THE PORT AT PRESENTThe activities of the Port center around the harbor and turning basin with its public owned

wharves, railway and port handling equipment. These public facilities are supplemented by anumber of privately owned wharves along the channel of which a description will be made later.The improvement of the harbor was entered inta by the City of Houston in 1915 by the con-struction of several wharves, transit sheds and warehouse, these facilities being financed with aCity bond issue of ~3,000,000.00.

WHARF FACILITIES~VHARF Covered Open Railroad

Berthing Area Area CarCapacity Sq. Ft. Sq. Ft. Storage

No. 1 ....................... 2 Vessels 62,875 26,750 83No. 2 ............................................ 1 Vessel 53,500 23,190 55No. 3 ................................ 2 Vessels 15,140 9,349 23No. 4 ............................................. 2 Vessels 60,827 27,841 73No. 5 ............................................... 1 Vessel ........... 4,514 8Nos. 7 and 8 ................................... 2 Vessels 74,166 20,514 32Manchester Wharf ...................... 1 Vessel 86,836 17,164 30Dist. Warehouse ................................................... 201,203°

- ......... 82Cotton Concentration Sheds ............................... 277,163 .............

TOTALS ....................................... 11 Vessels 831,710 129,322 386

Material

ConcreteConcreteConcreteConcreteWoodWoodConcreteConcreteWood

DESCRIPTION OF WHARVES

WHARF NO. 1.--647 feet long, creosoted pile construction, containing a concrete warehouse100x425 feet in size, as well as two smaller sheds. Two railroad tracks reach the ship side; oneinclined conveyor for freight from ship to shed. This wharf is for miscellaneous cargo.

WHARF NO. 2.--522 feet long, concrete construction, containing open shed 105x483 feet insize. One railroad track reaches the ship side. This wharf is also used for miscellaneous cargo.

WHARF NO. 3.--799 feet long, concrete construction, for open storage and railroad connec-tions. Two tracks reach the ship side. On the east end of this shed there is a galvanized irontransit shed with approximately 15,140 square feet of storage area.

WHARF No. 4.--777 feet long, concrete cons~_ruction, containing a concrete transit shed 662-xl00 feet in size. There are three inclined conveyors here from ship to shed. No railroad tracksreach the ship side, but behind the shed are five tracks spanned by a twenty-ton electric travel-ing crane and two trucking bridges connectiong the transit shed with a concrete wa’rehouse 600x400feet in size, U shape, served with three railroad t:-acks between the wings and two on the east side.A large inclined traveling conveyor with a capa:ity of 100 tons per hour has just been installedto carry cargo from ship side to warehouse in a cmtinuous movement. Portable conveyors and astacking machine have also been provided to fa:ilitate the movement and placing of freight.This wharf and warehouse are designed for gene.al merchandise.

WHARF NO. 5.--104 feet long and 40 feet wide, but with additional pile clusters, provides aberth for oil tankers to discharge cargo through large pipe lines into the tanks of the HoustonOil Terminal (’ompany. located on the top of the hill at southwest corner of the property, whereit is distributed by other pipe lines to bunkers and into railroad tank cars, for shipment.

COTTON \VHARF.--The old cotton wharf has been rebuilt and enlarged, and given num-bers 7 and 8. This wharf is now, 120 feet wide and 800 feet long, with a transit shed 94x800 feet,

(Page nine)

supported in rear by three cotton concentration sheds, 650 feet long and 120 feet wide, and thenew compress of the Turning Basin Compress Company, which provides about 24,600 square feet

of storage space.MANCnES’rER WHARF.--This wharf was completed early in October, 1922, and is of concrete,

500 feet long and 200 feet wide, with a steel transit shed 480x180, served by three tracks in rear.A belt carrier house for grain connects the wharf with the Houston Mill and Elevator Companyplant, 600 feet in the rear of wharf, which has a storage capacity of 500,000 bushels. A coalbunkering and distributing plant with creosoted wharf, 240x100 feet, has been built by theChannel Fuel Company, under franchise from the City of Houston.

MAIN STREET WHARF.--573 feet long, designed for barge and light draft traffic. Located onthe upper channel, seven miles from the Turning Basin and deep water channel.

In addition to the facilities above described, the Port Commission has under constructionthree wharves with a total length of 1720 feet and is preparing the site for three more with alength of 1500 feet. These new facilities are to be provided with a grain carrier and equip-ment connected with a million bushel grain elevator to be constructed by the Port Commissionin the rear of Wharf No. 14. In addition to the wharves with their necessary railway track andhighway connections there is under construction a railway classification yard with an ultimatecapacity of over 5000 cars. The Port Commission has also provided a Public Belt Railway toserve the entire port with connections to all of the other 16 railroads centering at Houston. Over20 miles of this road are now in operation with approximately 20 miles additional to be con-structed in the near future.

