PLAN OF 
 
 ONICIPAL PLANS 
 COMMISSION 
 
 REPORT OF 
 VIRGE. G. BOGUS 
 
 ENGINEER
 
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 PLAN OF 
 
 SEATTLE 
 
 Report of the 
 
 Municipal Plans Commission 
 
 submitting Report of 
 
 Virgil G. Bogue 
 
 Engineer 
 
 igii 
 
 PUBLISHERS: 
 LOWMAN & HaNFORD CO. 
 
 SEATTLE 
 
 ft BLAKE, iriORAVCHa,
 
 Seattle 
 
 ''H. 
 
 ow beautiful thou art! 
 Stretching thine arms to greet the Orient; 
 Gazing with eyes of mystery, to pierce 
 The far sea-spaces; dreaming, mother-like; 
 The boundaries of thy power still unset, 
 The wonder of thy destiny, unknown." 
 
 —Alice R. Coe.
 
 S4A3 
 
 Table of Contents 
 
 PAGE 
 
 REPORT OF COMMISSION 9 
 
 INTRODUCTORY 16 
 
 ARTERIAL HIGHWAYS, Introductory Remarks .... 21 
 
 Central Avenue: Magnolia Way; Highways No. 38 and No. 22; 
 Highway No. 24; Highways Nos. 12 and 33 (combined); Spo- 
 kane Street Route; Highway No. 41; Highways Nos. 39 and 40 
 (combined); Marginal Ways; Highway No. 6; Highway No. 48; 
 Highway No. 19; Highways Nos. 22 and 53 (combined); High- 
 way No. 38 ; Bothell-Kirkland-Renton Route ; Mercer Island ; Tunnels 
 
 for street traffic 24-33 
 
 CIVIC CENTER 34 
 
 PARK IMPROVEMENTS 41 
 
 Parks 41 
 
 Parkways 42 
 
 Boulevards 43 
 
 Playgrounds . . . . 44 
 
 Suburban Boulevards 46 
 
 Park Comparisons and Summary 47 
 
 MUNICIPAL DECORATIONS 49 
 
 HARBOR IMPROVEMENTS 54 
 
 PORT OF SEATTLE 61 
 
 West Seattle District 61 
 
 Harbor Island District 63 
 
 DuwAMiSH Waterway 68 
 
 Central Waterfront District 69 
 
 Smiths Cove — West Point District 74 
 
 Ballard District 76 
 
 2569r'>0
 
 4 CONTENTS 
 
 VMiE 
 
 Lake Union District "S 
 
 Lake Washington 83 
 
 Lake Washington — West Side District 84 
 
 Lake Washington — Rexton District 88 
 
 Lake Washington— East Side District 02 
 
 Shore Frontage — Seattle Harbor 95 
 
 Dry Dock 96 
 
 Sea Walls 90 
 
 Drawbridges 192 
 
 Future Development of the Central Waterfront - 197 
 
 TRANSPORTATION 112 
 
 Separation of Grades on the Tide Flats 120 
 
 Steam Railways 125 
 
 Rapid Transit System 131 
 
 Yarrow Bay Tunnel 132 
 
 Interurban Service 133 
 
 Street Railways 133 
 
 Ferries 136 
 
 CLOSING WORD 138 
 
 APPENDIX NO. I— Arterial Highways 139 
 
 APPENDIX NO. II— Parics and Playgrounds 177 
 
 APPENDIX NO. Ill— Proposed Rapid Transit System - - - 180
 
 List of Maps and Illustrations 
 
 Portion of Seattle Wnterfront, 1870. 
 
 Portion of Seatile Waierfrout, 1910. 
 
 Monument to Victor Emanuel, Rome. 
 
 Approach to Public Gardens at Railway Station at Bologna, Italy. 
 
 Central Avenue, Rio de Janeiro. 
 
 Restored Front of Palace, Mitla Ruins, Mexico. 
 
 Ruins of Greeli Temple, Paestum. 
 
 Ruins of Egyptian Temple, Edfu 
 
 Civic Center Project, Cleveland, Ohio. 
 
 Seattle, 1878. 
 
 Plan of Civic Center Project. 
 
 View of Civic Center from neighboring hill, looking west. 
 
 lUisiness and Aj)artment House Areas. 
 
 North Station, Paris. 
 
 Railway Station Plaza, Balse, Switzerland. 
 
 Central Station, Antwerp. 
 
 View into Civic Center from Olympic Mall. 
 
 Central Avenue looking North into Central Station. 
 
 Civic Center Group, looking South on Central Avenue. 
 
 Schmitz Park Scene, Seattle. 
 
 Volunteer Park Scene, Seattle. 
 
 Fairmont Park Entrance to City Hall, Philadelphia. 
 
 Street Intersections and Concourses. 
 
 Waterloo Palace, London. 
 
 Rue Leys, Antwerp. 
 
 Board of Trade Building, Marseilles. 
 
 Avenue de I'Opera, Paris. 
 
 Rue Soutt'lot and Pantheon, Paris. 
 
 An Idea for Civic Monument on Duwamish Head. 
 
 Dock at Hamburg. 
 
 Montreal, Canada. 
 
 Montreal, Canada. 
 
 Bush Terminal, New York. 
 
 Chelsea Dock, New York. 
 
 Dock and Waterfront, Buenos Aires. 
 
 Waterfront, Hull, England. 
 
 Dock at Hamburg. 
 
 Waterfront, Sauna's Cruz, Jlexico. 
 
 Suggestion for Terminal Treatment, Harbor Island. 
 
 East Wate.way Ferry. 
 
 Watergate, Bordeaux, France. 
 
 Thames Embankment, London. 
 
 West Massachusetts Street Public Slip. 
 
 Spring Street Public Dock. 
 
 West Jlercer Street Public Dock and Harbor. 
 
 Recreation Piers, Philadelphia. 
 
 Recreation Pier, Hull, England.
 
 6 MAPS AND ILLUSTRATIONS 
 
 W;it(M-fr()nt, Aiitwer]). 
 
 .Miiilisoii I'lirk, Siif;y;cste<l Waterfront Improvements. 
 
 Pontine Waterfront District. 
 
 Day Street, Ferry and Boat Landings. 
 
 Bothell Waterfront District. 
 
 Design of Sea Wall, Central Waterfront. 
 
 Design of Sea Walls, East and \\est \Vaterways. 
 
 Watergate, Seattle. 
 
 Railroad and Whatcom Avenues, Location for Railway Tracks. 
 
 Virginia Street Incline I'lane. 
 
 Madison Street Subway, Evanston, Ills. 
 
 Davis Street Subway, Evanston, Ills. 
 
 Rinn Street Subway, Evanston, Ills. 
 
 Steel Subway, Kinnickiunic Avenue, Milwaukee. 
 
 Railway Approaches to Central Station. 
 
 The following Maps will be found in the back of book : 
 
 General Map of Seattle, showing Existing and Proposed Improvements. 
 
 Map of Seattle, showing Existing and Proposed Highways and Propo.sed Waterfront De- 
 velopment. 
 
 Map of Seattle, showing Existing and Proposed Parks and Park Boulevards and Pro- 
 posed Rapid Transit Routes. 
 
 Map of Seattle, showing Existing and Proposed Steam Railways and Waterfront Devel- 
 opment. 
 
 West Seattle Waterfront District. 
 
 Harbor Island Waterfront District. 
 
 Duwaniish Valley (North Part). 
 
 Duwamish N'alley (South Part). 
 
 Central Waterfront District. 
 
 Smith Cove- West Point Waterfront District. 
 
 Ballard Waterfront District. 
 
 Lake Union \\'aterfrout District. 
 
 Union Bay Waterfront District. 
 
 Juanita-Bellevue Waterfront District. 
 
 Bellevne-Renton Waterfront District. 
 
 Renton-Rainier Beach Waterfront District. 
 
 Separation of Grades, Seattle Tide Lands. 
 
 Topographic Map, Seattle and Vicinity.
 
 Seattle, Washington, 
 August 24, 1911. 
 Municipal Plans Commission, 
 
 Seattle, Washington. 
 
 Oentlemen: — In submitting the accompanying plan and re- 
 port, I wish to mention with pleasure and appreciation the names 
 of those who have materially assisted in the work. 
 
 Mr. D. W. McMorris, as general assistant, has performed 
 invaluable service for which his experience and judgment have 
 especially fitted him. 
 
 Mr. Paul P. Whitham has shown capabilities of a high order, 
 especially in waterfront matters. 
 
 Mr. W. L. Hoffeditz, as the head of the drafting oflBce, has 
 been untiring in the effort to maintain a high standard of ex- 
 cellence. 
 
 W. G. Sayles, Locating Engineer, 
 James Coyle, Locating Engineer, 
 J. D. Mason, Assistant on Railicays, 
 Henry Baetz, Structural Engineer, 
 W. H. Tiedeman, Assistant Engineer, 
 also 
 J. D. Patton, Draughtsman, G. F. Nicholson, Draughtsman, 
 F. KoEPF, Draughtsman, F. Deiily, Draughtsman, 
 
 T. W. Macartney, DraMgrfttsman, H. C. Williams, Draughtsman. 
 M. D. Wilkinson, Draughtsman, W. W. Chalk, Draughtsman, 
 
 R. Ellis, Draughtsman, 
 
 have displayed such willingness and ability, each in his own 
 sphere, as to command hearty recognition of their valuable 
 service. 
 
 Mr. David J. Myers, architect, who made the drawings of 
 the proposed Civic Center, has not only furnished this proof of 
 marked ability, but also made many suggestions of recognized 
 value. 
 
 Of the city engineer and his capable force, I desire to par- 
 ticularly speak: Their willing and timely support has facilitated 
 my every effort. Without it the work undertaken by me would 
 have been far more difficult. 
 
 And, lastly, I wish to acknowledge my appreciation of the 
 confidence and kindness of the members of the Municipal Plans 
 Commission, who have entrusted to my hands the guidance of 
 their lofty ambitions for the future of their home city. 
 
 Very respectfully. 
 
 r^-^-t- — ^-.-^ — "^
 
 Report of 
 Municipal Plans Commission 
 
 Seattle, Washington, September 7, 1911. 
 
 TO THE HONORABLE MAYOR AND CITY COUNCIL OP THE CITY 
 OF SEATTLE: 
 
 Gentlemen : 
 
 In presenting its Report, the Municipal Plans Commission deems of in- 
 terest a brief revieAv of tiie events leading thereto. ^Yhile the desirability of 
 a City Plan was urged by certain individuals in public addresses prior to 
 100!), it was in the early part of that year that the AYashington State Chapter 
 of the American Institute of Architects effected a meeting of representatives 
 of the various improvement clubs and commercial organizations in Johnston's 
 Hall to consider active measures looking to that end. The JIunicipal Plans 
 League was organized at that meeting and while active worlv was more or less 
 inteiTujited by the many functions of the Alaska-Yukon-Pacific Exposition 
 which was in ])n)gress that summer, it was followed in the Fall by the jirep- 
 aration of an amendment to the City Charter drawn bj' committees from the 
 Cliambcr of Commerce, Commercial Club, Washington State Chapter, A. I. A., 
 and the Municipal Plans League acting in conference, which was offered to the 
 voters at the regular election of JIarch 8, 11)10, and became a law by the 
 largest nuijority ever cast for an amendment to the charter of the City of Se- 
 attle. The amendment then adopted is as follows: 
 
 CITY CHARTER OF THE CITY OF SEATTLE. 
 
 (Amended) 
 
 Article XXV. 
 
 "Section 1. Tliat there be and hereby is created a commission to be 
 known as a jMunicii)al Plans Commission, which shall consist of twenty-one 
 members. It shall be tlie duty of said commission to procure plans for the ar- 
 rangement of the city with a view to such expansion as may meet probable fu- 
 tui'e demands. The.se plans shall take into consideratiim the extension of the 
 City and City works into adjacent territory; improvement and changes in pub- 
 lic utilities and lines of transjMjrtation by surface, underground and water; the 
 location, widths and gi'ades of arterial higlnvays nece.s.sary for tiie best treat- 
 ment of tlie City; the development of the water front with its sea wail and 
 wliarves; tlie location of public buildings and muni(i|ial decorations; and such 
 further extensions of and additions to the ]iark and lioulevard systems of the 
 City as it nuiy, in conjunction with the Park P.oard, find advisable.
 
 10 PLAN OF SEATTLE 
 
 "Section 2. The mciubers of surh commissioii shall be citizens of the City 
 of Seattle and shall be chosen in the following inuuner, to-wit: Three shall be 
 elected from the City Council by its members; one shall be elected from the 
 Board of Public Works by its members; in the same way one mend)er shall be 
 elected from the King County Commissioners; one from the Seattle Hoard of 
 Education and one from the Seattle Park Commission. The other members 
 shall he a|ii)oiiited by the Mayor in the following manner, to-wit: Each or- 
 ganization luToinafter named shall nominate two of its members and the !Mayor 
 shall appoint one of the two so nominated. The interests representing the wa- 
 ter front owners, steam railway companies, street railway companies and ma- 
 rine transjjortation comi)anies shall organize, respectively, by ma.ss meetings, at 
 which a chairnum and secretary shall be elected, and such officials shall certify 
 to the Jlayor the two names elected at such meetings. The call for such meet- 
 ings shall be given publicity in the press of the city : 
 
 "The Pacific Northwest Society of Civil Engineers. 
 
 "The Washington State Chapter of American Institute of Architects. 
 
 "The Seattle Chamber of Commerce. 
 
 "The Seattle Commercial Club. 
 
 "Tiie ^lanufacturers' Association. 
 
 "The Central Labor Council. 
 
 "The Seattle Clearing House Association. 
 
 "The Seattle Bar Association. 
 
 "The Seattle Real Estate A.ssociation. 
 
 "The Carpenters' Union. 
 
 "The Waterfront Owners. 
 
 "The Steam Railway Companies. 
 
 "The Marine Transportation Companies. 
 
 "The Street Railway Companies. 
 
 "In case of failure of any of said organizations or interests to nominate, 
 then these members are to be appointed by the Mayor, and each shall be chosen 
 for his known qualifications with respect to the interests which shall have failed 
 to certify its nominations. 
 
 "Section 3. Any member of such commission may hold any other office, 
 whether federal, state, county or municipal, or may be an employe of the city or 
 of any other department, commission, board, bureau, institution or office of the 
 city government, and by becoming a member of such commission, no person 
 shall forfeit any other public office or employment which he may hold at the 
 time he becomes a member. 
 
 "Section 4. liefore entering upon the duties of their office, all members 
 shall qualify by taking the oath of office prescribed for city officials in the City 
 Charter, and shall organize by electing a president and secretary. 
 
 "Section 5. After the organization of such commission, any member ex- 
 cept a state, county or city official, who shall be absent from the meetings of 
 said commission for a period of more than thirty days, without being excused 
 therefrom, shall ipso facto forfeit his office; and any vacancies cau.sed either by 
 resignation, death or by reason of uncxcused ab.sence, shall be filled by ap- 
 pointment in the manner provided for in Section Two (2) of this Resolution; 
 such new commissioner to be chosen to represent the same body as that rep-
 
 REPORT OF COMMISSION 11 
 
 resented by the one causing the vacancy. The failure of a city official to re- 
 tain his office in the city government shall be considered a vacancy on said com- 
 mission and his successor shall be selected as hereinafter provided. 
 
 "Section 6. All members shall serve without compensation. 
 
 "Section 7. There shall be furnished to said commission suitable quar- 
 ters for the carrying on of its investigations, together with such engineering 
 and clerical assistance as may be necessary, and the commission shall, as soon 
 as practicable after its organization, employ one or more, but in no case to ex- 
 ceed three, men of national reputation, recognized as authorities in city plan- 
 ning to prepare a comprehensive plan under its direction and subject to its ap- 
 proval and adoption, embracing in its scope the entire area of the city, and such 
 contiguous territory, as is comprehended in Section One (1) of this Resolution. 
 The final plans shall be submitted to the Commission for approval, and shall be 
 regarded as approved, unless rejected by a two-thirds vote of said commission- 
 ers within thirty (30 1 days after the same shall have been filed with the com- 
 mission. The Municipal Plans Commission shall hold regular meetings; at 
 least one such meeting every two weeks. Upon the conclusion of the sittings of 
 said commission it shall submit its findings in full to the Mayor and the City 
 Council of Seattle in printed form, together with plans. Said report shall be 
 presented to the Mayor and City Council not later than September 30, 1911, 
 and they shall cause the recommendations of the commission to be submitted to 
 the people at the next general or special election. 
 
 "Section 8. That if a majority of the voters voting thereon shall favor 
 the adoption of said City Plan so reported, it shall be adopted and shall be the 
 plan to be followed by all City officials in the growth, evolution and develop- 
 ment of said City of Seattle, until modified, or amended at some subsequent 
 election. 
 
 "Section 9. There is hereby created a fund to be known as 'Municipal 
 Plans Commission Fund,' which shall consist of a tax levy to be made during 
 the year 1910 as other taxes are levied, of one-fourth (i/4) of a mill on the dollar, 
 but no other or further levy or payment into said fund shall ever be made. The 
 Municipal Plans Commission shall have exclusive power to pay out moneys 
 from such fund for any and all purposes specified in Section One (1) hereof, 
 and shall, on or before the 10th day of August of the year 1910, prepare and 
 .submit to the City Council for approval and adoption, an estimate of the 
 amount of money which may be required for its purpose, in conformity with 
 Chapter 138 of the Laws of State of Washington, Session 1909. 
 
 "Section 10. All expenditures on account of work done shall be made 
 upon vouchers approved by a majority vote of the Municipal Plans Commis- 
 sion and signed by its president and secretary. Each voucher shall, when ac- 
 companied by a detailed statement of such expenditures, be certified to the City 
 Comptroller, and shall be paid by the Treasurer out of any money in the ilunic- 
 ipal Plans Commission Fund not otherwise appropriated. Said commission 
 may anticipate the revenues to be paid into .said fund under the tax le\-y herein 
 provided for, by the issuance of its warrants against said fund, to provide 
 money for the necessary expenses of said commission prior to the availability of 
 the funds to be raised by such levy. No expense against such fund shall be in- 
 curred after September 30, 1911, nor in excess of the levy provided, and any
 
 12 PLAN OF SEATTLE 
 
 surplus romainiup: in said fund after said date, now lawfully ai)i>roi)riat<*d or ob- 
 ligated for .shall be by onlinauee transferred into tlie (ieneral Fund." 
 (See Mayor's Proclanuition dated March 11, 1910.) 
 
 Although certain legal objections to the amendment were rai.^^ed, these 
 technicalities were adjusted within the following three or four months and in 
 accordauce with the provisions of the act the following men were named to 
 serve on the Municipal Plans Commission: 
 
 Max Wari)ai-l, representing The City Council. 
 
 A. F. Haas, representing The City Council. 
 
 Wm. II. :Mrui'HY (Resigned :^Iar. 8, 1911), representing The City Council. 
 
 A. J. GoDDARD, representing The City Council. 
 
 F. P. Jlri.i.EN (IJesigned Mar. 8, 1911 ), representing The City Council. 
 
 R. H. Tilo.MSON, representing The Board of Public Works. 
 
 A. L. Rutherford, representing The County Commissioners. 
 
 M. J. Carrigan (Resigned Jan. 12, 1911), representing The County Commis- 
 sioners. 
 
 Edmund Bowden, representing The Board of Education. 
 
 J. T. IlEfrEUNAN, representing The Seattle Park Commission. 
 
 R. H. OuER, representing The Pacific Northwest Society of Civil Engineers. 
 
 W. R. B. WiLLCOX, representing The Washington State Chapter of Amer- 
 ican Institute of Architects. 
 
 C. J. Smitu, re])resenting The Chamber of Commerce. 
 
 J. D. JoxES, representing The Seattle Commercial Clul). 
 
 IIenry Drum, representing The Manufacturers" Association. 
 
 \A'. J. Onstott, representing The Central Labor Couucil. 
 
 J. W. Maxwell, representing The Seattle Clearing House Association. 
 
 F. E. Brightmax, representing The Seattle Bar A.ssociation. 
 
 George B. Littlefield. representing The Seattle Real Estate Association. 
 
 N. R. Hogg, re])resenting The Carpenters' Union. 
 
 Kenneth Mackintosh, representing The Waterfront Owners. 
 
 James Anderson, representing The Steam Railway Companies. 
 
 J. C. Ford, representing The Marine Transportation Comi)auies. 
 
 Norwood W. Brockett, representing The Street Railway Companies. 
 
 The Commission convened for its first session in the City Council Chamber at 
 8:00 P. M., June 3, 1910, and proceeded with its organization, which was completed 
 at the next meeting, as follows: 
 President, Kenneth Mackintosh Secretary, Norwood W. Brockett 
 
 LIST OF COMMITTEES 
 
 Extension of City and City Works into Ad.tacent Territory: R. H. 
 Ober, Henry Drum, W. L. Onstott, A. J. Goddard, ^lax Wardall. 
 
 Improvement and Changes in Public Utilities and Lines of Trans- 
 portation: C. J. Smith, J. D. Jone-s, N. W. Brockett, Edmund Bowden, James 
 Anderson. 
 
 Location, Width and Grades of Arterial Highways: R. H. Thomson, 
 J. C. Ford, A. F. Haas, J. W. :Maxwell, Henry Drum. 
 
 Development of Waterfront: A. J. Goddard, F. E. Brightman, J. C. 
 Ford, J. T. Ileffernan, Kenneth Mackintosh.
 
 EEPORT OF COMMISSION 13 
 
 Location of Public Buildings: A. L. Rutherford, C. J. Smith, N. R. 
 Hogg, A. F. Haas, W. R. B. Willcox. 
 
 Parks and Boulevards : Edmund Bowden, J. T. Heffernan, George B. Little- 
 field, W. L. Onstott, R. H. Thomson. 
 
 Finance and Auditing : M. J. Carrigan, A. L. Rutherford, Max Wardall, 
 N. R. Hogg. 
 
 Executive Committee: Chairman ex-Officio, Kenneth Mackinto.sh, R. H. 
 Ober, C. J. Smith, R. H. Thomson, Wm. H. Murphy, A. J. Goddard, A. L. 
 Rutherford, Edmund Bowden. 
 
 Regular sessions have been held every second Thursday since the date of 
 the first meeting and in addition thereto a number of special sessions have been 
 held. At many of the meetings, citizens and improvement clubs interested 
 more especially in some one phase of the work, have appeared before the Com- 
 mission to offer suggestions and to discuss matters under consideration. The 
 Chamber of Commerce and the Commercial Club have kindly opened their quar- 
 ters for the larger gatherings, while the Municipal League has been active in 
 familiarizing the public with the character and scope of the project. 
 
 Pursuant to the Charter Amendment, the Commission at an early date se- 
 cured the services of ilr. Virgil G. Bogue. 
 
 Mr. Bogue, a man of learning and of international reputation as an en- 
 gineer, graduate of the Rensselaer Polytechnic Institute, began professional 
 work on the engineering staff of Prospect Park, Brooklyn, under Frederick Law 
 Olmsted, Sr. 
 
 Shortly thereafter, the range of his activities rapidly expanding, he lo- 
 cated and built the mountain sections of the world famous Trans-Andean Rail- 
 way in Peru; built the most intricate and difficult portions of the Northern Pa- 
 cific Railway, discovered and named Stampede Pass in the Cascade Mountains; 
 acted as consulting engineer in connection with railways and other public works 
 in the United States, Mexico, Central America, New Zealand, Nova Scotia and 
 Alaska; built the Western Pacific Raihvay and its ocean terminals on San 
 Francisco Bay, as well as those of the Western Maryland Railroad Company at 
 Baltimore; was chief engineer of the Union Pacific Railroad for some years and 
 served as special consulting engineer for Mayor Strong of New York City, deal- 
 ing with various phases of municipal development. 
 
 His work in connection with the waterfront facilities in Seattle and Tacoma 
 is well known. His long and varied experience Avith problems of a character 
 likely to arise and vitally affect the City of Seattle, recommend him for the 
 work to be undertaken. 
 
 With Mr. Bogue's arrival in September, 1910, office and draughting space 
 was obtained in the Central Building and actual work upon the solution of the 
 innumerable problems involved and the preparation of the final plan was at 
 once undertaken and has proceeded without interruption to the date of final ad- 
 journment. The several committees have met with varying frequency as their 
 respective duties seemed to demand. 
 
 The extent of the undertaking will be apparent upon a perusal of Mr. 
 Bogue's report and an examination of the accomi)auyiug maps and illustrations, 
 as well as upon a review of the financial summary following:
 
 14 
 
 PLAN OF SEATTLE 
 
 F I N A N C 1 A L S U IM U A K Y 
 
 Expert 
 
 Engineering — 
 
 Office . 
 
 Field . 
 
 General Expense — 
 
 Furniture and Fixtures. 
 Stationery and Printing. 
 Office- 
 Salaries 
 
 Expenses 
 
 Rent 
 
 Printing Report 
 
 $17,327.48 
 
 flf),5f)5.74 
 7,28().71 
 
 1,1()5.75 
 1,9!)2.00 
 
 i,2r)(;.oo 
 
 !)79.03 
 541.41 
 
 4,413.75 
 
 23,852.45 
 
 5,934.19 
 2,500.00 
 
 Total Expenditure $49,614.12 
 
 At the outset it was essential to determine the range of the task and after 
 considerable debate, in view both of the instructions contained in the Charter 
 Amendment that the plan provide for the "future demands" of the city, and for 
 the inevitable large increase of population, it was decided that the plan should 
 embrace an area of about 150 square miles, which, at 7,000 inhabitants per mile 
 — an average density of ])opulation of American cities comparable in rate of 
 growth to Seattle — would i)rovide for a population of slightly over a million in- 
 habitants. (See Map No. 20.) 
 
 That such a plan would of necessity appear to conflict and interfere with 
 present conditions of certain properties was, of course, clear from the first, but 
 since any extensions or improvements entered upon from time to time without 
 the assistance of a well prepared plan, would be sure to affect properties in a 
 similar manner, it was a matter which could be regarded only to the extent 
 that throughout its development results should be obtained with the least possi- 
 ble disturbance of existing conditions, while still securing, in the course of twen- 
 tj-five, fifty or a hundred years, a consistent and harmonious city in all its 
 various relations. 
 
 By vote at a late meeting the Commission recommended that in the future 
 Harbor Island be known as the "Semple Terminal" in recognition of the inter- 
 est shown by Eugene Semple in its development. 
 
 By the citizens of Seattle who believe in the city's continuous growth and 
 expansion the certainty of improvements reaching over wide areas, extending 
 through a long series of years, is foreseen. It is faith in such a future and the 
 purposeful intention to make its reality measure up to that faith that has led 
 to the preparation of the accom])anying ])lan and report. The extent of the en- 
 tire project set forth is vast, but as from time to time the various undertakings 
 shall be required to meet the needs of ;in increasing population, so will the in- 
 crease of population furnish the means of accomplishment. 
 
 The plan is elastic, its adojjtion does not require any e.xpenditure whatso- 
 ever; nor does its adoption exclude changes and improvements not specifically 
 provided for therein. Its adoption means simply, the acceptance of it as a
 
 REPORT OF COMMISSION 15 
 
 plan of action, a method of procedure, and that when changes and developments 
 are initiated by the people, authorized by their vote and ordered by the City 
 Council, they shall be made systematicallj' and in conformity with the plan. It 
 means the ultimate saving of vast sums which in the absence of a uniform sys- 
 tem would be wasted. It proposes for all city improvements and developments 
 a unified plan such as has been furnished for the park development by the Olm- 
 sted plan. 
 
 If the need for the fulfillment of any portion of the plan does not arise, 
 the fact that it is embodied in the plan does not require that it be undertaken 
 or that money be expended thereon. On the other hand, whenever in the minds 
 of the people, conditions do require the fulfillment of any portion of the plan 
 and funds are voted therefor by them, it may be entered upon with every as- 
 surance of its permanent character and lasting utility. 
 
 In the development of the plan the Commission has come to a forceful ap- 
 preciation of the fact that the diverse interests and activities and the various 
 sections of the city are so interwoven as to making a simplified general plan a 
 necessity. It is the firm belief that, through the untiring and skillful services 
 of Mr. Bogue, this necessity has been met. 
 
 This Commission does, therefore, recommend for adoption, by the citizens of 
 Seattle, the plan jiresented in the following report. 
 
 Signed: 
 
 AFFIRMATIVE NEGATIVE 
 
 Edmund Bowden A. L. Rutherford 
 
 F. E. Brigiitman Max Wardalk 
 
 Norwood W. Brockett A. J. Goddard 
 
 Henry Drum 
 
 J. T. Heffernan 
 
 N. R. Hogg 
 
 Jos. D. Jones 
 
 George B. Littlefiei.d 
 
 Kenneth M.vckintosh 
 
 J. W. Maxw^ell 
 
 W. J. Onstott 
 
 C. J. Smith 
 
 R. H. Thomson 
 
 W. R. B. Wirj,cox 
 
 A. F. Haas 
 
 R. H. Ober 
 
 James Anderson 
 
 J. C. Ford
 
 Introductory 
 
 CITY PLANNING, as we regard it todaj-, is l)iit the development of the 
 Civic Idea, old as the huiiian race. Of prcliistorie man there still exist 
 traces of activities which could have only meant prcitaration for a prob- 
 able population of the future. Among such testimonies of the dim ages 
 of the past are the earth mounds of America and the lithic structures of 
 Stonehenge, England. 
 
 Savage races have always set up their shifting abodes of huts or tents around 
 a common center, for purposes of mutual defense against beasts or human 
 enemies. 
 
 The ancient civilizations of Peru and Mexico have left remnants of monu- 
 mental structures typifying apparently the acme of their civic tendencies. 
 Persia, in wasted wrecks of mammoth works, and Egy])t, in her temples and 
 pyramids, have given us a vision of their highest civic attainments. Babylon, 
 in her Flanging Gardens, possessed what was known as one of the "Seven 
 Wonders of the World." 
 
 Every school boy of today knows of the civilizations of ancient Greece 
 and Rome. Their triumphs of public and private attainments have been in 
 his mind and on his tongue from the earliest days of student life. And, with 
 advancing years, we all find that the story in its entirety was not handed down 
 in the written records of their glories. Governmental excavations are con- 
 stantly emidiasizing the fact of a high civic attainment, protective and sanitary, 
 which was lost in the swift decline of jtower of the Governors and Law-givers 
 of the world. But the influence of their ideals only lay dormant during the suc- 
 ceeding ages of accumulating ignorance and degradation, which trod upon the 
 heels of barbaric invasion, all over the then-culled Western World. 
 
 It awakened with the reveille of the Renaissance. It emulated the old stand- 
 ards in science, art and common life, and Civic Propriety focused its speaking 
 ambitions. 
 
 Again rose law-givers and commerce-seeking mariners, and again the life 
 of the town clustered about a common forum, where were discussed mighty 
 matters of interest, civic and individual, as witness the Rialto of Venice, com- 
 mercial queen of the seas . 
 
 Isolated baronial and feudal life, the life of the times, grown semi-barbaric 
 and wholly anarchistic, vanished in the searchlight of that period of glory. 
 Cities again represented the acme of government and development. 
 
 It is unnecessary, for the purposes of this report, to trace categorically 
 the persistence of the Civic Idk.v through the years from the Renaissance to 
 the present time, with its varying shades of intensity and effective expression. 
 SuflSce it to observe that in a manner commensurate with their grasp upon the 
 higher civic virtues, all people have sought to manifest in lasting form, their 
 pride, their loyalty and their faith. Indeed, such outward aspects reveal the 
 etrength and purpose of their inner life. 
 
 By methods reminiscent of the military glories of ancient Rome, Napoleon
 
 Monument to X'ictor Emanuel, Rome 
 
 Approach to Public (tardcns at UaiKvay Mation at Hitlogiia, Italy 
 
 Central Avenue, Rio Janeiro
 
 Kniii-- Ml (inek Umplr. IVuslum, Fifth Centin 
 
 Ruins of Eg> piUn Temple, Edfu
 
 INTRODCTORY 17 
 
 Bonaparte, in far-seeing plans for the growth of Paris, gave direction to an 
 initial expression of the city's authority and power. 
 
 Washington and L'Enfant, with faith in the awakening of the still dor- 
 mant Civic ambition of the leaders of a new government, prepared the way 
 for its later worthy manifestation and development, in conceptions of order, 
 convenience, vaxiety and grandeur. 
 
 It is, however, in a review of the last fifty years that we can best measure 
 the gathering force of this Civic Consciousness; a consciousness demanding 
 recognition of organic unity and intelligent system; recognition of the fact that 
 community life is not an aggi-egation of unrelated parts and functions, an 
 agglomeration; but a growth, a product, whose many elements are virtually 
 interwoven and inter-dependent. 
 
 We have seen cities whose inactivity had permitted blunders to stunt and 
 impede their growth, come to admit the errors of former years and bravely 
 face the stupendous tasks necessary to remedy them. We have seen how 
 this tardy acknowledgment has given substantial shape to their ambitions, and 
 how undreamt of resource, commerce, distinction and honor have been the satis- 
 factory result. 
 
 Paris, under the direction of the laA^yer, Haussmann, Prefect of the Seine, 
 not only prepared outlying areas for the extension of the city, but cut great 
 avenues through mazes of tangled streets and replaced noisome and congested 
 districts with spacious squares. Imposing structures of a former day were 
 freed to view, and provision was made for others yet to come. Obligations, 
 amounting to hundreds of millions, were assumed; yet, only a few years ago, 
 upon the completion of works first undertaken in 1850, conscious of the advan- 
 tage accruing from radical improvements thoughtfully devised, her people im- 
 mediately appropriated one hundred and fifty millions for the accomplishment 
 of further similar projects. Fifteen years, it is said, were given to the study 
 of these latter plans, and a longer period shall doubtless have passed before 
 they come to final fruition. 
 
 London today is struggling to rid herself of wasteful confusion and evil 
 congestion at a tremendous cost, a price which measures the surprising indif- 
 ference and short-sightedness of her earlier citizens, when, after the ravages 
 of the great fire of 1666, they turned deaf ears to the emphatic and earnest 
 suggestions of Sir Christopher Wren, one of the grandest architects the metrop- 
 olis has ever known. 
 
 In the face of an opportunity such as was likely never to return, Wren 
 strove for the adoi)tion of a new scheme of street arrangement which would not 
 only have obviated the latter day crushing expense of town betterment, but 
 have at once brought inestimable benefits in its train, providing for the free 
 movement of increasing traffic through all the years and insuring the dense 
 population a better form of life. It would have transformed her from a town 
 of mean, if picturesque, aspect, to one of breadth and dignity. But those self- 
 seeking and distrustful qualities, which so often defeat the truest progress 
 negatived his proposition and wrought their own condemnation. 
 
 In Italy, Milan has felt the modern impulse. 
 
 Florence, within a few years, has rid herself of a slum district, to make 
 place for the great Piazza of Victor Emanuel. 
 
 Genoa has equipped a great port and constructed imposing streets. 
 
 Bologna is completing structures begun in the Renaissance.
 
 18 PLAN OF SEATTLE 
 
 Rome, too, expressing the third revival of her civil sjiirit, has, within the 
 year, dedieated the sumptuous monument to \'iotor Kmanuel, a work said to be 
 worthy of comparison with the best work of Ancient Greece and Rome. Other 
 far-reach iiifi improvements are in course of i)r('i)aration. 
 
 Hamburg and Bremen and Antwerp have developed their waterways to 
 handle with dispatch a great international commerce. Dresden, Berlin, Vienna, 
 Stuttgart and Buda Pesth, by the acceptance of the broadest concei)tion of 
 municipal development, and the grasp of opportuuitj-, have, within a quarter of 
 a century, become model towns in every respect. 
 
 Brussels has attained the rank of a lesser Paris. 
 
 During the last two decades the great South American cities of Kio de 
 Janeiro and Buenos Aires have, by heroic undertakings, won places among 
 the magnificent cities of the world ; and even the old cities of the South Pacific 
 Coast have maintained a steady growth and development of latter-day ideas. 
 
 Perhaps of all the cities of the Old World, it has been those of Spain 
 which, ever since the time of the floors, have recognized and most clearly 
 expressed, in their arrangement, the essential unity of all civic interests. With 
 them centralization has ever been the dominant characteristic. Where almost 
 every undertaking contained some expression of belief in Omnipotent Power 
 and Protection, it was natural that the religious and municipal ideas should 
 be co-manifest. 
 
 Hence it is that in Spanish cities the cathedrals and government build- 
 ings occupying positions subordinate thereto, surround broad central plazas, 
 from which radiate all the important thoroughfares. There centers the life of 
 the cities; and there congregate their people; and thence flow all religious, gov- 
 ernmental and intellectual authority and influence. 
 
 In our own country, while community interest was clearly defined in many 
 of the early settlements, taking the form of a common field, about which the 
 houses congregated, and into which enclosures the cattle were gathered at 
 night and at times of attack by natives, and while, in the natural order of 
 things, the church, the school and the town hall took their places facing ui)on 
 the green, this order tended to pass away with the advent of more settled 
 conditions. 
 
 The sense of civic responsibility slumbered during the rapid development 
 of a new country of incalculable resources. 
 
 The lure of wealth fevered the popular imagination. Productive and com- 
 mercial activities increased with tremendous rapidity. Cities sprang up every- 
 where to serve these purely material ends and, with irresponsible license, as is 
 said of Topsy, ^^jitst growed." Such direction as their development did receive 
 was, more often than not, at the hands of self-interest or of leaders ignorant 
 of patriotic and civic prepossessions. 
 
 In 1893, Chicago, exhilarated by an unparalleled growth in population and 
 material prosperity, was stirred to an appreciation of the Civic Idea. With the 
 confident .slogan "I Will," her citizens joined in a demonstration of her claim 
 to a position among the great communities of the world. The Columbian Ex- 
 position gave Chicago opportunity to visualize her own future, when the 
 ephemeral grandeur of the White City might be crystallized in enduring form, 
 expressive of her ideals. Out of that opportunity have come plans for ultimate 
 civic attainment commensurate with her future size and importance. 
 
 Her example has aroused to emulation cities North. South, East and West.
 
 INTRODCTORY 19 
 
 New York, with surprising unconcern, perniitted streets to be extended 
 with monotonous regularity, without regard for tlie efficient handling of hea\'y 
 traffic, or the sanitary housing of an enormous population. To such limits did 
 an ignorant disregard of the future needs of the city earlier prevail that a 
 proper proportion of open air space was left unprovided, a blunder which has 
 been partially corrected, at a cost, in some instances, of a million dollars an 
 acre. 
 
 With similar lack of foresight, a federal building of inferior design was 
 permitted to encroach upon City Hall Park, and the close proximity of towering 
 buildings of lesser dignity has dwarfed and crowded the beautiful City Hall, 
 while other municipal buildings such as the exquisite Appellate Court in Madi- 
 son Square, have been forced to occupy insufficient areas, amid unworthy 
 neighbors, in other parts of the city. How great would have been the recip- 
 rocal advantages could these buildings have been grouped in an ample setting! 
 What a notable improvement would have resulted from the location near them 
 of the new Library and the new Post Office! 
 
 Another phenomenal error, committed in the same vicinity, was the dis- 
 figuring approach to the great Brooklyn Bridge. With wiser provision for 
 both present and future, and an expenditure not so much greater as to make the 
 scheme prohibitive, the approach to a world-famous achievement might not only 
 have been made worthy of the monument to which it led, but have so beauti- 
 fied and improved the whole locality as to have raised environ values long ago 
 and made almost incalculable changes in the appearance of that part of Man- 
 hattan Island. On the Brooklyn side, the mistake was even greater; laying 
 waste a part of Brooklyn's business area and retarding immeasurably her ad- 
 vance in civic dignity and beauty. The realization has come, however, that 
 the present lack of practical arrangement was the result of false ideas of economy 
 and short-sighted policy, with no look even to the near future, and that proper 
 correction must be made, despite enormous outlay and inconvenience. 
 
 With respect to essentials in city planning, the Improvement Commission 
 of New York reports: 
 
 "The Commission is very strongly of the opinion that the group- 
 ing together of public buildings is an essential part of any comprehen- 
 sive scheme of city improvement, which is to give the city an appearance 
 worthy of it, and on a par with the other great cities of the world." 
 
 Washington, D. C, has pledged adherence to a revision of her first ad- 
 mirable plan made necessary by thoughtless disregard of its many excellencies. 
 While yet far from completion, the work already accomplished foreshadows a 
 World Capital than which none will be more beautiful. Thoughtful, careful 
 planning, and studied design, have offset a lack of natural advantages such 
 as few cities suffer from, and will exemplify the service of Art rather than 
 Nature in the equipment of a modern city. Without her central ^lall, 
 grouped buildings and radiating avenues, even with the same sums expended 
 upon her public edifices, Washington would be a far less attractive city than the 
 one we know or are able to forecast for the future. 
 
 Cleveland, with an initial expenditure of .?10. 000,000 for sufficient area, is 
 emphasizing the Civic Idea by the creation of an Administrative Center of 
 monumental proportions, facing which are arising, one after another, munici- 
 pal buildings and a Union Station. St. Louis is elaborating a similarly ambi-
 
 20 PLAN OF SEATTLE 
 
 tious scheme. Every obstacle that an earlier lack of organized plan can 
 provide is being overcome by the determination of Kansas City to prep;ire 
 herself for a worthy and serviceable career. Pittsburg has taken the first step 
 toward improvement of con<litions so deplorable as no longer to be endured. 
 Buffalo is occupied with far-reaching changes. Milwaukee and Detroit, effec- 
 tively situated on the shores of the Inland Seas, look forward to the consum- 
 mation of efforts of a similar kind, and already feel the imi)etus which the 
 increased interest of the outside world in their successful development, cre- 
 ates. Philadelphia, whose central square was obliterated by the erection of an 
 ungainly city building in years gone by, and with a street plan devoid of interest 
 or commercial etticieucy, is repairing the error, as far as jjossiblo, by extensive 
 works in various directions. 
 
 In a recent account of progress made by the City of Rochester, one may 
 read: 
 
 "The Cleveland proposition, however, differs from the Rochester 
 plan. In the former city certain public buildings had to be grouped 
 about a common center; in the latter there is not only that necessity, 
 but also the re-planning of local transportation. Rochester has long 
 been known as an exceptionally prosperous and pleasant town. What 
 occasion, then, is there for improvements? It is because Rochester is 
 as intelligent as it is prosperous that it takes steps in time to meet the 
 changing conditions forced upon it by its own growth. In the absence 
 of improvement, as its Civic Commission contends, deterioration must 
 come. The City Hall, as a civic center, was first considered. The 
 Rochester City Hall is not only too small, Imt is architecturally un- 
 worthy. A new site must be found, a new building planned." 
 
 Minneapolis and St. Paul, twin cities of the north, are vying with each 
 other in undertaking municipal improvements with which to satisfy civic pride. 
 Omaha, ilemphis and New (Jrleans join in the general advance. Baltimore is 
 fighting obstacles in the way of general betterment. Los Angeles, a marvel 
 of municipal ambition, is leaving nothing to chance, and making every sacri- 
 fice of purely personal interest to meet the requirements of a great and prosper- 
 ous city, such as her citizens have faith to believe she is destined to become. 
 Already her list of achievements is long. 
 
 Portland, Oregon, has a plan of improvements for adoption, while San 
 Francisco, in the face of appalling disaster, has given evidence of undaunted 
 courage and of unflinching jmrpose, to sustain the reputation and appearance 
 of a world city. 
 
 Space need not be taken to mention the innumerable smaller cities and 
 towns which, often under grievous discouragements, are striving to achieve 
 their ambitions for civic betterment. 
 
 Enough has been said to illustrate the persisting force of the Civic Idea 
 and its outward expression in intelligently planned thoroughfares, improved 
 commercial facilities, grouped architecture and decorated plazas, bespeaking 
 municijial authority, intellectual attainments and aesthetic appreciation.
 
 Arterial Highways 
 
 INTRODUCTORY REMARKS 
 (See Appendix No. 1 for detailed descriptions) 
 
 THE correct planning of a city requires its lines of transportation to be 
 so arranged as to provide the best facilities for traffic. The ideal ar- 
 rangement of main arteries is that which will enable traffic to flow from 
 any point in the city to any other point, in the most direct manner and on 
 the best grades. 
 
 This is effected by a system of radial streets leading from the business 
 area and center. To avoid congestion at the business center, where possible, a 
 circumferential street may be planned, toward which traffic will gravitate and 
 into which radial arteries will lead. Tn this way business will flow around the 
 congested center rather than through it, avoiding excessive congestion. At 
 intervals circumferential streets should be introduced, to better enable the 
 traffic to reach all parts of the city and yet be confined almost entirely to the 
 main arteries. 
 
 In Seattle topographical conditions largely prevent such a system, and 
 yet the main features, that is the radial streets, may be substantially arranged 
 with no serious difficulty, and diagonals, instead of circumferential streets, 
 may be so located as to conform to the lines of travel. 
 
 It is somewhat difficult to adapt a new diagonal to the grades of exist- 
 ing streets, but, on the other hand, the advantages presented by this diagonal 
 offset obstacles to its location. 
 
 The fixing of widths of new streets and arteries is a subject of great 
 range, but, with the expansive traffic of modern cities and towns, the people 
 have shown more liberal views and adopted a wiser policy. In many cases old 
 cities have been compelled to widen existing streets, or to open up new ones 
 at vast expense. 
 
 The Royal Commission on London traffic, in the reports under date of 
 1905, states that: 
 
 "The chief difficulty that stands in the way of improving the 
 means of locomotion in London is the narrowness of the streets and 
 the fact that they were not originally laid out on any general plan." 
 This Commission recommended the following widths : 
 
 "Main avenues, 140 feet wide; first-class arterial streets, 100 
 feet wide; second-class arterial streets, 80 feet wide; third-class, 60 
 feet wide; fourth-class, 40 feet wide or 50 feet wide; width in each 
 case to include foot-ways on either side, and no streets should be less 
 than 40 feet wide."
 
 22 PLAN OF SEATTLE 
 
 The following table is a coniparisou of widths of important streets in 
 Europe with those of London : 
 
 Avenues des Champs Elysees, Paris 250 feet 
 
 Reeperhahn, Hamburg 210 " 
 
 Unter den Linden, Berlin 190 " 
 
 King-Strasse, Vienna 185 " 
 
 Belle Alliance, Strasse, Berlin IGO " 
 
 Andrassy, Buda Pesth 145 " 
 
 Avenue Henri JIartiu, Paris 130 " 
 
 Potsdamer Strasse & Fredrich Wilhelm Strasse, Berlin 110 " 
 
 Avenue de I'Opera & Parisian Boulevards 98 " 
 
 Whitehall. London 120-145 " 
 
 Victoria Embankment 120 " 
 
 Holborn Viaduct 90 " 
 
 Regent Street Quadrant 85 " 
 
 Picadilly 75 " 
 
 Queen Victoria Street 70 " 
 
 Princess Street & George Street, Edinburgh 100 " 
 
 The Advisory Board of Engineers to the above Royal Conunission pro- 
 posed, among other improvements : 
 
 "Two main avenues through London, one from west to east, to 
 connect Bays Water Road with Whitechapel » ♦ • and the other 
 from north to south to connect Holloway with the Elephant-and-Castle 
 * * * each avenue to be 140 feet in width between property lines. 
 The east and west avenue is to be four and three-quarter miles long 
 and the north and south avenue about four and one-quarter miles 
 long." 
 
 These avenues, with subways, railways and tramways would involve an 
 aggregate net cost of over $120,000,000. 
 
 In New York, Upper Fifth Avenue, at great expense, is being widened to 
 obviate street congestion. It has also been seriously proposed to open a new 
 avenue north and south, between Fifth and Sixth Avenues, at a cost of pos- 
 sibly |;150,000,000. 
 
 In fixing the widths of highways to accommodate such traflSc as may de- 
 velop in the future, it is necessary to exceed, by a good deal, the needs of the 
 present. The improvement of these highways should be made in such manner 
 as to permit future growth. 
 
 The arterial roadways in outlying districts should be of liberal width; the 
 walk should be placed adjacent to or near the property line, and in first de- 
 velopment a grass plot may be left between the walk and curb. On strictly 
 arterial highways, trees should not be permitted between the curb and the 
 walk, because if trees are once established it is difficult to cause their removal 
 in order to make necessary widening of the roadway. This difficulty can be 
 overcome by permitting trees to be planted between the walk and the property 
 line only, leaving the space between the walk and curb for grass and shrubs. 
 This gives what has been termed an "elastic street," as the roadway can be 
 widened from time to time as found necessary.
 
 AETERIAL HIGHWAYS 23 
 
 In determining the width of roadways required for any arterial street or 
 highway, consideration should be given to the kind and number of lines of 
 traffic likely to be served. 
 
 The first step in preparation for this report was a reconnaissance of the 
 city of Seattle and its environs reaching to the Snohomish county line on the 
 north, Renton, Orillia and Lake Burien on the south, and on the east to the 
 high ground east of Lake Washington, these being the limits prescribed by 
 the Commission. It seemed clear that in numerous cases arteries on grades 
 not exceeding three per cent could be located, although in a few instances, 
 grades of five per cent, or even seven per cent would be necessary, but that 
 the cost of the arteries would, on the whole, be reasonable. It appeared, also, 
 that the lines of hea^'y travel would, in the main, always be north and south, 
 east and west travel remaining of comparatively less importance, although 
 with the full development of the territory around Lake Washington, east and 
 west traffic will become more marked. ( See Map No. 20. ) 
 
 The lack of a suitable map showing the topography north of the city, 
 made it necessary to make preliminary surveys for all arteries lying between 
 the present north city limits and the Snohomish county line. For this purpose 
 two parties were placed in the field, each consisting of an Assistant Engineer 
 in charge of a crew of ten to twelve men who surveyed such lines as were re- 
 quired, taking the necessary topography for a width of several hundred feet 
 on either side of each line. From the data thus obtained maps were com- 
 piled on a scale of four hundred feet to the inch, showing contours at inter- 
 vales of ten feet in elevation, and connections with the government land sur- 
 veys. LTpon those maps center lines of the various highways have been 
 located and grades, etc., determined. These can be run out on the ground in 
 the usual way whenever desired. 
 
 Within the present city limits accurate information was available for the 
 greater part of the area to be considered, either by the known elevations of 
 improved street intersections, or by contour maps which had been made by 
 the engineering department, for street-and-sewer-extension studies. These 
 maps cover only a part of the unimproved southern section of the city. Some 
 additional information was obtained from a number of private engineers who 
 kindly furnished such data as they had at hand. 
 
 South of the present southern city limits, the highway locations have 
 been made from information obtained by personal reconnaissance, in connec- 
 tion with such fragmental topographic maps as could be obtained from pri- 
 vate sources, and these locations are therefore only tentative. They will need 
 to be somewhat revised and modified when more detailed information is ob- 
 tained, but in the main they will be found fairly correct. 
 
 It was found that the lines of main arterial highways tended to cross or 
 approach each other near Fourth Avenue and Blauchard Streets, north of the 
 city's principal business area. 
 
 Referring to the last report of the United States census for Seattle, we 
 find that the center of population is slightly east of the above mentioned 
 locality. The logical outcome of careful study was a decision that the Civic 
 Center should be placed at Fourth Avenue and Blanchard Street, as outlined 
 under the caption "Civic Center." 
 
 Without going into details of all the arteries found worthv of recom-
 
 24 PLAN OF SEATTLE 
 
 niendation, it still seems desirable to show wliat a iiuinher of tlicin will arcom- 
 plisli and the advantages to be derived from their adoption and ultimate con- 
 struction. 
 
 The routes of all existing and i)roposed arterial higiiways have been in- 
 dicated and numbered upon Map No. 2. 
 
 A complete technical description of each of these highways is given in 
 Appendix No. 1. 
 
 In reading the following pages constant reference should be made to the 
 map and description mentioned. 
 
 The widths and grades suggested for Arterial Highways have been care- 
 fully considered and are believed to be desirable and satisfactorj', but it is 
 obvious that they cannot be unalterably fixed in all cases at this time. They 
 should be carefully considered when plans are itre])ar('d for actual construc- 
 tion and such minor changes made as are absolutely necessary, care being 
 taken to preserve the integrity and harmony of the plan outlincil in this re- 
 port. 
 
 THE CENTRAL A \^ E N U E 
 
 (proposed name, centkal avenue) 
 
 Is destined to be the principal artery through the city, extending from 
 a point slightly to the west of Orillia, along Duwamish Valley to Colorado 
 Avenue in Georgetown, on Fourth Avenue South. Prefontaine Place, Third 
 Avenue and Third Avenue extended to the proposed Civic Center at Fourth 
 Avenue and Blanchard Street; on Dexter Avenue, as widened and extended, 
 from the Civic Center to the south end of Stone Avenue; along Stone Avenue 
 to the south shore of Green hake; thence skirting the west shore to the north 
 end of Green Lake and along Ashworth Avenue to Eighty-fifth Street, the 
 present limits of the city. From this point it has a general northerly- trend, 
 being located in such way as to keep to the contour of the country with easy 
 curves, passing to the east of Haller Lake and generally running midway be- 
 tween Lake Washington and Puget Sound, till it reaches the Snohomish County 
 line, about one-half mile east of Lake Ballinger. 
 
 This highway, with its central location and easy grades, will claim an 
 enormous amount of traffic, because the nearby i)arallel streets are not suscepti- 
 ble of anything like the same development. It is recommended that this street, 
 or avenue, be made one hundred twenty feet wide, excepting such sections as 
 pass through the built-up part of the city's business center and the portion 
 lying between Highways Nos. 33 and 34 which is proposed to be a boul('var<l 
 not less than one hundred sixty feet wide. (See Appendix No. 1 for further 
 description of the avenue.) This avenue, throughout its entire lengtli, avoids 
 grade cro.ssings of all steam railways and a number of electric lines. 
 
 MAGNOLIA WAY 
 
 Magnolia Way, entering the Civic Center from the north, in connection 
 with a number of other streets, most of them already existing, will be, by 
 certain extensions and widenings, formed into a c(mtinnous artery, beginning at 
 the northwest part of Ballard, crossing the canal by the only highway bridge
 
 ARTERIAL HIGHWAYS 25 
 
 to be built below the proposed canal lock site, skirting the east side of ilag- 
 nolia Bluff, crossing overhead all railwaj' main lines and switch tracks at 
 Interbaj', dropping down to the waterfront level at Smith's Cove, and com- 
 ing into direct touch with water transportation facilities by easy grades, reach- 
 ing the Civic Center in such way that heavy traffic will naturally pass around 
 the outside of the public-building group without loss of distance. The lighter 
 traffic, or such as has occasion to come to any of the municipal buildings, will 
 have a direct route with grades that nowhere exceed three per cent. 
 
 A great part of the land required for widening and extending this street 
 has already been provided for. The part remaining between Elliott Avenue 
 and Denny Way should be acquired at an early date. 
 
 HIGHWAYS NOS. 38 AND 22 
 
 The district in the vicinity of Fourth Avenue South and Jackson Street, 
 gives promise of soon becoming the most congested area in the city. To re- 
 lieve this congestion two diagonal streets are proposed, one leading from the 
 intersection of Fourth Avenue and Madison Street southeasterly to the inter- 
 section of Twelfth Avenue South and Main Street, shortening the distance 
 now necessary to travel between these two points and giving an easy grade 
 to the higher elevations east of Twelfth Avenue and to the north of Yesler 
 Way. The benefits to be derived from the opening of this diagonal street 
 are many. The proposition should receive early consideration. 
 
 The second diagonal proposed, Highway No. 22, is an extension of Pre- 
 fontaine Place southeast to the intersection of Ninth Avenue South and Dear- 
 born Street. This will provide a grade not exceeding two per cent at any 
 point and require but slight adjustment of existing grades. It will furnish 
 an outlet for street traffic from Rainier Valley, Day Street, etc., to and from 
 points both east and west of Third Avenue, north of Yesler Way. This 
 diagonal, with its easy grades, would soon become a good business locality and 
 would also tend to break up the possible formation of an Oriental district in 
 that vicinity. 
 
 HIGHWAY NO. 24 
 
 From the intersection of Twelfth Avenue South and Main Street, this 
 highway has been laid out west of Rainier Avenue which it parallels for a 
 distance of about one and one-half miles. It then gradually bears eastward 
 and reaches the high ground nearlj' bisecting the area lying between Rainier 
 Avenue and Beacon Avenue south to Othello Street; it then crosses to 
 the east of Rainier Avenue at the intersection of Wabash Avenue and 
 leads to the lake shore in the vicinity of Rainier Beach, whence it con- 
 tinues along the shore of Lake Washington, joining with and absorbing the 
 present state-aid road connecting Seattle and Renton. This highway will ac- 
 commodate the traffic from the districts lying between the summit of Beacon 
 Hill and Rainier Avenue, as far south as Rainier Beach, and thus relieve the 
 property owners on Rainier Avenue of the ex])ense of widening that street for 
 the relief of any future congestion of traffic, and will provide good grades and 
 a direct route much nearer the property to be served than would otherwise be 
 possible.
 
 26 PLAN OF SEATTLE 
 
 HIGHWAYS NOS. 12 AND 33 (COMBINED) 
 
 A new artery is proposed, leading off AVestlake Avenue at fiercer Street and 
 following the general course of Southlake Avenue, Eastlake Avenue and How- 
 ard Avenue to the Lake Union Crossing at Latona, where a double-deck bridge 
 should be constructed in order to permit an upper and lower roadway. The 
 upper roadway will begin to ascend from the intersection of Eastlake Avenue 
 and Martin Street, crossing above Northlake Avenue, Pacific Place and North 
 Fortieth Street. An incline should be built parallel with the viaduct connect- 
 ing the upper roadway of North Fortieth Street with the upper roadway of the 
 viaduct. (See Map No. 12.) 
 
 Inclines leading to the lower roadway of the bridge should also be l)uilt 
 on the north side of Northlake Avenue substantially parallel with and south of 
 the railways. Continuing to the northeast, this highway forms a connection 
 with existing streets at Eleventh Avenue Northeast and East Forty-second 
 Street; then skirting the north side of Ravenna Park it forms a connection 
 with Highway No. 33 that has been located from field surveys, and follows 
 the general location of the present County Road leading to Bothell. Slight 
 changes will be necessary to reduce the grade from five to three per cent. 
 This highway will be second in importance only to "Central Avenue"^ so 
 far as it affects the northeast portions of the city, and will, undoubtedly, re- 
 ceive a great traffic when this .section of the city shall have been developed, 
 since the topography is such as to preclude the possibility of other parallel 
 highways on favorable grades. That part of this artery north of Eighty-fifth 
 Street is proposed to be a boulevard. ( See Boulevards. ) 
 
 SPOKANE STREET ROUTE 
 
 The West Seattle Peninsula will receive the best service by way of 
 Spokane Street, leaving the business section of the city by First Avenue South. 
 Considerable travel to and from the business section will occupy Whatcom 
 Avenue and First Avenue South, but heavy travel originating farther east will 
 reach Spokane Street by the north and south avenues as far east as Seattle 
 Boulevard and Ninth Avenue South. That part of Spokane Street west of 
 Montana Avenue will be elevated, crossing all railway tracks overhead per- 
 mitting safe and uninterrupted service to the West Side and to Harbor Island 
 piers and docks, it being the intention that all tracks in those localities shall 
 be at wharf level or at such street level as may be determined upon to provide 
 for drainage only. The incline to the upper elevation will begin at iM on tana 
 Avenue and reach the height of the upper roadway about seven hundred twenty 
 feet west of Montana Avenue, and continue elevated across Pigeon Point to 
 high ground on the west side of the bay, near the intersection of Arizona 
 Avenue. Inclines should be built northwest and southeast, on the new street 
 which is to be opened parallel with and east of Klickitat Avenue and to the 
 southeast of Iowa Avenue (see INIap No. 6) ; also east and west of the north 
 side of Spokane Street at Twenty-third Avenue Southwest, and north and 
 south on Twenty-sixth Avenue Southwest. All inclines should be so con- 
 structed as to obtain the necessary clearance over railway lines. 
 
 From the intersection of Spokane Street and Arizona Avenue, a diagonal 
 contour street leads northwest to the summit of West Seattle hill, landing at 
 California Avenue and West Wait Street, continuing westerly to Alki Point,
 
 ARTERIAL HIGHWAYS 27 
 
 the maximum grade being seven per cent. This will give a shorter route to 
 the city for the greater part of West Seattle than can be had via Alki Avenue, 
 which will carry all of the low level traffic along the waterfront as far south 
 as Alki Point. 
 
 HIGHWAY NO. 41 
 
 This diagonal street leads southwest from Arizona Avenue and Spokane 
 Street to the West Seattle summit at California Avenue and West Morgan 
 Street and continues to Fauntloroy Park; all with a grade not necessarily 
 exceeding Ave per cent. This line will furnish a short cut from Puget Sound, 
 over the summit and into the city, saving much distance over the shore line 
 route. As the grades on the intersecting north and south streets are not ex- 
 cessive, nearly* all of the heavy hauling will be done by traveling north or 
 south to meet this highway and continuing thereon, to reach points either east 
 or west of California Avenue. 
 
 HIGHWAYS NOS. 39 AND 40 (COMBINED) 
 
 This route includes and is an extension of Seattle Boulevard, crossing 
 Duwamish Waterway in the vicinity of Edmunds Street and cutting through 
 a sharp ridge by a tunnel about one thousand feet long to the intersection of 
 West Edmunds Street and Twentieth Avenue Southwest. This route will be 
 shorter than that via Spokane Street, for all that section of West Seattle lying 
 south of West Hudson Street, except a small area along the ridge near Cali- 
 fornia Avenue, which will, owing to local grades, take Spokane Street. The 
 maximum grade on this route for about five thousand linear feet will be five 
 per cent, the remainder not exceeding three per cent. The section of Seattle 
 Boulevard included in this route will cross over or under all railways, accord- 
 ing to local conditions, being elevated across the Duwamish Waterway and 
 marginal streets, thus avoiding dangers and delays caused by railway opera- 
 tions. 
 
 The double section of this highway, from West Edmunds Street to near 
 West Cloverdale Street, is required because of a high, straight ridge (with 
 tunnel mentioned) lying between the two, and also because, the property not hav- 
 ing been platted, these highways can serve the adjacent property and can be in- 
 corporated into a plat without waste of territory. In the vicinity of Cloverdale 
 Street, Highway No. 40 branches, one branch leading westerly to Fauntleroy 
 Park. This branch will naturally invite traific by way of the Seattle Boule- 
 vard route into the city, the grades being generally three to five per cent, 
 about one thousand three hundred feet, however, being on a grade of nearly 
 seven per cent. The other branch of Highway No. 40, before mentioned, 
 continues due south from West Cloverdale Street for a distance of about four 
 thousand feet and then turns slightly west of south, following the small stream 
 locally known as Salmon Creek, to the beach near the west side of Section 12. 
 The grades here obtained need not exceed five per cent and will give access to 
 a considerable area both east and west of this division of the artery. 
 
 MARGINAL WAYS 
 
 In order to furnish transportation facilities which will accommodate but 
 not interfere with future development of the factory site property along Du-
 
 28 PLAN OF SEATTLE 
 
 waiui.sh Waterway, marginal wavs or streets are located on either side of the 
 waterway of ample width to meet all future needs, and planned far enough 
 away from the channel to enable the ])lants to be placed and developed with 
 considerable freedom, because it will be impossible to make a plan showing in 
 detail just how the waterfront and factory site property should be utilized. 
 These marginal ways extend from Spokane Street on the north to the south- 
 erly limits of the territory covered by this rei)ort, the sections south of lilack 
 River being arteries perhaps rather than marginal ways. Routes across the 
 waterways connecting the east and west marginal ways are provided for at 
 the following points, viz: Spokane Street, Seattle Boulevard, West Front 
 Street, Duulap Canyon, Riverton, Black River and Renton Junction. 
 
 HIGHWAY NO. 6 
 
 First Avenue South, with its southerly extension, forms an important 
 artery at this time and will increase in imjtortance. It is likely to become 
 one of the first southern arteries to fully develop capacity for receiving the 
 heavy traffic soon to seek it. Continuing down First Avenue South to Ox- 
 bow, the street is now open and inviting travel from the immediate territory. 
 The lack, however, of any suitable outlet to the south retards its develop- 
 ment. The location given is only approximate, detail surveys not being avail- 
 able for the entire route, but sufficient data have been obtained to clearly in- 
 dicate that the main arterial highway should not attempt to follow the section 
 line directly south, but should deflect to the east and thus attain a grade of 
 three per cent desirable as the maximum for main arteries. This Highway 
 gives the best service to the territory lying immediately adjacent to the route 
 for a distance back of perhaps three-quarters of a mile on each side, and is 
 the nearest and best route for all that region lying south of Highway No. 
 55, including Lake Burien and Three Tree Point territory, and it should be 
 possible to serve almost the entire vicinity with grades not exceeding five 
 per cent on local streets. 
 
 HIGHWAY NO. 48 
 
 This thoroughfare includes parts of Ninth Avenue South and Seattle 
 Boulevard, ascending southward to an elevation of approximately fifty feet 
 above the Duwamish Valley, continuing along the brow of the hill over a 
 portion of Swift Avenue at Juneau Street, thence along and maintaining a 
 nearly uniform elevation on the hillside to the west end of Dunlap Canyon 
 where it connects with the Dunlap Canyon artery. From this point it con- 
 tinues southerly along the hillside to Black River, where it connects with the 
 highway leading into Renton. Several overhead crossings extend from this 
 highway over the railway tracks to the west in approximate vicinity of the 
 following streets, viz : Lucille Street, Othello Street, Barton Street, Dunlap 
 Canyon, Juniper Street and IJlack River Junction. On account of these cross- 
 ings and for the further reason that there is but little property to be served 
 on the west side of this artery and east of the railroads, it is generally at an 
 elevation considerably above the valley, thus making it slightly easier of access 
 from high ground to the eastward. Several connections have been made to 
 the top of the hill on which some five per cent grades will be required.
 
 ARTERIAL HIGHWAYS 29 
 
 HIGHWAY NO. 19 
 
 This diagonal leads directly from Dexter Avenue near Roy Street, 
 southeasterly to Denny Way at Fair-vdew Avenue; thence along Denny Way 
 to Eastlake Avenue, beginning to ascend at about Pontius Avenue, pass- 
 ing overhead at Stewart Street and Eastlake Avenue, reaching high 
 ground on Denny Way between Eastlake Avenue and Melrose Avenue. By 
 this route the distance from Thirty-first Avenue South and Judkins Street, to 
 the Civic Center, or Pike Street and Fourth Avenue, will be reduced one-half 
 mile, and the grade will not exceed five per cent, except for a short distance 
 from Denny Way to Pike Street, where the grade will not exceed seven per 
 cent. 
 
 HIGHWAYS NOS. 22 AND 53 (COMBINED) 
 
 Dearborn Street, when completed according to plans now in force, will 
 provide a grade of three per cent to Rainier Valley from the business cen- 
 ter. A branch route along Day Street can be had on the same grade to a 
 point between Thirty-fifth and Thirty-sixth Avenues South, cutting through 
 Rainier Heights ridge by a tunnel 1,770 feet long, passing underneath Wash- 
 ington Boulevard on Thirty-fourth Avenue South, and giving access to a con- 
 siderable area west of Yakima Avenue. 
 
 This will provide the most available easy grade route from the business 
 center to the lake shore and should receive attention when the demand is 
 sufficient to require such route. 
 
