-jovtt.s
Development of the Delaware River Water
Front o. Philadelphia, Including Description
of Bulkf\ead, Street, and Pier Construction
GEO. S. WEBSTER
Read before The Engineers' Club of Philadelphia, December 7, J90J
1902
[Authorized reprint from Vol. XIX, No. i (January, 1902), of the copyrighted Proceedings of
The Engineers' Club of Philadelphia,]
DEVELOPMENT OF THE DELAM'ARE RIVER WATER FRONT OF
PiilLADELPlllA, INCLUDING DESCRIPTION OF BULKHEAD,
STREET, AND PIER CONSTRUCTION.
■ • geo. s. webster.
Read December 7, 1901.
Early History.
In 1682, when Philadelphia was laid out under the Proprietary, and
the first drawing or map of the same was made by Thomas Holme, the
present Front Street corresponded with the west bank of the River Del¬
aware. Lots were sold on the westerly side of this Front Street only,
the easterly side remaining as a bank or open common.
In the early daj's of the town there had evidently been an encroach¬
ment upon the bank side of Front Street, as shown by the records of
the time.
William Penn, in a letter dated June 3, 1684, referring to the bank
or river front lots, writes: "The bank is a top common from end to
end, the rest next the water belongs no more to front lot men than
back lot men. The way (Front Street) bounds them; they may build
stairs, and the top of the bank a common exchange or walk; and
against the streets common wharves may be built freely; but into the
water, and the shore, is no purchaser's."
Between the years 1684 and 1690 the demands of commerce and
the occupancy of certain portions of the river bank by stores caused
a change in policy, as patents for bank lots lying eastward of Front
Street were issued to citizens prior to and during 1690-1691.
Regulation of Bank.—These patents restricted the heights of build¬
ings on the bank side of Front Street, which gave rise to a petition
from the owners to build as "high as they pleased." After considera¬
tion the Commissioners of the Proprietary formulated what is known
as the "Regulation of the Bank." The petition was granted, one of
the conditions being that all owners "shall regularly leave thirty foot
of ground in the clear, for a cartway under and along the said whole
bank, and in convenient time shall make the same to be a common and
public cartway for all persons, by day and by night, forever hereafter."
2
Water Street Laid Out.—This indicates the Avay in which the present
Water Street was first laid out.
The Act of March 24, 1832, was passed to enable the " Mayor, Alder¬
men, and citizens of Philadelphia to carry into effect certain improve¬
ments and execute certain trusts relative to the will of Stephen Girard."
Since the 3'ear 1690 the bank lots had been built upon on the easterly
side of Front Street and the boundaiy avenue moved to Water Street.
The commerce during the time of Stephen Girard had so much in¬
creased, and with it the extension of wharves further into the river,
and the building of stores near the wharves, as to demand further en¬
croachments upon the river.
A firm belief in the future commercial importance of Philadelphia,
and a keen grasp of the necessities of the time and of the future, un¬
doubtedly were possessed by Stephen Girard, to enable him to plan
as he did, not only for laying out a new front street on the Delaware
River, but to plan and provide for its expansion, as indicated by the
following section of his will, proved December 31, 1831, in which he
set aside $500,000, the interest to be used thus :
Stephen Girard's Will.—"To lay out, regulate, curb, light, and pave
a passage or street on the east part of the city of Philadelphia, fronting
the River Delaware, not less than twenty-one feet wide, and to be
called Delaware Avenue, extending from Vine to Cedar Streets, all
along the east part of Water Street squares, and the west side of the
logs which form the heads of the docks, or thereabouts; and to this
intent to obtain such acts of Assembly, and to make such purchases
or agreements, as will enable the Mayor, Aldermen, and Citizens of
Philadelphia to remove or pull down all the buildings, fences, and ob¬
structions which may be in the way, and to prohibit all buildings,
fences, or erections of any kind to the eastward of said avenue ; to fill
up the heads of such of the docks as may not afford sufficient room
for the said street; to compel the owners of wharves to keep them
clean and covered completely with gravel or other hard materials,
and to be so leveled that water will not remain thereon after a shower
of rain; to completely clean and keep clean all the docks within the
limits of the city fronting on the Delaware; and to pull down all plat¬
forms carried out from the east part of the citj' over the River Dela¬
ware, on piles or pillars."
Delaware Avenue Laid Old.—Councils, by ordinance of February
27, 1834, following out the provisions of the above-quoted section of
the will of Stephen Girard, authorized the laying out of Delaware
4
Avenue, twenty-five feet in width, from Vine to Cedar Streets (South
Street).
By various ordinances covering a period from 1834 to 1839 the open¬
ing of portions of this avenue was authorized.
Proceeding under the authority of the Act above quoted, the Trustees
under the will performed and bore the expense of this work, covering
a period from 1834 to 1845.
Initial Widening of Delaicare Avenue.—The increase in commerce
about this time demanding a further increase in facilities, the Trustees,
acting under the same authority, between the years 1857 and 1867,
widened the avenue from a width of 25 feet to that of 50 feet between
Vine and South Streets.
The City of Philadelphia as Trustee under the will of Stephen
Girard, expended between 1832 and 1845 the sum of $249,696.81. On
account of the second widening of the avenue, between 1857 and 1867,
' they spent the sum of $313,726.30, which does not include large sums
paid for paving, lighting, and cleaning the avenue.
That portion of Delaware Avenue between Dock Street and Wash¬
ington Avenue was authorized to be placed upon the plan of the width
of 80 feet by an Act of Assembly of May 15, 1871, and an ordinance
of Councils of May 13, 1872, and was confirmed by the Board of Sur¬
veyors June 24, 1872.
The ordinance of July 3, 1872, authorized the Chief Commissioner
of Highways to open Delaware Avenue, and the Pennsylvania Rail¬
road Company was authorized to occupy 30 feet of width on the east¬
erly side thereof, provided that the city of Philadelphia shall be at no
expense for the bulkheads and graduation and paving thereof. The
work was practically completed as authorized.
March 7, 1873, an Act of Assembly was passed authorizing the Chief
Commissioner of Highways of the city to open Delaware Avenue from
the north side of Dock Street to Christian Street, of the width of 80
feet.
By an Act of March 12, 1873, the Pennsylvania Railroad Company
was authorized to occupy for railroad purposes the easternmost 30
feet of Delaware Avenue, as widened between Dock Street and Chris¬
tian Street.
Commission to Report on Widening of Delaware Avenue.—On Ma}'
11, 1877, Councils by resolution authorized the appointment of a Com¬
mission to examine into and estimate the cost of widening Delaware
Avenue between Walnut and Vine Streets, either on the west side or on
5
the east side, to the width of 90 feet. The Commission reported on
June 29, 1877, upon both these propositions, and recommended at
that time the widening on the east line to a width of 80 feet between
Dock and Vine Streets, estimating the cost of the same at $470,000.
