F Ad%--f I------q - -- - I, ----Iq~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~~ THE PENNSYLVANIA STATE UNIVERSITY LIBRARIES

i

Port of Philadelphia

ITS HISTORY, ADVANTAGES and FACILITIES

Issued by THE DEPARTMENT OF WHARVES, DOCKS AND FERRIES

CITY OF PHILADELPHIA Sesqui-Centennial Year 1926 In a mcssage to City Council iin, 1925, Hon. W. Freeland Kendrick, Mayor of Philadelphia, said:- "rTHE PROGRAM TO DEVELOP THE PORT OF PHILADELPHIA jWILL BE CARRIED ON. WONDERFUL PROGRESS WAS MADE LAST YEAR, AND THE REPORTS OF THE DIRECTOR OF WHARVES, DOCKS AND FERRIES SHOW THAT THE PORT OF PHILADELPHIA HAS TAKEN ITS RIGHTFUL PLACE AS A WORLD MARITIME CENTER." W FREELAND KEjOR!CK EoWARo Loai MAYOR rCCRTARY

CITE OF PHILADELPHIA OFFICE OF 'HE MAYOR November 12, 1925. Hon.. George F. Sproule, Dep't of Wharves, Docks and Ferries. Municipal Pier #4, South, Foot of Chestnut St., Philadelphia, Pa.,

My dear Director Sproule: It is with genuine pleasure that I write to you a few vwerds relative to the book on the Port of Philadelohia, which will be issued by the Department of Wharves, Docks and Ferries I not anly approve your very worthy under- taking, but I commend it to everyone, everywhere, who is interested in maritime affairs. The history, advan- tages and facilities of the Port of Philadelphia are well known in our City, but I often doubt whether our Port is fully appreciated, not only abroad but within the borders of our own country. The Port of Philadelphia has so many natural advantages, which surpass those enjoyed by any other maritime center in the United States, and anything your publication may do to bring these unsurpassed facilities to the attention of maritime men will be a great step forward in the progress of the City of Philadelphia. I can not conclude without saying a word or two concerning the very able manner in which you have handled the various affairs of the Department of Wharves, Docks and Ferries, and the great service you have rendered to Philadelphia in port development. The success of your efforts has been a great help to the present City Administration, and I am very proud of the achievements of the Department of Wharves, Docks and Ferries Again thanking you for this opportunity to briefly express my views concerning the Port and the plan of developments believe me Very truly yours,

Mayor 181544

3 i S.L. BURGESS & CO.

STEAMSHIP AGENTS AND CHARTERING BROKERS

AGENTS FOR Scandinavian- American Line to Oslo, Copenhagen and Baltic Ports

All matters pertaining to Charteringand Handling of vessels given careful and efficient attention

928 LAFAYETTE BUILDING Fifth and Chestnut Streets PHILADELPHIA

4 PORT OF PHILADELPHIA'S PAST PAVED WAY FOR PRESENT GREATNESS

By GEORGE F. SPROULE. Director Department of Wharves, Docks and Ferries I N THIS volume there has been made an attempt to record some of the advantages of the Port of Philadelphia. Phila- delphia as a port prospered back in the early days, and since 1907 has been so modernized with piers, appliances and other facilities that today she stands second to none in this country or Europe. Philadelphians can today refer to their Port as in every way fitted to cope with any other maritime center. Time was when this Port was neglected. The period is well within the memory of the writer when our wharves, equipment and channel conditions were such that the large vessels of commerce could not be economically handled. With the establishment in 1907 of the Department of Wharves, Docks and Ferries and the State Board of Commissioners of Navigation, succeeding, as they did, the old Board of Port Wardens-a body which controlled the destinies of the harbor since 1766, under antiquated and obsolete laws-interest in port development was re-kindled and now we are equipped to handle ships of any size. Our Port is rich not only historically, but possesses such nat- ural advantages as must result in its constant growth. It was here many of the old Philadelphians amassed their wealth and influence as toilers and traders of the sea. Here were built the finest sailing ships in the early days when the United States was such a strong factor on the seas, and this reputation remains with us as the constructors of our modern Navy and the best and most durable merchant ships produced in this country) I have always been impressed with that description of a port given by a famous British author of sea tales-"Dockland," it is called: "The lure of dockland is akin to, yet subtly different from, the charm of the sea. The latter is in a sense impersonal, almost, abstract; the former is bound up with its human aspect-with ships and the men who sail in them. To the true lover of dock- land there is no land quite like it. It is of no country, or rather it is of all countries, and is the same the world over." All ports have their past histories and achievements, but to me Philadelphia seems so rich in historic lore. Our Port stood up better in the pressure of war than any other American port, and during those memorable days there was never any conges- 5 L ine Quaker ine

JOINT SERVICE Oriental Navigation Company, Inc. Columbia Pacific Shipping Company Forest Transport Corporation

Sailings Every Ten PHILADELPHIA'S Days ONLY DIRECT Through Bills of Lading SERVICE to issued- to Hawaiian Islands and Far East Los Angeles Ports.

