Polk's Oakland (California) city directory, 1930, Part 6

Author: R.L. Polk & Co
Publication date: 1928
Publisher: Oakland, Calif. : R.L. Polk & Co.
Number of Pages: 1624

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The Port of Oakland and private dredges have cut a channel 800 feet in width with 32 feet depth, from the pierhead line to the outer harbor, and the government dredges have completed dredging a mile long entrance channel from the deep waters of the Bay to the pierhead line. This channel is 400 feet wide by 32 feet deep and is properly marked by the United States Department of Lighthouses. In the inner harbor, Grove Street to Market Street piers, in operation as a unit in the year preceding, have lead all other municipally operated piers during 1929. 214,000 tons of general cargo passed over them during the period.

Still deeper in the inner harbor the Port Commissioners are constructing a new ship- ping center in Brooklyn Basin, at the foot of Ninth Avenne. Plans call for a total berthing space of 1510 feet, with the pier itself to have a width of 224 feet. Ample rail facilities will be available, and Ninth Avenue itself will be extended so that trucks will have ready access to the new shipping terminal. I am glad to report, also, for those who care for the stimulation and health-giving qualities of water recreation, that the Port of Oak- land is also to have a yacht harbor. This will be located at the foot of Nineteenth Avenue, on the site previously occupied by the Oakland Yacht Club. The yachting organ- ization and private owners have relinquished claims on their leased land in this area in order to facilitate the develuopment of such a harbor for pleasure craft.

I am glad to state that the Railroad Commission has at last made one decision favorable to this city-it has equalized rates in the Oakland Port area and certain pier area in San Francisco. Under the new schedules Port of Oakland shippers will from now on enjoy the same rates as do San Francisco shippers. The previous discriminatory charges to firms which routed goods via piers on the continental side of the Bay have been abolished.

Oakland Now Full Port of Entry

I am also happy to report that during 1929 the Treasury Department has recognized Oaklands growth by establishing our city a full port of entry. In previous years Oakland had to look to the Custom House in San Francisco to care for imported and exported merchandise. Today we have our own Federal office to carry on this work.

Oakland Municipal Airport

Continuing the rapid progress and improvement that followed the five epoch- making trans-Pacific flights starting from the Oakland Municipal Airport, this magnifi- cent city facility continued to make rapid forward steps during the twelve months of

OAKLAND, CALIFORNIA

1929. As a true air terminal facility, Oakland Airport leads the country, while in com- bination of activity and facilities, the central location and year-round operation cli- mate, it equals any similar facility on earth.

The brief table following indicates the growth of activities for 1929 as compared with 1928:

1928

1929

Percentage Increase

Landings

38,488

52,900

37%

Passengers

7,869

13,009

65 %

Students

(Indicating an average increase of airport activities of 45%)

Analysis of these figures shows that 228 planes landed at Oakland Airport each day, carrying 142 passengers and 34 students. The average amount of material carried each day is equal to 43,000 letters. Taking a twelve-hour flying day as a basis, a plane either lands or takes off at Oakland Airport every 90 seconds. New facilities and improvements made during 1929 may even double the above figures during the coming year. Among these improvements are the construction and completion of the Airport Inn and Restaurant, of Hangar No. 5, of the air channel and dock, and the extension of the field's drainage system to the point where a vailable operation area is now 4500 feet long, with a varying width from 1800 to 2500 feet.

Three automobile highways now serve the field, and a fourth, Hegenberger Road, is practically completed. This latest highway will reduce the running time between the Airport and the Oakland postoffice to approximately 20 minutes. The Southern Pacific Railroad has extended its tracks directly to the hangars, speed boats are in operation between the field and San Francisco, and at this time three concerns are planning amphibian plane service between Oakland Airport and Lake Merritt, in the heart of the city, San Francisco and other Bay communities. To date approximately $1,500,000 has been spent for the acquisition and development of this facility, and it is estimated that the gross receipts from the operation of the flying field will total $80,000 for the fiscal year 1929-1930. This will indicate that in the third year of the wife of the Oakland Airport it is returning a gross 51/2 per cent on its investment. There is little doubt, in my estimation, that within the next two or three years it will be a paying municipal institution.

