Los Angeles County CA Archives History - Books .....Growth 1908
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Book Title: Ingersoll's Century History, Santa Monica Bay Cities

CHAPTER IV.

GROWTH. 1890-1900.

NATURALLY, Santa Monica shared in the reaction which followed the too rapid
expansion of 1887-88; but she did not suffer the collapse which followed in many
sections of Southern California. She was in no sense a "boom" town and aside
from some speculation in South Santa Monica property and some rather previous
railway schemes, her growth had been a natural result of her advantages and it
continued during the new decade with a steady forward movement which gave a
solid basis for the marvelous prosperity of her later history.

    The population of the town, as shown by the census of 1890, was 1580, an
increase of over 400 per cent, above the population of 1880. The assessed
valuation of the town, which under the inflated values of 1887 had been swelled
to $2,405,048, dropped back to $1,565,773 in 1891. Since that date, however, the
annual assessments have shown a remarkably even and healthy increase up to the
present time.

    One of the most important events of the year 1890 was the completion of the
street car line to the Soldiers' Home. This line ran out Nevada street and was
formally opened to the public April 3rd, with a special trip followed by a
banquet at the Hotel Arcadia, where many complimentary things were said of W. D.
Vawter, whose enterprise had provided the town with a street car service
extending from the southern limits of the city to the Soldiers' Home. The route
from the railroad bridge was along Ocean avenue to Utah, on Utah to Third,
thence on Third to Nevada avenue, which leads in a direct line to the Soldiers'
Home, a distance of three miles. This boulevard had already been improved and
adorned with handsome shade trees. All "old timers" retain many recollections of
this line which, for a number of years, was the only means •of communication
with the home and which was only superseded by the present electric line in 1905.

    There was a strong feeling that Santa Monica was now sufficiently urban to
support an electric light system and applications for franchises for this
purpose were made by two different parties; one was granted to Messrs. H. M.
Russell and H. A. Winslow, but they were apparently not able to "make good" at
this time.

    In February, W. S. Vawter was appointed postmaster to succeed Miss Maggie
Finn, who had held the office during the past four years. Many people yet recall
their astonishment when, on going for their mail on the morning of April 1st,
1890, to the old location on Second street, where the postoffice had been for
years, they found no postoffice there. During the previous night the change of
administration had unexpectedly taken place and the postoffice had been moved to
its new quarters in the bank building on Third street. The new offices were
fitted up temporarily, but within a few weeks were supplied with the latest
style of boxes and conveniences and was then counted as being one of the best
equipped postoffices in the county. It was presided over at this time by
"Johnny" Summerfield, who made a genial deputy postmaster.

    In April, 1890, the new board of trustees, after the election of Messrs.
John Steere and J. L. Allen, was made up of these two with J. J. Carrillo, who
was elected president of the board, a position which he ably filled for seven
years, T. L. Lewis and E. J. Vawter. E. K. Chapin was re-elected treasurer, M.
K. Barretto was marshal and H. E. Pollard town clerk. The matter of licenses
aroused a good deal of discussion this year, as many objected to the plan of
licensing business houses at all, and others thought the licenses altogether
more than the traffic could bear. But, in spite of much pressure, the new board
made few changes and continued the liquor license at $300 per year, only making
an effort to limit the number of saloons to ten.

    Messrs. Jones and Baker this year deeded the bluff and the city park to the
town, on condition that they be kept up as public parks. A large number of
streets were graded, graveled and sidewalked. The question of providing for some
disposition of the sewage was also agitated and a solution was thought to be
offered to that and the wharf problem which so troubled the town. But after much
talk, legal advice was sought and, in view of the later developments, the
following extracts may be of interest: "In order that there might be no
uncertainty in the matter, the town attorney was instructed to employ assistant
counsel. This was done and two opinions were read before the board and a number
of citizens on Monday night, one from R. F. H. Variel, the other from Messrs.
Edgerton & Blades. Shorn of all unnecessary verbiage, the opinions were based
upon the proposition, can the town authorities of Santa Monica legally submit to
the voters, at an election called for that purpose, the proposition of voting
$40,000 in bonds for the ostensible purpose of constructing a sewer system,
having its outlet in the ocean, but really for the purpose of aiding a private
corporation in building a wharf? This proposition was ably argued by the
gentlemen and they very properly came to the conclusion that the city's funds
could not be legally expended in that way."

    In November the ladies of the W. C. T. U., who had maintained a public
reading room and library since 1886, offered to turn their library of 800
volumes over to the city, provided the city would maintain it as a public
library. The proposition was accepted and the Santa Monica public library was
thus established.

1891

    This is a memorable year in Santa Monica annals for many reasons. It
developed that the Southern Pacific had secured the right of way along the beach
to the canon and purchased the Santa Monica Heights tract. In the fall surveyors
began work and the company secured a franchise from the city to build a line
under the bluff and to build a wharf, within one year, under a $5000 forfeit. At
the same time the Santa Monica Wharf and Railway Terminal Company was applying
for a franchise to build a wharf at South Santa Monica and offered to put up a
tract of thirteen1 acres of land as indemnity. This offer was received with a
good deal of derision at the time, as the land was supposed to be utterly
useless "sand dunes." The Los Angeles and Pacific road had been revived—to a
certain extent—and was also endeavoring to secure a franchise to build a wharf;
but the $5000 forfeit demanded by the board of trustees seemed to put a damper
upon their wharf ambitions. With so many propositions coming before it, the
board of trustees had some very lively sessions, especially as there were strong
objections to everything proposed and much "kicking" at the meetings and through
the papers. The harbor question also demanded more or less attention and the
board of trustees and board of trade were prompt to act whenever an opportunity
presented itself.

    In October H. M. Russell and H. A. Winslow, two enterprising citizens of
Santa Monica, again applied for a franchise for an electric light plant, which
was at once granted them. They took steps to carry out their plans and made a
beginning toward this important improvement.

    Among the business buildings of the year was the Bryson block on the corner
of Utah avenue and Second street, which was erected at a cost of some $15,000.
Other buildings were the handsome home of Dr. Elliott, a Minneapolis capitalist,
on the corner of Nevada and Fifth and the homes of Dr. Place and J. L. Allen. In
January, 1891, Mr. Frederick Rindge visited Santa Monica and was so pleased with
the place that he purchased two lots on Ocean avenue and soon thereafterward
began the erection of a residence which cost some $12,000 and was occupied for a
number of years by his family as a home. At the same time he began making other
investments in this locality and in 1892 purchased the Malibu ranch of H. W.
Keller and at once built a handsome residence and made substantial improvements
on this fine property.

1892.

    The year of 1892 was a prosperous one. The reaction after the depression of
the past two or three years had set in here, although this was generally a
season of depression in the state. The Southern Pacific pushed its improvements
and work was well under way on the long wharf before the close of the year. It
is estimated that their expenditures in the vicinity of Santa Monica for the
year were not less than $200,000. The Santa Fe also came in during the year and
spent considerable money in making improvements in South Santa Monica. A large
amount of money was also expended at the Soldiers' Home in putting up new
buildings and improving the water service. These large sums put into
circulation, of course, meant much to the merchants and the working men of Santa
Monica. The Keller block on the corner of Third and Utah was planned and
partially built, at a cost of $25,000. The Windemere and the Paradise, both
intended as first-class family hotels, were built during the year.