 This artery will be the central route between Elliott Bay and Lake Wash- 
 ington. To obtain the greatest benefit therefrom ferries should be estab- 
 lished at the foot of Day Street for both passenger and team service, because 
 at no other point between Genessee Street and Union Bay will it be prac- 
 ticable, at reasonable cost, to obtain access from the heart of the city to the 
 lake front on a three per cent grade. 
 
 HIGHWAY NO. 38 
 
 This highway reaches the business section of the city at Fourth Avenue 
 and Madison Street. The western part of the line has been previously de- 
 scribed. (See Highways Nos. 38 and 22). From the intersection of Yesler 
 Way and Broadway, this route, in general, parallels Madison Street, although 
 not confined to a straight line, and provides a means of access from the busi- 
 ness section of the city to Lake Washington, near :Madison Park, on a grade 
 not exceeding five per cent, as against existing fourteen per cent grades on 
 Madison Street. It will serve an extensive area south of Madison Street, 
 and while the amount of land to be acquired will be considerable, the street is a 
 necessity. 
 
 BOTHELL-KIRKLAND-RENTON ROUTE 
 
 On the east side of Lake Washington a tentative location has been made 
 for Highway No. ()2 from Bothell southward, crossing the Northern Pacific 
 Railway main line overhead, at the head of Lake Washington, passing through 
 the south half of Section 17, a little ea.st of the present county road, and 
 through the saddle northeast of Juanita Bay, crossing over the Belt line of
 
 30 PLAN OF SEATTLE 
 
 the Northern Pacific Railway, in the southwest quarter of Section 28, Town- 
 ship 26 N. R. 5 E., then swinging into the abandoned riglit-of-wa.v of the 
 old Relt-Line Railway, passing to the east of Kirkland, and bearing to the 
 eastward away from the railroad, then back and across the railway near the 
 northwest corner of Section 28, Township 25 N. R. 5 E., passing through 
 IJellevue along the east side of wiener Slough on high ground, througii the 
 town of Factoria and above Newport Landing, over Coal Creek on a viaduct 
 of considerable height, and continuing on a descending grade through Kenny- 
 dale into Renton. An effort was made to secure location for this artery, giv- 
 ing the most direct line possible for through traffic, without encountering heavy 
 grades, yet permitting frequent approach toward the lake. It will be feasilde 
 to construct this artery on grades not exceeding three per cent. It will give 
 access to the high ground to the east as far as a point about four miles south 
 of Kirkland, where it will connect with a highway which lies beyond the region 
 covered by this report. 
 
 It is proposed that this artery be made a boulevard, excepting that por- 
 tion lying within the business section of the town of Renton. (See Boule- 
 vards. ) 
 
 Routes connecting this highway and the lake front are provided by a num- 
 ber of branch lines; the first, Highway No. (53, diverges to the west, leaving 
 Highway No. 62 at a point about one-half mile north of Juanita, thence 
 follows the low ground to Juanita l!ay and returns nearly east from Juanita 
 Bay to the main highway near the center of Section 33. Another branch 
 leads southwest from near the west quarter corner of Section 4, near Kirk- 
 land, to the southwest corner of Section 5, Township 25, N. R. 5 E. A water 
 level line along the lake front, connecting these several branches, supplies a 
 means of reaching the upper line from points along the waterfront. A short 
 distance south of Northup landing, and between Yarrow and Bellevue sev- 
 eral lines divide the territory and form junctions with the main highway on 
 the north, near the north line of Section 20, and on the south, just west of 
 Bellevue. On all these main and branch lines on the east side of Lake Wash- 
 ington, grades may be obtained not exceeding three per cent. Several will 
 demand much less. 
 
 MERCER ISLAND 
 
 One main highway has been laid out across Mercer Island, beginning in 
 Section 7, opposite the narrow channel; thence ascending northwest in Sec- 
 tion 12, thence nearly south to a low gap in Section 12 and along the hill- 
 side, descending to a point opposite the narrowest part of the channel, be- 
 tween Mercer Island and Bailey Peninsula. Detail maps could not be ob- 
 tained from which to make this location, but a line in the approximate location 
 shown can be had and should be secured. 
 
 A bridge will some time be warranted across the east channel, but the 
 depth of the water and the length of the span necessary to bridge tlie west 
 channel, are too great to permit the construction of a bridge at that point, 
 at any reasonable cost, and the best solution would be a ferry which could 
 very easily be operated, as the distance is only about 3,000 feet. There should 
 be a street around the entire island. No attempt has been made to show this. 
 Its location should be governed by the topography of the region, the prime
 
 ARTERIAL HIGHWAYS 31 
 
 requisites being good alignment and grades and an elevation not unnecessarily 
 high above the water. 
 
 TUNNELS FOR STREET TRAFFIC 
 
 The topograph}- of Seattle, especially near the business center, is such 
 as to make it difficult to provide routes of suitable grades for heavy traffic, 
 without developing extra distance in order to overcome the summits of ridges. 
 The future will demand better access than can be had by surface streets and 
 the following routes are suggested as being suitable locations for tunnels in 
 order that future traffic requirements may be met. 
 
 Tunnels which are to provide both for teams and street cars should be 
 at least forty feet wide, the car tracks preferably being on one side, separated 
 from the team way by a dwarf wall, the rapid transit line when built to be 
 in a subway underneath the floor. 
 
 If street cars are not to be allowed, a width of thirty feet for teamway 
 and sidewalk will be sufficient. 
 
 Day Street Tunnel: Highways Nos. 22 and 53, including Dearborn- 
 Rainier Avenue-Day Street line, from Fifth Avenue South to Lake Washing- 
 ton, presents by far the best possible line from the business section of the city 
 to the lake front, for heavy traffic, the grade at no point exceeding three 
 per cent and the distance only 1,600 feet more than a direct line. 
 
 This route requires a tunnel 1,770 feet long on Day Street and Day Street 
 produced east, the west portal being midway between Twenty-ninth Avenue 
 South and Yakima Avenue, and the east portal being just east of and under 
 Thirty-fifth Avenue South, where it lands in a large plaza with approaches 
 north and south to the lake level for teams, and to the east for foot passengers. 
 
 Union and West Spring Street: The ever-increasing traffic around 
 the north end of the First Hill over Pike and Pine Streets clearly points to 
 a time when travel will be seriously congested, and this, with no opportunity 
 for opening up additional streets with as favorable grades, justifies the belief 
 that a tunnel route for teams will become an economic necessity in the com- 
 paratively near future. 
 
 The most favorable route for such tunnel is from the intersection of Ninth 
 Avenue and Union Street to the intersection of East Spring Street and 
 Eleventh Avenue. This line will be practically a projection west of East 
 Spring Street, and will give a tunnel 2,700 feet long with a grade of four 
 and one-tenth per cent. 
 
 West Seattle Tunnel: A tunnel is proposed on Highway No. 39 
 leading southwest from West Edmunds Street produced west. About half 
 the length of this proposed tunnel will be east of Twenty-third Avenue South- 
 west, the other half to the westward thereof. The approximate length is 1,000 
 feet on a grade of three per cent. 
 
 This tunnel is required to enable a traffic street to be constructed with 
 grades not exceeding five per cent, leading east of the Longfellow Creek Dis- 
 trict in West Seattle via Seattle Boulevard, into the city, making a route 
 nearly 4,000 feet shorter than any possible route farther north. It will serve 
 a very large area south of West Dawson Street. 
 
 Interlaken Tunnel: A line has been selected leading from the angle 
 point in Eastlake Avenue passing nearly through the intersection of Frank
 
 32 PLAN OF SEATTLE 
 
 lin Avenue and East Oaler Street, to tlie interseition of I?o_yer Avenue and 
 East Lynn Street. This route will retjuire a tunnel 4,300 feet long on a 
 maximum grade of only five-tenths of one per cent, leading to a summit near 
 the middle, passing about 300 feet underneath the summit of the North Broad- 
 way Hill and giving access from the Union Bay district to the business sec- 
 tion, and nearly one mile less distance than can be otherwise had. 
 
 The development of the section north of Madison Street around Lake 
 Union, as well as the territory north of the canal, will make this route of 
 great value and a way should be kept open for the construe t ion thereof. 
 
 Spokane Street Tunnel: Access from Rainier Avenue and Lake Wash- 
 ington to the tidclands and West Seattle can only be had by either a long 
 detour or by surmounting hills rising to an elevation of about 300 feet above 
 datum. The distance necessary to travel from Spokane Street at Lake Wash- 
 ington to Spokane Street and Ninth Avenue South, on streets having grades 
 not exceeding three per cent, would be about four and three-quarters miles 
 via proposed Day Street tunnel. Rainier Avenue and Dearborn Street, while 
 by this tunnel route tiie distance would be less than two miles. Future de- 
 velopment of the Lake Washington waterfront will make necessary a shorter 
 route by easy grades, which may be had by this line, beginning on the east 
 side of Tenth Avenue South, coming to daylight about 500 feet west of Rainier 
 Avenue, entering tunnel again slightly east of Thirty sixth Avenue South 
 and landing at Lake Washington. As will be noted, this route consists of 
 two tunnels, the westerly being 6,000 feet long and the easterly one about 1,(')00 
 feet long. 
 
 It will naturally be many years before such a route will become an eco- 
 nomic necessity, hut in process of time will surely come before the people. 
 
 Blaxch.vrd Si'iuoET TuNNEL : A feasable route for heavy traffic can be 
 had from the waterfront to the intersection of ^^'estlake Avenue and Vir- 
 ginia Street, by a tunnel 2,380 feet long under the center line of Blanchard 
 Street. The east portal of the tunnel would be at the east margin of the 
 new street which has been laid out conecting the intersection of Fourth 
 Avenue and Olive Street with the intersection of Ninth Avenue North and 
 Denny Way. The west portal Avould be just west of the diagonal portion of 
 Elliott Avenue, where it intersects Blanchard Street. 
 
 This tunnel would cross over the Great Northern Railway tracks, and 
 under the intersection of Elliott Place and Blanchard Street. It would be 
 reached by an incline from Railroad Avenue along the west side of the vacated 
 portion of Elliott Avenue, south of Blanchard Street, landing about the foot 
 of Pine Street. 
 
 This route can be had on a grade not exceeding two per cent. It is sug- 
 gested because it is the best location for such a tunnel anywhere along the 
 north central waterfront. 
 
 Traffic Boulevard Around Lake Washington: The recommendations 
 and suggestions touching highways and boulevards mentioned in this 
 report cover what will practically amount to a traffic boulevard all around Lake 
 Wa.shington, although not always immediately along the shore, there being 
 certain headlands and bays which render a shore location difficult in various 
 localities. The projjosed route takes advantage of existing county roads or 
 streets to a considerable extent. The width of this boulevard, as indicated
 
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 ARTERIAL HIGHWAYS 33 
 
 on the maps and in the descriptions, varies from 120 feet to 160 feet accord- 
 ing to location, having the former width in sections already more or less occu- 
 pied by business or homes. 
 
 It has been suggested that this boulevard should have a width along the 
 shore of not less than 250 feet, and that the state government be requested 
 to transfer to the city the right of way therefor wherever it crosses the lands 
 of the state, which will be exposed when the water is lowered about 8 feet, 
 as it will be by the finished Lake Washington Canal. 
 
 The highways and boulevards of the region east of Lake Washington, 
 as indicated on the maps, are only approximate to their ultimate locations. 
 Owing to the lack of definite data it has been necessary to depend on personal 
 reconnaissance, a method which gives only tentative results, although, with 
 respect to the case in hand, much care has been observed and the locations 
 shown fairly indicate the routes which must be followed. 
 
 A traffic boulevard mostly near water level around the entire lake is one 
 of great importance to the future city, and merits study in much detail. In 
 view of the lack of suitable topographic maps it is hereby suggested that at 
 early date the city and county authorities have such surveys and maps made 
 as will provide accurate data upon which to base a careful location of the 
 boulevard referred to. If these topographic maps cover the territory be- 
 tween the lake and the high ground or ridge to the eastward thereof, they 
 will be invaluable to those who desire to plat their property and also to the 
 future city in making its locations of water supply, sewerage, etc. Upon 
 topographic maps property owners can have plats made of their property which 
 will provide for streets that will follow the contours, giving results which will 
 be largely park-like in their effects and require far less grading, etc. 
 
 The engineers who do this work should be instructed to have the loca- 
 tion of the boulevard in view in order that they may fully develop the physi- 
 cal conditions which may constitute obstacles thereto, such as headlands, bays, 
 channels, swamps or sloughs, and as well, improved properties which may be 
 benefited or damaged thereby. 
 
 Such surveys and maps must be made sooner or later and in view of the 
 importance of the proposed traffic boulevard it is desirable that they should 
 be undertaken at an early date.
 
 The Civic Center 
 
 THE reasons for the establishment of a Civic Center are various, and 
 into the determination of its location, size and character, especially 
 when it is to serve the needs of a city experiencing remarkable growth, 
 with surest promise of its continuance, enter many grave questions. 
 
 The foremost, probably, is the question of economy. In a city, however, 
 where the e.xteusion of the business area is bound, in surprisingly few years, 
 to spread beyond the limits within which a Civic Center would be deemed 
 desirable, it is the part of wisdom, while they are yet available at prices far 
 below those obtaining within the range of business activity, to secure ad- 
 vantageous sites for such public buildings as are likely to be needed for many 
 years to come. 
 
 To defer the purchase of sites until the need of each successive building 
 shall be pressing is inevitably to incur an unnecessary expense, not only in 
 the increased cost of locations then deemed suitable, but in the cost and dam- 
 ages pertaining to removal of buildings still serviceable as business struc- 
 tures. It is unnecessary that sites thus secured be cleared at once of the 
 buildings that may occupy them or that those now clear shall so remain until 
 required for their eventual uses. As is continually done with private lands, 
 temporary improvements on short-term leases may be made to more than cover 
 the interest on their cost while awaiting the time of final improvement. 
 
 The establishment of a Civic Center effects economy in the conduct of 
 business in and between the several city departments, their proximity making 
 easy their intercommunication. Likewise, duplication of records and docu- 
 ments is obviated. The number of employes and the amount of general ser- 
 vice are also reduced, and the supervision of work in interdependent depart- 
 ments expedited. 
 
 For many people almost daily obliged to visit a number of different de- 
 partments, centralization effects a .saving in time and money which, where 
 officers are distributed in various parts of the city, is spent in transportation. 
 Where city buildings ate located in various parts of the city the lack of famili- 
 arity with their respective locations on the part of those who seldom have oc- 
 casion to visit them or who live out of town makes their grouping a matter of 
 especial convenience. 
 
 Not only is it desirable, for the rea.sons mentioned, to have all branches 
 of the city government houses in the same neighborhood, but also in order that 
 urban transportation may be so arranged as to make them, if possible, equally 
 accessible from all sections of the city. An unrelated distribution throughout 
 the city makes this practically impossible of attainment. 
 
 A Civic Center should embrace an area sufficient to accommodate, on 
 great occasions, large gatherings of citizens. It should afford ample space for 
 the accommodation of pageants and for the formal reception of delegations 
 from other cities or foreign countries. It should also furnish a proper setting 
 for important buildings of a public or .semi-public character, detaching them
 
 THE CIVIC CENTER 35 
 
 from structures of inferior nature and giving tliem distance from which 
 they may effectively be seen, heightening the effect of separate buildings by 
 the vicinity of others of similar distinction. The impressiveness of a group of 
 imposing buildings is greater by far than the sum of the effects of each stand- 
 ing alone amid meaner structures. As has been said by a prominent speaker 
 at a National gathering of architects : 
 
 "Isolated buildings, of whatever individual merit, are insignifi- 
 cant in comparison to massed constructions, even if these latter be 
 mediocre in quality." 
 
 It is right and proper that the city should benefit by this added effective- 
 ness. To expend large sums in the construction of noble architecture, only to 
 have it almost wholly efface<l in a crowded business street, is the height of folly 
 and extravagance. It is even more, because indicative of a lack of discrimina- 
 tion between the ability to pay for and the instinct to appreciate and enjoy the 
 worthier products of civic life. 
 
 Thought, therefore, should be given to the morrow of greatness, and en- 
 thusiastic preparation should be made for the elevation of those fitting in- 
 signia of metropolitan rank among cities, noble and imposing houses of national 
 and municipal government, including its Federal buildings, its court house and 
 city hall, and those temples of social service, the library, art mu8eum and au- 
 ditorium. 
 
 What was adequate for a town of pioneer beginnings, or what may be so 
 for a city just glimpsing its prime, will not meet the standards and require- 
 ments of the mature commonwealth. An authority on modern civic art, in 
 speaking of the buildings which go to constitute the elements of an administra- 
 tive center, recently said: 
 
 "No other structures are so appropriately entitled to the best posi- 
 tion the town can afford as are those that stand officially for the town. 
 And, this being true, of public buildings, they are gregarious; they 
 belong in about the same location, theoretically without regard to — 
 because above — the temporary matter of land values and the claims 
 of individual real estate interests. Not only do these buildings be- 
 long together, but each gains by the proximity of the others. There 
 is not only a utilitarian gain in the concentration of the public busi- 
 ness, but there is a civil gain in the added dignity and importance 
 which these buildings seem to possess. Collectively, they appear to 
 make the city more prideworthy; they make the municipality — in 
 this representation of the mightiness of its total business — seem a 
 more majestic thing and better worth living and working for — as of 
 larges possibilities for good — than could these same buildings when 
 scattered about the town in a wilderness of business structures." 
 
 There are yet considerations which have not been touched upon, which should 
 hasten the creation of such a center; considerations that are higher than mere 
 convenience and pecuniary benefit, because they reach the minds and hearts of 
 the people. Environment in youth has an enormous influence on the personal 
 and civic education of future citizens. 
 
 It has well been said that:
 
 36 PLAN OF SEATTLE 
 
 "Mean surroundings produce mean men, slovenly women and 
 lawless children, while elevating scenes inspire to higher aims, better 
 speech and manners, and a wholesome respect for the law. Given 
 a commodious, attractive Center of Civic Interest, easily and quickly 
 reached, and, with profit to the city, her people will seek it at every 
 opportunity, there to gain some notion of the significance and func- 
 tion of the municipal government. And thus the imjjulse of the popu- 
 lar imagination, stimulated to desire a s])lendid ex])ression of its Civic 
 Ideals, is fortified by every consideration of municipal, commercial 
 and .social welfare." 
 
 With due respect and proper regard for all these several elements, and 
 after the most careful and thorough study of present and future needs of the 
 city and the possibilities due to, and dependent upon, its unusual topography, 
 the location, size and character of a Civic Center for the City of Seattle has 
 been determined. The considerations, in detail, upon which this determination 
 rests, are set forth in the following pages and by means of accompanjing maps 
 and illustrations. 
 
 By the terms of the charter amendment under which the Commission acts, 
 and in accordance with your instructions, to plan to meet the conditions of a 
 city of a million people, it is obvious that the location of a Civic Center should 
 be at a point as near the probable center of population, when that population 
 shall have reached a million, as the approximate center of the probable future 
 business area will permit. 
 
 Investigation of the direction and rate of movement would seem to indi- 
 cate that the center of population of a million will fall in the immediate neigh- 
 borhood of the southern end of Lake Union. This point, however, lies at the 
 extreme northern limits of what, doubtless, must eventually become the com- 
 pact, high-class business district of the town; and, consequently, while of a 
 fair degree of accessibility from outlying sections of the city, could not be 
 made to .serve with equal impartiality all sections of this future business area, 
 even though there were no other serious objections to its appropriation for this 
 purpose, such as its comparativelj- low elevation and its suitability for a ware- 
 house and wholesale center. 
 
 The extent of this area, which is of a roughly triangular shape, is, in a 
 general way, quite clearly defined by the surrounding hills and waterfront, in- 
 cluding Queen Anne Hill on the north, and the more or less sharp slopes of 
 First Hill, from Lake Union to the Tide Flats on the south and Elliott Bay on 
 the West. (See Plate No. 1.) 
 
 The approximate center of this triangular area, situated at the intersec- 
 tion of Fourth Avenue, Blanchard Street and "Central Avenue," (Dexter Av- 
 enue) while some distance south of the probable center of future population, is 
 found not only to be practically free from reasonable objection, but in addition, 
 possesses some advantages which directly recommend it for the location of the 
 Civic Center. 
 
 It is found to lie at a natural conflux of arteries from the greatest number 
 of widely scattered sections of the city. At no other discoverable point can 
 direct approach be had from so many different sections. To any other point ap- 
 proach would have to be made over the same arteries for varying distances
 
 inri^ 
 
 MUNICIPAL PLANS COMMISSION OF THE CITY OF SEATTLE 
 
 MAP ILLUSTRATING BUSINESS AND APARTMENT HOUSE AREAS 
 SEPTEMBER 1911 VIRGIL G. BOGUE, Engineer 
 
 BUSINESS AREA .... 
 APARTMENT HOUSE AREA 
 
 PLATE NO. 1 
 
 2569(10
 
 38 PLAN OF SEATTLE 
 
 from two or more districts. Siicli a location assists to relieve congestion along 
 lines whicii ollierwise would be those of coniuion apiiroach. 
 
 It offers direct access by possible street approaches from the waterfront 
 along First Avenue from the south, and Magnolia Way from the north. Hy a 
 new diagonal street it is reached from East (^ueen Anne, and by "Central Ave- 
 nue" from East Queen Anne and Green Lake; from Ballard and Fremont by 
 Westlake Avenue; from the University District by Eastlake Avenue; from 
 Capitol Hill by a down grade along Prospect Street; from First Hill by Olive 
 and Pine Streets; from Madrona, by Broadway and Pike Street; from Rainier 
 Valley and Renton, by Rainier Boulevard, or a new parallel highway to a new 
 street running from Twelfth Avenue and Main Street to Fourth Avenue and 
 Madison Street, thence by Fourth Avenue; from Georgetown and the Duwam- 
 ish valle}', by First and Fourth Avenues South, and by First, Second, Third, 
 Fourth and Fifth Avenues, through the lower business districts; and from the 
 West Seattle Peninsula by First Avenue. 
 
 It lies at the natural junction point of a future rapid transit system con- 
 forming, as it will in large measure, to the arterial plan. 
 
 It makes equal recognition of both the water and land areas of the city. 
 It is the only situation equally convenient to both the lakes and the bay. This 
 is a matter not only of aesthetic but of practical interest since, with the com- 
 pletion of the Lake Washington Canal, the establishment of ferry service will 
 afford comfortable access to the heart of the city from many points on Lake 
 Washington, which will consequently assist to relieve the burden borne, even 
 now, by the cross-town car linos that serve the lake ferries. 
 
 By reference to the proposals for the future railway arrangements pre- 
 sented elsewhere in this report, it will be seen that provision has been made for 
 a terminal passenger station at "Central Avenue" and Roy Street. This pro- 
 vides what is highly desirable: namely, an ample, direct and inviting boule- 
 vard approach from the railway gateway of the city to the Civic Center and 
 the hotel and financial districts. 
 
 In fact, this parked avenue is but an extension of the Center to the station 
 plaza, from which, by a diagonal viaduct, the Lake Union Waterfront may be 
 reached. It is the arm that reaches northward from the Center to embrace 
 the lakes. A similar broad avenue extending westward from the Center is 
 the arm that reaches outward to embrace the bay, while Blanchard Street marks 
 the shortest distance between the Center and the bay. There should be built 
 an ornamental esplanade on the slope of Blanchard Street, overlooking the har- 
 bor. 
 
 "Olympic Mall," whose axis pierces the loftiest peak of the Olympic Range, 
 will serve as approach from the sea, and at the short end will some time be em- 
 bellished with a monumental water gate, where our own notables and representa- 
 tives of foreign nations may be received in honorable state. "Central Avenue" 
 and "Olympic Mall," together with diagonals, one of which is the present Broad 
 Street, are essential parts of the scheme for the completed Civic Center. 
 
 By a happy circumstance, the location lies upon a natural eminence, so 
 that by a slight change of grade the land will fall away gradually to the north, 
 south and west, while to the east occurs a more perceptible drop, of approxi- 
 mately fifty feet, to a proposed market place on Westlake Avenue. From the 
 market place, along the line of Blanchard Street, it is proposed to construct,
 
 THE CIVIC CENTER 39 
 
 when conditions shall require, a traffic sulnvay, or tunnel, to the waterfront; the 
 grade in the tunnel being two per cent, maximum; while northward, West- 
 lake Avenue will pass under viaducts at Republican and Mercer Streets; also a 
 new diatjonal street is provided for from Boren Avenue and John Street to the 
 station plaza. It is also proposed to supplement Westlake Avenue by a new 
 thoroughfare extending from Ninth Avenue and Denny Way to Fourth Ave- 
 nue and Stewart Street. 
 
 Not less important is the arrangement by which the tracks, passing under 
 a wing of the station, lead to the southern part of the city and to the water- 
 front, through tunnels whose portals are so situated as to avoid grade cross- 
 ings, and to remove the frequently passing trains from view. 
 
 With respect to the question of cost, it so happens that, due to the recent 
 regrading of a large part of the area embraced in the plan for the Civic Center, 
 it is at the present time without buildings requiring purchase under condemna- 
 tion proceedings. This eliminates a requirement hardly to be elsewhere escaped. 
 Furthermore, the location is still at the verge of the rapidly expanding busi- 
 ness area and is, consequently, obtainable at a comparatively low figure, prob- 
 ably not to exceed, at present valuation, .?3,500,000, including the new streets, 
 avenues and plazas immediately connected therewith. By the sale of the prop- 
 erty of the city and county in the southern part of the city, if such sale were 
 found advisable, this figure would, doubtless, be reduced nearly one-third. 
 
 Another phase of the question arises in connection with the conversion of 
 so large a space to other than definite business uses. Fortunately, the setting 
 apart of the necessary amount of land at the location proposed, now or in the 
 near future, will not be a hindrance to the expansion of business, since it lies 
 where two streams of business extension and traffic divide naturally to reach, 
 respectively, the district overlooking the bay on the west and Lake Union basin 
 on the east. This is especially so since the nature of the traffic and business 
 following these respective channels will, in all probability, be of different char- 
 acter, that along the Sound tending to office and retail activities, and that to- 
 ward Lake Union to heavy merchandising. 
 
 At no other point in the probable future business area can the amount of 
 land necessary to provide for a center of suitable amplitude on practical grades 
 be obtained without interference with the natural flow of public and private 
 activities. 
 
 By comparison with centers planned for many cities of the size of Seattle, 
 it is found that the area here allotted is of modest dimensions. The open area 
 at Cleveland, as well as at St. Louis, is as wide as the proposed plaza and 
 three or four times its length, and, in the case of those towns, it is intended to 
 construct their public buildings outside of, but facing upon, such area. Al- 
 though this selection is deemed ample for the needs of the city, it may be inter- 
 esting, by way of comparison, to note that were the construction of a center 
 attempted, of equal amplitude, in connection with the city's property at Third 
 Avenue and Yesler Way, it would extend from Yesler Way to Columbia 
 Street and from First to Fourth Avenues, including surrounding streets. 
 
 Yet, to set aside a lesser area would simply be to defeat the purpose of such 
 reservation, because it would not furnish space for the same neighborhood in 
 the years to come. But the city's occupation of such an area, or even a small 
 fraction of it, near Third Avenue and Yesler Way, is prohibitive, both on ac-
 
 40 PLAN OF SEATTLE 
 
 count of tlio trciiicndous cost of its purcliasp and, evon more, for the important 
 reason that it lies at an angle of the triangle of the liusiness area through whose 
 narrow limits must continue to pass an ever-increasing traffic, and where com- 
 mercial property will much better serve the ultimate needs of the city. 
 
 The interruption of the flow of business just here, by the interposition of 
 an adequate Civic Center, would be an unwise enterprise. Space will be so 
 necessary for commercial jiurposes that it would seem at the present time un- 
 warranted to reserve even the blocks now owned by the county and city at 
 Yesler Way and Third Avenue, although the very fact of the congestion at this 
 point, increasing with the growtli of the city, makes it desirable that these small 
 sections be kept free for breathing spaces in the densely built up and crowded 
 town of the future. 
 
 A Civic Center which is to signify the character, the force and the confi- 
 dence of a city like Seattle, where only the loss of the commanding qualities 
 she has always possessed can delay a wonderful advance to prominence among 
 world cities, must be more than a makeshift — it must have the air of far-seeing 
 urbanity which cannot be manifested within narrow limits. 
 
 Such a location is the one proposed at Fourth Avenue and Blanchard 
 Street. Not interfering with the natural trend of business advancement, it 
 yet occupies a site serving all the people with impartiality. It has a magnifi- 
 cent setting, visible from all the environing hills and from the harbor and 
 Puget Sound. To appreciate its full significance, one has but to regard its in- 
 spiring possibilities from the surrounding heights or from just beyond the 
 immediate harbor line. Equipped with buildings worthy of a city destined to 
 rank amoug the great world ports, the voyager, approaching the busy water 
 frontage of the coming days, must find Seattle almost without peer in gracious 
 visual command. 
 
 Not less impressive would be the view within and from the Center itself. 
 Detached from structures of more ordinary' character, by a circumferential 
 thoroughfare, its noble buildings would emphasize the natural and exceptional 
 beaut}' and dignity of their environments. 
 
 With Mount Rainier looming over the city on the south, the rising ter- 
 races of encircling hills, the lofty, snow-capped Olympic peaks closing the west- 
 ward view beyond a harbor unsurpassed, it would appear that greater oppor- 
 tunities for high and permanent distinction never fell within the privilege of 
 a municipality. No more extravagant is the hope of the culmination of this 
 project than, but a few years ago, would have seemed the prophecy of Seattle's 
 existing actuality. 
 
 With breadth of vision and steadfast purpose, with a disregard of purely 
 self-seeking interest, in considei-ation of the Good of the Whole, before her 
 citizens realize it, Seattle will have accomplished these things, and she will have 
 translated her commercial and civic activities, her ambitions and determinations, 
 into terms of Art. Art in its truest and highest significance, "The Doing 
 Well of What Needs to p.e Done."
 
 ; f'
 
 Schmitz Park Scene, Seattle
 
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 THE r'PARK .,]^oWp ' 'PROJECT 
 
 THE ART FEDBRATI<!«H if Jf't«LA,e£L>'mA 
 
 Fairmont Park Entrance to City Hall, Philadelphia
 
 Park Improvements 
 
 THE general plan prepared by Olmsted Brothers, under which park and 
 boulevard development is now proceeding, covers the situation so thor- 
 oughly within the present city boundaries that nothing need here be pro- 
 posed in the way of extensions. IJeyond the city limits, however, 
 in the territory over which the future "Greater Seattle" must spread, park- 
 ing features will be required and should be liberallj- provided for well in ad- 
 vance of the city's expansion. Some selections for such park and boulevard 
 locations have been made and their general description follows: The develop- 
 ment of the public school system has been so marked, and the public play- 
 ground idea has won such proper i*ecognition, that there is an increasing and 
 just demand for more playground area within the present city limits. Selec- 
 tions for this purpose have tiierefore been made both within the present city 
 and in the outer districts over which municipal expansion is expected. 
 
 PARKS 
 
 The following tracts have been selected and are suggested for park areas 
 outside present city limits. Detail legal descriptions are set forth in Appen- 
 dix No. 2, with corresponding tract numbers. Only general descriptions of lo- 
 cations and principal features are here given. 
 
 (1) A site comprising 235 acres, situated just north of Richmond Reach. 
 Snohomish County, which includes half a mile of salt water frontage and runs 
 back to elevation of about three huntlred feet above sea level. Its precipitous 
 bluff and numerous small gulches lend them.selves to scenic park development. 
 The tract is of no great value for other purposes. 
 
 (2) A tract of 150 acres lying on the north, east and south shores of Lake 
 Ballinger, which combined with the small island in the lake, is capable of most 
 attractive development. This site is located so as to be conveniently reached by 
 both ordinary highways and park boulevard development, as well as by electric 
 railway transportation. This site is also in Snohomish County. 
 
 (3) A sightly area of 475 acres just north of Lake Washington, covering 
 a commanding hill overlooking the country in all directions, with a clear vista 
 southward over the whole length of the lake. 
 
 (4) A tract of 40 acres located on the high ground approximately a mile 
 and a half south of Richmond Beach, which contains some forest desirable for 
 preservation, has a commanding view of the Sound, and can be easily reached. 
 
 (5) A tract of 28 acres, well suited to park and parking puri)ose.s, lying 
 along both sides of a gulch about one-half mile west of Denny Station on the 
 Seattle-Everett Internrban. and also on both sides of Highway No. 30. The 
 growth of small fir and other trees is particularly pleasing, and a desire to pre- 
 serve their natural beauty prompted the selection of this site. 
 
 (6) A tract of 150 acres situated at the crossing of Central Avenue and 
 Highway No. 31. Some very beautiful and well-preserved tiinber will serve 
 to make this a valuable park acquisition with but little im])rovement necessary. 
 
 (7) A tract of 100 acres located just north of the junction of Highways
 
 42 PLAN OF SEATTLE 
 
 Nos. 33 and 30, commanding a view of Lake Wasliington to the eastward and 
 including a strip leading down to the lai<(', through which a small stream Hows. 
 
 (8) A site of 200 acres on the east side of Lake Washington between 
 Bothell and Juanita l>ay. It controls a commanding view to the northwest and 
 over the greater part of Lake Washington to the southward. 
 
 (9) A tract of (iO acres at the junction of Central Avenue and Highway 
 No. 33. This site includes a very desirable area, covered with a pleasing and 
 natural growth, including fir and cedar timber of considerable size. It would 
 require but little improvement for park purposes. 
 
 (10) A tract of 05 acres encircling Bitter Lake. The topography is adapt- 
 able to most attractive park development. It is easily accessible by highway, boule- 
 vard and electric railway. 
 
 (11) A tract of 50 acres at the intersection of Highway No. 33 and the 
 Old Bothell Road. Including as it does both sides of a small stream, this loca- 
 tion offers desirable parking opportunities. 
 
 (12) An area of 400 acres, including one and one-half miles of Puget 
 Sound frontage directly north of the present city limits. This tract readies back 
 over the rugged bluff to an elevation of 250 feet above tlie water. Altogether 
 it presents great possibilities of unique and varied park development. 
 
 (13) A tract of 05 acres lying along Highway No. 33 between its junc- 
 tions with Highways Nos. 14 and 32. Covering both sides of a ravine, this site 
 has desirable native growth worthy of preservation, and is accessible by four 
 main arterial highways from four directions. 
 
 (14) An area of 100 acres on the ridge east of Kirkland, just south of 
 the "State Aid Road." It contains fine timber and other native growth valu- 
 able for park purposes, and the site would require but little im])rovemeut. 
 
 (15) A small park area of 22 acres on the ridge east of the Ravenna School 
 in the approximate vicinity of Thirty-fifth avenue Northeast and East Seventy- 
 fifth Street. 
 
 (10) An area of 15 acres immediately enclosing the Green Lake Interme- 
 diate Reservoir. 
 
 (17) Eighteen acres surrounding the Green Lake Low Service Reservoir. 
 
 (18) One hundred eighty-five acres occupying the high ground on the north 
 end of Mercer Island. 
 
 (19) An area of 100 acres on the hill west of Renton, overlooking the 
 valley, Lake Washington and Mercer Island. 
 
 (20) Twenty -seven acres, near Highway No. 58 at river crossing, in the 
 vicinity of Black River Junction. This area will be bordered on three sides by 
 main highways. 
 
 (21) Sixteen acres lying on the south shore of Lake Burien. 
 
 (22) A beautiful and commanding area of 100 acres, including the high 
 ground at Three Tree Point, with about 1,250 feet of salt water frontage along 
 the southerly shore line. The tract reaches back upon the high ground to an 
 elevation of 400 feet above the Sound. It contains a wealth of natural growth 
 admirable for park uses, and will require but slight improvement to become very 
 attractive. 
 
 PARKWAYS 
 
 (a) An extension along the West Seattle waterfront of the proposed 
 parkway of the Olmsted system, from Fauntleroy Cove to the proposed park
 
 PARK IMPROVEMENTS 43 
 
 at three Tree Point. This suggestion simply continues the parkway of the 
 Olmsted plan southei-ly along the shore line to the limit of the civic area cov- 
 ered by this report. The width of this parkway should be from 300 to 500 
 feet, as indicated on Map No. 3. At a few jwints it should be even wider, 
 affording necessary area for the proper development of roadways where gulches 
 occur. 
 
 (b) A parkway from the upper portion of Three Tree Point Park, lead- 
 ing easterly on a slightly different line from the main highways, to the vicinity 
 of the Duwamish River, about one mile from the mouth of Black River. This 
 parkway requires a strip from 300 to 500 feet wide and is susceptible of similar 
 development to other parkways proposed by present city plans. 
 
 BOULEVARDS 
 
 In connection with the arterial highway system certain routes offer easy 
 and direct connections between proposed park areas. It is therefore suggested 
 'that these arteries be considered as boulevards, combining parkway features 
 with those of traffic streets. For this purpose a width of at least KiO feet 
 should be provided, to be subdivided as may be found desirable, particular ref- 
 erence being given to the planning of the roadways so as to permit widening 
 when found necessary. The areas adjacent to both the parkway and traffic 
 roads should be reserved mainly for grass and shrubs, planting trees in such 
 locations only as will enable the future development of roadways to be made 
 with the greatest freedom when traffic demands, the first construction being kept 
 to a minimum width, so as to reduce cost. 
 
 It is suggested that this plan of boulevard improvement be applied to the 
 following highways, and that their width be made IGO feet for this purpose: 
 
 (c) Central Avenue, from its junction with Highway No. 33 north to the 
 Snohomish County line. 
 
 (d) Highway No. 30, from Eighty-fifth Street to its junction with Central 
 Avenue. 
 
 (e) Highway No. 33, from Eighty-fifth Street to Bothell; also on its west 
 branch to a junction with Central Avenue. 
 
 (f) Highway No. 36, from Eighty-fifth Street to a junction with Highway 
 No. 33. 
 
 (g) Highway No. 62, from Bothell to Renton. 
 
 (h) Highway No. 65, from a junction with Highway No. 63 just south 
 of Northup, leading around near the waterfront to a connection with Highway 
 No. 62 at a point east of the mouth of Mercer Slough. 
 
 (i) Highway No. 24, along the west shore of Lake Washington. This 
 may appear to conflict with the parkway outlined in the Olmsted plan, but is 
 not so intended. It should be developed in harmony with the present and future 
 plans of the Board of Park Commissioners of Seattle. 
 
 (j) There are a number of wide cross streets in the tide flat section, such, 
 for instance, as Holgate and Hanford Streets, which will not be required for full 
 width use in certain sections for many years to come. They might economi- 
 cally, and with advantage to that industrial and railway section, be originally 
 improved with central glass plats and shrubbery; a series of miniature parks 
 being thus produced which can be obliterated as necessity demands.
 
 44 PLAN OF SEATTLE 
 
 Siiuilarly there are at least two larjjje open places, ori{»inally provided for 
 possible railway connections by easy cnrves, at the intersections of Second 
 Avenue South and Spokane Street, and at Holgate Street westward from Oc- 
 cidental Avenue. These may well be ])lanned for inija-ovcnient when tracks are 
 elevated, the I'ark Board to take charge of them and improve and maintain 
 them for an indefinite period as attractive and healthful breathing spots amid 
 the surroundings of industry and commerce. 
 
 PLAYGROUNDS 
 
 More or less of private effort has always been directed toward the ameliora- 
 tion of conditions among children who from necessity or other circumstances 
 live in the thickly settled districts of large cities. Well directed effort has 
 shown commendable results in the way of supplying diversion from the dearth 
 of interest and occupation engendered by the conditions in which man}' children 
 are compelled to live. 
 
 So far as this voluntary private effort has gone, its results have been a 
 source of gratification and encouragement to those who have undertaken such 
 activities. It has, however, gone far enough to convince many people that the 
 conditions surrounding childhood determine in a large measure the character of 
 the man ; that childhood environment actually counteracts inborn characteristics 
 and tendencies; that to improve conditions, even for a portion of the child's 
 waking hours, is a powerful factor in the evolution of the best that is in him. 
 
 Conditions most pitiable, precluding the development of any proper indi- 
 viduality, have changed the whole mental and moral focus of children thus 
 environed, and placed them in the path which leads to their punishment as 
 offenders against the rights of law-abiding citizens. 
 
 Asylums and i)aternal institutions, where unfortunate children are reared 
 in a secluded community, have long existed and have sought to supply the 
 training otherwise unprovided for such children. It has, however, become a 
 matter of comi)aratively recent experience and conclusion that these institutions 
 and others of their class have awakened to the underlying need of the child 
 nature for those diversions which the conditions referred to preclude. It is 
 only necessary to reflect that the same inherent possibilities dwell in the soul of 
 the most forlorn waif as in that of the child born to more fortunate circum- 
 stances. 
 
 It has remained for this epoch, which has witnessed the greatest indus- 
 trial improvements and is opening to all classes an immeasurably broader view 
 of life and enlarged opportunities, to intolligentlj' supply just that supreme 
 childhood need to those who are born to conditions without the possibility of 
 a normal child life, than which nothing can be more beautiful. From the altru- 
 istic work to improve childhood environment, the beneficial effects have at least 
 compelled recognition of the fact that in no other way can more abiding results 
 be secured. 
 
 The taxpayer now knows by statistics of unquestioned accuracy that the 
 maintenance of places of healthful exercise, amusement and self-improvement 
 for those who would otherwise pass their formative years in adverse, and pos- 
 sibly degrading, circumstances, is more profitable than that of reformatory in- 
 stitutions for children and penitentiaries for adults. 
 
 The movement to interest and benefit children in cities has not stopped 
 with the procurement of playgrounds, but apparatus and facilities for the di-
 
 PARK IMPROVEMENTS 45 
 
 versiou uot only of the children hut also of adults have been introduced. 
 Training and instruction is i)rovided, along with care and safeguards. Those 
 who learn to play well will be more apt to work with a purpose. The applica- 
 tion to playground training and practices of the principles evolved in connection 
 with the work of teaching the useful trades, while uot forcing the child's efforts, 
 will go far to inii)ress the lesson that amusements which ]troduce tangible re- 
 sults are more satisfactory than those which are aimless, even though requiring 
 the same amount of effort. 
 
 At least a threefold benefit accrues to the public from the development of 
 public playgrounds, viz.: the arrest of disease and vice; a constantly decreasing 
 prison-roll; the preparation of a generation of u.seful, law-abiding, industrious 
 citizens. It has been abundantly proved that these results follow such provi- 
 sions for the child's welfare. 
 
 Who can estimate the benefit the child thus receives? One has only to visit 
 a few of the well-organi/ed playgrounds in this city to see how a child's whole 
 existence can be revolutionized by the intelligent direction of those in charge. 
 All sorts of rational exercises and amusements are provided to fill hours which 
 might otherwise have been spent in wretched diversions. A picture of the 
 conditions from which such public playgrounds may spare the child need not 
 be drawn. Every one has seen, and too many have experienced, the conditions 
 surrounding the children in crowded centers. 
 
 Seattle, while not feeling the stress of necessity in this respect so apparent 
 in older and more crowded communities, has already done much to improve the 
 conditions surrounding childhood, just as has been provided a splendid school 
 system for the training of her youth. With a rapidly increasing population, 
 constant watchfulness and anticipation of needs is necessary if these provisions 
 for the children are to multiply with the rate of population. 
 
 Widely separated parks do not perform the functions of the playground. 
 With the growth of the city care should be taken that numerous, even though 
 comparatively small, areas be acquired for the benefit of children who will soon 
 be her active and controlling citizens. The quality and direction of their activ- 
 ities will depend largely upon their early environment and opportunities for 
 healthful recreation. 
 
 For the reasonable and progressive development of playgrounds for the 
 present and future City of Seattle, the following sites have been selected and 
 the general description follows, detail legal description being set forth in Ap- 
 pendix No. 2, with corresponding tract numbers: Following consecutively 
 those used heretofore in listing tracts selected for park purposes, Nos. 1 to 22 
 already applied to park tracts. 
 
 (23) A tract of ten acres about two and one-half miles south of the Sno- 
 homish County line near the Seattle-Everett interurban line. 
 
 (24) A ten-acre tract one mile northeast of the Green Lake Intermediate 
 Keservoir, enclosing the ground now occupied for school purposes in that loca- 
 tion. 
 
 (25) Blocks 133, 130, 145 and 140 of Central Addition to Kirkland. 
 
 (20) A small park and playground area of about fifteen acres at the junc- 
 tion of Highway No. 02 and a main highway leading southeast toward New- 
 castle. This site is outside the region covered by this report. 
 
 (27) A ten-acre tract near the intersection of Thirty-fifth Avenue South- 
 west and West Graham Street.
 
 4G PLAN OF SEATTLE 
 
 (28) A tract of uino and one-half acres near Thirty-sixth Avenue South- 
 west and West IJartou Street. 
 
 (2U) A park and playground tract of fiiirty-seven acres lying east of High- 
 ways Nos. 45 and 4G and enclosing a small lake in Sections (J and 7, T. 23 N., 
 R. 4 E. 
 
 (30) A ten-acre tract just east of Highway No. (i and about midway be- 
 tween the junction of Highways Nos. 55 and 4(;. 
 
 (31) A tract of thirteen acres lying west of Highway No. 5(), between 
 Highways Nos. 55 and 57. 
 
 (32) An area of nine and one-half acres in enlargement of the present 
 school ground southwest of Foster Station. 
 
 (33) An area of fourteen acres for jiark and playground purposes, includ- 
 ing the ground already occupied by the Renton High School. 
 
 (34) A park or playground tract of about six acres lying just north of 
 Cedar River and west of the Columbia and Puget Sound Kaihvay at Kenton. 
 This would be an attractive and popular place of assembly for the residents of 
 Renton. 
 
 (35) Ten acres, including the ]iresent school property at Sunnydale. 
 
 SUBURBAN B O U L E V A R 1) S 
 
 Seattle enjoys a scenic location possibly unparalleled by any city of the 
 world. The Cascade and Olympic ranges are the borders of a landscape as 
 varied in its natural features as any similar area upon the globe. Combined 
 with an unequaled summer climate, Seattle, sitting upon her hills amid this 
 wealth of scenic environment, should develop as the tourist center as well as 
 the commercial metropolis of the Pacific Northwest. 
 
 To accomplish this and to serve the Seattle of tomorrow, with a million 
 or more population, it will be necessary that boulevards or good roads, as 
 extensions of boulevards outside the metropolitan area, be constructed and main- 
 tained to the various points of beauty and interest. Whether this work be done 
 by city, county or state, or by co-operation between them, need not be discussed 
 here. A few suggestions will indicate the wealth of possibilities in this respect. 
 The following should form at least a part of a system of suburban boulevards: 
 
 (1) An extension to and around Lake Sammamish and on to upi)er Sno- 
 qualmie Falls. 
 
 (2) Up Cedar River Valley from Renton to Cedar Lake; encircling the 
 lake and crossing the Cascade summit to Lakes Keechelus and Kachees; spur 
 to Stampede Pass and Snowshoe Butte, the highest accessible outlook in this 
 Cascade summit region; also a spur to Snoqualmie Pass. 
 
 (3) From the Cedar River Road, via Rattlesnake Prairie, to Salal 
 Prairie, thence up the Middle Fork of the Snoqualmie River, connecting with 
 the road from Lake Sammamish at Salal Prairie. Upon the Middle Fork will 
 be found mountain scenery on the grandest scale. 
 
 (4) A boulevard to Tacoma along the crest of the bluff overlooking 
 Puget Sound. 
 
 (5) A boulevard to Mt. Rainier National Park. 
 
 (6) Combination of land and water routes to Lake Cushman, Lake Cres- 
 cent and other attractive Olympic Peninsula points. 
 
 The mountain roads should be not less than twenty-four feet wide, well 
 drained and thoroughly well built, and so located as to occupy points of van-
 
 PARK IMPROVEMENTS 47 
 
 tage where, from small concourses, views may be had which will, in most cases, 
 be of surpassing interest. In this regard. Cedar Lake is destined to add to its 
 fame as the source of purest water and of electric light and power, that of 
 entrancing scenes which lessen the care and fret of life. There may be, some- 
 where, a lake which exceeds this in grandeur, but where can one be found which 
 presents scenes of more picturesque beauty? The wooded slopes reaching from 
 the lake to the summits of the giant spurs and of the Cascade Range, with 
 their depressions, bold headlands and promontories, inspire one with a sense of 
 rest and peace and with the thought that "The groves were God's first 
 Temples." The city should preserve these forests in primeval glory by remov- 
 ing only the very mature trees. 
 
 So long as human iiabitations are not permitted in this region, there is not 
 the slightest reason why the road should not be built and used under restric- 
 tions that would preclude any tendency to water contamination. 
 
 Snowshoe Butte stands in the Cascade Range slightly southwest of Stam- 
 pede Pass, and distant therefrom possibly two miles. The Northern Pacific 
 skirts its base eastward from Weston three miles. If in this vicinity one 
 leaves the train and climbs the slope, the summit of Snowshoe Butte will 
 eventually be reached. Here grand mountain views can be had in all direc- 
 tions, while looking southwestward the vast bulk of Mount Rainier, hoary with 
 its thousand ages, lifts its form far above environing peaks. This grand scene 
 is awe-inspiring, like that from Inspiration Point in the Yosemite, and the be- 
 holder in this great solitude is deeply impres.sed with a sense of the Infinite 
 Presence and begins to understand why the native Indian had but one God — 
 the "Great Spirit." 
 
 Seattle should have these mountain roads for the education, the joy and 
 recreation of her own people, and for her guests who come from afar — even 
 from beyond the sea — to gain health and strength, both of body and soul, 
 amidst these scenes of wonder and beauty. 
 
 PARK COMPARISONS AND SUMMARY 
 
 Seattle now has 940 acres of park areas, improved and unimproved, within 
 the city limits; also 73 acres of playground areas and 50 acres in boulevard 
 parking features, public squares and triangles. Altogether there is a total of 
 1,003 acres devoted to park and playground purposes within the 38,157 acres 
 of land in the present city limits. 
 
 This report, covering an added area of about 57,000 acres, proposes an 
 addition of 2,069 acres of park areas, 161 acres for additional playgrounds, and 
 about 200 acres in the park portions of the proposed boulevards and con- 
 courses. Approximately 3,000 acres are thus proposed to be devoted to park 
 and playground purposes in this area of expected municipal expansion. 
 
 In comparison with other cities, this is not a large i>roportion for park 
 areas. There are cities of less population and less area than Seattle which have 
 a far greater proportionate park area. Several cities have as great an area in 
 a single park as that included in the Olmsted plan and in this report for Seattle. 
 It would indeed be a fitting climax to all park possibilities and commensurate 
 with the greatness of her opportunity and destiny, if Seattle should ultimately 
 acquire IMercer Island and set aside this 4,000 acres as an island park — a peo- 
 ple's playground, \\orthy of the city of millions which will some day surround 
 Lake Washington.
 
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 Municipal Pleins Commission 
 
 City of Seattle 
 Suggestions for treatment 
 
 of 
 
 STREET INTERSECTIONS 
 
 Various points in the City 
 
 Scale 
 
 I" ^ — ' I ' ' ' <- 
 
 O I 83*56789 lOOOFeel 
 September I9II. Virgil G. Bogue Engineer. 
 
 PLATE NO. 7
 
 Waterloo Palace. London. 
 
 Rue Leys. Antwerp 
 
 rioard of Trade Building, Marseilles
 
 Avenue de I'OpLra, Paiis 
 
 Pfi^^- 
 
 
 I'tMlKon, Paris
 
 Municipal Decorations 
 
 STREET INTERSECTIONS AND CONCOURSES 
 
 STREET intersections are points of natural traffic congestion. In busy dis- 
 tricts they should be expanded to relieve this condition wiiich grows rap- 
 idly worse with the increase of population. At the 1!)10 Town Planning 
 Conference in London a speaker vividly described the wasteful results of a 
 certain nearby street intersection, as follows : 
 
 "At this moment some hundreds of people, witiiin a hundred 
 yards or so of this spot, and dozens of motors, horses and vans, and 
 pounds and pounds worth of goods are all being held up in order to 
 allow other people, horses and goods which have just done their turn 
 at wasting time, to pass." 
 
 The character of these spaces will vary greatly from the simple right 
 angle intersection of streets in residence districts to the great centers of diverg- 
 ing avenues ai'ound which will develop local business activities and through 
 which principal traffic routes will pass. 
 
 In the latter locations open spaces of ample size to accommodate a con- 
 stant flow of traffic siiould be provided. A studied treatment of building 
 facades will, in such cases, serve best to give interest and distinc-tion. Sug- 
 gestions for such points of intersection are illustrated in Sketches A and 
 B, on Plate No. 7. 
 
 Intersections wiiich are incidental to the crossing of main traffic lines 
 in residence districts or in localities not centers of large business may prop- 
 erly receive a less severe treatment and thus serve as community lireathing 
 spaces and minor shoi)ping centers. Sketches C and D, I'late No. 7, illustrate 
 possibilities in such cases. 
 
 Sketch E, Plate No. 7, suggests a method of relieving congestion where 
 for a distance heavy traffic arteries coincide, providing a jMiint of interest for the 
 surrounding ncighboriiood and greatly enhancing the desirability of abutting 
 properties. 
 
 Suggosticm also is offered for a park approach in Sketch F, Plate No. 7. Tiie 
 lack of relation between nmnj' city parks and their approaclies is unfortunate 
 and detracts largely from their effectiveness. Chicago has given broad recog- 
 nition to the desirability of attractive a]i])roaches to her many parks, in many 
 cases connecting tliem tiirough the built-up business sections of the city by 
 parked boulevards. 
 
 At the London conference above referred to, Rt. Hon. John Burns sum- 
 med up the matter in the following words : 
 
 "It is tiie wisest insurance a big city can make to spend money 
 in the development and imjirovement of the citizen's environment. 
 In the past property owners seem to have thought that parsimonj-
 
 50 PLAN OF SEATTLE 
 
 meant economy. Therefore they narrowed streets and coiitracted 
 spaces and looked upon a beautiful vista as the eighth deadly sin. 
 If planning is neglected at the beginning, or badly done through 
 timidity or lack of imagination, it ]>laces a burden ui)on progress for 
 fifty or a hundred years wiiich is paid for .seven or eight times over 
 for the lack of prescience and daring." 
 
 Street and highway intersections where special treatment is or will be 
 desirable arc marked "C" on the arterial highway Map No. 2 and are located 
 as follows : 
 
 (1) Intersection of Highways Nos. 30 and 31, in Sec. 1, T. 2(! N., R. 3 E. 
 
 (2) Intersection of east branch Highways Nos. 30 and 31, in the SW^i 
 of Sec. 6, T. 26 N., R. 4 E. 
 
 (3) Intersection of Central Avenue and Highway No. 34, in the NW14 of 
 Sec. 4, T. 26 N., R. 4 E. 
 
 (4) Intersection of Central Avenue and Highway No. 31, in Sec. 8, T. 
 26 N., R. 4 E. 
 
 (5) Junction of East and West branches of Highway No. 30, Sec. 18, 
 T. 24 N., R. 4 E. 
 
 (6) Inter.section of Highways Nos. 33 and 36, Sec. 28, T. 26 N., R. 4 E. 
 
 (7) Junction of East and West branches of Highway No. 36, in Sec. 27, 
 T 23 N., R. 4 E. 
 
 (8) Intersection of Central Avenue and Highway No. 32, in Sec. 31, T. 
 26 N., R. 4 E. 
 
 (9) Intersection of Highways Nos. 2 and 5, near Eighth Avenue N. \V. 
 and West Seventy-fifth Street. 
 
 (10) Junction of Central Avenue and Highway No. 10 near Ashworth 
 Avenue and North Eighty-second Street. 
 
 (11) Junction of Central Avenue and Highway No. 9, near North Sev- 
 enty-first Street between Fremont Avenue and West Greenlake Boulevard. 
 
 (12) Intersection of Highways Nos. 2 and 4, near Seventeenth Avenue 
 Northwest and West Sixty-second Street. 
 
 (13) On Central Avenue (Stone Way) and North Forty-fifth Street. 
 
 (14) The junction of East and West branches of Highway No. 12, near 
 Sixth Avenue Northeast, between East Fortieth and East Forty-second Streets. 
 
 (15) Junction of Highways Nos. 13 and 38, near Twenty-seventh Avenue 
 and East Spring Street. 
 
 (16) Junction of Highways Nos. 19 and 38, near Fourteenth Avenue, be- 
 tween East Alder and East Jefferson Street. 
 
 (17) Junction of Highways Nos. 78 and 19, near East Spruce Street 
 and Seventeenth Avenue. 
 
 (18) Junction of Highways Nos. 38 and 24, near Yesler Way and Ninth 
 Avenue. 
 
 (19 1 Intersection of Highways Nos. 13 and 19, near Twenty-seventh 
 Avenue South and Jackson Street. 
 
 (20) IntersectioTi of Highways Nos. 22 and 24, near Dearborn Street 
 and Fourteenth Avenue South. 
 
 (21) Junction of Highway No. 52 and California Avenue near West 
 Alaska Street.
 
 MUNICIPAL DECORATIONS 51 
 
 (22) Junction of Highways Nos. 41 and 52, near Thirty-ninth Avenue 
 Southwest and West Alaslva Street. 
 
 (23) Junction of Highway No. 41 and California Avenue, near West 
 Morgan Street. 
 
 (24) Junction of Highways Nos. 40 and 45, near Twenty-fourth Avenue 
 Southwest and ^^'est Cloverdale Street. 
 
 (25) Junction of Highways Nos. 39 and 45, near Twentieth Avenue 
 Southwest and West Barton Street. 
 
 (2G) Junction of Highways Nos. 45 and 46, near small lalce in Sec. 7, 
 T. 23 N., R. 4 E. 
 
 (27) Junction of Higiiway No. 6, and West branch of Highway No. 
 55, near center of Sec. 8, T. 23 N., R. 4 E. 
 
 (28) Junction of the P^ast and West branches of Highway No. 55, near 
 the South Quarter corner of Sec. 8, T. 23 N., R. 4 E. 
 
 (29) Junction of Highway No. G, and East branch of Highv/ay No. 55; 
 the SEi^ of Sec. 8, T. 23 N., R. 4 E. 
 
 (30) Intersection of Highways Nos. 46 and 55, in Sec. 17, T. 23 N., R. 
 4E. 
 
 (31) Junction of Highways Nos. 6 and 46, in the SEi/i of Sec. 17, T. 23 
 N., R. 4 E. 
 
 (32) Intersection of Highways Nos. 55 and 56, in the North part of Sec. 
 9, T. 23 N., R. 4 E. 
 
 (33) Junction of Highways Nos. 57 and 58, near S. W. corner of Sec. 
 14, T. 23 N., R. 4 E. 
 
 (34) Junction of Highways Nos. 60, 61 and 62, in the SW14 of Sec. 17, 
 T. 23 N., R. 5 E. 
 
 (35) Intersection of Highways Nos. 24 and 61, in Sec. 19, T. 23 N., R. 
 5E. 
 
 (36) Intersection of Highways Nos. 56 and 57, in the SW14 of Sec. 22, 
 T. 23 N., R. 4 E. 
 
 SPECIAL CONCOURSES AND ESPLANADES 
 
 (37) Along the south side of Higliland Drive, between Second and Thii'd 
 Avenues West, a concourse and esplanade is suggested as indicated on Map 
 No. 2. An outloolc l)uilt up with appropriate constructiou at this location 
 would be a striking feature from the city and aflford a fine view of the city 
 and harbor, easily accessible for both pedestrians and vehicles. 
 
 (38) At Elliott Avenue and Blanchard Street an esplanade is suggested. 
 This is in reality part of the Civic Center design. Blanchard Street is one of 
 the radial lines from tlie Civic Center and otTers the shortest course to the 
 waterfront. The conditions at this proposed location are such as to afford the 
 maximum of opportunity for a central waterfront outlook. It is peculiarly 
 adapted to the convenient assemblage of large crowds to view water spectacles. 
 Ample access to the waterfront for ])edestrian traffic can also be easily arranged 
 at this location. 
 
 (39) At Duwamish Head, on the promontory at the north end of Cali- 
 fornia Avenue, an ample concourse with ade(|uate outlook and park surround- 
 ings, is suggested. Here should be located, whenever oi»i)ortunity may offer, 
 the great civic monument of Seattle, typifying in some appropriate design the
 
 52 PLAN OF SEATTLE 
 
 s])irit and purjtose of the oity. Such a iiioniiiiu'iit imisf he (•((luiiicnsuratc with 
 its massive proinoutorv location, and be to Seattle and I'uget Sound that which 
 the Statue of Liberty is to New York Harbor. 
 
 HEIGH T ( ) F IJ U I LI) I N G S 
 
 Some reference should be made to the limitations of the height of build- 
 ings. If there ever was a time when the evil effects of the erection of sky- 
 scrapers was unappreciated or the consequences of that development not clearly 
 foreseen by ])eople interested in the sanitary and sociological conditions of 
 our cities, that time has long since passed. It is apparent today to the casual 
 ol)server. Some few American cities, which by their action give evidence 
 of being abreast of the times, have regulated the height of buildings with a 
 view to forestalling the evil conditions which obtain in the skyscraper re- 
 gions of New York, Chicago and Pittsburg. 
 
 Tlie argiiuient for the skyscraper is that business needs the accommo- 
 dations provided l»y high buildings. That this is not true is evident from 
 the fact that all tli<' l)uildings of over twelve stories in height in the city of 
 New Ycn-k would occupy sjjace not to exceed both sides of l'''irst, Second, 
 Tliinl and Fourth Avenues between I'esler Way and IMke Street in the (Mty 
 of Seattle, and that today in the same district the average height of buildings 
 is less than four stories. 
 
 That tiie skys(i'a])er is unnecessary is perfectly ai)i)arent from the fact 
 that the great cities of Europe and South America — those whose poi)ulation 
 ai)]>roaches or exceeds a million — have grown to their present size and have 
 conducted a commerce equal to that of our largest cities, without the sky- 
 scraper as an adjunct and with every a])])arent indication that the rate of 
 growth in commerce and populatit)n will Ih' as rapid and as great as that of 
 any American city. 
 
 It is unnecessary to demonstrate Hie <ur(ailiueiil of daylight and fresh 
 air in the lower stories of skyscrajjers or in the streets flanked by them. The 
 contention tliat no such evil results follow the skyscraper is not made with 
 st'riousness today. 
 
 Their existence is due, solely, to tlie attitude of the American mind in 
 attaching more inqioi-tance to individual projierty rights than to coMimuiiify 
 interest. Their i-emoval can only be brougbl about by a change in the popular 
 conception of proper social relations. Such changes can only be effected gradu- 
 ally, and for that reason it is futile to expect an early and general prohil)ition 
 of excessively high buildings, but it is for the truly progressive cities to direct 
 and hasten this outcome. Skyscrapers do not by any means denote tlie high- 
 est civic develojimeiit ; rather do they exeiiiidifv the utter lack of considera- 
 tion for the better life of the city. Seattle should join the list of cities which 
 have adopted a limitation of building height — Chicago, Boston, Washington, 
 BnlTalo, Cleveland, Minneai)olis and Los Angeles — and prevent the ills which 
 unlimited license in this respect is sure to entail. 
 
 The majority of the rooms in the skyscrapers reipiire to be lighted arti- 
 ficially, the sunlight being shut out, and must also be ventilated artiticially. 
 As a result, they are lioth dark and dam]), and are therefoi-e breeders of 
 tuberculosis. 
 
 The hazard from lire is so notorious that no comment need be made.
 
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 An Idea for a Civic Monument on Duwamish Head
 
 Dock at Ilamltuig {l'>.c of Muvablc trailer) 
 
 Dock at Hamburg (Use of Movable Cranes)
 
 MUNICIPAL DECORATIONS 53 
 
 Perhaps the most notifeal)le of the evil results is the congestion of traffic 
 occasioned b}- the throngs attempting either to reach or leave such centers at 
 the same hour. Were the offices and places requiring such numbers of per- 
 sons (listril)uted over large areas, a greater number of transportation lines 
 would be used and the curse of the rush hours caused to disappear. 
 
 So important is this (luestion from the standpoint of health, fire hazard 
 and congestion of transportation, that em]>hasis has not been laid upon the 
 aesthetic effects of the unregulated skyscraper. 
 
 The height of buildings in the city should be fixed at an elevation pro- 
 portionate to the open area and if possible a similarity of treatment as to the 
 height of stories should be regulated; especially should a uniform height of 
 cornice line be establislied for tiie buildings in the Civic Center. 
 
 It may be well in passing to call attention to the desirability of using 
 light-colored Imilding material so far as practicable, in this climate, to brighten 
 the aspect during the lowering days of winter. In business structures many 
 of the lighter bricks and terra cottas are especially adapted to serve this end, 
 while for the more nnmumental public and semi-public luiildings a marble or 
 light-hued granite should preferably be used. There can be no question that 
 in the ca.se of the buildings in and around the Civic Center white marble or 
 granite should be adopted and used throughout. Only by such treatment can 
 the desired unity of effect be obtained and the consistency of the whole design 
 secured. Such constructions as the Courts of Honor at the Columbian or 
 Alaska-Yukon-Pacific Expositions clearly indicate the need for and demon- 
 strate the appropriateness of a uniform and light color scheme.
 
 Harbor Improvements 
 
 IT is conceded by all that the key to the development of Seattle into a great 
 metropolis, lies in a deliberate preparation to care for her fair share of 
 tiie world's coiunu'rce. A study of the coinnu'rcial i»orts of tlie world, 
 
 which have shown the greatest growth in recent years and wiiich today clear 
 the largest tonnages, indicates that these i)orts have not dejieuded for devel- 
 opment upon chance or destiny. Their great and nncxaniplcd prosperity has 
 largely been due to the progressive spirit and civic courage of tlieir people, 
 manifested in a scientific study of port conditions and a systematic effort to at- 
 tract foreign commerce by means of increased harbor facilities which involved 
 great expense. 
 
 To fully appreciate the importance of the plans herewith submitted, it is 
 advisable timt all public-spirited citizens consider the example of the older 
 ports and the ways by which they have progressed. 
 
 Hamburg is today the greatest shipping center in Continental Europe. 
 Its evolution is typical and remarkable. Though endowed with a rich hinter- 
 land, there was much to discourage its port development; in fact, it had to 
 nuikc its opportunity. 
 
 For sixty-three miles below Ilamburg the river Elbe is a silting stream 
 that requires constant dredging to maintain a deptii of twenty-six feet at low 
 tide, and yet, in trans-shipping and storage business this port enjoys advan- 
 tages over all the other ports of the world. Its factories and warehouses are 
 .served with both water and rail transportation facilities, and are provided 
 with elaborate handling and labor-saving devices. In addition to the sum of 
 1100,000,000 said to have been already expended on harbor improvements, it 
 recently voted |50,000,000 to be spent for extensions which should keep pace 
 with the demand of its growing commerce and industries. 
 
 Rivaling Hamburg is Antwerp, the great port of Belgium, also a river 
 harbor and a man-made port, which is another example of what may be ac- 
 complished with a narrow, silting stream. Antwerj), not a great deal larger 
 than Seattle, is probably the wealthiest city, per capita, in Europe, and its 
 wealth and growth have directly followed and been proportioned to its port 
 development. When half the size of Seattle, it undertook harbor improve- 
 ments involving an expenditure of $45,000,000. In thirty years, from 1874 
 to 1004. Antwerp increased in population from 153,100 to 301,047. That is, 
 the city doubled in population, while its commerce multiplied itself between 
 five and seven times. In now has under way a further extension of harbor 
 facilities, to cost approximately |55,000,000, exclusive of river dredging and 
 straightening. 
 