Oakland Airport Advantages Have Exceptional Recognition

As another indication of how broadspread are the operations of the Oakland Air- port and of what may be expected inthe way of growth in the immediate future, let me state that there are five air transport companies of national note now operating ships on regular schedule to the north, south and east, while twenty-one concerns fur- nish airplane taxis ervice, special cross-country flights and student instruction. Lo- cated now at the port are the following air groups:

Boeing System Boeing School of Aeronautics Pacific Air Transport Western Air Express West Coast Air Transport Maddux Airlines Western Air Supply Company Spillane Company Varney Air Service Curtiss-Wright Flying Service D. C. Warren Co. Wright Air Service Fillmore Flying Service

Aero Transport Co. Elliot and Duck Flying Service West American Air Schools American Air Cab Co. Legault Flying Service

Irving Aviation Activities, Inc.

Hurley Flying Service Bennett Flying Service Agricultural Aviation Activities, Inc.

Bannister Flying Service East Bay, United, Oakland Police,

Oakland and Rainbow Flying

Clubs

62,471

82,316

32%

MAYOR'S MESSAGE

SCHOOLS

The Oakland School Department still maintains its nation-wide supremacy, both in buildings devoted to educational purposes and in courses of study offered and high character of instruction. The total enrollment for the year just passed showed an increase of nearly 1300 students over the previous twelve months. To care for these students the city maintains a staff of administrative officials, supervisory officers, prin- cipals and teachers, numbering, in the year just closed, a total of 1832. The Oakland School Department is rapidly nearing completion the five-year building program launched in 1924 and made possible by the bond issue voted by the people in the same year. The total issue of bonds amounted to $9,600,000, of which $4,974,000 were for ele- mentary schools and $4,626,000 for new high school construction. Thus, during the past five years, 775 new instructional rooms have been added to the department's facilities. New building construction has had the further benefit of the demolition or removal of many unsightly old buildings and temporary housing structures and in the improvement of school sites to the point where Oakland may be said to lead the world.

Oakland now has in use 10 high schools, 12 junior high schools and 53 elementary schools, a total of 75 fine, modern structures. The past year saw the completion of a new administration building at Second Avenue and East Eleventh Street, in the vicin- ity of the Auditorium, four new school buildings, and 12 additions, the latter con- sisting of assembly halls, classrooms, gymnasiums, libraries and shops. Schools to be completed this year will number three, and one addition, the total cost to be slightly over one million dollars. On the consummation of these projects the building program will be fully completed. I am glad to state that completion of the new school admin- istration building on Second Avenue has made avallable the eleventh floor of the City Hall for city government purposes. This extra space has long been needed, and has resulted in a better concentration of City Hall activities within the City Hall Itself. At the same time it has been made possible to house all the school administration, super- visory and business deparments under one roof, resulting in better organization and co- ordination of the various departments of school activity.

Cost of school support in the City of Oakland is met through taxes levied by the Alameda County Board of Supervisors. The City of Oakland, due to various annexa- tions, is divided into three general school districts. For the fiscal year 1929-1930 the school tax rates for these various districts are as follows:

Oakland (Oakland school district) $1.64 Oakland (annex of 1909). 1.64

Oakland (Bray, Elmhurst, Hayes, Highland, Fruitvale, Melrose and 1.62

Lockwood)

Every school in the city participates in Lake Merritt activities. To the left is a repre- sentative Girls' Crew; to the right is a group of boys entered in a Model Yacht contest.

OAKLAND, CALIFORNIA

The per capita cost of education in Oakland in 1929 approximated $17; the cost per student per year for the year was $131.21-not high when compared with the great value the schools have in the community and their supreme rank among schools of the country. And it must be remembered that school support comes from the county and the state, and is not raised by city taxation.

School Buildings Completed During 1928-1929

Cost

Date of Acceptance

Name

$205,000.00

April 2, 1929

Administration Building. .............

65,297.21

January 3, 1929

Lazear Addition.

January 22, 1929

McClymonds High Gym and Shops.

244,292.46

January 3, 1929

Peralta Addition

34,703.19

Santa Fe Addition.