    During the summer there were no vacant houses and tennis, polo and cricket
games and tournaments were attractions which drew many visitors. On June 18th
the Santa Fe trains reached Santa Monica and the event was duly celebrated. The
road at once put on seven trains daily and made a round-trip fare of
seventy-five cents. The Outlook estimates that in July fully 5000 people came to
Santa Monica on one Sunday. In September the fare to Santa Monica was dropped to
fifty cents, the result of competition. The Los Angeles and Pacific road was not
yet
dead and many rumors were rife about-it during the season. It had now passed
into the hands of the Terminal Company and great things were promised from it.

1893

    In 1893 Messrs. W. D., W. S. and E. J. Vawter sold their interest in "The
First National Bank of Santa Monica" to Senator Jones and the bank passed under
the new administration, with Robert F. Jones president and cashier. It was soon
afterward made a state bank under the name of the "Bank of Santa Monica." During
the panic of July, 1893, this bank was undisturbed and it has since that time
enjoyed the favor of Santa Monicans. The Keller block when completed was one of
the largest and handsomest structures in Santa Monica. The upper stories were
opened as a first-class hotel, while J. B. Folsom and W. T. Gillis occupied the
large storerooms below. The Vawter block on Third street was completed in
September. This was a one-story block, handsomely finished, to be used as the
office of the Santa -Monica Commercial Company, the Santa Monica Mill and Lumber
Company and the Santa Monica and Soldiers' Home Company, all of which were
Vawter interests. The Santa Monica soda plant was a new establishment of this
year, under the management of Carl F. Schader and Jesse Yoakum. One of the most
substantial improvements was the erection of the handsome residence on the
corner of Ocean avenue and Arizona by Mrs. Doria Jones, now the Elks' club
house. The North Beach Bath House Company was incorporated in December by the
Jones interests to build the North Beach bath house and pavilion. This
establishment when finished was one of the most complete in equipment in the
country. July 1st the Arcadia was opened under new management, having been
closed for a year or more. Before opening it was thoroughly renovated and
refitted, some $10,000 being spent in bringing it up to date.

    A special election was called for March 21st to vote upon the question of
bonding the town to the amount of $40,000 for the construction of a sewer
system. The campaign elicited a good deal of discussion and considerable
feeling, if we may judge by this letter which the Outlook published, with a
dignified reply:

    " Messrs. Fisher & Woodworth: There is an understanding on the streets that
if you publish to malign ,any one who votes against bonds, your press will be
taken and throwed into the sea and your papers, public and private, will be
taken for a bonfire."

    Notwithstanding the talk the vote cast was light and stood 148 against and
only 84 for, thus disposing of the sewer question for the time being. But the
"sewer question" is one which will not down for long in Santa Monica, and it
continued to be a subject of interest—and contention. In June J. J. Davis of Los
Angeles applied for a franchise for electric light plant, agreeing to pay
therefor $25.00 annually for fifty years. September 10th electric lights were
turned on the street for the first time, twelve incandescent lights being
furnished.

    The year was prolific in "gala" days. July 4th was celebrated with unusual
vigor, speeches, bands and amusements of every kind being provided and the
largest crowds ever known in the history of Santa Monica being present,
estimated at from ten to fifteen thousand. The visit of Vice-President Stevenson
was duly noted. In October the new restaurant on the big "long wharf" was opened
with an elaborate banquet.

1894

    This was a comparatively quiet year. The great strikes and the general
depression in the east caused a cessation of large investments and no railroad
extensions of account were made. After a very exciting contest Messrs. Robert F.
Jones and Norman A. Roth were elected trustees, while Messrs. Carrillo, Vawter
and Lewis held over. Mr. Robert F. Jones served continuously as trustee from
this time until 1902 and after 1896 was president of the board and acting mayor
of the town.

    The most important improvement of the year was the North Beach bath house,
which was opened to the public in the spring. This building was 450 by 100 feet
and was provided with a large plunge, elegantly furnished parlor, ballroom, hot
and cold salt water bath, two dining rooms, roof garden, etc.; the whole
structure represented an outlay of $50,000 and was at the time the most complete
establishment of the kind on the Pacific coast. The electric light plant was
completed during the year and was considered one of the best in the country,
furnishing satisfactory service at very reasonable rates. The water company
expended some $15,000 in improving its service and the Outlook estimates that
about two hundred thousand dollars represented the cost of improvements which
included a large number of residences.

1895.

    The year 1895 opened with a flurry of excitement over the treatment the
harbor question and Santa Monica were receiving from the Los Angeles Herald.
This paper had at first been an able advocate of the Santa Monica side of the
harbor question; but during 1894 it passed under new management and at once
changed front and began making most unjustifiable attacks upon this town, Port
Los Angeles and the Southern Pacific Company. On Wednesday evening, January
23rd, one of the most exciting meetings ever held in Santa Monica took place
under the auspices of the board of trade. The resolutions passed will show the
bitterness which had been engendered by the "harbor fight."

    "Whereas, on numerous occasions, a morning paper published in the city of
Los Angeles, has taken occasion to publish in its columns, as true, many false
and misleading statements respecting the unfitness—as it falsely alleges—of Port
Los Angeles for improvement by the general government as a deep-water harbor for
the city of Los Angeles, and in support of its alleged unfitness has published
communications containing false and defamatory statements in relation to the
effect of storms in and upon the bay of Santa Monica, the wharf therein, the
principal projector thereof, and the landing, loading and unloading of vessels
thereat; and has been endeavoring by fraud to induce Congress, without further
examination or evidence, to make large appropriations and have them expended in
what we believe to be useless attempts to make of the bay of San Pedro a safe,
useful and valuable deep-water harbor. And whereas, it is falsely, maliciously
and fraudulently asserted that 'the legislative delegation from Southern
California are (is) a unit for a deep-water harbor at San Pedro', and 'only
those who are controlled by the influences which emanate from the councils and
cabals of C. P. Huntington ever attempt to combat the plain expression of public
opinion'—and 'only occult and venal influences can defeat the object of the
present agitation.' And whereas, the said newspaper has recently published a
communication on the harbor question (purporting to be by a Santa Monican) which
is grossly false (as has been incontrovertibly shown).

    "Therefore, be it resolved, that the aforesaid editorials and communications
which have from time to time appeared in the aforesaid paper are malicious
libels of the bona fide residents of Santa Monica and others who advocate the
superior fitness and claims of Santa Monica harbor as a site for a deep-water
harbor and the people of Santa Monica are advised that the paper is unworthy of
the support of the citizens of Santa Monica and the surrounding country."

    These resolutions were enforced by ringing and heated speeches from many
citizens and were adopted with much applause. About this time occurred the
famous episode of the "fake" list of Santa Monicans sent into this same paper
which was getting up a memorial, signed by citizens. The initials of the "faked"
names, which were published in good faith by the paper in question spelled an
acrostic—"The Fool Herald." It was this same petition in favor of San Pedro
which, according to the Times, was made up after "much consultation from
directories, compilation of acrostics and waste of editorial perspiration, and
was lost and not even the office cat could give any idea of its whereabouts."
The Herald claimed that it had been stolen, presumably by advocates of the Santa
Monica side, and offered a reward; later the document mysteriously reappeared;
but the amount of influence it carried with it when finally delivered to the
legislators probably did not seriously injure the Santa Monica side of the
question.

    In March, the board of trade, which had done most efficient service in
protecting and promoting the interests of Santa Monica, took steps to
incorporate as a chamber of commerce. The officers chosen under the new form
were: President, Robert F. Jones; secretary, J. J. Carrillo, who had
continuously served as secretary for the board of trade for seven years, without
compensation; treasurer, W. T. Gillis. Numerous committees were named and action
was at once taken to secure the encampment of the Grand Army of the Republic for
the coming summer and to arrange for representation at the Los Angeles fiesta.
The labors of the latter committee resulted in a beautiful floral float in the
floral day parade of La Fiesta.

