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LlRHAHY
SUREAU OF RVILV.'AY FCONUMICÍ
WASrUKÜ i O.j. O, V-
IMPROVEMENTS
Delaware and Schuylkill Rivers
Delaware Bay.
MEMORIAL TO CONGRESS
Eepicsentatives of the Commercial, Maritime and other organizations, and the City
Councils of Philadelphia, asking for necessary appropriations.
PHILADELPHIA :
nUNLAI' & CLARKE, PRINTERS, IIastexgs' Bcu.itlNG, 819 & 821 FILBERT ST.,
1884.
^ -313 tli-
IMPROVEMENTS
for the
Delaware and Schuylkill Rivers
AND
Delaware Bay.
MEMORIAL TO CONGRESS
OF THE
Representatives of the Comiuercial, Maritime and other organizations, and the ( ity
Councils of Philadelphia, asking for necessary appropriations.
PHILADELPHIA :
di'NLAP i CLARKE, PRINTERS, Hastings' Building, 819 & 821 ITLBERT ST.,
1884.
COMMITTEES
JOINT COMMITTEE OF EEPRESENTATIVES.
John Welsh, Chairman.
James M. Febguson,
Fice- C hairman.
Jonathan Gillingham,
Secretary.
Executive Committee.
William R. Tucker, Joel Cook, Frederick W. Taylor, Edward R. Sharwood,
William Brockie, James Whitaker.
Board of Port Wardens.—James M. Ferguson, Joel Cook, William R.
Tucker, Edward K. Stevenson, Philip Fitzpatrick, William M. Neall.
Board of Trade.—John Welsh, Henry Winsor, Winfield S. Russell,
Thomas C. Hand, James A. Wright, Andrew Wheeler.
Commercial Exchange.—E. A. Hancock, Henry K. Cummings, William
Brice, Lawrence Johnson, C. B. Rowley, Frederick W. Taylor, Frank M.
Brooke.
Vessel Ovnuersl and Ca/ptains' Association.—Charles Lawrence, George A.
Cotton, Henry R. Edmunds, Franklin Smith, Thomas Winsmore, Joseph
W. Wilson,
Philadelphia Maritime Exchange.—William Brockie, JValter F. Hagar,
Theodore Frothingham, Isaac Hough, Edmund D. Smith, Edward R.
Sharwood.
Mayen-—William B. Smith ; President of Select Council—James R. Gates ;
President of Common Council—Charles Lawrence; Clerk—Joseph H. Paist;
Messenger—Mortimer L. Johnson.
Committee of Philadelphia City Councils on Commerce and Navigation.—
James Whitaker, William B. Trites, John Brady, Samuel Hart, Charles
H. Banes, John L. Lawson, A. A. Grace, Aaron Fries, Adam S. Conway,
Charles W. Karsner, John F. Trenchard, Joseph C. Springer.
Repbesentatives.
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Board of Harbor Commissioners.—Henry Winsor, Charles Piatt, Charles
A. Lewis, Joseph Wharton, B. H. Bartol, Edwin A. Gaskill, Samuel L.
Smedley.
Advisory Board to the Harbor Commission.—George B. White, U. S. N.,
Prof. Henry Mitchell, Thomas L. Casey, U. S. A.
Riparian Commissioners of New Jersey.—Bennington F. Eandolph, Amzi
Dodd, Gen. Gershom Mott, Arthur G. Ogilby.
Harbor Oßcers.—Master Warden, Christian K. Boss; Harbor Master,
James S. Lindsay ; Hydrographie Office, W. H. H. Southerland, U. S. N. -,
Coast Survey, H. L. Merinden.
United States Officials formerly in charge of Harbor Improvements.—Col. J.
N. Macomb, Gen. W. F. Eaynolds, Col. William Ludlow, Commander
Frederick Eodgers.
Pennsylvania Railroad.—George B. Eoberts, Frank Thomson, William J.
Latta.
Philadelphia & Reading Railroad.—George DeB. Keim, William Lorenz.
Camden & Atlantic Railroad.—William L. Elkins.
West Jersey Railroad.—John P. Green.
American Steamship Company.—Henry D. Welsh.
International Navigation Company (Red Star Line).—James A. Wright.
Boston <& Philadelphia Steamship Company.—Henry Winsor.
Clyde Steamship Company.—Thomas Clyde.
Ocean Steamship Company.—William L. James.
Philadelphia Tow Boat Association.—Frederick A. Churchman.
Girard Point Storage Company.—Joseph D. Potts.
Philadelphia Grain ElevcUor Company.—Frederick W. Taylor.