(Page ten)

VIEW OF NAVIGATION DISTRICT TERMINALS ON NORTH SIDE OF THE TURNING BASINNOW UNDER CONSTRUCTION

PORTION SIIOWN IS ~TtIARF 11 TO 15 INCLUSIVE READING FRO~I RIGHT TO LEFT

IN addition to the facilities above described, the Port Commission has under construction a

large terminal improvement on the North side of the Turning Basin which is being constructedfrom the proceeds of the Four Million Dollar ($4,000,000.00) Bond Issue voted December

30th, 1922. The total program consists of 3120 feet of wharf consisting of six ship berths, fourshedded and two open, together with a grain elevator, railroad classification yard, and otherrailroad construction.

Contracts have already been let for 1720 feet of the wharf which will mean that on AugustIst, 1924, two shedded wharves and one open wharf will be ready for occupancy.

The very highest type of construction from the standpoint of safety is being used in thiswork. The wharf structure is of re-inforced concrete resting upon concrete piling. The shedsare of structural steel.

The open wharf 600 feet in length has 5 tracks upon it and two in the rear together withrails for traveling gantry cranes which will make it possible to handle bulk commodities from aship to more than thirty cars at one setting. This wharf is expected to be the most up-to-dateplant for the handling of bulk commodities in the south.

All of the wharves will be wired for electrical power, as well as lights, in order that mechanicalequipment such as electric conveyors, can, at all places be utilized for the loading and unload-ing of ships.

In the arrangement of railroad trackage to serve the shedded wharves a new and unique planhas been followed which allows the switching of each ship berth independently of any contigu-ous one with the resultant ability to place thirty cars opposite a ship any of which could bemoved day or night when desired, no matter at which berth the ship might be placed. Thishas been arranged by making the rear walls of the sheds slightly diagonal, the house tracks allindependently leading to the two main lead tracks.

The wharves will further be fitted along the front with fresh water and oil bunkering linesin order that ships may be watered and bunkered without moving.

The general elevation of the land available is approximately forty feet above mean lowtide which eliminates the desirability of slip construction. As will be noticed from the view, thewharves accordingly will be longitudinal with excavation in the rear for the railroad tracks ~erv-

(Page eleveu)

ing them. The floor level will be 18 feet above the water with foundations being provided whichwill allow of the future construction of a second story shed when desired. The aprons in front ofthe sheds will be thirty feet in width with two railroad tracks placed thereon and the width ofthe sheds approximately 150 feet.

Immediately in the rear of the wharf tracks, which are at an elevation of 14 feet, the sloperises to the natural level of approximately 40 fe.~t and a strip of land here is held in reserve forfuture use for warehouses, either general, or cold storage, or for cotton compresses, this strip hav-ing a width of 180 feet with room for three warehouse tracks behind it. It is not contemplatedthat any development for this area at the present time will be undertaken but the recent de-velopment in shipside compresses at Texas ports makes it desirable to provide for this futurecontingency as well as for providing supporting warehouses to be connected by conveyor withthe wharves in front to serve such business as may develop.

The elevator is located in the rear of the warehouse reserve with trackage connection of ad-equate capacity and separate from the trackage serving the wharves and warehouse. The 40foot elevation of the ground is an advantage in bringing the grain to shipside. The main car-rier house bisects Wharf No. 14 in order that a ship placed at this unit may obtain the full ca-pacity of all the belts until it begins to trim, when it may be winched either ahead or back to¯ make way for another vessel while it is trimming and does not need the full belt capacity. Itis contemplated that this unit accordingly would not be improved at this time with a shed, butwould be left an open wharf in order that subsequent development would indicate the adapti-bility of this berth to general business as well as that of the elevator proper. Generally speak-ing the workhouse of the elevator would be constructed of sufficient power to handle a large in-creasing business and ill order that the initial capacity of One Million bushels might be increasedeven to six million of storage without overloading unduly the handling capacity of the plant.The carrier house from the elevator to shipside as well as the gallery on Wharf 14 will be con-structed to hold four belts of which only two wiled from the elevator by an independent galleryon wharf units 11, 12, 13, and 15 will be constructed to contain two belts. Future wharves tobe constructed down stream would also be served from the elevator by an independent gallerysystem.

Immediately north of the Turning Basin and this proposed unit, the Commission is con-structing the initial portion of the large classification yard for the public belt railroad whichyard when completed will have a capacity of over 4,000 cars. From this yard port traffic tothe wharves will move across to the south side and also directly to the new wharves; while thegrain traffic and other business going further doam stream on the North side will leave the yardon different tracks, thus keeping the grain business entirely separate from that of the generalwharves with an end to avoiding the congestion so often experienced in ports during the grainand cotton season.