    In April the articles of incorporation of the Los Angeles and Santa Monica
Electric Railway Company were filed. The Outlook says: "This proposed line is
separate and apart from the bicycle line road promoted by Maj. Barrett, which it
is understood will be backed by abundant eastern capital. This rather unique
style of road is to be operated upon a single rail with guard rail above. A
similar line is now in operation on Long Island. It has a speed possibility far
exceeding a mile a minute. The service is quick, safe and economical for both
passengers and freight. Maj. Barrett claims that the company organization is
complete and the right-of-way agents will be in the field within thirty days."
There was considerable talk about this "bicycle railway" and some people really
had hopes of speeding a mile a minute between Los Angeles and Santa Monica. In
June a petition was received from Gen. Sherman of the Pasadena and Pacific road
asking for a franchise. But the trustees, having had a long and troublesome
experience with the Los Angeles and Pacific road, were wary of promises and
denied this franchise; but in an amended form it was granted later and active
work on the line began. Some alarm was felt among merchants and dealers of the
town lest the coming of the electric road should do them harm; but the majority
was largely in favor of the improvement. This year steps were taken to construct
a wagon road across the mountains to the wilds of Calabasas and a good deal of
talk was indulged in as to a bicycle path from Los Angeles to Santa Monica,
which should develope into a "boulevard." Cyclemania was at its head during this
period and for two or three summers the greatest event of the season was the
annual road race on July fourth from the city to Santa Monica. A bicycle race
track was completed by the Southern Pacific with a grand stand which is
described thus: "It lifts itself into the air and spreadeth itself over a great
area. It vaunteth itself as greater by far than anything within 'steen yards,
and it attracts as much attention as a bloomer dub upon parade. It is in very
fact a thing to be proud of and carries the prophecy of great races on the track
and great crowds to see them and much comfort to many people." In order to
induce the "great crowds" the Southern Pacific resorted to what were known as
"postage stamp" tickets, entitling the holder to passage both ways and admission
to the bicycle track for the regular price of the ticket. This created feeling
on the part of the Santa Fe people and the S. P. responded that they had
expended some $12,000 in building the track and if the Santa Fe people would
bear half the expense, their tickets would be honored also. The Santa Fe chose a
less expensive way of retaliation. They dropped the round-trip fare between Los
Angeles and Santa Monica to twenty-five cents and on Saturday and Sunday,
October 19th and 20th, 1895, the Santa Fe sold round-trip tickets for five
cents. Certainly Santa Monicans had "reasonable rates" for once.

    The question of sewer bonds was again submitted to the people this year and
after some vigorous work on the part of the more progressive on September 3rd
the $40,000 bonds were voted by a majority of seven to one, and thus the first
steps in creating a sewer system were at last taken.

    Among other improvements of the year was the building of a new pavilion on
the beach by Eckert and Hopf, the gentlemen who had probably banqueted more
distinguished people than any other firm in Southern California; the building of
the Prohibition Congregational church and the plans for a Methodist church to be
built by F. H. Rindge. On the South Side, the Santa Fe Company were constructing
their iron pipe wharf; the Young Men's Christian Association erected a pavilion
and a number of cottages; and a number of other cottages and buildings were
erected.

1896.

    The completion of the electric line to Santa Monica was heralded as another
"Sherman's March to the Sea." The initial trip was made on Wednesday, April 1st,
1896, but it was no April fool this time—at last Santa Monica had a real sure
enough transportation line. Over five hundred guests were entertained by Santa
Monica in honor of the day. The power house was decorated, the schools dismissed
at noon and the population turned out en masse. The first car to arrive over the
line was No. 65, with Pete Reel as motorneer, which appeared at 3:40 in the
afternoon, bringing city and county officials and prominent citizens and
followed by a car loaded with tourists from Minneapolis. Guns were fired and
bands played and General Sherman and Mayor Pratt of Minneapolis were decorated
with floral offerings. Refreshments and speeches followed, the principal address
being made by John W. Mitchell. The officers of the road were Gen. M. H.
Sherman, E. P. Clark and W. D. Larrabee. to whose enterprise and progressive
spirit the city of Santa Monica and the entire community owe one of the most
completely equipped and satisfactory trolley systems in the United States.

    The municipal campaign this year was a lively one, several tickets being in
the field. As usual the question of licenses was the disturbing element. The
election resulted in the following officials: Trustees, Moses Hostetter, Robert
C. Gillis and J. J. Carrillo; library trustees, Dr. P. S. Lindsey, Fred H. Taft,
J. Walter Gray, T. H. Wells and William Stevenson; clerk, Charles S. Dales;
treasurer, E. W. Boehme; marshal, George B. Dexter. This board took up the
continued story of the sewer troubles. A contract had been let to Frank H. Mohr
to construct the mains, and he put up a certified check for $1000 as security.
He failed to make good on his contract and the check was retained by the city.
The history of this check and the amount of legislation and law expended upon
the matter would fill a good-sized volume in itself. In the end, after a
decision by the Superior court, in 1897, the check was finally returned to the
assigns of the contractor. It was discovered that the sewer bonds were illegal
anyway after the contract had been forfeited, and during the fall work was begun
on the construction of a main sewer under the Vrooman act, which is the
beginning of a new chapter in sewer matters.

    In May the police department was created and Messrs. George F. See and .A.
L. Forsyth were appointed policemen. Arrangements were completed this year for
sprinkling the streets with salt water. Owing to the long continued dry season
the supply of water for sprinkling had become diminished and economy was
necessary here as elsewhere throughout Southern California.

    This was one of the gayest seasons ever known here. Tournaments, tennis,
polo races, croquet, bicycle meets, horse races and swimming contests furnished
amusement for the "smart set" and the Sunday crowds alike. Trolley parties were
a new entertainment which found favor and were frequent. In April the Hotel
Men's Mutual Association, with representatives from all parts of the United
States, were entertained with a banquet and a day of sports, including a
barbecue, a battle of flowers and a "ring" tournament. The Southern California
Editorial Association was banqueted at the pavilion of Eckert and Hopf. The
Knights of Pythias held their annual encampment in City Park and the district
camp meeting of the Methodist church was held on the ocean front, a large tent
having been put up there for their use. The Citrus Wheelmen of Los Angeles
opened a club house on Utah avenue. At South Santa Monica there were many
campers and cottagers, and band concerts and lectures provided entertainment.

    Notwithstanding the hard times of a dry season, considerable building was
done during the year and a good deal of street work was put through.

1897.

    In February, 1897, the Santa Monica Water Company incorporated, with a
capital stock of $1,000,000, all subscribed, Senator Jones holding 7845 shares
of the 10,000 shares issued. The board of directors were Juan Bandini, Charles
H. Forbes, Roy Jones, E. J. Gorham and A. C. Hamilton. The objects of the
corporation, "to deal in real estate and water rights, to erect buildings,
construct reservoirs and pipe lines for the purpose of saving and distributing
water for domestic purposes or irrigation and to furnish water to any town or
city."

    The local Third-street electric line was opened in May and July 1st the
"short line" via Sixteenth street was first put in use and at once proved
popular. It was double tracked and two miles shorter than the old route via
Sherman. The entire line was double tracked this year and new cars added and
this most important factor in the evolution of the city became at once so
popular that the Southern Pacific and Santa Fe steam lines were compelled to
take off their trains because of lack of patronage.