 Although Rotterdam is a very old city, having received municipal rights 
 in 1340, it was never a large town until it undertook modern harbor improve- 
 ments and provided its merchants with opportunities for international trade. 
 
 From a city of 19,000 inhabitants in 1850, it increased to a population 
 of 320.000 in 1900, and in 1903 its inhabitants numbered over 400,000, or 
 seven per cent of the entire population of Holland. From 1870 to 1908 Rot- 
 terdam expended 131,000,000 in harbor construction and equipment. Its rapid 
 growth is recognized as being directly due to the development of its port.
 
 HARBOE IMPROVEMENTS 55 
 
 Hamburg, Antwerp and Rotterdam have all created oppohtunities. 
 They have thereby cut deeply into the important trade, till then largely 
 monopolized or controlled by London. 
 
 And London, grown sluggish Avith the assurance bred by centuries of 
 monopoly in trade, has been forced to arouse herself in order to contest the 
 competition, not only of continental ports, but of home ports as well. British 
 ports, which lack the natural opportunities of London, have expended large 
 sums on harbor improvements, as follows: Liverpool, |200,000,000 ; Man- 
 chester and Newcastle, $85,000,000 each; Glasgow, 144,000,000. 
 
 Manchester, determined to free herself from all the tolls of Liverpool and 
 other ports and from excessive railway rates, proceeded under an act of par- 
 liament, dated August 6, 1885, to organize a company to build the Manches- 
 ter Canal. The people of the entire city came to the support of the company 
 and subscribed liberally. Under the original law the funds provided amounted 
 to nearly |50,000,000, but subsequently the city furnished a loan of $25,- 
 000,000. The canal was not finished for traffic until November, 1893, and it 
 was necessary for the city to incur a new obligation of over |5,000,000 to pro- 
 vide for interest. The canal company is now paying interest on the issue of 
 bonds and will soon be paying off the city loan. 
 
 It was a great venture to build a canal from Manchester to the sea, a 
 distance of thirty-five and one-half miles, having width at the top of 290 feet 
 to 370 feet, and at the bottom of 120 feet to 170 feet and 2G feet deep. 
 
 To return from Europe to America, it will be found that from Montreal 
 to Rio Janeiro and Buenos Aires there is everywhere manifest the recogni- 
 tion that, in order to participate to any great extent in modern commerce, the 
 best harbor facilities must be constructed in advance of and as an invitation 
 to trade. 
 
 Montreal, one thousand miles from the open ocean, has become the lead- 
 ing summer port, not only for the export of Canadian but of American grain. 
 Fourteen million dollars have been spent upon the development of its port 
 facilities, the greater part of this during the last five years. The exporta- 
 tions of Montreal have increased from |25,000,000 to |71,000,000 in fifteen 
 years. It has today twenty-five steamship lines and is looking for new ones, 
 including a line to Australia and New Zealand, notwithstanding the fact that 
 it is closed for five mouths in the year by the ice in the St. Lawrence River. 
 
 Boston, with her wonderful natural harbor, was formerly among the lead- 
 ing ports of the world. But channels suflicient for the craft of former times 
 have long proved inadequate for more modern requirements. Failure to 
 recognize this fact, and grasp the opportunities provided by nature, brought 
 about sure results. Industries fell more and more into the habit of depending 
 upon railways for coastwise trade instead of water transportation, until Bos- 
 ton's waterways became atrophied in their functions.' All this being in 
 sharp contrast with the development of European ports, and with the lessons 
 taught by Hamburg, Antwerp and Rotterdam, Massachusetts has at last par- 
 tially awakened to its requirements and formulated plans for the improve- 
 ment of existing conditions. And this was to meet the demands of the pres- 
 ent and the future. 
 
 Following an appropriation of $3,000,000 last year, the legislature of 
 Massachusetts, at its session just ended, appropriated $9,000,000 more, to
 
 56 PLAN OF SEATTLE 
 
 secure 1t> Kostoii the initiation of such harbor improvements as changed con- 
 ditious w ill deiuaud. 
 
 New York, even with all its jire-eniinent natural advantajjes, has left 
 nothiuji t(t cJiiiiicc, and today a larj^e j>roi>ortion of the water frontaj^e of 
 ilauhattau Island is owned by the city and is in charge of its Department of 
 1 )ocks. 
 
 In New York local business has largely forced the warehouses and in- 
 dustrial terminals over to IJrooklyu and the Jersey shore. The demand for 
 industrial sites, on or adjacent to the waterfront near New York City, has 
 become so great (hat the authorities are ])lanniiig, by dredging and tilling, to 
 transform the salt marsh on Long Island, called Jamaica IJay, into a great 
 industrial jiort. I'lans are not yet coni])leted but the statement is made that 
 the area of this ])roposed imiu'ovement, including land and water, will be forty- 
 tive and one-half scpiare miles. All is to be laid out and arranged in accord- 
 ance with a general water-and-rail transjjortation scheme that will give every 
 lot and block intended for industrial ])urposes railway service, and, if not lo- 
 cated adjacent to the waterfront, direct rail connection therewith. 
 
 The federal government, on June 25, 1911, made an a])i)roiiriation of 
 if^oO,*)!!!) with which to begin its portion of the work, which will ultimately 
 cost apjtroximately .*i!7,43(),00(), this large amount to be devoted only to the fair- 
 way and entrances (hereto from the sea. The work to be performed by the Dock 
 Departnumt of New York City will ultinuitely cost a great sum, running as 
 high as $70,000,0()() in some estimates, but definite figures are not yet obtainable. 
 
 Notable in the history of the development of port facilities is the great 
 liush Terminal Dock & Warehouse Comi)any, a private enterprise located in 
 Brooklyn on New York T.ay. It comprises seven modern jtiers fourteen hun- 
 dred feet long, and so successful has been the undertaking that New York City 
 is now considering (lie punhase of its waterfront facilities. 
 
 Thiid< of seven i)iers twice as large as the Colnian and (Jrand Trunk docks, 
 with tire-proof warehouses in their rear, then a large car storage yard, an<l 
 further back still and to one side, a .series of great storage and manufactur- 
 ing lofts in direct connecdon by rail with the docks and warehou.ses, the rail- 
 way operated elec(rically, and you have an idea of the modern harbor improve- 
 ments, which, in the development of (he famous Bush Terminal, has attracted 
 such widesi>r<'ad interest in the commercial and industrial world. 
 
 The slips are wide enough to allow barges to lie ah)ngside of the slips. 
 There are also ferry connections both for rail and street traffic, so that a big 
 ship once tied at one of these ])iers is enabled, at the lowest rates, to have its 
 cargo either stored or delivered to all parts of the port without any shifting 
 of the vessel; likewise, cargoes are collected. There is practically no loading 
 or unloading l)y trucks; there are no vexatious delays. The jilant is also 
 equijjped with an |S00,()()0 sprinkler system for fire protection, on account of 
 which insurance rates on the goods in storage are from ten to twenty cents a 
 hundi-ed, while the rate in New York City is two dollars. 
 
 Importers, numufacturers and jobbers employ the Bush Terminal facili- 
 ties for the collection of their wares from all ports of the world and for safe 
 storage until marketed, or until the goods may be shipped by either rail or 
 boat at the minimum of handling cost; or, as the case may be, raw materials 
 be manufactured or put through refining processes under the most favorable 
 conditions.
 
 Iltisli Tcrniiual. New York 
 
 Chelsea Dock, New York, West Street Front
 
 I ' ■ ^: "i:,'-. W'.'iteriront, Iluenos Aires
 
 HARBOR IMPROVEMENTS 57 
 
 This saving in cartage bills, cost of handling, lack of delay and insur- 
 ance leaves to tiie merchant or manufacturer a larger percentage of profits, 
 besides enabling him to underbid less favored competitors. 
 
 The lesson of sucii a private enterprise, which has nearly revolutionized 
 terminal business, may protital)ly be applied to communities as a whole, for 
 the city offering the most conveniently arranged harbor terminals and furnish- 
 ing sites for industries and joblters, near well arranged water-and-rail trans- 
 portation facilities, is the city whose businessmen will be able to underbid 
 their competitors and win prosperity for themselves and their commonwealth. 
 
 Philedelphia, although one hundred miles inland, has by no means neg- 
 lected her opportunities. Chief city of one of the richest of tiie .state.s, a center 
 of manufactures, having many canals traversing the tributary country and, 
 in addition, possessing thirty miles of actual deep water front, with a channel 
 to the ocean thirty feet in depth, it is in such respects almost the einuil of Xew 
 York. 
 
 Baltimore, since the great fire, has expended |(j,500,000 on a modern 
 wharf aud dock system. 
 
 The world-wide awakening to an appreciation of the latent possibilities 
 of harbor improvement is inducing vigorous action at other ports along the 
 Atlantic Coast and the Gulf, as well as at river and lake harbors and Pacific 
 Coast cities. Los Angeles, San Diego, San Francisco, Oakland aud Portland 
 are each planning extensive Itetterments along their water fronts. 
 
 Los Angeles, as far as natural opportunities went, had no chance what- 
 ever to become a seaport, but by consolidation with Wilmington and San 
 Pedro, Greater Lou Angeles will have 221/4 miles of shore frontage and about 
 one hundred and eight acres of submerged land in and about San Pedro Har- 
 bor. Au expenditure of .flO,((()(l,000 for har])or improvements during the next 
 ten years has been authorized by the three boroughs. 
 
 Los Angeles has voted ijfS.OOO.OOO and Oakland $2,5n0,(»()0 for strictly 
 municipal dock.s, while the people of California last Novend)er voted an issue 
 of 11,500,000 bonds for state-owned docks in San Diego Hay, and *10.000,000 
 for the improvement and extension of the state dockage system at San Fran- 
 cisco. 
 
 The recent extensive construction of pier and dock improvements at San 
 Francisco, including those built for the Western Pacific Railway Company, 
 furnishes a good example of municipal tendencies along such lines. 
 
 Oregon has established the Port of Portland and the Port of Astoria, 
 really waterway imjirovement districts of a considerable extent. The Port of 
 Portland was established for the improvement and regulation of the harbor 
 of Portland and the Columbia River. 
 
 Portland has already s])ent several million dollars of local money in co- 
 operating with the federal government in the iniiirovenumt and maintenance 
 of the channels of the Columbia and Willamette Kiver.s, and last Novendier 
 adopted a charter amendment, which provided for a municipal dock commis- 
 sion with authority to issue bonds up to ?2, 500,000 for the acquirement of 
 sites for public docks and warehouses, and the building thereof. 
 
 In Portland the Penin.sula Industrial Syndicate is preparing to expend 
 $3,000,000 on an indu.strial harbor, which, by reclaiming thirty-one hundred 
 acres of the Columbia Shmgh will make available two hundred cheap factory 
 sites of ten acres, all with fine rail and shipping facilities.
 
 58 PLAN OF SEATTLE 
 
 While this is, in a sense, a private enterprise, its magnitude and the spirit 
 ill which it is undertaiven, give it also a semi-puhlie- character. 
 
 Commertially speaking, when a city ceases preparation for the future, it 
 ceases to grow. To provide for increase of commerce, means for handling such 
 increase expeditiously must be provided. Docks, wai'ehouses, turning basins, 
 railroads, traveling cranes, telpherage systems and other modern devices must 
 be installed; and account must be taken that all these facilities will give even 
 a city possessing but few natural advantages a fighting chance. 
 
 Seattle's greatest commercial asset is her harbor. Spacious and free from 
 obstructions to navigation, it can be entered every day in the year; when Lake 
 XN'ashington canal shall have been completed, the harbor will otTer the most 
 generous haven in the world, where ships may lie in either salt or fresh water. 
 With no extremes of heat or cold, no ice in the harbor, no winds exceeding 
 thirty-six miles an hour, Seattle is two days nearer to the Oriental ports than 
 is San Francisco, and four hundred seventy miles nearer to the Great Lakes 
 at Duluth. Even from Seattle to Chicago, the distance is one hundred sixty- 
 three miles less than from San Francisco. 
 
 With the completion of the Panama Canal, the New York shipper will 
 have four thousand four hundred sixty-five miles to make in order to reach 
 Honolulu; ten thousand forty-six miles to Yokohama, or eleven thousand six 
 hundred seven miles to Hongkong, as compared with two thousand four hun- 
 dred ten, four thousand two hundred forty and five thousand eight hundred 
 thirty, respectively, from Puget Sound ports. Aided even by the construction 
 of the Panama Canal, New York will require as long a time and as great 
 ocean-transportation cost to reach the markets of Asia for the single trip as 
 the Northwest via Puget Sound, for the round trip. In these days of 
 I)rogress, when the great desideratum in the transportation schemes is the 
 elimination of time, these conditions become important factors in the estab- 
 lishment of Seattle's maritime position. 
 
 Natural advantages do not, we must bear in mind, invariably determine the 
 location of an important port. Unless a seaport city speedily emphasizes its 
 natural advantages, it will encounter the danger of being outstripped by some 
 less favored rival, which, by its own wide-awake efforts, will secure and hold 
 over-sea trade. 
 
 The merchant marine of the world is not seeking a merely well sheltered 
 harbor. It is demanding ports where cargoes may be obtained or unloaded 
 with the greatest despatch and least cost. A live, energetic competitor, may, 
 by constructing a breakwater, dredging a creek and building docks and ware- 
 houses equipped with economical handling devices, and served with convenient- 
 ly arranged terminal tracks, present such inducements as to command cheaper 
 charter rates than one provided with loss terminal facilities, though of greater 
 natural availability. 
 
 The function of a port, in general, is to provide for ready and effective ex- 
 change between land and water carriers. In particular, however, there are two 
 special functions, commercial and indnstriaL 
 
 The commercial functions have to do with the handling of freight in transit. 
 There are two classes of such business. 
 
 (1) The City Business: This consists of passenger, mail and express 
 service and the handling of package freight and other commodities which per-
 
 HARBOE IMPROVEMENTS 59 
 
 tain to the needs and requirements of the city itself. The facilities for such 
 traffic should be located near or convenient to the heart of the cit3\ 
 
 (2) Cargo Business: This consists mainly of large consignments of 
 freight in transit, or freight which may temporarily go into storage for future 
 transfer to other points. The facilities for handling traffic of this nature need 
 not necessarily be in proximity to the business center of the city. In fact, they 
 may be advantageously located some distance therefrom and near the indus- 
 trial port. 
 
 (3) The Industeial Facilities: These need not be located in proximity 
 to the business or commercial center of the city. In fact, they should be some 
 distance therefrom, where the surroundings and laud values are such as to in- 
 nate manufacturing and storage activities. The function of such facilities is 
 to provide for the handling and storage of commodities required for manufac- 
 turing and industrial processes, and for the economical transfer of bulk cargoes 
 or lieavy products. 
 
 The industrial functions of the great world ports are of ever increasing 
 importance. Manufacturing and industrial interests are being concentrated 
 in such centers as provide best terminal accommodation. The successful cities 
 are those which have become depots where the world's crude materials are as- 
 sembled, manufactured and sent broadcast as finished products. 
 
 When we reflect that the cost of transporting five tons by wagon will 
 cover transportation of fifty tons by rail, or five hundred tons by water, we 
 obtain .some understanding why industrial firms are looking for locations with 
 botli rail and water transportation, and we begin to ai)preciate the fact tliat 
 Seattle's harbor is Seattle's opportunity; that with cheap power in abundance, 
 an inexhaustible supply of coal at her very gates, and the vast resources of 
 its hinterland, all that remains to be done by Seattle, the gateway to Alaska 
 and the Orient, is to adopt a comprehensive scheme for its development and 
 to take the initial steps to carry out the project at the earliest moment pos- 
 sible. 
 
 Seattle has at Harbor Island, and on both sides of the East and West 
 Waterways, and also at Smith's Cove, extensive areas suitable for waterfront- 
 age, which can be so improved as to provide the best facilities for cargo busi- 
 ness or for general industries. When commerce offers there should be a per- 
 fect readiness for its reception. Otherwise, it will go elsewhere. The leading 
 ports of the world have maintained their supremacy only by recognition of the 
 principle of preparedness, and because of their willingness not alone to keep 
 alireast of the times, but, as well, ahead of them. 
 
 The completion of the Panama Canal, the building of railways through- 
 out the Northwest, including British Columbia, and the further development 
 of Alaska, with its wealth and resources yet to be exploited, will but em- 
 phasize Seattle's important position. 
 
 Nothing is more certain than that a vast emigration from Europe will 
 be brought to the Pacific Coast through the Panama Canal and that it will 
 cau.se a rapid increase in pojtulation all through the region west of the Kocky 
 Mountains. Immigration will come mostly in large steamers, carrying not 
 only immigrants, but also freights. Seattle now recognizes that it may be- 
 come the metropolitan center of this great westward movement, and the mag- 
 netic, as well as tiie strategic point in the inevitable struggle for world com- 
 merce.
 
 60 PLAN OF SEATTLE 
 
 Of all the recoiniiicndations to lie made \ty tlu- Muiiicijml IMans Com- 
 missiou, those oomerninj; the improvemeut and developiiicut of Seattle's 
 harbor are of rankiug importance. The increase in taxable wealth alone, aside 
 from the intome to be derived from the o])eration of the ])ort, will \uoro than 
 pay interest ciiarges on th<' bonds and retire the principal wlien due. 
 
 Every judicious investment in liailior improvements should tend to de- 
 crease, rather than increase the tax rate. 
 
 It is not necessary at once to provide all recommended facilities. It is 
 essential, however, that a beginning be made. Ellective steps for the devel- 
 opment of Smith's Cove, Harbor Island and the Duwamish Waterwaj' shcmld 
 promjjtly be taken. These, suj)plemente(l by the construction of the Lake \\'ash- 
 ingtou ('anal, and tiic reclamation of swamp and tide areas now constituting 
 a nuisance, give assurance of Seattle's commercial supremacy. 
 
 Dividends will follow improvements as soon as Seattle shall have first 
 made the i)roper investment for her general upbuilding. 
 
 The earnest attention of the careful reader of the above division of thi.s 
 report is particularly called to the imperative need of Seattle's improvement 
 of her waterfront, and to the easily comjjrehended lessons of past and jtresent 
 harbor attainment elsewhere. In no other dei)artment of public interests does 
 precedent stand for more. For a good many years city after city has stejiped 
 into the ranks of the enlightened bidders for a worthy share of the commerce 
 of the world. Not one case can be cited in wiiich failure has resulted from 
 generous, well applied effort to push to the uttermost all chances for notable 
 improvement; and, in most cases, results have come so speedily as to be start- 
 ling. Original (mtlays have l)eeu justified by .satisfactory returns, encourag- 
 ing still further drafts on the civic treasury and abundantly proving the sub- 
 stantiality of ciric enterprise. 
 
 Some ports have been slow to recognize the force of a precedent so 
 general as to almost constitute a law, but even they have gradually sought a 
 place in the ambitious procession. If Seattle defers definite action in this 
 regard, she will surely fall behind other competitors for the accumulation of 
 world-wide trade Axhicli all the public works of present and future, notably 
 the Panama Canal, are sure to bring to the Pacific Coa.st. It cannot be other- 
 wise. The law of development is inexorable. It then remains only with the 
 people themselves to write the story of Seattle's future state and glory, or 
 unimportance and defeat. 
 
 The steps already taken to build the Duwamish Waterway and Lake 
 Washington (^anal are certainly in the right direction. IJut several years 
 will pass before these public works can be fully utilized. Meantime, noth- 
 ing has been effected toward iiiiiirovement of the waterfrontage on Elliott 
 Bay, except the recent organization of the Port of Seattle. What is 
 imperative is prompt initiation of such construction as will provide Se- 
 attle with adequate waterfront facilities on EUiott lini/. It eniniot he 
 too soon imdertiiken in order to assure the world of this renmrkable city's 
 undiminished confidence in herself and of the future within her po.ssibilities. 
 Not only have natural position and environment given aliiiost (indihle ]»ro])hesy 
 of the may-be of the years to come, but unlimited prediction can be hazarded 
 as to what the mineral resources of the far north will bring to the port most 
 accessible to their disposal and exchange.
 
 Waterfront, Hull. England 
 
 Dock ill HainbiMg
 
 .2
 
 Port of Seattle 
 
 SEATTLE'S irregular aud diversified waterfront re(|iiires varied treat- 
 ment according to local conditions and the various functions for which 
 the different portions are best suited. For the i)ur])ose of this rejwjrt 
 the question can be best considered by dividing the port into ten sections, 
 to-wit : 
 
 (1) West Seattle District (See Map No. 5), extending from West 
 Florida Street northward around Duwamish Head, Alki Point, and south to 
 Three Tree Point. 
 
 (2) Harroii Island (See Maps Nos. 6 and 7), including the waterfront 
 and tide lands south of the Harbor Island pier-head line and north of West 
 Oregon Street. 
 
 (3) DtTWAMiSH Waterway (See Maps Nos. 7 and 8), being the Duwam- 
 ish River from the vicinity of West Oregon Street south to the vicinity of 
 Orillia. 
 
 (4) Central Waterfront District (See Map No. 9), extending north- 
 ward from the northerly end of the East Waterway to Mercer Street. 
 
 (5) Smith's Cove-West Point District (See Maps Nos. 9 and 10), 
 extending from Mercer Street, including Smith's Cove and thence to AA'est 
 Point. 
 
 (6) Ballard District (See Map No. 11), including the frontage on 
 Salmon Bay, Shilshole Bay, and northward to the Snohomish County line. 
 
 (7) Lake Union District (See Map No. 12), including the waterfnmt 
 of Lake Union. 
 
 (S) Lake Washington, West Side District (See Maps Nos. 13-14- 
 15), including the westerly waterfront from Bothell to Kenton District. 
 
 (9) Lake Washington, Kenton District (See Map No. 18), including 
 the frontage in the vicinity of Kenton and the southerly end of Lake Wash- 
 ington. 
 
 (10) Lake Washington, East Side District (See Maps Nos. 15-16- 
 17), including the easterly waterfront from Kenton to Bothell. 
 
 Tlie lengtlis and widths of new piers and slips shown on the maps ac- 
 companying this report have been assumed. The tidelands about tlie bay 
 and adjoining shores are generally good dredging grounds, but detailed plans 
 for actual construction will, in some cases, be determined by the results of 
 borings made to disclose the character of material which would be encountered 
 in dredging. 
 
 Long, wide slips and ])iers, however, are necessary facilities of modern 
 commerce, and the I'ort of Seattle will surely have this fact in view in pre- 
 paring plans for improvements. 
 
 W EST SEATTLE DISTRICT 
 
 The shore line of this district is mainly backed by high, steep blutfs, so 
 close to the waterfront that onlv a narrow margin of shore and tidelands
 
 62 PLAN OF SEATTLE 
 
 is left available. This coudition precludes extensive industrial development 
 and limits the use of the waterfront to such business or trafiBc as can be car- 
 ried on advantageously on the docks or piers or upon the narrow strip of land 
 back of the mnrfxinal way. Certain parts of this district lend themselves natur- 
 ally to special business purposes. 
 
 This is true of the section between the Northern Pacific's elevator near 
 Fairmount Avenue and Ferry Landing at the foot of West Atlantic street, 
 which is now largely given over to yacht and motor boat anchorage. It is 
 important that a haven for such craft be provided reasonably near the busi- 
 ness center of the city, and no better location is available than that described. 
 It is well sheltered and is better adapted to such small industries as would 
 center about a motor boat and yacht harbor, than to larger commercial uses. 
 (See Map No. 5.) 
 
 The limits of this harbor might be advantageously marked by the con- 
 struction of recreation piers which would be designed as landings for the 
 larger yachts and small steamers. 
 
 On the northerly side of the harbor, at the foot of West Atlantic Street, 
 public ferry slips and piers for small steamers should be maintained, also grid- 
 irons and other facilities for the unloading of scows, lighters, etc. The loca- 
 tion of these facilities at this point is practically fixed by present usage and by 
 its connection with the street car service to the top of the hill. 
 
 North of the ferry landings the water shoals out to such an extent that 
 piers of considerable length, suitable for the berthing of large vessels, may 
 be constructed. At Duwamish Head a solid-filled pier should be constructed 
 to act as a breakwater to the smaller boat landings south of that point. 
 
 Between the proposed filled-pier and the ferry landings at W^est Atlantic 
 Street, there is a section where the fishing interests might advantageously con- 
 centrate. It would be well protected and would offer attractive berthings to 
 the smaller as well as the larger fishing vessels. There is enough land back 
 of the propos(Hl bulkhead line to permit the erection of ice and cold storage 
 facilities, so that plants for the larger concerns might readily be established 
 in addition to public fishing docks for individual fishermen. 
 
 Alki Avenue, the marginal way in the section just described, will also 
 have to carry the highway traffic, and should preferal)ly be not less than 150 
 feet wide, to accommodate railway switching tracks, and for marginal way pur- 
 poses as well as for through traffic. 
 
 From Duwamish Head to West Sixty-third Street the state tideland plat 
 proposes a 160-foot marginal way located northAvest of Alki Avenue. 
 
 The natural and economic development of this part of the waterfront 
 should take place from the shore outward, thus enabling industries and busi- 
 ness to be started in a small way without heavy initial outlay for filling or 
 wharf construction. Later, the construction of slips and the filling of the land 
 can be undertaken, as the growth and needs of business may require. To 
 provide for the proper development, Alki Avenue and the proposed marginal 
 way should be combined, the present eighty feet of Alki Avenue to serve as 
 the highway portion. Not less than eighty feet additional width would be de- 
 sirable for marginal way and switching track purposes. 
 
 The waterways proposed in the tideland plat are satisfactory for giving 
 direction to such additional slips and piers as may be constructed.
 
 PORT OF SEATTLE 63 
 
 In the vicinity of Fifty-seventh Avenue Southwest a ferry slip ought to 
 be located at the public place proposed in the state tideland plat. 
 
 Alki Point, or such part of it as might be desirable, lying west of Sixty- 
 first avenue Southwest, could w(>ll be utilized as a park. The extension of 
 the existing bathing beach around Alki Point and the acquisition of a portion 
 of the upland, would enable the city to develop here a marine park of great 
 value. It is, in fact, ideal for such purpose. 
 
 From Alki Point to Brace Point, tlie present city limits, and for a mile 
 south thereof, a marginal way is proposed in the state tideland plat. This 
 section of the West Seattle waterfront is rapidly developing as a residential 
 district and is, in fact, the principal salt water frontage available for shore 
 residence. 
 
 The immediate needs of this section may be well met by the improvement 
 and extension of Alki Avenue as a local undertaking. At certain places, notably 
 West Alaska Street, Forty-eighth Avenue Southwest and Fauntleroy Avenue, 
 where may be had reasonably easy grades from the waterfront up the hill, 
 public landings and facilities for the delivery of merchandise, coal, building 
 materials, etc., should in time be provided. 
 
 The public waterways and slips proposed on the state tideland plat are 
 well located for such purposes. 
 
 South from the end of the state platting to Three Tree Point, there is 
 not sufficient data available for laying out a waterfront plan. About all that 
 can be said about it is, that it is feasible to construct a road along the foot 
 of the bluff, which would provide an adequate driveway along the beach. 
 Later, the marginal way will undoubtedly be extended in connection with the 
 platting of the tidelands. 
 
 HARBOR ISLAND DISTRICT 
 
 One of the essentials of a great port is a place where commodities may 
 be handled and stored in large quantities with the greatest possible economy. 
 Such a location should lend itself readily to convenient railway connection and 
 offer attractive berthing to vessels of the largest tonnage. There should be 
 a balance between land and water frontage that will give storage and ware- 
 housing space sufficient for the receiving and assembling of cargoes without 
 congestion and resulting delays. Such facilities would be much increased in 
 usefulness if located near large areas suitable for industrial development. In 
 short, what is needed is a rjrcat harbor, freirjht and industrial terminal That 
 portion of the tide fiats commonly known as "Harbor Island," together with 
 the land adjacent to the East and West Waterways, is admirably situated for 
 development along such lines. 
 
 The East and West ^^■aterways are laid out one thousand feet wide be- 
 tween property lines. It is doubtful if this width can be maintained at rea- 
 sonable expense when sea-walls are being built, owing to the unstable char- 
 acter of the material alongside the waterways, which was largely pumped 
 therefrom. 
 
 Two plans, however, have been made for the improvement, either of which 
 is intended to lessen the difficulty and expense of sea-wall construction by 
 lessening somewhat the width of the waterways, the fact being that, under all 
 the conditions presented, a less width of waterways than one thou.sand feet
 
 (M PLAN OF SEATTLE 
 
 would, from in-actically every point of view, he sntisf:utorv. One of these 
 pUiiis, I'roject A, proviiU^s a width of nine hundred feet for each waterway, 
 measured hetween fender lines; while in the otiier, Project H, this width is 
 seven hundred fifty feet. In the first there is an eueroaeluiieut of fifty feet 
 upon the waterways on each side thereof for wharves and sea-wall construo- 
 tion. In the second (his encroachment is one hundred twenty-five feet. 
 
 Wharf coustructioTi should not he jierniilted to extend into the channel 
 between the fender lines which will be established in accordance with the plan 
 finally adopted. 
 
 The sea wall and wharf construction for both plans is taken up under the 
 caption "Sea Walls." 
 
 In accordance with Project A (See 3Iap No. 7), niariiinal wharves would 
 extend over the slope fifty feet beyond, that is, outside the property line. On 
 these wharves tracks servinfj the frontajic may be laid. The resultiuix net 
 width of the actual channels betwwn fender lines would then be nine hundred 
 feet. 
 
 The entrance to Duwamish Waterway at the south end of the West 
 Waterway is now laid out four hundred feet wide. This should be six hun- 
 dred feet, between property lines, the extra width to be taken off the westerly 
 side. 
 
 The bulkhead and fender-line arraniiement of Project A, proposed for 
 the waterways, is best adapted to this channel. This will give a clear en- 
 trance of five hundred feet in width. The present channel as laid out from 
 the southerly end of the East Waterway, if ke])t open, would seriously inter- 
 fere with railway and street connections to Harbor Island and the AVest 
 Seattle Peninsula, and it should be closed to navigation. A channel two 
 hundred feet wide at the top should be retained for the purjmse of allowing 
 a (low of water through and into the East Waterway, and to clear it of 
 sewage, etc. 
 
 At the north end of Harbor Island there is room for the construction of 
 seven piers averaging 1,500 feet in length. This would necessitate the dredg- 
 ing out of slips from the inner harbor line south to the northerly line of Rail- 
 road Avenue, but would be justified on account of the exceptionally desirable 
 l)iers thus obtained. At the north end of the tide lands, lying between the 
 West Waterway and Alki Avenue, six long piers may be constructed extend- 
 ing from the northerly line of Kailroad Avenue outward. Additional lengths 
 can be obtained for several of these pi(>rs by straightening the outer harlwr 
 line at that location to conform to the general alignment across Hai'bor Island. 
 
 At the north end of Harbor Island and the section west of the West 
 ^^■aterway provision ought to lie made for ferry service. The most desirable 
 locations for ferry landings would l)e at the central pier on the north end of 
 Harbor Island and at the third pier west of the West Waterway. (See Map 
 No. 0.) These piers should be designed accordingly. Ferry slips should also be 
 provided at the ends of Kailroad Avenue on the east and west sides of the East 
 Waterway as shown on Maps No. 6 and No. 7 and Plate No. 9. A portion of 
 Kailroad Avenue fronting on the east side of the East AYaterway is under lease 
 to the Standard Oil Company for wharf purpo.ses, which lease expires Decem- 
 ber 1, 1912. Similar ferry slips, if desired, may be provided at the ends of 
 Railroad Avenue fronting on the West Waterway. In connection with the
 
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 66 PLAN OF SEATTLE 
 
 port facilities in this district, there will of necessity be considerable business 
 for motor boats and tug boats. Facilities for landing small boats should be 
 provided at the shore ends of the slips and at other convenient places; especially 
 near the ferry landings and in the vicinity of Spokane Street. At the south- 
 erly end of the West Waterway a pultlic dock, together with facilities for small 
 boats and barges, etc., .should be provided, as it is an advantageous location 
 for the delivery of coal, building material and otiier commodities destined for 
 distribution throughout the west side ridge and Longfellow Creek districts. 
 
 In order to take full advantage of tlie o^iportuiiity for tlie creation of an 
 economical terminal on Harbor Island, replatting of the property will be nec- 
 essary. Back of the bulkhead lines along the waterways, sheds and warehouses 
 will naturally be located for receiving or assembling goods to l)e stored for short 
 periods of time. The remaining property can then be arranged as sites for 
 warehouses and factory lofts, where goods destined for storage may be han- 
 dled and commodities may be cared for, which may rctpiire repacking or pass- 
 age through nuinufacturing processes before final distribution. The most eco- 
 nomical buildings for this class of service are comparatively narrow and so 
 arranged that railway tracks may be ruu lengthwise on one side of, or through, 
 the buildings, while the other side fronts on the street. In conformity with 
 this it is desirable that the land be broken up into narrow blocks and be di- 
 vided by alternate streets and alleys, the alleys of sufficient width to permit lay- 
 ing of tracks. In carrying out this plan Kitsap Avenue and Sixteenth Avenue 
 Southwest, which are now two hundred and fifty feet wide, may be reduced 
 to one hundred feet. Industrial tracks should lead from switching tracks ad- 
 jacent to the present Northern Pacific West Seattle line south of West Spokane 
 Street, and should be made accessible to all railways by means of the present 
 Argo yard holdings or other property south of Argo Junction. 
 
 The proposed marginal wa,y along the easterly side of Duwamish Water- 
 way should be extended on to Harbor Island, thus providing for rail and high- 
 way connections with the Duwamish Valley. 
 
 Street railway service can be furnished by means of a belt line connecting 
 with West Spokane Street at the intersection of Kitsap Avenue, thence north 
 on Kitsap Avenue to Railroad Avenue, thence west on Railroad Avenue to Six- 
 teenth Avenue Southwest; and thence simth to a connection with West Spokane 
 Street. 
 
 The tidclands lying west of the West Waterway should preferably be re- 
 platted along tlie same general lines as proposed for Harbor Island, except 
 that west of Twenty-sixth Avenue Southwest the blocks might advantageously 
 be made wider to accommodate industrial concerns desiring more extensive 
 ground areas. 
 
 The property lying between the West Waterway and Twenty-sixth Ave- 
 nue Southwest, while it may be developed in accordance with the suggested 
 development of similar property on Harbor Island, can be advantageously im- 
 proved by the construction of slips as shown on Map No. fi. These tide lands 
 are not yet filled, and on that account the dredging of the slips will be compara- 
 tively inexpensive and furnish earth for filling adjacent property. In case slips 
 are cut in from the west side of the West Waterway, Twenty-sixth Avenue 
 Southwest should be maintained at a width of not less than one hundred fifty 
 feet, in order to serve as a marginal street and provide railway service to the 
 property fronting on the slip.
 
 PORT OF SEATTLE 67 
 
 Iowa ytreet, as now platted, should be vacated and a new street opened up 
 from the vicinity of West Spokane street and Twenty-sixth Avenue South- 
 west, northwesterly to the intersection of Arizona Avenue and West Hanford 
 Street. 
 
 The present Northern Pacific track, which runs diagonally across blocks, 
 badly cutting up the property, should be removed and the switching and run- 
 ning tracks located on the new street and on private right-of-way, adjacent to 
 Alki Avenue from Ilanford Street to West Florida Street. The industry spurs 
 ^^■ould naturally lead off from these tracks. 
 
 The street railway line to serve this section, when required, should leave 
 Spokane Street at the intersection of Twenty-sixth Avenue Southwest and run 
 thence north on Twenty-sixth Avenue Southwest to Railroad Avenue; thence 
 westerly on Railroad Avenue to Twenty-eighth Avenue Southwest; thence 
 south on Twenty-eighth Avenue Southwest to West Spokane Street. 
 
 The second plan, project B, which proposes a net width of waterway of 
 seven hundred fifty feet (see Map No. 6), is generally similar to the first. 
 There is a difference, however, in the spacing of the piers and the property sub- 
 divisions. The marginal wharves extend outward one hundred twenty-five feet 
 instead of fifty feet beyond the property lines, leaving the net width of seven 
 hundred fifty feet between fender lines, which is not to be encroached upon by 
 wharves or other structures. 
 
 The locations of the spur tracks serving the docks and properties, as indi- 
 cated on all the waterfront maps, are not intended to be precise or definite, but 
 are for the purpose of illustrating the general scheme of industrial railway ser- 
 vice. 
 
 The replatting suggested for the Harbor Island District does not gener- 
 ally disturb the locations of existing ownerships and is physically easy of ac- 
 complishment. It is a matter, however, that cannot safely be left to numerous 
 individual owners acting independently. To obtain the desired results the whole 
 proposition must be worked out according to a general scheme. A company or 
 association of owners, controlling the major portion of the property, might be 
 able to carry out the project. The best results would, however, undoubtedly 
 be obtained by turning the matter over to the port organization with power to 
 acquire and improve property for general harbor purposes. 
 
 Failure to make the most of the opportunity to develop a port terminal in 
 the Harbor Island District might have far-reaching results detrimental to the 
 future of the city, consequently the best interests of the port and of all con- 
 cerned make it desirable that the matter be not permitted to go by default. 
 
 It will be seen from the above and from perusal of the chapter on "Sea 
 Walls," that this report favors the quay or bulkhead form of construction in 
 preference to slip construction for the frontage of the East and West Water- 
 ways, and that these waterways should each have a clear channel of not less 
 than seven hundred fifty feet as measured between quays and at right angles 
 thereto. The quay form of construction is considered the best because it will 
 provide suitable accommodation for the largest vessels and their immense car- 
 goes. The disposal of the cargo of a big steamer on a pier of ordinary dimen- 
 sions is not an easy matter, but along a quay or bulkhead, such as either side 
 of one of these waterways would present, a vessel can be shifted from time
 
 68 PLAN OP SEATTLE 
 
 to time and thus find room for the ciirgo without pilin}? it up to a h('i>^ht whiih 
 makes its Iiandling too expensive. 
 
 Soundings show tliat the waterways have a depth of twr'iity-cight fret to 
 thirty-eight feet hchjw extreme h>w tide It is desirahie, on some aceounts, 
 that they be dredged to a depth of not less than thirty-eight feet below extreme 
 low tide at all points. This would i)rovide for vessels of deepest draft when 
 fully loaded. Also it would supply iuat(M'ial MJth whieh Harbor Island can be 
 raised somewhat and be, at least, helpful in producing streets which would 
 have drainage, the Island at present l)eing practically level. 
 
 It would also help toward the filling of the area west of the West Water- 
 way, which is at present largely- below low tide. 
 
 This brings up a matter of itnportance to the owners of property on the 
 waterways and to the city at large, and that it, the unsatisfactory conditions 
 relating to the discharge of White Hiver by way of Stuck and ruyalluj) Kivcrs 
 to Commencement Bay. At present the flow is into the Stuck and the water 
 may take that direction for years, but unless all the signs fail, it may, during 
 any season of floods, be diverted back to ^^liite River. 
 
 This question is now awaiting court procedure. In view of all that is at 
 stake it is not only desirable but necessary that the matter should not be al- 
 lowed to rest indefinitely, but should be taken up at early date by the Port of 
 Seattle and pushed along to some conclusion that will be effectual and lasting 
 for a long term of years. 
 
 DUWAMISn WATERWAY 
 
 The levtd ground in the Duwamish Valley, between Spokane Street and 
 Black River Junction, is so located with relation to the center of the city, to 
 the waterfront and to the railways, that it is especially adapted for industrial 
 purposes. One of the greatest obstacles in the way of its development is the 
 winding course of the Duwamish River, which swings from side to side. The 
 straightening of this river, as planned by the Duwamish Waterway Commis- 
 sioners, will accomi)Iish two things at the same time. (See Map No. 7.) It will 
 permit the laying out of highways for wagon and rail transportation, without in- 
 terference by the river channel, and will lay the foundation for the creation of a 
 great industrial harbor, at which factories and industries may be located and 
 served by both rail and water facilities. The functions of this waterway will be 
 quite distinct from that of the waterfront proper in the district above described. 
 Generally speaking, it can be most advantageously used for purely industrial 
 purposes. It will become a place where raw materials may be delivered and 
 the finished product taken to and from industrial plants by lighters, barges, 
 tramp coasting steamers, etc. For that reason the bridges across this water- 
 way should be at an elevation giving free passage to small boats, tugs and barges 
 without opening of the draws. 
 
 The waterway as planned is satisfnctory and has been made the basis of 
 the plans for the further development of the valley. From the south end of the 
 waterway to Orillia, further development would properly take the form of simj)ly 
 straightening the river. (See Map No. 8.) In such case a channel 300 feet wide 
 at the top .should be ample. This channel, while not designed for the use of large 
 vessels, might very readily have a depth to allow factories and industries located 
 along its borders to be reached by barges and lighters. The diversion of the Ce-
 
 PORT OF SEATTLE 69 
 
 dar River into Lake Washington will practically dry up the Klack River Channel, 
 so that it need not be taken into consideration except that it may be required 
 for drainage purposes. In the vicinity of Black River Junction a settling basin 
 should be provided. 
 
 Marginal ways liave been laid out on both sides of the waterway at dis- 
 tances therefrom varying from zero feet to 1,200 feet, according to topographi- 
 cal conditions. Wherever possil)le they have been kept well back in order to 
 provide a strip of land between them and the waterway for industrial uses. 
 
 The marginal ways should be of such widths as to carry the necessary 
 Iiighway traffic and to provide for at least three industrial tracks intended for 
 running and switching purposes, from which spurs may be laid into property 
 adjacent to the waterway. 
 
 In order to secure uniformity of arrangement, such streets and slips as 
 may be located l)etwcen the marginal streets should generally be at an angle 
 of forty-five degrees with the axis of the waterway. Suggestions for the fre- 
 quency and location of slips, other than that of the general direction, are omit- 
 ted, as it is deemed advisable to leave the property, as far as possible, free for 
 development along lines best suited to the needs of individual concerns to be 
 located thereon. The proposed arrangement is such that enterprises may start 
 in a small way at first and utilize landings along tlie waterway, but eventu- 
 ally as business warrants, and additional waterfront is needed, slips may be 
 constructed. 
 
 The westerly marginal way should be carried through to the vicinity of 
 Orillia on the south and connected with West Spokane Street on the north. 
 The easterly marginal way should extend from Harbor Island to a point in the 
 SE14 of Sec. 10, T. 23 N., R. 4 E., where, on account of the narrow width 
 of the valley, it should be merged with the ai'terial highway laid out along the 
 east side of the Duwamish Valley. 
 
 The King County property on the east side of the waterway south of 
 First Avenue South bridge, as shown on Map No. 7, now used as a poor farm, 
 would be valuable as an asset of the Port of Seattle, if suitable arrangement 
 can be made for its transfer thereto. 
 
 CENTRAL WATERFRONT DISTRICT 
 
 That portion of the Harbor Front on the easterly side of Elliott Bay 
 extending from the north end of the East Waterway to Mercer Street, may 
 be aptly designated as the Central Waterfront, because of its location immedi- 
 ately opposite the business center, and on account of the nature of the traffic 
 which it most advantageously serves. It is essentially a city freight and passen- 
 ger rather than a heavy cargo business to which this district is best suited. 
 Eventually this entire frontage will be none too large for the demands of 
 this class of business. 
 
 The piers, landings, etc., should be especially designed to handle the local 
 Puget Sound steamers commonly known as the mosquito fleet, the coastwise 
 and Alaska vessels, f(>rry boats and both work and i)Ieasure motor boats. 
 
 Between Massachusetts Street and Broad Street (see Map No. 9) the wa- 
 terfront is almost comi)letely occupied, so that, though desii-able, the difficulties 
 in the way of rearrangement and its cost would be prohibitive. Some public fa-
 
 70 PLANOF SEATTLE 
 
 cilities, such as lireboat berths, ferry slips, motor-boat landings, gridirons for 
 lighters, etc., are essential, and they should be provided by the City or the Port 
 of Seattle. Especially should the waterfront be made attractive to the independ- 
 ent producers desiring to deliver their commodities to the city by motor-boats. 
 This kind of business, if properly developed, will, in the aggregate, become of 
 great value. 
 
 At the foot of Massachusetts Street, near the north end of the East Water- 
 way, is a desirable site for a fireboat berth, together with a gridiron, floats and 
 other landing facilities for lighter, motor-boats, etc. It is a very convenient 
 l)oint at which to make deliveries destined for the wholesale and freight-depot 
 district. (See Plate No. 10.) 
 
 The situation about the foot of ^ladison Street is one requiring some 
 changes. The slip between the Colman and Grand Trunk Pacific Docks would 
 be very satisfactory in width, provided the ferry-slip were abolished. As to 
 the ferry, it is a difficult place for ingress and egress. The Madison Street slij) 
 is badly congested, largely on account of the accommodation of the lireboats 
 which liere find berth. The resultant crowding is objectionable from the tire- 
 boat standpoint, and it obstructs the piers fronting on the slips. The slips be- 
 tween Piers i and 5 are also inadequate in width. To relieve the situation, Piers 
 3 and -1 should be ac(iuired by the city, or Port of Seattle, and in their stead one 
 pier should be erected, which would be designed with ferry-slips and berthing 
 space for boats of the local mosquito fleet. This pier should be of a width 
 such as would leave a slip not less than 180 feet wide at each side. The fire- 
 boat station should be removed to some better location, and the present ferry- 
 slip should be abandoned or removed. Floats and landing facilities for motor 
 boats and launches should be located at the old ferry landing and at the shore 
 ends of the slips on each side of the proposed public dock. (See Plate No. 11.) 
 
 Just north of the foot of Pike Street is a vacant piece of property which 
 might advantageously be acquired as a site for fire-boat berths, and in connec- 
 tion therewith some small boat landings and lighterage facilities may be pro- 
 vided. In giving this consideration, there has been kept in mind the ultimate 
 accommodation of fire-boats either at the foot of Ma.ssachusetts Street or at 
 Railroad Avenue and East Waterway, Pike Street and the vicinity of Harrison 
 Street. The location at the foot of Pike Street has the advantage of being 
 about equi-distant from the two other points. 
 
 It is proposed that a boulevard be opened from the Civic Center to the 
 waterfront in the vicinity of Broad Street. At the waterfront end of it there 
 should be constructed a pier of fitting architectural design to serve as a formal 
 water-gate to the city and for recreation purposes. 
 
 Between West Harrison Street and West Thomas Street the City now^ 
 owns some waterfront property. North of West Harrison Street the direction 
 of the piers should be changed and made i)arallel with Smith's Cove Waterway 
 and the Great Northern Docks, because such an arrangement would make the 
 slips more accessible and permit the construction of piers ranging in length from 
 1,000 to 2,400 feet. The property between West Harrison Street and the 
 Great Northern Dock belongs to the Great Northern Railway Company, and in 
 order to carry out the proposed re-arrangement it will be necessary to vacate a 
 number of pieces of the existing streets belonging to the city. In return for 
 this the city should require that at least an equivalent area of land be given it
 
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 74 PLAN OF SEATTLE 
 
 just north of West Harrison Street which, in connection with the property al- 
 ready owned, will enable tlic laying out of a very attractive arranj^jenient for 
 public dock and motor boat landinj^s. (See Plate No. 12.) The proposed exten- 
 sion of Magnolia ^Yay makes this location easily accessible from the Civic Cen- 
 ter and business area of the city. West Harrison Street would furnisli a connec- 
 tion by a direct route, with reasonably easy grade-s, to the propo.sed terminal at 
 the south end of Lake Union. In order to give protection to the smaller boats at 
 the northerly and southerly extremes of tliis area, solidly filled piers of consider- 
 able width ought to be constructed to act as breakwaters. The southerly j)ier 
 should preferably be designed with a ferry slip, as a ferry terminal will eventu- 
 ally be needed at this location. Within the small harbor between the hoa<ls of 
 these two piers should be provided lireboat slips, small docks, floats and land- 
 ing facilities for motor boats and other small craft, special attention being 
 given to landing facilities for commercial motor boats. 
 
 The working motor boat has an almo.st unlimited field of usefulness in the 
 extensive, protected waters of Puget Sound, British Columl)ia, and even north 
 into Alaska. Consequently it is going to become a big factor in Seattle's water 
 business, for which contingency ample provision should be made, that this traffic 
 may be attracted here and may be alTorded opportunity for business under favor- 
 able circumstances. 
 
 This motor boat harbor has great possibilities. It may be made one of the 
 most attractive as well as useful gates to the cit}'. In line with this idea, as sug- 
 gested on the accompanying plan, a recreation pier or pavilion erected as the 
 central architectural feature of the scheme would be desirable. 
 
 SMITH'S COVE, WEST POINT DISTRICT 
 
 This district is somewhat varied in the functions for wliich it is naturally 
 well suited. In the vicinity of Smith's Cove there uuiy be developed a Port 
 Terminal rivaling, if not exceeding, the Harbor Island district, in desirability 
 as a terminal for cargo vessels. West of Smith's Cove, both commercial and in- 
 dustrial development will probalily take place, the industrial feature predomi- 
 nating. (See Maps Nos. 9 and 10. ) 
 
 Smith's Cove Waterway, as shown on the plate of the Seattle Tidelands, 
 is four hundred feet in width and over five thousand feet in length. It should 
 be made one hundred feet wider, as four hundred feet is hardly sufficient for 
 a waterway of that leugth. A clear width of not less than five hundred feet 
 should be maintained, which precludes encroaching on the waterway with bulk- 
 head or dock structures. 
 
 Two waterways al)out two thousand four hundred feet long may be con- 
 structed, one on each side of Smith's Cove Waterway. The easterly one should 
 be approximately two hundred fifty feet wide, and the westerly one three hun- 
 dred fifty feet wide, in the clear. Between each of these waterways and Smith's 
 Cove Waterway, solid filled piers may be constructed which should be approxi- 
 mately four hundred feet in width between fender lines. Between the Westerly 
 Waterway and Thirtieth Avenue Northwest, three slips from one thousand to 
 one thousand four hundred feet in length may be constructed. A width of ap- 
 proximately five hundred feet between slips would jiermit the making of desir- 
 able areas for industrial concerns requiring waterfront locations. 
 
 Joliet Avenue, West Lee Street and Logan Avenue should be widened to
 
 POET OF SEATTLE 75 
 
 not less than one hundred fifty feet, thus making a continuous marginal way 
 from the railway yards at Interbay to West Point. Along this street the in- 
 dustrial tracks should be located. These tracks should be extended on north of 
 West Point to Salmon Bay and around to a connection with the north end of 
 the Interbay jards, thereby forming an industrial belt line. In accordance 
 with this plan Puget Avenue should be vacated, leaving the property to de- 
 velop from the bluff outward. The advantage of this method is that enterprises 
 can make a start on a small initial investment by constructing temporary 
 wharves, leaving the more expensive filling and slip construction to be done as 
 the business Axarrants. Between Thirty-second Avenue West and West Ray 
 Street produced, the existing streets running from the waterfront out should 
 be changed to an easterly and westerly direction, making an angle of approxi- 
 mately forty-five degrees with the marginal way. These streets will give the 
 proper direction to such slips and piers as may be constructed. 
 
 Opposite Wolf Creek Gulch, in the vicinity of Thirty-second Avenue 
 West, a public landing place should be located. Ferry service from this point 
 should be provided at some future day. The easy grade which may be obtained 
 to the top of the hill, along Wolf Creek, will make of this a desirable place for 
 the delivery by water of coal, building material, etc., consequently lauding 
 facilities for lighters, motor boats, etc., should be provided. 
 
 A little easterly of what is commonly known as Four Mile Rock, in the 
 vicinity of Fortieth Avenue West, produced south, is an excellent location for 
 a large coal dock and bunkers. All outbound vessels pass clo.se to this point, 
 making it very convenient for coaling purposes. For the same reason it would 
 be a good location for a powder dock at which the shipping of powder by water 
 might be concentrated. For convenience the coaling and powder docks should 
 be near to each other. 
 
 The suggestion relating to a coal dock is of much importance. The state- 
 ment is made by a reliable firm that 5G4,000 tons of bunker coal from Seattle 
 and Tacoma, and 450,000 tons from Nanaimo, Ladysmith and Union, Vancou- 
 ver Island, are annually supplied steamers, the price at bunker tips being .?3.G0 
 at Seattle and Tacoma and $4.00 at the other points named, per long ton. 
 
 A fair estimate of the amount annually required, at least within a few 
 years after the Panama Canal is completed, is two million tons. It is worth 
 a great effort to secure the bulk of this business for Seattle. It is, in fact, 
 a matter of vital importance to Seattle to have large bunkers on the 
 waterfront where coal of superior quality can always be had in large quanti- 
 ties, so that steamers can get their supply without the delay of going to other 
 ports. Seattle will thus become the coal port of the Northwest. 
 
 This is an additional reason why Seattle should take deep interest in the 
 opening of the Alaska coal mines in the hope that coal therefrom will be of 
 such good quality as to comiimnd ready sale for steamer use, even if the price, 
 for a few years, is comparatively high. Coal can be towed from Alaska in coal 
 barges by steamers, especially those engaged in ore traffic. 
 
 The coal docks which may be established at Seattle should, of course, be 
 supplied with suitable coal handling devices. 
 
 Between West Ray Street and West Point the water shoals out such a dis- 
 tance that there is formed a tideland area of approximately four hundred acres. 
 Between Pickering Aveuue and Puget Avenue a waterway, to be known as
 
 76 PLAN OF SEATTLE 
 
 West Point Waterway, should be opeued up, extending from the outer harbor 
 line near C Street northward to H Street. This waterway should have a 
 widtli betweeu fender lines of not less than five hundred feet. A solid filled 
 pier should be constructed between the waterway and the inner harbor line, 
 as shown on the plat of the Seattle Tidelands. This pier, which will ultimately 
 be approximately four iiuudred feet in width, will serve as a breakwater to 
 protect the waterway from the southwesterly winds. Such use would, iiow- 
 ever, in nowise detract from the exercise of other functions. 
 
 Adjacent to the waterway and on the pier westerly of it the land should 
 properly be given over to the warehouses and cargo handling facilities. Between 
 Logan Avenue and tlie waterway, a replat should be made along the same 
 general line recommended for Uarbor Island. Betweeu Logan Avenue and the 
 foot of the bluff the existing plat will answer very well for larger industrial pur- 
 poses, provided alleys wide enough for three industrial tracks are oi)eued 
 lengthwise thi-ough the middle of tlie block, as suggested on Jlap No. 10. 
 
 West Point Spit and the tidelands between it and West Point Avenue will 
 make an admirable location for the United States Immigration Station. A 
 slip and other facilities for immigration and revenue service vessels can readily 
 be provided. The riprap sea wall construction recommended for Harbor 
 Island will be adequate at the Smith's Cove Waterway and at the proposed West 
 Point Waterway; heavier riprap, however, may be demanded on the outside of 
 the West Point Pier and at other points exposed to the southwest winds. 
 
 At the time of the establishment of l'\)rt Lawton, the United States Goy- 
 ernment ac(iuired the tidelands in front of tlie military reserve. Only a limited 
 area thereof is adapted to government uses, but it is of such value for harbor 
 purposes that Congress should be persuaded to turn over that portion south of 
 West Point Avenue to the city or Port of Seattle, and to appropriate funds to aid 
 in the construction of West Point Waterway and Pier. 
 
 At a number of European cities free ports, where goods may be stored or 
 manufactured in bond, duty free, have been successfully developed. Some of 
 the larger cities of our Atlantic Coast are considering asking Congress to au- 
 thorize the establishment of such free port districts. In case it becomes desir- 
 able to form a free port district in Seattle, a logical location for it is on the tide- 
 laud area between West Point and West Ray Street, produced. Whether a 
 free port or otherwise, a magnificent harbor terminal can be constructed in this 
 location with apparently little difficulty. 
 
 BALLARD DISTRICT 
 
 This district may be more readily considered by dividing it into two sec- 
 tions, namely, the Outer and Inner Harbor. The Outer Harbor is well suited 
 for industrial and commercial enterprises refpiiring considerable areas of 
 waterfront and plenty of room for future growth, that they may be developed 
 as suits their peculiar needs. 
 
 There is a quite extensive tideland area in Shilshole Bay that may be 
 developed. The channel leading from Shilshole Bay to Salmon Bay, when 
 improved, may also be made into an attractive commercial waterway, approxi- 
 mately 3,000 feet in length. The bulkhead landing along this waterway, or 
 entrance to Lake Washington Canal, should l)e set back a hundred feet or 
 more to prevent vessels lying alongside from encroaching on the fairway of
 
 PORT OF SEATTLE 
 
 I i 
 
 the channel. Two piers, approximately 500 feet in width, may be constructed, 
 one on the south and the other on the north side of this entrance channel. These 
 piers should eventually be filled in, thus making this channel a safe anchorage 
 basin for small boats. 
 
 A waterway not less than 300 feet in width should be constructed on the 
 north side of the northerly pier, and a similar waterway on the south side of the 
 southerly pier. Delaware Avenue and Semi)le Place should be widened to not 
 less than one hundred fifty feet and connected via West Point Avenue with the 
 marginal way south of West Point. Thus widened these streets will become a 
 part of the marginal way and on it may be laid the tracks of an industrial l:elt 
 line. 
 
 Puget Avenue should be vacated, leaving the property free to develop from 
 the shore outward, except that the direction of the slips should be fixed by re- 
 locating the cross streets at the proper angle with the marginal way, as shown 
 on Map No. 11. 
 
 From the entrance channel northward to the northerly limits of the State 
 Tideland Plat, a similar arrangement may be followed. Puget Avenue should 
 be vacated and a new marginal way not less than one hundred fifty feet in 
 width, approximately pralleling the Great Northern right-of-way, opened up, 
 as shown on Map No. 11. 
 
 The cross streets fixing the direction of the slips should be made parallel 
 with the entrance channel. From Meadow Point northerly to the King County 
 line, the bluffs are so precipitous and the tideland strip is so narrow that ex- 
 tensive development is not probable. On account of insufficient data no attempt 
 has been made to suggest any plan for its improvement. 
 
 The Inner Harbor, or Salmon Bay, upon the completion of the govern- 
 ment lock, sliould make a fine non-tidal basin. Being in the center of an ex- 
 tensive area of land suitable for industrial and business purposes, its natural 
 development will be as a depot for the assembling of raw material and the ship- 
 ment of products from the factory. The facilities should be designed accord- 
 ingly- 
 
 The south shore should be treated as a bulkhead landing, except between 
 Fifteenth and Twentieth Avenues West, where two good slips may be con- 
 structed. 
 
 On the north shore, Shilshole Avenue, between Fourteenth Avenue and 
 Twenty-fourth Avenue Northwest, should be widened not less than fifty feet on 
 the water side in order to render it satisfactory as a marginal way. From 
 Twenty-fourth Avenue Northwest, Shilshole Avenue should be extended along 
 the waterfront side of the Great Northern right-of-way, westerly to a connec- 
 tion with the marginal way on the Outer Harbor. 
 
 The northerly side of Salmon Bay, between Ninth and Twenty-eighth 
 Avenues Northwest, may be broken up into slips and piers as the changing 
 requirements of the district demand. The city already i>ossesses a public land- 
 ing at the foot of Twenty-fourth Avenue Northwest, which should be enlarged 
 into a small harbor for working motor boats, lighters and other small craft. 
 
 The land lying between Leary Avenue and the waterfront is so situated in 
 regard to the harbor, the railroads, and important city highways, that exten- 
 sive development will be justified. This will require rather close adherence to
 
 78 PLAN OF SEATTLE 
 
 a general plan, and a careful working out of details if the possibilities of the 
 district are to be taken full advantage of. 
 
 Between Leary Avenue and the Northern Pacific right-of-way, from Kil- 
 bourne Street to Ninth Avenue Northwest, the property should be replatted, 
 as shown on Map No. 11. 
 
 Adjacent to the southwesterly side of the Northern Pacific right-of-way, 
 between Kilbourne Street and West Forty-fifth Street and produced north- 
 westerly to West Forty-seventh Street, a new street, in the nature of a marginal 
 way, should be opened up in order to properly develop the district between it 
 and the waterfront. This new street should be not less than sixty feet wide. 
 The fact that most of the blocks in this district are only 200 feet in depth may 
 preclude the general adoption of the center block location of spur tracks, in which 
 case industry tracks should be located on every alternate street, as indicated on 
 Map No. 11. 
 
 Between Commodore Way and the Great Northern right-of-way, on the 
 south side of Salmon Bay from Twentieth Avenue West to Thirtieth Avenue 
 West, is a district that may be made available for indu.strial purposes. The 
 railway spurs may be located in the centers of the blocks, as shown on Map 
 No. 11. 
 
 Commodore Way should be extended westward from Thirty-fourth Ave- 
 nue West, following the shore line to a connection with Semple Street, as shown 
 on Map No. 11. 
 
 The space at the ends of bridges, where available, should be used for land- 
 ings for small boats. This suggestion holds good wherever bridges are con- 
 structed across waterways. 
 
 LAKE UNION DISTRICT 
 
 The completion of the Lake Washington Canal will make of Lake Union 
 a non-tidal basin accessible from Lake Washington through an open channel, 
 and from Puget Sound via a single lock and Salmon Bay. The fact that it is 
 located in the very heart of the city indicates that if properly developed it will 
 become a most important factor in the commercial and business activities of the 
 city. Just what functions it will discharge should be well understood before 
 determining on a plan for its improvement. 
 
 The influences controlling the uses to which the Lake Union waterfront 
 will be put are two-fold. First: Those arising from conditions at and in the 
 vicinity of the Lake Union basin. Second: Tho.se emanating from a radius of 
 country depending upon Lake Union as a water gate to the center of the city. 
 
 The local conditions are both topographical and artificial, but fundament- 
 ally topographical. Between the south end of the lake and Elliott Bay is the 
 one large area of land which is level or capable of being made near enough 
 level for business purposes of a high class. Within this area is the great cen- 
 teral business section of the city, all of it accessible to the south end of the lake 
 by comparatively easy gradients. The hills flanking both sides of Lake Union 
 are a barrier to east and west traffic, so that a large proportion of the trans- 
 portation lines must pass along the level margin on either side of the lake. At 
 the north shore of the lake a considerable business or industrial area is certain 
 to develop. From it streets with comparatively easy grades lead to the large 
 territory lying northward.
 
 PORT OF SEATTLE 79 
 
 The principal artificial influences which, however, are based largely on topo- 
 grapliical conditions, are: The location of the proposed Union Passenger Sta- 
 tion, at the southwesterly end of the lake, and two important arterial highways, 
 one on either side, that on the west side, "Central Avenue," Ijeing the axial high- 
 way of the city. All these things work together to make of the Lake Union 
 basin an ideal water terminal for transfer of commodities to and from central 
 portions of the city. 
 
 The outside or contributing forces which will have to do with the deter- 
 mination of the functions that the Lake Union basin will be required to fulfill, 
 are tho.se emanating from more or less distant places naturally or artificially 
 tributary to the city via water transportation. These influences can come from 
 two sources, first: From Puget Sound and the sea; second: From the country 
 adjacent to Lakes Washington, Sammamish, and the waterway which will 
 eventually connect them. Of the two influences, the latter will undoubtedly be 
 the more important. The Puget Sound mosquito fleet will not take the time 
 to pass through the lock and the narrow channel into Lake Union; neither will 
 seagoing vessels, unless the most of their cargo is consigned for delivery at 
 some point on the lake. The bulk of the busines.s seeking Lake Union from the 
 Sound, will, undoubtedly, be delivered by lighters carrying freight consigned 
 from large cargo steamers to warehouses or industries around the lake, by 
 bai"ges and motor boats carrying coal, building material, etc., brought from 
 various points about Puget Sound, and by smaller freight steamers and larger 
 ones in case most of their cargo is to be discharged in the lake basin. On the 
 other hand, the mosquito fleet of the lakes will undoubtedly seek the south end 
 of Lake Union as a terminal point. A part of the lake ferry service will also 
 extend into Lake Union. 
 
 There are a number of rich valleys and fine farming districts close to Lake 
 Washington and Lake Sammamish, the products of which can be cheaply de- 
 livered to the city by water transportation ; as also coal from the numerous 
 mines in the vicinity of the lakes. A return movement of package freight and 
 other commodities to be delivered from the business houses of the city to the 
 large territory tributary to the lakes will naturally take place. 
 
 The reduction of cartage costs witliin a city is one of the most important 
 things to be considered in city planning, and the degree of success achieved 
 in solving the problem may have a great deal to do with the ultimate commer- 
 cial success of the city. The possibilities of what may be termed water cartage 
 about Seattle are interesting. Especially is this applicable to the districts 
 bordering on the non-tidal basins inside the proposed lock at the mouth of 
 Salmon Bay. In this connection it may be well to bear in mind tliat the total 
 water frontage of the three lakes and the channels uniting them will be about 
 134 miles. A considerable part of this frontage will, beyond doubt, be devel- 
 oped for industrial purposes, but much the larger proportion of it is most 
 attractive for residential purposes, and is destined to eventually accommodate 
 a great population. This gives an idea of the enormous traffic which may be 
 expected to develop ultimately on the lakes. 
 
 The motor boat, as well as the automobile, is an ever-increasing factor of 
 transportation, and is destined to exert a far-reaching influence in distribiting 
 the population of our cities over suburban areas. About the shores of Lakes 
 Washington and Sammamish are as beautiful locations for suburban resi-
 
 80 PLAN OF SEATTLE 
 
 deuces as any in tlie world, and in time tliese ])lares will lie titilized, not only 
 by the wealthier citizens of Seattle for residential jiurposes, but by people from 
 other parts of the state aud of the Uuited States as sites for summer homes 
 and i)ermanenl residences. Tliey will, to a n:reat degree, have their own means 
 of trausportatiou; that is, autoniobiles, motor stages and fast motor boats used 
 as jirivate ferries. While some of these boats will seek connection with the city 
 transjiortation systems at various points along the west shores of Lake Wash- 
 ington, a large number of them will desire to land in the business center of the 
 city by going to the south end of Lake Union. As a consequence, a motor 
 boat terminal of large proportions Avill be necessary in order to projierly take 
 care of this business. All these things are cited as an index to the nature of the 
 traffic and as reasons for the recommended treatment of the Lake Union Watei- 
 front. 
 
 The Lake Union AYaterfront and railway jiroblems are so closely inter- 
 woven that a consideration of one necessarily includes that of the other. Espe- 
 cially is this true of the south end of the lake where it is proposed to locate the 
 Central Passenger Station. Between Westlake and Central Avenues, from Har- 
 rison Street to Halladay Street, there is a section which is now to some extent 
 unsatisfactory for business purposes, which can be made into an advantageous 
 site for a great union ]tasseiiger station. The use of this latter location has sev- 
 eral ])oints of desirability, not the least of which is that it does not absorb prop- 
 erty of great economic value to the city. 
 
 The necessary yard room, including sufficient area for future growth, may 
 be acquired by excavation, supplemented by filling a portion of the west side of 
 the lake. 
 
 This work will come along in connection with the building of the terminal, 
 without interfering with present uses of the lake front or those contein])lated in 
 the near future, or of the Nrothern Pacific Lake Union line now under consi ruc- 
 tion. 
 
 When this improvement is accomplished, Westlake Avenue will have to 
 be relocated to the eastward so that the portion between Roy Street and Howe 
 Street will be approximately in line with the avenue as it exists south of Roy 
 Street. The new street should not be less than 150 feet in width. 
 