San Francisco Loading Pier: Oakland 24 NORTH-Reading Co.

Portland For rates and other par- ticulars, apply to

Interocean Steamship Corporation GENERAL AGENTS THE BOURSE, PHILADELPHIA Lombard 8060-1-2 Main 3256-7-8-9

Pacific Coast Agents: Los Angeles-Williams, Dimond & Company San Francisco-Williams, Dimond & Company Portland-Columbia Pacific Shipping Co.

6 tion. Within my own days there can be recalled Hammett's Screw Dock, where the old sailing craft were lifted out of the water for repairs by means of screws; Easby's Smear House Dock; Old Davis Landing; Simpson & Neall's Ship Yard, below Queen Street, the old Navy Yard piers, where Sutton's once famous clipper ships loaded general cargoes for California; Queen Street Wharf-the terminal of the steamships of the old Southern Mail Company, and the only locality in our harbor set aside by a special Act of the State Assembly for the exclusive use of a steamship line. This locality has been wiped out in the con- struction by the City of Piers Nos. 38 and 40, South Wharves. There are few of the old riverfront landmarks remaining, be- cause they have been obliterated in the march of progress. 5~~~~

The piers of old-style construction which were on the site of the present Girard Group, north of Market Street Among the earlier piers built in Philadelphia was one in 1773, by Edward Pew, of the District of Southwark, who agreed to construct for the Board of Port Wardens for three hundred pounds and sixty gallons of rum a structure on Battery Island, to be sixty feet long and thirty-five feet wide. This pier, with its limited dimensions, it was calculated, was of sufficient size to accommodate any vessel that might visit here with cargo. This Department's last pier, No. 84, South Wharves, just completed, is a double-decked structure nine hundred feet long by three hundred and thirty-six feet wide. Its total cost was $3,662,424, and the contract has just been awarded for the con- struction of a pier to be known as No. 80, South. This structure will be one thousand feet long and two hundred and eighty-six feet wide, giving a very forcible .and concrete example of the modern day structures as compared with what was required a hundred years ago. 7 Southern Steamship Company

BETWEEN PHILADELPHIA, PA. SAI LI NGS-WEDNESDAYS PIER 46, SOUTH WHARVES Foot of Washington Avenue

-AND- HOUSTON, TEXAS SAILINGS-TUESDAYS MUNICIPAL WHARF No. 4

Freight Received for All Points in Texas, Oklahoma, Colorado, Utah, Arizona, New Mexico and California

GENERAL OFFICE 321 COMMERCIAL TRUST BUILDING PHILADELPHIA, PA.

HARVEY C. MILLER GEO. W. DE LANOY President Vice-President and Traffic Manager T. A. O'BRIEN General Freight Agent