(Page twelve)

1919

~146959,618

$370110OO

(Page thirteen)

THE PORT IN THE PAST

The possibilities of Houston as a seaport was recognized by the earlier settlers of Texas, andsailing craft navigated the shallow channels to the City of Houston in the eighteen thirties. Ina report written by a Civil Engineer named Gearge Stealey to General Sidney Sherman in 1846it was recommended that a harbor be built on this waterway between the present locations ofHouston and Harrisburg and that all effort be made to develop the waterway to its fullest ex-tent. In 1860 to 1875 the channel was used by Commodore Chas. Morgan with a line of sidewheel steamers operating between New York and Clinton, a few miles below the present turningbasin which was operated for many years. The Government first began the improvement ofthis channel in 1872 by dredging a cut thru Redfish Reef in Galveston Bay; this work was fol-lowed by additional appropriations and work both by the Government and private parties until1899 when a project was adopted for constructing a channel 25 feet deep from the Gulf to Hous-ton. Work however on this project was not completed until 1914; the local interests repre-sented by the Harris County Houston Ship Channel Navigation District contributing one-halfthe cost of this construction. Immediately upon its completion business began to flow to theport of Houston; a line of steamers was established between Houston and New York carryinggeneral merchandise and oil companies and refineries soon began to utilize this waterway.However, due to the world war and the participation of the United States in the war, the greaterpart of the shipping of Gulf ports was diverted to the North Atlantic and the progress of the Portduring the period of 1914 to 1919 was not as rapid as had been hoped for by Houston citizens.

Beginning with 1919, however, the Port has made immense strides in its material develop-ment as will be seen by the following report:

COMPARATIVE STATEMENT--COMMERCIAL STATISTICS

Foreign Imports .....................Foreign Exports .......................Coastwise Inbound ...............Coastwise Outb’nd ....................Local Traffic ............................

.TOTALS ...............................

1919

Short ValueTons

128,845i$1,406,7781

13,673,8,246,436162,234 52,588,291141,933 1,323,320841,287[ 21,470,009

1920

Short ValueTons

208,662[$ 3,504,397215 9131 45,o92,146149,375 22,o61,29614o,671 2,309,405495,583 9,333,918

1921

Short ! ValueTons

227,254i$ 3,302,271318,0921 48,827,043213,5091 12,461,775637,583] 9,286,246

1,440,9111 5,086,053

1922

Short ; ValueTons

391,51715 4,226,148537,617196,893,152234 131 20,871,247864’,662[14,969,073

il,337,708 7,313,2801 287 9721885,034,83411,210,204[$82,301,16212,837,3491578,963,38813,365,63518144 272,900

COTTONThe above total figures inchtde cotton. T:le first bale of cotton was exported from the

port of Flouston in 1919. Exports from that time up to date are as follows:

Calendar Year 1910 ...................................................................................................................................45,341 BalesCalendar Year 1920 ....................................................................................................................................275,879 BalesCalendar Year 1921 .....................................................................................................................455,015 BalesCalendar Year 1922 ................................................................................................................................771,894 Bales

COMMERCIAL STATISTICS FIRST EIGHT MONTIIS 1923JAN. 1 TO AUG. 31, 1923

TonsJ

Foreign Imports ............................................................. 305,530Foreign Exports ...................................................................... 475,989

Coastwise Inbound ............................................................ 141,077Coastwise Outbound 870,71-5

GRAND TOTAl ........................................................ 1,793,3 1 1

Value$ 4,292,61246,275,91621,238,29719,047,915

890,854,740

(Page [ourteen)

HOUSTON IN 1908The picture at the top shows you in a general way how

the city {}f Houston looked only fifteen ,,’ears ago. You seeone, two and three story buildings only; few people on thestreet; limited street car facilities; in simple words, you seejust an every day ordinary town, with a country village at-mosphere. You see a town that is neither rich nor poor. thatis neither live nor dead; a town that might have a greatfuture, but if so it had not been visualized.

There was then no great demand for real estate, eitherbusiness or residential, anti for that reason prices were ex-trenrely low. There are many towns in the United States to-day just like l louslon was fifteen years ago.

HOUSTON IN 1923The picture at the bottom shows you how the city of

;touston looks today. You now see a wide-awake metro-p()litan city; a city that is thoroughly alive to her vast re-sources and opportunities, and a city that is expanding at arate that is the marvel of the nation. You see countlesslarge, modern sky-scraper office buildings, hotels, and busi-ness houses that reflect the many thriving industries withinits boundaries.

Houston today is the city of opportunity and a fact sorecognized throughout the Uniled States.