The Commission consisted of Samuel L. Smedley, then Chief Engineer
of the city, D. Hudson Shedaker, Robert Briggs, and Strickland
Kneass. No work was ever done toward the widening of the avenue
based upon this recommendation.
hnprovement of Harbor.—On August 11, 1888, Congress authorized
an appropriation with which the work of improving the harbor was to
begin. The necessity for wharves of sufhcient length to dock larger
vessels was recognized by the Board of Engineers reporting upon the
project for improvement, which involved the removal of Smith and
Windmill Islands, covering about 25 acres, and a portion of Petty
Island, opposite the city water front, and the construction of a channel
from Fisher's Point to Kaighn's Point, 1900 feet width between pier¬
head lines, of a least depth of 26 feet for a width of 1000 feet, along the
Philadelphia front, and for the remaining width of 900 feet a depth
decreasing from 26 feet to 12 feet at low water, along the Camden side,
giving a normal cross-section to the river of 55,000 square feet at mean
low water.
The act provided that the title to Smith and Windmill Islands and
that portion of Petty Island taken should first be acquired by the
United States, but limited the appropriation for the purpose to
$300,000.
State and City Expenditures.—The State of Pennsylvania, by the
Act of May 31, 1889, appropriated $200,000, and the city of Philadel¬
phia, by Ordinance of May 15th of the same year, appropriated $230,000
to aid in securing the title to the government. The city actually
paid of this sum $208,652.86.
Revised wharf lines, increasing the limit to which piers may extend
into the Delaware River, were established, the final ordinance being
approved October 7, 1891.
The harbor work was begun in 1891, but very little was accomplished
until 1893, the whole work under the project being completed in De¬
cember, 1897. As this work of increasing the depth of channel of the
river was progressing, preparations were being made to increase the
landing facilities.
The national government had been carrying on the work of deepen¬
ing the channel of the Delaware River to a depth of 26 feet below low
Fig. 2.—Harbor View before Removal of the Islanhs.
7
water from the harbor to the sea, which work was supplemented by
the city of Philadelphia, $905,000 having been expended by the city,
$685,000 of which was expended on the Delaware River.
For some years prior to 1895 the conditions along Delaware Ave¬
nue were very unfavorable to the development of commerce, and be¬
tween Vine and South Streets was a badly congested district during
the business hours of the day, resulting in frequent blockades and great
delay to shippers.
Widening of Delaware Avenue Authorized.—Councils, bv' Ordinance
dated June 23, 1893, authorized the widening of Delaware Avenue,
between Christian Street and Laurel Street, to a least width of 150
feet, the easternmost line to conform to the bulkhead line established
by the Secretary of War. Plans were prepared in accordance with
the ordinance, the increased width of the street being taken from the
docks on the easterly side of the avenue, except at Pine Street and
Lombard Street, where corners of buildings on the west side were cut
off, and between Market and Walnut Streets, where the westerly line
of the avenue as laid down cuts off several feet from the fronts of the
properties. These latter properties were exempted in the ordinance
authorizing the physical widening of the avenue. This plan was con¬
firmed by the Board of Surveyors on November 19,1894.
By Ordinance of March 11, 1895, Councils authorized the phv'sical
widening of the avenue to the width as laid down upon the plan, except¬
ing the properties on the west side between Market and Walnut Streets,
and authorized the Mayor of the city to negotiate with property owners,
with a view to an adjustment of the damages suffered, by reason of
the taking of the property for the widening. Negotiations were
carried on by the Majmr, through the Bureau of Surveys, with inter¬
ested owners, comprising some of the larger corporations in the city,
which resulted in the majority of the owners agreeing amicably with
the city upon the amount of damages suffered.
Basis of Negotiations for Settlement of Damages.—The settlements
were made upon the following basis: (1) The measure of damages for
the area of pier taken is the cost of building an equal area eastward
into the stream, or, in other words, to reinstate the owner in a position
equal to that which he enjoyed before the widening. (2) Wharf owners
to be paid for all structures on the east side of Delaware Avenue taken
by the widening. (3) The work of widening to be carried on so as not
to interfere with the business of the owners. (4) The city to bear the
expense of proper connection between the piers and new bulkhead.
9
With the exception of about four owners upon the easterly side
of Delaware Avenue and a few owners on the westerly side of Dela¬
ware Avenue, whose interests were such that the basis above quoted
could not be accepted, all the damages were settled by negotiation
without litigation. The claims of three of the owners mentioned, on
the easterly side of Delaware Avenue, Avere finally settled, the city
acquiring title to the river front property adjacent to the city piers.
One suit is pending, but will probably reach an amicable adjustment.
Settlements with Owners Authorized.—Councils, by Ordinance of
October 6, 1896, authorized the payment of the sums agreed upon
betAveen the Mayor and the OAAmers, in consideration of Avhich the
OAvners dedicated the bed of DelaAvare AA^enue and released all
claims for damages. By Ordinance of January 13, 1896, the crea¬
tion of a loan of $1,500,000 Avas authorized for the purpose of carrying
on the work of Avidening DelaAvare AA'enue. By Ordinance of March
31, 1896, the AA'ork of AAÚdening the Avenue, constructing a bulkhead,
building of seAvers, and extension of city piers Avas authorized, to¬
gether Avith all the necessary Avork to permanently paA-e the AA'enue.
Physical Widening of the Avenue Authorized.—By Ordinance of
November 27, 1896, the Board of Directors of City Trusts AA'as author¬
ized to join AA'ith the City Department in carrying on this AA'ork, and
it agreed to set aside the sum of $650,000 for this purpose, AA'hich
represented the surplus interest AA'hich had accumulated from the
original bequest of $500,000 of Stephen Girard.
As a result of the payment of $865,961.23 by the city for acquiring
property, and in payment of damages for property taken for the
widening, the corporations and individuals tore doAA'n the old structures
and built neAV and enlarged structures, some of them of steel, giving
additional accommodations to shippers and iiwiting commerce to the
port. Applications for pier extensions AA'ere first made in 1894, during
which year tAvo Avere so extended.
The improvements made by the OAvners Avere largely in excess of
the amount of compensation received from the city. SeA'eral millions
of dollars were probably spent for the improA'ements.
The city of Philadelphia OAvned valuable AA'ater front, including
piers, at the foot of Race Street, Arch Street, Chestnut Street, and
Dock Street, other property at the foot of Vine Street, Market Street,
and South Street being used by ferry companies under leases.
.The AVork of AA'idening DelaAvare Avenue haA'ing been authorized
and appropriation made, measures Avere taken to determine the con-
10
clitions which would be met in constructing a bulkhead across the docks,
by making test borings and driving test piles.
Test Borings.—The borings indicated soft mud lying over a harder
stratum of mud, reaching to a depth in some cases of 60 feet, where
gravel was met. In some cases gravel was reached at a depth of 32
feet, but the average was about 44 feet. All of the above depths are
referred to city datum, 2.25 feet above mean high water.
Test Piles.—The test piles in some cases went through the mud with
a few blows and brought up hard. At other times it was necessary
to give a pile 200 blows before it brought up. Tests were made with the
ordinary pile driver and with the steam pile driver. The advantage
was in favor of the latter, and as most of the piles were driven with
steam, the penetration was greater than would occur in ordinary
practice.
Tests were also made in driving piles with and without steel shoes,
under similar conditions. A number of piles were withdrawn and the
condition of the shoes or points examined. The results of these tests
proved that, excepting where old timber cribs were encountered, as
great a penetration could be obtained without shoes as with them,
owing to the fact that a broomed point did not seriously interfere
with the driving, while a displaced shoe did.