8 Some of us recall the old Powder Pier, owned by the State, lo- cated at Greenwich Point. There was the old Walnut Street Pier, now the property of the Philadelphia and Reading Railway Company, where the famous Cope packet ships landed their Liverpool passengers and cargoes; and the Lombard Street Wharf, where Penrose and Burton's packet ships loaded and discharged. At the foot of Race Street, Taylor M. Uhler operated a service of freight barges between that point and places on the Delaware and Lehigh Canal. The removal, in 1893, of Smith's and Wind- mill Islands from the Delaware River made possible the exten- sion of the pierhead line, and in a readjustment the City pur- chased from the TJhler estate the riparian rights of this property and extended into the river the pier at this point. It was recently demolished for the building of the bridge approach. Sixty years ago the riverfront between Race and Vine Streets was owned by John J. Ridgway, and two piers were located within this area. One was one hundred and eighteen feet long and thirty-three feet wide; the other two hundred and sixty-seven feet long and thirty-seven feet six inches wide. Delaware Ave- nue then was but twenty-five feet wide, and in order not to obstruct vehicular traffic along this marginal street, there was a regulation made by the Board of Port Wardens, then in power, which was strictly enforced, requiring the masters of all vessels lying at the piers to rig in their jib-booms. In many instances the jib-booms of these craft extended over to the buildings on the western side of the street. For many summers the steamer "Republic" ran a, daily excur- sion between Philadelphia and Cape May, and she had her berth just below the pier which was demolished for the bridge. Im- mediately south of this locality was the old Kerr salt pier. This pier was the scene of great activity until the passing of the sail- ing ship. Invariably it was the case that the American ,clipper ships, such as the "John A. Briggs," "Tam o' Shanter," "Eric the Red," "Gatherer," "Standard," "Indiana," "Abner Coburn," "State of Maine" and the bark "Guy C. Goss," dis- charged salt and loaded general cargoes at the old Navy Yard, on the Sutton Line for San Francisco, taking grain from San Francisco to England. -Along this locality the water is very deep, so much so indeed that it is of record when the famous ship "John Trux" was cut through by the ice and sank at Race Street on February 10, 1863, her topsail yards were not visible. As a matter of in- terest it might be recalled that this ship at that time was com- manded by Captain James P. Lindsay, who in later years served with distinction as the Harbor Master of the Port, and died but a few years ago in his nineties. Just north of this property taken, over by the Bridge Commission is the location where the famous 9 filibustering steamer "Bermuda" mysteriously sank in August, 1900. She was then commanded by Captain Samuel Hughes, afterward Port Captain of Philadelphia. Just south of Cherry Street Pier with splendid architectural frontage on Delaware Avenue, the City has erected two mag- nificent piers upon the site of the shipping activities of Stephen Girard, to whom belongs the credit of being the founder of Phila- delphia's improved waterfront. He owned a great deal of prop- erty in the neighborhood of Market, Front and Water Streets, and only five days before his death added to his other holdings a store, wharf and dock on the Delaware River north of Market

Ship "State of Maine." The old type of craft which used the Port of Philadelphia

Street ferry. For thirty-eight years he had -resided on Water Street above Market Street. At this place he had his counting room and storehouses, and several of the wharves along that section of the waterfront were owned by him. He knew condi- tions along the riverfront, having served as a Port Warden up until his death. In those days the wharves above Market Street were noted chiefly as places for the arrival and departure of the Girard shisd . Thomas P. Cope whaed anotyk e e tblishd hiS packet line toFTverpool, which started its sailings early in 1822 from the foot of Walnut Street. North of the ferry commercial interest centered in the sailings and arrivals of the "Helvetius," the "Rousseau," the "Voltaire," the "Montesquieu," and other 11 READING COMPANY

GREATEST TERMINAL RAIL- ROAD IN THE WORLD

THROUGH FAST FREIGHT SERVICE TO AND FROM ALL POINTS.

MAINTAINS MOST EXTENSIVE MARINE TER- MINALS ON DELAWARE RIVER.

DIRECT ACCESS TO ALL PIERS BY RAIL OR LIGHTER.

12 Girard ships engaged in the French and East India trades. Clif- ford's wharves just north of the Girard property were the points to and from which the packet ships that plied to Boston, Sa- vannah and other coastwise ports. For generations this district had been the shipping center of the City, although to many Philadelphians it was equally well known as the locality of the old "Fish Market," which extended along High (or Market) Street from the River to Front Street, or of the "Jersey Market," where the farmers from across the Delaware sold their produce. Water Street was still partly a place of residence and William Master's noted mansion, although surrounded by coffee houses and tailor shops, stood as a landmark at Front and Market Streets, and recalled the days when Chief Justice Allen drove along King (or Water) Street in his coach and four. Generations before that the first settlers had led their horses over mud paths to the river's edge. An appropriation made by Councils to repair Arch and High Street wharves in 1704 shows that landing-places were constructed there soon after the found- ing of the City, but a wharf which then extended fifty feet into the river was considered more notable then than any modern pier. When Mulberry Street later dipped under the arched bridge of Front Street, popular usage conferred the name of Arch Street on that thoroughfare. Vine Street continued to be called Valley Street by some old settlers, as it was there through the natural dip in the highway that the colonial farmers approached the water's edge and later travelers journeyed to connect with the water-stages for Burlington, Bordentown and other up-river points. In a slow-growing primitive manner the riverfront failed to keep pace with the development of the City's commerce. But after Girard's bequest its development was actively begun. At various times, and continuing to the present date, the funds of the port's foremost benefactor have been used for the improvement of that part of the waterfront, where part of the roadway now rests on land reclaimed from the river and many old buildings still rest on piling sunk into the bed of the stream that once made the unprotected shore a muddy morass for the unwary travelers forced to navigate the tortuous and miry passageways and unprotected walks that existed as late as Girard's day.

