LIBf-
THE
UNIVERSITY Of ILLINOIS
PRESENT CONDITION ALONG A PART OF THE WATER FRONT OF THE DELAWARE
i:i\ ER TO BE OCCUPIED BY MUNICIPAL PIERS
PROPOSED Ml NICIPAL PIERS ILONG THE DELAWARE RIVER
OFTHfc
UHTYFKSfTYOFRUNOB
lb JAN 1915
SOUTH
PHILADELPHIA
THE ABOLISHMENT OF GRADE
CROSSINGS AND THE CREATION OF
OPPORTUNITIES FOR COMMERCIAL
AND INDUSTRIAL DEVELOPMENT
DEPARTMENT OF PUBLIC WORKS
PHILADELPHIA
1913
pi
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TV-
HISTORY OF THE NEGOTIATIONS
FOR THE
ABOLISHMENT OF GRADE CROSSINGS
IN SOUTH PHILADELPHIA
The abolishment of grade crossings upon the lines of the
various railroads in South Philadelphia has been a subject
of conference between the officials of the City and the rail-
i- road companies for many years. When the City undertook
the revision of the lines and grades south of Snyder Avenue
in 1898, an effort was made to reach an agreement with the
Schuylkill River East Side Railroad Company and the Penn-
sylvania Railroad Company looking toward the readjust-
ment of the lines of these companies in a manner that would
provide for a separation of grades of the streets and rail-
roads. Nothing was accomplished, however, at that time,
except that the Pennsylvania Railroad Company agreed to
conform its lines to the grades that the City might adopt,
making all the streets cross at grade, with the understanding
that the separation of grades by elevating or depressing
would be a subject for future decision.
The matter then rested until about 1904, when the
Bureau of Surveys prepared a plan which contemplated the
elevation of the Washington Avenue Branch of the Phila-
delphia, Baltimore and Washington Railroad from the
Schuylkill River to Broad Street, the elevation of the Dela-
ware Extension of the Pennsylvania Railroad from the
Arsenal bridge over the Schuylkill River to a point east of
Broad Street, from which point an incline was proposed
♦— connecting the elevated line with the Greenwich Point
■ Freight Yards and Shipping Terminals, also the elevation of
the tracks of the Schuylkill River East Side Railroad be-
tween its crossing of the Schuylkill River and Twenty-fifth
< n \ and Wolf Streets, where it was intended to connect it with
'' the elevated line of the Delaware Extension of the Pennsyl-
vania Railroad, carrying it immediately adjacent to the
latter to a connection with the yards and tracks along the
Delaware River front.
After a series of negotiations, extending over a period
of several months without accomplishing any important
results, the matter was again allowed to rest so far as active
operations were concerned.
The Bureau of Surveys, however, continued its studies
of the entire situation in South Philadelphia, and finally
evolved a plan which affected every line of railroad passing
through that district, contemplated the unification of the
lines of the Schuylkill River East Side Railroad Company
and the Pennsylvania Railroad Company, a reduction in the
number of lines, the abolishment and removal of tracks
upon various main lines and branches, the principal ones of
which were the Delaware Extension of the Pennsylvania
Railroad between Pollock and Packer Streets and from
Twenty-fifth Street to Delaware Avenue, and the Schuyl-
kill River East Side Railroad in Oregon Avenue from
Twenty-fifth and Wolf Streets to Delaware Avenue.
The general intent of this study was to combine all of the
through lines upon one right of way from a point at Twenty-
fifth and Wolf Streets southward along Twenty-fifth Street,
curving to the eastward near League Island and extending
eastward immediately north of the boundary line of the
Philadelphia Navy Yard to a point east of Broad Street,
where it was proposed to establish a general terminal yard
to take the place of the one now existing at Greenwich
Point, which latter plant was to be removed to the new
location further south. This would result in leaving that
entire section of South Philadelphia lying between Twenty-
fifth Street and Delaware Avenue clear of railroad tracks,
and by the transfer of the yard and shipping terminals at
Greenwich Point, would leave that part of the Delaware
River front now occupied by the Greenwich Point piers open
to development by the City as a water terminal for general
commercial uses.
