pletion of the tidal canal as a vital necessity to its sewerage system. For fifteen years a makeshift was used by discharging the sewage of Alameda into a small cove in the bay where thorough scourings could not be secured. Oakland had always contemplated a series of intercepting sewers to carry the discharges to the extreme end of West Oakland to be there deposited in deep water. The natural order required that the sewerage of Alameda should be poured westward from Alameda Point to deep waters, but instead the discharge was turned eastward to the upper end of the harbor. This was done in 1885 to protect the baths along the Alameda shore and at the point. The return which the Alameda people asked for the concession of dredging between the training walls was Oakland's consent that after the twenty feet of water had been obtained from Webster street bridge westerly the improvement of the channels to the east of Webster street bridge should be the next portion of the improvement commenced and finished. But the aid of Congress was uncertain and accordingly, after much hard and patient effort, Senator Perkins and Congressman Hilborn succeeded in 1896 in securing a place on the continuing contract list to the amount of $666,000 to be paid in $20,000 installments. The next year an additional appropriation of $200,000 was made. All the improvements, it was provided, should be carried on along the original plans regardless of what subsequent engineers might think was best.

The above is a general outline of this important improvement, but now will be given a more detailed account of the progress of the work, showing the steps that were taken.

On the 24th of February, 1873, articles of incorporation of the Oakland Harbor Improvement Company were filed, its object being to dredge and open a ship channel across the bar at San Antonio creek and protect the same by suitable means; to improve and make navigable the waters of the creek and estuary; to connect by a canal the bay of San Leandro with the creek or estuary; to construct along their line and adjacent to them suitable wharves and warehouses for the accommodation of trade and commerce, and to construct across the mouth of San Leandro bay a suitable dam with flood-gates sufficient to turn the waters of the bay through San Antonio creek. The object also was to purchase and acquire all necessary property, franchises, rights and privileges for the carrying out of these objects. The principal place of business was declared to be at Oakland; the capital stock was $2,000,000, and the directors were G. W. Bowie, William Graham, F. Chappellet, G. M. Fisher, W. H. Gorill, Elijah Case, Z. Montgomery, E. W. Woodward, John Doherty, R. C. Gaskell and C. H. Twombly, all of Oakland.

The first appropriation for the Oakland harbor was made by Congress in 1874. In that year the freight business amounted to 154,300 tons. By 1882 the freight amounted to 1,225,266 tons and the passengers carried to 858.352. In August, 1882, $263,389 was available for continuing the harbor improvement. At this time, with a harbor channel only two feet deep, Oakland's commerce was as follows: Traffic by ferry, 60,000 tons; traffic by vessels, 94,300 tons; total, 154,300 tons. In 1888, with a channel twelve feet deep, the traffic by steam ferries was 1,876,633 tons; traffic by vessels at railroad temporary wharf, 492,417 tons; traffic by vessels at city wharves, 221,370 tons; total, 2,590,422 tons. Recent dredging was a great disappointment, because it widened instead of deepened the channel

to the city wharves. What Oakland wanted-had begged for from the start— was a channel of sufficient depth to permit large ocean-going steamers to reach its docks.

In 1875 prominent citizens undertook to arrange that the land required for the tidal canal, 86% acres, should be obtained without cost to the United States. other than the cost of survey and of legal condemnation proceedings. In the autumn of 1875 these proceedings were instituted in the state court with the view to obtain thereafter a special legislative act authorizing the city to levy a tax sufficient to pay for the land condemned. In April, 1876, the Legislature authorized the city to raise $25,000 by taxation for this purpose. It was not until September, 1882, that the condemnation proceedings were completed, at which time the court made a decree assessing the land at $39,696, of which the city was to pay $25,000, and the United States $14,696. It was found that nearly twenty thousand tons of stone were required to complete the jetties. A contract was made for 11,650 tons, leaving 8,950 tons to be supplied under a second contract. The channel-way, which was completed June 21, 1882, resulted in a 300-foot cut, ten feet deep at low water and a central 100-foot cut deepened from 10 to 14 feet at low water, which depths were afterward maintained in spite of some shoaling by sandy washings from the banks. This lack of tidal prism was remedied by suitable operations in the inner harbor. The next operation was to increase the tidal prism and was accomplished by dredging a tidal basin and by cutting a tidal canal connecting Oakland harbor with the San Leandro estuary. This was the situation in February, 1884.

Work on the harbor improvement progressed rapidly during 1875. A large gang of Chinamen were constantly employed in unloading the scows which brought rock from the quarries; they remained on the works night and day and their home was in a rough board house built on a scow. They were at work on the creek route to San Francisco.

