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Fremont’s Pocket Desert

In Fremont, our neighborhood known for its eccentricity, a small mystery has been hiding in plain sight. The Fremont Neighbor blog has written the following inquiry:

“On the grounds of what is now the Fremont Foundry event venue, 154 North 35th Street, sits a modest postcard-sized plaque reading simply “Fremont Pocket Desert.” No one seems to know its origin story.

The plaque’s location is particularly intriguing given the property’s colorful history. This is where sculptor Peter Bevis, the same visionary who brought us the Lenin statue, once pursued his dream of creating an artists’ community.

Bevis, who died in 2015, was a passionate sculptor who used money earned from commercial fishing in Alaska to slowly build the Fremont Fine Arts Foundry starting in 1979. By 1987, the nearly 22,000-square-foot building housed 11 live-in spaces where artists could work. Back then, Fremont called itself an “Artists’ Republic,” and Bevis believed he could create a true artistic mecca.

But like many of Bevis’ ambitious projects, including his doomed quest to save the art deco ferry Kalakala, the artists’ community eventually faded. By 2012, as tech companies moved into Fremont and the neighborhood’s bohemian character shifted, Bevis sold the foundry for $2.1 million. Currently the building serves as an upscale event venue.

So where does the “Fremont Pocket Desert” plaque fit into this story? Was it one of Bevis’ artistic statements? A remnant from the building’s days as a working foundry? An inside joke among the artists who once lived there?

The plaque’s cryptic message feels entirely in keeping with both Bevis’ unconventional spirit and Fremont’s tradition of playful installations.”

Do you know the story behind Fremont’s “Pocket Desert” plaque? If you have any information about this small but intriguing piece of Fremont history, please reach out to the Fremont Neighbor blog: Home – Fremont Neighbor

3400 Phinney Avenue North: the original trolley car barn

The red-brick trolley car barn in Fremont was built in 1905 as a home base for the five lines which traveled around the Fremont, Ballard, Phinney, and Greenlake areas. The parking area had pits below, used by mechanics who repaired the underworking of the cars. On the east side of the building was a yard with a wash tower for cleaning the cars.

The building was the first major streetcar service facility to be built in north Seattle, and it represented the heyday of trolley service under Stone & Webster ownership. The trolley era came to a sudden end in 1941 when the City of Seattle abandoned the system and converted to gas-powered buses. The last streetcar to operate in the City of Seattle stopped at the Fremont Car Barn on April 13, 1941.

During World War Two in the 1940s, the car barn was taken over by the Army and was used as storage space. After the war, the building was used by the Seattle Disposal Company to house garbage trucks.

In 1988 the car barn became the home of Redhook Ale Brewery, with the Trolleyman pub on the northwest corner of the building. From 2006-2025 the car barn was the production facility and retail store outlet of Theo Chocolate.

The Fremont Trolley Car Barn received historic designation in 1989 under the City of Seattle Historic Preservation Program. At this writing in February 2025 we await the next use of this landmark building in Fremont.

The Fremont Neighborhood in Seattle is Founded in 1888

Each neighborhood of Seattle proudly waves the banner of its unique name, and yet many were named in a similar way:  by real estate investors.   Fremont in Seattle was also named by real estate investors.  What made the Seattle neighborhood called Fremont stand out from others, was its good location, its jump-start after Seattle’s Great Fire of 1889, and its vigorous developers who utilized the growing streetcar system to advantage.

Continue reading “The Fremont Neighborhood in Seattle is Founded in 1888”

House History: 1109 North 47th Street

This house was built in 1909 for an estimated construction cost of $1,350, according to the building permit. The builder was Albert J. Carr, a contractor who lived in Wallingford. He was known for building houses throughout the University District, Wallingford and Fremont neighborhoods.

The house is a “plan book” design in Craftsman Bungalow style. The plan-book house could be built by a contractor without the use of an architect, and the construction was done by skilled craftsmen such as carpenters, masons and woodworkers.

Craftsman-style design elements of this house include the low-pitched roof with multiple roof brackets and with barge boards on the eaves. The gable ends of this house are clad with stucco and with faux half-timbers, a decorative treatment. The diamond-pattern sash window on the main gable end adds another decorative touch. The prominent projecting entry porch with its gable roof is a characteristic Craftsman house design feature.