    On account of the proximity of the Soldiers' Home, Memorial day has always
been an occasion of particularly interesting and memorable services in Santa
Monica. While the exercises at the home are always largely attended and most
interesting, a large number of the veterans usually join in the celebration at
Santa Monica. Fort Fisher Post, G. A. R., and the Women's Relief Corps, with the
children of the public schools have taken the lead in these exercises and many
orators of note have spoken at them. General Horace Sargeant Binney, who was for
a number of years a resident of Santa Monica, delivered some of the most notable
addresses on these occasions. Maj. J. A. Donnell was another favorite speaker.

    On June 22nd the Queen's diamond jubilee was celebrated, one of the gala
days in the memory of Santa Monicans. The affair was under the auspices of the
British residents of Southern California, but was participated in by
representatives of every nation and land. A day of sports had been arranged and
many prizes offered and the fun was fast and furious.

    The revival meetings of the Rev. Dr. Munhall held during June were somewhat
novel in the annals of Santa Monica, as they attracted the attention and
interest of large audiences and of many who were not in the habit of attending
such services. The annual encampment of the Seventh Regiment was one of the
memorable events of this summer, over five hundred members participating and
giving Santa Monica a taste of military life with their cavalry men, naval
reserves, drills and evolutions, to say nothing of the sports and grand ball. In
June four hundred members of the Los Angeles chamber of commerce banqueted at
Eckert & Hopf's pavilion. These gentlemen for many years sustained the
reputation of serving the best fish dinner to be found in California and their
restaurant and pavilion was the scene of many festal occasions. The Arcadia was
this year sold by Simon Reinhart to the Pacific Improvement Company, otherwise
the Southern Pacific, and passed under new management.

    The board of trustees spent much brain matter and nerve force in wrestling
with the sewer problem. There was all sorts of trouble over rights of way for
the proposed sewer and the citizens protested strongly against the plans to be
carried out under the Vrooman act. Steps had already been taken to build the
main sewer and the lines for it laid out, to be carried to the south city limits
and fifteen hundred feet into the ocean for discharge. But, after a public
meeting, it was decided to again call a bond election and on August 4th the
third election to vote sewer bonds took place and the proposition carried. A few
weeks later these bonds were sold at a premium of $3355—nearly to the paralysis
of the board and the town. This seems to have been a good year for bonds for the
school bonds, $15,000, voted on September 4th, were also sold at a large
premium. They bore interest at seven per cent., however. After long and
persistent effort on the part of J. J. Carrillo, the sum of $800 was finally
raised for the wagon road to the Calabasas district. The county added fifteen
hundred and this road was finally built; also Ocean avenue was opened to the
canon to connect with the new road. A systematic attempt to improve the bluff,
which had been named Linda Vista Park, was undertaken this year.

1898.

    The year 1898 opened with a vigorous stirring up of the saloon question and
the revoking of two licenses by the board of trustees, for violation of the
ordinance regulating the business. This was the occasion of much rejoicing on
the part of the better element and was the forerunner of better things, the
retail liquor license being raised in April to $500. A couple of weeks later
five saloon keepers in Santa Monica canon were arrested for violating the county
ordinances.

    The "news from Manila" and the probable war was the absorbing interest of
this year. There was much talk of the inadequacy of Pacific coast protection and
timid souls feared to find a foreign war vessel swooping into Santa Monica
harbor at almost any hour. In order to aid in protecting our country, a company
of home guards was organized in Santa Monica, May 3rd; J. B. Proctor, who was a
past master in military tactics, being chosen captain, George Williams, who had
seen twelve years of service in the regular army, was first lieutenant; Victor
Hopf, second lieutenant. This company enrolled 75 members, many of them being
prominent citizens of Santa Monica and a large number of them being native
Californians. At the Soldiers' Home a company of five hundred veterans was
already organized and had offered itself for service at the call of the
government. With such an example at hand, it is no wonder that the younger
generation in the vicinity were enthusiastic. The Santa Monica company was made
Co. H of the Eighth regiment of National Guards. On the resignation of Mr. E. J.
Vawter, Jr., who had succeeded Captain Proctor, C. M. O'Dell was chosen captain
of the organization. It soon became apparent that the chances for the Eighth
regiment to be called into service were slight and such of the members as were
anxious to get into the field sought other opportunities to enlist.

    In March the Santa Monica Beach Improvement Company was organized, with a
capital stock of $100,000, and with a strong directorate, consisting of F. A.
Miller, then proprietor of the Hotel Arcadia; M. H. Sherman, president of the
Pasadena and Pacific electric line; E. P. Clark of the same company; W. D.
Larrabee, superintendent of the electric road; F. W. Richardson, Jacob Kurtz.
Robert F. Jones, Charles H. Forbes, W. H. Perry, Roy Jones and R. C. Gillis. The
company proposed to secure a lease of the beach front, build a pleasure wharf,
erect neat cottages and other buildings on the beach and maintain and operate
boats for fishing and pleasure.

    The year opened with prospects of two new wharves—which ought to have
satisfied the most exacting. After infinite difficulties, bids were called for
the outfall sewer and the wharf to carry it; but when they were submitted, there
were so many and strong protests that all were rejected. T. C. Elliott also
applied for a franchise to build a wharf at the foot of Railroad street. This
proposition was looked upon favorably; but the Southern Pacific blocked it by
claiming a previous franchise to this location. On Wednesday, April I4th, 1898,
the contract for the outfall sewer was finally let to Thomas Thompson for the
sum of $11,720, the deeds to the right of way having at last been secured. In
June Kinney & Ryan applied for the use of the piles for the outfall sewer for
wharf purposes and were granted the privilege. The same month it was announced
that the new pleasure wharf would be built between Railroad avenue and the North
Beach bath house and the contract was let for the same. Both of these structures
were completed during the summer and added much to the beach attractions, as
they furnished every convenience for boating and fishing.

    The Lincoln school building was completed in June and was dedicated by the
graduating exercises of the high school class of the year. In September Santa
Monica entertained three conventions at the same time, the Democratic, which met
in a large tent on Ocean avenue; the Silver Republican, which held forth at the
Arcadia, and the People's party, which met in Odd Fellows' hall. This was the
year of fusions and a great deal of "fusing" was done during these sessions,
with small results, as appeared in November.

1899.

    January, 1899, was marked by the launching of the Santa Monica Improvement
Club, an organization which had long been discussed and from which much was
hoped. J. J. Davis was elected president, E. B. McComas vice-president, F. H.
Taft secretary. Dr. S. P. Lindsey, treasurer. Sub-committees on finance,
licenses, streets, pavilion, transportation, health and veterans' association
were appointed and a vigorous campaign for lower fares; for higher license for
saloons; to secure the erection of a suitable pavilion for public meetings; and
to capture the annual encampment of the veterans' association was begun. But
like many other good things in Santa Monica, the Improvement Club seems to have
exhausted its energy in getting started and it soon disappears from the scene,
having accomplished only one very substantial change. Largely through its
efforts the liquor license was this year raised from $300 to $500. A lively
contest between the saloon men and the druggists followed this action. It was
claimed that the druggists were regularly selling liquor without paying any
license, and after considerable sparring, a suit was begun against a druggist.
The druggists, however, pleaded unintentional violation of ordinance and the
suits were dropped.