 The opening of two new north and south arterial highways west of the 
 station grounds will leave Westlake Avenue free for use as a marginal way. 
 To the westward the marginal way will connect via Nickerson Avenue with 
 Seventeenth Avenue West, thence south by way of Seventeenth Avenue West. 
 througli Interbay to Railroad Avenue, the marginal street of the "Central 
 Waterfront District." 
 
 Under this plan the marginal way should skirt the south end of Lake 
 Union, passing a little south of the intersection of Ward Street and Fairview 
 Avenue produced, to a connection with a new east side marginal way. 
 
 This new street from Minor Avenue northeasterly to the vicinity of Water- 
 way No. 8 will follow, approximately, Fairview Avenue, as located on the Lake 
 Union shore land plat; thence it will curve to the northward into a line parallel 
 with Howard Avenue, produced south. Between W^aterway No. 8, as shown 
 on the Lake Union shore land plat, and Howe Street, the west line of the east 
 marginal way should be approximately 4(i0 feet easterly of the existing har- 
 bor line. From Howe Street northward, the existing street should be utilized.
 
 Recreation Pier, Philadelphia 
 
 Kccrcntion Pier, Pliiiadelpliia
 
 K... :cati:>n 1'k't. Hull. Kir.-lan.l 
 
 Waterfront, Antwerp
 
 PORT OF SEATTLE 81 
 
 The east side marginal way should be not less than 150 feet wide south of New- 
 ton Street, and not less than 130 feet wide between Newton Street and Louisa 
 Street, produced west. The Lake Union belt line tracks should eventually be 
 relocated on the new marginal ways. Just east of Fremont Avenue, as shown 
 on Map No. 12, a connection should be made between the belt line and the 
 freight tracks that will run through the proposed yard of the Central Station 
 and connect by tunnel with the railway yards on the tide flats. 
 
 On the south side of the canal right-of-way, between Fremont Avenue 
 and Seventeenth Avenue West there are desirable locations for a classification 
 yard and for coach storage and cleaning facilities. The Lake Union belt line 
 will connect with the.se yards, from which the business about Lake L'nion can 
 be conveniently .served, and at which freight trains will be received and broken 
 up for distribution about the city, or made up for di.spatch to other points. 
 
 The west side of Westlake Avenue will be kept entirely free from grade 
 crossings and be available for street railways and other street traffic. 
 
 The property north of Harrison Street, between Fairview Avenue and 
 Ninth Avenue North, under this scheme, will be readily accessible to railway 
 tracks. Here stores, lofts and warehouses may be provided, but principally 
 local freight facilities. The tracks serving the district should be located back 
 of the buildings in the center of the blocks, leaving the north and south streets 
 clear. 
 
 So valuable will this district become for the purposes mentioned that 
 eventually "Class A" buildings of pleasing architecture will probably predomi- 
 nate. 
 
 The property between the new east marginal way and Eastlake Avenue 
 from Almy Street to Roanoke Street should be rearranged and made available 
 for local storage yards, warehouses, lofts and other facilities necessary to prop- 
 erly balance the possible dock frontage on the east side of the lake. 
 
 On the east side of the lake, between Almy Street and Newton Street, 
 there is a good opportunity for slip and pier development between the margi- 
 nal way and the existing harbor line. From Newton Street northerly, bulk- 
 head warehouses, in accordance with the shore land platting, may be constructed 
 except just north of Waterway No. 10, shown on the shore land plat, where 
 a public landing should be provided. This public place should be equipped 
 with facilities for lighters, motor boats, etc., as it is a convenient point from 
 which deliveries may be made to the district east of the lake. This would also 
 be a good location for a fireboat station to reach all points on Lake Union. 
 
 The south end of Lake Union should become one of the principal water 
 gates of the city. Here will be located the piers and slii)s for lake passenger 
 and ferry boats, also landings for the great number of motor boats which are 
 destined to ply the lakes as private ferries or in recreation and business ser- 
 vice. 
 
 The most advantageous location for the ferry and lake boat landings is 
 opposite Waterway No. 2, as now platted, on account of it being close to the 
 Central Station and accessible to the street railway system of the city. 
 
 In front of the ferry and lake boat terminal, the marginal way should be 
 widened to form a plaza approximately 300 feet in width. This will be neces- 
 sary in order to take care of the transfer business between street railway and 
 water transportation lines without undue congestion.
 
 82 PLAN OF JSEATTLE 
 
 Immediately south of the lake boat terminal and around the south end of 
 the lake a circular motor lioat Iiarbor sliould be laid out. It should be equipijed 
 with landings and beautitied in such manner as befits a formal entrance to the 
 city, and should be the property of the Port of Seattle. The bounds of this 
 harbor might well be adorned by recreation piers of monumental design. 
 
 In connection with the lake .steamer, ferry and motor boat terminals, it is 
 important that facilities for landing heavy commodities, such as building ma- 
 terial, coal, etc., be provided as near the business district as practicable. The 
 most suitable places are in the vicinity of Waterway No. 7, as shown on the 
 Lake Union shore laud plat, and just north of the proposed ferry slij)S. On the 
 west side of the lake northward from the lake boat and ferry landing, the har- 
 bor line should be set out apiiroximately 130 to 150 feet from the marginal 
 way in order to permit of bulkiiead warehouse development, as shown on Map 
 No. 12. 
 
 The frontage on the north side of Lake Union, between the foot of Wal- 
 lingford Avenue and Fremont Avenue, while limited in size, is of great import- 
 ance as a delivery point by water, of coal, building materials, and other com- 
 modities destined for distribution in the large area north of Lake Union. This 
 location is especially desirable as it may be made accessible to "Central Ave- 
 nue," the main arterial highway running northward to the Snohomish County 
 line. South of the Northern Pacific right of way, a local marginal way should 
 be provided with approaches leading to "Central Avenue" and Fremont Ave- 
 nue bridges. On account of the axial line of the canal being well over to the 
 south side of the lake opposite this location, it will be feasible to extend the pier- 
 head line far enough out to i)ermit of the construction of slips 500 feet long. 
 
 The waterfront between Wallingford Avenue and "Central Avenue" is well 
 located for public landings devoted to tlie use of lake steamers, lighters, motor 
 boats, etc., while to the west of "Central Avenue" the location is better suited 
 for trafiSc coming from Puget Sound. 
 
 From Wallingford Avenue, easterly, the north shore waterfront is satis- 
 factory as platted. In the vicinty of Sixth Avenue Northeast, landings should 
 be provided for small boats, lighters, etc., also such facilities may be advanta- 
 geously located at the foot of Brooklyn Avenue, a convenient point for serving 
 the University district. 
 
 The north side of Lake Union between Fremont and Latona is well adapt- 
 ed to industrial enterprises that do not require great areas of level land. Here 
 they will find both rail and waterfront accommodation with convenient access to 
 homes on the ample slopes beyond. One or more business streets paralleling, in 
 a general way, the lake shore and back of the industrial section will ultimately 
 be devoted to retail business necessary to the supply of the people of that neigh- 
 borhood. 
 
 The plans for the north lake front are somewhat modified by the likelihood 
 of a number of the railways coming from the north, seeking an entrance to the 
 Central Station over a bridge crossing the lake from the vicinity of Interlake 
 Avenue on the north to the vicinity of Halladay Street on the southerly side. 
 
 This line would cut through the point between Densmore and Bagley Ave- 
 nues. In connection with it, the Northern Pacific line should be straightened 
 out and the track around the point should be used as a switching stub. 
 
 At the north end of the railway bridge a "Y" should be constructed con-
 
 PORT OF SEATTLE 83 
 
 necting with tracks running westerly through Fremont and Ballard, and ai 
 the south end of the bridge a "Y" should be constructed making connections 
 with Central Station tracks to the south and with the coach and classification 
 yards to the west. 
 
 Between Ewing Street and Fifteenth Avenue Northeast, Northlake Ave- 
 nue should be widened and straightened as needs be to make it a marginal way. 
 On it would be located the industrial tracks serving the waterfront. Between 
 Bagley Avenue and First Avenue Northeast, there is space for additional tracks 
 for switching purposes, and in the vicinity of Tenth Avenue Northeast local 
 team tracks and freight houses should be provided. 
 
 LAKE WASHINGTON 
 
 Before entering upon a discussion of the development suited to Lake Wash- 
 ington, a general survey of the situation should be taken. Assuming that Lake 
 Washington and Lake Sammamish will eventually be connected by a channel 
 large enough to accommodate barges and small lake steamers, the two lakes 
 may be considered as one, with a total shore of approximately one hundred and 
 twenty-five miles. As previously explained the major part of the lake frontage 
 is especially attractive for home sites, while at certain locations scattered about, 
 are places peculiarly favorable for industrial uses. A fortunate feature of the 
 matter is, that the residential areas are not all adapted to commercial purposes, 
 while on the other hand, the flat districts suitable for commercial or industrial 
 development are wholly undesirable as residential projierty. 
 
 The matter resolves itself into the problem of the best way to treat the 
 different classes of waterfront, each according to its functions. 
 
 The residential lake frontage calls for very little general planning except 
 at points where landing places are desirable. Such places are partly a high- 
 way study and partly a problem of the arrangement of ferry, lake-steamer and 
 motor boat landings, to fit the local conditions. 
 
 A consideration affecting the plans for the lake front is the feasibility and 
 necessity of a boulevard system encircling the lake. In some places this boule- 
 vard will follow the lake shore; in other places it will be somewhat inland; along 
 some portions it will be parked and in others it must run through business and 
 industrial sections. 
 
 This boulevard, which should be so planned as to provide not only for 
 boulevard purposes, but also for highway uses, should be not less than one hun- 
 dred sixty feet wide, except where it runs through business sections. In such 
 instances the streets occupied should be of the widths suggested in connection 
 with the waterfront and arterial highway plans. 
 
 An important factor, of general application, is the attractiveness of Lake 
 Washington as a winter haven and storage harbor for vessels of all classes, 
 especially for yachts and motor boats. It is pretty generally believed that Puget 
 Sound is destined to be the leading yacht and motor boat center of the world. 
 Assuming the reliability of this prediction, it follows that the advantage thereby 
 ensuing to the Lake Washington region cannot be overstated. 
 
 The bays and coves will become anchoring grounds for pleasure craft, 
 because of their quiet waters and their nearness, in many cases, to the owners' 
 residences. At such places as are suitable, numerous industries catering to
 
 84 PLAN OF SEATTLE 
 
 the motor boat and pleasure craft business, will spring up. The fact that the 
 lake is non-tidal will be an important advantage to such enterprises. 
 
 Taking a general look at the situation, the places on the lake best adapted 
 to industrial development are: the Kenton District, May Creek, Mercer Slough, 
 Kirkland, Juanita Bay, Sand Point, Madison Park, (for a certain character of 
 business), and between Rainier Beach and Dunlap. While not within the limits 
 of our studies, there are other industrial locations at the north end of the lake, 
 on the flats in the Sammamish Valley and at the head of Lake Sammamish. 
 
 LAKE WASHINGTON — WEST SIDE DISTRICT 
 
 Between Pontiac and the north end of the lake the country rises so abruptly 
 from the shore that there is not much room for marginal development. 
 
 At Sand Point, in the vicinity of Pontiac, in close proximity to the Northern 
 Pacific Railway, there are approximately 300 acres of level land admirably situ- 
 ated for industrial purposes. The suggested platting of this area, as shown 
 on Map No. 14, would give a convenient and economical industrial arrange- 
 ment. The proposed arterial highway should be made one hundred fifty feet 
 wide along the portions to be occupied by switching tracks leading to the 
 industry spurs. 
 
 Near southeast shore of Sand Point is Mud Lake, a shallow body of water 
 which can be utilized in the making of a waterway. Mud Lake Waterway 
 would properly connect with the lake near the south line of Sec. 2, T. 25, N. 
 R. 4 E. and run in a northwesterly direction. A waterway 2,600 feet long can 
 readily be obtained. It should be not less than 400 feet wide, the material 
 dredged therefrom to be used in filling the flat. 
 
 The most economical use of the property would be gained by laying out 
 the east and west streets and industry spur tracks parallel with this proposed 
 waterway. The northerly of these streets, which would properly be located 
 from six to twelve hundred feet back from the outer harbor line along the north 
 side of Sand Point flats, would become the local marginal way to that portion 
 of the district. For such marginal purposes this street should preferably be 
 150 feet wide. The waterfront can be developed from the shore outward, and 
 as need arises, piers and slii)s may be constructed. These, however, should be 
 uniform as to direction. They should run northeast from the marginal way, 
 making an angle of approximately 45°. 
 
 On the east side of Sand Point flat, the waterfront, in case the suggested 
 platting is adopted, will naturally be developed from the shore outward, any 
 piers and slips which may be constructed taking the same direction as that of 
 the Mud Lake Waterway. (See Map No. 14.) 
 
 The extreme end of Sand Point is very desirable for a lake front, park 
 and bathing beach, so much so that about twenty acres should be re.served for 
 this purpose. 
 
 The industry tracks of this district can readily be connected with the exist- 
 ing Northern Pacific Railway line a little north of Pontiac Bay. 
 
 Between Sand Point Flats and Union Bay, the waterfront is best suited 
 for residential purposes. On the south side of Union Bay and in the vicinity 
 of Madison Park, is a low lying area where there is room for a considerable 
 commercial development in connection with the waterfront. ( See Map No. 13. )
 
 
 > 
 
 ft 
 
 o 
 
 H 
 
 O
 
 PORT OF SEATTLE 87 
 
 Madison Park (see Plate IS'o. 13 1 is uow an important Watergate of the 
 city, and is destined to become one of its great features. The facilities especially 
 required will be ferry-boat landings, piers for lake steamers, and yacht and motor 
 boat accommodations. The block of land now occupied by the Madison Park 
 pavilion is well suited to make the central feature of the water terminal scheme. 
 A very pleasing arrangement may be obtained by using the east and west line 
 through the center of this block as an axis. The ultimate ferry landings should 
 be centered on this axis. To the .south of the ferry house can be worked out a 
 fine yacht and motor boat terminal, and to the north, lake steamer and com- 
 mercial facilities will predominate. 
 
 Between East Lee Street and East Newton Street, Laurel Shade Avenue 
 should be made not less than 120 feet wide in order to properly serve as a mar- 
 ginal way. West of Laurel Shade Avenue are good opportunities for street car 
 loops and terminals; all of which predestines this to be an important transfer 
 point between water and land transportation and one which should be orna- 
 mented by parking and architectural features. 
 
 The Washington Pioneers Association Home, located at the foot of Blaine 
 Street, should be considered in any parking plans to be worked out and, if prac- 
 ticable, be made an important feature of the scheme. 
 
 The steep slopes which prevail along the west side of Lake Washington, 
 between Madison Park and Rainier Beach, afford small opportunity for indus- 
 trial development, but are scenic and attractive as home sites. Consequently, 
 this waterfront has been considered from a residential standpoint. From 
 Madison Park to Rainier Beach a combination highway and Park Boulevard 
 should follow the lake front, except at a few points where it is advantageous 
 to turn inland a little. Al points such as Madison Park, Leschi Park, the foot 
 of Day Street, the cove at Forty-fourth Avenue South and Charlestown Street, 
 and others that may develop where transportation connections may be had to the 
 business district, lake boat and ferry landings will be required. 
 
 At the foot of Day Street there will probably develop a very important ter- 
 minal. 
 
 By an eighteen hundred foot tunnel on Day Street and connection with 
 Dearborn Street, a highway is proposed between the lake and the business cen- 
 ter, with a maximum grade of three per cent. When this is realized, the Day 
 Street terminal will be the natural landing point for ferries and boats plying to 
 the middle and southerly portions of the east side of the lake. It will be an 
 especially convenient terminal for traffic coming from Mercer Island points. At 
 this location a very attractive Watergate to the city may be developed, making 
 the ferry buildings and slips the central feature of a symmetrical scheme for 
 lake steamer and motor boat landings. (See Plate No. 14.) 
 
 The small cove in the vicinity of Charlestown Street and Forty-fourth Ave- 
 nue South might be converted into a waterway. The water is shallow in the 
 cove so that the earth obtained from dredging the waterway would make good 
 land on either side. 
 
 The proposed lake margin boulevard, which runs east and west along 
 Charlestown Street, between Forty-third and Forty-seventh Avenues South, 
 would fix the southerly limit of the waterway. The center line of Forty-fourth 
 Avenue South, produced north, might advantageously be taken as the axis of the 
 waterway which should be not less than three hundretl feet wide.
 
 88 PLAN OF SEATTLE 
 
 The iinportauce of this location arises from the fact that south of the pro- 
 posed waterwaj- is a valley which iu the vicinity of Genessee Street swings 
 westward to a connection with Rainier Valley, making it possible to reach the 
 Rainier Valley district by easy grades. 
 
 The proposed waterway would thus become an economical landing place 
 for the delivery of coal, building material and other commodities. 
 
 The flat country between Rainier Beach and Dunlap is of suflScient area 
 and so situated that it is rather attractive for business and industrial i)urposes. 
 
 The fact that the arterial highway located in the Rainier Valley will con- 
 verge in this vicinity with the marginal boulevard along the lake, and that in 
 Dunlap Canyon a short, low grade connection may be had with the Duwamish 
 Valley, is sufficient basis for predicting a local waterfront development in this 
 location of considerable importance. 
 
 Railway connections may be readily had via Renton or Dunlap Canyon. 
 Between the south end of Pritchard's Island and Rainier Avenue the water is 
 shallow, permitting the construction of slips of considerable length. From the 
 south end of Pritchard's Island, northward, some little distance, there is an 
 opportunity for some development from the marginal street outward. The lake 
 boulevard through this district would become the marginal way, and where so 
 used should be not less than 150 feet wide. 
 
 Between Rainier Beach and the Renton District, the slope from the shore 
 back is generally quite steep, so that there is only a narrow margin outside of 
 the marginal way or lake boulevard. Bulkhead landings can be constructed, 
 however, and some use of the waterfront made. 
 
 LAKE WASHINGTON — RENTON DISTRICT 
 
 At the south end of Lake Washington (see Map No. 18) in the vicinty of 
 Renton, there is a flat area of over seven hundred acres in close proximity to 
 the waterfront, that is well suited for industrial purposes. That it will become 
 one of the important industrial centers of the city is predicted because it is well 
 situated for both rail and water transportation ; is at the junction point of impor- 
 tant highways, adjoins the White River and Duwamish Valleys and is close to 
 the sources of power, both coal and hydro-electric. The question of the proper 
 development of a district with the potential importance of this one, is of moment 
 to the City and Port of Seattle, and should be treated accordingly. The prime 
 factors aside from its topographical advantages, influencing the nature of 
 improvements necessary to make the most of the possibilities of this district, are: 
 the Cedar River; the Railways; the Arterial Highways. 
 
 Cedar River, which now flows into Black River, may, upon the completion 
 of the Lake Washington Canal and the consequent lowering of the lake, be 
 easily diverted into Lake Washington. This will practically dry up Black 
 River and give over its space to highway and railway construction. The shal- 
 low water at the south end of the lake and the marsh lying south of it can be 
 best developed into desirable waterfront property by the construction of water- 
 ways and the resultant reclamation of the land adjoining. The diverted Cedar 
 River should be enlarged at its mouth to form the principal waterway. 
 
 The west margin of this waterway should be in the neighborhood of 1,000 
 feet eastward and approximately parallel with the general alignment of the 
 Seattle, Renton & Southern Railway Company's existing track between Emer-
 
 
 It- 
 OS 
 
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 o
 
 Municipal Plans Commission 
 
 oCIh« 
 
 City of Seattle 
 
 Map Showni- 
 
 Lake Washington • Bothell 
 Water Front District 
 
 5«f>te«nter t9ll V.rx.l O Bofue Enf.neer 
 
 A*4P M?. /y
 
 PORT OF SEATTLE 91 
 
 son Avenue and Fairweather Street. Between the outer harbor line and the 
 north line of Sec. 18, T. 23, N. R. 5 E., the Cedar River Waterway should be not 
 less than 500 feet wide between fender lines. South of the north line of Sec. 18 
 a straightened river channel not less than 200 feet wide will be sufficient. From 
 its junction with the southerly end of the 500 foot waterway, thence south- 
 easterly, the diverted channel of the Cedar River, as located by the Waterway 
 Commission for District No. 2, is satisfactory. (See Map No. 18.) 
 
 The north and south arterial highways from each side of Lake Washing- 
 ton must on account of the topograi)hy of the country pass through the narrow 
 valley connecting the south end of Lake Washington with the White River 
 Valley. The main highway down Cedar River, the state road to eastern Wash- 
 ington via Issaquah and Snoqualmie Pass, and the principal artery from the 
 plateau southeast of Renton, must join the north and south arteries in the Ren- 
 ton District. 
 
 The necessity of taking care of so many important lines of travel has its 
 effect on the plans for waterfront development. The marginal way following 
 the lake shore southeasterly from Rainier Beach should not be less than 150 
 feet Avide opposite bulkhead landings and should not be less than 150 feet wide 
 back of property which may be developd with slips. Near Bryant Street the 
 marginal way should curve to the south and follow the general direction of the 
 existing Seattle, Renton & Southern Railway Company's track to Fair- 
 weather Street where it should curve to the east and follow along the north 
 line of Section 18 to the Northern Pacific Railway right of way. Between the 
 north line of Section 18 and the crossing of the Columbia & Puget Sound 
 Railroad Company's spur near the north line of Section 8, the Northern Pacific 
 line should be straightened so as to join these two points by a tangent. The 
 marginal street between the line of Section 18 and the north line of Section 8 
 should be not less than 150 feet wide and be located adjacent to the west side 
 of the relocated Northern Pacific right of way. East of the proposed Cedar 
 River Waterway there is room for two paralleling waterways. The middle one 
 should be not less than 400 feet and the easterly one not less than 300 feet in 
 width between fender lines. Between the outer and inner harbor lines east of 
 the proposed Cedar River Waterway there is a good opportunity for slip and 
 pier construction, as may be required, also on the west side between said water- 
 way and Fourth Street the location is good for slips and piers. These slips 
 should be substantially parallel with the waterway. While some larger vessels, 
 especially if they have full cargoes consigned to factories in the Renton Dis- 
 trict may come here to unload, it is likely that a large proportion of raw materials 
 and commodities taken to and from this district will be transported by barges 
 and lighters. The handling of these barges, etc., will, to a considerable extent, 
 be done by motor tugs, consequently in this, as in other districts around the 
 lakes, attention should be given to the provision of facilities for taking care of 
 such boats and of providing sufficient landings for motor boats, etc., especially 
 at the inner ends of the waterways and slips. (See Map No. 18.) 
 
 The location of the Northern Pacific Lake Washington Belt Line, the Chi- 
 cago, :Milwaukee & Puget Sound main line and the Columbia & Puget Sound 
 lines through this district assures excellent railroad connections. For the most 
 part, the plans have been made to conform to existing rights of way but, as 
 stated in connection with the description of the marginal street, the curve in the
 
 92 PLAN OF SEATTLE 
 
 Northern Parifio line in the west side of Section 8, should be eliminated. An 
 industrial switch track should be laid along the marginal ways from which spurs 
 can lead into the property to be served. In the area between the marginal 
 streets and the lake the spurs should, in general, be located i)arallel to the water- 
 ways and slips. 
 
 LAKE WASHINGTON— EAST SIDE DISTRICT 
 
 Betwen the north end of the Renton District and May Creek, a little north 
 of the east and west center line of Section 32, the marginal street should con- 
 tinue adjacent to the west side of the Northern Pacific right of way and wher- 
 ever there is any considerable area on the water side of the marginal way the 
 street should be not less than 150 feet wide, otherwise a width of 120 feet is 
 sufficient. 
 
 At the mouth of May Creek, near the north line of Sec. 32, T. 24, N. R. 5 
 E. there is .some valley land east of the Northern Pacific right of way suitable 
 for industrial sites. On the west side of the Northern Pacific right of way there 
 is a strip of marshy shore land about a mile long. The water in front of this 
 marsh shoals out to a considerable distance so that l)y using the earth from the 
 dredging of slips a considerable area which would make very desirable industrial 
 waterfront may be reclaimed. A suggestion for the treatment of this piece of 
 waterfront is shown on Map No. 17. 
 
 Between the May Creek and the south line of Section 17, the land rises so 
 abruptly from the shore that the waterfront margin is hardly more than wide 
 enough for the existing railway right of way and the proposed marginal street 
 which in this location need not be more than 120 feet in width. 
 
 Mercer Slough is located from the south line of Sec. 17, T. 24, N. R. 5. E. 
 northward to the north line of Sec. 33, T. 25, N. R. 5 E. Between the south 
 line of Sec. 17 and the east and west center line of Sec. 8, is a quite extensive 
 marshy and shoal water area which may be easily reclaimed for industrial sites. 
 From the south half of Sec. 8, Mercer Slough extends northward following very 
 closely the section line between Sections 8 and 9, 4 and 5, and 32 and 33. On 
 either side of it there is a marshy valle\- from one-half to three-fourths of a 
 mile wide which may be reclaimed and made suitable for industrial sites. On 
 Map No. 17 is suggested a scheme for the development of the property. Between 
 the south line of Sec. 17 and the north line of Sec. 8, the marginal street should 
 be located a block west of the Northern Pacific right of way. The waterways 
 and slips should extend in a southwesterly direction from this marginal way. 
 The entrance to what may be termed the Mercer Slough waterway should fol- 
 low this general direction and will leave the existing northerly shore at the 
 south of the slough approximately 500 feet distant. At a i)oint in the west half 
 of the southwest quarter of Sec. 9, the waterway should turn, thence extending 
 northward. From the turning point outward the waterway should be at least 
 600 feet wide between bulkhead lines, but from thi.s turn northward to a point 
 a little north of the south line of Sec. 5 a width of 400 feet would be sufficient. 
 Through Sec. 5 the waterway may be narrower or not as the needs at the time 
 of development may require. At the terminus, a turning basin should be pro- 
 vided. A small waterway of this nature would not be expensive to construct 
 and the earth obtained in the dredging would be available for reclaiming the 
 adjacent land. Northward from the fiOO foot entrance it is not likely that facili-
 
 PORT OF SEATTLE 93 
 
 ties for large boats will be required, it being assumed that the waterway will be 
 used largely for barge and lighter service to factories and industries located 
 along its margin. 
 
 The marginal way along the east side of the slough should be produced 
 northward paralleling the general direction of the waterway at a distance vary- 
 ing from 400 to 1,000 feet. On the west side a marginal street should be pro- 
 vided also paralleling the waterway at about the same distance. These streets 
 should be properly connected north of the north end of the waterway and would 
 from there be merged into the arterial highways leading northward. The east- 
 erly marginal way would not be less than 150 feet in width and the marginal 
 street on the west side of the waterway should not be less than 120 feet in 
 width. On these marginal streets an industrial belt line should be constructed, 
 the tracks to the east and west sides of the waterway being connected by a 
 loop running to the north end as suggested on Map No. 17. The development 
 of this district along the general lines indicated, would make available in the 
 neighborhood of 700 to 800 acres admirably situated for industries and fac- 
 tories, especially those desiring large areas of land. 
 
 Northward from fiercer Slough the proposed lake boulevard cuts across 
 country to Meydenbauer Bay, the easterly shore of which is followed to the 
 north end of the bay. From Meydenbauer Bay northward the boulevard fol- 
 lows an irregular course keeping back of the headlands and again reaches the 
 waterfront at Yarrow. About Mercer Island and along the east side of the 
 lake from Mercer Slough to Yarrow the waterfront is especially attractive for 
 lake front residences and has been considered accordingly. At Meydenbauer 
 Bay landing facilities for lake steamers, ferries, motor boats, etc., should be 
 developed. A little south of the entrance to Meydenbauer Bay and just west of 
 the east line of Section 30, T. 25, N. R. 5 E., is a small cove which is admirably 
 situated for a ferry and boat terminal for vessels connecting with points on the 
 west side of the lake. It is especially well located with reference to the proposed 
 Day Street terminal, as between these two points a quick ferry service can be 
 given. The arterial highway and boulevard system proposed in this vicinity 
 will make the landing point easily accessible from the country east of the lake 
 between Mercer Slough and Y'^arrow. 
 
 On the lake front between Y''arrow and Juanita the lake boulevard should 
 follow the shore line and be used as a marginal way at points where commercial 
 development of the waterfront takes place. ( See Map No. 16. ) It should be not 
 less than 120 feet wide. In the vicinity of the junction of Market Street and Lake 
 Avenue, Kirkland, there is a natural terminal point for ferry and shipping traffic 
 to a large area of country easterly of Lakes Washington and Sammamish. 
 From this location main highways will lead along the lake shore northeasterly 
 through a large upland country to connections with Sammamish Valley points, 
 easterly to Lake Sammamish, Snoqualmie River and eastern Washington points 
 and southeasterly through the upland area between Lakes Washington and 
 Sammamish. 
 
 All these projects are factors which will tend to make the Kirkland ter- 
 minal an important water gate to the east shore and have been considered in 
 making the suggested improvement of the Kirkland Avaterfront as shown on 
 Map No. 16. 
 
 A gateway of the importance this will become should be treated in a way
 
 94 PLAN OF SEATTLE 
 
 that will make it attractive and impressive. A sufficient area of land north of 
 Lake Avenue and west of ^larket Street should he acquired for the creation of 
 a plaza large enough to prevent congestion of traffic. In the laying out of this 
 section provision should be made for looping the street cars which will eventu- 
 ally center in front of the ferry landing. Ultimately a ferry building of monu- 
 mental design will doubtless be built facing the plaza. 
 
 Juanita Bay, located just north of Kirkland, is a shallow inlet which, when 
 properlj' laid out, will become a very attractive industrial waterfront property. 
 Railway connection with the Northern Pacific Belt Line can be made through 
 the valley, running northerly and easterly from the head of the bay. The mar- 
 ginal way for the waterfront should be in line with Market Street produced 
 north from Kirkland. That part of it on which switching tracks will be laid 
 should be not less than 150 feet in width because it will be one of the links in 
 the arterial highway passing through this district. The lake boulevard should 
 skirt the head of the bay as shown on Map No. Ifi; thence around the lake 
 shore to the north end of Lake Washington. The lake boulevard on the north 
 side of Juanita Bay can readily be laid on a tangent following the general 
 direction of the shore line. This line should be made the base line for laying out 
 the waterfront property. The outer harbor line, approximately the 30 foot con- 
 tour line below lake level should be in the vicinity of Oregon Street, produced 
 northerly across the mouth of the bay. Two waterways should be laid out 
 extending northeasterly from this outer harbor line and paralleling the lake 
 boulevard on the north side of the bay. The northerly waterway which would 
 naturally be the longer, should have a clear width of 400 feet between fender 
 lines and be located in the neighborhood of 500 feet from the lake boulevard. 
 There should be left an area in the neighborhood of 900 feet in width between 
 the two waterways. The easterly waterway should also be be not less than 400 
 feet between fender lines. At the end of the area between the waterways, if 
 required, there will be sufficient space for the construction of three good piers. 
 On the south side of Juanita Bay near the outer end of the southerly waterway 
 adjacent to the proposed park, a ferry service will eventually be needed so that 
 provision for ferry slips and landings for lake steamers, etc., should be made. 
 Industrial tracks serving this property will lead off the marginal way at the 
 easterly end of the bay and run generally parallel with the waterways. The 
 land that will be reclaimed in connection with the dredging of these proposed 
 waterways together with the level land adjacent to the bay, will make in the 
 neighborhood of 500 acres of attractive industrial property. 
 
 Northward from Juanita to the north end of the lake the land rises abruptly 
 from the water and has been considered as residential property. The north end 
 of Lake Washington while it is, strictly speaking, outside of the limits under 
 consideration by the Municipal Plans Commission, is of such importance that 
 it becomes difficult to determine upon plans for highways and transportation 
 leading from the city northward without taking it into consideration. For that 
 rea.son a general study of the situation in that district has been made. 
 
 Sammamish Hiver connects Lake Sammamish with Lake Washington and 
 eventually a channel will be dredged connecting the two lakes, which though 
 not necessarily designed for the use of large boats, should have a sufficient 
 depth to be navigable by smaller vessels. This channel, from its junction with 
 Lake Washington easterly for a mile or two could readily be made a valuable
 
 PORT OF SEATTLE 95 
 
 commercial waterway and should have a width suitable for such purposes. The 
 water is quite shallow for a considerable distance at the north end of Lake 
 Washington so that the outer harbor line, approximately on the 30 foot con- 
 tour line below lake level, can be located a little south of the north line of Sec. 15, 
 T. 26, N. R. 4 E. ( See Map No. 15. ) The entrance to the waterway should be not 
 less than 1,000 feet in width in order to obtain material for filling the areas along- 
 side. In the vicinity of the east line of Section 10 a basin about 1,000 feet wide 
 should be provided on the north side of the waterway. In this basin should be lo- 
 cated the landings for lake steamers serving the country northward of the lake. 
 This basin will also become an important motor boat harbor. Above the first bend 
 in the waterway a width of 500 feet should be sufficient and beyond the second 
 bend 400 feet. The arterial highway leading from the city to Bothell passes 
 around the northerly end of the lake adjoining the north side of the Northern 
 Pacific right of way. This thoroughfare should be 100 feet in width. Adjacent 
 to the southerly side of the Northern Pacific right of way, skirting that portion 
 of the waterfront which is suitable for development, an additional 80 feet of 
 street width should be provided for marginal way purposes. The marginal 
 highway along the east side of the lake should swerve to the east and follow 
 along the south side of the Sammamish waterway to a connection with the 
 road between Kirkland and Bothell in the vicinity of its intersection with the 
 north line of Section 18, T. 26, N. R. 5 E. Such portions of the highway as 
 will be occupied by switching tracks should not be less than 160 feet in width. 
 A service track should eventually be run from a connection with the Nor- 
 thern Pacific line in the vicinity of Bothell to Lake Washington following the 
 south shore of the Sammamish River. It should be located on the thorough- 
 fare which will become the marginal street along that part of the waterfront 
 suitable for industrial purposes. 
 
 In addition to the shoal and marsh lands described that may be reclaimed, 
 there is a quite extensive level area of land on the north side of the lake at the 
 mouth of McAleer Creek and Swamp Creek, which is adapted to industrial uses. 
 
 SHORE FRONTAGE OF SEATTLE'S HARBOR 
 
 (Mileage Estimated) 
 
 An approximate estimate of the length of Seattle's future shore frontage 
 is shown in the following tabulations, which include the East and West Water- 
 ways, Duwamish, Smith's Cove and West Point Waterways, the waterway at 
 the entrance to Salmon Bay and the Renton, Mercer, Sammamish and other 
 waterways shown on the waterfront maps, but does not include the ordinary 
 pier frontage. 
 
 Districts Shore and W.\terway Frontage 
 
 West Seattle 13.46 miles 
 
 Harbor Island 7.74 " 
 
 Duwamish Waterway 8.89 " 
 
 Central Waterfront 2.67 " 
 
 Smith's Cove — West Point 8.52 " 
 
 Ballard (below the lock) 12.10 " 
 
 Total tidal frontage 53 miles
 
 96 PLAN OF SEATTLE 
 
 Ballard (above the lock) 5.67 miles 
 
 Lake Union 8.52 " 
 
 Lake Washington— West Side 31.18 " 
 
 Lake Washington— East Side 35.98 " 
 
 Lake Wasiiington — Kenton 4.54 " 
 
 Lake ^^ ashington — Mercer Island 13.63 " 
 
 Sammaniish Waterway and Lake 40.00 " 
 
 Total non-tidal frontage 140 miles 
 
 Grand Total 193 miles 
 
 A considerable portion of this frontage is not suited for commercial or in- 
 dustrial purposes, but is attractive as residential and park property. 
 
 The lengths of shore frontage roughly classified as to uses are as follows : 
 
 Com- Resi- 
 
 location mekcial dentiai. 
 
 Tidal frontage (below tlie lock) 40 miles 13 miles 
 
 Non-tidal frontage (above the lock) (exclusive of 
 
 Sammamish Lake and channel) 48 miles 52 miles 
 
 Total 88 miles 65 miles 
 
 DRY DOCK 
 
 The matter of a dry dock to accommodate large vessels has been kept in 
 mind in connection with the studies made of the waterfront. There are in 
 the various sections of the harbor a number of desirable locations for float- 
 ing docks, but the location of a graving dock is a more serious problem. 
 While surveys and drawings have not been made, the indications are that a 
 good location for a large dry dock may be had along the southerly shore of 
 Alki Point. A dry dock and ship yard in that locality would probably require 
 some change in the marginal way. 
 
 SEA WALLS 
 
 The tide land lying between Railroad Avenue and the inner harbor line 
 and south of an east and west line drawn about three hundred fifty feet south 
 of the center line of Connecticut Street, has been filled. Also north of the 
 east and west line mentioned to the south line of AVashington Street, part of 
 the area has been filled. 
 
 The Pacific Coast Company has built a heavy concrete wall around its 
 portion of the above described areas, so arranged as to leave satisfactory slip 
 and pier accommodations. 
 
 The areas remaining should have sea wall protection whenever the tem- 
 porary bulkheads have been destroyed by the teredo. This wall should be so 
 planned as to provide for slips and piers of such dimensions as may be approved 
 by the Port of Seattle.
 
 f^- 
 
 y/^-^- 
 
 I. 
 
 
 Design No \ 
 
 Municipal Plans Comnnission 
 
 <rf»he 
 
 City of Seattle. 
 
 PROPOSED SEA WALLS 
 
 tor 
 
 Central Waterfront District 
 
 Scale 
 
 September 1911 Vir(il ^ogvm. 
 
 PLATE yO. IS
 
 98 PLAN OF SEATTLE 
 
 Oh reference to Map No. !), it will he seen that the areas above described 
 afford ojiportunitv for fairly toininodious slips and piers, and the same may 
 be reasonably said of the strip between Washington Street and Madison 
 Street. Between Madison Street and Mercer Street the tideland strip is 
 narrow, and as a f'onse(inenc(> the best location for the sea wall here is gen- 
 erally along the A\'est margin of Kailroad Avenne, widened where necessary. 
 The same location applies to the area between Mercer Street and Smith's Cove 
 (see !Map No. 0), it having l)een recoiiimend('<l in this report that the slips 
 and piers of this area shonld be parallel, having a north and sonth direction 
 and occupying all the space outward from Railroad Avenue. 
 
 Other than for the marginal lines of the principal waterways and the 
 westerly marginal line of Railroad Avenue, widened where neceSvSary, from 
 Madison Street to Smith's Cove Waterway no sea Avail locations are herein 
 designated. Between Mercer Street and West Point, as described under the 
 caption "Smith's Cove-West Point District," designated on ;^^aps No. 9, and 
 No. 10, is shown an entirely new plat, on which the marginal way west of 
 Smith's Cove Waterway has been located near the foot of the bluff. In this 
 and all like situations those who improve the property will, in many cases, 
 desire to fill considerable areas, the materials therefor being largely obtained 
 by dredging slips into the tideland strip toward the proposed marginal way. 
 
 Sea walls should be constructed by the Port of Seattle in a manner pro- 
 vided by law. 
 
 In all cases where owners of waterfront property desire to fill private 
 property outside the located sea wall, they should be permitted to do so, on 
 approval of their plans by the Port of Seattle, the extra cost of enclosing their 
 filled holdings by a sea wall to be borne by them. 
 
 In the evolution of things there will arise cases where owners of water- 
 front property will prefer to enclose their filled areas with practically vertical 
 concrete walls, as has been done by the Pacific Coast Company, thus leaving 
 slips entirely free of encroaching slopes. In all such cases there can be no 
 possible objection so long as the plans co-ordinate with the plans or regula- 
 tions of the Port of Seattle. 
 
 It is not practicable at this time to design a sea wall which will fit all 
 cases and conditions. Design No. 1, on Plate No. 15, will be satisfactory 
 for a great part of the developed waterfront. 
 
 In the construction of a sea wall according to this design, it is intended 
 that broken rock of large size and free from dirt and small particles shall be 
 dumped in windrows one above the other, forming the slope of the structure 
 facing the bay. On completion of the first windrow to a level eight feet or 
 more in height, as required by local conditions, the area behind, that is, on 
 the shore side, is to be filled by regrade or other suitable materials. The next 
 windrow is then built on top of the first, and on line with the slope, and fill- 
 ing made behind it, and by repetition of the process the work is carried on by 
 steps to mean low water. 
 
 The face of the loose broken rock will take a natural slope of about one 
 and one-quarter to one. After the filling is completed to street grade, a slope 
 wall of about three feet in thickness should be laid in cement mortar from 
 mean low water to surface of the street or floor of the dock. 
 
 This method of construction insures stability, and that part of the wall
 
 Nots- 
 
 C^eo^of*^ filing 'o Im ua^rf 
 
 caw .<»>^^^«*>r M^aW ^^V '-t*?' ««*.^ mUT «r A 
 
 Design No. 3 
 
 Municipal Plans Comnnission 
 City of Seattle. 
 
 PROPOSED SEA WALLS 
 
 East and West Waterways 
 
 Scale 
 *"* * ft J 4 i r-if-h-ir-i.*^ 
 Seivtcnbcr mi. Virfil Q. Bocue. Encineer. 
 
 Design No. A 
 
 Note 
 
 Rip rapshOQia t>eof^-.cn fhicMnass 
 as coi^dttio**A rgqi/ira, ro t>3 <^efermif9a^ 
 
 PLATE JVO. JO
 
 6 ? o
 
 PORT OF SEATTLE 101 
 
 above mean low water, being laid in cement mortar, will be tight, presenting 
 a barrier against that destructive animal, the wharf rat. 
 
 Under this design the forefoot of a vessel of heavy draft may approach 
 within fifty-seven feet of the margin of the avenue at extreme low water. 
 
 Alternative Design No. 2, plate No. 15, may be found desirable in some 
 cases. By this design the forefoot of a vessel of heavy draft may approach within 
 thirty-two feet of the margin of the street. 
 
 For situations on the waterways subject to but light wash from the waves, 
 Design No. 3, Plate No. 16, may be satisfactory in some instance, but should the 
 net width of East and West Waterways be nine hundred feet, it will be found 
 necessary to adopt Design No. 2, so modified, however, that the bottom of the 
 concrete wall shall be at greater depth below datum, probably not less than ten 
 feet below extreme low tide. 
 
 It is obvious that where the material is of sliding character, it will be 
 difficult to build on any design which does not fully provide therefor. 
 
 The difficulty and the great expense of building sea walls along the prop- 
 erty lines of the East and West Waterways, or even fifty feet outward there- 
 from, have led to the suggestion that these waterways be made seven hundred 
 fifty feet between fender lines, thus encroaching one hundred twenty-five feet 
 on the water area of each side. The width of seven hundred fifty feet is be- 
 lieved to be ample and would render improvements of these waterways com- 
 paratively simple and practicable and would doubtless result in early construc- 
 tion. Design No. 5, Plate No. 17, is adapted to the width of seven hundred fifty 
 feet referred to. 
 
 On the other hand there are legal questions relating to the ownership of 
 the one hundred twenty-five foot strip which would demand settlement. This 
 is a matter which should be taken up in detail by the Port of Seattle. 
 
 These sea wall designs all indicate the use of creosoted timber piles, but 
 in time concrete piles will probably be found more desirable. 
 
 The cost of Design No. 1, Plate No. 15, including riprap, masonry slope wall, 
 all filling, sidewalk and curb, will be from seventy-five to one hundred dollars 
 per lineal foot. 
 
 The cost of Design No. 2, will be from one hundred ten to one hun- 
 dred twenty-five dollars per lineal foot, including riprap, filling behind rip- 
 rap face and concrete wall, supporting piles, sidewalk and curb, but not in- 
 cluding any portion of the wharf and pier. 
 
 The cost of Design No. 3, Plate No. 16, including dredging, riprap, masonry 
 slope wall, wharf and tracks complete, will be from sixty-five to eighty-five dol- 
 lars per lineal foot. 
 
 The cost of Design No. 4, including dredging, riprap, masonry slope wall, 
 concrete wall and supporting piles, wharf and tracks complete, will be eighty 
 to one hundred dollars per lineal foot. 
 
 The cost of Design No. 5, Plate No. 17, including dredging, riprap, etc., will 
 be fifty dollars per lineal foot. The piles, wharf and tracks complete will add 
 sixty dollars thereto, making an aggregate of one hundred ten dollars. 
 
 In the case of each of these designs, except No. 5, for the purpose of 
 estimating costs, the bottom of the riprap face is assumed to be fifty feet below 
 city datum, and the top of the wall to be six and five-tenths feet above datum, 
 making fifty-six and five-tenths feet in all and providing for a depth of water
 
 102 PLAN OF SEATTLE 
 
 not less than thirty-three feet at extreme low tide. With Design No. 5 the 
 estimate extends to a depth of 55 feet below city datum. 
 
 In the case of the waterways, the areas occupied by the riprap slopes of 
 the walls can be used for marginal wharves for warehouses. 
 
 This would be the first construction, but eventually after at least some 
 years, pernianeut concrete walls should he built on the fender line, the space 
 behind being filled up so as to form permanent work. 
 
 DRAWBRIDGES 
 
 We have seen how essential the proper development of the harbor facili- 
 ties of a seaport is to its prosperity, growth and advancement. 
 
 Seattle has advantages in her combination of bays, lakes and canals, to- 
 gether with her location and facilities of communication with our own coun- 
 try and with foreign lands, equalled by few ports, and, certainly, excelled by 
 none. 
 
 Of all the opportunities presented for harbor development at Seattle, the 
 magnificent Avaterways and the proposed West Point Basin are the best for 
 over-sea commerce, especially for large-cargo vessels and important industrial 
 undertakings. 
 
 These waterways are Seattle's best asset in her bid for world-wide trade. 
 
 In spite of this, however, and ignoring the great interest taken by the 
 people of the city at large in the development of the port, and, further, with- 
 out consideration of the fact that one of the main objects of the Municipal 
 Plans Commission is to secure plans which will direct and hasten the develop- 
 ment of the port, and that the.se plans have not yet been laid before the peo- 
 ple, some citizens are urging the construction of a viaduct along Railroad 
 Avenue from Holgate Street or vicinity, across the East and West W'aterways 
 to West Seattle. 
 
 The objections to this scheme are so apparent that it seems strange they 
 are not more seriously considered by those interested in it, who no doubt de- 
 sire the ultimate good of the city. 
 
 The benefits of the viaduct would be transitory. The projectors of the 
 scheme are endeavoring to convince themselves and others that the benefit re- 
 sulting therefrom would be a complete revolution in transportation between 
 the divisions of the city lying on either side of Elliott Bay. This might be 
 the result if it were possible to construct a fixed bridge at ordinary street level 
 which would be unimpeded in its functions by demands other than those of 
 travelers to and from their daily vocations. Such a condition, however, we 
 know is not within the range of possibilities. 
 
 The necessity of two draws and the fact that the proposed viaduct would 
 be many feet above street level, face every consideration of this matter. 
 
 It may safely be as.serted that there has never been, and never will be, 
 a draw operating between two parts of a busy town that did not prove a seri- 
 ous drawback to every interest, public and private, therein involved. 
 
 The people to be served by the draws contemplated here would be taught 
 a speedy and unnecessary lesson of patience and endurance. 
 
 It has been urged in behalf of the viaduct scheme that one has only to 
 recall established precedent to regard it with favor. Ignoring the unsatisfac- 
 tory, annoying and blighting effects of draws at Portland, Oregon, they desig-
 
 PORT OF SEATTLE 103 
 
 nate Chicago and Milwaukee as examples of their extended, successful exist- 
 ence. As a matter of fact, these two cities are both struggling to minimize 
 the evil effects of narrow, crooked channels and of draws, and propose to 
 make real harbor improvements by building wharves, etc., on the lakefront. 
 
 Chicago has tested drawbridges to the limit, and a train of annoyances 
 has resulted to the large population dependent upon them. The situation has 
 become such that restrictions are placed upon the opening of the draws durin^ 
 rush hours of the morning and evening, in order that the suffering public may 
 be partially accommodated. The new order is a mitigation of the evil, so far 
 as the people are concerned, but has so greatly increased delays to navigation 
 and business that the final outcome has been a severe decline in the com- 
 merce of the port. 
 
 The Chicago Harbor Commission was finally appointed, and after months 
 of conscientious work submitted a report in which the following recommenda- 
 tions were made : 
 
 First : That the draws be increased to a length to provide a clear channel 
 of not less than two hundred feet. 
 
 Second: That a widening of the river be made at certain points. 
 
 Third: That an outside harbor be created. (See report to the Mayor 
 and Aldermen of the Chicago Harbor Commission, March, 1909.) 
 
 The message of Mayor Busse to the Chicago Council, dated January 6, 1908, 
 clearly brings out the difficulties which caused the commercial decline above 
 noted. The following extract from this message is instructive: 
 
 "I desire to call your attention to the pressing need of giving 
 careful and comprehensive consideration at the earliest possible date 
 to the question of Chicago's harbor facilities. It is a notorious fact 
 that the lake commerce of Chicago, once the pride and boast of this 
 city, has been steadily decreasing for a number of years. This city 
 now, I believe, ranks fourth in lake commerce where once it stood 
 first and far ahead of its nearest competitor. Without counting the 
 ore shipments from the iron beds of the Northwest, the City of Du- 
 luth, which is but a pigmy compared with Chicago, and which serves 
 as a distributing center for a much smaller territory, ranks about 
 even with this city in general lake commerce. 
 
 "The one and only reason for Chicago's decline in this respect 
 is the inconvenience and inadequacy of its harbor facilities. We have 
 been inclined to rest easy in the belief that the tunnels formed prac- 
 tically the only obstruction to commerce in the Chicago River, and 
 that the lowering of the tunnels will end all of our difficulties in this 
 respect. I agree with many who have studied this question, that the 
 tunnels constitute only a small part of the conditions which hamper 
 shipping in the Chicago River. Even with the tunnels lowered to any 
 depth the largest boats in use on the Great Lakes would still find it 
 difficult to make free use of the Chicago River on account of its nar- 
 rowness and crookedness. Many millions of dollars could be spent 
 in .straightening and widening this river without making it in any 
 degree adequate for the demands of lake commerce that ought to 
 come to Chicago, for so long as we have bridges across the River (and 
 ice cannot do without bridges), heats will be delayed in coming in
 
 104 PLAN OF SEATTLE 
 
 and going out, and every such delay means a hampering of commerce 
 in the matter of time and also high towing charges which are a 
 burden upon the freight carriers. 
 
 "The time has come when Chicago must decide whether it will 
 depend for the future entirely upon the harborage afforded by the 
 Chicago River and the Calumet River, or whether it should not take 
 steps to utilize at least some portion of its lake front for shipping 
 purposes. Lake commerce played a large part in making Chicago 
 what it is. I do not believe it wise to ignore entirely that advantage 
 which Chicago has by reason of its location, and it is only a question 
 of time when that advantage will be lost, unless we secure other har- 
 borage facilities than those afforded by the Chicago and Calumet 
 Rivers. If lake commerce cannot find convenient accommodation 
 at Chicago, it will go to the harbors being developed just over the 
 state line in Indiana, just as certainly as water runs down hill." 
 
 The assertion has been made that in certain ports of Europe there are 
 draws which have long been in use, and locks leading to wet docks which 
 should be even more an obstacle to navigation than draws. It is true that 
 there are draws in Europe on the lines of canals that have existed for cen- 
 turies and which had to be crossed. There are also draws at some of the 
 locks which open to the full width of channels. Such draws do not impede 
 the movement of vessels, because they open to the full width between lock 
 walls and are handled rather more readily than are the lock-gates themselves, 
 whose manipulation necessarily consumes more time. 
 
 As relates to locks: It is true that to serve ports of Europe where the 
 tidal range is great, wet docks have been in use for many years and locks 
 leading thereto are necessary. Vessels enter these docks at high tide and 
 remain at that level until they depart. The handling and storage of cargo un- 
 der such conditions is considered less burdensome than if alongside of open 
 quays or wharves. 
 
 The occasion of these wet docks is necessity, not merit. This necessity 
 arises from the extreme tidal variation at the various ports. For instance, 
 the extreme at Liverpool is given as thirty-.six feet, and at Bristol as forty- 
 four feet. To load and unload under the handicap of such tides would be 
 well nigh impossible, hence basins or wet docks are built into which the ships 
 enter, where loading and unloading can take place with the minimum of change 
 of elevation. 
 
 Conditions in the United States, owing to small tidal range, etc., do not 
 demand wet docks. 
 
 The following from the Diplomatic and Consular Reports of the British 
 Government, No. 4182, dated March, 1909, outlines the positicra of shipping 
 interests with regard to the matter of wet docks at the Port of Antwerp : 
 
 "The report recently issued by Monsieur C. Corty, President of 
 the Antwerp Chamber of Commerce, and a member of the advisory 
 commission on the Grande Coupure, is of considerable importance, 
 coming from such an influential representative of the commercial 
 world at Antwerp regarding the i)roject. In his report Monsieur 
 Corty states that he has examined the question of the extension of 
 the port of Antwerp from the practical ])oint of view of assistance to
 
 PORT OF SEATTLE 105 
 
 shipping and commerce, leaving aside technical details, and he is con- 
 vinced that the owners of the vessels frequenting this port prefer 
 direct access to the quays rather than dock berths approached by 
 locks. Indeed, the report states that if it is desired to further Inquire 
 into the wishes of regular lines which have chosen Antwerp either as 
 a terminal port or port of call — especially the most important lines — 
 it would be found that they all seek to avoid, at any cost, entry through 
 locks into docks; in fact many of them would make direct access to 
 the river quays a sine qua non of their making Antwerp a port of call. 
 
 "Navigation requires more and more that there shall be as little 
 delay as possible; and if, in addition to the time occupied in navigat- 
 ing the Scheldt to Antwerp, large regular liners were obliged to lose 
 further time in entering the docks, it is highly probable that they 
 would be removed hence to ports offering river quay facilities. As 
 regards Antwerp, regular lines account for some eighty per cent of 
 the total traffic, and it would be ruinous to the port not to take into 
 account in the extension scheme, the desire of such important and 
 faithful clients. 
 
 "The President of the Chamber of Commerce uses these argu- 
 ments in favour of the construction of the Grande Coupure, which 
 would furnish Antwerp with many miles more river quay space than 
 is now available. He goes on to compare Antwerp with the com- 
 peting ports of Hamburg and Eotterdam, both of which possess 
 greater lengths of river quays than Antwerp. The chief require- 
 ment at Antwerp is river quays having a considerable depth of water 
 at low tide, and the project which lays down the greatest length of 
 quayage with direct access is undoubtedly the one which will most 
 largely benefit the port. 
 
 "As a further argument in favor of constructing the Grande 
 Coupure, it is urged that vessels of the mercantile marine are con- 
 tinually being increased in dimensions and draught. At the present 
 time the largest vessel frequenting the port measures some 591 feet 
 in length. In the spring of 1909 a new vessel belonging to the Red 
 Star Line, measuring about 61(5 feet will be attached to that com- 
 pany's Antwerp-New York service, and it is estimated that this ves- 
 sel will be the longest that can be brought up to Antwerp with safe- 
 ty under existing conditions. The Eiver Scheldt up to this port has 
 several awkward bends, the most dangerous of which — to large ves- 
 sels — are situated between Kruisschans and the beginning of the river 
 quays, and it is these latter bends which the construction of the 
 Grande Coupure would do away with in addition to the furnishing of 
 vastly augmented river quay space. It is understood that the North 
 German Lloyd proposed to utilize, during 1909, large steamers of GIG 
 feet length, drawing some 29 feet of water, for its Australian ser- 
 vice, touching at Antwerp, and that that company recently applied 
 to the Belgian Administration of Jlarine for information as to 
 whether vessels of such dimensions could safely enter the port at 
 present. The reply of the administration was that these vessels could 
 navigate the Scheldt to Antwerp on the understanding that the pilots
 
 106 PLAN OF SEATTLE 
 
 should be permitted to choose a favorable time, and on condition that 
 the vessel would be supplied with a stern anchor to keep them from 
 swinging in the event of their having to anchor in narrow passes 
 of the river. 
 
 "It must not be inferred from this that the Scheldt presents 
 dangers to ordinary navigation, but that the river at present limits 
 the dimensions of vessels which can with safety reach the port of 
 Antwerp. In view, therefore, of the continually increasing length 
 and draught of ships now being constructed, and the fact that the 
 Suez Canal, the channel to New York and the entrances to other 
 great ports are being deepened to accommodate the largest vessels, 
 it is considered in maritime circles that Antwerp, if it be desired to 
 retain her position in the forefront of the world's ports, should not 
 be backward in making the necessary improvements to provide safe 
 means of entry and adequate accomiuodation for the largest vessels 
 afloat. 
 
 "The arguments of the President of the Chamber of Commerce 
 are incontrovertible from the point of view of the commercial future 
 of Antwerp as a port, and it appears likely that the Government 
 scheme for the construction of the Grande Coupure will be carried 
 into effect, unless some grave technical diifficulties stand in the way of 
 the undertaking. 
 
 "Further testimony in favour of the construction of the Grande 
 Coupure and of river quays is contained in the address of Monsieur 
 A. Aerts, who is also a member of the commission, regarding the 
 construction of the cutting, w^ho stated that the best docks, entered by 
 locks, do not equal river quays in utility. In his opinion the ports 
 of Hamburg, Rotterdam, Southami)ton and New York all owe their 
 success to river quays not approached through locks, while he states 
 that it is owing to its possessing so few river quays that the port of 
 London has not maintained of late years the position of predomi- 
 nance in shipping which it at one time occupied." 
 
 The fact of the existence of draws in some of the European ports by no 
 means implies that their construction is going on at the present time. They 
 are, on the contrary, prohibited over cliannels or existing waterways which 
 are required for the use of large modern vessels, the locks excepted. 
 
 On the River Clj'de there are bridges, but uone across the harbor. The 
 shipping is accommodated below Glasgow Bridge. Ferries serve the various 
 crossings and passenger boats ply up and down stream. The same is true of 
 the harbor of Hamburg, and of London and most other ports. In all these 
 ports ferry charges are very low and barely cover the cost of operation. 
 
 The proposed viaduct at Seattle could not avoid the conditions that have 
 rendered bridges with draws so prejudicial to commerce and to the public, 
 in the cities where they have been given every test in their operation. Wage- 
 earners would not take kindly to unavoidable detentions caused by hitches in 
 the service, especially in the short days of winter, and the shippers would not 
 tolerate delays and obstacles cau.sed by the operation of the draws. An easy 
 way of avoiding them would surely present itself to shipping by seeking else- 
 where a harbor having more satisfactory conditions; thus the destruction of
 
 PORT OF SEATTLE 107 
 
 the waterways as Seattle's best commercial asset, would ensue, and the projec- 
 tors of the viaduct would live to see it. The mere presentation and discussion 
 of this project has already deterred enterprises from locating on the water- 
 ways. 
 
 A better route exists for West Seattle travelers, namely, that via Spo- 
 kane Street, supplemented by low grade diagonal streets leading from Spokane 
 and Arizona Streets at the foot of West Seattle hill. (See Kapid Transit.) 
 
 This is perfectly feasible. The construction cost of a street on the grades 
 named from the intersection of the streets mentioned via West Wait Street 
 to Alki Point, would not be excessive. 
 
 Further, so far as Harbor Island is concerned, a ferrv crossing at the 
 north end of the East Waterway, as illustrated on Plate No"! 9, would better 
 meet the conditions than is possible by the use of a bridge at the high eleva- 
 tion demanded. A ferry would land the teams at the level of the street on 
 either side of the waterway. Low tide would of course necessitate a short 
 steep grade up the inclines from the ferry, but for heavy loads this difficulty 
 could be obviated for the greater part of the day by taking advantage of me- 
 dium stages of water or of high tide. 
 
 ^^'hat more important subject can demand the thoughtful attention of the 
 people of the city? 
 
 The lesson of primal importance in studying Seattle's future is that of 
 the improvement of its harbor and waterfront for the reception of the com- 
 merce of the world. That there should be no errors to correct is the first con- 
 sideration. Every step in the work should be well studied, taken up with wis- 
 dom and with an entire absence of individual interest or prejudgment. 
 
 Seattle has yet to make her reputation as a world port. It is no time 
 now, of all times, to hamper the facilities of the port in the slightest manner 
 or to make the mistake of building this viaduct which would drive away for- 
 eign shipping and deter industries from seeking locations on the waterways. 
 
 Drawbridges at various crossings of the Duwamish Waterway and Lake 
 W^ashiugton Canal will be necessary, as they are on the Manchester Canal in 
 England and m other situations. In the case of the Lake Washington Canal 
 —after years, when Seattle shall have become a city of vast population— it is 
 possible that drawbridges will be superseded, to some extent, by suspension 
 bridges and tunnels. Suspension bridges, however, would only accommodate 
 the travel between high level areas. Draws would still be required for travel 
 between areas below the level of suspension bridges. 
 
 The construction of bridges across waterways or slips which face upon 
 Elliott Bay should not be permitted. 
 
 The bridge across Smith's Cove Waterway at West Garfield Street should 
 be removed to West Wheeler Street when the work of improving Smith's Cove 
 W^aterway begins. 
 
 FUTURE DEVELOPMENT OF THE CENTRAL 
 
 WATERFRONT 
 
 The City Engineer in a report to the Mayor, of September, 1900. outlined 
 a project for moving farther west that part of the harbor line between the 
 East Waterway and Smith's Cove. The report said:
 
 108 PLAN OF SEATTLE 
 
 "In the construction of the work a dwarf sea wall would be huilt 
 at the outer end of the i)roposed piers and slips, so that a till made 
 to the eastward of the same would raise the bed of that portion of 
 the Sound to a level of forty-five feet below low tide, and at the west- 
 ern margin of the new Whatcom Avenue would be built the higher 
 and permanent sea wall, sustaining the earth so as to make all that 
 land to the eastward thereof solid ground and raised to an eleva- 
 tion of some seven feet above extreme high tide. 
 
 "The accomplishment of this undertaking would have to be au- 
 thorized by the state; it cannot be undertaken directly by the city, 
 and, in fact, owing to some of the provisions of the state constitu- 
 tion pertaining to the establishment of harbor lines Avould probably 
 have to be ratified by a vote of the people of the state. Federal au- 
 thorities would also have to be given due and proper consideration. 
 
 "The work could be carried on in sections, undertaking first 
 those sections which would be least affected by any changes in the 
 waterfront and not attempting to complete the whole until the time of 
 the expiration of the present leasehold interests, which still continue 
 for more than twenty years. Even if undertaken now as one stu- 
 pendous contract by bringing earth by train for the purpose of mak- 
 ing the fill, the entire work could be accomplished by not to exceed 
 $17,500,000. If prosecuted by degrees, the outer or submerged sea 
 wall being constructed first so as to retain the fill material naturally 
 discharging and being discharged into the bay, the final work could 
 be accomplished at materially less cost. 
 
 "The area that would be added to the westward of the present 
 outer harbor line would be a trifle in excess of 310 acres. Deduct- 
 ing therefrom the acreage which would be absorbed, in slips and 
 streets, there would remain a new commercial area of a trifle over 
 200 acres. Much of this land so redeemed would have a value in 
 excess of |5.00 per square foot. Some parts have a lesser value. 
 Averaging the value to |5.00 per square foot, the new commercial 
 area thus created would have a value of |45,000,000. Deducting 
 117,500,000, there would remain a net i)rofit resulting from the un- 
 dertaking of $27,500,000. In addition to this there would be the 
 incalculable advantage and benefit accruing to the city by reason of 
 its ample streets upon a level grade, thus reducing the cost of all 
 transfer freighting along the waterfront; and there would be, more- 
 over, added 3.52 miles of frontage obtained by the increased length 
 of slips and thus a waterfront now possible of being developed to a 
 length of 7.73 miles would have a possible development of 11.05 
 miles. 
 
 "There will, no doubt, be honest and well meaning people who 
 will affirm that such an addition to our waterfront need never be 
 contemplated and who will continue to claim, as some do now, that 
 the 7.73 miles of possible frontage is already excessive. When we 
 turn to the report of the harbor commissioners for the city of New 
 York and read that their frontage is now 445 miles, and learn from 
 the same report the fabulous sums of money that are being expended
 
 PORT OF SEATTLE 109 
 
 to still further increase this mileage, we readily comprehend that our 
 city is at present poorly equipped for carrying on actual commerce, 
 but inasmuch as the major part of the growth of New York City has 
 taken place within a period of fifty years it certainly cannot be too 
 early to contemplate adding at least three miles of cheaply-made and 
 close-in waterfront facilities for the commerce of Seattle." 
 
 Since the date of the report the Denny Hill regrade has been completed, 
 most of the material therefrom having been deposited along the waterfront 
 between Lenora and Vine Streets, from the harbor lines outward. 
 
 In connection with the work of the Municipal Plans Commission, care- 
 ful soundings were made along the entire waterfront, which would be affect- 
 ed by the project referred to. These soundings have been platted on a map 
 of 300 feet to the inch, which is among the records of the Commission. A 
 study of this map clearly demonstrates that nearly all of the material dis- 
 charged by the hydraulic process sinks to the bottom, but little of it being 
 swept away by the tide; also that it would be feasible to build five piers on 
 the area filled having lengths varying from 800 feet to 1,900 feet and occu- 
 pying 2,500 feet of waterfront. The fill is apparently solid and stable, and 
 there is no doubt whatever that it will remain in place for all time, the tidal 
 currents having no effect upon it. This is mentioned here because it indi- 
 cates that the dwarf riprap sea wall mentioned in the City Engineer's report 
 may not be necessary. 
 
 The disposition of the vast accumulation of material from excavation 
 of basements and foundation walls, subways, etc., also clinkers and other 
 heavy refuse in a large city is in some cases more or less difficult 
 of solution. At New York these materials are loaded in bottom-dump barges 
 and discharged at sea or at least, in the lower bay. At Seattle the bay ofifers 
 inexpensive dumping ground for such material, and if the process of dump- 
 ing is watched and directed by the city authorities and in accordance with a 
 general plan, it will only be a matter of time when the moving of the water- 
 front westward can be accomplished at an expense which will be but a frac- 
 tion of the value of the reclaimed property. The city would then have at least 
 one more level north and south street connecting the north and south ends 
 of the city and an extensive area for wholesale stores, etc. 
 
 It will be many years before such project can be carried out, but the 
 Port of Seattle can well have it in care and see that from time to time ma- 
 terials dumped in the bay shall go to the right location. This will require a 
 carefully studied plan having in view the functions which the waterfront af- 
 fected is to discharge. 
 
 There are at present 60 boats in the Mosquito Fleet. Years hence the 
 number will be multiplied several times. There are also 220 steamers in the 
 coastwise or foreign trade which make this their terminal port or port of call. 
 Tlie number will greatly increase. The protected waters of Puget Sound and 
 channels to the north, even to the Alaskan ports, furnish area for unlimited 
 growth of the motor boat fleet. 
 
 The waterfront we are dealing with will, of necessity, be the port for all 
 these vessels and craft, and they will, if the development is properly guided 
 and guarded, occupy practically the whole of it. It follows that some por-
 
 110 PLAN OF SEATTLE 
 
 tions of this waterfront should be arranged for the smaller boats and other 
 portions for the passenger, mail and express steamers. Such an arrangement 
 gives scope for a plan which will greatly reduce the amount of lilling needed; 
 the smaller boats to find berths along frontage, as is suggested by the sketch 
 (see Plate No. 18). Two or three more watci-gates of the same class will be re- 
 quired. If these watergates are all located so as to occupy spaces oi)poHite 
 the deepest areas it will materially diminish the amount of lilling and speed 
 the day when the i)roject can be undertaken. 
 