41 i

13 The Broad Way of Commerce

4-TRACK HIGHWAY TO THE WEST

Commerce is the life blood of the Nation upon which depends the success of financial and business interests. The Pennsylvania Rail- road well serves the Nation as "The Broad Way of Coommerce," vhether in the matter of freight traffic or passenger traffic.

BROADWAY LIMITED THE AMERICAN The Aristocrat of the Rails Worthy of the Name it Bears The "connecting link" be- Provides fast service with tween the East and the West, convenient connections at St. providing quick service to Louis to and from all points California anid the Pacific Coast. in the Southwest. Lv. New York 2:55 P. M. Lv. New York 6:05 P. M. Lv. No. Phila. 7:50 P. M. Lv. No. Phila. 4:40 P. M. Lv. Washington 6:80 P. M. Ar. Englewood 9:30 A. M. Lv. Baltimore 7:30 P. M. Ar. Chicago 9:55 A. M. Ar. St. Louis 5:10 P. M. Lv. Chicago 12:40 P. M. Lv. St. Louis 8:58 A. M. Lv. Englewood 12:57 P. M. Ar. Baltimore 9:15 A. M. Ar. Washington 10:20 A. M. Ar. No. Phila. 7:54 A. M. Ar. No. Phila. 8:21 A. M. Ar. New York 9:40 A. M. Ar. New York 10:05 A. M.

Newv modern high-class equipment, observation car, club, car, dining car and sleeping cars, with drawing-rooms and corn- 1)artinents; barber, valet, stenographer and ladies' maid.

Pennsylvania Railroad

CARRIES MORE PASSENGERS, HAULS MORE FREIGHT THAN ANY OTHER RAILROAD IN AMERICA

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15 -

Baltimore and Ohio Railroad America's First Railroad Joins One of America's First Cities, Celebrating ONE HUNDRED AND FIFTY YEARS OF AMERICAN INDEPENDENCE "Sesquicentennial InternationalExposition" PHILADELPHIA, PA. June Ist to December Ist, 1926

Freight Stations of the Baltimore & Ohio Railroad will be found conveniently located and readily accessible from all parts of the City. These are located on Delaware River front at: Laurel Street (Pier 40, North) Pine Street Dickinson Street (Pier 62, South) McKean Street Race Street Oregon Avenue and at: Lehigh Avenue and Howard Street 24th and Race Streets 58th Street and Woodland Avenue The Baltimore & Ohio Railroad also operates a most modern and complete marine terminal in Philadelphia for handling general and bulk cargoes at one of the new municipal piers. The Baltimore & Ohio Railroad also reaches the ware- houses of the Pennsylvania Warehousing and Safe Deposit Company as follows: 23rd Street Stores -23rd and Race Streets Moro Phillips Stores-Delaware Avenue and Swanson Street Delaware Avenue Stores --Delaware Avenue and Pine Street Also: The Quaker City Cold Storage Company's Spruce Street Stores, Delaware Avenue and Spruce Street These warehouses are conveniently located and equipped to handle in the most efficient manner all sorts of traffic seek- ing storage. The Baltimore & Ohio Railroad jointly with the Reading Company has under construction a Perishable Products Terminal. on Delaware Avenue Land Weccacoe Avenue, extending from Jackson Street to Ritner Street. These facilities will include delivery and storage tracks, platforms and driveways, a fruit auction house and cold storage warehouse, in fact, all necessary tracks, buildings and equip- ment for the proper and expeditious unloading, sale, refrigera- tion, storage and delivery of perishable traffic of all kinds to which it will be exclusively devoted. The General Office of the Baltimore & Ohio Railroad is located in Rooms 738-40-42-44 Widener Building, where informa- tion pertaining to freight rates, car movements, etc., will be cheerfully furnished. GEO. S. HARLAN, J. W. BABNEU, JOHN W. HARTZELL, General Freight Agent District Freight Agent Foreign Freight Agent

16 SOME REMINISCENCES OF THE PORT OF PHILADELPHIA

BY W. R. TUCKER Secretary, Philadelphia Board of Trade (Member of Board of Port Wardens from 1873 to 1897 and Master Warden from 1897 to 1907, and appointed Member of the Harbor Commission in 1887.)