Essential Parts of the Worh.—The first essential in the work was the
construction of a bulkhead about 5200 feet in length. In addition to
the construction of the bulkhead, the work embraced the construction
and reconstruction of about 8000 lineal feet of sewers of various sizes,
in the adjacent streets, on a system by which the ordinary flow of
sewage from this district was intercepted and carried out to discharge
at the pierhead line, while the storm-water flow was permitted to dis¬
charge at the head of the docks, and also included the filling in of the
reclaimed areas and the temporary paving of the entire new portion
of the avenue with granite blocks on a gravel base.
The reclaiming of a strip of from 70 to 100 feet in width, taken from
the docks, having a depth of water varying from 4 to 20 feet, covering
a layer of soft mud from 10 to 40 feet thick, resting on the gravel bed
of the river, presented a number of problems for solution: (1) The
best method of dealing with this soft river bottom to insure sta¬
bility in the completed structure; (2) the best way to confine the
filling to prevent movement in the bulkhead ; and (3) the best type of
bulkhead to adopt to meet the requirements of stability, economy,
and appearance.
12
A considerable number of preliminary studies and plans had been
made, and after the tests referred to above, the final designs were
determined upon, the plans brought to completion, the work adver¬
tised, and begun October, 1897.
General Description.—The plans adopted for the bulkhead con¬
sisted of two types, known as the General Timber and General Con¬
crete Sections. The former, consisting of a concrete wall on pile and
timber platform, backed by sheet piling and braced by spur piles, was
adopted back of ferry slips, open piers, or where permanent pile plat¬
form extended beyond the bulkhead line, where appearance was
secondary and economy was of primary consideration. The latter,
although more costlj^ was adopted for the head of all docks and open
waterways, as it promised to be more permanent than the other sec¬
tion, and was not open to the following objections which applied to the
other section: viz., the tendency of sewage and offal to collect and
decay under the platform and the unsightly appearance at low tide
of the woodwork below the platform.
Piles and Pile Shoes.—Southern yellow pine piles were used through¬
out the entire work, those forming the support for the concrete blocks
of such size as to cut off at least 12 inches in diameter, 12 feet below
low water. All other piles were 14 inches diameter where cut off in
the work. The piles were driven with a 3500-pound hammer, with
effective fall of 10 feet to refusal. The points of all piles were trimmed
to a 4 inches square end, and the piles were generally driven without
shoes, except when through old cribs or other timber work, when
chilled-point shoes were used. These shoes were 4 inches square,
fitted squarely to the point of the pile and attached by four straps,
each spiked on with two f X 4 inch spikes.
Description of General Timber Section.—The General Timber Section
consists of transverse rows, 5 feet apart, of vertical piles, eight to the
row, spaced 5 feet centers, braced by two inclined piles to each row,
staggered to brace the middle four rows. After being straightened
and stay-lathed to position, the piles were shouldered transversely to
form a 6-inch tenon, and two 6 X 12 inch clamps, bearing on the
shoulders, were bolted with two |-inch header bolts to each pile.
On top of the clamps, 6 X 14 caps, laid flat, were spiked to the
tenon of each pile with a f inch X 20 inch rag spike, supporting the
flooiing, that was put on in two layers, the bottom layer being 4 inches
thick and ])arallcl with the bulkhead line, spiked to the caps and
clamps with f X 14 inch spikes, the upper floor being 3 inches thick,
Plate I.—Webster.—Development of the Delaware Kivee Water Fuosr.—Proceedings of The Engineers' Club of Phüadelphia, Vol. xix, No. 1 (January, 1902).
f.r
GENERAL TIMBER SECTION OF
Delaware Ave. Bulkhead
—FROM
Vine to South St.
DEPARTMENT OF PUBLIC WORKS
BUREAU OP SURVEYS [ tr-jan.'.o/irinSrrT"'!
PHILADELPHIA LIX'ivJ
APPWVEnMj<-^H87 !
' CHifc^ fcM<|W»W V«yV â
13
laid diagonally and spiked to the lower floor and the caps with f X 10
inch spikes.
Inclined Piles.—The inclined piles, staggered two to each row, were
driven at an angle of 30 degrees, with and siightij^ in advance of the
vertical piles. They were shouldered under the clamps and butted
against a 12 X 12 inch bearing piece, let in longitudinallj' between
the contiguous rows, the top of this jnece being level with the top of
the 4-inch floor and bolted through the caps and clamps with |-inch
Fig. ö.—Concrete Wall on Platform.
bolts. Behind the eighth row of piles and directly under the clamps
an 8 X 12 inch waling piece was bolted longitudinally with the floor¬
ing for the support of the sheet piling, which was 10 inches thick,
grooved and fitted with a 4 inches square tongue and driven close to
retain the filling.
Riprap and Drag Piles.—In some cases, where the mud was A'ery
soft, riprap was placed directly in front of the sheet piling for addi¬
tional stability. For extra stiffening of the structure, the alternate
transverse rows were extended behind the sheet piling by three drag
piles, 6 feet centers, and the clanqjs were extended through to tie
14
them, the caps ending at the sheet piling. The length of the clamps
was so fixed that they were spliced alternately on the piles of the
seventh and eighth rows and bolted to the piles and each other through
6 X 12 inch packing pieces.
Merchantable Inspection.—All lumber used in the work was required
to pass merchantable inspection, the requirements for which were
specified in detail.
Wall.—On top of the flooring the concrete wall was built, in wooden
forms in place. This wall was 6 feet thick at the base, 3|- feet thick
on top, and about 6 feet high.
Description of General Concrete Section.
Gravel Filling.—The General Concrete Section was constructed as
follows: The soft mud directly under the wall, being unsuitable for
foundation, was dredged out to hard bottom, and coarse gravel filling
was deposited by dump scows in the trench so dredged, and brought
up to such height as would not interfere with the proper cutting off of
the piles (generally to within about 2 feet of the plane of cut-off),
except where gravel filling was 12 feet or more in depth, when filling
was carried up to a depth of 12 feet, piles driven a short time after the
filling was placed, and the remainder of filling then placed.
Files.—The piles, after being driven, were cut off 12 feet below low
water, by a horizontal circular saw keyed to a vertical shaft set in a
frame suspended between the conductors of the pile driver and raised
or lowered by a chain and differential pulley block, the correct eleva¬
tion for each pile being determined by a level set up on the shore.
The power was obtained by belting from a pidley keyed to the saw
shaft to a fly-wheel temporarily attached to one of the drum shafts
of the hoisting engine.
Cement Mattress.—After the piles were cut off, the gravel filling was
brought up level with the tops of the piles and a cement mattress, 3
inches thick, of cement and sand mixed 1 to 3, slightly moist, was
lowered and stretched evenly over the piles, for the purpose of taking
up any inequalities in their cut, the variation in height being limited
to 1 inch. The following method of making the mattress was adopted :
A white pine frame of sufficient size was made of 4 X 4 inch scantling,
reinforced and weighted by angle irons; around this frame, about 18
inches apart, f X 3 inch lag screws were driven, leaving about 1 inch
projecting; a basketwork of strong ratline cord, inch diameter, was
tightly woven around the screws, and on this webbing a sheet of
15
burlap was lh,id and sewed, the cement mixture being evenly spread
to the required thickness on the burlap. The top cover of burlap
was then laid over and sewed on around the edges. Two cross-braces
were placed on top of the mattress, between the sides of the frame, and
the mattress looped to them at intervals, for support to prevent
sagging. Lines were attached to rings at the four corners and the mat¬
tress was then lowered, being set to position and spread out on the
heads of the piles and cut loose by divers.
