The Central Waterfront of Seattle, in Washington state, USA, is the most urban part of the Elliott Bay beach. It runs from Pioneer Square beach around northwest through Downtown Seattle and Belltown, ending on the Broad Street site at Olympic Sculpture Park.
The Central Waterfront was once the center of Seattle's maritime activity. Since the construction of a container port in the south in the 1960s, the area has been increasingly transformed into recreational and retail facilities. In 2008, several centuries-old docks were reserved for shops and restaurants. There are several parks, Ferris wheel, aquarium, and one hotel on the water.
Some of the piers remain at the Central Waterfront, under the authority of Port of Seattle, including cruise ship docks, ferry terminals, and fire docks. There are many remnants of the architecture of the region's past status as the heart of the harbor, and a handful of businesses have remained in operation ever since.
Video Central Waterfront, Seattle
Location and scope
Like most Seattle neighborhoods, Central Waterfront has no clear boundaries and is agreed upon. According to the Seattle Waterfront Plan, the Central Waterfront runs roughly from Jackson Street in the neighborhood of Pioneer Square, north along the Elliott Bay coast via Downtown to Broad Street, near the north end of Belltown. To the south is the Port of Seattle container port; to the north is the Olympic Sculpture Park. The plan does not provide a clear statement of how far inland could be expanded by the "seaside" environment.
Real estate company and consultant Wronsky, Gibbons & amp; Riely PLLC describes Central Waterfront as a "linearly dominated district running north-south along the Alaska Way" from Pier 48 to Pier 70. Pier 48 is at the foot of Yesler Way, three blocks north of Jackson Street (southern boundary of the city plan); Pier 70 is at the foot of Broad Street.
A 2006 study by the Department of Environment agreed on where to place the northern end of the district, but placed the southern boundary on Columbia Street (the northern block of Yesler Way on the waters edge). Under Battery Street, this study considers the environment to expand the mainland to First Avenue. On top of Battery Street, they consider the neighborhood to extend only to Elliott Avenue, taking on facilities such as the World Trade Center. The southern cuts on Columbia Street completely exclude the Pioneer Square neighborhood, while the inland expansions to First Avenue mean that they consider the former warehouse district along Western Avenue and throughout Pike Place Market History District as part of the Central Waterfront.
In the south, the seaside is separated from the inland Seattle by Virah Way Alaska, which continues north through the city center. As one continues north, the soil rises faster than water, creating a sharper distinction between the seaside and the plateau. There are different sections between the Central Waterfront and the Highlands: Harbor Steps on University Street, leading to the Seattle Art Museum; Pike Hill Climb from Seattle Aquarium to Pike Place Market; and, further north, Lenora Street and Bell Street Bridges. The latter two are not widely used, because they are not connected to any highland destination.
Historically, Central Waterfront Seattle continues further south, with the same character. Since the mid-1960s, areas in the south have become container ports.
Seattle's current pier numbering scheme comes from World War II; before that era, for example, the current Pier 55 is Pier 4 and Pier 57 is Pier 6.
Road
In 2008, two major routes along the Central Waterfront were the Alaska Way and (from Battery Street south) the Alaska Way Viaduct. Alaska Way follows the previous railway route and one-time Railroad Avenue along "Ram's Horn" from north S. Holgate Street in the Industrial District to Broad Street at the north end of Central Waterfront.
The original Railroad Road was built as a boardwalk on a pole above the waters of Elliott Bay. The chaos of horses and buggies, pedestrians, rail cars, multiple railways and some sidings were rather relieved when Great Northern built the railway tunnel (1903-1906) under Downtown. Since then, only the railroad traffic that is really necessary to access the coast should use Railroad Avenue; another train could pass through a busy corridor. However, there is still a problem with the structural integrity of the board path. Between 1911 and 1916, concrete seawalls reinforced the waterfront between S. Washington Street and Madison Street. In 1936, the sea wall stretched north to Bay Street, so far in 2008, and Railroad Avenue officially became the Alaska Way. However, it was not properly paved until 1940, during the reign of mayor Arthur Langlie. In the early 1950s, the Alaska Viuman Road was built, parallel to the Alaska Way for much of its distance.
From May 29, 1982 to November 19, 2005, the George Benson Waterfront Railway ran parallel to the Alaska Way on the ground. The trolley warehouse was destroyed to build the Olympic Sculpture Park, and since 2005 more or less the same route has been serviced by buses.
Maps Central Waterfront, Seattle
Piers and buildings
The dock at Central Waterfront Seattle is numbered from Pier 46, at the south end of the area, to Pier 70 at the north end.