The first owner of the house was Mary Hagerty, a 53-year-old widow with her seven children, ranging in age from 16 to 29. Nowadays it is hard to imagine how this many people could live in a two-bedroom, one-bathroom house, but it is apparent that the Hagerty family members were all “pulling together” to make a living. The children of Mary Hagerty all had jobs, including the four daughters who were all schoolteachers.

The Hagerty family had only recently come to live in Seattle. We don’t know why they chose to live in this location in the Fremont neighborhood, but it may have had to do with convenience for traveling to work. One of the daughters was specifically mentioned on the census of 1910 as a teacher at Green Lake Elementary School, and that would have been accessible via streetcar from the Hagerty house in Fremont. The eldest Hagerty son, John, was a railroad worker and perhaps it was with this employment that the whole family decided to move to Seattle from Nebraska.

Mary Hagerty, born in Ireland in 1856, had immigrated to the USA at age fourteen in 1870. In 1879 in Nebraska, she married Patrick Hagerty who was also an immigrant from Ireland. He was twelve years older than Mary and had fought in the American Civil War in a cavalry unit from Minnesota. After the war Patrick Hagerty received a veteran’s land grant in O’Neill, Holt County, Nebraska.

All of the Hagerty children were born in Nebraska, the last in 1894 which was the year that Patrick Hagerty died at age 50. Mary Hagerty applied for her husband’s Civil War pension. After about twelve more years, we presume that Mary must have sold the 320 acres of land they owned in Nebraska, in order to move her family to Seattle and buy the house at 1109 North 47th Street.

The Hagertys only lived at this house a short time, which is understandable since her children were adults and were beginning to make their own way. By 1915 Mary Hagerty was living at 5115 Wallingford Avenue, with just three of her children: one daughter who was a schoolteacher, and Mary’s two youngest sons Paul & Eugene.

By 1930 Mary’s eldest daughter, Nellie, age 49, was living in Wrangell, Alaska, where she was principal of a public school. In April 1930 Mary’s youngest child, Eugene, age 36, was married in Seattle. Mary died in December 1930 at age 74.

Sources:

Bureau of Land Management-homestead land claims of Patrick Hagerty, Nebraska.

City of Seattle Historic Resources Inventory.

City of Seattle building permit #71790.

Genealogical records including census, city directories, Civil War pension records and Find A Grave. Patrick Hagerty’s Find A Grave record ID #169992361.

House History: 617 North 47th Street

This house is an outstanding and well-preserved early example of a Craftsman Bungalow cottage constructed by Jud Yoho. It was built in 1910 as the home of Fred J. Kerr, a real estate developer, who had his office at 4228 Fremont Avenue.

Known as “The Bungalow Craftsman” Jud Yoho (b.1882) is considered to have been Seattle’s most active and market-oriented bungalow entrepreneur. He was the owner of the Craftsman Bungalow Company and the Take-Down Manufacturing Company, as well as president of Bungalow Magazine.

After 1912, Yoho published eight editions of Craftsman Bungalows, the Craftsman Bungalow Company catalog of house plans. The Craftsman Bungalow Company primarily built and sold bungalow-style homes on installment purchase plans between 1911 and 1918. The short-lived Take-Down Manufacturing Company specialized in small “portable” or manufactured buildings, especially prefabricated garages.

Bungalow Magazine was published in Seattle from 1912 to 1918; it was modeled on Gustav Stickley’s The Craftsman and on an earlier Los Angeles publication with a similar title. This widely circulated publication featured many Seattle bungalows along with notable examples from southern California.
The magazine served to promote The Craftsman Bungalow Company and the sale of Craftsman Bungalows catalogs, as well as the sale of stock house plans for residential designs credited to Yoho and others, including his close associate Edward L. Merritt (b.1881).

Jud Yoho and the Craftsman Bungalow Company are known to have developed two small clusters of bungalow style residences in Fremont in the 600 block of North 47th Street and the 4400 block of Greenwood Avenue North, in the spring and summer of 1910. This house at 617 North 47th Street is part of the cluster on North 47th Street and is the most distinctive and best-preserved example of Jud Yoho work in Fremont.

A very similar (possibly using the exact same floor plan) cottage constructed in 1911 is located at 500 North 43rd Street; it has been altered by cladding changes but retains a cobblestone porch and fireplace. King County property tax records indicate that the interior was remodeled prior to 1937 and again prior to 1972.