In 1876-77 Congress refused to include in the appropriation bill any amount for continuing the improvement of Oakland harbor. Mr. Page asked for $100,000, but this allowance was opposed on the ground that a private concern—the Yakland Water Front Company-claimed all the submerged land along the point out to a depth of twenty-four feet and also claimed the whole of the San Antonio estuary. The company had dedicated for purposes of navigation a channel 300 feet wide, but claimed the submerged land up to the banks of this channel, the right to build wharves thereon, and the ownership of the tidal basin of Oakland harbor. As long as these claims existed, or were unsettled, it was out of the question to secure from Congress an appropriation for improving what might prove to be, when settled in the courts or otherwise, private property. The permanent channel contemplated required a tidal basin to receive the inflowing tide and to disburse it again in the bay. It had been proposed to connect the San Leandro and San Antonio estuary by a canal to cost in all $500,000, but this step was also opposed, because it was not yet settled who was the lawful owner of the San Antonio estuary. The Water Front Company began operations of proprietorship which were stopped by the Government on the ground that it was exceeding its rights. Soon the company agreed to yield all claim to any portion that would interfere with the contemplated improvements. Time passed and the House committee reported the bill without the harbor appropriation. Mr. Page then under

took to defeat the whole bill and succeeded. He then began again to remove all objections. He returned home, consulted all persons and companies concerned and finally in April, 1877, obtained the consent of the Water Front Company to deed to the United States all their right, title and interest in and to all the submerged lands of the estuary, or bordering thereon, which might be necessary for carrying out the plans of improvement of Oakland harbor. It was during the terms of office of Mayors Durant, Spaulding and Webber that the Oakland harbor improvement was inaugurated and pushed forward with vigor. These officials did everything in their power to keep the project everlastingly before Congress.

The Oakland harbor plans in February, 1884, provided that all available money should be applied to the completion of the jetties and to the excavation of the tidal basin. The contract provided for dredging to the amount of 600,000 cubic yards, of which 92,055 yards had been accomplished in 1883. The dredging was novel in being removed through a conduit of iron pipe at a distance. The capabilities of delivery were extended to a distance of 1,200 feet, with possibilities of much further delivery. This system was found to be much cheaper than any other. The next requirements of the situation asked for dredging at the basin, the extension of fourteen foot water from the head of the jetties to the bridge allowing ships to reach the Oakland wharves, excavation of the tidal canal connecting San Leandro estuary with Oakland harbor and the payment. of a portion of the award made by the state court to the owners of land condemned for the purposes of this canal.

The failure of the government in 1884-5 to provide for a continuance of the work on the Oakland harbor was a grievous local disappointment and was followed by the almost certain and serious damage to the work already done. The original estimate of the improvement was $1,814,529.20, of which amount there had already been appropriated in June, 1885, $874,600. It was urged that the appropriation should be sufficient to meet the annual estimates and that meager appropriations prevented economical operations. At the (then) present rate of appropriations it would require ten years to complete the work, but only three or four years with liberal appropriations. The original depth before the improvements were begun was about three feet; now it was fourteen feet at the entrance. The money was applied to increase the tidal prism by continuing the dredging of the tidal basin and by the excavation of the San Leandro canal.

In May, 1885, the Oakland council passed an ordinance allowing the Alameda County Terminal Wharf and Warehouse Company to erect and maintain a wharf and warehouses from the western end of Powell street in Oakland township to deep water in San Francisco bay; they were required to expend $15,000 the first year.

The old city wharf extended out 150 yards from Franklin and Webster streets in 1888 and was joined at the end by another wharf forming a hollow square. The new wharf being constructed early in 1889 consisted of three piers extending out almost as far as the old pier and far enough apart to allow dockage along the sides and at the end. The old wharf was removed section by sec

tion as the new one was built.

In May, 1891, E. C. Sessions carried out his large project of dredging and docking in the harbor near Clinton station. A canal 1,200 feet long was dredged in the marsh where he owned a tract of about sixty acres. The canal alone cost about forty thousand dollars, and Mr. Sessions in all paid out about one hundred thousand dollars for the canal and wharf improvements.

Late in December, 1892, the government awarded two important dredging contracts in Oakland harbor-one for a semi-circular channel between four thousand and five thousand feet long, beginning at the Larue reservation and thence extending eastward past the cotton mills to the new San Leandro canal, and one for a canal twenty feet deep and about four thousand feet long, extending from Webster street bridge westward toward the bay. There was involved in the two contracts about one hundred and twenty-two thousand dollars.

The important question of how Alameda and Oakland could unite on a plan for the improvement of the harbor and the construction of the tidal canal was duly considered by mass meetings, committee discussions and private conferences in November, 1896.