United States Officers of Engineers and Light-house Service.—Major W. H.
Heuer, Lieut. Thomas L. Casey, Commander George B. White.
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Improvements for Delaware River and Bay.
The representatives of the commercial and maritime organi¬
zations, the city government, and the railways, steamship lines,
and other corporations and bodies conducting the traffic of
Philadelphia, who* are interested in the improvement of the
navigation of the Delaware and Schuylkill rivers and Dela¬
ware bay, respectfully ask Congress to vote the various items
of appropriation recommended for that purpose by the United
States Engineers and Lighthouse officials.
These items are the following :
For the improvement of the Delaware river, between Trenton
and Philadelphia $35,000
For the Delaware river, below Bridesburg (Philadelphia har¬
bor), 217,000
For Schooner Ledge (to complete work) 57,000
For Cherry Island Flats 100,000
For the Schuylkill river 100,000
Total for improvements $509,000
For Marcus Hook Ice Harbor 40,000
For New Castle Ice Harbor (to complete work) 12,000
For new Ice Harbor at head of Delaware bay 100,000
For closing gap between the Ice Breaker and Breakwater, at
Lewes 250,000
For iron pier, at Lewes (to complete work) 12,000
Total for Ice Harbor and Breakwater $414,000
Total for all $923,000
For improvement of the tributaries of the Delaware, to wit:
For Wilmington (Del.) Harbor $75,000
For the improvement of Bancocas and Cohansey rivers. New
Jersey 30,500
$105,500
Total estimates asked to be placed in River and Harbor Bill.... $1,028,500
For removal of fog-signal from Cape Henlopen to the eastern
end of Breakwater 25,000
Total estimates asked to be placed in Sundry Civil BiU $25,000
■ Grand total $1,053,500
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These improvements are demanded by the large commerce
of Delaware river and bay, and the greater draft of water of
the large vessels of modern construction, carrying the bulk of
this commerce. The enormous coastwise trade of the river by
steam and sail is constantly growing, and it is estimated that
one-tenth of the entire ocean commerce of the United States
passes up and down the Delaware river and bay. Over 8,300
vessels from foreign and domestic ports entered Delaware bay
during 1888. . There arrived at Delaware Breakwater, using
it as a harbor of call or refuge during the past year, 1,579
vessels, chiefly from foreign ports. Philadelphia is a terminus
of two of the great railways leading from the interior to the
seaboard, and pouring out millions of tonnage to be shipped
from its wharves, thus contributing to the vast trade these im¬
provements are designed to benefit.
The following statements describe the desired improvements
in detail :
Improvement of the Delaware Valley Navigation.
The Delaware River between Philadelphia and Trenton.
The improvement of this portion of the river is of the
highest importance to the numerous vessels passing up to
Trenton, and to the very large traflGc of the Delaware and
Raritan Canal.
The main obstructions to navigation are in the vicinity of
Bordentown, and the appropriations heretofore made have been
expended there with good results.
It is proposed this year to begin work at Kincora bar, about
two and one half miles below Bordentown, for which purpose
there is asked an appropriation of $35,000.
The Delaware River below Bridesburg.
Under this head is comprised over 100 miles of the river
traversed by the foreign commerce of this as well as of other
ports.
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Special appropriations are asked for two points within this
stretch of river, and the other points included under the above
general heading, where serious obstructions to navigation re¬
quire to be removed, are as follows :
1. Five Mile Point.
Belief is sought here for the extensive up-river trade, where
the channel has been widened to 200 feet, but requires further
deepening to make it fully available.
2. Vicinity of Petty's Island.
At this point a bar separates the main ship channel from a
stretch of one and a half miles of deep water, making it un¬
available for foreign shipping. The channel now being cut
through this bar requires to be still further enlarged in width
and depth, to give sufficient facilities for the large grain and
coal shipments from Port Richmond, as well as the docking of
large vessels.
3. Mifflin Bar.
This bar lies in mid river, and its removal, or a sufficiently
deep and wide channel through it, is required to enable the
larger class of vessels to pass from the deep water above to that
below it, at all stages of the tide, and thus prevent the annoying
and costly delays in arriving at, and departing from, the
port.
Favorable results have been attained by the dredging of the
channel through this bar, but further work is necessary to in¬
crease the width of the channel, as well as to maintain that
already made.
4-. Bulkhead Shoals.
These shoals, like that at Mifflin Bar, are the cause of serious
delay, by obliging deep draught vessels to wait for the higher
stages of tide to proceed up or pass down the river. They
extend from Pea Patch Island in a northerly direction for about
three miles.