Piers 46-48
Pier 46 , 88 acres (360,000 m 2 ) and full land, is the southernmost pier at Central Waterfront and the northernmost port harbor of the Port of Seattle's container. For two years in the early 2000s its part was operated by the Church Council as a homeless shelter. South Korea container shipping company Hanjin Shipping has a lease at the pier until 2015 with a 10-year extension option. Nevertheless, there is much discussion about the future of Pier 46. The proposal has included sports arenas, low-income or low-income housing, condominiums and shopping centers, or ongoing use as part of the harbor.
Pier 48 , at the foot of Main Street, also incorporates former Pier 47. Nirvana, Cypress Hill and Breeders held a concert at Pier 48 on December 13, 1993, which was recorded for MTV. Until 1999, the dock was Seattle's terminal for the ferry service to Victoria, British Columbia using the Princess Marguerite ship. After the last departure of the Marguerite Princess, Pier 48 became home to a museum ship, the Soviet-era Foxtrot submarine Cobra . The Washington State Department of Transportation (WSDOT) purchased a dock from Port of Seattle in 2008. Citing the safety and maintenance costs of buildings on the caterpillar dock, WSDOT destroyed 120,000 square feet (11,000 m 2 ) warehouse on the dock in July 2010 to use space as a staging area for the impending demolition of nearby Alaska Viambu Strip.
Piers 46-48 roughly resides in an area previously occupied by Ballast Island ( see above ). Pier 48 began life in 1901 as Pier B of the Pacific Ocean Ocean Dock, which also has two other docks (A and C, the latter also known as City Dock). At the beginning of the 20th century, there was a terminal here for Columbia and Puget Sound Railroad.
Harbor Pergola Entrance
In 2008 there was no Pier 49 like that; this site used to be Washington Street Boat Landing, but was closed and not used. This is roughly the site of Yesler's Wharf pre-fire and post-fire ( see above ) and Piers 1 and 2, built by the North Pacific sometime between 1901 (when the post-fire Yesler's Wharf was destroyed ) and 1904. The only remaining feature of the crumbling dock is the Pergola Entrance Harbor, which is listed on the National Register of Historic Places. Initially serves as a landing point for ships carrying passengers from ships. For many years since the ship's landing was closed, various uses had been proposed, including the terminal for the King County Water Taxi route to West Seattle or the mooring point for the historic tugboat Arthur Foss. As of 2010, the site has become the Downtown terminal for West Seattle water taxis. On September 26, 2010, a water taxi carrying 78 passengers failed to reverse engine and hit the dock. 7 injured.
The Harbor Entrance Pergola is the last built of the historic structure associated with Seattle's Pioneer Square district, and is the county's only important landmark on the western side of the Alaska Way. It was designed by Seattle City Architect Daniel Riggs Huntington and was built in 1920. Huntington was also co-architect of the nearby Morrison Hotel (1909) and was responsible for 1912 repairs to Colman Dock at the ferry terminal site. Huntington also designed the Lake Union Steam Plant, built in 1914. The pergola was restored in 1970 by Committee 33, Seattle's local philanthropic organization.
Washington State Ferry Terminal
Pier 50 and Pier 52 are used as operating ferry terminals for Washington State Ferries and King County Water Taxi. In 2008, there was no Pier 51. Pier 50 had two passenger water taxis going to Vashon Island and West Seattle, while the ferries carrying both vehicles and passengers fled from Pier 52 to Bainbridge Island and Bremerton in Kitsap County.
Pier 52 is historically known as the Colman Dock. The original Colman's dock was built by Scottish engineer James Colman in 1882. Burned with most of the rest of the city in the Great Seattle Fire of 1889, but was quickly rebuilt. In 1908, Colman extended the dock to a total length of 705 feet (215 m) and added a domed and 72-foot (22 m) tall waiting room. Disaster struck four years later. On the night of April 25, 1912, a steel-skinned ship Alameda accidentally set the engine "full speed ahead" instead of flipping, and crashed into the dock. The dock tower falls into the bay and the sternwheeler Telegraph sinks. The clock was saved, like Telegraph , and the dock was reconstructed with a new tower. No one died in the Alameda accident, but the less dramatic accident the following month proved fatal. On May 19, 1912, a board crashed as passengers boarded the Black Ball Flyer ship. At least 60 people fell into the water. A woman and one child died.
In 1912, Puget Sound was still served by the "Mosquito Fleet", an assortment of ships riding various routes. The following year, Joshua Green founded the Sound Puget Navigation Company (PSNC or Black Ball Line). In about a decade, they have consolidated control of regional ferries. In the mid-1930s they modernized the Colman Dock, using an Art Deco style that matched their simple signature ferry MV Kalakala .