(Page [i/teelz)

CHAS. EIKEL O.R. SEAGRAVES

Southern Stevedoring and Contracting Company of Texas{ I N(.OI~,PORATE D)

Contracting StevedoresLESSEES MANCHESTER WHARF

Houston Cotton Exchange BuildingGalveston . American Nat’l Ins. Building

Houston, Texas, U. S. A.

eliAS. EIKEL

Custom Broker Forwarding AgentOcean Freight Broker

Cotton Exchange Bldg. HOUSTON, TEXASU.S.A.

Telephone Preston 6261

STEAMSHIP LINES

The following table shows the various steamship lines operating outof Houston, together with the ports touched and the Houston agents:

LINES

AMERICAN SUGAR TRANSITCOR PORATION

BULL LINE

CAMPAGNE GENERAL TRANS-ATLANTIQUE WRENCH LINE

CASTLE LINE

COSULICH LINE

CREOLE LINE

I IARRKSON LINE

IIEAD I,INE

1101.LAND-A,~IERmAN LINE

I Iu6o STINES LINES

BETWEEN HOUSTON AND

New Orleans

Eastern Points

l lavre, Ant.werp and Ghent

Antwerp, Ghent andUnited Kingdom Ports

Barcelona, Venice and Trieste

Genoa, Leghorn, Naples andother Mediterranean Ports

Liverpool and Manchester

-- ___ [ ---- __

I NTERCOASTAI, S. S. LINE

"K" LINE

AGENT OR OPERATOR

Binyon Shipside WarehouseCo.

LALI.IER STEAMSHIP Co.

I.ARRINAGA IANE

S. J. I)augherty & Co.

Texas Transport & TerminalCo.

Fowler & McVittie (BlakelySmith & Co. HoustonRepresentatives)

l)aniel Ripley & Co., Inc.

Texas Transport & TerminalCo.

Win. Parr

--r

I)ublin and Belfast

Bremen, Rotterdam andAmsterdam

Bremen, Hamburg, Rotterdam,Amsterdam and Antwerp

Corpus Christi, Pleiadesand Freeport

Japan and Orient

Brelnen, 1 tamburg

Texas Transport & TerminalCo.

Texas Transport & TerminalCo.

Lykes Bros.

E. \V. Gilkerson

Schutte & (;lark

Lallier S. S. Co.

liavre, Liverpool, Manchesterand other United KingdomPorts

Fowler & McVittie (BlakelySmith Co. HoustonRepresentatives)

(Page seventeen)

STEAMSHIP LINES--Continued

LINES BETWEEN HOUSTON AND AGENT OR OPERATOR

LEYLAND LINE Liverpool and Manchester International MercantileMarine Co.

LONE STAR LINE Blakely Smith & Co.

LORD LINE

LYKES LINE--20 day service

MUNSON LINE

NERVION lANE

NORTH GERMAN LLOYD

OZEAN LINE (Freight andPassenger)

Cuba, Porto Rico andSan Domingo

Dublin and Belfast

Porto Rico and Havana

\Vest Indies, Mexico andSouth America

Barcelona, Genoa and otherMediterranean Ports

Bremen and l lamburg

Bremen and Hamburg

PACIFIC CARIBBEAN & GUI.F LINEi Los Angeles, San Francisco,Monthly Service Seattle

Texas Transport 8: Ter-minal Co.

S. J. Daugherty

Blakely Smith & Co.

Fowler & Mc\:ittie (BlakelySmith & Co. l loustonRepresentatives)

\Vilkens & Beihl

\\:ilkins & Beihl

S. J. Daugherty

PINILI.OS LINE I Barcelona

SCANDINAVIAN-AM ERICAN LINECopenhagen and other

Danish Ports

Schutte & Clark

Wilkins & Beihl

SIPSEY BARGE & "VOWING Co.

SOUTHERN STEAMSHIP Co.

SUZUKI LINE

Mobile

Philadelphia

Japan

Sipsey Barge & Towing Co.

Southern Steamship Co.

Schutte & Clark

UNITED STATES SHIPPINGBOARD LINES

Bremen, I lamburg, Rotterdam,Havre, Antwerp, Ghent,Genoa and Naples

UNITED STATES SHIPPING BOARD Liverpool and Manchester

UNITED STATES SHIPPING BOARD Japan and Oriental Ports

_

Daniel Ripley & Co., Inc.

I

S. Sgitcovich & Co.

Tampa-Inter Ocean Steam-ship Co.

(Page eighteen)

OIL AND TANK LINES

LINES BETWEEN HOUSTON AND

I IUMBLE OI1, & REFINING Co.¢\Vharf at Baytown)

Tampico Atlantic Seaboard &European

Operates Steamer Baytown reg-ularly to Tampico, Mexico.Furnishes 12 to 15 cargoesper month to various tanksteamer lines.