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During the past two years considerable progress has been
made on a channel through these shoals, and it is to complete
this channel to a sufficient width and depth that the additional
appropriation is now asked.
5. Dan Baker Shoals.
This obstruction to navigation, lying near the head of Dela¬
ware Bay, is of like character with that at Mifflin Bar and
Bulkhead Shoals, an insufficient depth of water compelling
vessels to wait for high tide with which to pass through.
Hitherto no funds have been available for remedying this
difficulty, the delays from which are the cause of much loss of
time and money by shippers.
To remove the obstructions at the five points named above,
a general appropriation for the Delaware B,iver below Brides-
burg Pa., is asked of $217,000.
The two localities alluded to as requiring special appropria¬
tions, owing to their relative importance and cost are as follows :
1. Schooner Ledge.
The channel through this ledge of fast rock and boulders
has now attained a width of over 300 feet, and it is estimated
that the additional appropriation now asked will complete the
work as originally projected.
Appropriation asked, $57,000.
2. Cherry Island Flats.
Much relief has been aflTorded to the commerce of the river
by the work already done on these flats, but their extent, some
two and a half miles, requires continued dredging to enlarge
the channel now under way, and for this purpose is asked an
appropriation of $100,000.
Schuylkill River.
This river is an important part of the port of Philadelphia,
and its grain and oil shipments are of the heaviest.
The large class of vessels engaged in this traffic require that
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the dimensions of its channels, heretofore thought suflBcient,
be increased in width, and to do this there is asked an appro¬
priation of $100,000.
Ice Harbors.
During the winter months of the year, ice harbors along the
Delaware are indispensable, and as ports of shelter have been
the means of saving many vessels, as well as preventing loss
of time by obliging vessels to lie at either end of the river until
a clear course is open throughout its full extent.
The increase in the commerce of the river calls for additional
area in some harbors already constructed, and the building of
at least one other.
1. Marcus Hook Ice Harbor.
This harbor, as far as its limited extent would pçrmit, has
proven of great value to shipping. An increase in its area, as
proposed by the U. S. Engineers, is needed to give accommo¬
dation to all the vessels desiring to use it in times of running
ice and severe weather.
With this end in view, and for a partial increase of the full
area deemed needful, an appropriation is asked of $40,000.
2. Hew Castle Ice Harbor.
This is substantially completed, needing, however, some
dredging to increase the anchorage ground, slight repairs to
the piers enclosing the harbor, and additional moorings for
vessels using it. This can be effected with an appropriation of
$12,000.
3. Ice Harbor at Head of Delaware Bay.
An ice harbor in this vicinity is imperatively demanded by
the entire maritime interest of the Delaware River. In former
times, when the commerce of the river was comparatively small,
its necessity was recognized in the construction by the General
Government of one at Reedy Island, which is now totally
destroyed.
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A small preliminary appropriation for the construction of an
ice harbor at this point was made in 1882, and with this an
examination to determine its proper location, and plans for its
construction are now being prepared.
The estimated cost of the work is about $400,000, and to
commence it and carry it on economically during the coming
year an appropriation is asked of $100,000.
Delaware Breakwater Sarhor.
This is a harbor of refuge for not only the commerce of the
Delaware, but as well for that of other ports of the United
States. Its depth has been steadily decreasing, and its anchor¬
age ground is now out of all proportion to the use which could
be, and which was intended to be, made of it when completed.
To remedy this, and to restore its character as a harbor of
refuge, it is proposed to close "the Gap," between the "Ice
Breaker" and "Breakwater," two stone-piles inclosing and form¬
ing the harbor. This opening admits the passage of heavy
seas, and by closing it and making a continuous structure of
the detached works, it is expected to stop the shoaling, and at
the same time increase the capacity of the harbor. An ap¬
propriation for commencing this work was made in 1882, with
which materials were purchased and preliminary constructions
begun.
The amount which can be profitably expended during the
coming year, and for which an appropriation is asked, is
$250,000.
Lewes Pier.
This pier projects into the Breakwater Harbor, and promises
to become of great importance as a landing and supply pier.
To entirely complete it, the sum of $12,000 is required.
Tributaries to the Delaware.
Christiana River ( Wilmington Harbor^
Wilmington, Del., is an enterprising and growing city, the
seat of many industries—ship-building being one of its most
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important. Its commerce, both domestic and foreign, is con¬
siderable.
Work baa been in progress in the improvement of this har¬
bor for several years back, and of late, with a view of giving a
15-feet channel from the mouth of the river (Christiana), to
above the city.