During this year the electric line on Ocean avenue to Montana was built and the
first car was run on December 28th. In October the Southern Pacific reduced its
train service to one train a day, instead of three. As they had the contract for
carrying the mails, this aroused great indignation and caused much inconvenience
to the business men of the town. Vigorous protests were made and resulted in a
mail service over the electric road. In August it was announced that a new
electric line was proposed between Santa Monica and Redondo. Mr. Abbot Kinney
was the originator of the scheme and was confident that the project would be
carried out, thus opening up a section of beach territory that had not yet been
utilized and establishing a new and strong attraction for the tourist as well as
a new and rapid transit line. This plan did not materialize at the time, but it
has since been carried out in the Playa del Rey and Redondo line. Another
ambitious scheme which was ahead of the time was the formation of the San Pedro
and Santa Monica Excursion Company, which put the little steamer, J. C. Elliott,
on to make daily trips between the two points, landing at the Kinney and Ryan
wharf. Some very enjoyable trips were thus made, but the venture did not prove
profitable and was dropped. Among new buildings of this year were an addition to
the Bank of Santa Monica, the Collins building, corner of Utah and Second; the
Tappener block on Third street, and the new power house of the Santa Monica
Electric Company on the beach. This was a substantial improvement costing some
$25,000. The gas plant was also built this year, including the largest gas tank
in the state, the entire expenditure being over $40,000. Gas was turned into the
mains December I4th and was a much appreciated improvement. In July, Mr. R. C.
Gillis purchased 1,000 feet of beach front, north of the North Beach Bathhouse,
put in a walk and erected several well constructed cottages. The Sisters of the
Holy Name selected Santa Monica as a site for their convent this year and opened
their school on Fourth street during the construction of their handsome building
on the corner of Third and Arizona. December 27th saw the destruction by fire of
the Casino, which was built by the Santa Monica Improvement Company in 1888 and
which had been the summer home of tennis in Southern California for many years
and had seen many brilliant social affairs. The fire was evidently the work of
an incendiary and caused a heavy loss as the insurance was small.

    PORT LOS ANGELES.—From the time of the abandonment of the Santa Monica wharf
by the Southern Pacific Company, in 1878, until the building of the "Long Wharf"
in 1892-3, the people of this city hoped and worked for a new commercial wharf,
which they firmly believed was all that was necessary to make their town an
important center of commerce. During the later eighties and 1890-91, the
agitation for securing a wharf was constant and sometimes became acrimonious.

    About this time it became certain that the Santa Fe would build into Santa
Monica. It also became evident that the new wharf completed in 1888 at Redondo
was seriously encroaching on the business of San Pedro harbor and diverting
freight from the Southern Pacific to the Santa Fe road. On Sunday, May 20, 1890,
C. P. Huntington, Col. Crocker and other Southern Pacific officials, visited
Santa Monica and made a careful examination of the town and surroundings. Mr.
Huntington listened attentively to the arguments which various citizens
presented as to the expediency of building a wharf at Santa Monica, and the
great railroad magnate assured them that Santa Monica ought to have a wharf.
After this, other S. P. men visited the town and the citizens of Santa Monica
appointed a committee to visit San Francisco and confer with the officials of
the Southern Pacific and make propositions looking to the building of a wharf,—
even proposing to raise a subsidy to secure the prize. The community was kept in
uncertainty as to the intention of the railroad people until 1890 when the
Southern Pacific applied for a wharf franchise and put up a $5000 bond if the
work were not begun within the specified time.

    In August, 1891, a corps of S. P. surveyors arrived, made camp in the
canyon, and began to make surveys. It was then learned that the S. P. Company
had secured title through Abbot Robinson to the Santa Monica Heights property,
owned by Abbot Kinney, 247 acres on the north side of the canyon, with several
hundred feet of beach frontage. It was also learned that right of way on the
beach had been secured from Railroad street to the property of the company. By
January, 1892, it was understood that the wharf was to be built north of the
canyon and was to be the "longest wharf of its kind in the world." The people of
Santa Monica were at first disappointed at the location of the new structure but
when they learned of the elaborate plans to be carried out, they were satisfied
to have the finest wharf in California—no matter where it was located.

    March 6, 1892, the tunnel from the Railroad street to the beach was
completed so that the first train went through it. July 25th the first pile was
driven. The work was under the supervision of the Thomson Bridge Company, of San
Francisco, and was pushed as rapidly as men and money could carry it. In
November, J. M. Crawley General, Manager of the S. P. brought down an excursion
of 200 merchants and members of the Chamber of Commerce from Los Angeles to
inspect the new structure which was then 2100 feet long; and a little later H.
E. Huntington, J. C. Stubbs and others of the S. P. officials inspected the work
and fully concurred in the decision that the best possible location for the
wharf had been selected.

    The first steamer landed on May 13th, and the Outlook, under the heading
"The Dawn" of Prosperity" discourses thus: "Thursday, May nth, 1893, will long
be remembered as a day fraught with deep significance to Santa Monica. It was
the forerunner of an era of prosperity which shall grow into a permanent
benefit, with results reaching into far ages. The important event was the
landing of the first deep sea-vessel at the mammoth wharf, now nearly completed.
The steamer San Mateo, of Comax, B. C., with a cargo of 4300 tons of coal
consigned to the Southern Pacific, (Captain Edward Parks) enjoyed the honor of
being the maiden vessel to touch at Port Los Angeles.

    The citizens turned out in force to welcome the steamer, and fully 1000
people were present on the occasion, laden with flowers, the bright hues of
which transformed the big collier into a "bower of beauty." Some of the citizens
of Santa Monica had prepared speeches for the happy occasion, but evidently the
flowers were enough for the old salt who commanded the San Mateo. The speeches
were cut out. The editor of the Outlook had the advantage of the rest,
however,—he published his remarks in the next issue. Among them we find this
statement: "The full significance of the opening of the deep sea-port, where
rail and ship come together in this particular portion of the southwest, is not
yet apparent. It is a link in a grand commercial chain that will eventually belt
the globe with the shortest and quickest commercial transit."

    It was confidently believed at this time that the completion of this wharf
would have an important bearing upon the "harbor question" and might ultimately
result in making Santa Monica Bay the deep-sea harbor of this coast. In the
light of present developments, the importance attached to the building of the
wharf seems rather exaggerated; but it was generally thought at this time that
only facilities for shipping were needed to secure the trade of the Orient. The
fact that trade necessitates reciprocity seems to have been overlooked.

    The wharf constructed at Port Los Angeles was certainly a structure worthy
of attention and admiration. The last spike was driven by Vice-president
Stevenson, who happened to be visiting in Santa Monica at the time, on July
14th, 1893. The structure is 4,700 feet from the shore. The Long Beach wharf,
completed in May, of the same year, is 1600 feet; the Redondo wharf was 800
feet, and the Outlook chronicles the San Pedro wharf as "o" feet in length. In
August the new pier was carefully inspected by the Board of Examiners
representing the various Marine Insurance companies and shipowners and
merchants. They stated: "A careful examination of the structure showed that in
design and execution every precaution had been taken for strength, and due
regard for safety while at same."—"In view of the foregoing facts and with the
experience gained by many year's use of other outside ports in that vicinity
that are similarly situated, we are of the opinion that Port Los Angeles is a
suitable port of discharge and loading for steamers and sailing vessels."

    In October the depot at the end of the wharf was completed and the dining
room opened with a banquet to the wharf builders and several Santa Monica
people. The wharf was at this time placed under the charge of A. M. Jamison,
agent, who still retains this position; T. M. Polhemus, chief clerk; F. H.
Oswald and W. T. Maher, clerks; and Captain F. E. Dronfield, who had general
supervision of the wharf and charge of the tug Collis.