ONE can well appreciate the lack of interest taken in the Port during my early association with its business-com- mencing in the year 1862-when compared with the practical and far greater interest now evidenced in its development and the sup- port accorded all movements by the National, State and local gov- ernments looking to that end. But going back sixty-three years, as indicated, it is curious to note the change in the facilities afforded and the methods of handling ocean- borne commerce in comparison with current conditions. In this light those earlier methods might be considered most crude, in- adequate and altogether inefficient. There were but few covered wharves and those were devoted exclusively to coastwise business, while the number available for ocean traders were comparatively few-so few that at times sailing vessels (then the only class of tonnage demanding wharfage accommodations) were obliged to wait their turn for berths. The despatch of discharging vessels, then not regarded as of such serious importance as it is today, was dependent. greatly upon the weather conditions and the will of the customs officer, the latter (no less than the consignee) being naturally reluctant to tally out cargo under wet and stormy conditions, the consignee adding his protests especially where perishable or semi-perish- able goods were involved. Just as in the present day there were many consignees, too, who objected to paying storage charges on their goods, preferring that their consignments should remain on the wharves until delivery could be made to the purchaser thereof. 17 CORNELL & MATTHEWS Naual Arrliterts ant Enginrrxs 516-17 BULLETIN BUILDING - PHILADELPHIA

Fireboat " DELUGE" Board of Commissioners of the Port of New Orleans Discharging 14,000 Gallons of Water per Minute at 150 Pounds Pressure Maximum Pressure, 225 Pounds Designed by CORNELL & MATTHEWS

"JOHN WANAMAKER " "J. Hampton Moore and Rudolph Blankenburg" Department of Wharves, Docks and Ferries Bureau of Fire, Philadelphia Philadelphia. Speed, 15 Miles per Hour 10,000 Gals. per Minute at 200 Lbs. Pressure Designed by CORNELL & MATTHEWS is When vou consider the limited area of the piers-then con- sidered long piers-some three hundred feet in length, it can wvell be understood how quickly these became completely blocked in good weather by the hurried discharge of vessel cargoes. My earliest recollections as to the loading of grain may not be uninteresting to those now sending their vessels to the large grain elevators which spout their cargo into the ship's hold at the rate of 40,000 bushels per hour. In the old days the grain was carted in bags from warehouses on Broad Street and passed into the ship's hold in bushel measures. One can hardly believe this when the present conditions governing shipments of grain at minimum cost are considered. I refer to certain business associations in order to identify the interests which first brought me into contact with local shipping demands for accommodations and an acquaintanceship with vessel movements while in port. In the year indicated previously I took a position in the office of John R. Penrose, who succeeded the firm of Penrose & Burton, as ship owners and ship agents. As ship agent, Mr. Penrose represented the firm of James Browne & Co., Liverpool, which chartered tonnage and placed it on berth for Philadelphia to carry general cargo. Mr. Penrose was part owner of and man- aged the "Lancaster" (P. A. Decan, Master) and the "West- moreland" (R. R. Decan, Master), these vessels having ample accommodations for cabin passengers as well as steerage. It was most interesting in those days to note the arrival of these ships which were carrying a great many immigrants. It should be noted, too, that in that period of the Port's history ships drawing more than twenty-one feet anchored awaiting a tide to cross Mifflin Bar. They accepted cargo of every descrip- tion, many lines of which have ceased as shipments from the other side of the Atlantic since American enterprise is now manufacturing such articles as tinplate, earthenware (which came in large crates), soda ash, caustic soda, iron and steel, and large consignments of salt in bags as well as in bulk. In this connection I might refer to the other Liverpool lines serving Philadelphia. First, and perhaps -the oldest, was the Cope Line, consisting of four full-rigged ships, then considered large, viz.: the "Tonawanda," "Tuscarora," "Wyoming" and "Saranak." Brown, Shipley & Company loaded these vessels at Liverpool and they were always discharged at the foot of Walnut Street, Cope Brothers, whose offices were located at No. 1 Walnut Street, being the owners of the pier, which in fact was the only line in this Port then boasting of a permanent location for the handling of its tonnage. The space allotted this article does not permit of more than a brief reference to the history of these vessels. The "Wyo- 19 OSCAR B. COBLENTZ, President FRANK B. BEASMAN, Vice-President ELLIOTT H. BURWELL, Secretary WM. B. FRENCH, Treasurer and Assistant Secretary J. F. TOWNER. Jr., Assistant Treasurer