Fig. 7.—Lowering the Cement Mattress.
Portland Cement Requirements.—The requirements for Portland
cement used in the manufacture of the concrete were as follows:
"Portland cement shall have a specific gravity of not less than
three (3) and shall leave by weight a residue of not more than one (1)
per cent, on a No. 50 sieve, ten (10) per cent, on a No. 100 sieve, and
thirty (30) per cent, on a No. 200 sieve, the sieves being made of brass
wire cloth having approximately twenty-four hundred (2400), ten
thousand two hundred (10,200), and thirtj'-five thousand seven
hundred (35,700) meshes per square inch respectively. The diameter
of the wire being 0.0090, 0.0045, and 0.0020 of an inch respectiveh".
16
"Pats of neat cement one-half (J) inch thick, with thin edges,
immersed after 'hard set' in water (maintained at a temperature of
175° F.), shall remain firm and hard and show no signs of swelling,
'checking,' or disintegration.
"It shall require at least thirty (30) minutes to develop 'initial'
set, this being determined by means of the Vicat needle, from pats
of neat cement of normal consistency, temperature being between 60°
and 70° F.
"Briquettes of cement one (1) square inch in cross-section shall
develop the following ultimate tensile strength:
Age. Strength.
24 hours (in water after 'hard' set), 175 lbs.
7 days (1 day in air, 6 days in water), 500 "
28 days (1 day in air, 27 days in water), 600 "
7 days (1 day in air, 6 days in water), 1 part of cement to 3
parts of standard quartz sand, 170 "
28 days (1 day in air, 27 days in water), 1 part cement to 3
parts of standard quartz sand, 240 "
"All cements shall meet such additional requirements as to 'hot
water,' 'set,' and 'chemical' tests as the Chief Engineer may deter¬
mine. The requirements for 'set' may be modified where the condi¬
tions are such as to make it advisable."
The average results of the tests of samples of 109 shipments of
American Portland cement, representing all the cement used in the
work, were as follows :
Time op Setting.
Initial set, 119 minutes.
Hard set, 307 "
Tensile Strength.
24 hours, neat, 285 lbs.
7 days, " 615
28 " " 719 "
7 " 3 parts st'd. sand, 211 "
28 " 3 " " " 276 "
Concrete Masonry.
Ingredients and Proportions.—Specifications required that "All
concrete, unless otherwise specified, shall be composed of one (1) part
Portland cement, three (3) parts coarse sand or gravel, and six (6)
parts broken stone. The quality of the cement shall be as previously
/o*/«vö^
GENERAL CONCRETE SECTION Oí'
Delaware Ave. Bulkhead
—FROM—
Vine to South St.
department of public works
bureau of surveys
philadelphia
app-wwi
cnitr_iB«r
1
Ci^.Dafwrt
jíBOaUí^
Plate II.—Webstee.—Development of the Delawaek Rivee Watee Feont.—ProceeA'nj« 0/ The Engineers' Club of Philadelphia, Vol. xix, No. 1 (January, 1902).
17
specified. The coarse sand or gravel shall be composed of grains
graded from fine to coarse, thoroughly screened to reject all particles
of greater diameter than i of an inch, and shall be free from all loam,
dirt, and dust, and of quality to be approved by the Chief Engineer.
The broken stone shall be clean broken granite, of trap rock or other
hard stone to be approved by the Chief Engineer, crushed to pass
through a 2-inch ring and thoroughly screened to reject all pieces
having a diameter less than J inch. The proportions are to be deter¬
mined by measurement and not by estimation.
"The cement and sand shall be first mixed dry in suitable tight
boxes, after which the whole mass is to be thoroughlj^ tempered into
a mortar, the proper amount of water required being added gradually
during the process. The stones having been spread out to a depth
not exceeding six (6) inches in a tight box or upon a proper floor, and
sprinkled with water so as to slightly wet their surfaces, the mortar
is then to be evenly spread over them, and the whole mass is turned
over a sufficient number of times, so that the ingredients shall be
thoroughly incorporated. If any other method of making concrete is
proposed, the process to be used shall be submitted to the Chief
Engineer for approval before the work is commenced.
"Concrete shall be kept in motion until placed permanently, when
it shall be deposited in layers not exceeding nine (9) inches in thick¬
ness, and thoroughly compacted by tamping with rammers weighing
not less than twenty-five (25) pounds, until a film of water appears on
the surface."
Concrete Masonry above Low Water; Concrete Facing Docks.
"Forms.—The bulkhead wall above low water facing a dock or
waterway, as shown on general concrete section, shall be built of
concrete made in place in wooden forms to be approved by the Chief
Engineer. Rough lumber can be used in the construction of all forms,
except the form on the riverside against which the granolithic face
of the wall is built, which shall be made of yellow pine lumber, laid
with close joints, and planed on the inner side to insure a smooth
and perfect surface for the face of the wall. The main body of the
walls shall be built of concrete made and laid as previously described.
Granolithic Face.—The river face of the wall shall be a granolithic
mixture composed of one (1) part of Portland cement, one (1) part
of sand, and one (1) part of granolithic grit, and the proper amount of
water, made into a stiff mortar which shall be deposited by skilled
Fig. 8.—Setting Concrete Blocks.
19
workmen against the face forms, with a least thickness of one (1) inch,
in advance of and supported by the backing concrete, the stones of
which shall be worked well back from the face. After the face forms
are removed and before the cement has hardened, the face shall be
floated with thin plaster of three (3) parts of Portland cement and
one (1) part of sand of proper consistency to secure a face upon the
walls, which shall show no inequalities or marks whatsoever, but shall
be true to line, smooth and perfect in every way."
Concrete in Blocks.—After the setting of the cement mattress,
the concrete block foundation, consisting' of two tiers of blocks,
was set in place. These blocks were manufactured at a pier down
the river, distant about one mile from the work. They were
made of concrete, mixed by power in an iron trough, through
the center of which passed a revolving shaft fitted with radial
arms, thoroughly mixing the concrete and feeding it to the buckets
on an endless chain, emptying in a chute leading to the forms.
These forms were made of ^-inch sheet steel, braced with channel iron
and so constructed that they could be readily stripped from the
blocks when sufficiently set. Wooden cores were fixed in the molds
in suitable position for forming the chain holes. In order to have a
smooth surface on the blocks, the larger stones in the mass were
worked back from the sides of the mold when leveling the concrete,
and continual tamping with an iron about 1 inch wide by 6 inches
long was kept up around all edges. To prevent adhesion of the cement
to the form, the inside faces of the latter were coated with common
oil. During freezing weather the molds with the freshly made blocks
were kept covered with salt hay, and no injurious effects from freezing
were found. The forms were generally taken off after three days and
the blocks could be lifted in about ten days.