    The approach of the wharf proper is 3120 feet long and 26 feet wide. On the
south side is a walkway eight feet wide with railing on both sides. The
materials used in the approach were 1500 piles, 975,000 feet of lumber and 37
tons of bolts and spikes. The main wharf widens out to 130 feet and is over 1500
feet in length. On the north side are coal bunkers and on the south the depot,
warehouses and every convenience for passengers and shippers. The piles, of
Oregon pine, were creosoted and set in such a manner as to make the wharf
practically immovable. It is known as one of the most substantially built wharfs
in the world and has stood the test of fifteen years without strain.

    The Southern Pacific Company, in locating its wharf here was obliged to do
extensive work in order to secure a proper approach and ground for necessary
warehouses, engine houses, and so on. The entire expenditure for the Port Los
Angeles undoubtedly reached a million dollars.

    As soon as completed the passenger business between Los Angeles and San
Francisco practically ceased at other ports, as so much time was gained by
landing at Port Los Angeles. Los Angeles was made a Port of Entry in 1893, with
Port Los Angeles, Redondo and San Pedro as sub-ports. Deep-sea vessels, which
could not enter the inner harbor at San Pedro, but must unload by the aid of
lighters, came to Port Los Angeles and nearly all deep-sea vessels reaching this
coast since the completion of this pier unload here. In the earlier years of its
construction Port Los Angeles was the point of entry for the coal used on the
Southern Pacific system, and this item alone created a large business. Very
large shipments of railroad ties were also delivered here. With the adoption of
oil as a fuel on the railroads, shipments of coal have fallen off and, with the
improvement of San Pedro inner harbor so that coastwise vessels can land, lumber
shipments have decreased. But the bulk of the deep sea tonnage is received at
Port Los Angeles, and is constantly increasing. Some statistics may be of
interest: In 1903, 283 vessels entered at Port Los Angeles and 302 sailed;
18,733 passengers entered and 15,676 sailed. The import duties received were
$311,740; in 1904-5 the duties were $309,826.48; in 1905-6 duties and tonnage
amounted to $513,939.96.

THE HARBOR QUESTION.

    The question of the location of a deep-sea harbor to be constructed by the
government of the United States upon the coast of Southern California was for
ten years, 1889-1899, the most vital interest of Santa Monica. It is true that
the contest was waged for the most part in Los Angeles and Washington and
between forces which gave little consideration to the interests of the town of
Santa Monica. It became, indeed, a national question in which individual
interest was supposed to have little bearing; yet it directly affected every
citizen of Santa Monica and made the name of this place a familiar one in the
political and commercial world.

    From the time of the building of the first wharf at Santa Monica in 1875,
the possibility of a breakwater and improvements which would make of this a safe
harbor of refuge and of commerce had been discussed. As the commercial
importance of Southern California increased, it became evident that in time the
government must assist in creating a harbor on this coast. Since 1871 efforts
had been made toward making an inner harbor at San Pedro and up to 1892 one
million dollars had been expended upon operations there. After the great
expansion in business of the later eighties, the question of what was to be done
toward creating a deep-sea harbor was pressed at Washington and in response to
it, a number of distinguished men, members of the Committee of Commerce of the
United States Senate, visited California.

    During all the years of his editorship of the Outlook, L. T. Fisher had made
a careful study of the conditions here. He was also thoroughly familiar with
affairs at Wilmington. He had been assured by Captain H. C. Taylor, who in
1874-5 conducted the coast survey on this coast and made a chart of this bay,
that the conditions here were favorable to a deep-sea harbor, and he had
consistently and effectively proclaimed the advantages of Santa Monica as a
sea-port.

    October 13th, 1889, the Outlook publishes a "challenge" as follows: "We
challenge Colonel Mendell, Dr. Widney, General Brierly, and all others who favor
San Pedro as the best place for a harbor for deep-sea vessels to successfully
disprove the following propositions:

    1st. Santa Monica is nearer by at least eight miles, to Los Angeles, the
commercial and railroad center of Southern California, than San Pedro.

    2nd. Santa Monica Bay, by virtue of its shape, depth of water and general
topography, is a more suitable place for a deep-sea harbor than San Pedro.

    3rd. Santa Monica Harbor, when enclosed by a breakwater, will remain
unchanged for all time to come, while a similar enclosure at San Pedro will
rapidly shoal and become worthless in less than a quarter of a century.

    4th. Santa Monica is within a few miles of the material for a breakwater,
which can be obtained at less than two-thirds of the expense required at San Pedro.

    5th. Santa Monica having these advantages, it is neither the part of wisdom
nor of economy, for the general government to expend a large sum of money upon a
less favored community."

    October 26th, 1889, Senator Frye, chairman of the Senate Committee on
Commerce, with Senators Dawe, of Massachusetts; Platt, of Connecticut; Davis, of
Minnesota; Morgan of Alabama and Turpie of Indiana, visited San Pedro and was
shown the proposed deep water habor by Dr. Widney, Col. Mendell and others
interested. On this occasion, after listening to their eloquent explanations,
Senator Frye remarked: "Well, as near as I can make out, you propose to ask the
Government to create a harbor for you out of the whole cloth. The Lord has not
given you much to start with, that is certain." A day or two later the same
party visited Santa Monica, spending a couple of days here, as the guests of
Senator Jones. That they were favorably impressed is shown by their remarks
quoted in the following issue of the Outlook. One of them, after taking a view
from the bluff, said, "Why, this is a better place for a harbor than San Pedro."
Another declared, "more can be done here with $2000 than can be accomplished at
San Pedro with $10,000. A third pointed to the mouth of Santa Monica canyon and
declared that nature certainly intended that spot for a dock for repairing and
building vessels. All of this, it must be remembered, was before there was any
question .of railroad control. It was considering the harbor proposition from a
purely unbiased standpoint, by men who had no interest, except to secure the
best returns for the money expended by the United States government.

    In January, 1890, the Santa Monica Board of Trade sent a strong resolution
to General Vandever, then representing this district in Congress, asking him to
call attention to the commercial need of a deep sea harbor and present the
claims of Santa Monica Bay for the consideration of the government As a result
of the agitation for a deep-sea harbor located on the shores of Southern
California, $5000 was appropriated to pay the expense of preparing a project for
a deep-sea harbor, to be located between Points Dume and Capistrano. A Board of
Engineers of the War Department, consisting of Col. G. H. Mendell, Lieut.-Col.
G. L. Gillispie and Lieut-Col. W. H. H. Benyaurd, was appointed. Of these men,
Col. Mendell had been connected with the projects for improving the inner harbor
at San Pedro since 1871 and Col. Benyaurd was then in charge of the work being
done at that point. Naturally it was objected that they could not be expected to
give an impartial judgment. November 8th, 1890 these gentlemen visited Santa
Monica and were driven about the town and taken out to the canyon to inspect the
supply of stone in Cold Water canyon. They spent two days in this vicinity, made
an examinationn of Ballona, Redondo and of other points and then went to San
Francisco. December iQth, 1891 the report of this committee was submitted to
Congress. Its conclusions were: "In view of the fact that San Pedro Bay in its
natural condition affords better protection both from prevailing winds and from
dangerous storms than Santa Monica Bay;

    "That protection can be secured at a less cost for equal development of
breakwater at the former than at the latter;

    "That a larger area of protected anchorage from the prevailing westerly
swells can be secured, the severe storms from the southwest being infrequent;

    "And that there is already an interior harbor that will be a valuable
addition to the outer harbor;

    "The Board considers San Pedro Bay as the better location for the deep-water
harbor provided for by the act."