School Buildings to be Completed During 1929-1930

Cost

Date Contract Let

Name

June 25, 1929

Crocker Highlands Addition

531,630.19

May 21, 1928

East Oakland High.

November 13, 1928

Bret Harte Junior High

November 6, 1928

Herbert Hoover Junior High

251,862.47

GENERAL RECOMMENDATIONS

City Owned Motor Vehicles

During the past year an aggregate of some 50 antomobiles, automobile trucks and police motorcycles have been purchased by the various administrative departments. This purebase in one year amounted to a total cost of well over $100,000. Publicity given to the purchase received unfavorable reaction from the taxpayers-a reaction, which, I am confident, was justified. Unfamiliar with the details of the departmental administration, the public does not understand why its government need purchase in one fiscal year 50 motor vehicles. The question naturally arises, will there be 50 more purchased next year and 50 the next? And the question likewise arises as to what use these automobiles are put.

The public, however, does not question that there is a need for municipally owned automobiles. It has generally in mind that the Police Department needs fast automo- biles and motorcycles in its work in prevention and detection of crime and criminals; that the Fire Department must be thoroughly motorized to perform efficient work in this modern day; that the field officials of the Departments of Sanitation, Health, Public Hygiene, Food Administration, Building Inspection, etc., if motorized, can do more work with less necessity of the creation of additional positions. The public like- wise understands, I believe, that certain executive officials should have city-owned cars at their disposal for the same reasons. The public likewise understands that the Mayor and Commissioners receive salaries far under the average of other cities commensurate with or under the size of Oakland, and that these officials are bound, by tradition and by dnty, to entertain prominent or official visitors to the city and to offer them city tours of inspection. This is good advertising.

But the purchase of 50 cars in one year cannot seem to the public a necessary outlay. Means should be evolved whereby the city administration may be properly motorized without such sudden descent upon the taxpayers' funds.

Were some plan possible whereby old cars might be "traded in," to use the gen- eral phrase, a large amount of money would be saved and this public feeling dissi- pated. Under existing charter provisions, however, such "trade ins" are impossible. The charter specifically states that worn-out city property may only be sold at anction.

As a means of maintaining proper motorization of all departments and of cutting down the present high cost of upkeep on antiquated motor vehicles owned by the city,

18,639.76

March 5, 1929

$110,000.00

108,075.41

MAYOR'S MESSAGE

I take this opportunity of urging to your honorable body, and placing the proposition before the people of Oakland, that this situation should be remedied by charter change.

Clear Twelfth Street Dam of Car Tracks

I desire at this time to state that I have placed before the City Commissioners, with request for immediate action, the question of the relief of congestion on the Twelfth Street Dam, through removal of car tracks from their present location and their relocation on the Auditorium grounds. I have advocated this simple relief measure for years.

We built a new culvert over the Lake Merritt tidal canal for street-widening and track-carrying purposes, at a cost to the city of approximately $40,000; but despite the city paying this $40,000 to relieve dam congestion, the traction company has not co- operated with the Council in relocating its tracks. Completion of this plan would not be costly to the traction company. It would clear the dam of present obstacles without adding a single extra hazard, and would allow Auditorium visitors to be discharged from street cars directly on the grounds. It is a thoroughly simple remedy for the present dam congestion, and if carried out would save the taxpayers the million and three-quarters estimated cost of the solution projected by the Planning Commission.

It is my hope to secure support of the present City Council so that this change that I have so repeatedly urged may be effected in the very near future.

Downtown Comfort Stations

Again I must most emphatically bring to the attention of Council and of the people of Oakland the need of public comfort stations. With the increased growth and development of our business centers this need has increased tremendously. Oakland is perhaps the only city of its size in the country without them.

Several possibilities for the central location of such public conveniences I have many times suggested. Comfort stations could be constructed underground at the various corners of the City Hall Plaza; they could be constructed in the light wells on the Fourteenth aud Fifteenth Street sides of the City Hall. Similar convenient sta- tions, in my estimation, should be centrally located at such districts as Rockridge Business District, Grand Lake District, Fruitvale District, Dimond District, Elmhurst District, West Seventh Street Business District, Golden Gate District, Melrose District, Havenscourt District, etc. I have this year again taken up the matter with the City Engineer, who is now engaged in the survey of location, type and construction, and cost. I hope to have complete plans ready for submission to Council prior to the com- pilation of the next annual budget.