To carry on this work as well as to improve the entrance
into the Delaware, an appropriation is asked of $75,000.
Rancocas River, N. J.
This stream drains a large area of country, and its natural
capacity, for a certain distance, is exceptionally good.
To continue the work in progress here, an appropriation is
asked of $25,000.
OoTiamey Creek, N. J.
But a small amount is needed to complete the improvement
of the navigation of this stream, which has been in progress
for several years.
The appropriation asked, is $5,500.
Improvements have also heretofore been made, or surveys
looking to their improvement, of the following :
Broadkiln river, Mispillion creek. Duck creek, St. Jones
river, and Indian river, Delaware ; and in New Jersey, Man¬
tua, Woodbury, and Raccoon creeks, and Salem and Maurice
rivers.
To begin the improvement of these streams, or to continue
those already begun, if is estimated would require an aggre¬
gate of $269,500.
Lights and Beacons.
It having been decided to close the gap in the Delaware
Breakwater, and the preliminary work having begun, it be¬
comes a matter of necessity to light both ends of the Breakwater,
to guide vessels clear of it, or .into the harbor behind it. The
only light now on the Breakwater serves the double purpose of
guiding vessels through the gap (now about to be closed), and
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as the front light of the Delaware Breakwater range. It, of
course, ceases to be useful for the first-named purpose, but must
be retained on account of the important range of which it is
the front light.
Experience has demonstrated that the fog signal on Cape
Henlopen Point is badly placed, because of the high sand hill
in the rear, and it is too far from the Point to make a good
guide in thick weather around the Cape. The Light House
Board has decided that the fog signal should be placed on the
Delaware Breakwater.
The estimates of the engineer of the District for lighting
the ends of the Breakwater and removing the fog signal are
$15,000 ; but this does not include new boilers, which should
be put in when the change is made. An appropriation of
$25,000 should be made.
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PERMANENT IMPROVEMENT OF PHILADELPHIA
HARBOR.
United States Engineer Office, \
1125 Girard street. )
Philadelphia, Pa., Pecemher 19, 1888.
To the Board of Harbor Commissioners
of the City of Philadelphia, Pa.
Gentlemen :—At the last stated meeting of the Board of
Harbor Commissioners, sitting in conjunction with the Advisory
Commission,- a resolution was adopted to the effect that the
latter body be requested to draw up a partial report of
its scheme of improvement in the Harbor of the Port of
Philadelphia, for the purpose of framing therefrom a memorial
to Congress, asking that a sum sufiScient to commence opera¬
tions be appropriated as soon as possible, in order to carry
these plans into execution.
Pursuant to this resolution, we have the honor to submit the
following report :
After the meeting of this Commission with your Board in
May last, it was found necessary to obtain reliable information
as to the actual state of the wharf line in localities where ex¬
tensions of wharves had taken place since the survey of 1878.
For this purpose, and to defray the expenses of bringing to¬
gether the members of this Advisory Commission, a small
appropriation was asked from Councils. This appropriation
not being favorably acted on at the time, a number of public-
spirited citizens offered to defray these expenses, in anticipation
of being reimbursed by the City Councils. This action made it
possible for this Advisory Commission to give now to your hon¬
orable Board the results of their deliberations.
We shall speak first of that part of the Delawàre River lying
between Bridesburg and Cooper's Point, which may be called
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the present head of the Harbor of Philadelphia ; secondly, of
that part including Smith's Island Bar and Smith's and Wind¬
mill Islands ; and, finally, of the proposed changes in the
Wardens' lines between the American Steamship wharves, foot
of Washington avenue and Greenwich Point, inclusive, and of
the necessity of removing the so-called Greenwich Point middle
ground and shoal.
This Board would earnestly dwell upon the necessity of
prompt action in beginning the improvements for the mainten¬
ance of Petty's Island North channel as the main pathway of
the river. All data collected from sources dating as far back
as 1819, show that injudicious encroachments in this North
channel of Petty's Island have excluded a large volume of the
water necessary to maintain this as the principal channel-way
both for ebb and flood stream. This large volume of water
has sought an outlet by the South channel of Petty's Island,
and the effect has been a marked improvement in the South
channel, and the formation of bars and obstructions in the North
channel.
In order to remedy this injury, costly works must be under¬
taken in the vicinity of Petty's Island, and this Board is of the
opinion that the most feasible plan for the enlargement and
reclamation of this North channel is to remove a part of Petty's
Island, rather than to seek the remedy in restoring the shore
line of a previous date along the Philadelphia frontage, where
most valuable property and interests are now centred. We
have shown to your Board a tracing embodying the outlines of
the proposed changes.