In 1951, the State of Washington bought PSNC and took over the ferry system. Working in this terminal started a decade later; there has been some reconfiguration and modernization ever since. The month when the state ferry terminal is opened, it is the subject of another accident. The Kalakala , recently chosen as Seattle's second largest attraction after the new Space Needle, crashed into the terminal February 21, 1966. Despite the dramatic, the damage proved to be not severe. The ferry only requires minor repairs and resumes operations the next day. The repair slip cost $ 80,000 and it took two months to complete.
Hours of the old Colman Dock tower, entered the bay in 1912 Alameda accident and removed in 1936 renovation, rediscovered (abandoned) in 1976, purchased by Port of Seattle in 1985, restored, awarded as a gift to the Washington State Department of Transportation, and reinstalled at Colman Dock on May 18, 1985.
The Grand Trunk Pacific pier stands north of Colman Dock at the foot of Marion Street. The original dock was built in 1910 as the largest wooden pier on the West Coast. Not long there. On July 30, 1914, it was washed away by a big explosion and fire. The cause has never been determined. Five people were killed and 29 others wounded. The fire was hot enough to burn off some parts of the Colman Dock, but the fire department managed to hold the fire mostly down to the pier one. A replacement dock was soon built, and lasted until 1964, when it was replaced by a waiting area for cars riding the ferry at the new ferry terminal.
Fire Station No. 5
Pier 53 , a very short pier north of the ferry terminal near the foot of Madison Street, is the No. of Seattle Fire Station site. 5, at 925 Alaskan Way. This 1963 building is the third fire station at this address and the fourth serves Central Waterfront. The fire department usually plays a very important role on the seashore: not only docks made of wood; until federal money helped pay for the construction of a sea wall in 1934, so did the road along the water (before it was Railroad Avenue, after which the Alaska Way). The Great Seattle Fire of 1889 had spent the jetty as far north of Union Street along with the rest of the heart of the city.
After the Great Fire, a small one-story wooden firefighter was erected near the foot of Madison Street, but not enough in this location. Opened January 3, 1891 with nine crew, new fireboat ship Snoqualmie and small hose train. In 1902, a larger two-story wooden frame building was constructed at this location and in 1910, the new fireboat ship Duwamish replaced Snoqualmie . The wooden frame was destroyed in 1916 and replaced by an elegant brick building in 1917, incorporating details of Craftsman and Tudor Revival. An additional fireboat Alki began operating in 1928.
Although the 1917 fire station was recognized as aesthetically good building, in the early 1960s, its supporting dock boards became unsafe. The building was demolished in early 1961. After extensive work at the dock supported, the new modern building by Durham, Anderson & amp; Freed (Robert Durham, David R. Anderson, and Aaron Freed) opened in December 1963.
Piers 54-56
Pier 54 (originally Pier 3) and its warehouse was built in 1900 by the Northern Pacific Railroad, the southernmost of three adjacent piers between Madison and the University Streets. The first inhabitants of the warehouse are Galbraith and Bacon (James Galbraith and Cecil Bacon) who handle wheat and straw, and also in building materials. In Mosquito Fleet that day became known as the Galbraith Dock, from which the County Transportation Company Kitsap, run by son James Galbraith, Walter Galbraith, competed against the Black Ball Line at Colman Dock. It is the home port for Kitsap , Utopia , Reliance and Hyak . From 1929 until the mid-1930s it was the general headquarters for Gorst Air Transport, which operated seaplane services from there, using the Keystone-Loening aircraft. They also operate outside Bremerton across Sound. During this period, the North Pacific still had a dock, but in 1944, the Washington Fish and Oyster Company (now Ocean Beauty Seafoods) had bought the dock and was the main tenant. Reese and Callender Associates technical firms help them strengthen the dock and adapt it to their new usage.
In 1938, the Kitsap Transportation Company was out of business. That year, Ivar Haglund hired the northeast corner of the warehouse dock for a one-room aquarium, which included a fish stall and small chips. The aquarium closed around 1945, at which time the restaurant moved into the southeast corner and was redesigned in the Moderne Streamline style. Ivar's Acres of Clams, named after an old folk song, became the flagship of the Ivar seafood restaurant chain. In 1966, Haglund bought the dock, and the Washington Fish and Oyster Company became a tenant. The restaurant was repeatedly redesigned and expanded over the years, reaching more or less the configuration now before Haglund's death in 1985.