 In the sketch it has been tentatively assumed tliat the marginal street of 
 the new waterfront would be at an elevation of approximately 26 feet above 
 datum, and that the service tracks pertaining thereto would be in shallows 
 crossed by bridges at the cross streets. The grades of the streets connecting 
 the existing Railroad Avenue with the new marginal street would be from 
 two to five per cent, according to location. On some such plan as this abund- 
 ant area can be reserved for park purposes, and with suitable care the water- 
 front can be made most attractive. 
 
 It will be so many years before the project can be carried out that it ought 
 not to affect in any way the improvement of Railroad Avenue, or the building 
 of sea walls along or near its west margin as provided for under the caption 
 "Sea Walls.-"
 
 Transportation 
 
 RAILROAD AVENUE, with its southerly extension, Whatcom Ave- 
 nue between Holgate and Spokane Streets, traversing the city's water- 
 front from Smith's Cove to Spokane Street, a distance of five miles, is the 
 most important thoroughfare, from a commercial standpoint, in the 
 city. ( See Maps No. 9 and No. 19. ) 
 
 All traffic to and from the waterfront must avail itself of this avenue, 
 and, being a water level street, it is advantageous for all through street traffic 
 to and from Interbay, Ballard, Duwamish Valley, West Seattle, the Tide Flats 
 and Youngstown, without encountering adverse grades. 
 
 On the west side of the avenue are the piers, where passengers arrive 
 and embark, and where freight is transferred between boat and car. On the 
 east side, and to some extent on the west side, are found commercial and busi- 
 ness houses. Hoth sides of the avenue must have adequate railway facilities 
 for handling freight economically. 
 
 At the present time the railways have franchises which, if used to their 
 limit, would occupy practically the whole avenue except a narrow margin 
 along its west side, which is frequently crossed by the curved tracks leading 
 to the piers and as a consequence is rendered of but little value as a high- 
 way. 
 
 That part of the avenue between King Street and Pike Street is now 
 actually occupied by eight tracks laid fifteen feet apart on centers, the center 
 line of the most easterly one being also the boundary line of Northern Pacific 
 property on the east side of the avenue from Yesler Way to Pike Street, so 
 that one rail of this track is on the avenue and the other on Northern Pacific 
 property. 
 
 The busiest part of the waterfront is between Yesler Way and Pike 
 Street. It is here that most of the steamers, and the "Mosquito Fleet" find 
 berthing. As a consequence, the avenue between the streets named is more 
 occupied by wagons, cars and people than it is north of Pike Street or south of 
 Yesler Way, although the latter locality is also subject to some congestion. 
 The width of the avenue proper varies from one hundred and twenty feet to 
 one hundred and eighty feet. 
 
 Between King and Bell Streets the railway companies are prohibited, by 
 ordinance, between the hours of 7 a. m. and 9 p. m., to use their tracks for 
 other purposes than switching, and between Main and Union Streets they 
 are prohibited to move cars or trains whatsoever between the hours of 7 :30 
 and 10 a. m. and 4 :30 and 9 p. m. 
 
 From Marion Street to Smith's Cove the avenue has never been improved, 
 except that between Marion Street and Bay Street a plank roadway is laid, 
 beneath which the tide ebbs and flows. At Bay Street the roadway is diverted 
 to Elliott Avenue, along which it is carried on a pile trestle tewnty-six feet 
 wide to Smith's Cove. From Marion Street to Canal Waterway, the avenue 
 has been brought to grade by filling and has been planked.
 
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 TRANSPORTATION 113 
 
 From Holgate Street to Bay Street tracks encumber most of the avenue 
 and teams have to find their way along or across them as best they can. 
 
 Some attempt is made to keep the avenue clean, but this is not percepti- 
 ble in lasting effect. The conditions are deplorable and the appearance of 
 the avenue is a discredit to the city. 
 
 The avenue should be brought to width of not less than one hundred and 
 eighty feet at all points. 
 
 A sea wall should be built along the west side of the avenue, from Madi- 
 son Street to Smith's Cove and the avenue tilled, as described under the 
 caption "Sea Walls." The avenue should then be paved its entire length, 
 Holgate Street to Smith's Cove, and Whatcom Avenue also should be fully 
 improved from Holgate Street to Spokane Street. 
 
 The filling of tiie avenue will rcniuire about 2,500,000 cubic yards. Vari- 
 ous other plans for improving conditions on the avenue have been under con- 
 sideration as follows: 
 
 The building of an elevated street over the avenue between Spokane 
 Street and Smith's Cove for ordinary street traffic, the existing avenue to 
 be abandoned for street uses and left to the sole use of the railways. 
 This plan which, at superficial glance, has some attractions, has been found 
 complicated by necessities that would arise, such as building inclines, or 
 ramps, elevating many cross streets between Railroad Avenue and First 
 Avenue, with resulting heavy damages to street frontages, reconstruc- 
 tion and rearrangement of piers and buildings, etc. Also, the project, when 
 fully carried out, would compel all street traffic passing to and from the water- 
 front and that part of the city south of Yesler Way, to cross the elevated 
 street. In other words, the traffic described would have to go over a hill, both 
 going to the waterfront and returning therefrom. 
 
 It was found that the ultimate cost of such a plan would be enormous. 
 With all the economy that might be found reasonable, it is not probable that 
 an elevated street could be built of permanent materials, with the changes 
 and special construction that would be required, for less than ten million 
 dollars. This, under all the conditions, would be prohibitive. 
 
 Another plan considered was that of utilizing Elliott Avenue, the south 
 end of which is at Pike Street, for tracks, and placing thereon all the tracks 
 except those serving the piers. This would relieve Railroad Avenue from 
 Pike Street northward to a great extent 
 
 This plan, however, would require that the grade of Elliott Avenue bo 
 lowered to at least elevation 10 for t'-ack level and that overhead an elevato.1 
 street be built for ordinary street traffic, rendering it extremely difficult to 
 reach Railroad Avenue or the waterfront therefrom, and then only by taking 
 property for inclined roadways in the tier of blocks which lies between Rail- 
 road Avenue and Elliott Avenue, damaging or destroying much street front- 
 age and necessitating the construction of costly structures, etc. 
 
 All projects for providing for P.ailroad Avenue street traffic, by elevated 
 street plans, are further complicated by the fact that from the East Waterway 
 to Smith's Cove the waterfront will some day (doubtless many years hence) 
 be moved to a line farther west, as has elsewhere been described. Tlie tracks 
 which serve the waterfront will then go with it to the new location, leaving 
 only the tracks which serve the stores and warehouses along the east side
 
 114 PLAN OF SEATTLE 
 
 of the avenue. The running tracks north of the Great Northern Tunnel 
 portal will uitimatpiy hp uniUTOSsary. The tunnels from the tide flats to the 
 proposed Central Station, near the south end of Lake Union, will i)rovide the 
 only proper location for those tracks, thus removing practically all schedule 
 trains from Railroad Avenue. 
 
 While the suggested elevated street along Kailroad Avenue would result 
 in easier grades on several cross streets, thence to First Avenue, this advan- 
 tage would he fully offset by the "hill" mentioned, which would obstruct traf- 
 fic between the waterfront and a large part of the city south of Yesler Way 
 as described. 
 
 Again, the easier grades obtainable for a few streets west of First Avenue, 
 would not greatly affect the situation, except along a part of that avenue. We 
 would still have to contend with the existing grades on First, Second, Third 
 and Fourth Avenues, all of which can be more efiBcaciously done by building 
 an incline (funicular) railway from Railroad Avenue up to First Avenue 
 on Virginia Street, as described later. 
 
 After much study of all the conditions, it seemed better to seek a com- 
 paratively' inexpensive solution of all complications presented to Railroad 
 Avenue but which would answer every pur[)ose for a long term of years, or 
 until the waterfront should be moved westward, when plans can be devised 
 to meet the conditions arising at that time. 
 
 In connection with a plan that was once suggested for a temporary over- 
 head street on the avenue, between Yesler Way and University Street, it was 
 understood that the railways were willing to remove two of their tracks from 
 the avenue in order to provide room for inclined roadways from the proposed 
 overhead street to the level of the tracks and i)iers on the avenue. There 
 seems no doubt of their willingness to give up two tracks, and relay their 
 remaining tracks thirteen feet centers instead of the present fifteen feet cen- 
 ters, and also shift the tracks serving the piers somewhat to the west, or to a 
 line whence to the piers the curves would generally conform to a radius of 
 193.18 feet. They would also rearrange their tracks on Whatcom Avenue, 
 as outlined on Map No. 19. Having done all this with the purpose in view 
 of leaving a clear roadway for street traffic along Whatcom and Railroad 
 Avenues, the conditions would be as follows: 
 
 By reference to Plate No. 19, it will be seen that on the east side of What- 
 com Avenue there will be a street one hundred thirty-one feet wide in the 
 clear; on the easterly side of Railroad Avenue from Whatcom Avenue to Yes- 
 ler Way a street varying in width from fifty-five feet to eighty-five feet in 
 the clear. This street is cros.sed diagonally by two tracks at Railroad Way, 
 to give the Great Northern and Northern Pacific access from their yards to 
 the tracks serving the waterfront. These Railroad Way tracks are, in turn, 
 crossed by two diagonal tracks for switching movements. The street is also 
 crossed by two tracks from east to west side, near Connecticut Street, per- 
 mitting Columbia and Puget Sound trains to reach their terminal, and the 
 switching of Northern Pacific and Chicago & Milwaukee cars between the 
 Colorado Avenue tracks and the waterfront. There is also a single Northern 
 Pacific track cro.ssing Railroad Avenue from its Colorado Street yard to the 
 rear of industries located on West Massachusetts Street. 
 
 In the course of time a number of these crossings, or at least the move-
 
 Municipal Plans Commission 
 
 of (he 
 
 City of Seattle. 
 
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 Proposed Location of Railway Tracks 
 
 Railroad and Whatcom Avenues 
 
 Scale 
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 116 PLAN OF SEATTLE 
 
 ment over them, will be diminished by a more gcueral use of tracks leadiug 
 from Duwamish Avenue into Whatcom Avenue direct to the west side of 
 Railroad Avenue. 
 
 At the present time there are four tracks on Railroad Way, hut the rail 
 ways are willing to remove two of them. The Great Northern and Northern 
 Pacific, under their franchises relating to Railroad NN'ay, are obligated to buihl 
 a street traffic bridge over their tracks when the necessity arises and denmnd 
 therefor is made by the city, so that the grade of the street may be sejjarated 
 from that of the tracks. The cost of such structure, plus frontage daumges, 
 \M)uld be serious, and when demand for separation of grades is made the rail- 
 ways will, beyond question, abandon the use of these tracks and rely upon the 
 Whatcom Avenue tracks from Duwamish Avenue. (See Map No. 19.) 
 
 From Yesler Way to Pike Street, five tracks are provided, two on the 
 west side serving the waterfront, and three on the east side. The most east- 
 erly track of the three is located on Northern Pacific property to serve the 
 produce houses in that vicinity. There remains a clear roadway vseventy-one 
 feet wide for street traffic. 
 
 From Pike Street to Bell Street four tracks are provided, two on either 
 side. 
 
 From Bell Street to Smith's Cove, six tracks are provided, two on the west 
 side and four on the east side, two of the latter being for running tracks 
 north of the northern tunnel portals, and two for serving existing or future 
 industries. 
 
 The avenue from Pike Street to Seventeenth Avenue West has a varying 
 width from one hundred twenty feet to one hundred eighty feet, but should 
 be widened to one hundred eighty feet throughout. 
 
 After the widening has taken place and tracks have been shifted to their 
 pro{)er positions, there will remain ninety-three feet of clear street between 
 Pike Street and Bell Street and sixty-seven feet of clear street between Bell 
 Street and Seventeenth Avenue West. 
 
 Before the widening has taken place, it is feasible to attain a clear width 
 of fifty-six and one-half feet from Pike Street to Bell Street and from Bell 
 Street to Vine Street, a varying width of from thirty feet to sixty-seven feet, 
 but, from Puget Avenue to Seventeenth Avenue West only ten feet of clear 
 roadway could be had. The necessity for widening the avenue to its full 
 width of one hundred eighty feet throughout its whole length is plain. 
 
 All widening of the avenue mentioned should preferably be on and along 
 its west side. 
 
 The tracks on Whatcom and Railroad Avenues, having been rearranged 
 as above outlined (see cross sections on Plate No. 19) will provide all needed 
 railway facilities for many years, although in time some congestion may be 
 looked for. 
 
 It will be seen (see Maps Nos. 9 and 19) that both on Whatcom and Rail- 
 road Avenues the plan provides a street sub.stantially clear of tracks, other than 
 the crossings described, all the way from Spokane Street to Smith's Cove. 
 
 When, in the future, it shall become imperative that greater width of 
 clear street be had, the tracks on the east side of Railroad Avenue should be 
 elevated on a permanent structure so designed as to permit the free movement 
 of vehicles and pedestrians beneath it. This will give ample street room for
 
 TRANSPORTATION 117 
 
 an indefinite time, and after the readjustment of the waterfront the elevated 
 tracks will continue to serve the east side of the avenue. 
 
 The subway planned for Atlantic Street (see Separation of Grades on 
 the Tide Flats, Map No. 19) will have its west portal at the east line of Rail- 
 road Avenue. The inclined approaches to this portal are to be along Kailroad 
 Avenue, one from the north and one from the south, at an angle of about seven- 
 ty-three degrees with the center line of the subway and with descending grades 
 of two per cent, more or less, as may be hereafter determined. The clear width 
 of these approaches is fifty-six feet. It is designed that they should be used 
 not only for approaching the subway but also for the traffic north and south 
 along Railroad Avenue, thus avoiding crossings of spur tracks along the west 
 side thereof. 
 
 The north portal tunnel grade of the Oregon-Washington Railway & Nav- 
 igation Company, when built, should be fixed at an elevation which will give easy 
 grade connections thence to track.s on the east side of Railroad Avenue, whether 
 elevated or at street grade; also, when the tracks on the east side of Railroad 
 Avenue are elevated, the tracks of the Great Northern from the north portal of 
 its tunnel northward to the avenue will necessarily have to be adjusted to the 
 new conditions. It is believed, however, that many years will elapse before the 
 tracks on the east side of Railroad Avenue will necessarily have to be elevated, 
 especially that part of the avenue from Pike Street northward. 
 
 Some shifting of the tracks, which, on this plan, will necessarily cross 
 Railroad and Whatcom Avenues, as previously mentioned, will at that time 
 have to be made to suit conditions then existing. This relates to connections 
 between elevated tracks and tracks at street level, as well as to conditions which 
 may hereafter arise, but which cannot now be foreseen. 
 
 When the tunnels from the tide flats to Central Station are built, it should 
 result in the practical abandonment of the running of schedule trains on both 
 Whatcom and Railroad Avenues, except those of the Columbia & Puget Sound 
 Railway, which may continue to occupy a short section of Railroad Avenue in 
 connection with its terminal. In other words, at that time five tracks on the ave- 
 nue north of Washington Street should be sufficient. 
 
 It should be noted here that, at the present time, schedule trains are not 
 permitted to run on the avenue between Railroad Way and Bell Street during 
 the day time, and that when the plan, as outlined, is in effect, the tracks on both 
 Railroad and Whatcom Avenues will be devoted altogether to switching, with 
 the exception above mentioned. 
 
 Switching operations are far less dangerous than those of schedule trains, 
 but when the switching on the east side tracks become perilous, they can be 
 largely confined to night service. Gates can also be installed at the foot of cross 
 streets, and, ultimately, the tracks themselves can be elevated, if necessary, as 
 mentioned. 
 
 An ideal plan for Railroad Avenue will not be feasible until many years 
 hence, when the Central Waterfront is moved westward. The opportunity will 
 then come of introducing features which will be ideal and permanent, and 
 which will include park areas, a formal architectural water gate, etc. 
 
 When surrendering portions of their rights of way on Railroad Avenue and 
 Railroad Way for the accommodation of street traffic, the railways will natur-
 
 118 PLAN OF SEATTLE 
 
 ally, and with justice, insist that new franchises for competing railways shall 
 not be granted alonf; the areas or strips which may be released. 
 
 On the other hand, the city should require that the tracks remaining on 
 the avenue be for the connnou use of all steam railways. 
 
 When Elliott Place (the diagonal street connecting Western Avenue with 
 Klliott Avenue between Lenora and I'.ell Streets) and JIagnolia Way shall have 
 been improved, access to the waterfront and Kailroad Avenue will be provided 
 as follows: 
 
 King Street, maximum grade to Third Avenue South, 0.5%. 
 Jackson Street, maximum grade to First Avenue South, 3.0%. 
 Washington Street, maximum grade to First Avenue South, 4%. 
 Yesler Way, maximum grade to First Avenue South, 4%. 
 Columbia Street, nmximum grade to First Avenue South, 10.9%. 
 Western Avenue, maximum grade to Virginia Street, 4.0%. 
 Elliott Avenue and Elliott Place, maximum grade to Pike Place, 4.5%. 
 Magnolia Way, maximum grade to Denny Way, 2.1%. 
 
 There are heavier grades on First, Second, Third and Fourth Avenues 
 south of Virginia Street than upon certain streets leading east from Railroad 
 Avenue to these avenues. These avenues must therefore be reached chiefly from 
 the north through Magnolia Way, Elliott Avenue, Elliott Place, Western Ave- 
 nue and Pike Place. 
 
 A team will haul, on a continuous three per cent grade, only thirty to 
 thirty-five per cent of the weight it will haul on a level. 
 
 In other words, if there is a certain tonnage to haul from the waterfront 
 to points on the avenues mentioned, from three to five times as many trips of a 
 team are necessary, in so far as weight is concerned, as would be required if 
 the streets were level. The effect of this is to greatly increase congestion, with 
 its resulting wear and tear on pavements, in addition to the exorbitant cost 
 of cartage per ton. 
 
 It is obvious that some method should be found, if possible, which will 
 make a radical improvement in these conditions. This method exists, beyond 
 any doubt, in the inclined (funicular) railway, or inclined plane, already re- 
 ferred to. Inclines of this character have been u.sed in several cities in Europe 
 for many years. Pittsburg, Pennsylvania, where seven or eight of them are in 
 operation, is the most notable example in this country. 
 
 The profile view of such a railway, as shown on Plate No. 20, is designed to 
 meet conditions on Virginia Street, from the foot of the street at Railroad 
 Avenue to its intersection at First Avenue, whence along Pine and Pike streets 
 the avenues can be reached on nearly a level haul, there remaining only a few 
 blocks in the whole business area of the city where an upgrade would have to 
 be faced. 
 
 Such an incline would have two tracks and cars, operated by eable and 
 electric power, one going down while the other goes up, and each ear to carry 
 two large teams, and passengers, also, if desired. It would be simple and effec- 
 tive in its operation and would doubtless save enough in street wear, to say 
 nothing of the annoyance of congestion caused by heavy teams and trucks, to 
 pay the expen.se of its operation. Its installation cost would be between |12."),000 
 and 1150,000.
 
 /Pai/rom^ ^r^ 
 
 /=tJlr PUr»
 
 120 PLAN OF SEATTLE 
 
 Several of the I'ittsburg inclines were built by Diesclier & Son, Pitts- 
 burj:;, IV'iinsvlvania, who have furnished vanuable informatiou touching the 
 cost of tJK'ir construction. 
 
 If one of these inclines is built at Seattle, it will be successful, and the build- 
 ing of several others will follow. Two could l)e built at West Seattle, one on 
 the extension of West Spokane Street u|) the iiill, and another near West Wait 
 Street, aI)out four thousand tiiree hundred feet south of the ferry slip. 
 
 Investigation should also be made to determine the feasibility of such in- 
 clines to surmount several otlier hills in the city, notably Queen Anne Hill, 
 Beacon Hill, First Hill and Capitol Ilill. 
 
 SEPARATION OF GRADES ON THE TIDE 
 
 F L A T S 
 
 The tide flats east of the margin of the East Waterway and north of Du- 
 waniish Avenue comprise an area of 1,4.")0 acres, streets included, occupied to 
 a large extent by the local freight an 1 passenger facilities and yards of the 
 railways. There are extensive areas, however, outside of and between railway 
 properties which, owing to their proximity to the Imsiness center of the city 
 and accessibility from the railways and waterfront, have great value for manu- 
 facturing, storage and wholesale business. 
 
 The tracks, properties and franchises of the railway companies extend north 
 and south and spread out east and west, substantially parallel with each otlier, 
 leaving certain avenues between them unobstructed. In common with other 
 parts of the city, the street traffic is mostly north and south. The time is at 
 hand, however, to plan the separation of grades so as permit of east and west 
 traffic. 
 
 It was at one time proposed that certain avenues and streets be elevated 
 to a level which would permit railway trains to pass freely beneath them at any 
 point, the clear head room between tracks and elevated structures to be not less 
 than twenty-two feet. A condemnation ordinance was adopted by the city 
 council, but subsequently repealed, which would have established this plan. As 
 a consequence, at this date, no general plan for separation of grades exist. 
 
 The cross-town streets which it was proposed to elevate were Connecticut, 
 Holgate, Lander, Ilanford and Spokane Streets. Among the north and south 
 avenues to be elevated were Fourth, Sixth, Eighth and Ninth Avenues South, 
 and part of Seattle Boulevard and Whatcom Avenue. 
 
 The original plan for elevated streets did not extend south of Spokane 
 Street, but the later construction of the Argo railway yard and of the pro- 
 posed Duwamish Waterway would have made necessary an extension of the 
 plan further south. 
 
 This plan has been .studied in detail and has been found to present nmny 
 complicated situations. Its cost with permanent materials seems prohibitive. 
 
 A\'herever streets were elevated we would have basements of one or two 
 stories, aggregating a height of not less than twenty-five feet which, being 
 below the street level, would be dark and unwholesome during the winter. In 
 other words, in order to improve these properties, the buildings would have 
 to be brought to an elevation of twenty-five feet above ground level before 
 reaching the street where ordinary business would be transacted.
 
 TRANSPORTATION 121 
 
 Assuming, however, tliat only certain streets were raised, tliere would 
 arise a demand for street communication between tlie basements mentioned and 
 those situations where streets were not elevated. Tills demand would iiave 
 to be met to a reasonable extent by paving, etc., on tiie ground level below 
 elevated structures, so that the final outcome would be, to a great degree, 
 streets of two stories, one on the ground level, tiie other on the elevated struc- 
 ture. Many inclined roadways would also be necessary to enable those located 
 on streets below elevated level to reach the latter, resulting in extensive dam- 
 age to property frontages. 
 
 The outcome, in a long term of years, might be the elevation of ail the 
 streets. But meantime, the paving of streets on the ground level and the 
 building of inclined roadways to upper level would have to be provided for, 
 at least to a great extent, in jusiice to property holders who could not afford 
 to wait for the opportunity to improve their properties, and also because the 
 space will be required by business growth of the city. It all amounts to this, 
 that once fairly embarked on the elevated street plan, the city miglit look 
 forward to the outlay of great sums by all concerned, amounting in the aggre- 
 gate, damages and all included, to not less than |23,000,000, with the possi- 
 bility that even this amount would not sufiBce. 
 
 The problem of the separation of grades has been satisfactorily worked 
 out in many eastern cities. The outcome generally depends, in tlie ultimate 
 analysis, on topographical features, because cost is, in the main, dependent upon 
 them. It is desirable, of course, that tracks and streets should both be in the 
 open air. In most cases track elevation is found to be, by far, the best solution. 
 
 At Chicago, where there has been more track elevation than in any other city, 
 the result has been so satisfactory that the railways have begun, of tiieir own 
 accord, to make applications for the privilege of extending the improvements 
 into the suburbs. (See Plates Nos. 21, 22, 23 and 24.) 
 
 In a case like that of the Pennsylvania Railway at New York, where the 
 track level is kept low by the nece.ssity of a tunnel under a stream, the only 
 solution may be found in having the tracks below street level, at least for a 
 short distance. 
 
 The New York Central, in its approach to the Grand Central Station in 
 New York, is elevated at the Harlem Kiver end, but is in a subway at the 
 south end, all due to topographical requirements as affected by limiting grades 
 and other conditions. 
 
 The only reasonable, in fact the only feasible, solution of the problem at 
 Seattle appears to be that of elevating the tracks. (See Map No. 19.) 
 
 This is provided for by raising the running tracks and certain yards by 
 filling, and by bridging across and over such streets as are to remain open, 
 these streets being in some instances depressed a few feet where they cross be- 
 neath the tracks or railway yards, by the introduction of grades of two to four 
 per cent, in order to lessen the height and consequent expense of retaining 
 walls, fills, etc., pertaining to the raised tracks, etc. The streets under these 
 bridge's are usually termed subways. 
 
 In work of this kind, it is generally necessary, as preliminary to the con- 
 struction of permanent bridges, to use pile or frame timber trestles for a 
 time. Where these trestles are well built of good timber, there is no essential 
 reason wliy they should not remain in use for a few years until the life of
 
 V22 PLAN OF SEATTLE 
 
 the tiiiilxT is f^one, although it is preferable, on some accounts, to replace 
 tbem witli permanent work at a comparatively early date. 
 
 Tiie Iciijitlis, widths and heights of subways and the precise local ion of 
 their center lines should be determined by conference between city and railway 
 authorities, when the time arrives to prepare plans for actual construction. It 
 is obvious that the width of a subway can be safely loss than the general width 
 of a street passing tlinnigii it. In a subway teams do not back up against or 
 stand alongside the curb, and there being no shop windows, crowds do not 
 collect. A subway forty to sixty feet wide has a capacity equal to, if not 
 greater, than an eighty-four foot street in a business district. 
 
 The map locates subways on Atlantic, Holgate, Lander, Hanford and 
 Spokane Streets, Seattle Boulevard, Ninth Avenue South and Lyons Street, 
 also at the Argo yard. All other locations of subways shown upon the map 
 should be considered tentative and dependent on future developments, but it 
 is assumed here that the number of subways indicated will be sufficient for any 
 probable growth or development except as may be required by new franchises. 
 
 Plans for subways generally provide for supporting columns on each curb 
 and at least one line of columns in the center of the street, dividing the traffic 
 to the right and left. In the few cases where wide subways have been built, 
 two and even three sets of .supporting columns have been permitted in the road- 
 way, in addition to those at the curbs. 
 
 The minimum height of a subway will always depend upon the use which 
 is to be made of it. Where it is a matter of ordinary street traffic, twelve feet 
 has been found ample, but where a street car line is to be provided for, four- 
 teen feet answers all purposes. 
 
 It is not necessary that subways be built to provide crossings at all streets. 
 On the contrary, a subway once in three to five blocks has generally been 
 found, in Chicago and other eastern cities, to be more than sufficient for all the 
 needs of traffic. 
 
 The plan does not propose that industrial tracks .shall be elevated ex- 
 cept in instances where, as in the case of the Colorado Avenue yards of the 
 Northern Pacific, it is thought desirable to retain two such tracks along one 
 side of the property. When the other tracks of this yard are removed, as 
 they will be by the time the Auburn yard is in full operation, the property not 
 occupied by the two tracks mentioned will thereafter doubtless be leased for 
 industrial purposes and remain at the level of Whatcom Avenue, while the two 
 tracks mentioned will be elevated, there being elevated running tracks on Colo- 
 rado Avenue adjoining them on the east. It may be found desirable, as in the 
 case of the industrial tracks each side of the Oregon-Washington Railway & 
 Navigation Company running tracks on Fifth Avenue, or in similar locations, 
 to do likewise, depending on circumstances that cannot now be predicted. 
 
 The various sections of the flats that are not occupied by the railways are 
 areas to be devoted to manufacturing, wholesale business, storage, etc., espe- 
 cially of heavy productions, and the seiwice tracks required therefor should be 
 at ground level. Switching on industrial tracks presents but little peril, but 
 when for any reason it does become dangerous, it should be largely or wholly 
 carried on at night. 
 
 There can be no serious objection to a single industrial track on the east 
 side of Utah Avenue, another on the west side of Occidental Avenue and still
 
 TRANSPORTATION 123 
 
 another on the east side of Oriental Avenue. If more tracks are essential in 
 these cases, the right of way for them sliould be provided by the property 
 which tliey sen-e, or otherwise these avemies where this necessity arises 
 should be widened. However, sjenerally speakinjj, industrial tracks siiould be 
 confined to alleys running north and s )uth. Frandiises for such tracks cross- 
 in"; avenues anywhere between Kinj; Street and Duwaniish Avenue and east 
 of ^^'hatconl Avenue, sliould not be granted unless they are to be elevated at 
 least at the crossings. The main avenues, namely, First, Fourth, Sixth, Eighth 
 and Ninth Avenues Soutli, not now occupied by tracks, will all be needed for 
 street traffic. They are the only wide streets remaining to accommodate tlie 
 vast north and south traffic of the future and should be kept clear of all tracks 
 that are not elevated, those required for street car or rapid transit service 
 excepted. 
 
 Spokane Street track should remain in use until track elevation in its 
 vicinity is about to be undertaken, when the railways siiould be given the 
 option of elevating it, or removing it and depending on Duwamish Avenue 
 tracks to perform its functions. 
 
 The plan provides for the elevation of the Argo yard with subways on 
 Whatcom, First, Fourth and Eighth Avenues South. The lengths of these 
 Argo subways, however, will depend on the area of yard which is to be occu- 
 pied by tracks. It seems possible that the railways will find it advantageous 
 to establish there a joint yard in connection with Harbor Island and west side 
 tracks. 
 
 South of the Argo yard and tlience to Black River, the running tracks 
 are all close under the slope of the hill on the east side of the valley and will 
 be crossed here and there, as elsewhere described, by short overhead bridges, 
 to provide for street connections between streets of the valley and those of the 
 high ground east of the tracks. 
 
 That part of the so-called shore line track, property of Northern Pacific 
 Railway, devoted to industrial service, now located on Ninth Avenue Soutii, 
 between Lyons Street and Hanford Street, a distance of three blocks, should 
 cross Ninth Avenue South by introducing sharp curves, so as to make tlie cross- 
 ing of the avenue shorter. (See Map No. 19.) This track should be elevated 
 at this crossing, and Ninth Avenue South should be somewhat depressed so 
 as to provide part of the head room for a subway. Ninth Avenue Soutli. from 
 Wiuthrop Street to Hinds Street, a distance of three blocks, should be widened 
 to one hundred feet, to accommodate the future traffic, not only of Ninth Ave- 
 nue South, but also that of Seattle Boulevard. The above is in line with the 
 proposition referred to that no tracks should be permitted to cross the remain- 
 ing main avenues at street grade. If it becomes necessary to grant such fran- 
 chises, they should provide for elevation of tracks coincident with the elevation 
 cf other tracks in the vicinity or with which they may be connected. 
 
 In connection with the street elevation project, it was formerly pro- 
 posed to make Connecticut Street the first elevated cross street south of the 
 passenger stations. This street, however, is not far enough south for sub- 
 way crossing purposes. The tracks and yards south of the passenger and 
 freight stations are to be raised, but it would be hardly feasible to raise the 
 stations themselves, with their tracks, which, to a degree, are held down by 
 street grades and tunnel portals.
 
 124 PLAN OF SEATTLE 
 
 As a consequence, the first crossing of the tracks south of the stations 
 must he far enouj^h sontli to h^ave distance for perniissihle firadcs fnmi track 
 level at top of suhway, when built, down to the station facilities mentioned. 
 Atlantic Street is the first street to the south where this condition exists. 
 
 Note should be made here of two situations relating to Atlantic Street 
 subway between Railroad and Utah Avenues. First, a clear width of fifty 
 feet is deemed suflBcient for this subway. On account of local conditions a 
 ,!,'reater width is not easily attained. Second, at the southeast corner of I 'tali 
 .Vvenue and Atlantic Street the doubls' tracks of Seattle Electric Company 
 curve from Atlantic Street into Utah Avenue, where they unite in a single 
 track leading south to the repair shop. It would be just as well if there was 
 but the single track around the corner instead of two tracks, and the Seattle 
 Electric Company will be willing to make this change, placing the switch near 
 First Avenue South. This will improve conditions approaching the incline 
 to the subway from the east. 
 
 The north and south inclines leading to Atlantic Street subway are indi- 
 cated as fifty-six feet wide, because street traffic along Railroad Avenue will have 
 to pass along through them. 
 
 Also at Whatcom and Dakota Streets, the tracks should be kept as low 
 as practicable to give the tracks leading to ITarbor Island the easiest pos- 
 sible grades, because in time heavy trains of freight will he hauled to and 
 from tile Island and the west side. 
 
 As above indicated, the Northern Pacific will in due time remove mo.st 
 of its Colorado Avenue yard. It is a safe prediction that ])arts of other rail- 
 way property, instead of being raised and used for tracks, will be leased to 
 industries. This, however, is a matte:- which belongs to the railways, and 
 which will be determined by them. 
 
 Material necessary for the filling required by track elevation may be ob- 
 tained, from time to time, from such regrades within reasonable distance of 
 the flats as the city may be called upon to undertake, or may be hauled in cars 
 from excavations made along the rights of way of the ditt'erent railway companies. 
 
 Tentative estimates have been prepared of the cost of elevating the tracks, 
 but obviously such estimates can only be definitely made when the time ar- 
 rives for undertaking the work. The expenditures required of the railways 
 will altogether ultimately amount to eight or nine million dollars. This, of 
 course, should be spread over a term of years, as may be arranged between the 
 city and the railways. 
 
 It is proper to remark that the representatives of the engineering de- 
 partments, both here and in the east, who have been consulted with and who 
 have to do with this subject for the several railways, were formerly somewhat 
 of the opinion, as was the writer, that the streets and not the tracks should 
 be elevated, but this opinion was only general and tentative in its character. 
 In no case had occasion arisen for thorough investigation of the merits in- 
 volved, r.ut now, after having followed in detail the studies made in behilf 
 of the Municipal Plans Commission, and having had time to consider the mat- 
 ter, we are all in full accord with the conclusions reached and stated above. 
 
 In view of the existing financial depression the railways would naturally 
 consider it a hardship were they compelled to begin the work of track eleva- 
 tion at an early date. Furthermore, prs'paratiou of plans, conferences between 
 city and railway officials, etc., will consume much time.
 
 TRANSPORTATION 125 
 
 When the work begins it slioulcl go on progressively, year after year, anJ 
 from north to south; that is, the first subways built should be those on At- 
 lantic Street; the next, Ilolgate Street, and so on, one after the other, as de- 
 velopment, or rather necessity, requires. 
 
 The sums to be expended are large and will increase the burden carried 
 by the railway companies. They are justly entitled to plenty of time in making 
 these investments. 
 
 On the other hand, the development of the property is a business necessity 
 to its owners, and the railways will, incidentally, be greatly benefited thereby. 
 
 It is here deemed fair to say that actual work of track elevation should 
 not begin before September 15, 1913. This will give approximately two years 
 to preliminaries. 
 
 It is not easy to name a date when the work should be completed. It 
 depends upon the prosperity of the city and the railways and the growth of 
 business enterprises on the flats. It is a matter which should be left to the 
 future and the fair and reasonable consideration of the merits of the .situa- 
 tion as then presented. It is altogether probable that when a considerable 
 part of the work has been completed, the railways will prefer to finish the bal- 
 ance promptly and thus get it out of the Avay. 
 
 STEAM RAILWAYS 
 
 Topographical conditions led existing railways to enter Seattle either from 
 the north or south. The same conditions preclude the entrance of new roads 
 by other than practically the same general routes. 
 
 Intelligent planning requires quite thorough study of the railway possi- 
 bilities as an aid to the prediction of what will occur in case new railways seek 
 to enter. 
 
 The problem of the entrance of new railway lines into the city may, from 
 a general point of view, be divided into three sections: 
 
 First: Routes for railways desiring to enter from the south. 
 
 Second: Routes for railways desiring to enter from the north. 
 
 Third: The location for an ultimate union passenger station, herein re- 
 ferred to as Central Station, where all the lines may conveniently converge. 
 
 These sections will be considered as follows: 
 
 First: Entrance from South. There are two routes open to a railway 
 seeking entrance from the south. One is parallel with existing lines north of 
 Black River Junction, and the other by way of Renton and Rainier Beach. 
 (See riate No. 25.) 
 
 Two arterial highways have been laid out, one on each of the existing 
 railway rights-of-way between Black River and Argo Junction. The distance 
 between these two highways varies from 800 feet to 1,800 feet, thus leaving 
 a strip of sufficient width to accommodate all the lines that will seek an en- 
 trance by this route. Main line tracks should be confined to the space be- 
 tween these two arterial highways, because such arrangement will least inter- 
 fere with the industrial development of the valley, and will greatly simplify 
 the grade separation problem. 
 
 Tracks that may be located on the marginal ways paralleling Duwnmish 
 Waterway, should be confined to serving waterfront and industrial proper-
 
 tij 
 
 ^ 
 
 sno momism cp yNjf 
 
 Municipal Pljins Commission 
 
 of Hie 
 
 City of Seattle 
 
 Suggested Railway Approach 
 
 lo 
 
 Proposed Central Station 
 
 aooo 3 a I o 
 
 September 19)1. 
 
 4 a '2 (6000 fe^ 
 
 Virgil G. Bogue Engineer 
 
 PLATE JSfO. 25
 
 TRANSPORTATION 127 
 
 ties. Franchises for tracks on marginal ways should not be granted without 
 reserving common user or joint ownersliip rights for the railways that may 
 desire to enter that territory. Preferahly they should be built, owned and 
 operated by the Port of Seattle, so as to give all railways equal access to the 
 districts served thereby. 
 
 A railway desiring to enter by Kainier Beach route should follow a 
 northwesterly direction adjacent to the southerly and westerly side of the 
 proposed marginal way along the southwesterly shore of Lake Washington 
 to Rainier Beach, thence continuing in a northwesterly direction to a possible 
 connection with a Dunlap Canyon line in the vicinity of the center of Sec. 28, 
 T. 24 N., R. 4 E. A tunnel approximately 4,000 feet long will be required 
 in passing thence beneath the south end of Beacon Hill to the Duwamish Val- 
 ley. A new road entering by this route would then either have to obtain track- 
 age rights from the existing railways, or work its way along the east side 
 of the Oregon-Washington Railway & Navigation Company's right-of-way 
 to the property between Sixth and Eighth Avenues South, in the vicinity of 
 Connecticut Street. From this position a connection could be advantageously 
 made by tunnel through to the south end of Lake Union. 
 
 Either one of these schemes would involve expensive condemnation and 
 difficult work, but both are feasible. A railway entering via Rainier Beach, 
 as suggested, upon tunneling beneath the south end of Beacon hill, would 
 have the alternative of working north along the east side of the present rights- 
 of-way, which would involve heavy cutting, or crossing over existing tracks 
 and coming down to the west of them. In the latter event, heavy grading 
 would be avoided, yet in order to reach the freight terminal lands available 
 near Connecticut Street referred to, a long and expensive recrossing of all 
 the existing lines would have to be made. 
 
 Xew railways entering as outlined may, of course, gain access to the 
 waterfront by condemnation. A better way, however, would be by the use 
 of the Port of Seattle tracks on the marginal streets and by acquiring com- 
 mon user or joint ownership rights in existing tracks. 
 
 Through Dunlap Canyon a railway connection may be had between the 
 tracks in the Duwamish Valley and the Rainier Beach route, in the vicinity 
 of Cloverdale Street and Forty-sixth Avenue South. From thence a line 
 may be extended north through the Rainier Valley. From the vicinity of 
 Jlorgan Street and Forty-second Avenue South, to the vicinity of Angeline 
 Street and Thirty-seventh Avenue South, a tunnel about 5,300 feet long 
 would be required, the grade being four tenths per cent. This tunnel would 
 be much shorter, if a steeper grade were used. From the latter point the 
 railway may extend northward, along a line a little easterly of Rainier Ave- 
 nue, to Holgate Street, or possibly further. 
 
 Seco.nd: Entr.vnce from North. The country north of Lake Union and 
 the Lake Washington Canal has been studied with a view of ascertaining by 
 what routes new railways may gain entrance from the north. 
 
 It was found, that, while it is feasible to construct lines over the upland 
 between Lake Washington and Puget Sound, such routes would not be sat- 
 isfactory on account of the heavy work that would be necessary and the poor 
 grades obtainable. There appears to be no reason, however, why another 
 railway cannot be built from Seattle northward, following closely tlie route of
 
 128 PLAN OF SEATTLE 
 
 the Northern Pacific line along the west side of Lake Washington and via 
 Maltlty Suniniit. over which a niaxiiiiuMi grade of eight-tenths per cent is 
 obtainable. Along the west side of tiie lake, between I'ontiac P>ay and Mc- 
 Aleer Creek, while the slopes rise abrui)tly from the shore, there should be 
 no great dirticulty encountered in widening to accommodate a second, or even 
 more, tracks. 
 
 In case another railway seeks to enter Seattle from tlie north, it is prob- 
 able that much the same thing would happen as occurred between Seattle and 
 I'ortland, when the Oregon- Washington Railway & Navigation Company de- 
 cided to build north to Seattle. The new road effected a combination with the 
 Northern Pacific to come in over its lines under an arrangement by which 
 a second track was built. Even if this is not done an improvement and 
 straightening of existing lines is necessary. 
 
 A new alignment from Pontiac southwesterly may be obtained with a 
 maximum grade of seven-tenths per cent. In the south half of Sec 10, T. 
 25 N., K. i E., a tunnel about 3,000 feet long will be reciuired. l''rom the 
 westerly end of the tunnel the route should be westerly approximately along 
 the line of East Forty-fifth Street, to a crossing of the old Northern Pacific 
 Railway line, thence southwesterly through a tunnel ai)proximately 4,800 feet 
 long, emerging in the vicinity of Northlake Avenue and Ninth Avenue North- 
 east, thence westerly along the north side of hake Uni(m to the vicinity of 
 Woodlawn Avenue, thence by bridge to a connection with the proposed Cen- 
 tral Station tracks. 
 
 Under a similar arrangement a combination might be made with the 
 Great Northern by which another railway may obtain running rights over its 
 coast line, thus entering Central Station by way of Salmon Bay. 
 
 A new entrance to the city has been worked out by the Great Northern 
 via the crossing at Salmon Pay Narrows in the vicinity of Thirty-fourth 
 Avenue West, and thence southeasterly to a connection with the Interbay 
 tracks. Connecting with, and in conformity to this new arrangement, a 
 line may be constructed easterly skirting the north side of Queen Anne 
 ITill to Central Station. From Roy Street northwesterly an average upgrade 
 of thirty-two hundredths per cent will carry this proposed main line over the 
 highways and freight and yard tracks at the north end of Interbay district, 
 as shown on Map No. 11. 
 
 Under this arrangement the tracks on the Ballard side should be de- 
 voted principally to industrial switching purposes in which event two running 
 tracks along the north side of Salmon Bay will be suflBcient. 
 
 A new railway entering via the Great Northern coast line may reach Lake 
 Union over tracks either on the north or the south side of Salmon Bay. In 
 the former event there will be introduced serious grade separation problems 
 and the probable necessity of additional running tracks. 
 
 TiiiRn: Central St.vtion. Summing up the situation, it appears that 
 the desirable avenues of railway ingress and egress are three in number and 
 are so located that they form a huge Y, the branches of which may be de- 
 scribed as follows: (See Plate No. 25.) 
 
 (1) The Great Northern route, via Salmon Bay and easterly side of 
 Puget Sound.
 
 TRANSPORTATION 129 
 
 (2) The Northern Pacific route, north along the west side of Lake 
 Washington. 
 
 (3) Any line entering over the south tide flats, produced northward to 
 Lake Union. 
 
 These three principal routes intersect on the southwest side of the Lake 
 Union Basin, which practically determines the location of the Central Station, 
 where sufficient area may be had to accommodate all the roads and allow for 
 future growth. Investigation demonstrates that the requisite area may he made 
 availaltle and that the proper location for the station is at Koy Street and 
 Central Avenue. 
 
 Not the least attractive feature of this location is that the station would 
 be on Central Avenue, the axial highway of the city, and be virtually part 
 of the Civic Center. 
 
 It would be especially advantageous to the great population which will 
 eventually live along the shores and territory adjacent to Lakes Washington 
 and Samiiiamish. These people will come to the Lake Union landings in 
 motor boats, ferries and lake steamers and disembark in the near vicinity of 
 Central Station. 
 
 Tiie three routes leading to the proposed Central Station have been so 
 planned that it will be feasible to eliminate all grade crossings along the main 
 lines through the city. (See Map No. 12.) 
 
 One of the most important results to be obtained by the establishment 
 of Central Station near Lake Unicm, and in the construction of tunnels from 
 the tide flats leading thereto, will be the elimination of substantially all schedule 
 trains from Railroad Avenue. The safety of the public, the appearance and 
 prosperity of the waterfront, and the well-being of the cit^' at large, depend 
 greatly upon the adoption of this plan. 
 
 The construction of Central Station at Lake Union by the existing rail- 
 way's will not mean an abandonment of their present passenger stations, for 
 these will be required to accommodate the south end. Furthermore, the rail- 
 ways which now have their freight depots, passenger coach and storage yard 
 facilities on the south tide flats, will, of necessity, maintain them there. It is 
 not intended that they be removed to the proposed yards on the west side of 
 Lake Union and the north side of Queen Anne Hill, because the available 
 room there will be needed by the railways coming from the north. 
 
 The plans prepared show that in order to provide the area for Central 
 Station it has been necessary to encroach somewhat upon Lake Union. This 
 has been done in order to provide room for future growth of station facili- 
 ties. The encroachment has been reduced as much as practicable upon the 
 plans, but the fact is that, when Central Station shall have been erected on 
 the site proposed, it will be necessary to encroach still more upon the lake. 
 Even though no Central Station should be established as proposed, encroach- 
 ment upon the lake would be necessary. The only highway which is avail- 
 able for traffic between the north and south ends of the city, except Eastlake 
 Avenue and Fifteenth Avenue West, is "Westlake Avenue, the most central 
 and desirable of the three. This avenue will jirove totally inadequate to the 
 needs of the future. When the population of the north side has become half 
 a million, as it will before many years elapse, it will be impossible to accom- 
 modate all the travel on Westlake Avenue and it will be necessary to regrade
 
 130 PLAN OF SEATTLE 
 
 the east face of Queen Anne Hill, i)ull down the slo])e and establish at least 
 two more streets on easy grades, eouueiting with the bridges at Stone Avenue 
 and Fremont Avenue. This is inevitable and will follow the growth of the 
 city "as the night the day." 
 
 It is not exjiected that the Central Station project will be carried out in 
 the immediate future, but that it will be developed as the city outgrows the 
 present facilities and new railways have to be provided for. It will be essen- 
 tial to new roads from the north. Central Station should be made available 
 to all railways and to that end the city should, in the granting of franchises 
 for the terminal tracks and approaches thereto, insist iiiioii either common 
 user, or, preferably, joint o\\Tiershij) provision. 
 
 In connection with the location of Central Station it is important that 
 sufficient room for coach storage and cleaning yards and facilities be provided, 
 preferably outi^ide the station grounds, but conveniently near. Such facilities 
 may ])e develoi>ed on the area between the proposed new main line along tlie 
 north side of Queen Anne Hill, and Lake Washington Canal from Fremont 
 Avenue to Fourteenth Avenue West (see ^lap No. 11). The same location 
 would also be convenient and necessary for a general yard, as a center of 
 switching operations, and for the breaking up, or making up, of freight trains. 
 
 Single Teumix.vl M.\n.\gement: The jdans suggesting methods of 
 developing industrial and waterfront jiroperty all provide for switching tracks 
 wherever necessary, whether along marginal wajs or other streets. It is 
 im])ortant that all these tracks and facilities be co-ordinated and oy;erated un- 
 der one management, serving the entire city and vicinity, for the following 
 reasons : 
 
 (1) It would eliminate the duplication of trackage and terminal facilities. 
 
 (2) It would be an economic advantage to the community as a whole 
 in the reduction of the amount of land used for yard ])urposes, and the land 
 thus released would, in most cases, l)e desirable business or industrial prop- 
 erty. 
 
 (3) It would simplify and reduce the cost of operation. 
 
 (4) It would greatly facilitate prompt delivery of cars. 
 
 (5) It would make of the port and the city a terminal unit, which should 
 work to the advantage of Seattle's industrial and business concerns, and as- 
 sist them in competition with other cities. 
 
 In case of such terminal management, private or miinicipal, there are 
 two yard locations which are desirable as parts of the terminal facilities; 
 first, the location referred to on the south side of Lake Washington Canal be- 
 tween Fremont Avenue and Fourteenth Avenue West, the second between Cen- 
 tral Avenue, produced, south through the Duwamish Valley and the easterly 
 margin of the existing railway rights-of-way from the vicinity of Kenyon 
 Street to the neighborhood of Black River Junction. In the latter location 
 there may be made available for trackage and yard purposes a strip of land 
 from GOO feet to 1,200 feet wide, and apT)roxiiiiately five miles long. IMore 
 land is also available in the Interbay District. 
 
 Sub-freight and passenger stations should be established about the city 
 at convenient points for serving the various local districts. 
 
 The number and location of such stations will depend largely on local 
 development of the respective districts they are to sei-ve, consequently the mat-
 
 TRANSPORTATION 131 
 
 ter of their definite establishment may be left for determination, from time 
 to time, as the need arises. 
 
 RAPID TRANSIT SYSTEJI 
 
 The unique topograj)hy of the site of Seattle, by reason of its surround- 
 ing water areas, has made the city one of magnificent distances. There are 
 nearly sixty square miles of land area in the present city limits, which would 
 occupy, in case of a city of generally rectangular area, about seven and three- 
 quarters miles square. Under such conditions a ride of four miles would reach 
 from the outskirts to the probable business center. 
 
 In order to include the present sixty square miles of land area, along and 
 between its water areas, Seattle stretches thirteen and one-half miles from 
 its northerly to its southerly boundary, and while only two miles in width 
 from bay to lake along Yesler Way, the site broadens as it goes northward to 
 over eight miles, and towards the south to almost the same breadth. 
 
 This hour-glass shape places the largest areas of present and future resi- 
 dence district development at an average of at least fifty per cent further from 
 the city's center than would be the case in a site of equal land area, imbroken 
 by water areas, and generally rectangular in shape. From the outskirts of 
 the present city, in any of its four quarters, it is six or seven miles to the cen- 
 tral business section. 
 
 The urban transportation problem is complicated by the varied topography 
 resulting from both exterior and interior bodies of water. Hills, which in 
 other vicinities would be dignified as mountains, rise with more or less 
 abrupt slopes from the water's edge to elevations exceeding four hundred feet. 
 Ridges obstruct the routes to large valley districts beyond. The water areas, 
 with their irregular outlines, compel detours and circuits for transportation 
 routes in every direction outward from the city center. These varied natural 
 features are, however, a scenic asset and commercial opportunity of Seattle. 
 They present an unrivaled combination of location and site. 
 
 The city's growth will be retarded with a tendency to develop congested, 
 undesirable and unhealthful districts unless rapid transit facilities are provided. 
 Business men, and workers generally, cannot be served by a surface street 
 railway system, over lines stretching out six or seven miles, with stops at 
 every street crossing, consuming from thirty minutes to an hour twice each 
 daj'. And the more the population increases in these suburban sections over 
 which the city must expand, the more difficult the problem becomes. 
 
 This statement of the case applies to the present city area. When we 
 consider the additional ninety square miles covered by this report, it must be 
 evident that the expansion cannot come without rapid transit facilities. Se- 
 attle is neither likely to cover another six miles northward nor a like growth 
 southward by the mere extension of surface lines which require almost an 
 hour to carry passengers to the present limits. The development of the dis- 
 trict beyond Lake Washington cannot be expected so long as nearly half an 
 hour must be spent in reaching the lake shore. Rapid transit has placed Ta- 
 coma, although thirty miles away, within an hour and a quarter of Seattle. 
 
 Recognizing that rapid transit mu<t soon be earnestly considered, it has 
 been deemed proper to include in this report some suggestions along this line. 
 The study of the metropolitan area, present and future, with reference to
 
 132 PLANOF SEATTLE 
 
 arterial highways, naturally carried with it the thought and provision for 
 future rapid transit routes. In order to preserve and systematize the results 
 of this study, Jlap No. 3, illustrating what seem to lie desirable rapid transit 
 routes, has been prepared, together with a general description of each route. 
 (See Appendi.v No. 3.) 
 
 A rapid transit system must develop progressively as deuuinds and re- 
 sources permit; therefore, when the time comes that there is a definite move- 
 ment to establish rapid transit facilities, either by the city itself or by any 
 corporation duly authorized for that purpose, this plan will be useful only as 
 a basis for careful study of routes. 
 
 The proposed rapid transit route from the Civic Center to the (Jueen 
 Anne section of the city was suggested by Mr. George F. Cotterill, Civil I'.n- 
 gineer, long a resident of that neighborhood. (See Route No. 4, Appendi.x 
 No. 3.) 
 
 The Rapid Transit System as outlined would consist of the following 
 mileage inside the present city limits: 
 
 Subways 33.00 miles 
 
 Tunnels 5.50 " 
 
 Elevated 27.40 " 
 
 Surface 24.85 " 
 
 Total 90.75 miles 
 
 There would also be 30.40 miles of surface lines outside present city limits, 
 the probability being that surface lines, wherever found, would generally be 
 rebuilt as either subway or elevated in the course of time. 
 
 Any ])ortion of the line which passes through a ridge so deep below the 
 surface that to reach a station established thereon would require elevator serv- 
 ice, is considered as tunnel. 
 
 YARROW r, A Y T U N N E L 
 
 The future development of the region east of Lake Wa.shington will de- 
 mand attention to the question of transportation. Ferry service will not 
 wholly meet the needs of the distant future. The area to be served is so large 
 and the benefits so great that the expenditure of an enormous sum of money 
 will eventually be justified in order to place the entire area lying between 
 Lakes Washington and Sammamish within the zone of rapid transit. 
 
 A route for such a line is indicated on Map No. 1, leaving the surface 
 from Highway No. 05 east of the lake at a point three-quarters of a mile 
 south of Northup Landing, thence descending for a distance approximately 
 two miles to the east shore of Lake Washington; thence under the lake for a 
 distance of about one and three-quarters miles to its west shore; thence on an 
 ascending grade for a distance of approximately three miles to the inter- 
 section of Dexter Avenue and Mercer Street, at an elevation of approximate- 
 ly zero. If desired, this line could curve to the south on Dexter Avenue, 
 reaching the Civic Center loop subway on a grade of about four per cent 
 and permitting a connection with the Central Rapid Transit System. 
 
 The gradients required in passing beneath the lake depend on the distance 
 from the lake's bottom down to the tunnel. This could not be fixed without
 
 TRANSPORTATION 133 
 
 careful investigation in all possible ways of the character of the material to 
 be encountered, and is the most important engineering problem involved. 
 While this and other problems would present themselves for solution, we are 
 quite safe in assuming tiiat the work as a whole would not be more serious 
 than are other works now contemplated in other parts of the world. 
 
 INTERURBAN SERVICE 
 
 The existing interurban electric lines should eventually occupy part of 
 the proposed rapid transit system. The line of the Seattle-Everett Traction 
 Company, which now enters the city over Greenwood Avenue, should enter 
 the present city limits preferably in subway at the intersection of Eighty-fifth 
 Street and Fremont Avenue; tiience via Fremont Avenue and Arterial High- 
 way No. 9 to Central Avenue, where it will connect with rapid transit system 
 and reach tlie station at the Civic Center via Central Avenue. 
 
 The Tuget Sound Electric Railway, which enters the city from the south, 
 should eventually connect with the Rapid Transit System a little north of 
 Black River Junction and continue thereon to the Civic Center with grade not 
 exceeding three per cent. 
 
 Local interurban trains Avill return from the Civic Center to their respec- 
 tive destination — Everett or Tacoma — but tiirough trains will pass tiirough 
 the Civic Center Station, thus establishing a through line between Everett 
 and Tacoma. 
 
 STREET RAILWAYS 
 
 The location of the important street railway lines is essentially an arterial 
 highway ])r()biem, because the advantages in grades and distances that make 
 an avenue desirable for vehicle traffic are usually the principal factors in de- 
 termining the choice of street car routes. 
 
 In the outer districts the street railway extensions will naturally be made 
 along tlie main higlnvays, so that the solving of the arterial street problem de- 
 termines tile location of street car lines. 
 
 In tlie central portions of the city the problem is complex, requiring spe- 
 cial study and the consideration of many factors that must of necessity be taken 
 into account. 
 
 A serious phase of the street railway situation arises from the fact that 
 practically all the traffic north and south through the business district is forced 
 into the few available avenues between the waterfront and the brow of the 
 first hill. The rushing congestion during rush hours is even now somewhat 
 acute, so that the question of relief is not a future problem but one pressing 
 for solution at the present time. The immediate improvement of the situa- 
 tion is not so much a question of additional trackage as it is a re-routing 
 problem which requires extensive study, and should be worked out in a spirit 
 of co-oiK'ration between the city and the operating companies. Some addi- 
 tional loops in the north and south ends of the business district are needed, 
 the actual locations of which should be based on traffic studies. 
 
 The larger problem of future street railway development will be made 
 much easier in its solution by the carrying out of the Civic Center plan and 
 the opening up of the projiosed new highways. There is a large area sur-
 
 134 PLAN OF SEATTLE 
 
 rounding the Civic Center in whidi practically all the streets will ovcntually 
 be available for street car lines, making it feasible to arrange almost any com- 
 bination of loops that may lie needed. It would be dillicult at this time to de- 
 termine in detail just what may be required. The more important improve- 
 ments are outlined in conformity- with the other plans suggested for the city's 
 development. 
 
 The street encircling the Civic Center, except that portion on the west- 
 erly side between Lenora Street and I?ell Street, and the encircled area should 
 be kept clear of street railway lines in order to avoid congestion and noise. 
 The terminal loop may be formed as follows: Beginning at Central Avenue 
 and Seventh Avenue, thence southerly on Seventh Avenue to Ninth Avenue 
 North, produced southerly to Virginia Street; thence westerly on Virginia 
 Street to Third Avenue; thence northerly on Third Avenue and the encircling 
 street to Battery Street; thence easterly on Battery Street to the place of be- 
 ginning. Adjacent to these major loops, smaller ones can be readily worked 
 out as needed. A cross town connecting line on Denny Way will probably 
 be required. 
 
 Through traffic should be diverted to the eastward of the Civic Center 
 by routing cars on Westlake Avenue and Ninth Avenue North produced soutli 
 to Stewart Street, and with connections westward via Wall and Battery Streets. 
 
 There are several principal routes of street railway travel leading into the 
 business center, i. e.: 
 
 (1) The luterbay, Fort Lawton and Ballard Beach lines entering via the 
 west side of Queen Anne Hill. 
 
 (2) The Queen Anne Hill lines. 
 
 (3) The Fremont-Ballard and Stone Way or Central Avenue lines en- 
 tering along the east side of Queen Anne Hill. 
 
 (4) The Eastlake-Eavenna and Northeasterly lines entering via Eastlake 
 Avenue. 
 
 (5) The hill lines serving the territory betw^een Broadway and Lake 
 Washington and entering via Pike, Pine, Madison and James Streets and 
 Yesler Way. 
 
 (6) Jackson Street, Rainier Valley and Beacon Hill lines entering via 
 Jackson Street and Dearborn Street. 
 
 (7) Duwamish Valley and West Seattle lines entering via the south tide 
 lands. 
 
 The development of the city in accordance with the proposed plans will 
 not materially change these main routes of travel, but a j)roper utilization of 
 the new highways will make i)Ossil)le a greatly improved street railway system. 
 
 For convenience the suggested extensions will be taken up by group num- 
 bers. 
 
 First: The arterial highway commonly known as Magnolia Way, to be 
 extended from Second Avenue and Denny Way northwesterly to Elliott Ave- 
 nue and fiercer Street, should be utilized by the lines entering via the west side 
 of Queen Anne Hill, thereby greatly improving the service. 
 
 Second: The Queen Anne Hill service is a difficult one, but may be ma- 
 terially improved by utilizing the proy)osed artery to the top of the hill at 
 West Howe Street and Seventh Avenue West, via a new diagonal street from 
 Fifth Avenue and Denny Way to First Avenue West and Olympic Mall,
 
 TEANSPORTATION 135 
 
 thence along Olympic Mall and Eighth Avenue West to West Howe Street. 
 The existing East Queen Anne line should be improved by utilizing the pro- 
 posed diagonal cut-off between Prospect and Aloha Streets. 
 
 Third: The densest street railway traffic in the city will probably be that 
 passing along the westerly side of Lake Union. The replatting suggested in 
 connection with Central Station will help the situation greatly. Under this 
 scheme there will be four streets available for car lines. They should all be 
 utilized as suggested on Map No. 4, in order to reduce congestion to the 
 minimum. 
 
 The plaza at Broad and Mercer Streets in front of the Central Station 
 will become an important terminal and transfer point. At that place a com- 
 fort station and waiting shelters will be required. In front of the lake boat 
 and ferry terminal.s at the southwe.sterly end of Lake Union will he another 
 important transfer point where a comfort station and waiting shelters should 
 also be provided. 
 
 Fourth: The widening and extending of Howard Avenue North, making 
 it one of the principal arteries along the east side of Lake Union, will be of 
 great benefit to car service from the northeasterly part of the city. Both East- 
 lake Avenue and the new highway will be needed to handle the traffic. The 
 cars routed over Howard Avenue North may enter the central district through 
 Fairview Avenue and Virginia Street. 
 
 Fifth: It is evident that additional routes must be provided to serve the 
 territory now served by the hill lines, in order to avoid congestion. Olive 
 Street should be utilized by the Bellevue-Summit line and possibly by some 
 other of the hill line.s. In case a tunnel is con.structed from Union Street and 
 Ninth Avenue, eastward to either the vicinity of Broadway or to Spring 
 Street and Tenth Avenue (see Arterial Highways), provision should be made 
 in it for a street railway line. Such a route will eventually be necessary. 
 
 Sixth: The street railway lines from the southeasterly portion of the city 
 are at this time causing considerable congestion in the vicinity of Jackson 
 Street and Fourth and Fifth Avenues South. That this condition will rapidly 
 grow worse, unless relieved, is evident. Fifth Avenue will become available 
 and should be utilized to carry a portion of the street car traffic. The exten- 
 sion of Prefontaine Place, southeasterly to Dearborn Street and Ninth Ave- 
 nue South, can be utilized to advantage. The proposed arterial highway located 
 to the west of Rainier Avenue, which is to be extended from Twelfth 
 Avenue South and Jackson Street northwesterly to Fourth Avenue and Madi- 
 son Street, will be an important factor in reducing congestion of street rail- 
 way traffic in the vicinity of the existing passenger stations. Part of the cars 
 from Rainier Valley and the southeasterly district should be routed over this 
 new street and thence via Fourth and Fifth Avenues into the central district. 
 
 Seventh: A street railway line should be constructed on Fourth Avenue 
 South in order to relieve First Avenue of the burden of carrying practically 
 all of the West Seattle and Duwamish Valley street car traffic. Sixth and 
 Eighth Avenues South should eventually be utilized to carry a portion of the 
 Duwamish Valley street railway traffic, as it becomes necessary to relieve 
 First and Fourth Avenues South. 
 
 Eighth: A street car line along Highway No. 6fi to North Broadway, 
 thence along East Aloha Street to Twenty-third Avenue North, with connec-
 
 13G PLAN OF SEATTLE 
 
 tions to Central Station, Taylor and Ward Street and to the Civie Center (see 
 Map No. 4), will much reduce the di^-tauces between the Capitol Hill district 
 ou the one hand, Central Station, (^ueeu Anne Hill and the Civic Center on 
 the other; at the same time it will greatly relieve the Pike and Pine Street 
 lines. 
 
 The growth of Seattle's waterfront business to the magnitude e.\pccted, 
 will make a system of waterfront street railway lines a necessity, practically 
 as follows: 
 
 (1) A line on the easterly Duwamish Marginal Way. 
 
 (2) A line on the westerly Duwamish Marginal Way. 
 
 (3) A loop line on Harbor Island. 
 
 (4) A loop line on the tidelaud area west of the W^est W^aterway. 
 
 (5) The Alki Point line. 
 
 (0) A connection between the above lines and Whatcom Avenue via West 
 Spokane Street. 
 
 (7) A line on Whatcom and Railroad Avenues from the easterly Du- 
 wamish marginal way to the intersection of Kailroad Avenue and Seventeenth 
 Avenue West. 
 
 (8) A belt line following the waterfront around Queen Anne Hill via 
 Seventeenth Avenue West, Tliorndyke Avenue, Nickersnn Avenue and West- 
 lake Avenue, and thence to Kailroad Avenue via liroad and Harrison Strei^ts. 
 
 (9) A belt line following the waterfront around ilagnolia ISlutf and Fort 
 Lawton districts from Seventeenth Avenue West, via West Wheeler Street, 
 Joliet Avenue, Logan Avenue, and the proposed marginal way to the inter- 
 section of Oilman Avenue extended and Thirty-fourth Avenue West; thence 
 via Oilman Avenue and other streets to a connection with Seventeenth Avenue 
 West. 
 
 The suggested changes and the proposed extensions from the Civic Cen- 
 ter outward, are shown on Map No. 4. 
 
 FERRIES 
 
 This subject has been touched upon in a disconnected manner along with 
 the suggestions made for the treament of the waterfront in the various dis- 
 tricts. Eventually a considerable proportion of Seattle's poinilation will de- 
 pend more or less upon transportation by ferries. Consequently the ferry 
 service is destined to become one of importance. 
 
 The successful development and operation of the various ferry lines will 
 be of moment to the entire city, and to obtain the best results the ferries should 
 be owned and operated by the Port of Seattle. 
 
 The ferry service falls naturally into two main divisions: 
 
 (1) Those operating on Elliott Bay and Puget Sound. 
 
 (2) Those operating on the lakes. 
 
 (1) The principal ferry terminals on Elliott Pay will be in the Central 
 Waterfront District, including Madison and Harrison Streets. Ferries from 
 West Seattle, Alki Point, Harbor Island, the foot of Twenty-eiglith Avenue 
 Southwest, and the Magnolia liluff District in the vicinity of Wolf Creek, 
 and eventually from points across Puget Sound will be operated to and from 
 these terminals.
 
 TRANSPORTATION 137 
 
 In order to give the Harbor Island District a sliort connection witli tlie 
 wholesale and manufacturing district, a ferry should be operated across the 
 East Waterway at Railroad Avenue as suggested under the caption "Harbor 
 Island." If found desirable, similar service may be provided across the West 
 Waterway at Railroad Avenue. 
 
 (2) The ferry service across Lake Washington will l)e of even greater 
 importance than that on Elliott Bay on account of the great length of the lake 
 (IS miles) and the large jMjpulation that will idtiinately inhabit the extensive 
 area on the east side of the lake. Ferries from the vicinity of Bellevue, Yar- 
 row, Kirkland, Juanlta and points north will eventually operate through the 
 canal into Lake Union, utilizing the proposed ferry terminal at the south end 
 of the lake. The most important ferry terminal for the south half of Lake 
 Washington will undoubtedly be at Day Street because a maximum grade of 
 three per cent along the sliortest route may be obtained from that point into 
 the center of the city. Ferries from IJellevue, Mercer Island and other points 
 on the east shore of Lake Washington will be operated to the Day Street 
 terminal. Madison Street and Yesler Way will continue to be important ferry 
 terminals. 
 