Setting Blocks.—The blocks were lifted from the wharf by the setting
machine, which consisted of an "A" frame or shear pivoted on the
bow end of the scow, on the deck of which was laid a track fore and
aft for the transfer truck. They were lowered on the truck and then
pulled back to position, where each block was jacked up to free the
truck and then let down to a bearing on the track. The scow was
large enough to take nine blocks on the track, and usually one was
carried in the main fall. After the bottom tier of blocks was set the
chain holes were filled with concrete in bags, rammed in place by a
diver, and the setting of the top tier was then carried on. The blocks
were set to line by means of offset from a guide wire of |-inch steel
20
I-',,;. 1).— IJl.OCK FolfNDATION FOR lîULKHEAt) WaLT..
21
cable stretched across each dock about 1 foot above the base of blocks
and 6 inches east from the bulkhead line. The inspection of the work
of setting the blocks, as well as other submerged work, was done by
divers employed by the city. On top of the blocks a wrought-iron
frame was set with two vertical standards provided with sighting
strips, which were aligned by a transit set up on shore.
Machine for Setting Blocks behind Piers.—Where there were ob¬
structions which kept the scow so far away that the shears could not
reach, a track was laid at low water on the blocks already set. On
this track was a three-truck iron car with two cantilever trusses,
with end posts which overhung about 8 feet and acted as stationary
shears. A concrete block was placed on the rear end of the car for a
counterweight, the car was run to the scow and received from it a
concrete block which was suspended from a tackle attached at the top
of the overhang. The car was then run to position and block lowered
to place by a hand windlass. This operation could be performed at
any stage of the tide, the portable truck being laid on ties and stringers
resting on the blocks already set and cut out to fit over the dowels on
the blocks. After the top blocks were set, the chain holes were filled
with concrete in bags, put in at low water.
Dimensions of Blocks.—The general dimensions of the bottom
blocks are 12 X 8 X 5^ feet, weighing approximately 32 tons. The
top blocks were X 8 X 6^ feet, somewhat lighter in weight. On
top of this concrete block foundation, the top of which was at mean
low water, wooden forms were erected for the concrete wall built in
place.
Wall above Low Water.—This wall was about 6 feet wide at the base
and 10^ feet high; it was battered 1 inch to the foot on the river side
and faced with granolithic finish.
Expansion Joints.—In order to provide for expansion and contrac¬
tion, and to allow independent movement in different sections, two
thicknesses of three-ply tar paper were built in between the adjacent
sections, which were generally about 16 or 20 feet long. On top of
the wall, as required by law, was placed a 10 X 12 white oak ordnance
timber raised on blocks 2 X 12 X 12 inches, fastened by bolts set in
concrete every 4 feet, the top nuts being let into the timber and covered
by a 6-inch iron plate flush with top surface.
Dnj and Wet Mixture of Concrete.—In the construction of the concrete
wall, built in place on top of blocks and on top of platform, as well as
in the manufacture of blocks, it was found that a greater quantity of
Fig. 10.—Sbtting Blocks behind Piers.
23
ingredients was incorporated in a given section where the concrete
was made with a large percentage of water than when made with a
small percentage. It was also found that the wet mixture gave a
smoother surface and resulted in a more compact wall.
Drag Piles.—Behind the wall three rows of drag piles Avere driven.
The piles were spaced 10 feet apart transversely and the rows were
driven 8 feet apart parallel with the wall. The piles were shouldered
and clamped transversely to the direction of the wall with two 6 X 12
clamps, bolted to each pile with two f-inch bolts on top of the clamps,
and behind the projecting heads of the middle row of piles a 14 X 18
inch yellow pine timber was fastened longitudinally with the direction
of the wall, through which the anchor rods from the bottom tiers of
blocks connected.
Tension Rods.—On top of the clamps and in front of and let into
the front row of piles an 8 X 12 timber was bolted parallel with the
wall and 12 X 16 inch inclined struts were driven in between the
projecting ends of the clamps under this longitudinal timber, the
bottom end wedging against the offset on top of the bottom tier of
blocks and set in recesses formed for them at the back of the bottom
of the top block. A 1 f-inch square wrought-iron eye-bolt was built
into the middle of each bottom concrete block, and from this e3'e-bolt
a 2-inch round iron hook-bolt ran to the middle 14 X 18 inch anchor
piece, where it fastened with washer and nut, thereby making a com¬
plete tie for the entire structure, serving to transmit the stress upon
the wall to the drag pile system.
Spiir Piles.—To further increase the stability, two spur piles were
driven alongside of the middle pile in each drag roAv and shouldered
under the clamp, and headed under the longitudinal anchor piece.
Riprap.—In front of the wall and on top of the gravel filling, riprap
was placed to protect the slope from washing, and behind the wall
rubble and cobblestones were deposited, forming their own slope, and
brought up to within about 4 feet of the top of the wall. This was
done to materially broaden the base and to bring the initial load
upon the back of the wall by using a uniform material for filling.
Anchorage to Piers.—The spaces between the end blocks and the
sides of the cribs were tightly packed with concrete in bags, to prevent
the escape of the filling, and the "concrete in place" was carried over
from the blocks into the body of the cribs about 6 feet, making an
end anchor.
Removal of Old Wharves and Filling Back of Wall.—After the com-
Fkj. 12.—Fack of Fínisiiki) Wall.
25
pletion of the bulkhead wall in a section reaching between two existing
piers, all timber of the old bulkhead or piers was removed to the
plane of mean tide, about minus 5.50 C. D., after which dumping
was begun from one pier to make a road along the back of the bulk¬
head. All dumping was then done from this road so as to allow the
earth to slope away from the wall. None of the filling was allowed to
be done by hydraulic method, and rigid adherence to the requirements
that all dumping must be done from the bulkhead wall toward the
old avenue was insisted upon.
Quantities and Prices.—For the construction of the bulkhead work
the following quantities of materials were used:
Price.
6,322 vertical piles at $8.75 per pile.
901 inclined piles " 10.67 " "
1,160 lin. ft. sheet piling " 14.60 " ft.
1,071,672 ft. B.M. sawed timber " 33.10 " M.
2,092 lin. ft. ordnance timber " .41 " ft.
9,437 cu. yds. concrete in blocks " 5.51 " cu. yd.
3,325 " " granolithic faced concrete . : . . " 5.15 " "
2,177 " " concrete, behind piers " 5.25 " "
449 " " concrete in bags " 5.49 " "
153,564 " " dredging " .30 " "
39,505 " " of riprap " 1.00 " "
152,454 " " filling behind wall " .13 " "
210 pile shoes " .95 " shoe.
98,933 cu. yds. selected gravel filling " .25 " cu. yd.
The timber work in the old cribs was removed to about mean tide,
and the following are the areas of these removals:
154,529 sq. ft. solid cribs at $0.09f per sq. ft.
91,624 ft. cribs on piles " .10 " "
67,244 ft. pile platform " .09 "
A number of minor items and prices are not included in the above.
Dredged Material.—All material dredged from the site of the bulk¬
head was pumped ashore by pulsometer on property of the Girard
Estate, in the southern section of the city, and there impounded,
reclaiming a considerable area of low land.