As a result of the study of the entire situation in South
Philadelphia, the Bureau of Surveys became convinced that
no plan for the abolishment of grade crossings would be
ultimately economical or satisfactory that did not provide
for a comprehensive treatment of the whole railroad prob-
lem under which the disposition of the railroads might be
permanently settled. To provide fur the abolishment of one
or two grade crossings or for the change of grade of one
individual line of railroad would be only a temporary expe-
dient, and the problem of the further abolishment of grade
crossings would arise whenever a new street was to be
opened.
The plan prepared was believed to provide a scheme for
the relocation and readjustment of the railway lines in a
manner that would permanently dispose of the entire prob-
lem of steam railroad operation throughout the section south
of and including Washington Avenue. Copies of this general
plan and of a form of ordinance to carry it into effect were
submitted to the interested railroad companies in 1910, and
shortly thereafter the Pennsylvania Railroad Company
agreed to certain parts of the plan, namely — the elevation
of the tracks in Washington Avenue as far east as Broad
Street and the elevation of tracks in Twenty-fifth Street as
far south as Moore Street. The Schuylkill River East Side
Railroad Company indicated a willingness to enter into the
project, but no conclusive agreement as to the combination of
the various lines south of Twenty-fifth and Wolf Streets was
reached.
The matter had remained in about this condition for a
year or more prior to the present Administration. Shortly
after Mayor Elankenburg came into office he was appealed to
by the Southwestern Business Men's Association, the South
Philadelphia Business Men's Association and various other
trade and civic bodies in South Philadelphia to secure the
long desired removal of the Baltimore and Ohio tracks from
Oregon Avenue. Negotiations were immediately entered
into with this railroad for this improvement. The principal
argument in the hands of the Administration was a clause in
the franchise for the Schuylkill River East Side Railroad
which required it on demand to elevate its tracks over Broad
Street. To do simply this and nothing more would have cost
the Baltimore and Ohio Railroad Company $500,000. To
elevate the entire line on Oregon Avenue, and thus remove
all grade crossings, would have cost $750,000. The City did
not want the Baltimore and Ohio Railroad to remain in Ore-
gon Avenue and it is probable that the railroad company itself
did not want to remain there. It was, therefore, suggested
that on account of the removal of grade crossings on Oregon
Avenue, the City might be interested in assisting to secure
a right of way farther south. Plans were made looking
toward the Baltimore and Ohio Railroad paralleling the
Pennsylvania just north of Packer Avenue. There were de-
cided operating difficulties connected with this plan. Nego-
tiations were then opened up with the Pennsylvania Railroad
for the handling of the Baltimore and Ohio traffic on the
present lines of the Delaware Extension. A traffic agree-
ment was drawn up, but this was so unsatisfactory to the
Baltimore and Ohio that negotiations with both railroads
were carried on looking toward the building of a joint line
across the City at about the present location of the Delaware
Extension. These plans had not been gone into very far
before both the railroads and the City were forced to the
conclusion that this plan did not offer the comprehensive
solution which the best development of this section, and
especially of our port facilities, demanded. At this point
ended the first stage in the present series of negotiations.
In the early fall there began a series of engineering con-
ferences, participated in by the engineering representatives
of the City, Baltimore and Ohio, and Pennsylvania Railroads,
and the general officers of the Philadelphia Belt Line Com-
pany. These conferences were held under the instructions
of the executives of the several interested parties. Their
object was to remove the obvious engineering objections
which had been made to the Belt Line proposition as drafted
years before in the Bureau of Surveys. This project had
provided for a Belt Line along Government Avenue, running
at right angles with Broad Street and crossing that thor-
oughfare on an elevated structure, one section of which was
to be treated as a monumental gateway to League Island
Navy Yard. On this proposed road the tracks would reach
grade at about Seventh Street, and this made impossible a
yard of sufficient length to handle the theoretically correct
length of train. Fortunately, Olmstead Brothers had been
retained to make a restudy of the plans for League Island
Park. They felt that the plan for a marginal elevated
freight line, cutting off the view of the Navy Yard and river
from the Park, made almost hopeless the development of this
Park into anything that would prove satisfactory, so that
they entered with enthusiasm upon a study of how this
freight line could be carried under Broad Street. Carrying
the Belt Line farther north than had originally been planned,
and then allowing it to pass under Broad Street, gave the
length of yard to the East of Broad Street that the railroad
felt was necessary. Another difficulty that had stood in the
way of this development had been the feeling on the part
of the railroads that wharf property developed immediately
to the north of League Island Park would not be as desirable
as that they were being asked to vacate farther north. Some
studies were made which indicated that docks at this point
will not be any more likely to fill than those farther up the
river.