 A ferry will probably be required froTn the southerly' portion of fiercer 
 Island to some point in the vicinity of Seward Park. Ferry service will al.so 
 be required from May Creek and other points on the southeast side of Lake 
 Washington to Rainier Beach. 
 
 Eventually ferry routes will be established between points all around 
 Lake Washington.
 
 Closing Word 
 
 RECOGNITION of Seattle's needs has given rise to a new civir move- 
 ment in the right direction. The propriety of such recognition has 
 heeii made clear by precedent and this movement shows a readiness to 
 take advantaiiv of every suggestion and iielp in tlie upbuilding of a com- 
 munity having possibilities second to none. 
 
 These j)ossibilities have been reca()itulated in the foregoing pages, and 
 plans for their crystalization into actualities have been detailed. Every state- 
 ment, suggestion and general scheme or plan therein submitted, has been the 
 outcome of a careful study of the situation. 
 
 E.xpenditures of large sums will be demanded as the years roll on, but a 
 community which has already accomplished enough to excite world-wide ad- 
 miration will find means to continue a good work with but one possible out- 
 come; especially in view of the certainty that work performed ha])hazard and 
 piecemeal, or which does not follow an approved general plan, will co.st more, 
 produce less and be less creditable. 
 
 F I N A L L Y 
 
 The plan, with tlic cxcc[)ti()u of the Civic Center, the ulreet encircliny 
 the Civic Center, the extension of Dexter Avenue southward to the Civic Cen- 
 ter, the extension of Ninth Areinie southward from Denny M'ay to HU'fruri 
 Street, the position of Central Stations on the axis of Central Avenue, and the 
 fixed policy of keeping all waterways lohich face upon Elliott Bay free from 
 bridffes, need not be followed on precise lines in every instance, but the i)lan 
 should be deviated from only when detail studies ])reparatory to construction 
 show minor changes to be necessary, and any deviation should not be of such 
 nature or extent as to jeopardize the value and harmony of the plan as a 
 whole, or any part thereof. 
 
 The plan is set forth in words in this report, and illustrated, and explained 
 in the appendices and by maps, sketches, designs and illustrations accompany- 
 ing, which are made part hereof.
 
 APPENDIX NO. I 
 
 Arterial Highways 
 
 CENTRAL A V E N I' E 
 
 Beginning at the south line of Sec. 2o, T. i':! N., K. ') E., about 1,200 feet ea.st of the 
 west line thereof, and extending thence north, parallel to the west line, to the north line 
 of said section and produced north into Sec. 24, T. 23 N., R. 4 E., about 2,050 feet; thence 
 northwesterly, cros.sing the west line of saidSec. 24 about l,loO feet south of the northwe.st 
 corner of said section ; thence produced northwesterly, crossing the north line of Sec. 23, 
 T. 23 N., R. 4 E., about (ifJO feet west of the northeast corner thereof; thence produced 
 northwesterly about 470 feet and angling northwesterly, crossing the east and west center 
 line of Sec. 14, T. 23 N., R. 4 E., about 180 feet west of the center of said section and 
 extended northwesterly about <i70 feet to an angle point; thence northwesterly cro.ssing 
 tlie north Hue of said Sec. 14 about 000 feet east of the northwest corner of said Sec. 14; 
 thence extended northwesterly, crossing the west line of Sec. 11, T. 23 N., R. 4 E., about 
 890 feet north of the southwest corner of said section to a branch. The proposed width 
 of the above portion of this highway is 180 feet. 
 
 Proposed width 120 feet. Extending from the last named point, northwesterly, cross- 
 ing the north line of Sec. 10, T. 23 N., R. 4 E., about 2,200 feet east of the northwest 
 corner of said section; thence extended northwesterly about 1,920 feet to an angle point; 
 thence northwesterly crossing the west line of Sec. 3, T. 23 N., R. 4 E., about 450 feet 
 south of the northwest corner of said section ; thence continuing northwesterly about 1,520 
 feet to an angle point; thence northwesterly to an angle point on the north Hue of Sec. 23, 
 T. 24 N.. R. 4 E., about 1,860 feet west of the northeast corner of said section ; thence 
 northwesterly to the intersection of Fourth Avenue South and Colorado Avenue, all as 
 shown on Maps Nos. 7 and 8 of the proposed improvement of Duwamish Waterway. 
 
 Fourth Avenue South : Proposed width, 120 feet. Existing width variable from 
 Colorado Street to Seattle Boulevard. Existing width 100 feet from Seattle Boulevard to 
 Seattle Boulevard at about Lane Street; existing width variable to Washington Street. 
 See Map No. 19. 
 
 Prefontaine Place : Existing width from Washington Street to Yesler Way, 75 feet. 
 
 TnuiD Avenue: Existing width 84 feet from Yesler Way to Pike Street; existing 
 width 90 feet from Pike Street to Stewart Street. 
 
 Third Avenue Produced: Proposed width 90 feet from Stewart Street to the mar- 
 ginal street of the proopsed Civic Center. 
 
 Dexter Avenue and Dexter Avenue Produced : Propo.sed width 350 feet from the 
 nuirginal street of the proposed Civic Center to John Street ; proposed width 150 feet from 
 John Street to Mercer Street; existing width 00 feet. Existing width 80 feet, proposed 
 width 120 feet from Mercer Street to the connection with the proposed Stone Way Bridge 
 over Lake Union; proposed bridge 75 feet wide, all as shown on Map No. 12 of the pro- 
 posed improvement of Lake T^nion. 
 
 Stone Way : Existing width, variable; proposed width, 120 feet from Lake Union to 
 North Forty-sixth Street. 
 
 Stone Avenue: Existing width, 80 feet; proposed width, 120 feet from North Forty- 
 sixth Street to North Fiftieth Street. 
 
 Stone Avenue Produced: Propo.sed width through Woodland Park, 120 feet from 
 North Fiftieth Street to North Sixtv-fifth Street and West Green Lake Boulevard.
 
 140 PLAN OF SEATTLE 
 
 Aurora Avenue and Aurora Avenue Produced: Existinj; width, GC feet; proposed 
 width. 120 feet from North Sixty-fifth Street to North Seventy-third Street. 
 
 NoRTHHASTEiti.v DiAOONAL: I'roposed width, ll-'O feet, counectiug the intersection of 
 North Seventy third Street and Aurora Avenue with a point 33 feet south of the intersec- 
 tion of North i:ighty-second Street and Ashworth Avenue. 
 
 AsHwouTii Avenue: Existing width, 70 feet; proposed width, 120 feet, from North 
 Eighty-second Street to North Eighty fifth Street. Beginning at tlie intersection of North 
 Eighty-fifth Street and Ashworth Avenue; thence north along Ashworth Avenue produced, 
 about'3.20lt feet to tlie point of a curve to the left, radius 2,8155 feet, through 10° 15'; 
 thence northwesterly along a tangent 1,1"5 feet to the i)oint of a curve to the right, radius 
 2,8(i5 feet through 4i; 1.")', crossing the north line of Sec. 31, T. 2(J N., R. 4 E., about l.C")!) 
 feet west of the northeast corner thereof; thence northeasterly along a tangent 1,493 feet 
 to the point of a curve to the left, radius 5,730 feet through 8° 47', cro.ssing the east line of 
 Sec. 30, T. 2(1 N., II. 4 E., about 1,840 feet south of the northeast corner thereof; thence 
 northeasterly along a tangent crossing the north line of Sec. 20, T. 21! N., K. 4 E., about 
 950 feet east of the northwest corner thereof, and continuing northeasterly 1,730 feet to the 
 point of a curve to the left, radius 2,865 feet through 22° 51' ; thence northeasterly along 
 a tangent to said curve about 1,770 feet to the jxiint of a ctirve to the right, radius 2,805 
 feet through 9^ 45' ; thence northeasterly 1,581 feet along a tangent to said curve, crossing 
 the north line of Sec. 20, T. 2(! N., R. 4 E., about 2,300 feet east of the northwest corner 
 of said section; thence along a curve to the left, radius 1,140 feet through 0(j° 24'; thence 
 along a tangent to said curve about 027 feet; thence along a curve to the right, radius 955 
 feet through 45° 28'; thence northwesterly along a tangent 1,778 feet; thence by a curve 
 to the right, radius 955 feet through 31° 40', crossing the north line of Sec. 17, T. 20 
 N., R. 4 E., about 1,150 feet east of the northwest corner thereof; thence northeasterly 
 along a tangent to said curve, crossing the north line of Sec. 8, T. 20 N.,R. 4 E., about 1,700 
 feet west of the northeast corner of said .section ; thence continuing northeasterly, crossing 
 the east line of Sec. 5, T. 20 N., R. 4 E., about 1,430 feet south of the northeast corner 
 thereof; thence continued northeasterly to the Snohomish County line, crossing the north 
 line of Sec. 4, T. 20 N., R. 4 E., about 050 feet east of the northwest corner of said section. 
 Practically all grades on this avenue can be had within 3% ; a portion in Stone Way will 
 require 3.5%. That portion of this highway between the junction of Highways Nos. 33 and 
 34 is to be a boulevard not less than 100 feet in width (see Boulevard). That part of the 
 above location north of Eighty-firth Street is shown on 400-foot scale, field contour maps. 
 (Not printed.) 
 
 HIGHWAY NO. 1 
 
 Seventeenth Avenue West: Existing width, 120 feet, West Garfield Street to Law- 
 ton Way ; existing width, 100 feet, Lawton Way to West Bertona Street, grade 3% or less, 
 to West Wheeler Street ; existing grade, 0.57o to West Ray Street ; existing grade, 0.5% to 
 West Armour Street; grade proposed, 2% to 8.4 feet fill at West Barrett Street; 3% to 
 Grand Boulevard; existing l.S%> to West Bertona Street. 
 
 Thoundyke Avenue: Existing width, 100 feet. West Bertona Street Fifteenth Ave- 
 nue West; existing grade 1.57c, West Bertona Street to Ruffner Street; existing grade 
 0.5% to Emerson Street and Fifteenth Avenue West. 
 
 Grand Boulevard : Existing width, 100 feet. Seventeenth Avenue West to Twentieth 
 Avenue West. Viaduct 0.0% crossing G. N., N. P. and O.-W. Ry. tracks. 
 
 Twentieth Avenue West: Existing width, 100 feet. West Barrett Street to West 
 Bertona Street; existing width, 80 feet. West Barrett Street to West Halladay Street. 
 
 Lawton Way : Existing width, 75 or 80 feet from Fifteenth Avenue West to Twen- 
 tieth Avenue West. 
 
 Gilman Avenue: Existing width, 100 feet. West I?ertona Street to West Thurman 
 Street; existing grade 0.r>%, West Bertona Street to RulTner Street; existing grade 2% 
 to Thurnmn Sti'eet.
 
 APPENDIX NO. I 141 
 
 Oilman Avenue: Proposed northwesterly extension 90 feet wide to South Shil- 
 shole Place; jjroposed grade, 2.8% Thurman Street to Jameson Street; proposed vertical 
 curve to Ilarley Avenue; pr()i)Osed grade. 3.5% to Thirty-fourth Avenue West; proposed 
 grade, 3.5%. to South Shilshole Place. Elevated (4!)) proposed. Bridge 5G feet wide, 
 level, crossing Salmon Bay, north and south, center line about 335 feet west of the 
 center line of Thirty-fourth Avenue Northwest. (Overhead crossing at existing Great 
 Northern Railway and Market Street.) 
 
 Thirtv-sixth Avenue Nouthwest: Proposed grade, 1.2%, thence by curve to left 
 and a tangent to West Fifty-sixth Street and Thirty-sixth Avenue Northwest. Proposed 
 extension (Ui feet to branch Roadway of Seaview Avenue; thence north parallel and about 
 90 feet west of Thirty-sixth Avenue Northwest, proposed (JG feet extension, and propo.sed 
 grade 5% to ^^'est Fifty-ninth Street, crossing over both Great Northern and Oregon- 
 Washington proposed lines. 
 
 West Fifty-ninth Street: Existing width, G6 feet; proposed grade, 3% to Thirty- 
 fourth Avenue Northwest. 
 
 Diagonal: Proposed width. GO feet; proposed grade, 3.4% to grade at intersection 
 of Thirty-second Avenue Northwest and West Sixtieth Street. 
 
 Thirty-second Avenue Northwest: Proposed width, 66 feet; existing width, 66 
 feet from West Sixtieth Street to West Sixty-fifth Street; variable West Sixty-fifth 
 Street to West Seventy-fifth Street ; 30 feet West Seventy-fifth Street to West Eightieth 
 Street ; G6 feet West Eightieth Street to West Eighty-fifth Street. Existing maximum 
 grade, 4.8%. 
 
 Lawton Way : Proposed. Elevated roadway from Fifteenth Avenue West to West 
 Halladay Street. 
 
 West Halladay Street: Proposed width, 6G feet. Twentieth Avenue West to Twen- 
 ty-first Avenue West. 
 
 Joliet Avenue: Existing width, 100 feet. West Halladay Street to West Howe 
 Street. 
 
 Twenty-third Avenue West: Proposed width, 90 feet. West Howe Street to West 
 Garfield Street. 
 
 Twenty-first Avenue West: Existing width, 66 feet. West Halladay Street Thorn- 
 dyke Avenue. 
 
 Twentieth Avenue West: Existing width, 80 feet. West Halladay Street to Thorn- 
 dyke Avenue. 
 
 West Wheeler Street: Propo.sed elevated roadway. Fifteenth Avenue West to 
 Thorndyke Avenue. 
 
 grades • 
 
 Lawton Way : Elevated. Proposed 2% Fifteenth Avenue West to West Wheeler 
 Street; proposed 0.4% to West Halladay Street. 
 
 West Halladay Street: Elevated at Twentieth Avenue West; proposed 3.9% to 
 Twenty-first Avenue West. 
 
 .loLiET Avenue: Proi)osed 3.1% West Halladay Street to West Wheeler Street 
 (passing under West Wheeler Street Elevated) ; proposed 2.6% grade to West P.oston 
 Street; proposed 1.5% to West Howe Street. 
 
 Twenty-third Avenue West: Propo.sed 0.9%, West Howe Street to West Garfield 
 Street. 
 
 Twenty-first Avenue West: Proposed 3%, West Halladay Street to Thorndyke 
 Avenue. 
 
 Twentieth Avenue West: Proposed 0.4%, West Halladay Street to Thorndyke 
 Avenue. 
 
 West Wheeler Street: (Elevated.) Proposed 0.7% from grade at Fifteenth 
 Avenue West to the west line of Smith's Cove Waterway; proposed 5% to grade at 
 Thorndvke Avenue.
 
 142 PLAN OF SEATTLE 
 
 HIGHWAY NO. 2 
 
 WIDTH 
 
 Seventeenth Avenle Northwest: Existing, 66 feet ; propased, 80 feet, from Mar- 
 ket Street to West Sixty-second Street. 
 
 Diagonal: Proposed, 100 feet, connecting intersections of Seventeenth Avenue 
 Northwest and AA'est Sixty second Street with West Seventieth Street and Eli Avenue 
 Northwest, crossing West Sixty seventh Street about 140 feet west of Fourteenth Ave 
 nue Northwest. 
 
 Co.MroiNu Curves: Proposed, 100 feet; thence by a curve to right, radius 5G0 feet 
 through 43° ; thence by a curve to left, radius 1,320 feet through 38° 30' tangent to diag- 
 onal below at the intersection of Ninth Avenue Northwest and West Seventy third Street. 
 
 Diagonal: Propo.sed 100 feet, connecting intersections of Ninth Avenue Northwest 
 and West Seventy-third Street with Eighth Avenue Northwest and West Seventy-fifth 
 Street. 
 
 GRADES 
 
 Seventeenth Avenie Northwest: Existing 3%, Market Street to West Sixty- 
 second Street. 
 
 Diagonal: At West Sixty-second Street, proposed 1.1% to 14 foot cut at West 
 Sixty-third Street; proposed 1.1% to 4.0 foot cut at West Sixty-fourth Street; pro- 
 posed 1.1% to grade at West Sixty-fifth Street; proposed 3% to 2.0 foot cut at West 
 Sixty-seventh Street. 
 
 Curves: Proposed 3% to 1.0 foot cut at Eli Avenue Northwest on south; i)roposed 
 3% to grade at Eli Avenue Northwest on north; proposed 3% to 2.0 foot fill at Twelfth 
 Avenue Northwest; propo.sed 3% to 2.0 foot cut at Eleventh Avenue Northwest; to 8.0 
 foot cut at Tenth Avenue Northwest; to 11.0 foot cut at Ninth Avenue Northwest and 
 West Seventy-third Street. 
 
 Diagonal: Proposed 0.5% to 7.5 foot cut at Dibble Avenue; proposed 0.5% to grade 
 at Eighth Avenue Northwest and West Seventy fifth Street. 
 
 HIGHWAY NO. 3 
 
 Third Avenue: Existing width, 90 feet, from the marginal way around the pro- 
 posed Civic Center to Denny Way. 
 
 Denny Way: Existing width. 60 feet; proposed width, 90 feet from Third Avenue 
 to Second Avenue. 
 
 Magnolia Way : Proposed, width 120 feet, from Second Avenue and Denny Way 
 to Elliott Avenue; existing width, 100 feet. West Mercer Street to West Caler Street. 
 
 Fifteenth Avenue West : Proposed width, SO feet. West Galer Street to Emerson 
 Street, and 75 feet, Fifteenth Avenue West produced, from Emerson Street to Harbor 
 Line in Salmon Ray. Bridge proposed 75 feet wide. 
 
 Fifteenth Avenue Northwest: Existing width, 94 feet; proposed width, 100 feet 
 from the Harbor Line to West Sixty-fifth Street, that portion between West Forty eighth 
 Street and West Fiftieth Street to be 135 feet wide to provide roadways along the sides of 
 apj)roach to bridge. 
 
 Grades: Third Avenue. Denny Way and ^fagnolia Way, projiosed grade not to ex 
 ceed 3%. Elliott Avenue, Fifteenth Avenue West produced. Fifteenth Avenue North- 
 west. Leary Avenue and West Fiftieth Street, all grades 3% or less. Maximum exist- 
 ing grades 5% between West Fifty-first and West Sixty-fifth Streets. 
 
 HIGHWAY NO. 4 
 
 Proposed width. 00 feet. This avenue is a production of the present Lenry .\venue. 
 from West Forty-eighth Street to a point about 355 feet southeasterly of West Seventy- 
 seventh Street.
 
 APPENDIX NO. I 143 
 
 NouTHWESTKKLY DIAGONAL: Proposed width, ',H> feet. Beginning at the end of 
 Leary Avenue produced, with a curve to the left, radiu.s L',.50() feet through 19" 30' ; 
 thence northwesterly to the intersection of Twenty-eighth Avenue Northwest and West 
 Eightieth Street; thence along *^'-" right of way to the Loyal Heights Railway Co., 
 widening same to !)(> feet, all off the southerly side, between Twenty-eighth and Thirty- 
 second Avenues Northwest. 
 
 Grades: 3% maximum between West Forty eighth and Market Streets; 5% maxi- 
 mum, Market Street to Thirty-second Avenue Northwest. 
 
 HIGHWAY NO. 5 
 
 Sixth Avenue Northwest: Existing width, (iO feet; proposed width, 84 feet, all 
 off east side between Leary Avenue and West Forty eighth Street ; proposed, 84 feet by 
 reverse curve, radius l,8S.'i feet between West Forty-eighth and West Fifty-second Streets; 
 existing width, 60 feet ; proposed width, 84 feet, 12 feet off each side between West Fifty- 
 second and West Fifty-fourth Streets ; proposed, 84 feet, by reverse curve, radius 1,220 
 feet between West Fifty-fourth and West Fifty-sixth Streets; existing width, G6 feet; 
 proposed, 84 feet, all off west side between West Fifty-sixth and West Sixty-fifth 
 Streets. 
 
 Curve: Proposed width, 84 feet; curve to left, radius 1,040 feet. 
 
 Diagonal: Proposed width. Si feet extended northwesterly to Eighth Avenue 
 Northwest and West Seventieth Street. 
 
 Curve: Proposed width, 84 feet; curve to right, radius 1,020 feet to tangent with 
 Eighth Avenue Northwest. 
 
 Eighth Avenue Northwest: Existing width, 74 feet; proposed, 84 feet, all off 
 east side from point of tangent, south of West Seventy-third Street, to point of curve 
 GO feet south of West Seventy-fourth Street. Curve to right, radius 1,015 feet to West 
 Seventy-sixth Street. 
 
 Diagonal: Proposed, 100 feet wide; extension connecting intersection of West 
 Seventy-fifth Street and Eighth Avenue Northwest with West Seventy-eighth Street and 
 Sixth Avenue Northwest; proposed 100 feet width by curve to the left, radius 480 feet 
 tangent to diagonal and to Sixth Avenue Northwest. 
 
 Sixth Avenue Northwest: Existing width, GO feet; proposed width, 100 feet from 
 West Seventy-eighth Street to W^est Eighty-fifth Street. 
 
 grades 
 
 Sixth Avenue Northwest: Proposed 0.8Si%, Leary Avenue to grade at West 
 Forty-third Street ; proposed, 0.85% to 4.0 foot cut at Bright Street to 3..T foot cut at 
 West Forty-fourth Street; proposed. 0.85% to 2.2 foot cut at West Forty-fifth Street, to 
 grade at West Forty-sixth Street; proposed 0.85% to 3.0 foot fill at West Forty-sev- 
 enth Street, to G.5 foot fill at West Forty-eighth Street; proposed 1.0% to 7.0 foot fill 
 at West Forty-ninth Street, to 3.0 foot fill at West Fiftieth Street; proposed 2.3% to 
 3.0 foot cut at West Fifty-first Street to O.G foot cut at West Fifty-second Street ; pro- 
 nosed 2.3% to 2.0 foot fiil at West Fifty-third Street, to 1.0 foot fill at West Fifty- 
 fourth ; proposed 2.3%. to 4.5 foot cut at West Fifty-fifth Street, to 8.0 foot cut at West 
 Fifty-sixth Street (West Woodland school between West Fifty-sixth and West Fifty- 
 eighth Streets^ ; proposed 2.3% to 3.2 foot cut at West Fifty-eighth Street, to 0.5 foot 
 fill at West Sixtieth Street; proposed 2.3% to 3.6 foot fill at West Sixty-second Street; 
 proposed 3% to grade at West Sixty-sixth Street. 
 
 Northwesterly Diagonal: Grade at Sixth Avenue Northwest and West Sixty- 
 fifth Street; proposed 3% to 1.0 foot fill at Sixth Avenue Northwest; proposed 3% to 
 grade at West Sixty-seventh Street; proposed grade 3.5% to 1.5 foot fill at Seventh Ave- 
 nue Northwest; proposed grade 3.5% to 2.5 foot fill at West Seventieth Street.
 
 144 PLAN OF SEATTLE 
 
 Eighth Aveme Northwest: Proposed 3^1% to g;r;uie at West Seventy third 
 Street on west; existing 3.4% to grade at West Seventy third Street on east; 2.5% to 
 grade at West Seventy-fourth Street ; existing 2.5% to grade at Seventy-fifth Street. 
 
 Di.viio.NAi, : Existing grades at West Seventy-fifth Street to West Eighty-fifth Street, 
 all less than 3%. 
 
 H I G H U' A Y NO. 
 
 Proposed width, 100 feet, beginning at the intersection of the north and south center 
 line of the SE'/i of Sec. 20, T. 23 N., IJ. 4 E., with the south Hue thereof, and extending, 
 thence north along said center line 3,r)S5 feet to the point of a curve to the right, radius 
 2,863 feet through 23 ; thence northeasterly along a tangent to said curve 1,840 feet 
 (crossing the north line of said Sec. 20, 835 feet west of the northeast corner thereof) ; 
 thence along a curve to the left, radius 2, 8(15 feet through 29 ; thence northwesterly along 
 a tangent to said curve 2,010 feet, crossing the south line of Sec. 8, T. 23 N., Iv. 4 E., 
 about 425 feet west of the southeast corner thereof; thence along a curve to the left, 
 radius 1,140 feet through 40^ ; thence along a tangent to said curve 2,180 feet to the point 
 of a curve to the right, radius 1,140 feet through 43' 20', tangent to the north and south 
 center line of Sec. 23 N., R. 4 E., about 010 feet north of the center thereof; thence uorlli 
 along the north and south center line of said section to the north line thereof; thence 
 north along the north and south center line of Sec. 5, T. 23 N., H. 4 E., 1,230 feet to the 
 point of a curve to the left, radius 3,274 feet through 37° 30' to a point of reverse curve; 
 thence along a curve to the right, radius 3,()20 feet through 25" ; tlience northwesterly 
 along a tangent to said curve 2,485 feet (crossing the south line of Sec. 32, T. 24 N., K. 
 4 E.. about 1,130 feet east of the .southwest corner thereof) ; thence along a curve to 
 the left, radius 4,584 feet through 21° to a point of reverse curve; thence along a curve 
 to the right, radius 2.105 feet: thence northwesterly following the topograi)hy to obtain 
 a maximum 3% grade to the southwesterly extension of Front Street; thence along Front 
 Street and Front Street jjroduced to Central Avenue, as shown on Map 7, of proposed im 
 provement of Duwamish Waterway, 
 
 (iRADEs: The proposed grades along the courses of this highway are all 3% or less. 
 
 First Avenue South: Existing width, 100 feet. Highway No. 40 to Seattle Houle- 
 vard; existing width, 100 feet Seattle Boulevard to King Street. 
 
 Dexter Avenue: Existing width, 00 feet from Ilalladay Street to Fulton Street. 
 
 Fourth Avenue North and Fremont Avenue: Existing width, 80 feet from Ful- 
 ton Street to Hlewett Street. 
 
 Leary Avenue : Existing width, 90 feet from Blewett Street to Market Street. 
 
 Dexter Avenue: All rates proposed will be under 3% from Halladay Street to 
 Fourth Avenue North and Fulton Street. 
 
 Fourth Avenue North and Fremont Avenue: Existing at Fulton Street; exist 
 ing under 3% to Nickerson Street; crossing over Northern Pacific Railway Belt Line; 
 existing under 3% approach to proposed lift bridge over Lake Washington Canal : 
 maximum existing 3.0% to Blewett Street. 
 
 Leary Avenue: Existing 0.5% to Evanston Avenue. 
 
 Grades: From Evanston Avenue to Market Street the proposed grades are estab 
 lished by ordinance and are all under 3%. 
 
 HIGH W AY NO. 7 
 
 Phinney Avenue: Existing width, 55 feet: proposed width, 80 feet. North Forty 
 sixth to North Forty-ninth Streets; reverse curve, 480 feet radius, between North Forty 
 ninth and North Forty-first Streets; minimum width, 80 feet; existing width, 80 feet 
 from North Fifty-first to North Sixty seventh Streets; existing reverse curve on North 
 Sixty-seventh Street between Phinney and Greenwood Avenues. 
 
 Greenwood Avenue: Existing width, 80 feet from North Sixty-seventh to North 
 Eighty-fifth Streets.
 
 APPENDIXNO.I 145 
 
 GRADES 
 
 Phixxey Avenlk: Maximum existing 3.4%, North Forty-sixth to North Sixty-sev- 
 enth Streets. 
 
 North Sixty-seventh Street: Existing grade, 1.9% between Phinney and Green- 
 wood Avenues. 
 
 Greenwood Avenue: Maximum existing grade, 4.5%, North Sixty-seventh Street 
 to North Eighty-fifth Street. 
 
 HIGHWAY NO. 8 
 
 Fourth Avenue : Existing width, 84 feet from Madison Street to Pike Street. 
 
 Westlake Avenue and Westlake Avenue North : Existing width, 90 feet from 
 Pike Street to Valley Street. For details of the proposed location and widths between 
 V^alley Street and Fremont Avenue, see Map No. 8, proposed improvements of Lake Union. 
 
 GRADES 
 
 Fourth Avenue: Maximum existing 3.7%, Madison Street to Pike Street. 
 Westlake Avenue and Westlake Avenue North : Maximum existing 2.2%, Pike 
 Street to ^'alley Street. Proposed rate less than 3% to Fremont Avenue. 
 
 HIGHWAY NO. 9 
 
 Diagonal: Northwesterly proposed, 84 feet wide, connecting intersections of Au- 
 rora Avenue and North Seventy-first Street with Dayton Avenue and North Eighty- 
 third Street. Connection at Aurora Avenue with curve to left radius 1,670 feet. 
 
 Diagonal: Northwesterly proposed, 84 feet, connecting intersections of North 
 Eighty-third Street and Dayton Avenue with North Eighty-fifth Street and Greenwood 
 Avenue. Connection between diagonals efi:ected with curve to left, radius 1,160 feet. 
 
 Grades: Grade at North Seventy-first Street and Aurora Avenue, maximum pro- 
 posed 2.9% to grade at North Seventy-fifth Street; proposed 1.8% to 3.0 foot fill at 
 North Seventy-sixth Street; proposed 1.8% to 1.0 foot fill at North Seventy-seventh 
 Street and Fremont Avenue: proposed 1.8% to grade at North Seventy -eighth Street; 
 maximum proposed 1.0% to grade to North Eighty-third Street; proposed vertical 
 curve to 5.0 foot cut at North Eighty-fourth Street; proposed 3% to grade at North 
 Eighty-fifth Street and Greenwood Avenue. 
 
 HIGHWAY NO. 10 
 
 Stone Way : Existing width, 90 feet. North Forty-sixth to North Fiftieth Streets 
 (North Forty-eighth Street crosses overhead). 
 
 Inteelake Avenue: Existing width, 84 feet. North Fiftieth to North Fifty-third 
 Streets. 
 
 Diagonal: Northeasterly proposed width, 84 feet, connecting intersections of 
 North Fifty-third Street and Interlake Avenue with Woodlawn Avenue at angle point 
 north of North Fifty-seventh Street; connection at angle point etfected by curve to 
 right, radius 1,795 feet. 
 
 Woodlawn Avenue: Existing width, (50 feet; proposed width. 84 feet, Wallingford 
 Avenue to Meridian Avenue with reverse curve of radius 970 feet at Meridian Avenue; 
 thence along Woodlawn Avenue, existing 00 feet. y)ropo.sed width 84 feet to North Sixty- 
 fourth Street; thence curve to the left, radius 970 feet to connection with Woodlawn 
 Avenue, north of North Sixty-fifth Street, existing width CO feet; proposed width 84 
 feet all off west side to North Sixty-seventh ; thence produced northeasterly ; proposed 
 width 84 feet and connected with a reverse curve, radius 970 feet to Corliss Avenue 
 produced.
 
 146 PLAN OF SEATTLE 
 
 Corliss Avk.m'e ruoDccKi) and Viaduct Over the ICast Aum of Gkeen Lake: Ex- 
 istiiiji; widtli, <!() feet; proposed width, 84 feet, produced south across Green Lake; tlience 
 north along Corliss Avenue to about 1!)() feet north of East tJreen Lake Boulevard; thence 
 by a curve to left, radius fJ40 feet to taiifient with nortiieasterly proposed 84 feet diag- 
 onal. 
 
 Diagonal: Proposed width, 84 feet. Diagonal connecting the intersections of 
 First Averne Northeast and ICast Weventyfifth Street with a point on the center line of 
 Ashworth Avenue 121) feet south of inter.section of North Eighty-second Street. 
 
 WooDLAWN Ave.\i:e: Existing width, (>(» feet; projiosed width, 84 feet, all otT west 
 side, between North Seventy-flfth and North Sixty-seventh Streets. 
 
 (i R A D e s 
 
 Stone Way : Out feet at North Forty-sixth Street to grade at North Forty-seventh 
 Street ; proposed 0.8% to cut 1.0 foot at North Forty-eighth Street ; proposed 1.08% to 
 grade at North Forty-ninth Street; Interlake Avenue existing 2.0% to North Fifty-third 
 Street. 
 
 Diagonal: Proposed 0.8% to grade at North Fifty-fifth Street and North Terrace 
 Street; j)roposed 3.0% to cut of 0.5 feet at North Fifty-sevenlli Street; j)roposed ()..5% 
 to cut of o.n feet at angle point in Woodlawn Avenue north of North Fifty-seventh Street. 
 
 Woodlawn Avenue: Propo.sed 3.0% to grade at Kenwood Place; proposed 0.75% to 
 cut 9.1 feet, 350 feet north of Kenwood Place. Proposed 0.75% to grade at Kirkwood 
 Place; existing 0.5% to Meridian Avenue; i)roposed 3% to 2.2 foot cut at North Sixty- 
 fourth Street; proposed 3.0% to 4 foot cut at North Sixty-fifth Street; proposed 1.3% 
 to 1 foot cut at North Sixty seventh Street; proposed 1.35% to grade at Chapiu Place; 
 proposed 3.0% to 2.5 foot cut at Sunnyside Avenue; proposed 3.0% to 1.8 foot cut at 
 First Avenue Northeast ; proposed 3.0% to grade at Second Avenue Northeast ; existing 
 1% to Fourth Avenue Northeast; existing 0.(3% to Fifth Avenue Northeast; existing 
 1.6% to Meadow Place; existing 2% to East Seventy -second Street; existing 2.4% to 
 East Seventy-third Street; existing 1.5% to Fourth Avenue Northeast; existing 1.0% 
 to Latona Avenue; existing 1.0% to Second Avenue Northeast; existing 1.2% to East 
 Seventy-fifth Street. 
 
 grade 
 
 Diagonal, Woodlawn Produced Northwesterly: Grade at Woodlawn Avenue and 
 East Seventy-fifth Street, 0.8% to 9 foot fill at Sunnyside Avenue; proposed grade 0.8% 
 to 15 foot fill at (^orliss Avenue; proposed 0.5% to 2.0 foot cut at Bagley Avenue; pro- 
 posed 0.5% to 8.0 foot cut at North Seventy seventh Street ; proposed 0.5% to 24 foot cut 
 at Meridian Avenue; proposed 0.5% to grade at North Seventy-eighth Street; proposed 
 0.4% to grade at Stroud Avenue. 
 
 Grade: Proposed 0.4% to 12 foot fill at North Eightieth Street; proposed 0.8% to 
 13 foot fill at Ashworth Avenue. 
 
 Viaduct: Beginning with jjroposed 1 foot cut at North Sixty-seventh Street and 
 Woodlawn Avenue; thence proposed l.G% to 21.0 foot overhead crossing and East 
 Green Lake Boulevard on south; thence 0.0% to 20 foot overhead cro.ssing at East 
 Green Lake Boulevard on north ; thence 3% to 15.0 foot fill at intersection with diagonal. 
 
 HIGHWAY NO. 11 
 
 Ravenna Boulevard: Existing width, 150 feet from Eleventh Avenue Northeast 
 to Woodlawn Avenue. 
 
 grade 
 
 Ravenna Boulevard: Maximum existing 1.0% from Eleventh Avenue Northeast 
 to Woodlawn Avenue.
 
 APPENDIXNO.I 147 
 
 HIGHWAY NO. 12 
 
 Mercer Street: Existing width, variable; jjroposed width, SO feet from Dexter 
 Avenue to Fairview Avenue for a viaduct passing over the proposed railroad tracks. 
 
 Eastlake Avenue and Eastlake Avenue Produced: Proposed width, 120 feet 
 from the intersection of Mercer Street and Fairview Avenue to Nelson Place; thence 
 along a curve to the left, connecting with a street which is — 
 
 Howard Avenue North and Howard Avenue North Produced: Widening the 
 present GO foot street between East Newton and East Lynn Streets to 100 feet, all oflf 
 the west side, and producing thence north and south to about E. Galer and Roanoke 
 Streets respectively ; thence a curved street connects with — 
 
 Eastlake Avenue and Eastlake Avenue Produced: Existing width, 75 feet; pro- 
 posed width, 120 feet from Twelfth Avenue North to Hamlin Street and produced south- 
 westerly to Edgar Street. 
 
 Bridge: Connecting intersections of Eastlake Avenue and Harvard Avenue North 
 with Sixth Avenue Northeast and East Fortieth Street. Proposed width, 75 feet. 
 
 Diagonal Northeasterly : Proposed 90 foot street connecting a point on Sixth 
 Avenue Northeast, 180 feet south of East Forty-second Street, with the intersection of 
 East Forty-seventh Street and Eleventh Avenue Northeast. 
 
 Eleventh Avenue Northeast: Existing width, 00 feet; proposed width, 90 feet 
 from East Forty-seventh Street to University Boulevard. 
 
 Curves: Proposed width, 90 feet, beginning at the point of curve about 60 feet 
 south of the south line of University Boulevard and extending thence along a curve to the 
 right, radius 700 feet tangent to East Sixty-second Street at Brooklyn Avenue ; thence 
 along East Sixty-second Street to a point of curve 400 feet east of the intersection of 
 Brooklyn Avenue; thence along a curve to the right, radius, 1,200 feet, through 21° to 
 a point of compound curve ; thence along a curve to the right, radius 574 feet, through 
 39° 17' ; thence along a tangent to said curve about 20.T feet to the point of a curve 
 to the left, radius 574 feet, through 95° 03' ; thence along a tangent to said curve con- 
 necting with Highway No. 33 at the intersection of Twenty-fifth Avenue Northeast and 
 East Seventieth Street. 
 
 BRANCH 
 
 Diagonal Northwest Branch : Proposed 84 foot extension connecting a point on 
 the center line of Sixth Avenue Northeast, 300 feet south of North Forty-second Street, 
 with the intersection of Thackeray Place and East Forty-third Street. 
 
 East Forty-third Street: Existing width, 60 feet; proposed width, 84 feet between 
 Thackeray Place and First Avenue Northeast. 
 
 Diagonal Northwest: Proposed 84 foot extension connecting intersection of North 
 Forty-third Street and First Avenue Northeast with North Forty-fifth Street and Sunny- 
 side Avenue. 
 
 G R ad E S 
 
 Bridge crossing Lake Union (double deck). 
 
 Grade at intersection of Harvard Avenue North and Eastlake Avenue; thence 3% 
 grade ascending to 150 foot lift bridge; elevation 73 feet; thence 3% grade ascending to 
 the intersection of the Northeast Proposed Diagonal to S.O foot fill. 
 
 Incline: 3% grade descending connects upper bridge with existing upper road- 
 way on East Fortieth Street. 
 
 Bridge (Lower Deck) : Beginning at the circular street (connecting Harvard Ave- 
 nue North and Twelfth Avenue North), under the upper bridge; thence descending 
 0.5% grade to a 150 foot lift bridge, elevation 48; thence 1.8% grade descending to 
 overhead crossing at Northlake Avenue and to grade at Pacific Place. 
 
 Northeast Diagonal: Proposed fill 9 feet at Sixth Avenue Northeast; 
 
 Proposed 3.0% grade to 7.5 foot fill at East Forty-second Street;
 
 148 PLAN OF SEATTLE 
 
 Proposed 3.0% grade to 13.0 foot fill at Sevi'iiih Avenue Northeast; 
 
 Proposed 3.0% grade to grade at Ka.st Forty-third Street and Eighth Avenue 
 Northeast ; 
 
 Proposed 3.0% grade to 12 foot cut at Ninth Avenue Northeast; 
 
 Proposed 3.0% grade to 7.5 foot cut at crossing under East Forty-fifth Street; 
 
 Proposed 3.0% grade to grade at Tenth Avenue Northeast ; 
 
 Proposed 3.0% grade to grade at intersection of East Forty-seventh Street and 
 Eleventh Avenue Northeast. 
 
 Eleventh Ave.vue Northe.\st: Maximum existing 3% grade to T^niversity Boule- 
 vard. 
 
 Curves: Grade at University Boulevard, proposed 1% grade to grade at Sylvester 
 Place ; 
 
 Proposed 1.2% grade to cut 1.0 foot at Twelfth Avenue Northeast; 
 
 Proposed 1.2% grade to grade at Brooklyn Avenue and East Sixty-second Street. 
 
 East Sixty-second Street: Existing 3% grade to Fifteenth Avenue Northeast; 
 the proposed grades along the extension of this highway do not exceed 3%. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Map No. 12, are to be of the widths there shown. 
 
 HIGHWAY NO. 13 
 
 Twentv-third Avenue South and Twenty-third Avenue South Produced: Ex- 
 isting width, *)6 feet ; proposed width, 84 feet from Rainier Avenue to Norman Street. 
 
 Diagonal: Proposed width, 84 feet, connecting the intersections of Twenty-third 
 Avenue South and Norman Street with Twenty-sixth Avenue South and Dearborn 
 Street, connection effected with curve to right and left, each radius 480 feet. 
 
 Twenty-sixth Avenue South: Existing width, (iO feet; propo.sed width, 84 feet 
 from Dearborn Street to 110 feet north of Jackson Street, rever.se curve, 480 feet 
 radius to tangency with Twenty-seventh Avenue South. 
 
 Twenty-seventh Avenue: Existing width. fiO feet; proposed width, 84 feet from 
 120 feet south of Yesler Way to East Cherry Street, reverse curve at East Cherry 
 Street right and left radii, 52.5 feet. Existing width, 66 feet; proposed width, 84 feet, 
 East Cherry Street to East Howell Street, reverse curve, right and left radii 480 feet 
 at East Howell Street. 
 
 Twenty -SEVENTH Avenue and Twenty-seventh Avenue North : Existing width, 
 66 feet; proposed width, 84 feet. East Howell Street to East Thomas Street, reverse 
 curve to right, radius 020 feet and to left 580 feet, tangent at Twenty eighth Avenue 
 North, produced south at East Madison Street. 
 
 Twenty-eigoth Avenue North: Existing width, OC feet; proposed width, 84 feet, 
 all off east side between East Madison Street and East Roy Street. Existing width, 66 
 feet; proposed width, 84 feet, all off west side between East Roy Street and East Ward 
 Street, curve to left, radius 405 feet. 
 
 Union Boulevard: Existing width, 00 feet; proposed width, 84 feet, all off east 
 side, reverse curve to left, radius 480 feet to right, radius 305 feet, tangent to an 84 foot 
 street whose center line is parallel to, and 45 feet west of the west line of Twenty-seventh 
 Avenue North. 
 
 Twenty-seventh Avenue North: Proposed 84 foot street to Interlaken Parkway; 
 thence 84 foot street by a reverse curve to left, radius 550 feet, and right, radius 565 
 feet. 
 
 Twenty-sixth Avenue North (Produced South) : Proposed 84 foot street lying 
 east of and along the west margin of Washington Park, from point of tangent of 
 reverse curve above, to East Lynn Street: thence to left, radius 560 feet to tangency 
 with a diagonal street proposed 84 feet wide, which is East Montlake Place widened to 
 90 feet, all off northerly side, and produced southeasterly to East McGraw Street.
 
 APPENDIXNO.I 149 
 
 MoNTLAKE Boulevard: Existing 150 feet wide from original canal location to 
 present location. 
 
 Montlake Boulevard extending north, branching east and west paralleling and ad- 
 joining the right-of-way of the Northern Pacific Railway to East Forty-seventh Street ; 
 thence along a compound curve, practically paralleling the Northern Pacific right-of- 
 way, and connecting with Twenty-fifth Avenue Northeast by a curve of radius 500 feet 
 following the course of the street deeded by the State Legislature, through the grounds 
 of the University of Washington. 
 
 Twenty-third Avenue South: Grade at Rainier Avenue: 
 
 Proposed 4.8% grade to 4.3 foot fill at Plum Street; 
 
 Proposed 4.8% grade to 11.8 foot fill at Holgate Street; 
 
 Proposed 4.8% grade to 18.9 foot fill at Grand Street; 
 
 Proposed 4.8% grade to grade at Atlantic Street; 
 
 Existing 4.0% grade to Day Street, existing 4.0% grade to Judkins Street; 
 
 Existing 4.8% grade to Norman Street. 
 
 DIAGONAL 
 
 Proposed 5% grade to 10 foot cut at Twenty-fourth Avenue South; 
 
 Proposed 5% grade to grade at Charles Street ; 
 
 Proposed 0.3% grade to grade at Dearborn Street; 
 
 Twenty-sixth Avenue South: Existing maximum 4% grade to Jackson Street. 
 
 Reverse Curve: Proposed 3.1% grade to 4.0 foot fill at Main Street; proposed 
 3.1% grade to 1.9 foot fill at Washington Street; proposed 3.1% grade to grade at Yes- 
 ler Way. 
 
 Twenty-seventh Avenue: Maximum existing 2% grade to East Cherry Street; 
 proposed 5.0% grade to 2.0 foot fill at East Columbia Street; proposed 1.8% grade to 
 grade at East Marion Street; maximum existing 3.9% grade to East Olive Street; pro- 
 posed 4.3% grade to 20.3 foot overhead crossing at East Howell Street; proposed 4.3% 
 grade to 15.3 foot overhead crossing at East Denny Way. 
 
 Twenty-seventh Avenue North : Proposed 4.3% grade to grade at East John 
 Street; existing 1.0% grade to East Thomas Street. 
 
 Reverse Curve: Proposed 1.4% to 2.0 foot fill at Arthur Place; proposed 0.8% 
 grade to grade at East Madison Street. 
 
 Twenty-eighth Avenue North : Existing East Madison Street, ju-opo.sed 0.8% 
 grade to East Mercer Street; existing maximum 3.0% grade to East Ward Street. 
 
 Union Boulevard: Existing 0.6% grade to East Helen Street; thence 1,675 feet 
 of ju'oposed 3.3% (descending) ; thence 400 feet of proposed 0.25% (descending) crossing 
 under Twenty-seventh Avenue North. Interlakeu Parkway, clearance 20 feet. 
 
 Twenty-sixth Avenue North : Thence descending 675 feet, proposed 1.13% grade; 
 thence descending 1,500 feet, proposed 0.3% to cut 1.0 foot at East Lynn Street. 
 
 East Montlake Place: Thence proposed 0.3% grade to grade at Calhoun Street; 
 proposed 0.3% grade to 0.5 foot cut at Twenty-fifth Avenue North; proposed 0.3% grade 
 to grade at Miller Street; maximum proposed 0.3% grade to grade at Roanoke Street. 
 
 Montlake Boulevard: Maximum existing 1.3% grade to south margin of canal, 
 right of way, crossing canal by bridges, paralleling the grade of the Northern Pacific 
 Railway line, crossing underneath tracks, near west and north lines of University of 
 Washington campus, all 3% or less. 
 
 boyer avenue branch 
 
 Commercial Highway Over Interlaken Parkway: Proposed 40 foot roadway, 
 lying parallel to and west of the proposed highway on Twenty-seventh Avenue North, 
 beginning at East Lee Street; thence north 400 feet to the point of curve of a curve to 
 the left of radius 170 feet describing an arc of 90° ; thence west along and north of the 
 south line of Interlaken Parkway, 270 feet to the point of a curve to the right, of
 
 150 PLAN OF SEATTLE 
 
 radius 100 feet describing an arc of 58° ; thence northwesterly along the westerly line 
 of I'arkway 1!)0 feet to the point of a curve to the right, of radius 280 feet describing an 
 arc of ;{2° ; thence north along a tangent 120 feet to the i)oint of a curve to the left, of 
 radius :?2(t feet through an angle of 'm° to Twenty-fourth Avenue North, tangent to 
 southerly line of Bayer Avenue produced. 
 
 BoYER Avenue: Existing width, 75 feet from Twenty fourth Avenue North to 
 Roanoke Street. 
 
 TwELh-ru Avenue North : Existing width, 75 feet from Roanoke Street to Eastlake 
 Avenue. 
 
 GRADES 
 
 rommercial Highway over Interlaken Parkway, beginning at the proposed highway 
 on Tweuty-seventh Avenue North and extending thence by a 4% grade on the upjier 
 roadway to the point of the first curve to the left, and continuing around the curve on 
 a 4% grade. (Elevation in center of curve about one (1) foot higher than Park Boule- 
 vard), crossing over Twenty -sixth Avenue North to the point of the third curve; thence 
 by a 3.7% grade to a grade crossing at the Park Boulevard; thence by a 2.0% grade to 
 the existing grade of the intersection of Twenty-fourth Avenue North and Boyer Avenue. 
 
 Boyer Avenue: Grade at Twenty-fourth Avenue North maximum existing 3.3% 
 grade to Koanoke Street. 
 
 Twelfth Avenue North: Maximum existing grade 3%, Roanoke Street to East- 
 lake Avenue. 
 
 H I G H ^^' A Y NO. 14 
 
 East Seventy-second Street: Existing width, 00 feet; proposed width, 84 feet, 
 Woodlawn Avenue to Fifth Avenue Northeast ; thence by a curve to the right, radius (!2(( 
 feet through 38° ; thence along a tangent to said curve 335 feet to the point of a curve 
 to the left, radius 050 feet through 78= ; thence uortlieasterly along a tangent to said 
 curve, crossing the east line of Sec. 5, T. 25 N., R. 4. E., about 050 feet north of the east 
 quarter corner of said section ; thence continuing to an angle at the intersection of East 
 Eightieth Street and Sixteenth Avenue Northeast; thence northeasterly to the intersec 
 tiou of Twentieth Avenue Northeast and East Eighty fifth Street and extended about 
 (540 feet to the point of a curve to the left, radius 500 feet through 47° 15' ; thence north- 
 westerly about 1,140 to a connection with the main highway. 
 
 GRADES 
 
 North Forty-ku'^-h Street: Existing width, 70 feet or over; proposed maximum, 
 84 feet between Sunnyside Avenue and Densmore Avenue. 
 
 The proposed grades along the courses described for this Highway are all 5% or less. 
 
 H I G H V\' A Y NO. 15 
 
 East Forty-seventh Street : Existing width, (iO feet ; proposed width, 84 feet. 
 Eleventh Avenue Northeast to Second Avenue Northeast. 
 
 Diagonal: Proposed 84 foot southwesterly extension connecting intersections of 
 East Forty-seventh Street and Second Avenue Northeast with North Forty-fifth Street 
 and Sunnyside Avenue. 
 
 Diagonal: Northwesterly proposed width, 84 feet, connecting intersection of North 
 Forty-fifth Street and Densmore Avenue with North Forty-seventh Street and Woodlawn 
 Avenue; thence, proposed width, 00 feet for viaduct connecting intersection of North 
 Forty-seventh Street and ^Voodlawn Avenue with North Forty-ninth Street and Stone 
 Avenue. 
 
 North Forty-nintii Street: Viaduct between Stone Avenue and Midvale Avenue 
 proposed 30 feet widening, all off north side, between Stone Avenue and Midvale Avenue,
 
 APPENDIX NO. I 151 
 
 for grade roadway alongside viaduct. Existing width, GO feet; proposed width, 84 feet 
 from Midvale Avenue to Woodland Park Avenue. 
 
 Diagonal: Proposed width, 84 feet; southwesterly extension connecting North 
 Forty-eighth Street and Whitman Avenue with North Forty-sixth Street and Aurora 
 Avenue, and North Forty-ninth Street and Woodland Park Avenue with North Forty- 
 eighth Street and Whitman Avenue. 
 
 North Foktv-sixth Street: Existing width, 80 feet; proposed width, 84 feet be- 
 tween Aurora and Greenwood Avenues. 
 
 Diagonal: Proposed 84 foot street by a curve to right, radius 69G feet (crossing 
 intersection of Palatine Avenue and North Forty sixth Street i, through 40' 30'; thence 
 by 590 feet of tangent; proposed 84 foot extension, crossing intersections of North Forty- 
 seventh Street and First Avenue Northwest; thence by curve to right, through 27'' 30*', 
 radius 940 feet to intersection of West Fiftieth Street and Maple Grove Place; thence by 
 tangent to intersection of West Fifty-second Street and Third Avenue Northwest ; thence 
 by northwesterly diagonal, connecting intersection of West Fiftj-second Street (on the 
 south) and Third Avenue Northwest to West Fifty-fifth Street and Sixth Avenue North 
 west. Tangent connected by a reverse curve, radius 11.5 feet. 
 
 West Fifty-fifth Street and Market Street : Existing width, variable, about 85 
 feet between Sixth Avenue Northwest and Eighth Avenue Northwest. Existing width, 
 variable, about 85 feet between Eighth Avenue Northwest and Ninth Avenue Northwest. 
 
 Market Street: Existing width, 100 feet between Ninth Avenue Northwest and 
 Thirty-second Avenue Northwest ; existing width, 80 feet. Thirty-second Avenue North- 
 west and Seaview Avenue. 
 
 Seaview Avenue : Proposed double roadway between Market and West Sixtieth 
 Streets, crossing overhead Great Northern right-of-way, and thence proposed 100 feet 
 between West Sixtieth and West Eighty-fifth Streets. 
 
 grades 
 
 East Forty-seventh Street: Grade at Eleventh Northeast; maximum existing 5% 
 grade to Sixth Avenue Northeast; proposed 5% grade to 2.8 foot cut at Fifth Avenue 
 Northeast; proposed 5% grade to 3.4 foot cut at Fourth Avenue Northeast; proposed 
 4% grade to 7 foot cut at Latona Place ; proposed 4% grade to grade at Thackeray Place ; 
 existing 0.4% grade to grade at Second Avenue Northeast. 
 
 Diagonal: Proposed 2% grade to grade at East Forty-sixth Street; proposed 3.9% 
 grade to grade at Eastern Avenue ; proposed 4.3% grade to grade at North Forty-fifth 
 Street. 
 
 North Forty-fifth Street : Grade at Sunnyside Avenue ; maximum exi.sting 2.6% 
 grade to Meridian Avenue. 
 
 Diagonal: Existing grade at Deusmore Avenue; proposed 3.1% to 1 foot cut at 
 North Forty-sixth Street; proposed 3.1% to grade at North Fortj'-seventh Street; pro- 
 posed 1.5% grade to an overhead crossing at Interlaken Avenue and North Forty- 
 eighth Street, and at Stone Avenue and North Forty-ninth Street. 
 
 North Forty-ninth Street: Proposed 2.5% approach from overhead crossing at 
 Stone Avenue to grade at Midvale Avenue, also grade connection, proposed 3.9% grade 
 on north side of incline between Stone Avenue and Midvale Avenue; existing 3.4% 
 Woodland Park Avenue. 
 
 Diagonal: Grade at Woodland Park Avenue; propo.sed 5% grade, to grade at 
 North Forty-eighth Street and Whitman Avenue; proposed 5% grade to 1.0 foot fill at 
 North Forty-seventh Street; proposed 5% grade at North Forty-sixth Street and Aurora 
 Avenue. 
 
 North Forty-sixth Street : Existing grade at Aurora Avenue ; maximum existing 
 7.0% grade to Greenwood Avenue. 
 
 Diagonal: Proposed 7% grade to 3.0 foot cut at Palatine Avenue; proposed 7% 
 grade to 4.5 foot cut at First Avenue Northwest and North Forty-seventh Street; pro-
 
 152 PLAN OF SEATTLE 
 
 posed 7% grade across ungraded territory to *i.") foot cut at Third Avenue Northwest 
 and West Fifty-second Street; proposed 7% grade to 1.7 foot till at West Fifty third 
 Street; proposed 7% grade to li5.5 foot fill at West Fifty-fourth Street; proposed 7% 
 grade to grade at West Fifty-fifth Street and Sixth Avenue Northwest, on sotith. 
 
 West Fiftv-kii'tii Stukkt : Grade at Sixth Avenue Northwest ; maxiniuin existing 
 7% grade to Eighth Avenue Northwest. 
 
 Markict Stui:i:t: Maximum existing 3% grade to Twenty-fourth Avenue North- 
 west; maximum proposed 1.8/1 grade to Thirty-second Avenue Northwest; i)roposed 
 0.7% grade to crossing under highway bridge at Seaview Avenue. 
 
 Skaview Avenue: Proposed (lower ro.id) 1.2% grade to crossing over Gi-eat Nor- 
 thern right-of-way at West Sixtieth Street; i)roposed (upiter roadway) .5% grade to West 
 Fifty-sixth Street; propo.sed (upi)er roadway) 2% grade to crossing oter Great Northern 
 Railway at West Sixtieth Street ; maximum jiroposed .■}.()% grade to West Eighty-fifth 
 Street. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Map No. 11, are to be of the width there shown. 
 
 HIGHWAY NO. 1 (J 
 
 Blewett Street: Existing width, 80 feet, Fremont Avenue to Stone Way; existing 
 width, GO feet; proposed width, 80 feet, all oil" north side between Stone Way and Bagley 
 Avenue. 
 
 Britnall Place: Existing 2.5 foot street; propo.sed width, 50 feet between Tenth 
 Avenue Northeast and Fifteenth Avenue Northeast. 
 
 grades 
 
 Blewett Street : Owing to the possibility of a regrade along this street no definite 
 rate of grade can be proposed at this time, but no ditiiculty should be experienced in 
 keeping these rates under 3%. 
 
 Britnai.l Place: Grade at Tenth Avenue Northeast, maximum existiug grade 
 1.0%. 
 
 Pacific Place: Existing width, oO feet from Blewett Street to Sixth Avenue North- 
 east, except a proposed 80 foot widening, only between North Thirty-seventh Street and 
 Second Avenue Northeast, for double roadway; the lower being inclined to a crossing un- 
 der the Northern Pacific Railway at Northlake Avenue and North Thirty-eighth Street. 
 
 East Fortieth Street: The existing width and grade along the lower roadway is 
 maintained between Sixth Avenue Northeast and Tenth Avenue Northeast. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Map No. 13, are to be of the widths there shown. 
 
 HIGHWAY NO. 17 
 
 Twenty-third Avenue West: Existing width, 100 feet. West Garfield to West Lee 
 Streets. 
 
 West Lee Street: Existing width, 100 feet. Twenty third Avenue West to Thir- 
 tieth Avenue West. 
 
 Logan Avenue: Existing width, 100 feet, Thirtieth Avenue West to Thirty third 
 Avenue West. 
 
 Thirty-third Avenue West: Proposed 90 feet in width, (iO feet west of and par- 
 allel to the east margin, being the west line of Sec. 23, T. 2.1 N., R. 3 PI, from Logan 
 .\ venue to about 2,200 feet north thereof; thence Diagonal, proposed width, 90 feet to 
 Thirty-third Avenue West and West Ray Street. 
 
 Thirty-third Avenue West: Existiug width, 66 feet; proposed width, 90 feet from 
 ^^'est Rav Street to 1C5 feet north of West Bertona Street.
 
 APPENDIXNO.I 153 
 
 Keverse Curve: Proposed width, iJU feet, curve to left and right respectively, both 
 radii 740 feet to tangent on Thirty-fourth Avenue West at 170 feet south of Emerson 
 Street. 
 
 Thirtv-foukth Avenie \\'est and TiiiRTVEOuuTH Avenue West Produced Ninety 
 Feet Wide : l-Lxisting width, 100 feet from point of tangent of reverse curve to Govern- 
 ment Way ; proposed 00 feet from (ioverument Way to Lawton Place. 
 
 Grades: Maxinuini existing grade under 3.0% on Twenty-third Avenue West, 
 West Lee t^treet and Logan Avenue. 
 
 Thikty-third Avenue West: Maximum proposed grade 5%, Logan Avenue to 
 about 2,li0() feet north thereof ; maximum proposed grade under 3% on the diagonal, 
 Thirty-third Avenue West, the rever.se curve, and Thirty-fourth Avenue West to Elmore 
 Street; maximum proposed 5% grade to Lawton Place. 
 
 Such portions of this higlnvay as are included in the plan for the development of 
 the waterfront as shown on Maps Nos. 10 and 11, are to be of the widths there shown. 
 
 HIGHWAY NO. 19 
 
 URVE : Lying west of Taylor Avenue, and connecting the inter.sections of Prospect 
 and Taylor Avenue with Ward Place and Tavlor Avenue. 
 
 Curve : 
 Street 
 
 Southeasterly Diagonal: Proposed width, 0(3 feet, extending from Taylor Avenue 
 to Denny Way, crossing Dexter Avenue symmetrical with Broad Street. 
 
 Denny Way : Existing width, 00 feet from Fairview Avenue to Pontius Avenue ; 
 existing width, GO feet; proposed width, !)4 feet to Eastlake Avenue. Additional width' 
 is for roadway on sides of elevated. 
 
 Melrose Place : Existing width, CO feet, Denny Way to Melrose Avenue and a pro- 
 posed extension 80 feet wide to East Olive Street and Bellevue Avenue from the east. 
 
 Southeast Diagonal: Proposed width, GO feet, connecting intersections of East 
 Olive Street and Bellevue Avenue with East Pike Street and Belmont Avenue. 
 
 East Pike Street: Existing width, 70 feet. Summit Avenue to Tenth Avenue. 
 
 Southeast Diagonal : Proposed width, 66 feet, connecting the intersections of Ea.st 
 Pike Street and Tenth Avenue with East Jefferson Street and Fourteenth Avenue; 
 thence along a curve to the left (minimum width of proposed street Gti feet), radius, l.OJO 
 feet through 2()° ; thence along a tangent to said curve to the intersection of Twentieth 
 Avenue South and Washington Street; thence southeasterly to a point on the center line 
 of Jackson Street about 11.5 feet east of the intersection of Twenty-third Avenue South; 
 thence by a curve to the left, radius 070 feet through 25° tangent to Jackson Street. 
 
 Jackson Street: Existing width, GO feet. Twenty-fourth Avenue South to about 
 110 feet east of Twenty-sixth Avenue South; thence bv a curve to the right, radius 200 
 feel^ through 03° .50' to 
 
 Diagonal Southeast: Proposed width, GO feet, connecting point of tangent of last 
 curve with Yakima Place and Charles Street. 
 
 Yakima Place: Existing width, 60 feet; proposed width, 66 feet from Charles 
 Street to Norman Street. 
 
 Yakima Place Produced: Proposed width, GG feet from Norman Street to Thirty- 
 first Avenue South, connecting with a curve of 720 feet radius. 
 
 GRADES 
 
 Curve: West of Taylor Avenue as described above, 8% proposed. 
 
 Diagonal Southeast: Proposed 8% Taylor Avenue to Seventh Avenue North. Ele- 
 vated roadway from Eighth Avenue North to Boren Avenue; jtroposed 3% or less. Dex- 
 ter Avenue to Ninth Avenue North; projjosed maximum .5% to Denny Way. 
 
 Denny Way: Existing grade under 3% between Fairview and Eastlake Avenues. 
 An ai))troach to the proposed viaduct begins at Pontius Avenue, ascending on 5% grade 
 crossing over Stewart Street and Eastlake Avenue.
 
 154 PLAN OP SEATTLE 
 
 Melrose Place: Proposed viaduct with overhead crossing at Eastlake Avenue, 
 ascending on 5% to grade at Melrose Avenue. 
 
 Southeast Diagonal and Melrose Place PRonucED: Proposed 7% to East Pike 
 Street. 
 
 East Pike Street: Existing grades under 3% to Tenth Avenue. 
 
 Southeast Diauonal: I'l-ojiosed :{% };rade or less from East Pike Street and Tenth 
 Avenue to Fifteenth Avenue; i)roi)osed ina.ximum 5% grade to Jackson Street. 
 
 Jackson Street: Maxinnun existing grade 5.0% to Twenty-seventh Avenue South. 
 
 Diagonal Southeast: I'roposed grade ;?% or less, Jackson Street and Twenty- 
 seventh Avenue South to Yakima Place and Charles Street. 
 
 Yakima Place: Existing grade between 3% and 5%. 
 
 Y'akima Place Produced: Proposed grade 3% or less to Judkins Street. 
 
 HIGHWAY NO. 20 
 
 Eleventh Avenue and Eleventh Avenue North : Existing width, GO feet. East 
 TTnion to East John Street. 
 
 Diagonal: Proposed width GO feet connecting intersections of East John Street 
 and Eleventh Avenue North with East Thomas Street and Federal Avenue (west inter- 
 section ) . 
 
 Federal Avenue : Existing width, 59 feet, East Thomas Street to East Roy Street ; 
 existing width, GO feet, East Roy Street to East Lynn Street. 
 
 East Lynn Street: Existing width, 57 feet, Federal Avenue to Tenth Avenue North. 
 
 Tenth Avenue North : Existing width, 60 feet. East Lynn Street to Roanoke 
 Street. 
 
 Roanoke Street : Existing width, 75 feet, Tenth Avenue North to Harvard Avenue 
 North. 
 
 Harvard Aveni:e North : Existing width, 75 feet, Roanoke Street to Shelby Street. 
 
 Shelby Street: Existing width, 75 feet. Harvard Avenue North to Franklin Ave- 
 nue. 
 
 Franklin Avenue: Existing width, 75 feet, Shelby Street to Harvard Avenue 
 North. 
 
 Harvard Avenue North: Existing width, 75 feet. Franklin Avenue to Eastlake 
 Avenue. 
 
 grades 
 
 Eleventh Avenue and Eleventh Avenue North: Maximum existing 2.3%, East 
 Union to East John Street. 
 
 Diagonal: Proposed 2.3% to grade at East Thomas Street. 
 
 Federal Avenue: Maximum existing 6.3% to East Lynn Street. 
 
 East Lynn Street: Existing 2.5%, Federal Avenue to Tenth Avenue North. 
 
 Tenth Avenue North : Maximum existing 7.7% to Roanoke Street. 
 
 Roanoke Street: Maximum existing 3.0% to Harvard Avenue North. 
 
 Harvard Avenue North: Maximum existing 3.9% to Shelby Street. 
 
 Shelby Street: Existing 2.0% to Franklin Avenue. 
 
 Franklin Avenue: Existing 7.0% to Harvard Avenue North. 
 
 Harvard Avenue North : Existing 6.0% to Eastlake xV venue. 
 
 HIGHWAY NO. 21 
 
 This highway is all shown on waterfront map of Madison Street Vicinity, and West 
 Shore of Lake Washington, and runs from near intersection of Forty-second Avenue 
 North and East Galer Street to a connection with Highway No. 13, at the intersection of 
 East McGraw Street and Twenty-seventh Avenue North. 
 
 Grades: The grades should not execed 3%.
 
 APPENDIX NO. I 155 
 
 HIGHWAY NO. 22 
 
 Dearborn Street: Existing width, 'JO feet from Fifth Avenue South to Rainier 
 Avenue. 
 
 Prefontaine Place Extension : Proposed width, 90 feet, connecting the intersec- 
 tion of Dearborn Street and Ninth Avenue South and Washington Street and Fourth 
 Avenue South. 
 
 grades 
 
 Dearborn Street: Existing grades under 3% throughout. 
 Northwesterly Dl^gonal: Proposed grades 3% or less. 
 
 HIGHWAY NO. 2 3 
 
 Rainier Avenue: Existing width, 80 feet; proposed width, 84 feet from about 
 Fifty-ninth Avenue South, produced uorth to Fifty-first Avenue South; thence north- 
 westerly with a proposed width of 84 feet to the intersection of Renton Avenue and Hen- 
 derson Street ; thence west 270 feet to the point of a curve to the right, radius 710 feet 
 through .50' 30'; thence northwesterly along a tangent to said curve 240 feet to the 
 point of a curve to the right, radius 400 feet, through 40° to a point of reverse curve; 
 thence along a curve to the left, radius 310 feet, through 81° to a point of a compound 
 curve ; thence along a curve to the left, radius 1,135 feet, through 13° 45' to a point of 
 a compound curve ; thence along a curve to the left, radius 915 feet, through 27° to a 
 point of reverse curve; thence along a curve to the right, radius 530 feet through 47° to 
 a point of a compound curve ; thence along a curve to the right, radius 465 feet, through 
 37° 45' ; thence northwe.sterly, proposed width 80 feet along a tangent to said curve 1,280 
 feet to the point of a curve to the right, radius 450 feet, through 23° 30' ; thence north- 
 westerly (crossing the south end of Sec. 28, T. 24 N., R. 4 E., about 130 feet west of the 
 southwest corner thereof) 1,105 feet to the point of a curve to the left, radius 435 feet, 
 through 57° ; thence west along a tangent to said curve 210 feet to the point of a curve 
 to the right, radius 230 feet through 04°, tangent to Highway No. 48. 
 