Paving.—After the complete filling in of the docks, the entire area
was paved temporarily with granite block on gravel base, completed
in December, 1900, about 56,000 square yards of paving being required.
At the time the work upon the bulkhead was designed there was
some question as to the permanence of concrete as compared with
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Fig. 13.—Separating Chamber.
iiünrniminnmiinmimiimmmmiu!
Plate III.—Webstek.—Development of the Delaware River Water Fuost.—Proceedings of The Engineers' Club of Philadelphia, Vol. xix, No. 1 (January, 1902)
Wharf
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WllOENING or PELAWAffE AVENUE
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27
granite ashlar facing backed with concrete. After being in service
for two years, the bulkhead wall has proved to be satisfactory for the
purpose for which it was built.
Appearance of Granolithic Face.—The granolithic face concrete
appears to-day in as good condition as when it was completed, except
for a slight granular appearance, near low-water line, having been
unaffected to its detriment by the action of frost or ice in the river.
The blocks have shown no sign of spalling nor disintegration. Where
it was necessary to feather off a section of the bulkhead wall about 6
feet in length, on account of a change in the location of the Race
Street pier from the position originally contemplated, the interior of
the concrete was shown to have no appreciable voids and the matrix
was stronger than the stone.
Two Bulkhead Sections Compared.—As to the choice of the two sec¬
tions described, the timber section is more suitable for the portion of the
bulkhead back of piers or ferry houses, as it is more easily constructed
and presents a broad and stable base. The behavior of the general
concrete section has been satisfactory. Careful measurements taken
to determine the movement in the wall, since its completion, show that
it is inconsiderable and very much less than was anticipated.
Cracking has been avoided, with the exception of where the wall is
founded on a sunken crib, as the joints compensate for the expansion,
contraction, and other movements. In constructing this wall, in some
places it was necessary to anchor into or cross old solid crib wharves,
which had been in existence for more than fifty years. Contrary to
expectation, where the wall is founded upon these solid cribs, more
movement has taken place than where the pile structure was used as a
foundation.
Sewers.
The work of widening the avenue involved the extension of existing
sewers from the old to the new bulkhead, on the line of streets at right
angles to Delaware Avenue. Also, in view of the extension of numer¬
ous piers for a distance of 500 feet or more into the river from the new
bulkhead, and the consequent diminution of the velocity of the current
between the shore and the pierhead, it was found to be important to
discharge the sewage at the pierheads. This involved the construc¬
tion of an interceptor both on Market Street and Pine Street.
Market Street Interceptor.—The interceptor at Market Street con¬
sisted of a brick sewer 3 feet in diameter, built from a point east of
Second Street to Delaware Avenue, thence deflecting northward and
to
00
Fig. 14.—Outlet Sewer, Section through Pier.
29
passing out under the pier of the Chrard Estate, north of the Market
Street ferries.
Separating Chamber.—The diversion of the sewage from the sewer
on Market Street, 6 feet in diameter, was accomplished by constructing
a chamber, in which the inlet to the interceptor is constructed at a
lower elevation than the other, in such a manner that it will run full
before there can be any flow over the dam at the lower end of the
chamber.
Barrel Seioer.—The sewer from a point south of Arch Street to
Market Street, which was constructed in Delaware Avenue, discharges
into this interceptor. The brick section ends at the bulkhead, between
which point and the pierhead it is built of staves and bonded, being
fastened by a yoke of yellow pine timber and bolts to the piles sup¬
porting the pier. All lumber used in construction of barrel sewers
was first treated with creosote.
Pine Street Interceptor.—The construction at Pine Street differed
in that the existence of a twin sewer 7 feet in diameter made it possible
to use one side of it for the intercepted sewage by raising the bottom
and shaping the invert with concrete and brickwork.
Separating Chamber.—In the separating chamber and running
diagonally from the sewer at the upper end to the separating tongue
there was constructed of concrete, faced with brick, a dam of such
height as to exclude the tide and allow sewage to fill a 3-foot sewer to
pass through the north twin before an overflow of the dam would
result.
In both the Pine Street and Market Street sewers the excess of
storm water over the capacity of a 3-foot sewer flows over the dams
in the separating chambers and passes out through the old channels
as extended into the heads of the docks. The sewer on Delaware
Avenue from Pine Street to Dock Street is connected to the inter¬
ceptor.
Other sewers on Delaware Avenue connect with sewers in Chestnut
Street, Walnut Street, Dock Street, South Street, Arch Street, and
Race Street, and are carried out under the piers at each of the streets
named.
This system of intercepting the sewage has done away with a nuisance
which was for a long time a source of complaint from the pier owners
and the traveling public using the ferries.
Fig. 16.—Finishkd Pier at Arch Street.
30
31
Pier Construction.
In connection with the construction of the bulkhead and sewers and
the widening of Delaware Avenue, the reconstruction of piers upon
city property was authorized. Owing to the terms of a lease with the
Pennsylvania Eailroad Company, it was provided that the city pier
at the foot of Dock Street should be extended by the Pennsylvania
Railroad Company, lessee. This left three city piers between the
limits of Vine and South Streets to be improved—namely, at Race
Street, Arch Street, and Chestnut Street. The general dimensions of
all three of these piers is 80 feet wide by lengths varying from 530
to 540 feet, extending from the bulkhead to the pierhead line.
Arch and Chestnut Street Piers.—The substructures of the piers at
Arch and Chestnut Streets were completed in the year 1898. Sub¬
sequently, an enclosing building comprising a steel skeleton structure
with siding of galvanized iron and slag roof was provided for Arch
Street, this pier being given up entirely to the uses of commerce.
Chestnut Street Pier Pavilion.—It was considered that Chestnut
Street was a suitable place for providing a pavilion for the accommo¬
dation of the public, to be used for recreation purposes. To this end
a more elaborate construction was designed than at Arch Street,
comprising, in addition to the freight facilities provided on the lower
deck, an upper deck and covered pavilion, the former consisting of
steel floor beams covered with corrugated iron and a granolithic
wearing surface, the waterprooflng being provided by the use of an
asphalt layer between the concrete base and the wearing surface, and
the pavilion being faced with copper, the interior of hardwood finish.
Foot Bridge.—In addition, a foot bridge with granolithic flooring,
connected with the upper deck, was constructed of a single span
crossing Delaware Avenue, with steps descending into Chestnut Street
on the west side of Delaware Avenue.
After the completion of the bulkhead upon Delaware A^'enue,
adjustments having been made with the owners of adjacent property,
the old pier at the foot of Race Street was torn out and the substructure
of a new pier erected.
Regulations Governing Pier Construction.—All of these piers are of an
open pile construction, as required by the regulations of the Secretary
of War, which are as follows:
" 1. All piers hereafter constructed or extended must extend to the
pierhead line.
"2. No cribs or other solid structure shall be hereafter constructed
Fig. 17.—Finished Pier at Chestnut Street.
Fig. 18.—Poot-bkidge at Chestnut Street.
34
between the bulkhead and pierhead lines below a level 2 feet above
mean high water.
"3. In the construction of new piers or the extension of old ones
the pile groups supporting the superstructure shall be at least 10 feet
apart."