GULF REFININ(3 Co.(Wharf at Lynchburg)

Gulf and North AtlanticPorts, Mexico, Etc.

l landling tank steamers at mix-ing plant with cargoes ofcrude and partly refined oils.

GALENA SIGNAL OIL Co.& GALENA NAVIGATION Co.(Galena and NorsworthyWharves)

l louston and Bayway, N. J. t’urnishes cargo of crude andrefined oil to various ports.

CROWN ()IL REFINERY(Pasadena Wharf) Various Ports l:urnishes cargo to various tank

steamer lines.

SINCLAIR OIL REFINERIES( Sinclair Wharf)

Gulf, Atlantic, European andMexican Ports

Operates own line of tanksteamers and furnishes cargoto various other lines.

])IiEPWATER ()II, REFINERIES(Manchester Wharf) Atlantic and European Ports Furnishes cargoes of refined oils

for shipment to various ports.

CLARION OIL Co.(Clarion Wharf)

,\IEXICAN OIL CORP.( \\ harf

Various

(;till" and Mexican Ports

Furnishes cargoes of crude orfuel oil as required.

Receives fuel oil for distribu-tion by car and furnishesbunker oil for steamers atport. Agts. l louston Oil Ter-minal.

(Page ninetee;U

MEMBERSHIP LIST

OFFICE R S

K. E. WOMACK, President H.M. CROSSXVELL, Vice-President J.T. SCOTT, TreasurerJ. F. BURWELL, Secretary F.R. DALZELL, Traffic Manager

ALFRED ALEXANDERW. O. ANSLEY, JR.VV. L. CLAYTON

Wm. Christian

Alexander, AlfredAllen, J. E.Anderson, M. D.Andrews, M. E.Ansley, W. O.Ansley, Jr., W. O.Bath, A. A.Bloomfield, B. M.Bourret, J. J.Bourne, L. M.Bowen, R. M.Bryan, Guy M.Bryant, J. G.Burghard, H.Butler, Edw. S.Camp, A. B., Jr.Carr, LaurenceChew, J. H.Clayton, BenjaminClayton, W. L.Cleveland, A. S.Cochran, John S.Conover, W. L.Cooley, D. D.Crosswell, H. MarkleyCullinan, J. S.Darrow, James N.Dawson, James D.Dean, KemertonDillingham, E. K.Dorrance, J. K.Dorrance, J. M.Dufton, Leslie B.Edel, J. M.Eikel, Chas.Evans, Jos. W.Falk, Henry

Andrews, FrankBooth, HoraceCarmichael, R. H.Dunlap, S. A.Dunlap, C. K.Foster, M. E.

Daugherty, S. J.Phelps,

DIRECTORS

J. K. DORRANCEJ. \V. EVANS

Foley, W. L.Fox, C. B.Fox, W. G.Frank, Chas.Gatling, Jno.Garrow, J. W.Garrow, H. W., Jr.Godwin, HerbertGodwin, D. StuartGohlman, S. L.Gordon, R. M.Graves, M. M.Guilmartin, J. F.Hafner, R.Harley, Jno. H.Harriss, Baylis E.Heard, BryanHenderson, Robert W.Howze, E. H.Hughes, G. ReesHunt, W. C.Hutton, J. H.Ivancich, A. N.Ivey, E. H.Jacobs, AntonJameson, W. H.Jennings, A. HomerJones, HerbertJones, J. L.Kaiser, IkeKehoe, ThomasKennedy, J.Kenworthy, W. P.Ketterson, T. B.Lallier, F. A.Lamberth, C. 0.Lassberg, A.

J. 1V. GARROW-E. D. McCAA

HONORARYWm. Howard W.

REGULARLatta, J. D.Lawrence, RutherfurdLester, E. L.Lester, J. E.Levine, LeoLewis, SamLitowich, AbeLucy, C. H.MacClain, E. K.Mangum, W. M.McAshan, S. M.McCaa, E. D.McFarlane, R. A.McLean, C. I.McMickle, P. L.McNeill, SamMiller, John BakerMuller, Max F.Neale, W. J.Nelms, A. L.Nelms, A. L., Jr.Nelms, F. H.Nelms, IrwinNeuhaus, Hugo V.Neuhaus, J. V.Neville, E. L.Oliver, H. W.Oliver, F. M.Pauls, P. G.Pearson, Edgar L.Petitfils, J. H.Pollard, A. W.Porter, H. L.Radford, John S.Reid, AsaRice, J. S.Rice, David

ASSOCIATEGodwin, HerbertGrosvenor, G. B.Hennessey, Jr., J. F.Hooper, H. W.Hurt, E. A.Leavell, J. G.

McLelland, J. D.Morrow, W. K.Mosehart, H. C.Paine, R. E.Parr, Wm.Prince, H.