 Grades: The grades along the course of this highway are 5% or less. 
 Beacon Avenue Branch : Existing width, 66 feet or 80 feet ; proposed. 106 feet, 
 Cloverdale Street to Kenyon Street; proposed. 126 feet to Spokane Street; thence by a 
 propo.sed 84 foot street on a reverse curve, radius 500 feet, tangent to Seattle Boulevard 
 produced from Horton Street to Massachusetts Street. 
 
 Speedway Drive Produced : Proposed width, 84 feet. Beginning at the north line 
 of Beacon Avenue produced ; thence south 620 feet to the point of a curve to the left. 
 radius 1,170 feet, through 21° 30'; thence southeasterly along a tangent (crossing the 
 north line of Sec. 3, T. 23 N., R. 4 E., about 180 feet east of the northwest quarter 
 thereof) about 2,980 feet to the point of a curve to the right, radius 1,210 feet through 
 65° 50'. 
 
 Southeastern Branch: Beginning at the point of a curve, radius 320 feet on 
 Highway No. 48 in the northwest quarter of Sec. 3, T. 23 N., R. 4 E., and extending 
 thence south 2,175 feet to the point of a curve to the left, radius 2,9.50 feet through 10° 
 30'; thence southeasterly crossing the south line of said Sec. 3 about 1,420 feet west 
 of the southeast corner thereof; the continuation of this highway extends in a south- 
 easterly direction following the topography to about the southeast corner of Sec. 14, T. 
 23 N.,'r. 4 E., joining Highway No. 60. 
 
 Grades: The proposed grades are all 5% or less. 
 
 HIGHWAY NO. 24 
 
 Highway and Boulevard: Proposed width, 120 feet, beginning at the south line of 
 Sec. 30, T. 23 N., R. 5 E., and extending thence north along the center line of said sec- 
 tion to the north line thereof, and along the center line of Sections 19 and 18, T. 23 N.,
 
 156 PLAN OF SEATTLE 
 
 R. 5 E., to the north line of Sec. 18; i)roi»osed width, l(i() feet, beginning at the quarter 
 corner on the north line of Sec. 18, T. 23 N., I\. •') 10., and extending thence northwesterly 
 about 4,0."j0 feet to the point of a curve to the left, radius l.iiltO feet, through MS ; thence 
 northwesterly along a tangent to said curve 4.!»l(l leet to the point of a curve to the left, 
 radius 8.">() feet, through 39 ; thence westerly along Rainier Avenue (widening all off 
 the north side) about 1,370 feet to the point of a curve to the right, radius 875 feet 
 through 49" : thence northwesterly along a line parallel to and lying 120 feet northerly 
 of the present center line of Hainier Avenue to the jjoint of a curve (1.10 feet north of 
 the north line of Norfolk Street) to the right, radiu.s 2,970 feet through 12" to a point 
 of reverse curve; thence along a curve to the left, radius 2,200 feet through 15° 50'; 
 thence along Kainier Avenue (widening all olF northerly side) and Rainier Avenue pro- 
 duced to the ]>oint of a curve 1.080 feet northwesterly from the northerly line of Carver 
 Street to the right, radius 1,23.") feet through (50°. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Map No. IS, are to be of the widths there shown. 
 
 Lake Shore Bhaxch (Boulevard) : Proposed width, KJO feet. Beginning at the 
 point of tangent of a curve already described and situated at about the inter.section of 
 Hamlet Avenue and Fifty-fifth Avenue South produced; thence north approximately 
 along the (Jovernmeut meander line, crossing Kenyon Street, about 1,.").10 feet east of Kai- 
 nier Avenue, continuing north 720 feet to the point of a curve to the right, radius 3,675 
 feet, through 9" 15'; thence northeasterly 1,410 feet to the point of a curve to the right, 
 radius 3,355 feet through 8° 45' ; thence northeasterly along a tangent to said curve cross- 
 ing Graham Street about 1,125 feet east of Wilson Avenue, and continuing northeasterly 
 about 225 feet to the point of a curve to the left, radius 1,0.50 feet through 37° 45'; 
 thence northwesterly about 3,580 feet to the point of a curve to the left, radius 2.055 
 feet through 14° 45'; thence northwesterly along a langent to said curve, crossing the 
 north line of Sec. 23, T. 24 N., R. 4 E., about 1,150 feet east of the northwest corner there 
 of, continuing northwesterly, crossing Fifty-first Avenue South about 250 feet north of 
 Genes.see Street and continuing to the point of a curve to the left, radius 405 feet, 
 through 57" 15' ; thence west along the south margin of Charlestown Street to Forty- 
 third Avenue South. 
 
 Beginning at about the intersection of Charlestown Street and Forty-third Avenue 
 South, the continuation of this boulevard extends northwesterly about 1.200 feet to the 
 point of a curve to the left, radius 2,050 feet through 10 ; thence northwesterly along a 
 tangent to said curve about 2,(J00 feet to the point of a curve to the left, radius 1,110 feet 
 through 27° 25'; thence along a tangent 135 feet to the point of a curve to the right, 
 radius 775 feet, through 40= 30'; thence north along a tangent 490 feet to the point of a 
 curve to the right, radius 2,180 feet through 12'' ; thence along a tangent to said curve 200 
 feet to the point of a curve to the left, radius 2,030 feet through 11° 15'; thence north 
 about 810 feet to the point of a curve to the left, radius 020 feet through 25° 30' ; thence 
 northwesterly 090 feet to the i)oiut of a curve to the right, radius 1,015 feet through 23° 
 30' ; thence north along a tangent 570 feet to the point of a curve to the right, radius 1.700 
 feet thi-ough 12° ; thence northeasterly along a tangent SOO feet to the point of a curve to 
 the right, radius, 1,690 feet through 18° 45' ; thence northeasterly 220 feet to the point of 
 a curve to the left, radius 870 feet through 20° ; thence northeasterly 525 feet to the point 
 of a curve to the right, radius 1.240 feet through 18 15' to a point of rever.se curve; 
 thence along a curve to the left, radius 820 feet through 22° 30'; thence northeasterly 
 along a tangent to said curve 1,170 feet to the point of a curve to the right, radius 730 
 feet through 28° 30' to a point of reverse curve ; thence along a curve to the left, radius 
 620 feet through 30° 40'; thence north along a tangent to said curve 400 feet to the point 
 of a curve to the right, radius 970 feet through 22° 10' to a point of reverse curve; thence 
 along a curve to the left, radius l.OSO feet through 38° 50' to a point of reverse curve ; 
 thence along a curve to the right, radius 580 feet through 29° 30' ; thence northeasterly 
 along a tangent to said curve 420 feet to the point of a curve to the left, radius 1,190
 
 APPENDIXNO.I 157 
 
 feet through 12° 30' ; thence north along a tanjrent to said curve 1.080 feet to the point of 
 a curve to the left, radius 1,130 feet throus:h 42= 15' to a point of rever.se curve; thence 
 along a curve to the right, radius 1,020 feet through SO' ; thence northeasterly 1.100 feet 
 to the point of a curve to the left, radius l.-'i-jo feet through 11 45'; thence northeasterly 
 along a tangent to said curve 040 feet to the point of a curve to the left, radius 1.3C5 feet 
 through 20° tangent to Laurel Shade Avenue about 130 feet north of East Lee Street. 
 
 The above description is to be read in connection with Waterfront Maps showing pro- 
 posed development in the vicinity of Kenton, Rainier Beach, Bay Street and Madison 
 Street. Where detail maps are shown, the Highway or Boulevard will conform to them. 
 
 L.VUREL Sn.xDE Avenie: Existing width. 80 feet; proposed width, 120 feet, all ofif 
 west side and produced to a point 925 feet north of the north margin of East Newton 
 Street; thence along a curve to the left, radius 500 feet through -iC) ; thence northwesterly 
 along a tangent (proi)osed width, 150 feet) about TOO feet to the point of a curve to the 
 left, radius 010 feet through 44° 20'; thence along the street platted in the shore lands, 
 widening same to 150 feet, all off south side, and this street jjroduced to Twenty-sixth 
 Avenue North produced; thence continuing west along Roanoke Street; proposed width, 
 !»() feet, all off north side, to East Montlake Place. 
 
 North Western Branch : Proposed width, !t(( feet. Beginning at about the inter- 
 .section of Henderson Street and Fifty-fourth Avenue South produced ; thence northwest- 
 erly to the west line of Sec. 35, T. 24 N., R. 4 E., about 1,420 feet south of the northwest 
 corner thereof and crossing Kenyon Street about 970 feet west of Fifty-first Avenue South 
 continuing to an angle point on Forty-fourth Avenue South at the alley between Fon- 
 tanelle and Webster Streets; thence northwesterly about 820 feet to an angle point near 
 Forty-second Avenue South and Othello Street ; thence northwesterly crossing the inter- 
 section of Thirtieth Avenue South and Alaska Street continuing about 2,120 feet to the 
 point of a curve to the right, radius 2.22!) feet through 10' ; thence along a tangent to said 
 curve to the point of a curve (about 35 feet east and 115 feet north of the intersection 
 of Twenty-fifth Avenue South and Winthrop Street ) to the left, radius 4,765 feet through 
 10° 45'; thence northwesterly parallel to Rainier Avenue and 585 feet west thereof 
 measured at right angles from center lines continuing to Twelfth Avenue South. Here 
 an angle is introduced, the extension of this street with a width of 90 feet, connecting 
 with the approximate intersection of Yesler Way and Fir Street, being the prolongation 
 of Highway No. 38. 
 
 Grades: The proposed grades are all 3% or less. 
 
 H I G H ^^- A Y NO. 25 
 
 Forty-second Avenue South : Proposed width. 70 feet, Oregon Street to Genessee 
 Street. 
 
 Northeasterly Diagonal : Proposed width, 70 feet, approximately connecting the 
 intersection of Forty-second Avenue South and Genessee Street with Forty-third Avenue 
 South and Andover Street. 
 
 Forty -third Avenue South: Existing width, 66 feet; proposed width, 120 feet, all 
 off West Side, Dakota Street to Charlestown Street. 
 
 CoNovER Way Branch: Existing width, .50 feet; proposed width, 70 feet from 
 Forty second Avenue South to Thirty-eighth Avenue South; thence along a proposed 
 diagonal 70 feet wide to the intersection of Alaska Street and Rainier Avenue. 
 
 Grades: The grades proposed for this highway and its branch do not exceed 3%. 
 
 HIGH ^^' AY NO. 20 
 
 Seattle Boilevard: Existing width, 100 feet, Fourth Avenue South to Massa- 
 chusetts Street. 
 
 Ninth Avenie South: Existing width, 100 feet, Massachusetts Street to Hinds 
 Street.
 
 158 PLAN OF SEATTLE 
 
 Seattle Bollevaud : Existing widtli. lod feet. Minds Street to Spokane Street. 
 
 Spokane Street and \^■EST Si-okani: Street I'RouLrED: Existing and proposed 
 width, 130 feet from Seattle Boulevard to Alki Avenue. 
 
 Alki Avenue: Existing width, variable; proposed width as shown on waterfront 
 development, West Seattle Sheet, from Spokane Avenue to Sixty-first Avenue Southwest ; 
 thence along Sixty-first Avenue Southwest across Alki Point to Carroll Street. A com- 
 mercial roadway 100 feet wide extends through the tide lands practically {)aralleling the 
 harbor line and 400 feet easterly thereof to aI)out oj)p()site the junction of Lowman Drive 
 and Alki Avenue; thence continuing south aproximately parallel to and distant 250 feet 
 east of the harbor line to a point about 1,000 feet south of the north line of Sec. 2, T. 2.'1 
 N., R. 3 E. At this point the highway narrows to a width of 120 feet continuing par- 
 allel to and 200 feet easterly of the harbor line, to the south line of Sec. 2, T. 23 N., K. 3 
 E. From this point the lack of definite information prevents the accurate projection of 
 the street, but it should continue substantially along the same lines to the southerly 
 limit of the area covered by this report. 
 
 Grades: I'roposed grades 3% or less. (See Maps Nos. 5 and 6.) 
 
 HIGHWAY NO. 30 
 
 Extension of City Highway No. 5. Proi)Osed width, 1(50 feet, beginning at the in- 
 tersection of Sixth Avenue Northwest and We.st Eighty-fifth Street, and following the 
 line of Sixth Avenue Northwest, produced north to about the center of Sec. 36, T. 20 N., 
 K. 3 E. ; thence along a curve to the right, radius 2,80.5 feet through 18^ 15' ; thence along 
 a tangent to .said curve to the jioint of a curve to the left, radius 2,805 feet through 18' 
 11', crossing the north line of Sec. 30, T. 20 N., R. 3 E., about 1,130 feet west of the 
 northeast corner thereof; thence north to Sec. 25, T. 20 N., R. 3 E.. approximately par- 
 alleling Greenwood Avenue, crossing the north line of said Sec. 25 about 1,065 feet west 
 of the northeast corner thereof; thence continuing north 495 feet to the point of a curve 
 to the right, radius 1,140 feet through 20' ; thence along a tangent to said curve 1,840 
 feet to the point of a curve to the left, radius 1,840 feet to the point of a curve to the 
 left, radius 1,140 feet through 20° 10' tangent to Greenwood Avenue; thence north along 
 Greenwood Avenue about 200 feet; thence northeasterly by a curve to the right, radius 
 2,805 feet through 31" 25'; thence northeasterly along a tangent to said curve 1,250 feet 
 to a curve to the left, radius 2,805 feet through 20° 15' (crossing the north line of Sec. 
 19, T. 26 N., R. 4 E., about 700 feet east of the northwest corner thereof). This portion 
 of Highway No. 30 is to be a boulevard. (See Boulevards.) Proposed width, 90 feet; 
 thence north through the west one half of Sec. 18, T. 20 N., R. 4 ¥1., crossing the north 
 line of said section about 1.800 feet east of the northwest corner thereof; thence north 
 through the west half of Sec. 7, T. 20 N., R. 4 E., cro.ssing the north line of said section at 
 about 1,800 feet east of the northwest corner thereof; thence north through the west 
 half of Sec. 0, T. 20 N., R. 4 E., to the east and west center line of said section; thence 
 along a curved line in a northeasterly direction, crossing the north line of said section 
 about 2JJ00 feet east of the northwest corner thereof. 
 
 NoRTnwESTERN BRANCH: Proposcd width, 84 feet. Beginning with a curve to the 
 left (in the NWi^ Sec. 18, T. 20 N., R. 4 E.), radius 1,042 feet through 09° 36'; thence 
 northwesterly 500 feet along a tangent to said curve; thence by a curve to the right, 
 (crossing the north line of Sec. 18, T. 20 N., R. 4 E., about 580 feet east of the northwest 
 corner thereof), radius 2,805 feet through 20', crossing the east line of Sec. 12, T. 20 N., 
 R. 3 E., at about 400 feet north of the southeast corner thereof; thence by a curve to the 
 right, radius 955 feet through 98° 17', crossing the east line of said section about 1,950 
 feet north of the southeast corner thereof; thence northeasterly along a tangent 400 feet; 
 thence by a curve to the left, radius 716 feet through 05° 23' ; thence northwesterly along 
 a tangent 2,100 feet to a curve to the left, (crossing 30 feet west of the northwest corner 
 of Sec. 7, T. 26 N., R. 4 E.,), radius 573 feet through 57° 46' ; thence northwesterly along
 
 APPENDIXNO.I 159 
 
 a tangent to said curve, 350 feet ; thence along a curve to the right, radius 71G feet through 
 62° 17'; proposed width, 90 feet north of the east and west center line of Sec. 1, T. 26 N., 
 E. 3 E. ; thence northwesterly through the east half of said section 4,100 feet to a curve 
 to the left, radius 037 feet through 44° 16', crossing the north line of said section al)0ut 
 1,800 feet west of the northeast corner thereof; thence northwesterly about 110 feet to 
 the Snohomish County line, crossing the north line of Sec. 1, T. 26 N., R. 3 E., about 
 1,875 feet west of the northeast corner thereof. 
 
 Northeastern Branch : Proposed width, 160 feet. Beginning at the point of a 
 curve in the Main Highway in the SW14 of Sec. 18, T. 26 N., R. 4 E., and extending 
 northeasterly across the center of said section to the northeast corner thereof, and pro- 
 duced to connect with Highway No. 31. This portion of Highway No. 30 is to be a boule- 
 vard. (See Boulevards.) 
 
 HIGHWAY NO. 31 
 
 Northwestern Branch : Proposed width, 90 feet. Beginning at the point of a curve 
 on the main highway, just south of the north line of Sec. 17, T. 26 N., R. 4 E., and extend- 
 ing along a curve to the left, radius 955 feet, through 37° 30'; thence northwesterly along 
 a tangent to said curve, crossing the east line of Sec. 7, T. 26 N., R. 4 E., about 1,200 feet 
 north of the southeast corner of said Section 7 ; thence continued northwesterly to the 
 point of a curve to the right, radius 2,865 feet through 22° ; thence 1,010 feet along a 
 tangent to said curve to the point of a curve to the left radius 2,865 feet through 24° 30' ; 
 thence northwesterly crossing the north line of Sec. 7, T. 26 N., R. 4 E., about 2,200 feet 
 east of the northwest corner thereof, continuing northwesterly, and crossing the west line 
 of Sec. 6, T. 26 N., R. 4 E., about 2,000 feet north of the southwest corner of said section, 
 continuing northwesterly to an intersection with Highway No. 30, (Western Branch). 
 
 East and West Connection : Proposed width, 84 feet, extending along the north 
 line of King County from about the center of Sec. 1, T. 26 N., R. 3 E., to about the north- 
 east corner of Sec. 5, T. 26 N., R. 4 E. 
 
 HIGHWAY NO. 32 
 Connecting Highways Nos. 31 and 33. Proposed width, 84 feet. 
 
 East Branch : Beginning on Ashworth Avenue produced, about 1,650 feet north of 
 North Eighty-fifth Street ; thence along a curve to the right, radius 574 feet through 49° 
 GO' ; thence northeasterly along a tangent to said curve, crossing the east line of Sec. 31, 
 T. 26 N., R. 4 E., about 2,160 feet south of the northeast corner of said section ; thence 
 continued northeasterly 2,000 feet to the point of a curve to the right, radius 5,730 feet, 
 through 4- 40'; thence northeasterly about 800 feet crossing the north line of Sec. 32. T. 
 26 N.. R. 4 E., about 2.500 feet east of the northwest corner of said section ; thence con- 
 tinuing northeasterly 260 feet to the point of a curve to the right ; thence along said curve 
 to the right, radius 1,910 feet through 84° 30', crossing 70 feet west of the northwest cor- 
 ner of said section ; thence extended southeasterly along a tangent to said curve 2,630 feet 
 to a curve to the right, radius 500 feet through 58° 36', tangent to Highway No. 33. at 
 about the east and west center line of Sec. 33, T. 26 N., R. 4 E.; propo.sed width. 84 feet. 
 Beginning at Sixth Avenue Northwest and West Eighty-fifth Street; thence along West 
 Eighty-fifth Street to First Avenue Northwest and West Eighty-fifth Street; thence along 
 a curve to the left, (tangent at Greenwood Avenue and North Eighty-seventh Street) to 
 a point of a reverse curve; thence along a curve to the right, tangent to North Ninetieth 
 Street ; thence along North Ninetieth Street to about Stone Avenue ; thence northeasterly 
 to a connection with the Main Highway. 
 
 Grades: The course of this highway except the last section is along a surveyed line 
 made upon the ground, the grades proposed are all 3% or less.
 
 100 PLAN OP SEATTLE 
 
 HIGHWAY NO. 3 a 
 
 PnorosKD Highway and I5()i i.i;vaui> : Being the exteusion of City Iligliwav No. 13. 
 Propo.«ied width, 90 leel to Eigbtytil'ih ijtreet ; tlieuce luO feet to tlie iuteisecliou of 
 Twenty-fifth Avenue Northeast and East Fifty-fourth Street, and extending thence 
 northerly along Twentyfiftli Avenue Northeast to East Eightieth Street; llicnco along 
 a curve to the left, radius 5,7:50 feet through 14' ()(<', cro.ssing :U) feet west of the ((uar- 
 ter corner on the south line of Sec. ."53, T. 2(J N., R. 4 E. ; thence northeasterly 7!)fS feet 
 along a tangent to said curve to the point of a curve to the left, radius 1,!)10 feet through 
 25° 35'; thence northeasterly along a tangent to said curve 350 feet; thence along a 
 curve to the right, radius 57:{ feet through 55^ 54'; thence northeasterly along a tangent 
 to said curve !)4ll feet; thence along a curve to the right, radius 1,432 feet through 1G° 
 00' ; thence along a tangent to said curve 400 feet to the point of a curve to the left, 
 radius 2.8(55 feet through 27' 34' ; th&nce northerly along a tangent to said curve, cross- 
 ing the north line of Sec. 33, T. 20 N., R. 4 E., 80 feet east of the quarter corner; continu- 
 ing northerly 1,20S feet to the point of curve to the right, radius, 1,910 feet thi'ough 
 40° 38' ; thence northeasterly 1,050 feet to the point of a curve to the left, radius 1,432 
 feet through 44° 34'. 
 
 Eastern Branch: I'roposed width, IGO feet; thence northerly along a tangent to 
 said curve, crossing the north line of Section 28, T. 20 N., R. 4 E., about 404 feet west 
 of the northeast corner thereof; thence continuing north, crossing the north line of 
 Sec. 21, T. 20 N., R. 4 E., about 347 feet west of the northeast corner of said Section 
 21 ; thence north 675 feet to the point of a curve to the right, radius 1,910 feet through 
 43° 35', crossing the east line of Sec. 16, T. 26 N., R. 4 E., about 1,810 feet north of 
 the southeast corner of said Section 10; thence along a tangent to said curve SSO feet; 
 thence along a curve to the left, radius 1,14(5 feet through 36° 30'; thence along a 
 tangent to said curve 1,085 feet to the point of a curve to the right, radius 2,865 feet 
 through 19° 51', cro.ssing the north line of Sec. 15, T. 26 N., R. 4 E., 1,535 feet east of 
 the northwest corner of said Section 15; thence northeasterly along a tangent to said 
 curve 782 feet to the point of a curve to the right, radius 1,140 feet through 32° 10'; 
 thence northeasterly along a tangent to said curve, 1,535 feet to the point of a curve 
 to the left, radius 4,584 feet through 19° 02'; thence along a tangent to said curve 
 200 feet to the point of a curve to the right, radius 955 feet through 36° 03' ; thence along 
 a tangent to said curve 832 feet; thence along a curve to the right, radius 1,910 feet 
 through 15° 54'; thence along a tangent to said curve 350 feet; thence along a curve 
 to the left, radius 5,730 feet through 7° 46' ; thence along a tangent to said curve 865 
 feet ; thence along a curve to the right, radius 5,730 feet through 19° 42', crossing 
 the east line of Sec. 11, T. 20 N., R. 4 E., 1,465 feet south of the northeast corner of 
 said Section 11 ; thence southeasterly along a tangent to said curve 3,390 feet to the 
 point of a curve to the right, radius 1,910 feet through 15° 06'; thence along a tan- 
 gent to said curve 730 feet to the point of a curve to the left, radius 5.730 feet through 
 4° 01'; thence southeasterly along a tangent to said curve 750 feet, crossing the east line 
 of Sec. 12, T. 26 N., R. 4 E., 372 feet south of the quarter corner between Sections 12 
 and 17; thence along a curve to the left, radius 1,146 feet through 21° 43'; thence along a 
 tangent to said curve 655 feet; thence along a curve to the right, radius 1,910 feet through 
 30° 59' ; thence along a tangent to said curve 937 feet ; thence along a curve to the left, 
 radius 522 feet through 152° 56'; thence along a tangent to said curve 800 feet; thence 
 along a curve to the right, radius 1,146 feet through 43° 00' ; thence along a tangent to 
 said curve 730 feet; thence along a curve to the right, radius 1,274 feet through 69° 55'; 
 thence along a tangent to said curve 53 feet to a point on the east line of Sec. 7, T. 26 N., 
 R. 5 E., 742 feet south of the noitheast corner of said Section 7, said tangent being the 
 center line of Main Street in Bothell. 
 
 Such portions of this highway as are included in the plan for development of the 
 waterfront, as shown on Map No. 15, are to be of the widths there shown.
 
 APPENDIXNO.I 161 
 
 Northwestern Branch : Proposed width, KiO feet. Beginning at the point of the 
 curve in tlie main highway (in the northeast quarter of Section 28, T. 2G N., K. 4 E.) ; 
 thence along a curve to the left, radius 500 feet through 84° 30' ; thence northwesterly 
 along a tangent to said curve, crossing the north line of Sec. 2S, T. 2fi N., R. 4 E., about 
 1,888 feet west of the northeast corner of said Section 28; thence continuing north- 
 westerly through Sec. 21, T. 20 N., R. 4 E., crossing the west line of said Section 21 
 about l,38o feet south of the northwest corner thereof; thence continuing '.i7'2 feet to 
 the point of a curve to the left, radius 717 feet through 39° 42' ; thence 728 feet along a 
 tangent to said curve; thence along a curve to the right, radi\is l,'Jl(l feet through 31° 
 30' ; thence along a tangent to the curve to a point 30 feet west of the quarter corner 
 between Sections 17 and 20; thence along a curve to the right making a suitable con- 
 nection to Central Avenue. 
 
 A connection with a proposed width of 84 feet in an approximately east and west 
 direction, connecting the two branches of this highway begins on a point on the Main 
 Highway, in the SE^^ of Sec. 10, T. 20 N., R. 4 E., about 190 feet north of the south 
 line thereof; thence along a curve to the left, radius .574 feet through 90° to a point of 
 conijiound curve; thence along a curve to the left, radius 1,140 feet through 51°; thence 
 southwesterly along a tangent to said curve l,i529 feet to the point of a curve to the right, 
 radius 574 feet through 117° 45'; thence along a tangent to said curve 189 feet to the 
 [)oint of a curve to the left, radius 574 feet through 78° 10' ; thence along a tangent to 
 said curve 287 feet to the point of a curve to the right, radius 1,010 feet through 23° 
 27', crossing the west line of Sec. 21, T. 20 N., R. 4 E., 350 feet south of the northwest 
 corner thereof; thence northwesterly along a tangent to said curve 080 feet to the point of 
 a curve to the left, radius 717 feet through 44° ; thence along a tangent to said curve 
 200 feet to the point of a curve to the right, radius 478 feet through 65° 08' and tangent 
 to the main branch. 
 
 Gk.\des: The courses of these highways are along lines surveyed upon the ground, 
 and the proposed grades are all 3% or less. 
 
 HIGHWAY NO. 34 
 
 Proposed width, 84 feet. Beginning on the curve in Highway No. 33, in the SW14 
 of Sec. 10, T. 20 N., R. 4 E. ; thence along a curve to the left, radius 345 feet through 80° 
 05'; thence along a tangent to said curve 2,905 feet to the point of a curve to the left, 
 radius 1,910 feet through 18° 44' ; thence along a tangent to said curve 297 feet, crossing 
 the west line of Sec. 10, T. 26 N., R. 4 E., about 720 feet south of the northwest corner 
 of said Section 10; thence continuing northwesterly 810 feet to the point of a curve to 
 the left, radius 574 feet through 45° 05' ; thence southwesterly along a tangent to said 
 curve 240 feet ; thence along a curve to the right, radius 574 feet through 72° 20', cross- 
 ing the north line of Sec. 9, T. 20 N., R. 4 E., about 1.870 feet west of the northeast cor- 
 ner of said Section 9; thence northwesterly 1,683 feet along a tangent to said curve to 
 the point of a curve to the left, radius 2.865 feet through 27° 25'; thence along a tan- 
 gent to said curve 1,374 feet; thence along a curve to the right, radius 1,910 feet through 
 29° 43', crossing Highway No. 31, and also the west line of Section 4, T. 20 N., R. 4 E., 
 about l.O.'O feet south of the northwest corner of said Section 4; thence northwesterly 
 along a tangent to said curve 1,308 feet crossing the north line of Sec. 5, T. 20 N., R. 
 4 E., about 488 feet west of the northeast corner of said Section 5, continuing north- 
 westerly 800 feet to the point of a curve to the left, radius 955 feet through 71° 55'; 
 thence along a tangent to said curve about 1.023 feet to the east shore of Lake P.allinger. 
 
 Grades : The course of this highway is along a surveyed line upon the ground and 
 the proposed grades are all 3% or les. 
 
 HIGHWAY NO. 35 
 
 Proposed width 84 feet. Beginning at the curve on Highway No. 33. in the NEVt of 
 Sec. 11, T. 20 N., R. 4 E.; thence along a curve to the left, radius 687 feet, through 61"
 
 16L1 PLAN OF SEATTLE 
 
 30'; flieiice uortheasierly aloiij; a t:iiij;cMit to said i-iirve I.IIJO feet, crossing tlie north line 
 of said Section 1 1. T."» feet west ol' the nortlieast corner thereof; contimiing uorllieasteriy 
 (!.")() feet to the jioint of a curve to the left, radius 1,!H(I feet, through 23° 45'; theuce 
 uorth ah)ng a tangent to said curve 1, ().")() feet to the point of a curve to the left, radius 
 5,730 feet, tlirough 10° 4.1'; thence northwesterly along a tangent to said curve 1,840 
 feet to a iioint on the noiHi line of Section 1, T. 20 N., H. 4 E., ahout 110 feet east of the 
 northwest corner of said Section 1. 
 
 Gradks: The course of this highway is aloug a surveyed line upon the ground and 
 the proposed grades are all 3^^ or less. 
 
 1 1 I ( ; 1 1 \\' A Y NO. 30 
 
 Proposed width, !)() feet. Beginning on the east roadway of a double street in the 
 rniversity of Washington Campus, about S20 feet south of ICast Forty-sixth Sti'eet, and 
 extending thence along a curve to the right, radius l,03i5 feet, through 78° 37' 58" tan- 
 gent to East Forty-fifth Street, at a point about 1,670 feet west of the northeast corner 
 of Sec. 10, T. 25 N., K. 4 E.; thence east along East Forty-fifth Street about 1,8.50 feet 
 to the ])oint of a curve to the left, radius 750 feet through 55" 30'; thence northeasterly 
 along a tangent to said curve, about 1,575 feet to the point of a curve to the right, radius 
 1,705 feet, through 15° 10'; thence northeasterly along a tangent to said curve, about 
 845 feet to the i)oint of a curve to the right, radius 500 feet, through 31° 30'; thence 
 easterly about 100 feet to the point of a curve to the right, radius 1,008 feet through 12° 
 30'; thence easterly about 440 feet to the point of a curve to the left, radius 478 feet, 
 through 32° 20' to a point of compound curve; thence along a curve to the left, radius 
 955 feet, through 39^ 15'; thence along a tangent to said curve 540 feet; thence along 
 a curve to the right, radius 710 feet, through 49° 20'; thence along a tangent to said 
 curve, 283 feet (crossing the east line of Sec. 10, T. 25 N., R. 4 E., about 1.375 feet 
 north of the east quarter corner) ; thence along a curve to the left, radius 710 feet, 
 through 44° 20'; thence along a tangent to said curve 1,310 feet (crossing the north line 
 of Sec. 11, T. 25 \., R. 4 E., about 1,130 feet east of the northwest corner thereof). 
 (From this point uorth this route becomes a combined highway and boulevard, 100 feet 
 wide) ; thence along a curve to the left, radius 2,8G5 feet, through 48° 30'; thence along 
 a tangent to said curve 1,715 feet; thence along a curve to the left, radius 5,730 feet, 
 through 21° 26' to a i)oint of comjiound curve (crossing the north line of Sec. 2, T. 25 
 N., R. 4 E., 512 feet east of the northwest corner thereof. Also crossing the east line 
 of Sec. 34. T. 26 N., R. 4 E., 730 feet north of the southeast corner thereof I ; thence 
 aloug a tangent to said curve 1,210 feet ; thence along a curve to the right, radius 478 
 feet, through 94° 00', to a point of comj)ound curve; thence along a curve to the right, 
 radius 686 feet, through .50° 30'; thence along a tangent to said curve 95 feet to the 
 point of a curve to the left, radius 573 feet, through (!4° 27'; thence north along a tan- 
 gent to said curve 505 feet to the point of a curve to the left, radius 819 feet, through 
 37° 27'; tlience northwesterly 200 feet along a tangent to said curve; thence along a 
 curve to the right, radius 955 feet, through 30° 34' ; thence 392 feet along a tangent to 
 said curve. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Map No. 14, are to be of tlie widths there shown. 
 
 Northwestern Branch : Proposed width, 90 feet ; thence along a curve to the left, 
 radius 717 feet, through 47° 00'. crossing the north line of Sec. .34, T. 26 N., R. 4 E., 
 about 620 feet east of the quarter corner between Sections .'^4 and 27: thence northwest- 
 erly along a tangent to said curve 871 feet; thence along a curve to the right, radius 478 
 feet, through 13° 33' ; thence along a tangent to said curve 803 feet to the point of a 
 curve to the right, radius 2.865 feet, through 11° 10'; thence northwesterly along a 
 tangent to said curve 1.145 feet to the jioint of a curve to the left, radius 1,146 feet, 
 through 40° 48'; thence northwesterly along a tangent to said curve 355 feet, crossing
 
 APPENDIXNO.I 163 
 
 the west line of Sec. 27, T. 20 N., R. 4 E.. about 1,095 feet south of the northwest corner 
 of said Section 27, continuing northwesterly 278 feet to the point of a curve to the right, 
 radius 1,433 feet, through 28° 14' tangent with Highway No. 33. 
 
 Northern Branch: Proi)osed width, 00 feet. Beginning at a point of curve on 
 the main highway 238 feet so\itli of tjie north line of Sec. 34, T. 20 N., R. 4 E., and ex- 
 tending thence northwesterly along a tangent to said curve 3,019 feet; thence along a 
 curve to the left, i-adius 2,2!)2 feet, through 39" 0.1'; thence along a tangent to said curve 
 200 feet; thence along a curve to the right, radius 1,140 feet, through 50° 43', crossing the 
 north line of Sec. 27, T. 20 N., K. 4 E., 1,815 feet east of the northwest corner of said 
 Section 27; thence along a tangent to said curve 155 feet; thence along a curve to 
 the left, radius 573 feet, through 31° 00'; thence along a tangent to said curve 158 feet; 
 thence along a curve to the right, radius 478 feet, through 55° 48' ; thence along a tangent 
 to said curve 330 feet; thence along a curve to the left, radius (i37 feet, through 78° 30'; 
 thence along a tangent to said curve 303 feet; thence along a curve to the right, radius 
 478 feet, through 47° 00'; thence along a tangent to said curve, 538 feet; thence along 
 a curve to the left, radius 955 feet, through 29° 30' ; thence northwesterly along a tan- 
 gent to said curve 940 feet (crossing the north line of Sec. 22, T. 20 N., *R. 4 E., 1,185 
 feet east of the northwest corner of said Section 22) ; thence l,9(i0 feet to the point of a 
 curve to the right, radius 478 feet, through 08° 21' to tangency with Highway No. 33. 
 
 CiR.vDEs : The courses of the highways are located from surveyed lines made upon 
 the ground and the proposed grades are all 3% or less. 
 
 HIGHWAY NO. 38 
 
 Southeasterly Diagonal: Proposed width, 84 feet, connecting the intersection of 
 Fourth Avenue and Madison Street with Eighth Avenue and Spruce Street ; thence to 
 Fir Street and Yesler Way. 
 
 Yesleu Way : Existing width, OG feet ; proposed width, 84 feet, Fir Street to Tenth 
 Avenue. 
 
 Northeasterly Diagonal: Proposed width, 84 feet, connecting the intersection of 
 Tenth Avenue and Yesler Way with East Alder Street and Thirteenth Avenue and pro- 
 duced to Terrace Court; thence by a curve to the right, radius 425 feet, through 39°, to 
 a point of compound curve; thence along a curve to the right, radius 240 feet, through 47°. 
 
 Southeasterly Diagonal: Proposed width, 84 feet from the point of tangent of the 
 curve last mentioned to the Intersection of East Spruce Street and Seventeenth Avenue. 
 
 East Spruce Street: Existing width, 00 feet; proposed width, 84 feet to the west 
 margin of Twentieth Avenue. 
 
 Northeasterly Diagonal: Proposed width, 84 feet, beginning at the west margin of 
 Twentieth Avenue, at East Spruce Street ; thence along a curve to the left, radius 130 
 feet, through 81° ; thence northeasterly along a tangent to said curve about 5.'*0 feet to 
 the point of a curve to the right, radius 1,020 feet, through 39° 30' ; thence northeasterly 
 along a tangent to said curve about 400 feet to the point of a curve to the right, radius 
 1,420 feet, through 6° 30' ; thence northeasterly along a tangent to said curve about 510 
 feet to the point of a curve to the left, radius 1,515 feet, through 23° .30': thence north- 
 easterly about 2,085 feet to the point of a curve to the right, radius OSS feet, through 
 16° 30' ; thence northeasterly along a tangent to said curve, about 210 feet to the point 
 of a curve to the left, radius 1,480 feet, through 14° 30'; thence northeasterly to an 
 angle point southeasterly from the intersection of East Denny Way and Thirty-second 
 Avenue. 
 
 Thirty-second and One-Half Avenue: Proposed width, 84 feet from East Denny 
 Way to 120 feet south of East John Street, midway between and approximately i)arallel 
 to Thirty-second and Thirty-third Avenues. 
 
 Curves, Etc. : Proposed widths, 84 feet, beginning at a point 120 feet south of East 
 John Street, on Thirty-second and One Half Avenue, and extending thence along a curve
 
 164 PLAN OF SEATTLE 
 
 to the rifjht. radius 500 feet, through nS" 30' ; thence northeasterly along a tangent to 
 said curve, about (>:^o feet ; thence along a curve to the left, radius 1,1(1.") feet, through 
 41° 01)'; thence northeasterly along a tangent to said curve 410 feet; thence along a 
 curve to the right, radius 1,10.") feet, through ;"()' 00' to the point of reverse curve; thence 
 along a curve to the left, radius :'y'2T) feet, through 0.")^ tangent to the center line of For- 
 tieth Avenue North, about 110 feet south of East Prospect Street. 
 
 Fortieth Aveme North : Existing width, 84 feet, from point of tangent of last 
 mentioned curve to East Madison Street. 
 
 East Madison Street: Existing width, 84 feet, from Fortieth Avenue North to 
 Laurel Shade Avenue. 
 
 Grades: The grades along this proposed highway intersect the streets and ave 
 nues crossed at practicallj' their existing grades, and in no case exceed 5%. 
 
 HIGH W AY NO. 39 
 
 Twentieth Aven'ue Southwest: Proposed width, 80 feet, from West Barton Street 
 to West Edmunds Street. 
 
 West Edmunds Street: Proposed width, 80 feet, from Twentieth Avenue Southwest 
 to Seattle Boulevard produced. 
 
 Seattle Boulevard (Existing and Produced) : Proposed width, 80 feet from West 
 Edmunds to Ninth Avenue South. 
 
 Southwesterly I)iai;onal: Proposed width, 80 feet, except tunnel .section, which 
 is 50 feet, extending southwesterly from the intersection of West Edmunds Street and 
 Twentieth Avenue Southwest, to about the intersection of West Dawson Street and 
 Twenty-fourth Avenue Southwest, if these streets were produced. One branch extends 
 thence west to Twenty sixth Avenue Southwest; another extends south to about West 
 Raymond Street, and a connection with the main highway. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Ma[) No. 7, are to be of the widths there shown. 
 
 Grades: All grades 5% or less. 
 
 HIGHWAY NO. 40 
 
 Southwest Dt.\gonal : Proposed width, 100 feet, along a line connecting intersec- 
 tions of Twenty-second Avenue Southwest and West Spokane Street with Twenty eighth 
 Avenue Southwest and West (lenessee Street, but extending only to Twenty-sixth Ave- 
 nue Southwest, connection to Twenty-sixth Avenue Southwest being effected by a curve of 
 780 feet radius. 
 
 Twenty-sixth Avenue Southwest: Existing width. GO feet; proposed width, 100 
 feet from above angle point to a point about 100 feet north of West Findlay Street. 
 
 Southeasterly Diagonal: Proposed width, 100 feet from above angle point to an 
 angle point 240 feet south of West Juneau Street and Twenty-fourth Avenue Southwest. 
 
 Twenty-fourth Avenue Southwest (and Produced): Existing width, 60 feet; 
 proposed width, 100 feet from above angle point to West rioverdale Street. Proposed 
 width. 84 feet to the center of NWi/i of NE'4 of Sec. 1, T. 23 N., R. 3 E. 
 
 Southwesterly Diagonal: Proposed width, 84 feet from the last mentioned angle 
 point following the ravine to the outlet on Puget Sound. 
 
 GRADES 
 
 Southwest Diagonal, Twenty-eighth Avenue Southwest, Southeast Diagonal, 
 AND Twenty-fourth Avenue Southwest: Proposed grade 3% or less. 
 
 Southwesterly Diagonal : Proposed grade 5% or less to Puget Sound.
 
 APPENDIXNO.I 165 
 
 HIGHWAY NO. 41 
 
 TiiiKTiETii Avenue Routiiwest: Existing width, variable; proposed width, 84 feet 
 from West Spoliaiie Street to Yaucy Street; thence southwesterly to about the intersec- 
 tion of West Oregon Street and Thirty-second Avenue Southwest, (both produced) ; 
 thence along West Oregon Street produced with a proposed width of 84 feet to Thirty- 
 seventh Avenue Southwest; thence southwesterly to the intersection of Thirty-ninth Ave- 
 nue Southwest and West Alaska Street. 
 
 TiiiKTY-NiNTH AvENUE SouTHWEST: Existing width, 80 feet; proposed width, 84 
 feet; West Alaska Street to West Juneau Street. 
 
 SouTHWESTEULY DIAGONAL: Troposed width, 84 feet, connecting intersections of 
 Thirty-ninth Avenue Southwest and West Juneau Street, and Forty-first Avenue South- 
 west and West Graham Street; thence to W^est Morgan Street and California Avenue. 
 
 West Morgan Street: Existing width, (iO feet; proposed width, 84 feet, California 
 Avenue to Forty-sixth Avenue Southwest. 
 
 FoHTY-sixTH Avenue Southwest and Puoduced : Existing width, 00 feet; proposed 
 width, 84 feet from West Jlorgan Street to 120 feet south of West Willow Street. 
 
 SouTUWESTEKLY DIAGONAL: Proposcd width, 84 feet to Froutcnac Street aud Faun- 
 tleroy Avenue. 
 
 Fauntleroy Avenue: Existing width GO feet; proposed width, 84 feet, Frontenac 
 Street to West Henderson Street ; thence southwesterly to Puget Sound. The proposed 
 grades do not exceed 5%. 
 
 HIGHWAY NO. 42 
 
 Northwesterly Diagonal: Proposed width, 110 feet. Beginning at the west mar- 
 gin of the intersection of West Spokane Street and Alki Avenue, and extending thence 
 along a curve to the right, radius 400 feet, through 02° 50' ; thence along a tangent to said 
 curve about 1,800 feet to the point of a curve to the right, radius 205 feet, through 52°, 
 a point of a reverse curve ; thence along a curve to the left, radius 275 feet, through 73° 
 30', to a point of a reverse curve ; thence along a curve to the right, radius 325 feet, 
 through 55° 30' ; thence along a tangent to said curve 05 feet ; thence along a curve to the 
 left, radius 705 feet, through 02° ; thence northwesterly along a tangent to said curve 
 about 210 feet to the intersection of Thirty-seventh Avenue Southwest and West Wait 
 Street. 
 
 West Wait Street : Existing width, variable ; proposed width, 84 feet from Belvi- 
 dere Avenue to California Avenue. 
 
 GRADES 
 
 Northwesterly Diagonal and Curves: Proposed grade 7% from the intersection 
 of West Spokane Street and Alki Avenue to proposed 7 foot cut at the intersection of 
 Thirty-seventh Avenue Southwest and West Wait Street, occasional flat stretches or 
 "rests" being introduced. A route has been laid out for a rapid transit line to the north- 
 east of this highway, on a 4% grade. (See Rapid Transit Route No. 20.) 
 
 grades 
 
 West Wait Street: Proposed grade :>%, Thirty-seventh Avenue Southwest to Bel- 
 videre Avenue. Jlaxinuim existing grade 4.0% to California Avenue, a proposed bridge 
 crossing the Fairmount Ravine. 
 
 HIGHWAY NO. 44 
 
 West Hanpord Street: Existing width, 00 feet; proposed width, 84 feet from 
 Sixty-third Avenue Southwest to Fifty-ninth Avenue Southwest. 
 
 Diagonal Nortiieasi-eki.y and Curves: I'roi)osed width, 84 feet. Beginning at 
 Fifty-ninth Avenue Southwest and West Hanford Street; thence northeasterly 105 feet
 
 166 PLAN OF SEATTLE 
 
 to the point of a curve to the iiy;ht, radius T.")."! feet, tbrougli 4l2" ; thence easterly along 
 a taugent to said curve 155 feet; thence along a curve to the left, radius 555 feet, 
 through 37° 40'; thence northeasterly along a tangent to said curve 9(15 feet; thence 
 along a curve to the right, radius l,(ll.'5 feet, through 4(1^ ."{0' tangent to the center line 
 of ^^■est Lauder street, at a point 20(1 feet west of the center line of Fiftytirst Avenue 
 Southwest. 
 
 ^^'^:sT Landkr Btrkkt: I'rojiosed width, 84 feet, from a point 200 feet west of Fifty- 
 first Aveuue Southwest to Forty ninth Avenue Southwest. 
 
 Ferry Avenue and Ferry Avenue Produced: Proposed width. 84 feet, West Lan- 
 der Street to West Wait Street. 
 
 Wi:sT Wait Strket: Existing width, 84 feet from Forty-seventh Avenue Southwest 
 to California Avenue. 
 
 Grades: Proposed grades do not exceed 7%. 
 
 HIGHWAY NO. 45 
 
 Southeasterly I^iagonal: Proposed width, 100 feet from Twenty fourth Avenue 
 Southwest and Cloverdale Street to Twenty second Avenue Southwest and West Ilender 
 son Street; existing width, CO feet; propo-sed width, SO feet to West Roxbury Street and 
 Sixteenth Avenue Southwest. 
 
 Sixteenth Avenue Southwest: Existing width, 100 feet; proposed width, SO feet 
 from West IJoxbury Street to an angle point about 1,;520 feet south thereof. 
 
 Southeasterly Diagonal: Proposed width. 100 feet from the above angle point 
 southeasterly, passing along the draw and the west side of Hicklin Lake, crossing the 
 south line of Sec. (>, T. 23 N.. II. 4 E., about 1.075 feet east of the southwest corner of 
 said section; thence southwesterly to a connection with the County's so-called Jacob 
 Ambaum Road. 
 
 •Jacob Ambaum Road: Existing width. CO feet; proposed width, 100 feet from about 
 the east and west center line of Sec. 7, T. 23 N., R. 4 E., to the point of a proposed 
 curve (about 1.400 feet south of the east and west center line of Sec. 19, T. 23 N., R 
 4 E.,) to the left, radius 550 feet, through 144° to a point of a reverse curve; thence 
 along a curve to the right, radius 330 feet through 108° 3((' to a i)oint of a reverse curve; 
 thence along a curve to the left, radius 900 feet, through 33° ; thence along a tangent to 
 said curve to the southeast corner of said Section 19. 
 
 Grades: The proposed grades along this highway are all 3% or less. 
 
 HIGHWAY NO. 46 
 
 Proposed width, 84 feet. Beginning at the point of curve on the north and south 
 center line of the NE14 of Sec. 20, T. 23 N., R. 4 E., about CIS feet south of the north 
 line of said section and extending theuce along a curve to the left, radius 2,292 feet, 
 through 32° 30'; thence northwesterly along a tangent to said curve 440 feet; thence 
 along a curve to the left, radius 1,140 feet, through 41° ; thence along a tangent to said 
 curve 80 feet; thence along a curve to the right, radiiis 1,14(1 feet, through 49°; thence 
 northwesterly along a tangent to said curve, crossing the north line of Sec. 17, T. 23 N., 
 R. 4 E., about 475 feet east of the northeast corner of said section; thence continuing 
 northwesterly 3,350 feet to the point of a curve to the left, radius 2,175 feet, through 49° 
 30'; thence along a tangent to said curve 175 feet to the point of a curve to the right, 
 radius 1,1.50 feet, through 73° tangent to Highway No. 45, at a point about 120 feet north 
 of the south line of Sec. 6, T. 23 N., R. 4 E. 
 
 Grades: The proposed grades along the courses of this highway are all 3% or less.
 
 APPENDIXNO.I 167 
 
 HIGHWAY NO. 47 
 
 Sixteenth Ave.nle South: Existing width, GO feet; proposed width, 66 feet from 
 Swift Avenue to Bennett Street. 
 
 Bennett Street : Existing width, 50 feet ; proposed width, GO feet from Sixteenth 
 Avenue to Eighteenth Avenue South. 
 
 SouTHEASTEUi.v l)iAG0N.\i, : Proposed width, GG feet, extending from the intersection 
 of Bennett Street and Eighteenth Avenue South to about Juneau Street and Twentieth 
 Avenue South; tlience ea.st along Juneau Street produced west from Twenty-fourth Ave- 
 nue South to the point of a curve to the left, (about 95 feet east of Twenty-fourth Avenue 
 South), radius I'J.'J feet, through 07° 30'; thence northeasterly along a tangent to said 
 curve about 515 feet to the point of a curve to the right, radius 205 feet, through 148° 30' 
 to a point of a reverse curve; thence along a curve to the left, radius 480 feet, through 
 61° 30' ; thence easterly along a tangent to said curve about 900 feet to the point of a 
 curve to the left, radius 220 feet, through 84° 30' to a point of reverse curve; thence 
 along a curve to the right, radius 770 feet, through 30° ; thence northeasterly about 400 
 feet to the point of a curve to the right, radius 95 feet, through 49° tangent to Brandon 
 Street; thence east along Brandon Street about 385 feet to the point of a curve to the 
 right, radius 100 feet, through 78°; thence along a tangent to said curve about 110 feet 
 to the point of a curve to the left, radius 230 feet, through 74° ; thence easterly about 185 
 feet to the point of a curve to the right, radius 220 feet, through 65° ; thence southeast- 
 erly along a tangent about 215 feet to the point of a curve to the left, radius 130 feet, 
 through 70° 00', tangent to Orcas Street at about Reuton Avenue. 
 
 Orcas Street : Existing width, GO feet : proposed width, GG feet from Eenton Avenue 
 to a point 330 feet east of Forty-sixth Avenue South. Here a jog is introduced, the 
 continuation of this highway being along Lucile Street. 
 
 LuciLE Street : Existing width, 50 feet ; proposed width, 06 feet from a point about 
 3G5 feet west of Forty-eighth Avenue South to Fifty-second Avenue South. 
 
 Southeasterly Diagonal: Proposed width, 66 feet from the intersection of Lucil* 
 Street and Fifty-second Avenue South to Orcas Street and Fifty-fourth Avenue South; 
 thence angling and extending southeasterly about 260 feet to the point of a curve to the 
 left, radius 440 feet through 81° ; thence northeasterly along a tangent about 115 feet to 
 the point of a curve to the right, radius 440 feet through 5G° 30' to a point of a reverse 
 curve; thence along a curve to the left, radius 020 feet through 37° 30', crossing over the 
 Lake Shore Highway. A future continuation of this avenue connects with Bailey Penin 
 sula by bridge. 
 
 Gr.kdes: The proposed grades along the courses of this highway are all under 5%. 
 
 HIGHWAY NO. 48 
 
 Ninth Avenue South : Existing width, 80 feet; proposed width, 80 feet from Seat- 
 tle Boulevard to the center line of Nevada Street; thence along a curve to the right, 
 radius (>0(t feet through 29° to a point of a reverse curve; thence along a curve to the left, 
 radius (iOO feet through 21° 30'; thence along a tangent to said curve (the west mar- 
 gins of both existing and proposed streets coinciding) to the south line of Sec. 17, T. 
 24 N., R. 4 E., (crossing about 330 feet east of the quarter corner) ; thence produced GO 
 feet to the point of a curve to the left, radius 2,800 feet through 9° 30' ; thence south- 
 easterly along a tangent to said curve about 735 feet to the point of a curve to the left, 
 radius 550 feet through .50° 40' to a point of reverse curve; thence along a curve to the 
 right, radius 735 feet through 53° to a i)oint of reverse curve; thence along a curve to 
 the left, radius 490 feet through 53° 3(t'; thence southeasterly along a tangent to said 
 curve 200 feet to the point of a curve to the right, radius 1.025 feet through 18° ; thence 
 southeasterly along a tangent to said curve, and along the center line of Swift Avenue 
 to the point of a curve to the left, (about 140 feet southeasterly from the west line of 
 Sec. 21. T. 24 N.. R. 4 E.,), radius 9.50 feet through 22° ; thence along a tangent to said
 
 168 PLAN OF SEATTLE 
 
 curve alioiit TidO feet to the jxtiiit of a curve to the rijjht, radius 1, ."().") feet throu};h 19°, 
 crossing the south line of 8ec. 21, T. 'li N., K. 4 E., about I);>0 feet east of the southwest 
 corner thereof; theuce along a tangent to said curve about 1,405 feet to the point of a 
 curve to the right, radius l.STo feet through 10° 30'; thence along a tangent to said 
 curve about 1,475 feet to the ])i)int of a curve to the left, radius 1,5!)5 feet through 15°; 
 thence along a tangent to said curve about 000 feet to the point of a curve to the right, 
 radius 700 feet through liO ' ; thence along a tangent to said curve about 1)75 feet to the 
 point of a curve to the left, radius 230 feet, through 64° tangent to Highway No. 23. At 
 this point the roadways branch, the continuation of this highway being as follows: 
 
 Heginning at the last named point of curve and extending southeasterly along the 
 center line of the avenue produced about 170 feet to an angle point, turning off an 
 angle to the left of 34" 30'; thence southeasterly about 275 feet to the \)o\ut of a curve 
 to the right, radius 540 feet, through 24° 30'; thence along a tangent to said curve, cross- 
 ing the south line of Sec. 28, T. 24 N., R. 4 E., about 520 feet west of the southeast 
 corner thereof, and extended thence about 415 feet to the point of a curve to the right, 
 radius 3!)0 feet, through 44 ; thence along a tangent to said curve about 2S0 feet to the 
 point of a curve to the left, radius 780 feet, through 28' 45' ; thence along a tangent to 
 said curve, crossing the east line of Sec. 33, T. 24 N., K. 4 E., about 2,130 feet south 
 of the northeast corner thereof; thence extended about 195 feet to the point of a curve 
 to the right, radius 2,005 feet, through 11° ; thence southerly about 1,410 feet to the point 
 of a curve to the left, radius 1,375 feet through 17° 30'; thence southeasterly along a 
 tangent to said curve crossing the south line of Sec. 34, T. 24 N., R. 4 E., about 730 feet 
 east of the southwest corner thereof; thence produced about 200 feet to the point of a 
 curve to the left, radius 320 feet, through 34° 20'; thence along a tangent to said curve 
 about ()i)5 feet to the point of a curve to the left, radius 1,.'!70 feet, through 32° 30' to 
 a point of a compound curve; thence along a curve to the left, radius 550 feet through 
 100° 20' tangent to the main highway leading through Dunlap Canyon. 
 
 Such portions of this Highway as are included in the plan for the development of 
 the waterfront, as shown on Jlap No. 7, are to be of the widths there shown. 
 
 Grades: The proposed grades along the courses of this Highway are all 3% or less. 
 
 HIGHWAY NO. 49 
 
 East Marginal Way : Proposed width, 180 feet, except that portion north of First 
 Avenue South which is proposed 120 feet wide, beginning as a branch from Central Ave- 
 nue at a point about 210 feet northwesterly from the east line of Sec. 10, T. 23 N., R. 4 
 E., and extending northwesterly, crossing the north line of said section about 1,280 feet 
 east from the northwest corner thereof; continuing northwesterly about 1,200 feet to the 
 point of a curve to the right, radius 3,1(55 feet through 9° 20' ; thence northwesterly 
 along a tangent to said curve about 2,510 feet (crossing the west line of Sec. 4, T. 23 
 N., R. 4 E., about 1,520 feet north of the southeast corner of said section) to the point 
 of a curve to the right, radius 3,475 feet through 17° 40'; thence northwesterly along 
 a tangent to said curve about 4,110 feet (crossing the north line of said Sec. 4 about 
 1,870 feet west of the northeast corner thereof) to the point of a curve to the left, 
 radius 3,215 feet through 33° 30' ; thence northwesterly along a tangent to said curve 
 about 7,780 feet (crossing the north line of Sec. 33, T." 24 N., R. 4 E., about 4,150 feet 
 west of the northeast corner of said section) to the point of a curve to the right, radius 
 1,995 feet through 29° 15' ; thence northwesterly along a tangent to said curve 0,000 feet 
 to the point of a curve to the left, radius 2,905 feet through 22° 50' ; thence northwest- 
 erly about 2,515 feet to West Spokane Street. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Maps Nos. 7 and 8, are to be of the widths there shown. 
 
 Grades: The proposed grades along this highway are all less than 3%.
 
 APPENDIXNO.I 169 
 
 HIGHWAY NO. 50 
 
 West Makginal Way: Proposed width, 130 feet. Beginning at a point on the 
 south line of Sec. 20, T. 23 N., R. 4 E., about 1,440 feet west of the southeast corner of 
 said section; thence northeasterly, crossing the north line of .said section 2(i about 27.^ 
 feet west of tlie northeast corner thereof; continuing northea.sterly about 42.") feet to tlie 
 point of a curve to the left, radius 2,285 feet through 33°; thence northwesterly along a 
 tangent to said curve about 3,540 feet to the point of a curve to the left, radius 2,390 
 feet through 25°, crossing the north line of Sec. 23, T. 23 N., R. 4 E., about 1,500 feet 
 west of the northeast corner thereof; thence northwesterly along a tangent to said curve 
 about 2,425 feet to the point of a curve to the right, radius 9,GG0 feet through 4° 30'; 
 thence northwesterly (crossing the west line of Sec. 14, T. 23 N., R. 4 E., about 1,420 
 feet north of the west quarter corner of said section) about 4,085 feet to the point of a 
 curve to the left, radius 2,775 feet through 10° 30'; thence northwesterly along a tan- 
 gent to said curve about 1,930 feet to the point of a curve to the right, radius 3,300 feet 
 through 9° 30'; thence northwesterly along a tangent to said curve 3,880 feet (crossing 
 the south line of Sec. 4, T. 23 X., R. 4 E., about 1,205 feet west of the southeast corner of 
 said section) to the point of a curve to the right, radius 2,240 feet through 12° 40'; thence 
 northwesterly along a tangent to the said curve about 2,105 feet to the point of a 
 curve to the right, radius 2,SC0 feet through 8° 10' ; thence northwesterly along a tangent 
 to said curve about 3,925 feet to the point of a curve to the left, radius 1,485 feet 
 through 20° 50'; thence northwesterly along a tangent to said curve about 8.8.50 feet to 
 the point of a curve to the right, radius 1,395 feet through 34° 30'; thence northwest- 
 erly along a tangent to said curve about 0,275 feet to the point of a curve to the left, 
 radius 3,800 feet through 7° ; thence northwesterly about 4,070 feet to the center line 
 of West Spokane Street. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Maps Nos. 7 and 8, are to be of the widths there shown. 
 
 Grades: The proposed grades along this highway are all 3% or less. 
 
 HIGHWAY NO. 51 
 
 Beacon Avenue: Existing width, 80 feet; proposed width, 126 feet from Stevens 
 Street to Forrest Street. 
 
 Seventeenth Avenue South: Existing width, variable; proposed width, CO feet, 
 from Beacon Avenue to Lander Street; existing width GO feet from Lander Street to 
 Corwin Place. 
 
 GRADES 
 
 Beacon Avenue: Existing, 0.4% Stevens to Lander Street. 
 
 Seventeenth Avenue South: Grade at Beacon Avenue; thence existing 0.7% to 
 McClellan Street; proposed 2.2% to 4.1 foot cut at Lander Street; proposed 4% to 5.1 
 foot cut at Wait Street; proposed 4% to 5.1 foot cut at Bay View Street; proposed 4% 
 to 3.5 foot fill at College Street; proposed 4% to 1.5 foot cut at Walker Street; proposed 
 4% to 7.0 foot cut at Hill Street; proposed 4% to grade at Plum Street; proposed 4.7% 
 to 5.5 foot fill at Holgate Street; proposed 4.7% to 19.0 foot fill at Grand Street; pro- 
 posed 4.7% to 15.0 foot fill at State Street; proposed 4.7% to 18.0 foot fill at Massa- 
 chu.setts Street; proposed 4.7% to 2.0 foot fill at Atlantic Street; proposed 4.7% to grade 
 at Corwin I'lace. 
 
 GRADE 
 
 Corwin Place: Proposed grade under 3% Atlantic Street to Dearborn Street.
 
 170 PLAN OF SEATTLE 
 
 U I (i 11 \V A Y NO. r, 2 
 
 ^A'EST Alaska Stkicict: Existing width, GO feet; proposed width, 6G feet from Alki 
 Avenue to Jacobson Road. 
 
 Jacobson Koad: Existing width, GO feet; proposed width, GG feet from West Alaska 
 Street to a point of a curve to the rijiht (about 85 feet south of Villa Street), radius ."jOT 
 feet, through '2'> ; thence southcasterlv along a tangent to said curve about 4!t.j feet to 
 the point of a curve to the right, radius 3i.'8 feet through 27" oiV, tangent to Fifty-second 
 Avenue Southwest, about ISO feet north of West Hudson Street; thence south on Fifty- 
 second Avenue Southwest, existing width GO feet; proposed width, GG feet to West Hud- 
 son Street. 
 
 SoL'TiiEASTEKi.Y DIAGONAL : Proposed width, GG feet, connecting the intersections 
 of Fifty-second Avenue Southwest and West Hudson Street and Fifty-first Avenue 
 Southwest and West Dawson Street. 
 
 West Daw.son Street: Existing width, (!0 feet; proposed width, GG feet, Fifty-first 
 Avenue Southwest to Forty-eighth Avenue Southwest. The course from this point was 
 not determined definitely, but extends southeasterly to Forty seventh Avenue Southwest 
 about midway between West Dawson Street and West Brandon Street; thence east to 
 about Forty sixth Avenue Southwest and northerly to the intersection of Forty-fifth Ave- 
 nue Southwest and West Hudson Street. 
 
 Northeasterly Diagonal: Proposed width, GG feet, from West Hudson Street and 
 Forty-fifth Avenue Southwest to California Avenue and West Alaska Street. 
 
 West Alaska Street: Existing width, variable. California Avenue to Thirty-ninth 
 Avenue Southwest. 
 
 Grades: The proposed grades along this highway will not exceed 7%. 
 
 HIGHWAY NO. 53 
 
 Twenty-first Avenue South: Existing width, GG feet. Rainier Avenue to Day 
 Street. 
 
 Northwesterly Diagonal: Proposed width, 66 feet, connecting the intersection 
 of Day Street (as proposed below), and Twenty-first Avenue South with Bush Place 
 and Rainier Avenue. 
 
 Day Street: Proposed width, G6 feet (center line coincides with Day Street east 
 of Bradner Place), from Twenty first Avenue South to Y'akima Avenue; thence a pro- 
 posed tunnel to Thirty-fifth Avenue South, a circular space 200 feet in diameter, with 
 the center of the circle on the center line of Day Street, as proposed, to be introduced 
 between Thirty-fifth Avenue South and Thirty-sixth Avenue South. A northerly ap 
 proach from this space, proposed width 66 feet, connects with the intersection of Thirty- 
 fifth Avenue South and Norman Street and a southerly approach GG feet wide connects 
 with the intersection of Lake Avenue and Massachusetts Street. Steps should lead di- 
 rectly down to the lake shore. 
 
 grades 
 
 Twenty first Avenue South : Proposed grade 4.3%, Rainier Avenue to Day Street. 
 Remaining grades all 3% or less. 
 
 HIGHWAY NO. 54 
 
 Forty -EIGHTH Avenue Southwest: Existing width, 60 feet; proposed width GG 
 feet, from Alki Avenue to a point about 130 feet south of West Holly Street, thence 
 along a curve to the right, radius 1G5 feet, through 131° 20' to a point of reverse curve; 
 thence along a curve to the left, radius 4S0 feet, through 4G° 50' to a point of a reverse 
 curve; thence along a curve to the right, radius 140 feet through 133^ 30'; thence along 
 a tangent to said curve about 275 feet ; thence along a curve to the left, radius 70 feet, 
 through 194', tangent to Fauntleroy Avenue extension.
 
 APPENDIXNO.I 171 
 
 Grades: The jirojiosed grades aloug this highway are all 5%. A retaining wall 
 must be built along Fauutleroy Avenue, siuce no space remains for making slopes, the 
 grades of the two streets being about 25 feet apart at the extreme point. 
 
 HIGHWAY NO. 55 
 
 Proposed width, 84 feet. A street having a 5% maximum grade can be built, begin- 
 ning at Three Tree Point and extending northeasterly following the topograi)hy until the 
 gulch coming down to the graded County Road is met, and following up this gulch to 
 the bench land. Thence passing the west end of Lake Burieu to about the west quarter 
 corner of Sec. 19, T. 23 N., R. 4 E., and extending northeasterly to the west quarter cor- 
 ner of Sec. !), T. 23 N., R. 4 E., and continuing to about the north and south center Hue 
 of said section, connecting with the Military Road. 
 
 A branch with a proposed width of 84 feet extends north from the south quarter cor- 
 ner of Sec. 6, T. 23 N., R. 4 E., to a connection with the First Avenue South line. 
 
 HIGHWAY NO. 56 
 
 Propo.sed width, 84 feet. This highway follows what is known as the Military Road, 
 from the north line of Sec. 27, T. 23 N., R 4 E., northward to the junction with the Sun- 
 nydale Road. Several deviations are suggested from the existing line to improve both 
 grade and line. This route can be made practicable for a 3% grade. 
 
 E.\sT Br.\nch : Proitosed width, (iCi feet. This branch extends from the junction 
 mentioned above in a northerly direction to connection with the West Marginal >Vay, 
 crossing the proposed Duwamish Waterway by bridge and continuing northeasterly to a 
 connection with the highways entering Dunlap Canyon. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Map No. 7, are to be of the widths there shown. 
 
 Northern Branch : Proposed width, 84 feet. Beginning at the junction of the 
 Military Road and the Sunnydale Road in the NWV4 of Sec. 0, T. 23 N., R. 4 E., thence 
 extending in a northwesterly direction, following the topography to about the intersec- 
 tion of Cambridge Street and Fourteenth Avenues South, i)roduced. 
 