McLean Contracting Company 05nmrat Tontratrori PHILADELPHIA :: BALTIMORE

RAILROADS, BRIDGES PIERS, BULKHEADS HIGHWAYS, DREDGING INDUSTRIAL PLANTS BUILDINGS

20 ming" was lost in the Bay of Biscay and with it Captain Dunlevy, son of an earlier master of the same vessel, lost his life. The other Liverpool Line, so called, was that represented here by Peter Wright & Sons. These vessels were loaded by Boult, English & Brandon at Liverpool. These three lines, we may assume, well served the Port for many years, continuing in operation until the advent of steam navigation displaced them in the trade.. F Though I have digressed again from the text I have done so only in leading up to my reminiscences of the gradual improve- ment of the Port and its approaches. It was not until 1874, as my memory serves me, that City Councils showed any awakening interest in the improvement of our river channel conditions and at that time, and for years thereafter, wharfage facilities rested upon private initiative and ownership. In 1874 the first City representation of the needs of the Port for such improvement of the Delaware River channel as would permit safer and more expeditious movement of vessels was made at Washington by City Councils' Committee on Commerce and Navigation, heading a delegation of representative Philadel- phians. This representation was brought about through the insistence of the Board of Port Wardens who were thoroughly acquainted with channel conditions, for to them the pilots of the Delaware Bay and River made their reports. This Board, by resolution and otherwise, urgently impressed upon the City gov- ernment the necessity of deepening the channel by the removal of such obstructions as were then restricting the Port to the services of vessels of smaller draft. I think I am right in giving Henry Winsor the credit as the real pioneer in the work of Port improvement. It will be re- called that it was he who formed the Winsor Line to Boston and at all times was alive to the necessity of harbor improve- ments, recognizing the handicaps which had to be met. To appreciate some of these today, it must be explained that Mr. Winsor could not build his ships according to the demand for cargo space, but according to the length of the pier from which they sailed. The length of the pier in turn was limited by the obstruction offered in the width of the channel in front of the City proper, the obstruction -being Smith and Windmill Islands. Mr. Winsor's first steps toward a correction of these conditions met with the co-operation of City Councils. It was through his influence that the latter body enacted an ordinance (June 20, 1878), authorizing the appointment of a committee "to devise and present a plan to increase and accommodate the commerce of the Port of Philadelphia," under which, by ordinance of July 8, 1879, the following gentlemen were appointed to serve as a Board 21 .1,.'A _ ...''4. Q -1-_ 'N , ' I '_'a K S1. "A4

at Philadelphia

The great Municipal Piers at Philadelphia were made most efficient and economical in operation by the utilization of Kinnear Rolling Doors. Tremendous quantities of freight must be handled daily, and only a door of absolute reliability could measure up to the exacting requirements. Kinnear DoorE are in use on piers at the following Ports: Panama-Antwerp-San Francisco-Los Angeles-New Orleans -Galveston-New York-Astoria-Seattle. Our Engineering Department is maintained for your benefit and will gladly counsel with you regarding your door needs. Please write us.

Uhe KINNEAR MANUFACTURING COMPANY 5-10 Field Avenue, Columbus, Ohio

ROILLING| * DOOR2S ]2

2:2 of Harbor Commissioners: Messrs. Alexander Henry (Pres.), Barnabas H. Bartol, Edwin A. Gaskill, Charles Platt, Charles S. Lewis and Joseph Wharton. All of these named were mem- bers of the Philadelphia Board of Trade. It is important to note that the first members of the Harbor Commission were appointed under .the selection by Mr. Winsor from among those whom he considered so far removed from any nersonal interest in the proposed work that their findings should be entirely free from any question of individual profit. The writer on May 11, 1887, took a seat in the Board of Harbor Commissioners to fill a vacancy caused by the resigna- tion of Joseph Wharton, subsequently being elected to act as Secretary, which position he retained until his appointment as Master Warden of the Board of Port Wardens, having served as a memoer thereof since 1873. Under the authority of the ordinances the Board of Harbor Commissioners requested a detail of experts by the Federal Gov- ernment to serve as an Advisory Commission, which request was granted by the appointment of the following: Captain G. B. White, U. S. Navy (Chairman); Henry Mitchell, U. S. Coast and Geodetic Survey; and Col. Henry M. Robert, Engineer, U. S. Army. Under date of December 16, 1887, the Advisory Commission submitted a report which met with the approval of the Harbor Commissioners, the report recommending the removal of Smith and Windmill Islands, the extension of the wharves on the Philadelphia waterfront and the modification of the harbor lines.