The plans for harbor improvement in 1897 were those presented by Colonel Suter and included a channel twenty feet deep to be carried well up toward the head of the estuary and the completion of the training walls. One new bridge was planned to take the place of the two old ones across the estuary.

The desideratum in 1900, it was realized, was the elaboration and completion of the harbor so that ocean vessels of high draft and in large numbers could lie in safety at the wharves, or could ride at anchor in a land-locked and secure harbor. Until this improvement was an accomplished fact the city could not expect to take its share of the immense transport business which still went to San Francisco, nor be the real terminus of the trans-continental railways. In other words the great object of Oakland at this time was to bring together ship and car at the wharves and docks of the city. In the fall of 1900 work on the harbor progressed satisfactorily in the harbor proper, at the Alameda end, and at Sausul creek. The establishment at this time by Balfour, Guthrie & Co., of docks, coal bunkers, warehouses, etc., and by Boole & Co., of a shipyard at the foot of Union street, showed that the improvements to the harbor were appreciated and that the work was bound to bear abundant fruit.

In January, 1901, the county board adopted resolutions, in accord with the report of Colonel Heuer, asking the government for a harbor channel twentyfive feet deep at low tide. This was the unanimous action of the supervisors. Congressman Metcalf at once prepared a bill to that effect.

The harbor improvement needed was a channel 500 feet wide and not less than twenty feet deep at low tide extending from deep water in San Francisco bay to Fallon street; thence a channel 300 feet wide and seventeen feet deep to the tidal basin, and thence a channel entirely around the basin 300 feet wide and twelve feet deep, the estimated cost of which was $646,293. At this time.

it became the consensus of opinion that a twenty-foot depth of channel would be insufficient for the requirements of commerce. When the harbor was planned in 1874 a twenty-foot depth was probably sufficient, but with the passage of time came much larger vessels and accordingly a deeper channel was needed. Of the tonnage passing through Oakland harbor, eighty-nine per cent. was trans-continental railway freight. No vessel drawing more than twenty. feet could enter the harbor at low tide and had to be lightened outside in order to reach the wharves. This was an unnecessary and costly item. Or they could unload at Long wharf upon paying wharfage and tolls for hauling. The excavation of a channel twenty-five feet deep and 500 feet wide from the bay to Fallon street, and thence 300 feet wide and the same depth to and around the basin was estimated to cost $1,687,818. The excavation of the tidal canal by the Atlantic Gulf and Pacific Company was rapid and satisfactory. Their contract with the government called for the removal of 1,000,000 cubic yards of earth per month. Late in 1901 the Southern Pacific handled over one hundred car loads of earth daily from the excavations.

In January, 1902, the board of public works adopted the following at the request of the board of trade: Whereas, the business of Oakland harbor has very materially increased during the last few years; and Whereas, the draught of vessels has also been increased necessitating deeper water in the waterways; and Whereas, the Oakland harbor, owing to its shallow depth, is unable to accommodate the shipping interests at this port, therefore be it Resolved, That this board request the mayor of the city of Oakland to wire Congressman Metcalf to use his best efforts for the furtherance of the Rivers and Harbors bill now before the congressional committees to obtain an appropriation for the deepening of the Oakland harbor to a depth of twenty-five feet at low tide.

The Leavitt bill in the Legislature early in 1907 provided for the creation of a board of harbor commissioners for the Oakland water front.

During 1907 the Southern Pacific Company reclaimed a large area of land 'south of the broad-gauge mole with a new ferry slip and expansive dock. The Western Pacific Company reclaimed an immense area and prepared generally for the terminal ferry which was to be ready as soon as the western end of its trans-continental road was put in operation. It also reclaimed from the marshes. of the inner harbor about one hundred and thirty acres.

At the close of 1907 the enormous progress in harbor improvement was manifest. Lumber yards and mills lined the water front for 'miles; several new wharves and docks had been built; the lumber fleet had nearly doubled in one year; one wharf was long enough to accommodate nine vessels lying end to end, with nineteen feet depth of water at low tide. The government was well advanced on the work of dredging the channel to a depth of twenty-five feet at low tide. Thus in line was a harbor with a channel 500 feet wide and deep enough for any merchant vessel entering San Francisco bay.

It was apparent in 1908-9 that, owing to increased cost in various improvement lines, the old continuing contract for harbor funds from the government was inadequate to complete the project as had been contemplated. It was estimated that from $400,000 to $500,000 more than had been expected would be needed. The sum available on December 31, 1908, of funds appropriated was $141,545. and the amount remaining to be appropriated which had been auth