Seventh Street Viaduct

Continued investigation throughout the past year gives me the same conclusion as did investigation in the year 1928. Traffic on West Seventh Street continues steadily to diminish, caused by the shorter and speedier traffic artery from the heart of the city furnished by West Fourteenth Street. I believe that the north and south connecting highway on the far western waterfront, connecting the West Fourteenth concrete with the West Seventh concrete should be broadened and paved to accommodate this in- creasing traffic. Yet I am still of the opinion that a safety crossing should be built on West Seventh Street over or under the Southern Pacific ferry passenger locals. But I am of the emphatic conviction that the cost of such a safety crossing should be borne entirely by the Southern Pacific Railroad, whose operation creates the hazard.

Great Northern Railroad

Now pending before the Interstate Commerce Commission is the petition of the Great Northern Railroad to construct a length from its present southern terminus at Klamath Falls to connect with the Western Pacific at Bieber.

This Council is already on record, through the process of intervener, as urging that such permit be granted. I am happy to state that my office has been informed by

OAKLAND, CALIFORNIA

railroad officials that Oakland handles more freight than any other city west of Chi- cago. Freight is now brought into Oakland by three great systems: the Southern Pa- cific, the Western Pacific, and the Santa Fe. With the Great Northern anticipating use of Oakland as its western terminal, this would mean a fourth great freight carrier. I would urge every Oakland citizen having the interests of his city at heart to urge the granting of this petition. While present freight and passenger rates may not be ex- cessive, nevertheless competition is the life of trade, and with a fourth and inde- pendent railway system entering Oakland, reduction of freight and passenger rates would seem certain.

Union Railroad Terminal

In this connection I again urge, as I have repeatedly urged in the past, the development of a Municipal Union Passenger Terminal, to be used by all railroads entering our city. It should now, if never before, have this Council's most earnest consideration.

Such a facility would be open to use by the Southern Pacific, Western Pacific, Santa Fe, Sacramento Short Line, the Great Northern, and other railroads now con- templating Oakland as the coming great industrial and shipping center of the West. 1 repeat again that this terminal could be no better located than in the area bounded by Wood or Willow Street on the east, Eighteenth Street on the south, Thirty-second Street on the north, and on the west might extend down the present tracks of the Southern Pacific Railroad Company along the western waterfront. The Western Pacific Railroad today holds a franchise on Wood Street, the Santa Fe has its lines on Wood Street, terminating at Twentieth and Adeline, the Southern Pacific tracks parallel the western waterfront. At the present time the Santa Fe terminal is at Fortieth and San Pablo, the Western Pacific station at Third and Broadway, the Southern Pacific Over- land at Sixteenth Street station, the Sacramento Short Line at Fortieth and Shafter, and the Great Northern would probably approach Oakland by one of two routes: via Stockton and Altamont Pass from the east, via the present right of way of the Sacra- mento Short Line from the north. Consolidation of the terminal facilities of all these roads in the location recommended above would be of notable advantage and form a facility convenient of access to all railroads now in or anticipating coming to Oak- land, and would allow room sufficiently ample to satisfy railroad traffic problems for many years to come. The fact that such a terminal would be operated by the city would likewise eliminate possible future discrimination against any carrier entering the city. Rental would be charged in proportion to terminal use by each carrier, and revenue thereby derived would-as already do our harbor revenues-repay the cost and maintenance and provide the city with a future net income.

Health and recreation are found for all at Oakland's Municipal Camps in the High Sierras.

MAYOR'S MESSAGE

The location I urge for such a terminal faces the municipal property on the western waterfront, thus it would be most appropriately placed for ready access to ocean shipping and transbay service. And finally as a city advertisement such a Union Terminal would be of the highest value. I cannot recommend it too strongly.