Smith and Windmill Islands once blocked Delaware River navigation It was left to George B. Roberts, President of the Pennsylvania Railroad, to initiate the movement, following practically the recommendations of the Harbor Commissioners, and at his re- quest the Board of Trade adopted resolutions in January, 1887, which resulted ultimatelv in effective legislation by Govern- ment, State and City incidental to the final condemnation of the islands and theil removal, completion of which was attained in January, 1894. lIon. Joel Cook, for many years President of Board of Port Wardens, was largely instrumental in shaping the policies of 23 AT LANTI C

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THE ATLANTIC REFINING COMPANY 260 SOUTH BROAD STREET PH ILA DELPHI A, PENNA.

24 the latter organization along conservative lines and always in the best interest of the Port. It would not be just to charge the Board of Port Wardens with any lack of initiative in admin- istering the duties charged to it since under the law it was given no right of initiation but was restricted in its functions to that of trustee for the State in granting licenses for the construction of piers, having due consideration for their public usefulness and the protection of the rights of adjoining riparian owners. Mr Cook 'was associated with every movement for the upbuilding of the Port and, as its spokesman, was noted for his forceful exposition of its needs, his strong arguments and lucidity of expression always finding lodgment with those addressed in that they invariably, we may say, bore fruit. At the time of his death he was Chairman of the Joint Executive Committee, which to this day continues dominant in the affairs of the Port, its efforts having been successful in securing the present deepened channel in the Delaware River from the City to the sea, thus making possible the safe navigation of heavier draft vessels. John S. W. Holton, now occupying the Chairmanship of the Com- mittee, continues to direct its activities with the ability and wise diplomacy which has distinguished his predecessors in that office. Referring to Mr. Cook's administration as President of the Philadelphia Board of Trade, the writer, in preparing a minute upon his death said: "Mr. Cook's broad grasp of all questions affecting the national and civic life made him a natural leader, and his judgment was ever sought and his counsel most highly appreciated. Trade, commerce, education and literature found him a most ardent student and a practical exponent of the best thought along lines so varied as to give him a foremost place, not only in his native city, but also in the State and Nation." Among the workers for the Port there are none to which a greater meed of praise is due than William D. Winsor, son of Henry Winsor, who, succeeding him in the management of certain extensive maritime affairs, retained an inheritance of intense loyalty to the Port's interests. As his father's successor in business he gave liberally of his time and means to accom- plishing the readjustment of harbor conditions following the re- moval of the islands already spoken of. It was he who built the first wharf, within the re-established harbor lines, sufficiently long to accommodate those vessels, designed and in course of construction, to meet the demands of the Boston trade. Again it was the younger Mr. Winsor who submitted and successfuly worked out a plan for the adjustment of damages to wharf owners growing out of the widening of Delaware Avenue. In this entire series of negotiations there were but one of two cases in which appeal was taken to the courts. Mr. Winsor earned and secured by his many sterling qualities a host of loyal friends. His word passed, meant the accomplishment of any 25 For Quick Turnarounds Our Stevedoring efficiency is evidenced in performance We apply brains and proven ability to work of this kind Atlantic Coast Shipping Co. INC. CAPT. JOHN W. McGRATH, President

237 Chestnut Street Pier, Philadelphia, Pa. 222 Citizens' Bank Building, Norfolk, Va. 501 American Building, Baltimore, Md. 310 Whitney Central Bank Bldg., New Orleans, La. 925 American National Bldg., Galveston, Tex. Newport News, Va. 503 News Tower Building, Miami, Fla.