Since 1988, Pier 54 has become a home not only for Ivar's Acres of Clams, but also for the current incarnation of the Ye Elde Curiosity Shop, which has occupied a series of places in Central Waterfront since its inception in 1899. In addition, souvenir tours, Northwest; this shop prides itself in dealing directly with the artists. They also carry Russian varnish boxes, matrix and porcelain sculptures, copper and wooden postcards, music boxes and other unusual items. None of these things are nearly as unusual as the shop's "museum" curiosities, which are not for sale: "Sylvester" twin pairs of mummies, twin fetuses, shrunken human heads, wicker cedar hat worn by Chief Seattle, whales and walrus oociks, and a number of items appearing on Ripley's Believe It Or Not.
Pier 55 , at the foot of Spring Street, originally named Pier 4. The first Pier 4, built in 1900, collapsed in September 1901, causing the loss of at least 1700 tons of goods. No one was killed in the crash, and the following year the North Pacific Railroad completed the new Pier 4, this time with better bracing, which survives today as the named Pier 55. His first tenant, Arlington Dock Company, is a shipping agent for passenger steamships to several cities in the West Coast and to Alaska, Asia and Europe. The docks were used for passenger services until around World War I. The Fisheries Supplier Company became a major tenant from at least 1938 to the 1980s. In 1945, the dock was renovated. Structural improvements were made at that time by Melvin O. Sylliaasen and in 1960 by engineering firm Harvey Dodd and Associates. Further improvements were made in the late 1990s, along with some changes to the exterior of the pier.
The north side of Pier 55 was once the central terminal of Elliott Bay Water Taxi (now King County Water Taxi) to West Seattle before the jetty was moved to Pier 50. Antara Piers 55 and 56, and utilized part of both docks as 2008, Argosy Cruises tethering tour ship < i> Royal Argosy , Seattle Spirit , Lady Mary , Goodnight II , and Sightseer . Among the routes are boats to Tillicum Village on Blake Island.
Pier 56 (originally Pier 5), the third of the North Pacific Railroad docks, was built in 1900. President Theodore Roosevelt landed on the Spokane steamers on May 23, 1903 With Pier 4/55 adjacent, it was one of the two Arlington Docks, but better known as the operating base for Frank Waterhouse and Company, a steamboat pathway that rose to prominence during the Klondike Gold Rush. They provided transportation to the Yukon and Alaska, including the Bering Sea, and transported American troops to Manila in the Philippines during the Spanish-American War of 1898-1899. Eventually, they served Hawaii, the Mediterranean and Russia, but went bust in 1920.
After the Waterhouse company, the pier accommodates a series of companies: Hayden Dock Company, Shepard Line Intercoastal Service, and the Northland Transport Company, as well as the Arlington Dock Company. During the 1962 Century 21 Exposition, the World's Fair on what was then the Seattle Center, the dock added antique shops, restaurants, fish houses, etc., and ceased to be a transportation hub. Trident Imports, opened at the docks around that time, has been running for decades importing everything from wicker furniture from Southeast Asia to chocolate from Belgium. Seattle Sea Aquarium Ted Griffin is located at the western end of the pier. The appeal of its star, Namu the killer whale, died in 1966. Architecture company, landscape and city designer Mithun completed a pier refurbishment in 2000 and is now housed on the second floor of the pier.
Piers 57-63
City bought Pier 57 in 1971 and Piers 58 to 61 in 1978, after cargo shipments on the dock were moved the previous year to a container port in the south. In 1989, the city traded Pier 57 to Piers 62 and 63.
Pier 57 (originally Pier 6) near the foot of University Street was built in 1902 by Miller and Construction Company Geske and repeatedly modified over the next decade. It was originally built for John B. Agent Company. In 1909, the jetty fell into the hands of Chicago, Milwaukee & amp; St. Paul Railroad, the last of four cross-continental railroads to reach Seattle. Chicago, Milwaukee & amp; Saint Paul is commonly known as the "Milwaukee Street", so the dock became known as the "Milwaukee Pier". It soon became the terminal for the McCormick Channel Line, Munson McCormick Line and Osaka Shosen Kaisha, and in the mid-1930s also known as the "McCormick Terminal". In 1950 at least part of the pier was used for fish processing. In the 1960s, the Port of Seattle had a dock, and had cut holes in the deck for recreational fishing, but its colonnades got worse and the dock was unstable. In 1971, City bought a dock from the Port and renovated it over the next three years. The renovated pier, now known as the "Pavilion Bay", has restaurants, shops, arcades of entertainment and early 20th century carousel. In June 2012, the 175-foot Ferris wheel, the Great Wheel of Seattle, opened. The wheels have 42 climate-controlled gondolas, each holding up to six passengers. Pier 57 is now privately owned after the city traded it for Piers 62 and 63.