 Fourteenth Avenue South (and Fourteenth Avenue South Produced) : Exist- 
 ing width, GO feet; proposed width, 84 feet, from Cambridge Street, produced to about 
 Rose Street, where a bridge crossing the proposed Duwamish "Waterway is introduced; 
 thence northwesterly practically following Fourteenth Avenue South to a connection with 
 Central Avenue, an overhead crossing connecting with the hillside proposed street on 
 Graham Street. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on Map No. 7, are to be of the widths there shown. 
 
 Grades: The proposed grades along this highway are generally less than 3%, but 
 upon the southern extremity 5% maximum will be required. 
 
 HIGHWAY NO. 57 
 
 Proposed width, 6fi feet. The purpose of this route is to furnish a connection in an 
 approximately east and west direction, and begins as a branch from the First Avenue 
 South Highway, in the NE14 of Sec. 29, T. 23 N., R. 4 E., thence extending north 
 easterly, jiassing through the northwest corner of Sec. 28, T. 23 N., R. 4 E., thence along 
 a curved line suggested by the topography through and acro.ss the southern portion of 
 Sec. 21, T. 23 N., R. 4 E., thence in a northeasterly direction, connecting with the highway 
 leading to Riverton in the northeast corner of Sec. 22, T. 23 N., R. 4 E. 
 
 Grades: The proposed grades along this highway should not exceed 5%.
 
 172 PLAN OF SEATTLE 
 
 H I G H \N' A Y X O . 5 8 
 
 Proposed width, 84 feet. Beginning at the south line of Sec. 20, T. 23 N., R. 4 E., 
 about 2,200 feet east of the southwest corner of said section, and extending in a north- 
 westerly direction to about the west quarter corner of Sec. 23, T. 23 N., K. 4 K. ; tlience 
 north along the west line of said section to the northwest corner thereof. From this point 
 the course is northwesterly along a curved line, conforming to the topograjihy crossing at 
 about the north quarter corner of Sec. 15, T. 23 N., R. 4 E. Thence the highway extends 
 north to Riverton and cros.ses the Marginal Ways and the propo.sed Duwamish Water- 
 way by bridge, at right angles, extending northeasterly to an overhead approach to the 
 Blutr Road leading south from Dunlap Canyon. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Maps Nos. 8 and 18, are to be of the widths there shown. 
 
 Eastek.n" Br.vncu : Proposed width, 84 feet. Beginning at the junction of the i)ro- 
 posed avenues at about the northwest corner of Sec. 23, T. 23 N., R. 4 E., and extending 
 southeasterly along a curved line to about the north and south center line of Sec. 23, 
 T. 23 X., R. 4 E. ; thence east paralleling the south line of said section and about 1,320 
 feet north thereof, to the highway on the north and south center line of Sec. It), T. 23 N., 
 R. u E. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront, as shown on Map No. 8, are to be of the widths there shown. 
 
 Ghades: The proi)Osed grades of this highway and its branch are generally less 
 than 3% but should not exceed 5%. 
 
 HIGHWAY NO. 60 
 
 Proposed width, 84 feet. Beginning at about the south ipiarter corner of Sec. 14, 
 T. 23 N., R. 4 E., and extending thence east along the south line of said section and to 
 the .south quarter corner of Sec. 18, T. 23 N., R. 5 E. ; thence extending northeasterly 
 and east along a platted street in Renton, situated about 4.50 feet north of the south line 
 of said Sec. 18, and connecting with the main north and south highway in Sec. 17, T. 23 
 N., R. 5 E. 
 
 Such portions of this highway as are included in the plan for the development of the 
 waterfront, as shown on the Maps Nos. 8 and 18, are to be of the widths there shown. 
 
 HIGHWAY NO. 61 
 
 Proposed width, 84 feet. Beginning at a point on Central Avenue as proposed in 
 the SWVi of Sec. 25, T. 23 N., R. 4 E., and extending thence in a northeasterly direc- 
 tion, crossing the northeast corner of said Sec. 25, and continuing northeasterly to the 
 northeast corner of Sec. 19, T. 23 N., R. 5 E., and extending thence northeasterly to a 
 connection with the north and south highway in Sec. 17, T. 23 N., R. 5 E. 
 
 Grades: The proposed grades of this highway are all less than 3%. 
 
 HIGHWAY NO. 62 
 
 Renton-Bothell Routes: Proposed width, IGO feet, combined highways and boule- 
 vard, except through the Town of Renton, and where affected by jiroposed waterfront de- 
 velojinient as indicated on maps showing the proposed improvements along the east shore 
 of Lake Washington. Beginning at the south line of Sec. 20, T. 23 N., R. 5 E., and 
 extending north parallel to and about 700 feet east of the west line of said section and 
 extending north to about the east and west center line of Sec. 17, T. 23 N., R. 5 E. ; thence 
 in a northeasterly direction, crossing the proposed Cedar River Waterway; thence north- 
 erly along Garden Avenue as platted and produced in an approximately northerly direc- 
 tion through Sees. 8 and 5 of T. 23 N.. R. 5 E.. and extending northerly to about the east 
 and west center line of Sec. 32, T. 24 N., R. 5 E. ; thence easterly along a rever.se curve,
 
 APPENDIXNO.I 173 
 
 tangent to a line crossing the north line of said section about 1,320 feet west of the north- 
 east corner thereof; thence in a northeasterly direction along a slightly curved line sug- 
 gested by the topography, to about the center of Sec. 16, T. 24 N., K. o E. ; thence north 
 to the north (piarter corner of said Sec. 10; thence in a northwesterly direction to about 
 the west quarter corner of Sec. 4, T. 24 N., R. 5 E. ; thence in a northerly direction 
 through the easterly portions of Sec. 5, T. 24 N., R. 5 E., and of Sec. 32, T. 25 N., R. 
 5 E., crossing the northeast corner of said Sec. 32 and passing through the west portion 
 of Sec. 28, T. 25 N.. R. 5 E., crossing at the northwest corner of said Sec. 28; thence 
 in a northwesterly direction, crossing the north line of Sec. 20, T. 25 N., R. 5 E., at 
 about the north quarter corner of said section ; thence in a northwesterly idrection to 
 about the east and west center line of Sec. 17, T. 25 N., R. 5 E.; thence along a curved 
 line in a north and northeasterly direction, crossing the north line of said Sec. 17 at about 
 the north quarter corner thereof; thence along a curved line in a northeasterly direc- 
 tion to the northeast corner of Sec. 8, T. 25 N., R. 5 E., extending northeasterly through 
 Sec. 4, T. 25 N., R. 4 E., and crossing the north line of said .section about 1,320 feet east 
 of the northwest corner thereof; thence in a noi-therly direction crossing the north line 
 of Sec. 23. T. 20 N., R. 5 E., about 1,320 feet east of the northwest corner of said sec- 
 tion ; thence northwesterly, cro.ssing the west line of Sec. 28, T. 20 N., R. 5 E., at about 
 the west quarter corner of said section; thence northwesterly, crossing the north line of 
 Sec. 20, T. 20 N., R. 5 E., at about the north quarter corner of said section ; thence in 
 a northwesterly direction through Sec. 20. T. 26 N., R. 5 E., crossing the north line of 
 said section, about 000 feet east of the northwest corner thereof; thence northwesterly 
 across the southwest corner of Sec. 17, T. 26 X., R. 5 E. ; thence in a northwesterly and 
 northerly direction along a curved line through Sec. 18, T. 20 N., R. 5 E., crossing the 
 north line of said Sec. 18, about 000 feet west of the northeast corner thereof; thence 
 northeasterly to the east line of Sec. 7, T. 26 X., R. 5 E., touching at about the east 
 quarter corner of said section ; thence along a curved line in a northwesterly direction 
 to the Town of Rothell. 
 
 Such portions of this highway as are included in the plan for the development of 
 the waterfront as shown on Maps Nos. 15, 10, 17 and 18, are to be of the widths there 
 shown. 
 
 Grade : The proposed grades along the courses described for this highway are all 
 3% or less. 
 
 HIGHWAY X . 63 
 
 Widths variable. This highway begins as a branch from the Renton-Bothell Route 
 in Sec. 20, T. 26 N., R. 5 E., beginning at about the east and west center line of Sec. 20, 
 T. 26 X'., R. 5 E., and extending thence south, crossing the south line of said section 
 to about 1,400 feet east of the southwest corner thereof; thence in a southwesterly di- 
 rection, crossing the east line of Sec. 30, T. 20 X.. R. 5 E., about 2.300 feet north of the 
 southeast corner thereof, and continuing southwesterly about 020 feet to a line corre- 
 sponding with Market Street in the Town of Kirkland, produced North, thence south 
 about 3,000 feet ; thence southwesterly and along the shore of the lake in front of Kirk- 
 land and Sees. 8 and 17, T. 25 X., R. 5 E. ; thence southeasterly to a connection with 
 the Renton-Bothell Road at about the southeast corner of Sec. 20, T. 25 N., R. 5 E. 
 
 Such portions of this highway as are included in the ]ilan for the development of the 
 waterfront, as shown on Map Xo. 15, are to be of the widths there shown. 
 
 Two branches of this highway are proposed, each 84 feet wide, one extending east 
 from Juanita Bay to the Renton-Bothell Road, the other begins at the ferry landing at 
 Kirkland and extends east along Lake Avenue to Maple Avenue; thence north along 
 Maple Avenue (crossing under the X^orthern Pacific Railway at about Jefferson Street), 
 and paralleling the said railway right-of-way, connecting with the Renton-Bothell liigh- 
 way in Sec. 33, T. 20 X., R. 5 E. "
 
 n-i PLAN OF SEATTLE 
 
 HIGHWAY NO. (M 
 
 Highway No. 04 : Tlii.s Hinli\v;iy coiinccls Hij;li\viiys Nos. (12 and (Ji); branchinj^ o(T 
 from Highway No. (>.") at a point alxml (i.'d) Iwl norlli of and 1,(1(10 feet east of tlie V^ 
 corner, between Sections ."> and S, T. 2-t N., H. o ]•>., running tlienee northerly through 
 Section 5, T. 24 N., U. 5 E., and Section :\2, T. 2;j N.. K. a E., to a point about I.IHK) leet 
 north of and 1,025 feet east of the center of Section :!2, T. 25 N., R. 5 E. ; said point being 
 the |)oint of curve to tlie rigiit, radius 2,0."0 feet, tlirough 4!)' '.W", tlience l)y tangent 
 northeasterly to intersection of Highway No. 02. at a i)oint about 750 feet north of and 
 100 feet east of tlie corners to Sections 28, 2!), 32 and ;!.'!, T. 25 N., R. 5 E. 
 
 East and Wicst Branch : This branch connects Highways Nos. 04 and 02 about 875 
 feet north of and parallel to the south line of Section :!2, T. 25 N., K. 5 E. 
 
 WiDi'iis: 120 feet from Highway No. ()2 to a point 875 feet north of the south line 
 of Section 32, T. 25 N., R. 5 IC, (K! feet from this point to Highway No. ti2. 
 
 East and West Branch, 84 feet wide. 
 
 HIGHWAY NO. 5 
 
 Proposed widths variable. This highway begins at the shore of Lake Washington at 
 about the east and west center line of Sec. 8, T. 24 N., R. 5 E., and extends easterly along 
 the shore of the lake to Mercer Slough ; thence north along Hugh Street (and Hugh Street 
 I)rodHced south), as platted in Qualheims' Lake Washington Acre Tracts; thence north- 
 westerly, crossing the south line of Sec. 5. T. 24 N., R. 5 E., about 1,025 feet west 
 of the southeast corner thereof; thence northwest along a curved line, crossing the north 
 line of said Sec. 5, about 1,550 feet east of the northwest corner thereof; thence continu- 
 ing northwesterly along the sliore of Jleydenbauer Bay, and crossing the south line of 
 Sec. 30, T. 25 N., R. 5 E., about 1,500 feet east of the southwest corner of said section, 
 continuing northwesterly into the SWif; thereof, and curving to the left and extending 
 southwesterly to the shore of the lake. The northerly extension of this highway lies 
 about 700 feet east of and parallel to the west line of said Sec. 30, and See. 19, T. 25 N., 
 R. 5 E., to a iK)int about 1,400 feet north of the south line of said Sec. 19. 
 
 From tliis point the highway extends northeasterly to about the east and west center 
 line of Sec. 19, T. 25 N., R. 5 E. ; thence north along a line about 3.50 feet west of and 
 parallel to the north and south center line of said Sec. 19, crossing the north line thereof 
 about 2,200 feet east of the northwest corner thereof. 
 
 Thence the highway follows a curve to the I'ight, conforming to the topography, 
 and returns to the north line of Sec. 19, to point about 1,300 feet west of the northeast 
 corner of said section ; thence east to the said northeast corner, and thence northeasterly 
 to a connection with Highway No. 03. 
 
 Wksteri.y Branch: At a point where this highway crosses the south line of Sec. 
 25, T. 25 N., R. 4 E., the westerly branch runs west to the center line of said Sec. 25; 
 thence north to the south quarter corner of Sec. 24; thence crossing to the right, with 
 a curve of 1,320 feet radius, through an angle of 90° ; thence due east to a junction with 
 the main line in the SWVt of Sec. 19; all widths to be as shown on Maps Nos. 10 and 17. 
 
 H I G H ^A• A Y N O . 
 
 (proposed width 00 feet) 
 
 Bi.ANCHARD Street: Existing width, 00 feet, from the marginal street of the ])ro 
 posed Civic Center to Denny Way. 
 
 Bi.ANCHARD Street Prodiced: Proposed width, 00 feet, from Denny Way to Lake- 
 view Boulevard. 
 
 The continuation of this proposed highway connects at a jioint on the center line of 
 Lakeview Boulevard (said ])oint being about 85 feet north of the angle i)oint in said 
 street and lying north of East Roy Street) with a point on Melrose Avenue North, about 
 90 feet south of the south line of East Roy Street.
 
 APPENDIXNO.I 175 
 
 Melrose Avenue North: Existing width, 00 feet; proposed width, GO feet from 
 above angle point to Kast Mercer Street, and to an angle point about 40 feet south of 
 the intersection of East Mercer Street. 
 
 SouTHEASTKKLY Diagonal: Proposed width, 00 feet, extending southeasterly from 
 above angle point about 710 feet to the point of a curve to the left, radius 190 feet, through 
 159° 30' tangent to Summit Avenue North about 155 feet north of the north line of East 
 Republican Street. 
 
 East Kei-ldlican Street: Existing width, 00 feet; proposed width, (iO feet, from 
 East Harrison Street to north line of East Republican Street; thence along a curve to the 
 right, radius 300 feet, through 'M'>' ; thence northeasterly along a tangent to said curve 
 about ;>8(( feet to the point of a curve to the right, radius 470 feet, through 54' 30', tan- 
 gent to East Roy Street at a point 10 feet west of the west line of Harvard Avenue North. 
 
 East Roy Street: Existing width, variable; proposed width, CO feet, from Harvard 
 Avenue North to Federal Avenue. 
 
 Grades: The proposed grades along this highway conform with grades of the in- 
 tersected streets as nearly as possible, and are not to exceed 7%. That portion of Blanch- 
 ai'd Street produced, lying between Republican Street and Lakeview Boulevard is pro- 
 po.sed as a viaduct passing over both Howard Avenue North and Eastlake Avenue. 
 
 HIGHWAY NO. 07 
 
 Broad Street: Existing width, 80 feet, from .John Street to Mercer Street. 
 Broad Street Prodi'ced: Proposed width, SO feet, from John Street to Denny Way, 
 and from Mercer Street to Westlake Avenue. 
 
 Denny Way : Existing and proposed width, GO feet, from Third Avenue to Fairview 
 Avenue. 
 
 Northwesterly Diagonal: Proposed width, GO feet. This street is laid out symet- 
 rical with Broad Street as referred to the east line of Fourth Avenue North and extends 
 from a point on the center line of Denny Way about 85 feet east of the center line of 
 Fifth Avenue North to an angle point 100 feet east and 30 feet south of the intersection 
 of First Avenue North and Mercer Street, said angle being about 4° 45'; thence north- 
 westerly about 1,200 feet to the point of a curve to the left, radius 275 feet through 37° 
 45' tangent to Olympic Place 20 feet east of the intersection of Second Avenue West. 
 
 Olympic Place: Existing width, 06 feet from Second Avenue North to Epier Place 
 (south margin); thence along a curve to the right, radius 505 feet through 40- 45'; 
 thence northwesterly along a tangent to said curve about 0S5 feet to the point of a curve 
 to the right, radius 795 feet, through 13° 30', tangent to a line parallel to and 33 feet west 
 of the present center line of Eighth Avenue West on the south margin of West Lee 
 Street. 
 
 Ei(;iiTii Avenue ^Vest: Proposed double radius between West Lee Street and West 
 Blaine Street the necessary G6 foot street being obtained by widening, taking 29 feet off 
 of the west side. 
 
 Northeasterly Diagonal: Proposed width, 60 feet, connecting the intersection of 
 Eighth Avenue West and West Blaine Street with Seventh Avenue West and West Howe 
 Street. 
 
 West Howe Street: Existing width variable; proposed width, 00 feet, from Sev- 
 enth Avenue West to Fifth Avenue West. 
 
 Grades: The proposed grades of this highway are intended to conform to the ex- 
 isting grades iuter.sected as nearly as jtossible and do not exceed 5% on the portion east 
 of Third Avenue ^Aest or north of West Lee Street. On the remainder a 6% maximum 
 grade may be obtain;)ble without materially changing the existing conditions, excei)t on 
 Denny Way between Terry Avenue and Fairview Avenue, where a regrade is probable
 
 176 PLAN OF SEATTLE 
 
 and necessarj to obtain a maximum 5% grade. On 01yiiii)i(; Place between Third Ave- 
 nue West and Epler Place, a regrade would be necessary, making a maximum till of about 
 4 feet at Fifth Avenue West. 
 
 H I G H W A Y N O . (5 8 
 
 Pine Street and East Pine Street: Existing width, SO feet, Fourth Avenue to 
 Summit Avenue. 
 
 Fourth Avenue : Existing width, 90 feet, Pike Street to the Civic Center marginal 
 street. 
 
 Civic Center Marginal Street: Proposed width, 80 feet. 
 
 Third Avenue: Existing width, 90 feet, Kell Street to Denny W'ay. 
 
 Ninth Avenue North : Existing width, OC feet ; proposed width, 84 feet, Valley 
 Street to Denny Way. 
 
 Ninth Avenue North Produced: Proposed width, 84 feet, connecting the inter- 
 section of Ninth Avenne North and Denny Way with the intersection of Fourth Avenue 
 and Olive Street.
 
 APPENDIX NO. II 
 
 Park and Playground Descriptions 
 
 PROPOSED PARK AREAS 
 
 Tentative selections have been made for parks located as follows : 
 
 (1) Fractional Syi of Sec. 35, T. 27 N., R. 3 E. W. M., containing about 235 acres. 
 
 (2) Si/o of the NW14. and the SWVt of the SW14 ; the Ei/o of the NE14 of the 
 SWi/i; the SEi^ of the SW14, and the W>4 of the Wi/o of the SE14 of Sec. 32, T. 27 
 N., R. 4 E. W. M., containing about 150 acres. 
 
 (3) The W^ and the W. 500 feet of the Ey^ of Sec. 2, and the E. GOO feet of Sec. 3, 
 and the E. GoO feet of the W. 1,880 feet of fractional Sec. 11, T. 2G N., R. 4 E. W. M., 
 containing about 475 acres. 
 
 (4) The NW14 of the NEi/4 of Sec. 12, T. 2G N., R. 3 E. W. M., containing about 
 40 acres. 
 
 (5) A strip of land about 500 feet wide by 2,400 feet long, lying in the SE14 of 
 Sec. 12, T. 2G N., R. 3 E., and the SW14 of the SWy4 of Sec. 7, T. 2G N., R. 4 E. W. M., 
 containing about 28 acres. 
 
 (6) The S. 2,000 feet of the SWi/4, and the W. G60 feet of the S. 2,000 feet of the 
 SE14 of Sec. 8, T. 20 N., R. 4 E. W. M., containing about 150 acres. 
 
 (7) The SEVi of the NE14, and the NEVi of the SE14 of Sec. 16, also a strip 300 
 feet on either side of the east and west center line through Sec. 15 ; all in T. 26 N., R. 4 
 E., containing about 100 acres. (Strip to follow small creek.) 
 
 (8) The SE14 and the Si/o of the SJ^ of the NEi/i of Sec. 13, T. 26 N., R. 4 E. W M., 
 containing 200 acres. 
 
 (9) The NE14 of the NW14, and Wi/o of the NWV4 of the NE14 of Sec. 20, T. 26 
 N., R. 4 E., containing about GO acres. 
 
 (10) That portion of Sec. 19 lying between Greenwood Avenue, the Seattle-Everett 
 Interurban right-of-way, south of the county road, which is about l.GOO feet south of 
 the north line of the said section, and all north of a line 1,050 feet north of the south 
 line of said section, all in T. 26 N., R. 4 E. W. M., containing about 65 acres. 
 
 (11) The S>4 of the NE14 of the SW14; the Ny2 of the SE14 of the SW14; the 
 SE14 of the NWi/i of the SW14 ; the NE14 of the SW14 of the SWVt of Sec. 21, T. 2G N., 
 R. 4 E. W. M., containing GO acres. 
 
 (12) The Wyo of the NWy4 of Sec. 3G; the 'SEV4 of Sec. 35, the fractional NW'i of 
 Sec. 35, and all of fractional Sec. 34, all in T. 2G N., R. 3 E., containing about 400 acres. 
 
 (13) Blocks 38, 43, 54, 55, 58, 59, 70, 71, 74, 75, 8G and 87. of The Maple Leaf Addi- 
 tion to the City of Seattle; also Blocks 1, 2, 3. 4, 5 and 6 of Thumm & Moore's Subdivision 
 of Blocks 30 and 42 of The Maple Leaf Addition to the City of Seattle: also Blocks 3 and 
 4 of Heustis' Addition to the City of Seattle, all in Sec. 33, T. 26 N., R 4 E. W. M.. con- 
 taining about G5 acres. 
 
 (14) An area of about 17 acres in Sections 1 and 2. T. 25 N., R. 4 E. W. .M., as 
 shown on iLap No. 14 (Pontiac Waterfront District). 
 
 (15) The SEi/4 of Sec. 9, T. 25 N., R. 5 E. W. M., containing about IGO acres.
 
 ITS PLAN OF SEATTLE 
 
 (16) The N. 800 feet of the E. 700 feet of the SEVi; also Blocks 21 to 28 and 37 
 to 40, State Park Addition, all in Sec. 4, T. 25 N., R. 4 E. W. M., containing about 22 
 acres. 
 
 (17) An area 850 feet east and west by 1,250 feet north and south, Iviiij,' north of 
 East Eighty-second Street, and east of Tenth Avenue Northeast, excepting tlie area occu- 
 pied by Green Lake Intermediate Service Reservoir, comprising about 13 acres. 
 
 (18) An area about 1,150 feet east and west by 1,200 feet north and south, lying 
 between East Seventieth and East Seventy-fifth Streets, and Twelfth and Sixteenth Ave- 
 nues Northeast, excepting the area occupied by the Green Lake Low Service Reservoir, 
 comprising about 18 acres. 
 
 (19) The W34 of tlie NVo of the NE14 of Sec. 19, T. 25 N., R. 5 E.; also the south 
 ()G0 feet of the east 1,980 feet of the SE1/4 of Sec. 18, T. 25 N., R. 5 E., containing 
 about 75 acres. 
 
 (20) Blocks 16, 17. 20, 21, 26 and 27 (Plat of Moorland), in Sec. 31, T. 26 N., R. 
 5 E., and Sec. G, T. 24 N., R. 5 E., containing about 20 acres. 
 
 (21) The S. 1,200 feet of the SW14 of Sec. 7, the N. 1,850 feet of the NW14 of 
 Sec. 18, T. 24 N., R. 5 E. W. M., containing about 185 acres. 
 
 (22) The W. 1,900 feet of the N. 2,300 feet of the SE14 of Sec. 12, T. 23 N., R. 4 
 E. W. M., containing about 100 acres. 
 
 (23) That portion of Sees. 23 and 24 lying between Central Avenue and Highways 
 Nos. 50 and 58, and south of a line 750 feet north of the north line of Highway No. 58, 
 all in T. 23 N., R. 4 E. W. M., containing about 27 acres. 
 
 (24) All that portion of the E. 850 feet of the SE14 of Sec. 24, T. 23 N., R. 3 E., 
 which lies south of Burien Lake, and north of a line 900 feet north of the south line of 
 said section ; also all that portion of the W. 350 feet of the SWVi of Sec. 19, lying south 
 of Burien Lake and north of a line 900 feet north of the south line of Sec. 19, all in T. 23 
 N., R. 4 E. W. M., and containing about 16 acres. 
 
 (25) SW14 of the SW14 of the NEi^ and the SE14 of the SE14 of the NWi/4, and 
 the W. 1,250 feet of the SWI/4, and the N. 950 feet of the E. 1,390 feet of the SW14; also 
 the north 950 feet of the W. 660 feet of the SE14 of Sec. 25, all in T. 23 N., R. 3 E. W. M., 
 containing about 100 acres. 
 
 (26) The SE14 of the SEiA of the NEi^ of Sec. 13, T. 26 N., R. 3 E., containing 
 10 acres. 
 
 (27) The NWl^ of the NWV4 of the NWi^ of Sec. 34, T. 26 N., R. 4 E., containing 
 10 acres. 
 
 (28) Blocks 135, 136, 145, 146 of Central Addition to the Town of Kirkland, con- 
 taining about 7 acres. 
 
 (29) All that portion of the SE14 of the SE'/i of the SE14, Sec. 25, T. 25 N., R. 5 E. 
 W. M., lying east of Highway No. 65, containing about 8 acres. 
 
 (30) Tracts 50 to 53 and 79 to 82, both inclusive, of Bellevue Acre and Half-Acre 
 Tracts, in Sec. 32, T. 25 N., R. 5 E., containing about 7 acres. 
 
 (31) The SE14 of the NE14 of the SWi.i, and the NEV4 of the SE14 of the SWi/4, 
 and the NW14 of the SW14 of the SEi^ of Sec. 16, T. 24 N., R. 5 E., containing 30 
 acres. 
 
 (32) The SW14 of the SW14 of the SWi/i of Sec. 24, T. 24 N., R. 3 E. W. M., con- 
 taining 10 acres. 
 
 (33) Tract 8, Century Scenic Acre Tracts, and that portion of Sec. 36, T. 24 N., R. 
 3 E., lying due east of the above tracts, and west of Highway No. 40, containing about 
 9% acres. 
 
 (34) The west 450 feet of the SWi/i of the SE14 and that portion of the Ej^ of 
 the SE14 of the SW14 of Sec. 6, T. 23 N., R. 4 E., which lies east of Highway No. 45 ;
 
 APPENDIX NO. II 179 
 
 also all that portion of the W. 450 feet of the NWJ^ of the NEi^ and the NEi^ of the 
 NWi/4 of Sec. 7, which lies north and east of Highway No. 45-46, all in T. 23 N., R. 4 
 E. W. M., containing about 37 acres. 
 
 (35) The NW14 of the SW14 of the NWi^ of Sec. 16, T. 23 N., R. 4 E. W. M., con- 
 taining 10 acres. 
 
 (36) The E. 200 feet of the NE14 of the NE14 of the NEiA of Sec. 21; and the 
 NW14 of the NWV4 of the NW14 of Sec. 22, all in T. 23 N., R. 4 E. W. M., containing 
 about 13 acres. 
 
 (37) That portion of the E. 350 feet of the SE14 of Sec. 15, and the W. 350 feet 
 of the SW14 of Sec. 14, T. 23 N., R. 4 E., which lies north of a line 1,600 feet north of 
 the south line of said section, and south of the County Road running southwest from 
 Foster Station, containing about 9.6 acres. 
 
 (38) A portion of Sec. 18, T. 23 N., R. 5 E., being a strip 600 feet wide north and 
 south, by 1,000 feet long east and west, the southwest corner of which is 660 feet east of 
 the center of Sec. 18, containing about 14 acres. 
 
 (39) That portion of Sec. 17, T. 23 N., R. 5 E., lying north of Cedar River, west of 
 the Columbia & Puget Sound Railway, east of the County Road, and south of the new 
 highway located about 500 feet north of the river, containing about 6 acres. 
 
 (40) The EJ^ of the SE14 of the SW14 of Sec. 20, T. 23 N., R. 4 E. W. M., contain- 
 ing about 10 acres. 
 
 (41) Blocks 43, 52 and 53 of the Town of Kirkland and two other tracts lying 
 westerly of the above named blocks, more particularly shown on Map No. 16, (Juanita 
 Bellevue Waterfront), containing about 11 acres.
 
 APPENT)TX NO. TTI 
 
 Proposed Rapid Transit System 
 
 DETAILED DESCRIPTION 
 
 CIVIC CENTER STATION 
 
 This is indicated only by a general location on the map. The precise form and ar- 
 rangement of this central feature of rapid transit would of necessity be a matter of the 
 most careful and thorough detailed study. It must involve the matter of the routing of 
 through lines and also of those which make this point a terminal. Many tracks will be 
 required and especial care taken to avoid any grade crossings. This whole central feat- 
 ure is intended to be in subway, arranged to suit the locations of public buildings, etc. 
 
 For convenience the descriptions of the various rapid transit lines following, will 
 be given outward from this Civic Center Station, although several of these lines would 
 naturally be through routes from south to north, passing around or possibly through the 
 Civic Center. 
 
 ROUTE NO. 1 
 
 This is the proposed main central trunk line between the Civic Center and the rail- 
 way stations, on Jackson Street, in subway under Third Avenue, with transition to ele- 
 vate railway, in the steep block of Third Avenue South, between Yesler Way and Wash 
 ington Street, and continuing by elevated railway to Jackson Street, there connecting 
 with the elevated line proposed for Jackson Street. Inasmuch as most of the south- 
 ern incoming lines would be routed through this subway to the Civic Center, and the 
 northern lines to the King Street Station likewise, as well as through lines between 
 northern and southern districts, this trunk may eventually be planned for four tracks. 
 
 Location of stations must be a matter of detailed study and decision at the time of 
 construction. Stations on this subway would be of easy access from Second Avenue by 
 entrances and exits arranged to take advantage of the grades at the cross streets, walk 
 ways being possible on practically level grade from openings in the sidewalk just above 
 the alley between Second and Third Avenues. Additional entrances to stations should 
 be arranged from Third Avenue, and al.so from within large mercantile establishments 
 in the station vicinity, which in other cities invite such subway conveniences for the pur- 
 pose of attracting business. Fourth Avenue, while not so convenient of access, would 
 still be well served by a line in Third Avenue. The maximum of possible service through 
 the central business area, with its three thoroughfares of great future importance, is 
 available by this proposed trunk subway under Third Avenue. 
 
 ROUTE NO. 2 
 
 This line is in subway on Second Avenue, northwesterly from the Civic Center, con- 
 tinuing on vSecond Avenue to Denny Way where it joins proposed Highway No. 3; on 
 said Highway No. 3 to Elliott Avenue, where a change is made from subway to elevated ; 
 on Elliott Avenue to Fifteenth Avenue West; on Fifteenth Avenue West to the bridge 
 over Salmon Bay and thence changing to subway before reaching West Forty-eighth 
 Street ; on West Forty -eighth Street, Leary Avenue and Twentieth Avenue Northwest, 
 continuing as subway through Ballard coming to the surface at about West Sixty-sev-
 
 APPENDIX NO. Ill 181 
 
 enth Street, and continuing as a surface line to the northwest on the proposed Learv Ave- 
 nue extension to the proposed park north of Ballard. This route would serve Smith's 
 Cove waterfront, Interbay, Ballard, Ballard Park, etc. 
 
 ROUTE NO. 3 
 
 This route consists of a loop, leaving Fifteenth Avenue West, elevated, at Lawton 
 Way; on Lawton Way to West Wheeler Street; on West Wheeler Street to Thorndyke 
 Avenue, where a change is to be made to subway after crossing Thorndyke Avenue ; then 
 continuing due west in tunnel, under the ridge, coming to the surface about Thirtieth 
 Avenue West, changing to elevated railway across the low ground in Pleasant Valley 
 and again to subway at about Thirty-sixth Avenue West; then turning north on Thirty- 
 sixth Avenue West in subway continuing to Government Way ; on Government Way to 
 the intersection of Thirty-second Avenue West and Sunderland Street ; on Sunderland 
 Street to Thirtieth Avenue West, thence continuing east through private property one 
 block to proposed Highway No. 1 ; on proposed Highway No. 1, elevated, to the inter- 
 .section of Twenty-third Avenue West and Oilman Avenue ; on Oilman Avenue to Twen- 
 tieth Avenue West; thence on Twenty-third Avenue West to Lawton Way, joining the 
 elevated line at that point completing the loop. 
 
 This route in connection with surface lines will serve the Magnolia Blufif district and 
 the Military Reservation, and while topographic maps are not available covering the 
 entire route, it is thought no diflSculty will be experienced in obtaining grades not ex- 
 ceeding 5%. 
 
 ROUTE NO. 4 
 
 This route leads northerly, in subway, from the Civic Center loop, on the northwest 
 radial street forming a part of the Civic Center plan, and also noted as Highway No. 
 67; continuing on this line to the intersection of Warren Avenue, just north of Repub- 
 lican Street, then north on Warren Avenue in subway, entering tunnel at the south mar- 
 gin of Valley Street; then continuing on the line of Warren Avenue, joining the center 
 line of Prosi)ect Street with a curve of four hundred feet radius; thence on Prospect 
 Street and West Prospect Street to Second Avenue West. At this point a station 
 should be constructed in subway. This line continues north on Second Avenue West, 
 entering tunnel again and continuing to Galer Street, thence in the alley between First 
 and Second Avenues West and emerging from tunnel at the north margin of Garfield 
 Street, reaching the surface grade at Blaine Street; from this point connections can 
 easily be made with existing surface lines. 
 
 This route will serve the Queen Anne Hill district. 
 
 An East Queen Anne loop can be had on the following streets: Blaine Street from 
 the subway terminal to Warren Avenue; on Warren Avenue to Galer Street; on Galer 
 Street to Fourth Avenue North ; on Fourth Avenue North to Boston Street ; on Boston 
 Street to Second Avenue West; on Second Avenue West to Blaine Street and subway 
 terminal. 
 
 A West Queen Anne loop can be had on the following streets : Second Avenue West 
 from Blaine Street subway terminal to West Galer Street ; on West Galer Street to 
 Sixth Avenue West; on Sixth Avenue West to McGraw Street; on West McGraw Street 
 to Second Avenue West; on Second Avenue West to Blaine Street and subway termi- 
 nal. These surface loop lines in connection with the subway would afford rapid transit 
 to the business section of the city for the main Queen Anne Hill area. 
 
 ROUTE NO. 5 
 
 This follows Central Avenue proposed, directly north from the Civic Center, in sub- 
 way, passing the i)roposed Central Station, running north along the west side of Lake 
 Union, becoming elevated at about Halladay Street, crossing the west arm of the lake
 
 182 PLAN OF SEATTLE 
 
 and continuing elevated over the whole lenjilh ot Ihe Itridfje and norlhward tlierelroui 
 to some point where transition to subway will be convenient; thence along Central Ave- 
 nue to and along the west side of (Jreen Lake and fiirllier noith on Central Avenue by 
 subway or elevated as development may demand. The looj) or alternative route around 
 the east side of Green Lake will probably reijuire subway, one block away from the 
 waterfront, following the route of Highway No. 10, thus taking street cars off the park 
 way and bringing the service everywhere one block nearer the peojile than at present. 
 This branch becomes a surface line north of Ravenna Boulevard. Grades may be had 
 not to exceed about 3%. 
 
 ROUTE NO. 7 
 
 Beginning at the intersection of Fifteenth Avenue Northwest and West Forty-eighth 
 Street ; thence in subway running east on West Forty-eighth Street to Third Avenue 
 Northwest; from this point the line passes directly to the intersection of Midvale Ave- 
 nue and East Forty-fifth Street, by tunnel, reaching subway at Midvale Avenue; con- 
 tinuing in subway on East Forty-fifth Street to Fifteenth Avenue Northeast; thence 
 passing into tunnel, continuing to Twenty-second Avenue Northeast, emerging to the 
 surface about one hundred fifty feet west of Twenty-second Avenue Northeast, crossing 
 overhead of Twenty-second Avenue Northeast and the Northern Pacific Railway track 
 and coming to the surface at about Twenty-ninth Avenue Northeast; thence continuing 
 on the surface along proposed Highway No. 3() to about East Sixty-fifth Street and ex- 
 tending farther east as development may demand. 
 
 A station should be provided at the intersection of Fifteenth Avenue Northeast and 
 East Forty-fifth Street in order to give the best possible service to the University. 
 
 R O IT T E NO. 8 
 
 This route leads directly from the Civic Center loop, in subway on Blanchard Street, 
 to Fairview Avenue; on Fairview Avenue to Mercer Street; thence on a new diagonal 
 street — Highway No. 12 — to the angle in Eastlake Avenue just north of Almy Street; on 
 Eastlake Avenue to about midway between Fillmore and Martin Streets, where the line 
 would come to the surface and become elevated over the canal waterway, railways, and 
 East Fortieth Street, entering subway again between East Fortieth and East Forty-first 
 Streets and continuing noitherly on jiroposed Highway No. 12 to the intersection of 
 East Forty-fifth Street and Rapid Transit Route No. 7; thence on Tenth Avenue North- 
 east, in subway, to about East Eighty-fifth Street, and continuing north as may be re- 
 (juired. 
 
 This line will serve the intermediate district lying between Green Lake and the 
 University and all that region immediately north of that section and, by transfer, will 
 accommodate the I'niversity and the region to the northeast. The grades should not 
 exceed o% and the greater portion of the line need not exceed 3%. 
 
 R O U T E NO. 9 
 
 From the intersection of Third Avenue and Pine Street this route will be in subway 
 on Pine Street to the intersection of Highway No. 19, about Summit Avenue; on High- 
 way No. 19, to Pike Street, between Belmont Avenue and Boylston Avenue; on Pike 
 Street, East Pike Street and East Pike Street produced, to the west shore of Lake Wash- 
 ington. 
 
 This route will pass well under the surface from Fifteenth Avenue to Twenty-seventh 
 Avenue, coming near the surface at Twenty-seventh Avenue, to permit a connection with 
 a proposed route north; then entering tunnel again on a direct grade to the lake shore. 
 
 This line will serve to gather the traffic from the Broadway-Capitol Hill Rapid Tran- 
 sit loop, the Twenty-seventh Avenue line and such traffic as may be gathered from ferry 
 service on Lake Washington. The grades necessary will not exceed 5%.
 
 APPENDIX NO. Ill 183 
 
 ROUTE NO. 10 
 
 This route consists of a loop, all in subway, beginning at the intersection of East 
 Pike Street and liroadway, with a station connection with route number nine; thence 
 north on Broadway to East Roy Street; thence on Tenth Avenue North to East Boston 
 Street; on East Boston Street to Fifteenth Avenue North; thence diagonally southeast, 
 emerging from subway to elevated railway, then back to subway again, reaching the 
 intersection of Nineteenth Avenue North and East Galer Street; on Nineteenth Avenue 
 and Nineteenth Avenue North, in subway to East Alder Street; thence west on East 
 Alder Street, emerging from subway and passing elevated over Twelfth, Thirteenth and 
 Fourteenth Avenues ; thence in subway to Broadway ; on Broadway to East Pike Street, 
 completing the loop. 
 
 This line will serve to gather the traflSc from the Broadway and Capitol Hill dis- 
 tricts, transferring the same to the East Pike Street line (Route No. 9j. The grades 
 will not exceed 5%. 
 
 ROUTE NO. 11 
 
 From the intersection of Jackson Street and Railroad Avenue, an elevated line is 
 proposed on Jackson Street to Sixth Avenue South, diagonally southeast on proposed 
 Highway No. 22 to Dearborn Street; on Dearborn Street to Rainier Avenue; on Rainier 
 Avenue to Day Street produced west of Twentieth Avenue South; thence on Day Street 
 to Twenty-first Avenue South, entering subway about the west margin of Twentieth Ave 
 nue South ; thence continuing in subway and tunnel under private property from the 
 intersection of Day Street and Twenty-first Avenue South to the intersection of Day 
 Street and Twenty-fourth Avenue South ; thence in subway to the Day Street tunnel, 
 under the floor of the tunnel to Thirty-sixth Avenue South, landing at such elevation 
 as to give ready access to ferries on Lake Washington. 
 
 This route will receive the traflic from the Rainier Valley and Rainier Heights dis- 
 tricts and ultimately much overlake traffic. The grades will not exceed 3%. 
 
 ROUTE NO. 12 
 
 This is a continuation of the Dearborn Street route connecting with Route No. 11 at 
 the inter.section of Rainier Avenue, entering tunnel at the west margin of Davis Place, 
 reaching subway depth at Twenty-sixth Avenue South; thence in subway on Twenty- 
 sixth Avenue South to Main Street ; thence diagonally to the intersection of Twenty- 
 seventh Avenue South and Main Street ; on Twenty-seventh Avenue South and Twenty- 
 seventh Avenue, to about East Pine Street; thence transition to elevated at East Olive 
 Street, continuing elevated to about East Madison Street, returning to subway at East 
 Mercer Street and Twenty-eighth Avenue North ; on Twenty-eighth Avenue North to 
 East Lynn Street; thence in a subway on a diagonal street following the line of proposed 
 Highway No. 13, to the intersection of Montlake Boulevard and the government canal 
 reserve; thence northerly along said Highway No. 13, on the surface, to a junction with 
 Highway No. 33 ; continuing north on Highway No. 33 to Eighty-fifth Street and further 
 north as may be found necessary. This line serves through north and south traffic that 
 does not pass through the business center and also, by means of transfer to the Dear- 
 born Street and East Pike Street lines, gives access to the business center. The grades 
 may all be kept within 3%. 
 
 ROUTE NO. 13 
 
 This is merely a connecting link between Route No. 8 and No. 12, beginning at tiie 
 intersection of Eastlake Avenue and Roanoke Street; east on Roanoke Street — in tunnel 
 — to about the east uuirgin of Eleventh Avenue North ; then becoming elevated, continues 
 to Boyer Avenue; on Boyer Avenue to Louisa Street, entering subway on the west mar- 
 gin of the northeast diagonal street, running to an intersection with Montlake Avenue, 
 coming to the surface at that i)oint, joining with Route No. 12.
 
 184 PLAN OF SEATTLE 
 
 ROUTE NO. 14 
 
 This route joins with the elevated portion of Route No. 12 at Madison Street; 
 thence northeasterly on Madison Street elevated, to about Thirty-second Avenue North, 
 where it enters tunnel and continues to about Thirty ninth Avenue North, then elevated 
 lo about Laurel Shade Avenue and the Madison Park ferry terminal on Lake Washing- 
 ton. 
 
 This route will serve principally overlake traffic and also the region in the vicinity 
 of Madison Park. The grade will not be over 5%. 
 
 ROUTE NO. 15 
 
 This is an elevated line, being a continuation of a branch of Route No. 11 and runs 
 southeasterly on Rainier Avenue from Day Street to Thistle Street ; thence on proopsed 
 main line Highway No. 24 to the lake shore, coming to the surface in the vicinity of 
 Fifty-fifth Avenue South and Henderson Street, connecting with the existing surface 
 lines at that point. 
 
 This line would .serve Rainier Valley and Renton and such traffic as may develop and 
 be served by ferries in the vicinity. All grades could be less than 5%. 
 
 ROUTE NO. 16 
 
 This route is on Ninth Avenue South, connecting with the elevated line of Route No. 
 11, at the intersection of Ninth Avenue South and Dearborn Street and continuing ele- 
 vated on Ninth Avenue South to Seattle Boulevard; on Seattle Boulevard to Eighth Ave- 
 nue South ; on Eighth Avenue South to a junction with the proposed Central Avenue in 
 the vicinity of the intersections of Eighth Avenue South and Homer Street; thence con- 
 tinuing elevated on Central Avenue (proposed) to a point at or near Kenyon Street, 
 whence southward it would be on its own right-of-way east of Central Avenue or other- 
 wise on Central Avenue. If on Central Avenue, its track will eventually be elevated. 
 (Jrades of this line would not exceed 3%. 
 
 ROUTE NO. 17 
 
 From the intersection of Pine Street and Third Avenue, this route leads westerly in 
 subway on Pine Street to First Avenue; thence diagonally to the intersection of Pike 
 Street and Western Avenue, becoming elevated at this {)oint ; thence on \Vestern Avenue 
 to Yesler Way; thence on Railroad Avenue to Railroad Way; on Railroad Way to First 
 Avenue South; on First Avenue South across the Duwamish River and thence following 
 the line of proposed Highway No. 6, reaching the surface at high ground near West 
 Myrtle Street and continuing on the surface along proposed Highway No. 6 to the pres 
 ent south city limits; to be extended as may be required in the future. This line serves 
 a large area west of the Duwamish Valley. Grades will not exceed 3%. 
 
 ROUTE NO. 18 
 
 This route forms a junction with Route No. 16 at the intersection of Eighth Avenue 
 South and Seattle Boulevard ; thence elevated on Seattle Boulevard to Spokane Street ; 
 on Spokane Street to a junction with proposed Highway No. 40 at the approximate inter- 
 section of Twenty-second Avenue Southwest ; thence on said proposed highway, becom- 
 ing a surface line as high ground is reached, continuing southwest and south to a junc- 
 tion with propo.sed Highway No. 45; thence southeasterly along said Highway No. 45 to 
 the present southerly city limits. 
 
 This line will serve the high plateau between Puget Sound and Duwamish Valley, 
 (irades will not exceed 5%.
 
 APPENDIXNO.III 185 
 
 ROUTE NO. 19 
 
 From the intersection of Twenty-second Avenue southwest and West Spokane Street, 
 this route continues elevated, west on Spokane Street until high ground is reached near 
 Thirtieth Avenue Southwest; thence on the surface along the line of proposed Highway 
 No. 41 to the intersection of California Avenue and West Alaska Street; that part of 
 the line from Thirtieth Avenue Southwest to California Avenue being on a grade not to 
 exceed 5% and serving the southerly portion of the West Seattle Peninsula. 
 
 ROUTE NO. 20 
 
 From the intersection of Thirtieth Avenue Southwest and West Spokane Street, 
 this route runs northwesterly on the surface along a line so located as to permit a grade 
 of 4%, passing approximately through the intersection of Thirty-first Avenue Southwest 
 and West Hinds Street, keeping to the east of proposed Highway No. 42 (which is lo- 
 cated on a 7% grade with occasional flat stretches or rests) and crossing West Lander 
 Street about one hundred feet east of the intersection of Thirty-fifth Avenue Southwest, 
 about sixty feet west of the intersection of West Wait Street and Thirty-fifth Avenue 
 Southwest ; thence curving to the left, passing approximately through the intersection of 
 Grayson Way and Thirty-sixth Avenue Southwest, about eighty feet north of the inter- 
 section of Belvidere Avenue and West College Street, one hundred twenty feet north- 
 west of the intersection of Prescott Avenue and Thirty-seventh Avenue Southwest ; 
 thence curving to the right through the intersection of Fairmont Avenue and Point 
 Street, curving to the left to join the line of West College Street produced east to 
 Arch Avenue; thence west on West College Street to the intersection of Forty-seventh 
 Avenue Southwest ; thence following the general course of West College Street to the 
 intersection of Sunset Avenue ; thence southwesterly to West Hanford Street to a point 
 about twelve hundred fifty feet east of Sixty-third Avenue Southwest ; thence west on 
 West Hanford Street to Sixty-third Avenue Southwest. 
 
 This route serves the northerly and westerly portion of West Seattle. The grade 
 required will not exceed 5%. 
 
 ROUTE NO. 21 
 
 This is a surface line already in operation on California Avenue, running south 
 from West College Street to West Myrtle Street; on West Myrtle Street to Fauntle- 
 roy Avenue and on Fauntleroy Avenue to We.st Roxbury Street, serving the southerly 
 and westerly portions of West Seattle.
 
 INDEX 
 
 Alaska ports, 109. 
 
 Alaska-Yukon-Pacific Exposition, 53. 
 
 Alki Point, bathers' beach and marine park, 62. 
 
 Antwerp, 18; harbor, 55; docks and locks, 104; 
 Grand Coupere, 105. 
 
 Appendix No. 1, Arterial Highways, 139. 
 
 Appendix No. 2, Parks and Playground descrip- 
 tions, 177. 
 
 Appendix No. 3, Proposed Rapid Transit sys- 
 tems, 180. 
 
 Argo yards, 123. 
 
 Arterial highways, width of, 21; scope of, 23; 
 location of Civic Center, 23; widths and 
 grades, 24; Central Avenue, 24; Magnolia 
 Way, 24; Nos. 38, 22 and 24, 25; Nos. 12 and 
 33, 26; Spokane Street Route, 26; Nos. 41, 
 39 and 40, 27; Marginal Ways, 27; No. 6, 
 28; No. 48, 28; Nos. 19, 22, 53 and 38, 29; 
 Bothell-Kirkland route, 29; Mercer Island, 30; 
 Appendix No. 1, 139. 
 
 B 
 
 Babylon, 16. 
 
 Ballard, waterfront, 77. 
 
 Ballinger, Lake, park, 41. 
 
 Baltimore, harbor, 57. 
 
 Bathers' beach, 63. 
 
 Beacon Hill tunnel, 127. 
 
 Bellevue, highway serving, 30. 
 
 Berlin. 18. 
 
 Bitter Lake, park, 42. 
 
 Black River, highway serving, 28; park, 42. 
 
 Blanchard Street tunnel, 32. 
 
 Bogue, Virgil G., letter of report transmittal, 7; 
 
 other work, 12, 13, 14. 
 Bologna, 17. 
 Boston, harbor, 55. 
 Bothell, highway serving, 26, 29; parks, 41; 
 
 boulevard, 43. 
 Boulevards, 43; suburban, 46. 
 Bremen, 18. 
 
 Bridges, draw, 102, 107; Latona, 26; Glasgow, 
 
 106; suspension, 107; Smiths Cove, 107. 
 Brooklyn bridge, 19. 
 Brussels, 18. 
 Buda Pesth, 18. 
 Buenos Aires, 18. 
 
 Buildings, height of, 52; material of, 53. 
 Bulkhead landings, desirability of, 67. 
 Burien, Lake, park, 42. 
 Bush Terminals, 56. 
 
 California Avenue, 27. 
 
 Cascade Range, boulevards, 47. 
 
 Cedar River, boulevard, 46; highway serving, 
 91; river flow, 88; waterway, 91. 
 
 Central Avenue, 24; boulevard, 43. 
 
 Central Station, 38, 39, 128, 130. 
 
 Central water front, business of, 69; ferry slips, 
 70; future development, report of City En- 
 gineer, 107. 
 
 Charter Amendment. 9. 
 
 Chicago, 18; harbor commission report, 103; 
 bridges, 103; separation of grades, 121. 
 
 Civic Center, location determined, 23, 36; need 
 for, etc., 34; character of buildings, 36; area, 
 36; direct approaches from, 37; approaches 
 from water, 37; "Olympic Mall," 38; Market 
 Place, 39; Viaducts, 39; Central Station, 39; 
 Valuation, 39; business expansion, 39; com- 
 parative size, 39; aspect, 40; street railways, 
 133. 
 
 Civic Idea, 16. 
 
 Civic Monument, 51. 
 
 Cleveland, 19. 
 
 Closing word, 138. 
 
 Coal docks, 74. 
 
 Columbian Exposition, 18. 
 
 Commission, Municipal Plans, Report, 9, 10; 
 Chicago harbor, 103. 
 
 Committees, Municipal Plans Commission, 12. 
 
 Concourses, See Street Intersections.
 
 188 
 
 INDEX 
 
 Cost, of sea-walls, 101; estimated, of Civic Cen- 
 ter, 39; estimated, water front development, 
 108; of track elevation, 124. 
 
 D 
 
 Day Street, 25; highway and tunnel, 29; motor 
 boats, 87. 
 
 Dearborn Street, 29. 
 
 Detroit, 20. 
 
 Docks, Antwerp and Liverpool, 105; public, 75; 
 coal, 75; powder, 76; dry, 96. 
 
 Drawbridges, 102; Portland, 102; Chicago, 103; 
 Duwamish, 107; Lake Washington canal, 107. 
 
 Dresden, IS. 
 
 Drydocks, 96. 
 
 Dunlap Canyon, highway serving, 37; railway 
 route tunnel, 127. 
 
 Duwamish, crossings over waterway, 27; mar- 
 ginal way, 27; widths of waterways, 63; 
 bridges, 68; uses, 68; width of upper water- 
 way. GS; settling basin, 69; development of. 
 69; railways serving, 125; franchises, 126. 
 
 Duwamish Head, concourse and monument, 51. 
 
 Filling, harbor, 109; tracks, 124. 
 
 Financial summary, work of Commission, 14. 
 
 Fire boat slips, 70, 82; West Harrison Street, 
 
 70. 
 First Avenue, South, 28. 
 Florence, 17. 
 
 Fauntleroy Park, highway serving, 27. 
 Franchises, 122, 123; Duwamish, 125; Railroad 
 
 Avenue, 117. 
 Freight Stations, 130. 
 Funicular railways, 114, 118; location and cost 
 
 of, 118. 
 
 G 
 
 Genoa, 17. 
 
 Glasgow, bridges, ferry service, 106; harbor, 55. 
 
 Government, British, on docks, 105. 
 
 Grades, of streets to Railroad Avenue. 117; 
 
 separation of, 120; tide flats, 120. 
 Great Northern docks, 70; railway, 70. 
 Greece, 16. 
 Green Lake, parks, 42; playgrounds. 45. 
 
 H 
 
 E 
 
 East and West Waterways, 63. 
 
 Egypt, 16. 
 
 Elevated railway, mileage, 132. 
 
 Elevation of streets, result of and cost, 120. 
 
 Elevation of tracks, 120; Railroad Avenue, 116; 
 
 filling for, 124; work to begin, 125; cost of, 
 
 125. 
 Elliott Bay, artery to Lake Washington. 29: 
 
 ferries, 136. 
 Europe, locks, 104. 
 
 Factoria, highway serving, 30. 
 
 Ferries, 64, 136. 
 
 Ferry Service, Glasgow, London, 106; East 
 Waterway, 107. 
 
 Ferry slips. West Seattle, 62; Harbor Island. 
 66; Railroad Avenue, 64; Central Water 
 Front, 70; West Harrison Street, 74; Bridge 
 landings, 78; Lake Union, 79, 81, 82; Madi- 
 son Park, 87; Meydenbauer Bay. 93: KirU- 
 land, 93. 
 
 Hamburg, 18; success of port, 106. 
 
 Harbor Commission, report of, Chicago, 103. 
 
 Harbor filling, 109. 
 
 Harbor Improvements, Hamburg, 55; Antwerp, 
 55; Rotterdam, 54; London, 55; Liverpool, 
 55; Manchester, 55; Glasgow, 55; Montreal, 
 55; Boston, 55; New York, 56; Bush Ter- 
 minals, 56; Philadelphia, 57; Baltimore, 57; 
 Los Angeles, 57; Oakland, 57; San Diego, 
 57; San Francisco, 57; Portland, 57; Panama 
 Canal, 58; Honolulu, 58; Hongkong, 58; com- 
 mercial functions, 58; Seattle's opportunity, 
 59; Port of Seattle, 61. 
 
 Harbor Island, 64, 66; piers, 64; railroad facili- 
 ties. 66; street railway, 66; replatting, 67; 
 ferry slips, 65; tracks to, 124. 
 
 Haussmann, 17. 
 
 Height of buildings, 52. 
 
 Hongkong, harbor, 58. 
 
 Honolulu, harbor, 58. 
 
 Immigration Station, 76. 
 Incline railway, 114.
 
 INDEX 
 
 189 
 
 Interlaken tunnel, 31. 
 Interurban service, 133. 
 Introduction, 16. 
 
 Juanita Bay, highway serving, 29; park, 42. 
 
 K 
 
 Kansas City, 20. 
 
 Kirkland, highway serving, 30; parks, 42; play- 
 grounds, 45; ferry landing, 94. 
 
 Lake Ballinger, park, 41. 
 
 Lake Burien, 42. 
 
 Lake Union, Lake Washington canal, 78; in- 
 fluences controlling uses, 78; Central Station, 
 79; Puget Sound and Lake Washington, 79; 
 North side, 82. 
 
 Lake Washington, highways serving, 25; to 
 Elliott Bay, 29; east side highway, 29; traffic 
 around, 32; parks near, 42; waterfront, 83; 
 residence and commercial property, 84-87; 
 winter harbor, yachts and motor boats, 83; 
 boulevards, 83; water front, west side, 84; 
 Mud Lake, 84 ; Sand Point, 84 ; Madison Park, 
 87; Day Street landing, 87; Rainier Beach, 
 88; Renton district, 88; East side, 92; May 
 Creek, 92; Mercer Slough, 92; Meydenbauer 
 Bay, 93; Kirkland, 94; Juanita Bay, 94; to 
 Lake Sammamish, 94-95; ferries, 137. 
 
 Latona, highway serving, 26; bridge, 26. 
 
 L'Enfant, 17. 
 
 Liverpool, docks and locks, 104; harbor, 55. 
 
 Locks, Europe, 104; Liverpool, Antwerp, 104- 
 105. 
 
 London, 17; Royal Commission on traffic, 21; 
 ferry service, 106; harbor, 55. 
 
 Los Angeles, 20. 
 
 M 
 
 Madison Park, highway serving. 29; water 
 
 front, 87. 
 Magnolia Way, 24. 
 Manchester, harbor, 55. 
 Marginal Ways, Duwamish, 27-28; Smiths Cove, 
 
 74. 
 
 Marine Park, 63. 
 
 Market Place, 39. 
 
 Memphis, 20. 
 
 Mercer Island, highway, 30; parks, 41, 48. 
 
 Mercer Slough, 92. 
 
 Mexico, 18. 
 
 Meydenbauer Bay, 93. 
 
 Milan, 17. 
 
 Milwaukee, 20. 
 
 Minneapolis, 20. 
 
 Montreal, 55. 
 
 Monument, Civic, 61; Victor Emanuel, 18. 
 
 Motor boat landings. West Seattle, 62; Harbor 
 Island, 64; Massachusetts Street, 70; Madi- 
 son Street, 70; West Harrison Street, 74; 
 Wolf Creek Gulch, 75; Salmon Bay, 77; at 
 bridges, 78; Lake Union, 79, 80, 81, 82; Puget 
 Sound, 83; Madison Park, 87; Day Street. 
 87; Renton, 92; Meydenbauer Bay, 93; Lake 
 Sammamish, 94, 95. 
 
 Mud Lake, 84. 
 
 Municipal decorations, 49. 
 
 Municipal Plans Commission, Report of, 9, 10; 
 personnel, 12; charter amendment authoriz- 
 ing, 9; financial statement, 14; Committees, 
 12; Virgil G. Bogue, engineer, 13; events 
 leading thereto, 9; scope of work, 14; "Sem- 
 ple Terminals," 14; meaning of adoption of 
 report, 14; vote of commission on adoption, 
 15. 
 
 N 
 
 Napoleon Bonaparte, 17. 
 
 Newcastle, playground, 45. 
 
 New Orleans, 20. 
 
 New York, City Hall park, Postofflce, Library, 
 Brooklyn bridge, 19; Fifth Avenue, 22; suc- 
 cess of port, 106; harbor frontage, 109; sep- 
 aration of grades, 121. 
 
 o 
 
 Oakland, harbor, 57. 
 Olmsted Park plan, 41. 
 "Olympic Mall," 38. 
 Omaha, 20. 
 
 Panama Canal, 58, 59. 
 Paris, 17.
 
 190 
 
 INDEX 
 
 Park Improvements, Olmsted plan, 41; Rich- 
 mond Beach, 41; Lake Ballinger, 41; Lake 
 Washington, 42; Denny Station, 42; Central 
 Avenue, 42, 23; Bothell and Juanita Bay, 42; 
 Bitter Lake, 42; Puget Sound, 42; Kirkland, 
 42; Ravenna school, 42; Green Lake, 42; 
 Renton, 42; Black River Junction, 42; Lake 
 Burien, 42; Mercer Island, 42, 47; Three Tree 
 Point, 43; Comparison and summary, 47; 
 Appendix No. 2, 177. 
 
 Parks, Fauntleroy, highway serving, 27; Madi- 
 son, highway serving, 29; water front, 87. 
 
 Parkways, 42, 43. 
 
 Peru, 16. 
 
 Philadelphia, 27; harbor, 57. 
 
 Piers, Harbor Island, 64. 
 
 Pittsburg, 20. 
 
 Playgrounds, 44. 
 
 Plazas, ferry landings, 81, 82, 94. 
 
 Population, basis of, for Report, 14. 
 
 Portland, Oregon, 20. 
 
 Port of Seattle, See "Seattle, Port of." 
 
 Powder docks, 75. 
 
 Prefontaine Place extension, 25. 
 
 Public docks, 74, 75. 
 
 Puget Sound parks, 42; ferries, 136. 
 
 B 
 
 Railroad Avenue, ferry slips, 66; viaduct, 102 
 transportation, 112; elevation of tracks. 117 
 effect of extension of water front, 117, 118 
 franchises, 117; grades of streets to, 117. 
 
 Railways, funicular, 114, 118; Harbor Island, 
 66; franchises, 121, 123; Argo yards, 123. 
 
 Railway Stations, present and future, 129. 
 
 Railways, steam, 125; entrance routes from 
 south, 125; Duwamish waterway, 125; Rainier 
 Beach route, 127; tunnel, 127; entrance 
 routes from north, 128; Pontiac route tunnel, 
 128; Great Northern new route, 128; Central 
 Station, 129; advantages of, 129; tunnels, 129. 
 
 Rainier, Mount, boulevard, 46. 
 
 Rainier Valley, highway serving, 25, 29. 
 
 Rapid transit system, area to be covered, 131; 
 necessity for, 131; additional area, 132; mile- 
 age, subways, tunnels, elevated, surface, 132; 
 Interurban, 133; Appendix No. 3, 180. 
 
 Ravenna Park, highway serving, 26; park near 
 school, 42. 
 
 Recommendations, 138. 
 
 Renton, highway serving. 25, 26, 29, 30; park, 
 
 42; boulevard, 43; playground, 46; motor 
 
 boats, 92. 
 Richmond Beach, 41. 
 Rio de Janiero, 18. 
 Rochester, 20. 
 Rome, 16. 
 Rotterdam, success of port, 107; harbor, 54. 
 
 s 
 
 Salmon Bay, 78. 
 
 Sammamish Lake, 83; motor boats, 94. 
 
 San Diego, harbor, 57. 
 
 Sand Point, 84. 
 
 San Francisco, 20; harbor, 57. 
 
 Seattle Boulevard, 27. 
 
 Seattle, harbor opportunity, 59. 
 
 Seattle, Port of, 61; West Seattle district, 62; 
 Harbor Island, 62; Duwamish waterway, 68; 
 Central water front, 69; Smiths Cove- West 
 Point, 74; Ballard district, 76; Lake Union 
 district, 78; Lake Washington, 83; west side 
 district, 84; Renton district, 89; east side dis- 
 trict, 92; shore frontage, 95; dry dock, 96; 
 sea-walls, 96; world port, 107; vessels call- 
 ing, and mosquito fleet, 110. 
 
 Sea-walls, 96; location, cost, construction of, 
 98, 101; filling, 113. 
 
 "Semple Terminals," 14. 
 
 Separation of grades, 120; Chicago, New York, 
 121. 
 
 Shilshole Bay, 76. 
 
 Shore frontage, 95. 
 
 Smiths Cove, highway serving, 25; marginal 
 way, 74; bridges, 107. 
 
 Smiths Cove-West Point water front, 74. 
 
 Snoqualmie River, boulevard, 46. 
 
 Snowshoe Butte, boulevard, 47. 
 
 Southampton, success of port, 106. 
 
 Spain, 18. 
 
 Spokane Street route, 26; tunnel, 32. 
 
 Stations, Immigrant, 76; railway, present and 
 future, 129; Central, 39, 130; sub-freight and 
 passenger, 131. 
 
 Steam Railways, 127. 
 
 St. Louis, 19. 
 
 St. Paul, 20.
 
 INDEX 
 
 191 
 
 street Railways, 133, 134; Harbor Island, 67: 
 Civic Center, 134; extensions, 135. 
 
 Streets, cost of elevated, 113; grades to Rail- 
 road Avenue, 117; effects of elevated streets 
 on tide flats, and cost, 120, 121, 124; com- 
 parative widths, 22. 
 
 Street Intersections and Concourses, 49. 
 
 Subways, Atlantic Street, 117, 124; dimensions 
 and locations of, 122; mileage, 132. 
 
 Sunnydale, playground, 46. 
 
 Surface railways, 131. 
 
 Suspension bridges, 107. 
 
 Tacoma, boulevard, 46. 
 
 Terminal management, 130. 
 
 Three Tree Point, highway serving, 28; park, 42. 
 
 Tide Flats, separation of grades, 120; elevated 
 streets, effect and cost, 120, 121. 
 
 Tracks, elevated, 117, 121; filling for, 124; work 
 to begin, 125; to Harbor Island, 124. 
 
 Transportation, 112; Railroad Avenue, 112; 
 Argo yard, 123; Connecticut Street, 123; 
 steam railways, 125; rapid transit, 131; in- 
 terurban, 132; street railways, 134. 
 
 Tunnels, Day Street, 31; Union and West 
 Spring Streets, 31; West Seattle. 31; In- 
 terlaken, 31; Spokane Street, 32; Blanchard 
 Street, 32; Great Northern, 114; Oregon- 
 Washington, 117; effecting train schedules, 
 117; Beacon Hill, 127; to Lake Union, 127; 
 Dunlap Canyon Route, 127; Pontiac route 
 tunnel, 128; Central Station, 129; Yarrow 
 tunnel, 132; mileage, 131. 
 
 Viaducts, Civic Center, 51; objection to, on 
 Railroad Avenue, 102; better route to West 
 Seattle, 106. 
 
 Victor Emanuel monument, 17. 
 
 Vienna, 18. 
 
 w 
 
 Washington, D. C, 19. 
 
 Washington, George, 17. 
 
 Washington, Lake, See "Lake Washington." 
 
 Water Front, future development of central, 
 107, 108; City Engineer's report to Mayor. 
 1909, 107, 108; estimated cost, 108; transpor- 
 tation, 112; Ballard, 104. 
 
 Water Gates, 38, 39. 
 
 Waterways. East and West, 63; width of 900 
 feet, 64; width of 750 feet, 67; Cedar River, 
 91; West Point, 76. 
 
 Westlake Avenue, grade crossings, 81 ; devel- 
 opment of district, 81. 
 
 West Point, waterway, 76; immigrant station. 
 76; tide land acquirement, 76. 
 
 West Seattle, highway serving, 26, 27; Spokane 
 Street route, 26; highways, Nos. 39 and 40. 
 27; Highway No. 41, and Fauntleroy Park, 
 27; tunnel, 31; ferry slips, 63; Duwamish 
 waterway crossings, 28; motor boat landings, 
 62; objections to viaducts on Railroad Ave- 
 nue, 102; better route, 107; funicular rail- 
 ways, 118. 
 
 White River, discharge of, 68. 
 
 Wren, Sir Christopher, 17. 
 
 U 
 
 Union, Lake, See "Lake Union." 
 
 Yacht Harbors, 62. 
 
 Yarrow, highway serving, 30; tunnel, 132.
 
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