    Of course, the advocates of Santa Monica questioned whether any one of these
conclusions was borne out by an unbiased examination into the facts.

    The Chamber of Commerce of Los Angeles had already taken a prominent part in
urging the necessity of a deep-water harbor in the vicinity of Los Angeles. It
now took decided action to secure an appropriation for San Pedro. A committee
consisting of H. Z. Osborne, Collector of Port; Henry T. Hazard, W. H. Workman,
Hervey Lindley and James Cuzner, drew up a memorial to Congress and Gen. Lionel
A. Sheldon was sent to Washington as the representative of the Chamber of
Commerce, to assist Mr. Bowers, then representing this district.

    It was by this time generally known that the Southern Pacific had decided to
abandon its "wharf, upon which it had already expended a very large sum, at San
Pedro and build the wharf at Port Los Angeles. This put a new face upon the
situation. When it was known that one of the longest and most substantial
wharves in the world was to be put in at this point, it was felt that a new and
powerful argument had been added to those already presented in favor of Santa
Monica. And when it became evident that Collis P. Huntington had decided that
Santa Monica was the place for a deep-water harbor it was felt that victory was
almost certain. And yet, the very fact of Mr. Huntington's advocacy and
influence, was probably the fatal cause of San Pedro's final selection as the
point for the harbor. Another new factor in the situation was the Terminal
railway which, in 1891, built from Los Angeles to San Pedro and secured large
holdings at San Pedro in anticipation of harbor facilities.

    When the matter of an appropriation for San Pedro was brought up in Congress
the item was thrown out and a clause was inserted authorizing a board of five
engineers, officers of the United States Army, to make a careful and critical
examination for a proposed deep-water harbor at San Pedro or Santa Monica Bays
and to report "which is a more eligible location for such a harbor in depth,
width and capacity to accommodate the largest ocean-going vessels, and the
commercial and naval necessities of the country, together with an estimate for
the cost of the same."

    In the summer of 1892, this new board, consisting of Colonel Wm. P.
Craighill, Lieut-Col. Henry M. Robert, Lieut-Col. Peter C. Hains, Major C. W.
Raymond and Major Thomas H. Handbury, all of the United States corps of
engineers was appointed and in September they arrived on the coast and announced
a public meeting at the rooms of the Chamber of Commerce, Los Angeles. The Santa
Monica side of the case was presented by Judge Carpenter, the San Pedro case was
handled by J. de Barth Shorb, with Mr. Hood of the S. P., and Mr. Gibbon of the
Terminal, as their respective assistants. This board submitted an elaborate and
technical report which the editor of the Outlook reviews in a thorough manner.
He says: "The engineers of this board appear to be handicapped also by
circumstances. They were appointed by the Secretary of War, who is a large
stockholder in a railroad terminating at San Pedro.

    Then again, the preceding corps of engineers are government officers and it
is difficult to get these army people to decide one against another, except
there be some very glaring necessity for it. That Board should never have
consisted wholly of army engineers, however well they may have been selected. No
such body of men is capable of giving the best decision. Two of the men should
have been competent engineers, one a citizen and the other a government
engineer; another should have been a broad-guage commercial man, another a
reputable navigator and another a well-known and capable railroad man. Such a
committee would have represented every phase of the question in the most
competent manner.

    We have before us a copy of the report of the Board which contains 120
pages, 26 of which constitute the report proper. A large share of the volume is
irrelevant matter. One of the appendices consists of 18 pages of shipping
statistics of Redondo. Turning to the report proper, there is a great deal of
rubbish to be cleared away in order to get at the real, competing facts. When we
come to the claims of San Pedro and Santa Monica as Harbor sites, which is the
real question, it will be observed that these engineers draw largely on the
report of their predecessors, whose work they were sent out here to revise and
supplement. Another fact that crops out throughout the report, is the effort
made to lessen the objections to San Pedro and exaggerate those of Santa Monica.
Nor are the comparisons at all times fair. The important features of the
discussion are literally buried under a mountain of verbosity and consideration
of irrelevant topics which makes the report exceedingly confusing to the general
reader.

    In noticing the shore line of Santa Monica Bay the report mentions the rocky
places, in front of which it is not proposed to place a breakwater and neglects
the real point from the S. P. Wharf, southward, where there are no rocks and a
good bottom for pile driving and anchorage. Again, on San Pedro Bay, from Point
Fermin to Timm's Point, all of which will form a part of the shore line in the
harbor, it is very rocky. This fact is not noticed, but mention is specially
made of the shore line further south where there are no rocks, and which will
not be within the limits of the harbor. It is claimed that the bottom is
irregular in the bay of Santa Monica, deepening towards Point Dume and towards
Point Vincent. This is correct. But the bottom is regular and the water deepens
gradually, at the point where it is proposed to locate the harbor. The area of
San Pedro Bay is said to be a plateau, with the five fathom line half a mile
from shore and with a rocky bottom in the present anchorage, as is shown by the
presence of kelp. The facts show that the water is deep enough at either place,
with rocks at San Pedro and none at Santa Monica. Then where does the
superiority of San Pedro come in?

    It is admitted that Santa Monica Bay is protected to the southward by the
highlands and at the proposed harbor site it is protected from the northwest—
the exposure being mainly on the southwest. Catalina Island, it is admitted,
also adds in some degree as a shelter. San Pedro Bay is protected from a
northwester, and to some extent by Catalina, but entirely exposed to a
southeaster. It quotes from the report of 1890 and admits, "The aggregate angle
of the exposure of the two bays is the same." Then, we ask again, what advantage
has San Pedro over Santa Monica? in the way of protection?

    Santa Monica bay has also the advantage in being nearer Los Angeles, but the
matter is slurred over with the remark that the cost of transportation depends
upon grades and curves, and that the distance was so small that it was thought
unnecessary to give them any important weight in selecting a site. With all
deference to these learned gentlemen, we say that it is important. Fourteen
miles in the round trip for a hundred cars a day (which is not a large day's
run) would be 1400 miles on one car—nearly half the distance to New York.

    Upon the cost of construction, the engineers differ. The report contends
that rock could be transported by the scow-load from Catalina Island, twenty-one
miles distant, to San Pedro cheaper than the same amount of material could be
brought from Coldwater canyon, eleven miles down grade by rail to Santa Monica.
Equally competent engineers deny this proposition.

    As we have before said, a harbor is an improvement whose utility extends
indefinitely into the future. It is therefore of the first importance that a
site should be selected where the status of the harbor is least likely to be
disturbed. It is a well-known fact that the offing at San Pedro, which will be
included in the breakwater, has been shoaling for years, and that it would only
be a question of time when the harbor would lose its usefulness, or else have to
be kept open by expensive dredging. Even Col. Mendell admitted this point to the
writer. Then why not, if necessary, expend a larger amount for a permanent
harbor at Santa Monica?"

    After the making of this report, the Los Angeles Chamber of Commerce sent
Gen. Charles Forman as a special delegate to Congress, accompanied by T. E.
Gibbon. They were the bearer of numerous petitions and resolutions from various
individuals and organizations of Southern California, urging an immediate
appropriation for the San Pedro harbor. But it was a "short session" and it was
stated that appropriations would not be large, and, in fact, none was made. It
was now claimed that the Southern Pacific was exercising undue influence to
prevent the appropriation for San Pedro and the slogan of the "free harbor" was
taken up. The Los Angeles Times threw itself into the fight with all its vigor
and the Chamber of Commerce took a decided stand in favor of San Pedro. But the
completion of the long wharf and the advantages thus given to Los Angeles
merchants led many to begin to look upon the possibility that, after all. Santa
Monica might not be so far off in her claims. A petition signed by eighty-three
merchants of Los Angeles representing over ten millions of business capital was
drawn up and the Chamber of Commerce was asked to endorse it, which asked for an
appropriation for "the construction of a breakwater and creation of a harbor at
Santa Monica, independent of any appropriation which may be needed to maintain
in good condition what is known as the inner harbor of San Pedro and Wilmington."