Information regarding Jud Yoho and other Fremont houses associated with him was obtained from: Doherty, Erin M. “Jud Yoho and The Craftsman Bungalow Company: Assessing the Value of the Common House” – M.A. Architecture Thesis, University of Washington 1997. 

Located mid-block on the south side of North 47th Street with front elevation oriented to the north. Very well-preserved, one story, wood-frame, single-family residence constructed in 1910. Exhibits highly distinctive Craftsman Bungalow style design elements/features. Front gable building form with prominent cutaway porch at east side of facade. There may be a small habitable attic area (shed dormer at east elevation). Measures approx. 26’ x 40’ with concrete foundation and basement level. Prominent 12’ x 12’ cutaway porch with cobblestone wing walls, tapered column and stair cheeks.

Craftsman style design elements/features include: low pitched roof forms; cobblestone porch features; cedar shingle cladding; multiple knee braces; wide barge boards and roof overhangs. Distinctive original wooden windows including diamond pattern upper sash cottage and accent windows (including long narrow set of windows at gable end). Corner bay window at west side of façade. Bay window at east elevation. Original multi-pane Craftsman style door remains in place.
Major Bibliographic References:
King County Property Record Card (c. 1938), Washington State Archives.
Polk’s Seattle Directories, 1890-1996.
City of Seattle, Department of Planning and Development, Microfilm Records.

House History: 4905 Woodland Park Ave North

This large home is located at the northwest corner of Woodland Park Avenue North, and North 49th Street, just a block south of today’s Woodland Park & Zoo. The house, built in 1906, was in a convenient location along streetcar lines. The house is unusually large for the Fremont neighborhood and is distinctive with eighteen wood columns supporting its wrap-around porch. The house was “apartmentized” in 1951, divided up into multiple living units and is still used for apartment housing today.

The house was built for Charles H. Shields, a Seattle businessman who was a grain dealer and also part owner of an automobile dealership, Shields-Livengood Motor Company. Shields and his wife, Emma, had two children. By 1910 their household had expanded with inclusion of Shield’s widowed sister, and a nephew, age 31, who was employed by Shields in the grain company office. In the decade from 1910 to 1920, the household gradually shrank as the Shields children grew up and married. Shield’s fortunes also seem to have been in decline, or perhaps he was having health problems which impeded his work. By 1930, Charles & Emma Shields were living in Portland, Oregon, and at age 65 Charles was listed as a radio salesman. He died in 1935 at age 70.

The writing on the photo is the name of the plat, Woodland to Salmon Bay City, with Block 36, Lot 5, the legal description of the property. The plat map (land area of a couple of blocks, with streets and house lots marked) was filed in 1887 by Robert M. McFadden, and notarized by Guy Phinney, who was the original owner of the Woodland Park land. McFadden was the son of an early Washington Territory judge and legislator, Obadiah McFadden, so that Robert was born in Olympia. Robert went on to work as a banker in Seattle.

Sources:

For more photos of Fremont houses, go to the photo gallery here on this Fremont History page. Photos came from the 1938 survey of all taxable structures in King County.

Genealogical info: City Directories, genealogy websites, Washington Digital Archives, and Find A Grave. Links to Robert M. McFadden and Charles H. Shields.

Fremont Public Art: Late for the Interurban

East of the Fremont Bridge on North 34th Street, near Adobe Plaza, Seattle’s favorite clown, JP Patches, and his friend, Gertrude, are forever “Late for the Interurban” in these bronze statues created by Washington sculptor Kevin Pettelle. The Interurban was the train to Everett with its transfer point by the Fremont Bridge, referenced by the Waiting for the Interurban statue there.

Installed in 2008 to commemorate the 50th anniversary of the J.P. Patches TV show, and viewable through a bronze “television” also created by the artist, the Late for the Interurban statues were funded primarily through donations from local fans who grew up watching the show. Here’s the info about the restoration fund to re-paint the statue due to vandalism: Late for the Interurban Statue Restoration Fund – JPPatches.com

Fremont’s Streetcar Loading Platform

In 1927 a streetcar loading platform and cutoff route for cars was created at the intersection of Fremont Avenue North and North 34th Street.  This intersection is familiar to us today as the site of the Waiting for the Interurban statue.