CHARTER AMENDMENTS

Mayor Revoke Own Appointments

1. An amendment giving the Mayor the power of revoking all appointments now authorized by charter to be made by himself. The mayors of most cities, including San Francisco, are endowed with this right. It is most vital for the proper carrying out of the policy of an administration. The charter would not give the Mayor these appointments if the people's desire was not to have such appointees carry out the policies of the Mayor they elect. It is but just to the people that, should any appointee fail to carry out the Mayor's policy and principles, they can, through the Mayor's own hand, revoke such appointments and place new men of women in authority.

Set Sum for Park Development

2. An amendment setting aside at least 10 cents of each annual tax rate for an ap- propriation to the Park Department. This would take Park Department funds out of political manipulation, giving the department an annual sum that would steadily increase with the city's growth. In this way the department could place money aside for future purchases.

Weekly Council Meeting

3. An amendment eliminating the daily Council meeting and setting aside one day of each week-probably Thursday-as Council day. Under the present system at least two hours each day are wasted by each Commissioner and his staff in making ready for and appearing in Council. This is uneconomical and inefficient. Setting aside one day of each week for the purpose of public Council meeting will save a large percentage of each Commissioner's time for office duty, and-except by the ever-present and apparently employment-dodging council chamber "chair warmers"-will he greeted by the entire public with appreciation.

Mayor's Urgent Necessity Fund

4. An amendment appropriating $2,500 a year, to be designated as the "Mayor's Urgent Necessity Fund," and to be expended by or under direction of the Mayor without the necessity of audit or the submission of vouchers. The cash from such a fund should be available to the Mayor at all times upon application, and without the necessity of his stating the reason for such demand or the necessity for such expenditure. The present city charter allows the Mayor an appropriation of $500 per year as an Urgent Necessity Fund. In the entertainment of army and navy officers and outside officials, and in con- sideration of the fact that from time to time the Mayor is called upon to visit other cities in line of duty, $500 per year is entirely too small an appropriation and $200 a month by no mears too large. Considering, also, the fact that the necessity for much entertainment comes unexpectedly the people of Oakland are surely just enough to allow their representative head some casn on hand for such emergency.

The charter should specifically state, also, that said fund is to be expended by or at direction of the Mayor without the necessity of audit or of vouchers, and with no inter- ference from any other city officer or body, including the Council itself. There have been times, as may possibly exist now, when the Mayor should have money at his disposal with which to employ detectives to ferret out the authenticity of possible rumored graft, collusion, impending riots, etc. I have been unable to carry on such necessary work under the present system. Our present Auditor demands a voucher for every cent spent

OAKLAND, CALIFORNIA

under the Urgent Necessity Fund. This action hampers the activities of my office and in my belief is in disregard of the charter provision itself. But the fact itself stands and the charter, as amended, should specifically turn over this fund to the Mayor.

In asking for a charter amendment appropriating $2,500 per year to such a fund, let me point out that this is very little compared with our sister city across the Bay. At the present time the Mayor of San Francisco is allowed a cash fund to be expended under his direction, and without submission of vouchers, to the amount of $3,600 a year.

GAS TAX FUNDS FOR STREET IMPROVEMENT

At this point I wish again to interject the fact that "city and county" government for Oakland would directly benefit the Street Department and the people who are assessed for street improvement. Were Oakland a county as well as a city, this community would annually receive from the State Gasoline Tax funds as her "county" proportion an annual sum amounting at the present time to $700,000. Since this money is to be used solely for highway improvement the resulting beuefit is obvious.

Under present conditions in the opening of arterials the city must appeal abjectly to the Alameda County Board of Supervisors for an appropriation aiding the assessed dis- trict in each particular case. Were the gas tax funds directly available to the city treasury, the city government could give immediate guarantee of municipal aid In such projects. This would result in decreased assessments against property owners, and in a decreased tax rate. But to bring this sum directly from the state funds to the Oakland city treasury, Oakland must cut away from Alameda County and form a "City and County" government of her own-enjoying the same freedom and financial benefits as does, for Instance, our neighbor of San Francisco.

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Polk's Oakland (California) city directory, 1930, Part 6

Author: R.L. Polk & Co Publication date: 1928 Publisher: Oakland, Calif. : R.L. Polk & Co. Number of Pages: 1624

Author: R.L. Polk & Co
Publication date: 1928
Publisher: Oakland, Calif. : R.L. Polk & Co.
Number of Pages: 1624