In this project the interest of the State of New Jersey in
maintaining a passageway through the south channel is fully
considered, in that by restricting the width of the south channel
it does not diminish the water frontage, while it secures greater
depth.
In connection with' the proposed changes .^around Petty's
Island, we are of the opinion that the present Incation of the
harbor line, extending from the Richmond elevator pier to
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Bridesburg ia not in accord with this project of improvement.
If maintained, and the wharves are built out to it, especially
at Five Mile Point, the object sought in the proposed change
in the shore of Petty's Island would be endangered. We
therefore propose a retreat of this line, especially at Five Mile
Point. This retreat is made in order to keep the flow of the
ebb stream close to the Pennsylvania shore.
We now come to that part of the river including Smith's
Island bar and islands. This is also a very important subject.
This bar has been shifting towards the Philadelphia shore at a
most rapid rate. .The surveys made recently by the United
States Engineer Department show a movement of 300 feet since
1878, or in less than five years, thus restricting by that measure
the channel way and anchorage room in this already narrow
part. We are of the opinion that the proposed improvement
around Petty's Island, by inducing a wider circulation of the
ebb and flood streams, between the Philadelphia shore and
Smith's Island bar, and aided perhaps, with some dredging on
the borders of the bar, will restrain the tendency of the bar to
shift towards the Pennsylvania shore, and will restore the pre¬
vious more favorable conditions.
With reference to that part of the river between the old
Navy Yard and Greenwich Point, we would say that the
Wardens' line between Pier 48 South and Reed street would
not have been the one advised by this Board, but considering
the uniform building out to this line, we propose to let that
part remain and to extend the direction of this line till it inter¬
sects the prolongation of the north side of Tasker street, and
then deflect at such an angle as to gradually approach the low
water line at Greenwich Point, as shown in the tracing sub¬
mitted to your Board at the last meeting.
Directly at Greenwich Point the position of the proposed
line was considered with reference to the removal of the
Greenwich Point Middle-ground and Shoal.
In conclusion, we would again press upon your Board the
necessity of prompt action in requesting the proper appropri-
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ations of funds to begin these improvements, the vast commer¬
cial interests of the city demanding it in order to restrain the
evils caused by injudicious encroachments in times past.
We would recommend to the Honorable Board of Harbor
Commissioners to use their influence in procuring the passage
of a law by Congress at its present session to read as follows :
" Permanent improvement of the Harbor of Philadelphia,
"Pennsylvania, at and near Petty's Island: Commencing
" operations, five hundred thousand dollars ; and this sum shall
" be expended at such places in said harbor as the Secretary
" of War shall determine : Provided, That the Secretary of
" War be, and he is, hereby authorized and empowered to
" enter upon, purchase, take, and hold any lands or premises
" that may be necessary and proper for the construction of
" said works ; and in case the owner of such lands and prem-
" ises and the Secretary of War cannot agree as to the value
" of the lands and premises taken or to be taken for said use,
" then the value thereof shall be determined by the appraisal
" of three disinterested commissioners, who may be appointed
" upon application by either party to the Judge of the United
" States District Court for the District in which such lands or
" premises may be situate ; and said commissioners in their
" assessment of damages shall appraise such lands and premises
" at what would have been the value thereof if said works had
"not been constructed; and upon return into said United
" States District Court of said appraisement, and upon the
" payment into the same of the estimated value of said lands
" and premises so taken and appraised as aforesaid, said lands
" and premises shall be deemed to be and shall become the
" property of the United States, which shall thereby acquire
"full title to the same; and either party feeling aggrieved at
" said appraisement may, within thirty days after the same
" has been returned into said Court, file an appeal therefrom and
"demand a trial by jury in said Court to ascertain the dam-
" ages sustained : Provided further, That the money hereby
" appropriated shall be used solely for the improvement of the
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" Harbor of Philadelphia, and in accordance with the recom-
" mendations of the Commission Advisory to the Board of
" Harbor Commissioners of Philadelphia, approved by the
" President of the United States, and no part thereof shall be
" expended with the view to the improvement of private
" property."
This appropriation it must, however, be understood should
not be allowed to interfere with the appropriations recom¬
mended by the U. S. Engineer in charge of this district in his
last annual report to the Chief of Engineers, U. S. Army.
Very respectfully, your obedient servant,
(Signed)
G. WEITZEL,
(Signed)
Thos. L. Casey,
Lieut. Col. of Engineers, TJ. S. A.,
Chairman Advisory Commission.
First Lieut. Engineers, U. S. A.,
Secretary Advisory Commission.