As car traffic increased in the 1920s it was found that when the city streetcar or the Interurban rail cars stopped to load passengers at North 34th Street, northbound auto traffic would back up onto the Fremont Bridge.  It seemed that much of the prevailing auto traffic wanted to turn right (east) and a solution was designed to keep the traffic flowing.  A cutoff route was added to the northbound bridge exit ramp so that northbound cars could turn right on North 34th Street.  That created the little platform which today is the home of the Waiting for the Interurban statue.

Today car, pedestrian and bicycle traffic still flow through the intersection and the figures of Waiting for the Interurban, still wait for the Interurban train of old days.

Fremont’s Grand Union Streetcar Switch

One of the reasons why Fremont was long regarded as the Center of the Universe was because of its convergence of streetcar lines. At the north end of the Fremont Bridge, in the spot where there is now the Waiting for the Interurban sculpture, there was a Grand Union track layout for streetcars to turn or go straight ahead, accommodating all the lines that passed through. The car barn for maintenance was located just west of here, at 34th & Phinney, providing even more reason for streetcars of different routes to make their way through Fremont.

Sadly, the Seattle streetcar system deteriorated, and the decision was made to convert to a bus system. The last streetcar went to the Fremont Car Barn on April 13, 1941.

In 1940 an article in the Seattle Times told of the coming shut-down of the streetcar system, with this photo of the four-way switch:

Once the pride of the Municipal Street Railway and the only one of its kind west of Chicago, the four-way streetcar switch at North 34th Street and Fremont Avenue, at the north end of the Fremont Bridge, will be removed as part of the city’s change from streetcars to buses and trackless trolleys. Called a “Grand Union Track Layout,” it cost $48,000 to build and install in 1923, a streetcar entering from any direction may turn either way or go straight ahead. The switch was so complicated the Bethlehem Steel Works assembled it first at the steel mill to see if it would work, before sending it here.” (Seattle Daily Times, February 15, 1940, page 4).

For further reference: “Street Railways in Seattle,” HistoryLink Essay #2707 by Walt Crowley, 2000.

Fremont and Seattle’s Ship Canal

Looking west in Fremont during the ship canal construction in 1912. Photo courtesy of MOHAI 83.10.69.32

Seattle’s earliest white settlers saw immediately that it would be possible to connect its freshwater lakes to the saltwater Puget Sound by means of a canal.  At a Fourth of July picnic in 1854, Thomas Mercer proposed the name of Lake Union because that body of water was in the middle between Lake Washington to the east and Puget Sound to the west.

Seattle settlers of the 1850s Thomas Mercer and David Denny took land claims at the south end of Lake Union near today’s Seattle Center.  Two single men, John Ross and William Strickler, searched out the land and in 1853-1854 they took claims at the northwest corner of Lake Union, which today is the Fremont neighborhood.  It was not until 1911-1917 that a ship canal was constructed which was large enough for industrial use.

From those earliest times in the 1850s Seattle settlers thought to build a ship canal but little did they know that it would take more than sixty years to come to fruition.  Finally in 1911 all of the needed legislation, financing and public support came together to start construction to create the Lake Washington Ship Canal. 

Continue reading “Fremont and Seattle’s Ship Canal”

The Fremont Bridge

Not every neighborhood has a bridge, and the Fremont Bridge has been the defining characteristic of the neighborhood since its founding in 1888.

At first there was only a stream, called The Outlet, flowing westward from Lake Union out towards Puget Sound, with a small wooden bridge to span it. Early in neighborhood history, Fremont’s boosters arranged for streetcars to come to Fremont and for this reason a more substantial trestle bridge had to be built, though it was also of wood construction.

Street railway historian Leslie Blanchard described the approach to Fremont in 1902: “then along Westlake Avenue to the foot of the old Fremont Bridge, where streetcar passengers beheld a scene bearing little resemblance to that which greets the traveler on that thoroughfare today. A rickety wooden bridge of antediluvian ancestry spanned a turbid and sluggish stream, from which small boys of the Fremont area snared salmon with bent pins fastened to broomsticks.”

The Fremont Bridge was rebuilt several times. As the stream was widened to improve access for boat traffic, the elevation of the bridge had to be increased until its span reached North 34th Street as it does today. During the ship canal construction in 1914 the bridge was washed out by a dam break. A temporary Stone Way bridge was built to use until the ship canal was finished.