Pier 58 (originally Pier 7) was built during the same period with the renovation of Pier 57, Waterfront Park, designed by Bumgardner Partnership and consultants, built on the destroyed Schwabacher Wharf site in the 1950s. Schwabacher Wharf had been far enough north to survive the Great Seattle Fire in 1889. In the 1890s, it was the site of two important events in the city's history. The Miike Maru carrier opened the Japanese trade of Seattle by docking there on August 31, 1896. Less than a year later, July 17, 1897, the Portland steamers arrived from Alaska carrying "tons gold ", from Klondike, Yukon. The next Yukon Gold Rush forms a strong bond between Seattle and Alaska, and brings tremendous wealth to Seattle as "Gateway to Alaska".
Pier 59 is the site of the main building at the Seattle Aquarium, built on the pier first built in 1905. In 1896 fish and grain sellers Ainsworth and Dunn ( see below) ) builds a dock at the currently designated city landmark location Pier 59, originally Pier 8, also known as Pier Pike Street. The dock has to be reconfigured because the 1897 Thomson/Cotterill plan dictates all the docks run parallel to each other. Ainsworth and Dunn leave this dock around the time the warehouse is currently built; the next tenant is grain seller Willis Robinson and the Northwestern Steamship Company. In 1912, the dock was owned and largely inhabited by the Dodwell Dock steamship agent and Warehouse Company, which was occupied by Dodwell & amp; Co. (Hong Kong). This is known as Dock Dodwell. The name fell out of use when the dock was sold in 1916 to Pacific Net and Twine Company, then merged into the Pacific Marine Supply Company. In the 1950s to early 60s, Pier 59 was the home of Puget Sound Tug & amp; Barge. Crowley moved operations to the Duwamish Waterway in the 1960s. Both "fat" docks known as Fish and Salt Docks (later Piers 60 and 61) were purchased by Port of Seattle in the mid-1940s, and were removed in 1975 to make room for the Seattle Aquarium. Prior to the acquisition by the Port, they have placed the Whiz Fish Company and the Palace Fish Company.
Pier 62 (built in 1901) and Pier 63 (built in 1905) have long lost their warehouse, which is similar to that of Pier 59. Pier 62 was originally numbered Pier 9 , known as the Gaffney Dock, after the absentee owner Mary Gaffney. Pier 63 (originally Pier 10) was known by 1908 as Holden Dock, but better known as Virginia Dock or Virginia Street Dock from its location. It was designed by architect Max Umbrecht and one of its main tenants in the 1910s was the Northwest Fisheries, which was canned and handed out red Alaskan salmon. The overpass connects the dock to the warehouse on the other side of Railroad Avenue. For many years after the city acquired these two docks in 1989 (in trade with private companies for Pier 57), they were the venue for Summer Nights in the Pier concert series, but the "aged and worsening" docks could no longer handle the weight of the stage and crowd. In 2006, the city was considering a plan to replace this pier. Bell Street, Edgewater hotel, and Port headquarters Bell Street Pier,
Pier 66 is the official title for Bell Street Pier and the Bell Harbor complex in Seattle Harbor, which replaced the historic 64th, 65th and 66th Centers in the mid-1990s. Facilities at Bell Street facilities include a marina, cruise terminal, conference center, the Odyssey Maritime Discovery Center, restaurants and marine services. The pedestrian elevators and flyovers at Bell Street link it to the highlands of the World Trade Center (other Seattle Harbor properties), as well as the parking lot and Belltown in general. The area used to be a slum city. Cleaned up around 1903 simultaneously with Denny Hill's endorsement, it became home to the Orient Orient Pacific Coast, which parallels the coastline rather than in the usual northeast-southwest corner. The southern part of the pier was sometimes referred to as Pier D. In the 1920s, the Orient Dock was replaced by two "finger docks" running at the usual angle. Lenora Street Piers (Piers 64 and 65) is used by "Princess Ships" of the Canadian Pacific Railway and Leslie Salt Co. The Bell Street Pier port in Seattle, Pier 66 earlier, was built here in 1914 on the ground. from Denny Regrade. Apart from the plans of Thomson/Cotterill, Orient Dock and Pier Bell Street are old and newly built parallel to the beach. There is a bridge at the location of the current crossing bridge.