    A compromise resolution, asking an appropriation for a deep-water harbor at
Santa Monica and also to dredge out and improve the inner harbor at San Pedro,
was proposed, and a vigorous protest against both these resolutions was made.
Mr. C. D. Willard, in his Free Harbor Contest, says: " The sessions of the board
were supposed to be executive, but a reporter of the Express managed to smuggle
himself into the room as an assistant clerk and remained there through the whole
session. The next day the members of the Chamber became aware, through the
publication of the debate, that the board was anything but unanimous on the
subject of the harbor site and the discussion was taken up in earnest all over
the city. Henry T. Hazard, who was at that time mayor of the city, led the
debate on the San Pedro side, seconded by Mr. Patterson and Gen. Forman; and the
principal Santa Monica advocates were Mr. James B. Lankershim and Mr. L. N.
Breed. On three different occasions, when the matter was about to come to a
vote, an adjournment was secured. In the course of the long debate, Santa Monica
gained and San Pedro lost. At first it was the Santa Monica men that dared not
come to a vote, but in the end the conditions were reversed and it was clear
that if a decision were reached in the board, it must be against San Pedro."

    "As a result of this situation, when it became evident that, if the board
took action—and it could not well be longer postponed—the result would be a
change of front for the Chamber, a ballot of the members of the organization was
called for.

    "The weeks' campaign that followed was the most remarkable that ever
occurred in the history of Los Angeles. The Times used every means in its power
and the strongest language it could command to enforce the San Pedro side of the
contest. The Terminal railway was equally active. The Santa Fe also took sides
for San Pedro. April 7th, 1894 the members of the Chamber of Commerce balloted,
the result being 328 for San Pedro and 131 for Santa Monica, which, with the
influences at work, was a foregone conclusion.

    "In June the matter was brought up in Congress and after a hearing of
several weeks, which attracted wide attention, because it was now made a fight
for a 'free harbor' as against a harbor control led by a 'monopoly,' a motion
was passed deferring the decision to permit the members of the Committee of
Commerce to visit the two harbors and form an opinion for themselves.

    "During the winter of 1894-95 the matter of the deep-water harbor was not
brought up in Congress. The Chamber of Commerce continued its efforts in behalf
of San Pedro, however, and the ' Free Harbor League' was organized. In February,
1896, Col. H. G. Otis, Mr. W. G. Kerckhoff, Mr. W. C. Patterson and Mr. W. D.
Woolwine. were elected a special delegation to go to Washington and lay the San
Pedro case before the River and Harbor Committee of the House. Notwithstanding
their able representation, the River and Harbor bill contained, when it was made
up, two items: 'San Pedro, $392,000 and Santa Monica $3,098,000.' "

    The effect of this information upon the San Pedro advocates in Washington
and upon the public of Los Angeles, and, indeed all Southern California, was
electrifying. The Chamber of Commerce and League, of course, at once took steps
to re-affirm their position. Public mass meetings were held for each side. "The
city council and the Republican convention passed resolutions for both
appropriations. Petitions for and against the proposed "double Harbor" scheme
were circulated. Santa Monica people, took an active part in shaping the
sentiment in favor of the Santa Monica appropriation and, naturally, were
jubilant at the prospect of seeing their long hoped for dream fulfilled beyond
the wildest hopes of even L. T. Fisher. The Santa Monica delegation in
Washington was made up of Mr. J. S. Slauson, Col. J. B. Lankershim, Mr. John W.
Mitchell and ex-Senator Cornelius Cole. On April 23rd, Robert F. Jones,
President of the Santa Monica Chamber of Commerce, received this telegram from
Mr. Mitchell. "Committee just voted Santa Monica Harbor one hundred thousand
dollars immediately available, continuing contract system, which will permit
contract for two million, eight hundred thousand to complete work. San Pedro
inner harbor now being considered. Hard fight and close decision but think can
be held in bill."

    Senator White and the advocates of San Pedro bitterly opposed the passage of
this bill and finally, as a compromise, a bill was passed which carried the full
appropriation for a deep sea harbor to be located by a commission consisting of
an officer of the navy, to be named by the Secretary of the Navy; an officer of
the Coast Survey, named by the Superintendent; and three civil engineers to be
appointed by the president. "They are to make a close personal examination and
report to the Secretary of War, whereupon he is to let the contract." This last
"commission" was the result of one of the strongest contests ever made over a
provision for appropriation. in congress. Senators White and Perkins, Berry and
Vest spoke on the one side, while Senator Frye made the speech for the Santa
Monica harbor.

    In October the new board was announced; Rear Admiral John G. Walker, from
the Navy; Augustus F. Rodgers, of the coast survey; Wm. H. Burr, George S.
Morrison and Richard P. Morgan, appointed by President Cleveland. In December
the members of this board arrived and after looking over the ground, conducted a
most exhaustive examination at the Chamber of Commerce rooms in Los Angeles.
This was felt to be the last chance and both sides gathered all their evidence
and put forth all their efforts. Santa Monica harbor was ably represented by Wm.
H. Hood, E. L. Corthell, A. M. Jamison, J. S. Slauson, Cornelius Cole, John
Cross, Captains Jackson, Pillsbury and Salmond. The San Pedro case was under the
management of Robert Moore and H. Hawgood. The hearing lasted for seven days.
The report was filed March 1st, 1897 and was a large volume, containing many
maps, charts, and much matter not belonging strictly to the question in hand.

    The decision was in favor of San Pedro, largely because of the work already
done there and the inadvisability of the government maintaining two separate
harbors. They said: "It is the judgment of this Board that the best public
policy, both in the interest of economy and for the attainment of a deep-water
harbor for commerce and refuge demands the concentration of expenditure at one
point, with the corresponding cumulative excellence of results, rather than a
dispersion and weakening of results by a divided expenditure at the two
locations. This conclusion gains considerable force through the fact that the
selection of the San Pedro site will, for the reasons stated, undoubtedly
involve materially less ultimate total expenditure than is certain to be
incurred by the inevitable construction and maintenance of the two harbors, if
Port Los Angeles were to be selected. The preponderance of physical advantages,
therefore, which leads to the selection of the San Pedro site, is in line with
the best requirements of the best public policy as to the matter entrusted to
the decision of this Board." This report was signed by four members of the
Board. Mr. Morgan submitted a minority report in favor of Port Los Angeles.

    This decision was regarded as final and Santa Monica citizens accepted it as
such. However, it was not until April 6th, 1899, that the contract was awarded
and the actual work on the harbor began. The event was celebrated by a "Jubilee"
which had lost somewhat of spontaneity by its long delay. Since that time work
has gone on at San Pedro, but the deep-water harbor is yet in the future.



Additional Comments:
Extracted from:

Ingersoll's century history, Santa Monica Bay cities: prefaced with a brief
history of the state of California, a condensed history of Los Angeles County,
1542 to 1908: supplemented with an encyclopedia of local biography and
embellished with views of historic landmarks and portraits of representative
people.

Los Angeles: Luther A. Ingersoll (1908)


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