian employee in April, 1904. He was later to jointhe Port and become a valued employee. One of thefireboats now is named in his honor. It was this survey thatresulted in the Engineers recommending that the head ofnavigation be switched from Main Street to ConstitutionBend near Harrisburg because the two towns had grownuntil they were almost one.

Crotty was assigned to lay out the Turning Basin, whichwas dredged to a width of 600 feet. The Ship Channel wasdredged to a depth of 18 1/2 feet, but this coincided with aneconomic recession, so there was little construction activityfor several years.

The interim was used to gain passage of a state lawpermitting the formation of navigation districts. OnJanuary 10, 1910, the Harris County Houston Ship ChannelNavigation District was created by the voters.

Since construction was dragging, a delegation fromHouston went to Washington to talk to the Rivers andHarbors Committee about funds to dredge the channel to a25-foot depth. The Houstonians surprised everyone byoffering to split the cost of the project with the government,a precedent which still is used for many projects.

Congress agreed, so the Houstonians went home andcalled for a $1.25 million bond election for the newNavigation District. With this money, work began early in1912 and was completed 27 months later, in September,1914. This was just cause for a celebration, because theentire county had been involved in the drama of building adeep water port. The climax, of course, was when PresidentWilson fired the cannon to open the Port of Houston.

Early Houstonians learned that ittakes more than deep water tomake a port.

But having a port does not automatically mean that youhave commerce, so the inventive Houstonians came up withsome novel plans to develop traffic.

The first steamship to navigate the new Ship Channelactually tied up in Houston on October 12, 1914, a monthbefore the formal opening of the port. Master of this ship,the DOROTHY, was Capt. W.L. Farnsworth. The vesselwas 240 feet long and drew 19 feet of water when it arrivedwith 3,000 tons of coal from Philadelphia. The Port’ssecond fireboat, incidentally, was named in honor ofCaptain Farnsworth. Another vessel, the schoonerWILLIAM C. MA Y, also came into port before thededication.

FOLLOW,NO THE FIRST flurry of activity, ships tied uponly once in a while at the Port of Houston for severalmonths after the channel was opened. A group of portbackers hit upon a plan to try to get a regular coastwiseservice. They had 100 citizens sign a note promising to pay$1,000 each to the Southern Steamship Company if the linelost money in giving Houston the new service.

Colonel R.H. Baker and his son Burke Baker refused theguarantee and inaugurated the service by scheduling as thefirst ship the SA TILLA, a 312-foot-long ship which drew 22feet of water.

A severe hurricane swept over the Galveston-Houstonarea just before the ship was due, completely ruining one ofthe celebrations that Houston was becoming famous for ineach phase of the development of the port.

A day late, the SA TILLA arrived on August 22, 1915,after carefully navigating the channel which had very fewbuoys left in place by the storm. About 2,000 people met theship when it tied up at the Turning Basin. The SA TILLAwas followed by four other ships of the Southern Steamshipfleet which started calling at Houston on a regular basis,actually giving Houston the port for which it had beenstriving for so many years.

November, 1979 13

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14 Port of Houston Magazine

Fire Fighters Demonstrate Special SkillsThe Channel Industries Mutual Aid Organization

(CIMA), recently demonstrated its ability to deal withdifficult industrial fires during its annual drill at the fire-training grounds of ARCO’s Houston Refinery.

CIMA is a 76-member cooperative which maintains areadily available supply of equipment and manpower tocope with emergency situations. All major Houston areaplants adjacent to the Houston Ship Channel are members

member companies extinguished several large industrial typefires. One drill had crews from three companies and theU.S. Coast Guard cooperating to extinguish a large firerequiring several fire-fighting techniques.

CIMA resources include: 35 fire trucks, two Port ofHouston fire boats, a great deal of specialized equipment,large supplies of dry powder and foam extinguishing agents,eight ambulances, many miles of hose and hundreds of

as well as the Houston FireHouston Authority, Harris County and the U.S. CoastGuard.At the demonstration, fire crews from the CIMA

Department, the Port of trained industrial fire fighters.Participants in this years’ drill included: Champion

Papers, a U.S. Coast Guard Helicopter, Olin Chemical andGATX. Co.

November, 1979 15

WhEn It Comes 1;o hanOllnq yourinl;ERnM;ionM 1;12&nspoR1;sBE [hFoy [&RG~; OR S m&ll...Wc have the Expc~usc anO knowhow.&nO Swnc¢ Wc arc younq, OuRCustomer SeRviceIS Uncqu&lcO! [c1; Us pROVE WE O0 I1;

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16 Port of Houston Magazine