NEW YORK: Overseas Shipping Company 39 CORTLANDT STREET

Telephone CAPT. JOHN W. McGRATH, Rector 9160 General Manager

26 promise made and no amount of trouble deterred him from bring- ing to fruition the object sought. His death was a source of sincere regret not alone to those more intimately associated with him but to all enlisted in the advancement of the City's welfare. George F. Sproule, now Director of Wharves, Docks and Ferries, as is well known, had been associated with the Pori Wardens since 1884, when he came into their employ as a boy and elected Secretary of that Board four years later. He is a most modest man and I am sure would not welcome anything like fulsome praise as to his capabilities. But the confidence now imposed in him by two City administrations is well deserved and his good work gives proof of his rare equipment for the service demanded of him. One more name should be mentioned in any history of Port improvement-that of George S. Webster, who as Chief of the Bureau of Surveys actively co-operated in all early movements (in fact, all later ones, too) for the Port's readjustment, and, as an Engineer, took every advantage of the opportunities offered for its betterment as evidenced by the construction of the bulk- head along the riverfront and the widening and reconstruction of Delaware Avenue.

THE QUARANTINE SYSTEM AT THE PORT OF PHILADELPHIA Responding to the demands of shipping, the Pennsylvania Legislature in 1919 abolished the State quarantine station at Marcus Hook. There had been maintained a duplicate service, as the United States had a station at Reedy Island, about twenty miles below Marcus Hook. Shipping was delayed and annoyed by this duplication of service and it was unnecessary expense to the Commonwealth. Upon the abolition of the State service the equipment was taken over by the Federal Government, which now continues its station at Marcus Hook. In the eighties the quarantine was maintained during the summer season at the old Lazaretto, and all vessels from European ports as well as craft from Southern United States ports where contagious diseases existed, were boarded and the quarantine physican satisfied as to the condition of health of all on board before they were permitted to proceed up. In the winter season the quar- antine physician was stationed on a wharf at the foot of South Street, and all incoming craft were boarded from the doctor's tug. 27 The William Cramp & Sons Ship and Engine Building Company

RICHMOND and NORRIS STREETS PHILADELPHIA, PENNA.

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I. P. MORRIS DEPARTMENT Hydraulic Machinery Philadelphia, Pa. KENSINGTON SHIPYARD DEPARTMENT Drydock and Ship Repairs Philadelphia, Pa. CRAMP'S BRASS FOUNDRY Composition Castings - Philadelphia, Pa. FEDERAL STEEL FOUNDRY COMPANY Steel Castings Chester. Pa. DE LA VERGNE MACHLNE COMPANY Oil Engine and Refrigerating Machinery New York, N. Y. THE PELTON WATER WHEEL COMPANY Hydraulic Machinery . San Francisco, Calif.

At1 Licensee for the United States of the Burmeister & Wain Diesel Engine Company of Copenhagen, Denmark

2S MUNICIPALITY PROVIDES SPLENDID FACILITIES

BY J. S. -W. HOLTON President of the Philadelphia Maritineq Exchange and Mlemnber of the Board of Commissioners of Navigation for the River Delaware and Its Navzgable Tributaries

_ T TTTTT¶ O I 1 _ T : iN J UIN V,, UX, Dy LC1gS- lative enactment, the Board of Wardens for the Port of Philadelphia and the of- fices of Harbor Master and Master Warden were. abolished,. and the Department of. Wharves, Docks and Ferries and the Board of Com- missioners of Navigation for the River Delaware and Its Navigable Tributaries were created. The Board of Wardens and its collateral offices were governed by osle1tUe luwn ioe 01I WIuCH wuele enacted as early as 1766, the year in which they were established by an Act of the Provincial Assembly. The first meeting place of the Wardens was the old London Coffee House, at that time situated at the south- west corner of Front and Market Streets. The Board had no legal power of initiative, and was supported entirely through funds collected from wharf owners and from vessels arriving and departing, until March 26, 1870, when, by ordinance of City Councils, it became a department of the City and was main- tained by appropriations from the municipal treasury. In 1906, the last calendar year preceding this change in admin- istrative functions, the gross tonnage of vessels arriving and clearing from the Port of Philadelphia in the foreign and coast.- wise trades totalled 17,904,970 tons, as against 36,960,632 tons in 1925, thus demonstrating the wisdom of this legislation, although it was vigorously opposed by the ultra conservative of our shipping men, but was stubbornly and successfully sup- ported by the younger and more progressive generation, gen- erously aided by. the.. newspaper press.. It is. .also interesting to know that in 1906, the last year of the Wardens, the value of the foreign trade was only $160,413,993, and the customs receipts $20.,505,545, as against $328,958,799 values in 1925,.with customs receipts of $50,726,990.91. This brief comparison will show at a glance that through the creation of the Department 29