MARITIME

Painter, John W. Clark, J. S.Chas. W. Rieber, T.

A. L. NELMS, JR.S. L. GOHLMAN

Kirsopp

Roberts, HerbertRotan, Geo. V.Safford, H. G.Samuels, Rube F.Samuels, HymanSanders, Jno. W.Schneider, W. H.Schumacher, F. W.Scott, J. T.Sears, C. W.Shima, S.Smith, A. D.Smith, BlakelySmith, Walter T.Sorrells, W. F.Sprunt, Alex.Sprunt, J. LaurenceSteding, Chas. H.Talley, W. H.Taussig, E. H.Taylor, W. H.Thomas, D.Tips, Robert C.Towles, JohnTowles, L. R. C.Urban, R. R.Warren, H. L.Weatherford, W.Wiel, 0. N.Wilkens, R. B.Williams, RoystonWitherspoon, F. C.Womack, K. E.Yasui, T.Ziegler, J. A.Ziegler, H. L.

Rice, B. B.Tipton, R. E.Waddell, M. R.Watson, Roy G.

Binyon, Jr., W. J.

(Page twenly)

COTTON STATEMENTJULY 31, 1923

Gross Receipts ..............................Net Receipts ...............................Shipments by Steamships, Liverpool ........Shipments by Steamships, Havre ............Shipments by Steamships, Bremen ..........Shipments by Steamships, Hamburg ..........Shipments by Steamships, Ghent ............Shipments by Steamships, Rotterdam .......Shipments by Steamships, Barcelona ........Shipments by Steamships, Venice ............Shipments by Steamships, Trieste ...........Shipments by Steamships, Antwerp ..........Shipments by Steamships, Manchester .......Shipments by Steamships, Naples ............Shipments by Steamships, Genoa ............Total Exports ..............................Shipments by Steamships, Coastwise .........Shipments Gulfward, all rail .................Shipments North and East, all rail ...........Shipments West, all rail .....................Shipments by barges ........................Total Shipments ...........................Stock on hand, compresses and warehouses ..Stock in transit .............................Total stock on hand .........................Total receipts by wagons ...................Total number bales compressed in Houston ...Total number bales linters made in Houston .Local consumption cotton and linters .........First bale new cotton received in Houston ....Number bales linters included in stock .......Number bales burned ........................Total sales reported on spot .................Total sales reported bought to arrive .........Total sales reported sold f. o. b ..............Total sales all kinds reported ................Highest quotation Middling, Houston ........Lowest quotation Middling, Houston .........Average quotation Middling, Houston ........

Season Season Season Season1922-23. 1921-22. 1920-21. 1919-20.

2,691,168 2,659,590 3,045,962 2,002,8461,377,557 1,163,673 1,567,749 1,080,564

229,761 122,336 163,783 69,839153,292 79,003 63,736 ........169,611 212,981 227,376 ........

5,390 7,679 5,390 ........21,960 2,540 5,250 ........1.2,374 10,232 650 ........46,596 40,275 ................9,825 2,200 ........ " ........

850 300 ................2,735 450 ................5,523 145 ................4,204 ........

57,821 ........ ¯ ...............719,942 478,141 466,185 69,839

3,680 2,153 ................1,780,027 2,211,427 2,329,597 1,570,281

155,855 114,375 225,840 225,3316,087 13,891 10,984 28,607

................ ¯ ....... 47,8232,665,591 2,819,987 3,032,606 1,941,881

17,545 28,241 184,656 183,5716,172 3,685 17,263 6,726

23,717 31,926 201,919 190,2978,783 2,278 6,048 2,353

1,089,059 934,384 1,355,879 955,1429,351 3,705 4,104 7,4983,786 1,596 1,734 1,847

June 23 June 2 June 25 June 30171 2,349 7,824 8,154

........................ 1,61277,591 138,100 197,539 160,336

774,115 536,748 968,969 597,416124,145 150,900 113,172 58,073975,851 825,838 1,279,680 815,825

ol.o,) 23.80 36c 43.2519.75 12.00 10c 29.0025.90 18.44 16.31 38.62

Houston Exported 719,942 bales of cotton direct to European ports this seasonagainst 478,141 bales last season.

