By STAN STAPP

79 YEARS AGO the editor of the Wallingford Herald (later to become the Outlook) dashed off a poem about the Fremont Bridge, which is still apropos today ‹ although some younger persons reading the poem might wonder what a ³flivver² is.

As we all know, the Fremont Bridge is still having traffic problems as it did in 1923. Today, the bridge, which first opened July 4, 1917, is utilized daily by some 33,000 motorists, and is opened and closed about 35 times a day for boaters.

And itıs going to get worse.

The bridge requires some reconstruction of the crumbling approaches ‹ $31 million worth it is estimated. Work would begin around 2005, and could take from six months (if the entire bridge is closed) or up to three years (if it remains open).

The poem accompanying this article was written by Orrill V. Stapp, and appeared in the Oct. 18, 1923 issue of the Herald. Orrill, editor at that time, was among the first to recognize the traffic problem, and (tongue in cheek) to provide a solution.

He was also one of the first to suggest a ³high line² bridge, as far as I can determine. Why didnıt I do something about it, you may ask?

Simple. I was but five years old ‹ and left such details up to my father, Orrill, who at the time was president of the Wallingford Community Club, and an occasional Toastmaster. There was some talk in the community about a high line bridge (very little) during the next couple of years.

However, my Dad took the initiative, which resulted in the organization of the Stone Way Bridge Club and the securing of an appropriation.

Then, on Dec. 10, 1925, the Stone Way Bridge Committee of the Wallingford Community Club was formed, holding its first meeting at our house, 4203 Woodlawn Ave.

I was 7 years old then and remember some of the activity that took place there, particularly when auto caravans to Olympia were organized.

From then on any idea that the Fremont Bridge could solve its own traffic problems alone was dropped in favor of a high line bridge. Stone Way seemed the logical street to build the bridge approaches, mainly because it was wide and paved with attractive red brick.

Two other streets were suggested: Meridian and Wallingford, both ending at Fairview.

All three locations had their backers, businessmen in Wallingford generally favoring the one they believed most apt to increase their property values if the bridge approaches began or ended in front of their property.

Members of the Wallingford Community Club and of the Wallingford Commercial Club were at odds with each other.

In general, the Community Club, the residents, and my dad favored Stone Way, over the others. For the next three years many meetings were held arguing the proposed location.

In 1926, one such Commercial Club meeting heard City Engineer J. D. Blackwell, who with pictures and maps, said: ³In my opinion, the Stone Way Bridge should be built first,² warning against a controversy between sites. ³The inevitable growth in population north of the canal would require, in a relatively short time, 10 bridges to take care of traffic.²

At another meeting that year, Blackwell talked with members of the Woodland Heights Community Club.

This time he suggested that the new Lake Union bridge might be a ³double bridge,² the lower one a span which could be lifted for passing vessels, providing two bridges at less than the cost of two separate spans: the lower elevation bridge would be for street car service and by trucks and industrial vehicles.

The government would require a minimum clearance of 135 feet, but 30 feet more would be required for trussing the channel span, thus requiring a total of 165 feet.

In 1927, the community was busy with trying to whoop up support for the Stone Way location by holding meetings and putting on parties.

For example: The Associated Clubs of the North End put on a dance at the Haller Lake clubhouse. Admission was $1, the money would fund representatives to go to Olympia to put forth their arguments for the Stone Way Bridge.

Later, a dinner was put on in the auditorium of St. Benedictıs School, admission $1.50, to which the Governor and State Highway Engineer were invited.

³Treat them with respect and courtesy that is due them as our guests,² they were advised. ³Let them carry back to Olympia a vivid picture of our enthusiasm for this great bridge.²

And a Bridge Picnic was held at Hallıs Lake, 10 miles north of Seattle, via the new Seattle-Everett Highway or Interurban. There was boating on the lake; eating; racing; and dancing that started early in the afternoon and continued throughout the evening, (no charge); and it was said that ³certain highbrows played Barnyard Golf.²

I recognized the names of two people who won races: Maxine Haag (a classmate of mine at Interlake Elementary, Hamilton Junior High, and Lincoln High) who won three; and Milton Stapp (my big brother) who won the married menıs race.

Two unusual races were for Longhaired Ladies, and Ladies 150 pounds and over (names withheld). I recall watching the dancing with my folks on the sideline, fearful that some girl would ask me for a dance, and I would have to embarrassedly turn her down for I was only nine years old ‹ and didnıt know how!

You have to admit it, I guess: our folks had a knack of turning an otherwise dull meeting into a PARTY!

At this time, the cost of the bridge proper was estimated at $2.5 million, with $35,000 for acquiring the right-of-way, and $20,000 for widening, grading, and construction across Woodland Park.

B. E. King, of Kingıs Garage & Service Station, 3801 Stone Way, a regular advertiser in the Wallingford Outlook, once commented in his ad about the proposed bridge location: ³It behooves us to continue to stand together and see that the bridge is actually built from Dexter on the south to Stone Way on the north, which location we believe is the only one that will best serve the motoring public of the great North Side and the State at large. A bridge built at some other point wonıt be the Stone Way Bridge.

³Powerful interests are at work trying to pull the bridge to some point other than Stone Way ‹ some point where they can easily get a street car line to it. This bridge should be one for motor vehicles only, no car lines allowed on it at all, as we all know there is nothing that so congests and Œballs upı motor traffic as a street car line on a bridge or through highway.²

Later, King learned that if the bridge was built on Stone Way, the northern approach would have to begin 100 feet north of N 39th Street ‹ a block and a half away from his business on N 38th. Even if he had been within the approach destination, traffic would be moving by so fast itıs unlikely that very many motorists would want to risk an accident trying to enter his establishment.

Towards the end of 1928, after engineers had surveyed both the Stone Way and Aurora routes, they found that it made more sense to build on Aurora mainly because of its height over Lake Union, vs. Stone Way, which is only a few feet above water level.

On Nov. 15, Dr. Dunham, club secretary of the Executive Board of the Associated Clubs of the North End, said: ³Reports indicate almost conclusively that the bridge will be built on Aurora.²

From then on the news was all focused on Aurora Avenue, most Stone Way adherents, including my dad, taking the engineersı advice. In 1929, the first bill before the Legislature was to provide some money, $1.5 million. Bids were advertised for piers, and construction was underway with timber piers first (684 in the North End, 828 in the South End.) Estimated cost now: $4.5 million.

Also it was announced that there would be no second deck for street cars; and no Zeppelins would be employed as overhanging bridge supports.

The Aurora Bridge (officially the George Washington Memorial Bridge) opened on Feb. 22, 1932, Washingtonıs 200th birthday.

My Dad, along with my brother Milton and I, were there for the ceremony.

Milton was the first person to sprint across the bridge when dignitaries cut the ribbon. Others were vying for that honor, but Milton correctly guessed that they would cut the ribbon in the middle rather than at one end or the other, and he was in just the right spot to lead the way. b