Pier 67 , renamed from Galbraith-Bacon Pier or Vine Street Pier in World War II, was the site of the Edgewater hotel (initially and briefly
Pier 69 , north of Pier 67 and roughly between Vine and Clay Streets, is the location of the Port of Seattle headquarters and the Seattle Clipper Seattle terminal, a foot pass ferry (on foot) with regular service to Inner Harbor in Victoria, British Columbia. Though heavily renovated, the jetty traces its history partly to Pier 13, built by Roslyn Coal and Coke Company (1900), which also has a warehouse in Alaska Way in the early 20th century. The warehouse was demolished to build the Can American Company building (headquarters of Zulily since 2013), which had a flyover on the dock in the 1930s.
Pier 70
Pier 70 , at the foot of Clay and Broad Streets, now marks the northern end of the Central Waterfront. Outside it is Olympic Sculpture Park and Myrtle Edwards Park. Although the warehouse pier retains its historical form, it was renovated after a fire in 1915, rebuilt in the 1970s, and profoundly changed in the late 1990s - rebuilt with metal siding, all windows and doors modernized and many are reconfigured - ( Unlike the old North Pacific pier) it only retains its historical character traces.
The dock was built as Pier 14 by Ainsworth and Dunn and completed in 1902 along with a warehouse across Railroad Avenue (Alaska Street today) which is now the Old Spaghetti Factory. Ainsworth and Dunn's Seattle Fish Company originated in 1889 and occupied a series of Central Waterfront locations. Starting with retail operations at higher ground on Second Avenue and Pike Street, they built themselves by the beach at the foot of Seneca Street in 1893, expanding their business to include grain and feed, and built Pier 8/Pier 59 (though not the current dock warehouse) in 1896. At that time they had canning operations in Seattle and in Blaine, Washington. Eventually they move their entire operation to Blaine, but they have Pier 14 until at least 1920, taking over the tenants. In 1905, the main tenants were Puget Sound Wharf and Warehouse Company, in 1912, the American Steamship Company and Hawaii and in 1920, Dodwell Dock and Warehouse Company, operating it as a terminal for the Steamland Northland Company and the Blue Channel Line. The Washington State Liquor Control Board used the dock as a warehouse during World War II, after which The Coast Guard used the dock as its base in Seattle from 1946 to 1955, and visited naval vessels moored on the north side.
Like a dock in the south, its historical use was replaced by containerization, and it was renovated into shops and restaurant houses. Triad Development bought the dock in 1995, and in the late 1990s it was renovated as a headquarters for Go2Net, combined into InfoSpace, and fared badly in the 2000-2001 crash that followed the dot-com bubble. Immediately before the remodel, in 1998 Real World: Seattle was filmed there. Since the Central Waterfront dock is not inhabited by settlements, the building was officially set for film shooting 24 hours a day.
Alaska Cross Country
Some buildings on the inland side of Alaska Way have strong maritime associations. For example, as mentioned above, the building which is now the home of the Old Spaghetti Plant was built in conjunction with Pier 14, now Pier 70. Southeast from there, opposite Clay Street, the building now the headquarters of Zulily as well as the houses of the Art Institute Seattle began life in 1916 as the American Can Company, and in the 1930s connected to Pier 69 by the skybridge. Continuing south on Vine Street is the former Pirates of Fisheries Booth. Even farther inland, across from the Elliott Way from the Booth Fisheries Building, the three former cottages survived.
Another example is the Warehouse Agent, also known as the Cold Storage Warehouse of the Olympic Games, on the corner of Western Avenue and Seneca Street near the downtown pier. Designed by architect John Graham and built in 1910, is listed on the National Register of Historic Places. It was originally housed at John's Alaska Butter and Cream Company Agent, who moved from Pier 6 (now Pier 57). Soon in the north it was another Graham building, built in 1918 as a warehouse for Pacific Net and Twine Company. The company joins the Marine Supply Company to form the Pacific Marine Supply Company, which continues to use the warehouse along with its operations at the old Pier 1 at the foot of Yesler Street. More recently, the building has been linked to the Immunex genetic engineering company.
History
Original original village
The history of human activity in what is now at Seattle's Central Waterfront precedes the Seattle settlement. Duwamish has a winter village of about 8 long houses roughly at the junction of First Avenue South and Yesler Way. With about 200 people, it is one of the largest villages along Elliott Bay. His name, Djicjila'letc ("small cross-spot") is still used by Duwamish today.
Further north, at the foot of Bell Street, there is a ravine with the other Duwamish camp, Ba'qbaqwab ("a little prairie"). This may be a route to the meadow that runs between Queen Anne Hill and Denny Hill, including the current Seattle Center location. Two longhouses take advantage of the springs. Around the 1860s, long houses have been lost, but simple coastal structures remain.