In order to provide a proper footing for the support of the piles,
coarse gravel was dumped on the site of the piers to a height of minus
35, city datum, and piles afterward driven.
Lumber.—The piers were all constructed of lumber which was
Fig. 19.—Substructure of Race Street Pier.
required to pass prime inspection and were designed to carry a safe
load of 800 pounds per square foot on the lower deck, using a fiber
stress of 12,000 pounds per square inch.
Platforms and Steel Columns.—An interesting feature in relation to
the substructure of all these piers may be noted, consisting of the
manner in which the superstructure is supported. A group of four verti¬
cal and two inclined piles is placed at the points for each main support,
the piles are sawed off, and covered with a platform, at the elevation
of mid-tide: upon this platform is placed a steel column, braced and
Fig, 20.—Race Stueet Pier under Construction.
36
anchored, passing through the deck, and upon which the column of
the main structure rests. This permits a renewal of the woodwork
in the lower deck without disturbing or otherwise supporting the
superstructure.
Race Street Pier.—The superstructure of Race Street pier was also
designed for recreation purposes, provision being made upon the
lower deck for commerce and upon the upper deck a covered pavilion
with open sides, of more than double the area of the Chestnut Street
pavilion, constructed of steel and sheathed with copper.
Towers.—A feature upon the Race Street pier, on the lower deck
of which quarters were fitted up for the use of the harbor police and
firemen, was the erection of two towers at the river end of the pavilion,
one of which, on the south side, is for the use of the harbor firemen in
drying hose and as a lookout; the other of which, on the north side, is for
the use of the public as an observatory. The upper deck of this pier
was built in a manner similar to that of Chestnut Street, access from
Delaware Avenue being obtained by means of two stairways not com¬
municating with the lower deck of the pier.
Cost of the Improvement of Landing Facilities of the Port.
The cost of the entire work thus far completed is as follows ;
Bulkhead, sewers, and appurtenant work, $569,034.57
City piers, substructure, 155,744.46
City piers, superstructure, 213,872.10
Acquiring property for additional frontage adjacent to
city piers, 207,274.34
Property damages for widening of the avenue, 658,686.89
$1,804,612.36
Results Obtained.—The results obtained, to those who will recall the
dilapida.ted condition of the sheds and stumps of piers which existed
prior to the commencement of this work, are fully apparent. From
a narrow avenue 50 feet in width, with numerous ruts in the paving,
upon which, during the business hours of the day, there were several
lines of drays, badly blocked at times and forming a barrier for pedes¬
trians to and from the ferries and other piers, there is now a broad
avenue, permitting of speedy removal and delivery of freight.
The freight stations have been greatly enlarged, and new and com¬
modious buildings of a permanent character upon the new east line
Fig. 22.—Race Street Pier, Towers.
37
38
of the avenue have been built. The rapidity of the growth of these
improvements has exceeded all expectations.
Railroad Tracks.—Negotiations are in progress with a view to
having all the railroad interests accommodated with a limited number
of tracks, giving ample railroad connection to the piers and ware¬
houses.
Upon the completion of these negotiations, and the laying of the
rails by the different companies, it is the intention of the city to widen
and repave the footways and to pave the avenue with granite blocks
Fig. 23.—Finished Pier at Race Street.
upon a concrete base, all the electrical conduits and water and gas
mains having been laid to this end.
Proposed Extensions.—Negotiations are also pending with owners
of piers between Vine Street and Green Street, with a view to carrying
the improvement to the latter street. From the success attending
the negotiations so far, it is probable that steps may be taken toward
the actual work of widening during the coming year.
Magnitude of the Work.—The work of widening Delaware Avenue
and incidental improvements made by pier owners, in connection with
Fíg. 24.—Congested Condition on Old Avenue.
Fig. 25.—View of the Widened Delaware Avenue.
41
the harbor improvement, completed by the Federal Government, and
the work of deepening the Delaware River to the sea, carried on in
part by the United States Government and in part by the city of
Philadelphia, comprise one of the largest, if not the largest, in point of
expense, of any improvement undertaken and completed in or about
the city of Philadelphia.
This work was begun under the administration of Hon. Charles
F. Warwick, Mayor, Mr. Thomas M. Thompson, Director of the De¬
partment of Public Works, and completed under the Administration
of Hon. Samuel H. Ashbridge, Mayor, Mr. William C. Haddock,
Director of the Department of Public Works.
The work was designed and executed under the supervision of the
Bureau of Surveys, Mr. George S. Webster, Member of the American
Society of Civil Engineers, Chief Engineer. It was under the direct
charge of Mr. George E. Datesman, Principal Assistant Engineer, and
Mr. Norman L. Stamm, Assistant Engineer of Construction, who
succeeded Wm. H. Millard, Assistant Engineer, resigned.
The Board of Directors of City Trusts joined the city of Philadelphia
in defraying the expense of the improvement, paying for bulkhead,
sewers, and paving, being represented by Mr. Geo. E. Kirkpatrick,
Superintendent, and Mr. J. A. Bensel, Member of the American Society
of Civil Engineers, their Consulting Engineer.
DISCUSSION.
L. Y. ScHERMERHORN.—In connection with the interesting and valuable
paper presented by Mr. Webster, upon the development of the Delaware River
water front of Philadelphia, a brief reference to the rise and development of the
government plans for the improvement of Philadelphia harbor wiU be of interest.
The entire work may be divided into two parts: (1) The removal of all ob¬
structions to commerce outside of established harbor lines; and (2) the furnishing
of suitable landing and shore facilities for the commerce of the port. The first
was undertaken by the national government; the second devolved upon the
city, and upon private and corporate enterprise.
The earliest official action toward improved harbor facilities was that of City
Councils, on July 8, 1879, whereby a Board of Harbor Commissioners was created,
whose duty, in an advisory capacity to Councils, was the conservation of the
harbor and the consideration of plans for its improvement.
By the River and Harbor Act of August 2, 1882, provision was made for the
survey of the Harbor of Philadelphia, with a view of removing Smith and Wind¬
mill Islands. Col. G. Weitzel, the United States engineer in local charge, esti¬
mated the cost of the removal of these islands, to a depth of 12 feet at low water,
at $442,000, but regarded the improvement as one mainly for increased cross-
river traffic; he did not consider that the improvement would be permanent.
42
Under the continued agitation for the necessity for improved harbor facilities,
in 1884 the removal of a part of Petty Island, at an estimated cost of $1,000,000,
was considered by the national government. Nothing, however, came of these
plans, since they were regarded by the government in the light of expedients
for special parts of the harbor, and not parts of a comprehensive plan for im¬
proving Philadelphia harbor.
In 1887 the Philadelphia Board of Trade actively entered upon a crusade
for an improved harbor commensurate with the requirements of modern com¬
merce, and memorialized Congress for its action in the matter. This was the
beginning of material progress, and resulted in the creation, in 1888, of a Board
of United States Engineers, consisting of Gen. Wm. P. Craighill, General Henry
M. Robert, and Col. C. B. Comstock, to consider and report upon a plan for the
comprehensive improvement of Philadelphia harbor. This Board of Engineers,
under date of March 30, 1888, submitted a project for the formation of a dredged
channel, at least 1000 feet wide and 26 feet deep at mean low water, from Fisher's
Point to Kaighn's Point, a distance of about miles, at such a distance from
the then recently established pierhead line as to permit the further extension
of the piers. The project proposed a width of about 2000 feet between the
exterior wharf lines on the two sides of the river, and involved, as a part of the
project, the removal of Smith and Windmill Islands and a part of Petty Island.