This Season, so far, to October 13:

Gross Receipts, bales

Net " "1,528,565

883,108

COTTON WAREHOUSES AND COMPRESSES

Houston is considered the largest spot cottan market of the world and has a most modernequipment for handling this commodity, with starage capacity of over 652,000 bales. The fol-lowing list indicates the extent to which this commodity is handled thru the Port of Houston:

NAME Capacity of Plant Bales

Houston Compress Co. Fifth Ward Plant .............. 2 Presses 100,000l louston Compress Co. Long Reach Plant ......... 2 " 75,000Shippers Compress Co ....................................... 1 Press 60,000Magnolia Compress Co ............................................. 1 " 75,000New Compress Co ........................................................... I 46,000Ship Channel Compress Co .......................................... 1 " 25,000Clinton Compress ............................................................ 1 " 30,000Menkwa Compress Co ................................................ 1 " 20,000Standard Compress Co ................................................. 1 ’" 36,000Bayou City Compress Co ............................................ 1 " 20,000Turning Basin Compress Co ......................................... 1 " 40,000

527,000

In addition to the above the following cotton warehouses are available:

Binyon Shipside Warehouse Co. 30,000Dixie Warehouse ......................... 8,000Southern Warehouse ............... 10,000Sanders Warehouse .................... 5,000Municipal Warehouse ..... 27,000

Houston Cotton Warehouse Co.._ 18,000International Warehouse Co. ._ 10,000Wolf Warehouse Co .............. 10,000M. K. 8: T. Warehouse Co .......... 7,000

125,000

Cotton is concentrated, compressed to standard or high density and reshipped by water, orrail, to all parts of the world. Last season the Port of Houston ranked third in the cotton ex-porting ports of the United States and during the present cotton season ranks as second. Cot-ton oil mills in Houston are utilizing the bi-product of this staple and one of the port’s urgentneeds at the present time is one or more cotton spinning mills to convert this raw material intothe finished product.

OIL

Crude oil, the "liquid gold," is now crowding "king cotton" for supremacy in point of pro-duction and export. There are located within a 100 mile radius of Houston eight producingfields with an average yearly production of appproximately fifty million barrels and in additionto this the port is connected by pipe lines with the larger fields of the central United States, oneline extending to the Teapot Dome of Wyoming. This immense oil production and facilities forexporting made Houston one of the largest refining points of the United States, the followingrefineries having located on the banks of the ship channel:

Houston Terminal Oil Co.Deepwater Oil RefineriesKeen & Wolf RefinerySinclair Oil RefineryGalena Signal Oil Co.Crown Oil Co.Humble Oil & Refining Co.

Great Lakes & Western Refining Co.La Porte Oil & Refining Co.Pay-Tex Petroleum CompanyAble Refining Co.Gulf Pipe Line Co. (Mixing plant)The "I’rans-Atlantic Oil Refining Co.

(Located on White Oak Bayou)

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///

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.HOUSTON COMPRESS COMPANYHOUSTON, T]~XAS, U. S. A.

COTTON CONCENTRATION AND CO~{~~ODITY ~VARE~IOUSES.--A. A. A. INSURANCE

LONG REACH PLANT (SHIPSIDE)

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FIFTH WARD PLANT

PRIVATELY OWNED FACILITIES

p RIVATE capital early visualized the opportunities of additional development of the Hous-

ton Ship Channel and proceeded to acquire properties along its route and to establish theirindustries where they would have both rail and water connections. There are at present 38

industries having their own wharves, as shown in the list below:

Houston Oil Terminal Co.W. D. HadenTurning Basin Compress Co.Tex-Cuban Molasses Co.Armour Fertilizer WorksHouston Compress CompanyAlexander-Sprunt & SonsMagnolia Compress & Warehouse Co.W. D. Haden (Location No. 2)The Texas CompanyE. H. Elliott Ship Building Co.Harrisburg Machine & Foundry Co.Gulf Refining Co.Texas Chemical Co.Deepwater Oil RefineriesMagnolia Petroleum Co.Texas Portland Cement Co.Channel Fuel Co.Houston Mill & Elevator Co.

(Flour Mill and Grain Elevator Co.)

Fidelity Chemical Co.Rio-Bravo Oil Co.Clinton Compress Co.Clinton Ship YardClarion Oil Co.Keen & Wolf Oil RefinerySinclair Refining Co.Houston Lighting & Power Co.The Texas Co. (Location No. 2)Galena Signal Oil Co.Crown Oil & Refining Co.American Petroleum Co.Gulf Pipe Line Co.Humble Oil & Refining Co.Sun Oil CompanyE. F. Simms Oil CompanyLa Porte Oil & Refining Co.Pay-Tex Oil & Refining Co.The Texas Company (Location No. 3)

INDUSTRIAL DEVELOPMENTIn addition to the above industries established along the main channel there are a number

located upon the light draft channel between the harbor and center of the city and having theirown wharves and cargo handling facilities. Among them the following are noted:

The Houston Packing CompanyMerchants & Planters Oil MillStandard Cotton CompressPrichard Rice MillShippers Compress Co.lrvins Ice PlantThe Texas Company. (Location No. 4)Wolf Cotton Warehouse C.Central Lumber Co.Bayou City CompressCrystal Ice FactoryAmerican Chemical Company,Houston Lighting & Power Co

Houston & Texas Centl. WarehouseHouston Gas & Fuel Co.Horton & HortonDirect Navigation CompanyG. C. Griffin Sand & Shell Co.W. L. JonesShip Channel Boat Line

(Genl. Freighting over Public Wharves)E. W. Gilkerson S. S. Co.