There is also a cemetery around the foot of Seneca Street. There appears to be a smaller cemetery north of Ba'qbaqwab, probably from when the larger settlements in Djicjila'letc had been imprisoned by white settlers..
Seattle's chief princess, Princess Angeline, continues to live by the sea until the end of her life (she died in 1896). It is not known exactly where his hut stands, but the photo shows that it is somewhere north of the current Pike Hill Climb. Also in the 1890s, Duwamish camped in Ballast Island at the foot of Washington Street in the current Pioneer Square neighborhood. The mound was made of reply and other materials dumped by the ship. In the late 1890s, Ballast Island was sworn in as part of a continuation of Railroad Avenue to the south of Yesler Way. Then, the ship was dredged and became part of the harbor.
19th century development
Henry Yesler founded a steam-powered sawmill at the foot of Mill Road (now the Yesler Way) in October 1852. The plant and its dock, for decades, are the most important structures on the seashore. The pier becomes a transportation hub.
Seattle, Lake Shore and Eastern Railway (SLS & ER) were the first to run a water rail line, in 1887, with a depot near the foot of Columbia Street on Western Avenue. SLS & amp; ER was eventually purchased by the North Pacific Railway. Great North Railway by James J. Hill can finally trace even further to the water's edge. Railroad Avenue, the second route of the railroad, has a width of 120 feet (37 m) and is built primarily on poles above the tideflats. The railway line came from the south and, until 1893, no farther north than Smith Cove, north of Central Waterfront.
The Great Seattle Fire (June 6, 1889) obliterated Yesler's Wharf and all other waterfront structures south of Union Street. One large jetty remaining after the fire was Schwabacher Dock (also known as Schwabacher Wharf or Schwabacher's Wharf), to the north of the "burning district". In the four years after the fire, there was a huge rebuild west of Front Street (now First Avenue), with a Sanborn 1893 insurance map showing West Street, now Western Avenue, running the entire length of the current Central Waterfront (and then some, continuing northwest into what is now Myrtle Edwards Park), and Water Street (now Elliott Avenue) runs more or less along what was then the beach from Bell Street to Broad Street; fill up then move to the west coast. There are many docks, mostly perpendicular to the beach. The Sanborn map shows the nature of business along the coast, and shows that fishing has not become an important industry today. The more common waterfront usage is the warehouse for grain and feed. Only the mainland from the water are many hotels, ranging from hotel workers to "Grand Hotel" on Front Street between Madison and Marion Streets.
Prior to the Washington statehood in 1889, the question of the title for tidelands was entirely unclear. Yesler and others have built tidelands regardless of this legal limbo. This number of "jumper tideland" increases as the state approaches. Officially, the federal government holds tidelands of confidence for the future of the country, and all such activities - which include railroad construction - are technically illegal. The new state constitution forms a compromise step: the state generally affirms its own ownership of the tidelands, but provides court-specific exemptions for court decisions. In many cases, adjudication must be made between the owners of the plateau and those who build on poles in the tidelands. Constitutional provisions are also made for state-owned ports with zones along the coast provided for "landing, pier and roads and the ease of navigation and other trade." All of this was later modified to allow cities and towns to gain more control over their own shoreline, setting the stage for a coherent plan for development and reclamation.
The arrangement of the "finger" pillars at the Central Waterfront, each more or less parallelogram, dates from the 1897 plan. Their north-western uniform direction was determined by city engineer Reginald H. Thomson and his assistant George F. Cotterill. Most of the previous docks, none survive, forming a perfect right-hand corner to the beach; dock now no. The arrangements of Thomson and Cotterill liberate freight trains from the need to create sharp sharp corners and prevent the dock from possibly walking to each other where the shoreline curves.
Heyday, stagnation, and revival
Throughout the first half of the 20th century, the Seattle Central waterfront is a bustling center in one of North America's major ports. Coastal needs create a district of light industrial use and hotel workers. Waterfront is the focus of the opposing agenda of big business, radical unions like Industrial Workers of the World (IWW), populist, and middle-class progressive reformers such as the Town Ownership League led by George Cotterill. The Progressives achieved one of their most cherished goals when Port of Seattle, the first city company in the United States, was founded in 1911, with the commissioner of the elected port. Despite the victory, over the next few decades and even, to a lesser extent, today, many of the Central Waterfront remain in private hands.
