page_title: History of Seattle since 1940
section_title: WWII and the Boeing era: 1945–1970
hierarchical_section_title: History of Seattle since 1940 / WWII and the Boeing era: 1945–1970
caption_attribution_description: Alaskan Way Viaduct under construction, Seattle, Washington 1952. View is probably from atop a building between S Main St and S Washington St. The buildings in the foreground on the left were eventually torn down to build the Washington State Ferry Terminal.
context_page_description: History of Seattle, Washington since 1940
context_section_description: From World War II until 1970, Seattle underwent what amounted to a long, sustained economic boom, although not without occasional reverses. Boeing was hiring, the economy was booming, and while there had been no successful regional planning, the city had not yet grown quite large enough.
  The Boeing airplane company grew out of the fortune of William "Bill" Boeing's boat company and his fascination with airplanes and flying. In 1917, before American entry into World War I, Boeing employed only 28 people, but when the war orders started coming in, Boeing grew to "an enterprising firm with the one customer airplane builders had in those days, the federal government. Employing about four thousand people, with sales just under ten million dollars a year, it was a good if unspectacular business for Seattle." The company struggled through the period between the wars, and "began to build dressers, counters and furniture for a corset company and a confectioner's shop, as well as flat-bottomed boats called sea sleds." However, when World War II started, the government suddenly desired tens of thousands of planes a year, and Boeing was positioned to provide them. Working under fixed-fee contracts, Boeing churned out airplanes and became by far the largest employer in Seattle.
  However, Boeing spawned few local spin-off industries; only 5% of the subcontracted work was in the Puget Sound. Boeing was, by intention, a place where engineers designed the planes and line workers assembled parts that were imported from all over the world. Ostensibly, this would reduce the dependency of Seattle's economy on the fortunes of the airline business. The problem was that Seattle was still dependent on the airline business, without enjoying any of the spin-off industries that might have diversified the economy. When the war ended, "the military canceled its bomber orders; Boeing factories shut down and 70,000 people lost their jobs," and initially it appeared that Seattle had little to show for the wartime Boeing boom. While the war was on, almost all production went either towards Boeing factories or Boeing planes. After the war, the crash ensured that no one would have much money for new local development.
  This period of stagnation soon ended with the rise of the jet airplane and Boeing's reincarnation as the world's leading producer of commercial passenger planes. With the Boeing 707-120, Seattle became Boeing's company town; "in 1947 Boeing employed about one out of every five of King County's manufacturing workers, in 1957 about every other one." As Boeing boomed, so did Seattle. From 1940 to 1950, the population increased 99,289 or 27% from 368,302 to 467,591. From 1950 to 1960, the population increased 89,496 or 20% to 557,087. All of those people had to live somewhere, and the Fifties saw a huge housing boom. Population density all over Seattle exploded as people filled the boundaries of settlement in the city and began to move north. Most of the development was in single-family houses, since land was plentiful.
  At the same time, the freeways were being built to compensate for all this new growth. The community of Mercer Island, the "Eastside" (east of Lake Washington) communities of Bryn Mawr, Newport, Bellevue, Clyde Hill, Hunts Point, Medina, Juanita, and the northern suburbs of Kenmore, Lake Forest Park, and Lake Hills all came into being during the Boeing boom. Interstate 5 (I-5) cut the city in half on a north–south axis, while I-90 crossed east–west, connecting with Mercer Island via the floating Lacey V. Murrow Memorial Bridge. SR 520 skirted the north end of Montlake just south of the Montlake Cut, and paralleled I-90 with its own floating bridge. I-5 neatly cut off Downtown Seattle from Capitol Hill, First Hill, and even from part of the historic downtown, including the Tony Sorrento Hotel, which was left stranded on the "wrong" side of the freeway. I-90 was perhaps less disruptive (unless, of course, you were living in its path), since it is partly routed through a tunnel and skirts a more-or-less unbuildable edge of Beacon Hill
caption: Constructing the Alaskan Way Viaduct, 1952