The estimated cost of the work, exclusive of the purchase of the real estate in the
islands, was $3,500,000.
This project was primarily for the purpose of furnishing suitable and increased
landing and shore facilities for the commerce of the port. At the time the project
was adopted these facilities were entirely inadequate to the demands of modern
commerce, and the docks and wharves, with few exceptions, were those which
had been evolved from the requirements of fifty years ago. To illustrate : prior
to the adoption of the project under consideration the street—Delaware Avenue
—fronting upon the wharves and docks in the central part of the city's frontage,
or from Vine to South Streets, had a width of 50 feet, while the docks and wharves
had a length of from 200 to 250 feet.
Under the project for the improvement of the harbor the pierhead line was
moved outward from 400 to 600 feet. This has permitted the extension of the
wharves to a length of 500 and 600 feet, outside of the bulkhead line of the
widened avenue; while above and below the central part of the city's water
front, the new wharves have a length of over 700 feet.
Under the former conditions of the harbor the westerly face of Smith and
Windmill Islands was distant only about 800 feet from the outer ends of the
old piers, lying along the city's water front between Market and South Streets.
The existing pierhead line at this locality is only from 300 to 400 feet distant
from the former site of the islands. It is therefore manifest that the removal of
these islands became necessary to the extension of the piers to their present
lengths. Similar conditions along the city front opposite Petty Island demanded
the removal of a part of that island.
The River and Harbor Act of August 11, 1888, appropriated $500,000 for the
inauguration of the work. This was followed by the action of the city of Phila¬
delphia and the State of Pennsylvania, by which appropriations were made for
the purchase of tlie islands named.
43
Active operations of the government were commenced in 1891, under the
direction of Col. C. W. Raymond, Corps of Engineers, U. S. A., but through a
failure of the contractors to energetically prosecute the work, but little progress
■was made to 1893, at which time the work was resumed actively and completed
with the close of the working seáson of 1897. Practically four and one-half
seasons' work was expended upon the completion of the project.
The aggregate amount of material removed was 21,605,061 cubic yards. The
area covered by dredging operations was about square miles. The entire
cost of the work, inclusive of the purchase of the islands, was $3,934,874.80; of
which the cost of the dredging for the harbor improvement was $3,253,511.29,
or $246,488.71 less than the estimated cost by the Board of Engineers of 1888.
The largest calendar year's work was done in 1894, when 6,000,000 cubic
yards of material were dredged, and 1,342,000 cubic yards placed ashore on
League Island. During the maximum progress of the work 15 dredges were
engaged. The price of dredging was about 14 cents per cubic yard, and the
extra price of placing dredged material on League Island was about 10 cents
per cubic yard, scow measurement.
During the inception and progress of the work there were not wanting many
prophets who proclaimed that the deepened areas would not be permanent,
and who foretold the reformation of the islands and shoals which were to be
removed. It is pleasant to be able to state that these prophets were not inspired,
and that during the four years which have elapsed since the completion of the
project no shoaling has occurred over the deepened areas. This result fully
justifies the conclusions of the Board of Engineers of 1888, who devised the
project, and also the expectations of Col. C. W. Raymond, under "whose direction
the entire work of harbor improvements, outside of the established harbor lines,
was so ably carried into execution.
In connection with Mr. Webster's paper I desire to refer to the deposit of
heavy material upon the sites of the various piers which have been extended
to the new pierhead line since 1895. The thalweg of the river was located directly
off the ends of the old piers; and in front of many of the piers the water had a
depth of from 45 to 60 feet; this presented an almost insuperable barrier to pile
pier construction, on account of the excessive length of piles required, and the
resulting lack of stability to the piers. To overcome this- difficulty I suggested
that heavy material, consisting of gravel and boulders, derived from the Phila¬
delphia harbor improvement, be deposited upon the sites of the pier extensions,
prior to the construction of the piers, so as to shoal these areas to about 30
feet at mean low water.
This practice was adopted, and about 700,000 cubic yards of heavy material
has been so deposited upon the sites of the new pier extensions. Without this
expedient it would have been necessary to have shoaled the excessive depths
on the sites of these piers by the use of stone riprap, which would have nearly
doubled the present cost of pier construction. Such an increased cost in many
cases would have been prohibitive of pier extension. The plan adopted permitted
the use of much shorter piles than would otherwise have obtained, and, more
than all, it gave the piers a resulting stability not otherwise attainable except
at greatly increased first cost.
Wm. Copel and Furber.—There is one question I would like to ask Mr.
44
Webs^; that is, in cutting off the piles below water, what is the limit of variation
allowed, from the established level or elevation?
Geo. S. Webster.—One inch, half inch up and half inch down. Any piles
not cut to that measurement were required to be reçut. If cut too low, the
contractors were required to cut the other piles low under any particular block.
Mr. Scherjierhorn.—What was approximately the cost per square foot of
the decks of piers built by the city, exclusive of the construction of the sheds
upon the piers?
Mr. Webster.—Ninety-three cents for Arch Street pier, $1.03 for Chestnut
Street pier, $1.52 for Race Street pier. The bulkhead wall (concrete) cost
approximately $104 per linear foot.
Mr. Schermerhorn.—What was the cost per linear foot of the two sections
of bulkhead wall?
Mr. Webster.—The co.st of the timber section was approximately $71 per
linear foot or $33 less than the concrete section.
Mr. Schermerhorn.—We have with us this evening one of our Honorary
members. Gen. William P. Craighill, who has been intimately connected with
the work of improving Phdadelplria harbor, in the discharge of his duties as an
Engineer Officer, as President of the Board adopting this project, as Supervising
Engineer of this district, and as Chief Engineer of the Army. His interest and
famiharity with the work are such that I am sure the Club will be glad to hear a
word from General Craighill.
William P. Craighill.—Mr. President and Gentlemen: Of course, I am
very much obliged to Mr. Schermerhorn for calling me up and thus enabling me
to look around and see the faces of the gentlemen of this Club, and I hope I may
be excused for availing myself of the opportunity to return my thanks to the
Club for the honor they did me some time ago in electing me an Honorary Mem¬
ber. I was at one time a member of this Club, about the time when General
Ludlow was President and Mr. Murphy, Secretary. I was always anxious to
come and see the Club, but unfortunately I lived then about a hundred miles off,
and Saturday night was a bad night to be away from home that distance. I did
not expect to make a speech to-night, and I hope I may be excused from saying
not more than this: I am not a stranger in Philadelphia, nor on the Delaware
River, and I think I may say that my service on the Delaware probably com¬
menced sooner than that of anybody here present. It began in '58, and I have
been connected with the Delaware River more or less in an official way ever
since. Looking back to '58, which is forty-three years ago, as I recall the old
front in those days, Philadelphia is greatly to be congratulated that the work
to which our attention has been directed to-night has been so successfully exe¬
cuted by the gentleman who has e.xplained it in such a lucid and excellent, way.