(Freighting over public wharves)Henry Henke Ice & Refrigerating Co.

(Handling oil for refinery, plant)

Other companies having large tank farms and storage facilities on the channel, are:

The Texas CompanyMagnolia Petroleum Co.American Petroleum Co.

Clarion Oil CompanyRio Bravo Oil Co.Houston Oil Terminal Co.

The Goose Creek oil field is located on the banks of the channel just above Morgan Pointwhere several hundred derricks can be seen with a daily production of approximately 20,000barrels.

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BUNKERING FACILITIES

Fuel oil bunkers can be supplied by the Houston Oil Terminal Company from their plantat the turning basin thru pipe lines on the public wharves which permit a vessel to take onbunkers while loading or discharging cargo.

Coal bunkers can be supplied at the wharf of the Channel Fuel Company adjacent to theManchester wharf where a storage of approximately 50,000 tons is available and can be handledinto vessels at the rate of 150 to 200 tons per hour.

Among the industries that have sought a lozation on the waterway can be mentioned, thesand and gravel and shell companies, ice factories, chemical works, fertilizer works, flour mills,grain elevator, molasses importing plant, ship yard and various other industries that are moreor less identified with the port development.

In keeping with the development of the port and its need for cheap power the HoustonLighting & Power Company has now under construction a huge electric power plant with an ulti-mate capacity of 200,000 KW which will cost approximately Ten Million Dollars and wilt becapable of supplying power at the most advantageous rates within a radius of 100 miles.

As an indication of the strategic location of the Port of Houston "where 17 railroads meetthe sea," the following list of railroads serving the harbor provide for the distribution of freightentering the port to all sections of the north anJ west and these same lines assemble the cargoes

at Houston for export to all ports of the world.

I.

2.3.4.5.6.7.8.9.10.11.12.13.14.15.16.17.

The International-Great Northern Railroad Co.The Houston East & West Texas Railway.Houston & Texas Central Railroad.The Missouri, Kansas & Texas Railway.The Texas & New Orleans Railroad.The Galveston, Harrisburg & San Antonio Railway.St. Louis, Brownsville & Mexico Railway.The Gulf, Colorado & Santa Fe Railway.The Beaumont, Sour Lake & Western Railway.The Trinity & Brazos Valley Railway.San Antonio & Aransas Pass Railway.The Galveston, Houston & Henderson Railroad.The Sugarland Railway.The Dayton & Goose Creek Railway.The Galveston-Houston Electric Railway.The Houston Belt & Terminal Railway.The Houston Public Belt Railway (Connecting the Port with all railroads.)

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PACKAGES IN WHICH COTTON IS USUALLY SHIPPED

The American Cotton Crop is usually packed and shipped in four different packages;namely, Uncompressed, Standard compressed, Webb High Density and Round Bales.

Uncompressed, flat or gin pressed bales have a density of 12 or 14pounds per cubic foot. This is the package prepared by the gin, and theaverage loading in railroad equipment is about 30 bales per car.

The Standard Compressed bale has a density of 22~ pounds per cubicfoot, and is the package received from the various interior compresses, andloads about 65 bales per car.

Flat, or Uncompressed bales, are usually compressed to StandardDensity at the first interior compress in order to conserve railroad equipment.This standard compressed bale is the customary package shipped to the Ameri-can and Canadian Mills.

Webb High Density bales have a density of 32 pounds per cubic foot.This package is usually compressed at the port, and cotton is exported in thispackage in order to conserve ship space.

Round bales, which have a density of 30 to 32 pounds per cubic foot,and weigh approximately 250 pounds, about one-half the weight of the squarebales, are not compressed, but are shipped to foreign markets in the originalpackages as received from the gin.

R. V. GILLISPIE, Traffic Manager,Weatherford, Crump & Company.

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ESTABLISHED1866

PIONEERSAn incident of no little import-ance in the development of PortHouston was the first real attemptto regularly navigate the ShipChannel direct from the Gulf in1866,when a few sturdy pioneers--Houston business men withvision and confidence in the futureof Houston--were granted acharter for that purpose.

That same year The FirstNational Bank of Houston wasorganized to fill an imperativeneed, to render the communityservices without which it couldnot get along.

As the Ship Channel to the Gulfhas linked Houston with all theports of the world, so have thebanking facilities of this institu-tion provided a far-reachingchannel for the transaction ofinternational, national, and localbusiness.

THE

FIRST NATIONAL BANKOF HOUSTON

Capital $2,500,000 Surplus $500,000

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