The Port Commission still had a major impact shortly after its establishment. Their original Bell Street dock (1914; see below ) builds a significant presence on the waterfront. However, since Seattle became a very successful port during World War I, the Port Commission became increasingly a prisoner of business interests. Seattle prospered as a port in the 1920s, mainly through increased trade with Japan, importing items such as soybean oil and raw silk. Soy oil has important local industrial uses: in 1923, I. F. Laucks discovered its "Lauxein" waterproof glue. Made from soybeans, it is widely used by the plywood industry in the region.
The cruise line with facilities at the Central Waterfront pier in 1920 included a local steamship company, but also the Steamship Grand Trunk Pacific Company, Royal Mail Steam Packet Company, East Asiatic Steamship Company, Cosmos Line, Osaka Shoshen Kaisha, Hamburg America Line, Blue Funnel Line , and business tenants such as Seattle Pacific Marine Supply and WR Grace and Company.
Although Seattle was hit hard by the Great Depression, the development of Central Waterfront did not stop completely. The livery enclosure continues to be converted to a garage, the Black Ball Line carries a striking Art Deco motif to the Colman Dock, and the amphibious aircraft operated Gorst Air Transport. The American Can Company built a large building across Pier 69, and the sea wall was greatly extended in 1934.
During World War II, 29 shipyards operated in Seattle, although none at the Central Waterfront. This period also saw the introduction of fork lifts and pallets to move cargo. This marks the start of a shift in delivery and dock technology that will make old hammers obsolete. In 1946, EH Savage, president of the Port Commission, proposed the destruction of the "Gold Rush Period" and proposed the first few schemes for "modern reinforced concrete structures, providing parallel longitudinal moorings with Alaskan Way", suitable for "large oceans". ship-gone. "The scheme was not adopted, and in the 1950s Seattle was a port in decline.The Port of Seattle came to own most of the water structures at Central Waterfront, but for most of the delivery traffic such as Seattle was maintained using docks and other piers, the construction of the Alaska Viaduct Road in the early 1950s placed a visual barrier and a partial physical barrier between many Central Waterfront and the rest of Downtown.
With maritime activity moving elsewhere, especially to the new container harbor south of Central Waterfront, people are beginning to consider the potential importance of Central Waterfront as a tourist destination. In the early 1960s, the only tourist-oriented specialty on the Central Waterfront jetty was the Ye Olde Curiosity Shop (founded in 1899) and Ivar Haglund's Acar of Clams restaurant (founded in 1938). Another restaurant, Cove, opened that year. Most of the proposed plans in this era predict the destruction of all or almost all of the historical docks. (In the same era, there are many proposals for destroying a large number of Pioneer Square buildings, too.) The proposal to take their place is things like a sea circus, aquarium, hotels and motels, parks, marinas, a heliport, convention center, shops , restaurants, office buildings, and high-rise apartments. One hotel, now The Edgewater, was built in 1962-63. Some visions of this era also include a marine supply shop, historic ship retardation and a maritime museum. Already there is criticism of Alaska Highway: the architect Ibsen Nelson calls it "a big problem that already exists".
Signs of real revival began in the 1960s and accelerated in the 1970s and '80s. Some of the docks are reworked to load shops and restaurants. Ted Griffin Seattle Marine Aquarium is located at the west end of Pier 56 from 1962 to 1976, being replaced by the current Seattle Aquarium at Pier 59. All of this is achieved while maintaining the historic pier structure of the warehouse. The room once occupied by Schwabacher Wharf, empty for decades, became Waterfront Park. Also in this era, many historic buildings near the mainland were rehabilitated; some of the accepted cities or federal historic titles. Bars and bars along First Avenue "are considered decrepit by some and colorful by others," paving the way for new developments such as the Watermark Tower.
The future
While many failed plans in the 1960s may be a warning about prognostication, the city has adopted the official Waterfront Concept Plan. The planning process behind this document began in 2003 and centered on the 300-person Visioning Charrette in February 2004, the largest event of its kind in the city's history. Aside from the city process, plans are being considered for major work at the Washington State Ferry terminal and the Seattle Aquarium; Olympic Sculpture Park has changed the northern end of Central Waterfront.
A few things about the future of Central Waterfront are clear. The 2001 Nisqually earthquake revealed that the Alaskan Viaduct Way is unhealthy and the sea wall is in very bad condition. Other earthquakes can cause soil liquefaction, damage the viaducts and put great pressure on the sea wall. While there may be many questions about what will happen, there is no doubt that things can not remain as they are. Elsewhere on the waterfront, the worsening Piers 62 and 63 can not remain as they are.
Source of the article : Wikipedia
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