Upon completion of the Lake Washington Ship Canal project, the present bascule Fremont Bridge opened to traffic on June 15, 1917. This rebuilding included capacity for auto traffic in addition to streetcar tracks. The streetcar era in Seattle ended in 1941 but today, cars, buses, pedestrians and bicycles cross over the Fremont Bridge.

The Fremont Bridge was designated as a City of Seattle Historic Landmark in 1980, as characterized by its prominence of spatial location and its easily identifiable visual feature of the neighborhood. The Bridge contributes to the distinctive identity of Fremont.

Sources:

Leslie F. Blanchard, Street Railway Era in Seattle: A Chronicle of Six Decades, 1968.

Caroline Tobin, Fremont Historic Context Statement, 2009.

$40,000 Loss from Bursting Fremont Dam.” Seattle Daily Times, March 14, 1914, pages 1, 5, and 12.

“Building permits, Carl Signor, 2944 Westlake Avenue, build two-story frame store building.”  Seattle Daily Times, August 18, 1904, page 7.

“Dam bursts on Lake Union… March 13, 1914.”  HistoryLink Essay #20222 by David B. Williams, 2016.

Fremont Bridge — National Register of Historic Places.

Seattle Municipal Archives, photo number 2787, Signor grocery building.

“Wood trestle spans canal and connects Seattle’s Fremont neighborhood with the foot of Queen Anne Hill in 1892.”  HistoryLink Essay #3309 by Priscilla Long.

“Fremont Bridge.” HistoryLink Essay #20374 by Glenn Drosendahl.  This essay gives the timeline of the series of bridges which were built at Fremont, culminating in the present bridge.

North 41st Street Pedestrian Bridge Seismic Retrofit

Major construction work to retrofit the North 41st Street Pedestrian Bridge across Aurora Ave North is expected to be complete by April 2025. Construction crews have reinforced the bridge’s footing, installed carbon fiber wrapping to strengthen its towers and piers, and replaced damaged concrete including nearby sidewalks and curb ramps.   

Construction workers using a lift to perform maintenance on a pedestrian bridge over a busy street. Traffic cones and barriers are in place.
The photo above shows crews working on seismic retrofit for the N 41st St Pedestrian Bridge, earlier this month (SDOT). 

Due to recent weather conditions, crews have been unable to paint the carbon fiber they installed to strengthen the bridge and finish minor restorations. Once the crews are able to complete this work, we’ll remove the traffic control measures in place. Full project completion is expected by spring 2025. 

Safety Reminders

  • Street Closure: N 41st Street is closed between Linden Ave N and Whitman Ave N until construction is complete. This closure ensures safety for everyone traveling and allows crews to work as efficiently as possible.
  • Lane and Sidewalk Closures: Sidewalks, crosswalks, and one bus lane on Aurora Ave N (either northbound or southbound depending on where work is occurring) will be temporarily closed at times to safely divert people walking, rolling, biking, and driving away from where work is occurring. Please follow all detour signs in place.  

Project Overview

Earthquakes could have a major impact on Seattle’s infrastructure. To address seismic risks to city infrastructure, the City of Seattle established a bridge seismic program to assess how vulnerable the City’s bridges were to earthquakes, and to reinforce bridges to better withstand the potential impacts of an earthquake. 

As part of the Levy to Move Seattle, 16 bridges were selected for seismic reinforcements, including the N 41st Street Pedestrian Bridge. The N 41st Street Pedestrian Bridge is an older bridge constructed in 1936 and provides a more direct connection across Aurora Avenue for the north Fremont neighborhood.  

A concrete pedestrian bridge with an art deco design spans across a multi-lane road. The bridge shows visible wear, and a low clearance sign is posted

The photo above shows the N 41st Street Pedestrian Bridge over Aurora Ave N before planned seismic retrofit improvements (Google Street view).

We’re not changing the current use and operation of the bridge. The N 41st Street Pedestrian Bridge seismic retrofit will strengthen existing bridge components and reduce the bridge’s vulnerability to earthquakes. Major construction work includes: 

  • Retrofitting the bridge’s footing.
  • Installing carbon fiber wrapping to strengthen the bridge’s towers.
  • Repairing cracks and damaged concrete.
  • Replacing bolts throughout the bridge.
  • Replacement of impacted concrete panels and curb ramps