came from harbor-related activities, and where the Port controlled 21 of the city's 88 piers and terminals, this was no small thing. A pair of 1960 ballot measures passed by broad margins. One expanded the Port Commission from three members to five, with the two new members elected at large rather than on the longstanding three-district basis. The other allocated US$10 million in bonds to fund modernization. The state government followed this up in 1961 by giving the Port expanded taxing authority, while also following a Booz Allen recommendation to get the Commission out of day-to-day operations, instead establishing separate, professionally-run departments for Planning and Research, Data Processing, Real Estate, Trade Development, and Public Relations. Containerization The 1960 Mechanization and Modernization Agreement (M&M) put the ports and labor unions of the West Coast of North America, including Seattle, firmly on the path away from break-bulk cargo toward containerization. Alaska Steamship Company had experimented with containerization as early as 1949, and Sea-Land had begun the move toward international standardization when it shared its patents in 1956, but the unions had initially opposed moving in this direction because of the inevitable loss in jobs from what was, as much as anything, a labor-saving technology. With the benefits offered in the M&M bringing the unions largely on board, the path was clear. Precisely because the Port of Seattle was doing poorly coming into this era, it had more reason than most to make a full-scale embrace of the new technology. In contrast, in particular, to Portland, the Port threw in its lot heavily for the new technology. In the summer of 1962, with the world's eyes on Seattle as host of the Century 21 Exposition (a World's Fair), the Port announced a US$30 million plan to build a major new container port on the Duwamish Waterway. They also "undert[ook] a six-year program to develop marginal lands and sell them to private industry" to expand the Seattle economy. Two years later, Sea-Land chose the Port's new Terminal 5 (on the site of the former Ames Terminal) as its West Coast headquarters. By the end of the 1960s, Seattle was the West Coast's second-busiest port. When Seattle's economy was slammed by the Boeing Bust around the turn of the decade, the previously moribund port was one of its few bright lights. The Port ended up buying the Boeing Plant 1 site along the Duwamish, which