Again, comprehensive studies had been made as to the
way in which this line was to be carried through the plant
of the Atlantic Refining Company, without doing undue
damage to that plant, and without involving the parties at
interest in undue damage costs.
These and other engineering difficulties were finally re-
moved. The plan as developed was turned over early in the
year to the executive officers of the railroads, and the series
of conferences begun in the Mayor's office, which have now
been consummated.
STATEMENT BY THE MAYOR, IN REFERENCE
TO THE
CONTEMPLATED IMPROVEMENTS
The many conferences between officials of the city, the
railroads and the Philadelphia Belt Line Company have
brought most gratifying results. The fine spirit of co-oper-
ation ; the desire to arrive at an amicable, mutually advan-
tageous settlement by all the parties interested, have led to
an agreement that promises much for Philadelphia.
Our metropolitan development has been long neglected
and delayed owing largely to procrastination, misunder-
standing and antagonism. These have at last been over-
come and, with cordial popular support, I predict a more
rapid advance for our city than at any time in its history.
It is not only the abolition of grade crossings in South Phila-
delphia, a question that has engrossed the attention of the
authorities for the last twenty-five years, but also the far-
reaching measures proposed to utilize our splendid river
front to the fullest advantage and thus to make Philadel-
phia in the near future one of the world's greatest ports.
With city railroads and Belt Line, with modern docks and
wharves, and with all manufacturing and shipping interests
acting as a unit, Philadelphia may soon be made as great a
factor in the world's trade as are other inland ports, such as
London, Hamburg or Antwerp.
Public interest has naturally been directed to the pro-
visions in the agreement for the protection of the rights of
the Belt Line Railroad Company and the preservation of its
opportunities for future development. The agreement pro-
vides for both these things without a possibility of doubt.
The Belt Line is first protected in all its present rights and
franchises and in all its existing agreements with other
railroads. It is given the express right to lay two tracks on
Delaware Avenue from Queen Street to Hoyt Street, and it
is given, in fee, a right of way from Delaware Avenue and
Hoyt Street west and north to Twenty-ninth Street and
Magazine Lane. It is also provided that the four tracks
owned by the Pennsylvania and Baltimore Companies shall
be operated as a Belt Line, or "open gateway," with free ac-
cess insured to any other company desiring to enter the City
and use these tracks. There are express covenants that the
operation of the road shall be on equal terms to all users
without favoritism or discrimination.
It is further provided that the right of use may be given
to another company by either of the owning companies or
by the Belt Line.
In the unlikely event of any refusal in the future by the
railroad companies to live up to this agreement, it is pro-
vided that the agreement shall be enforcible by the decree
of a court of equity. Over all will be the supervisory powers
of the Inter-state Commerce Commission and the new Pub-
lic Utilities Commission to be appointed by the Governor.
Finally, if all these precautions should fail, two tracks may
be laid on the right of way of the Belt Line.
The terms of use by another company desiring to enter
the city are made unusually liberal. It is provided that the
road shall be divided into two sections, one section including
the comparatively inexpensive stretch on Delaware Avenue
and the other the more expensive construction west to
Girard Point and north to Passyunk Avenue. Any other
railroad company may use either or both of these sections,
and if it uses only one m ction, it is not obliged to pay, as
rental, interest upon any part of the cost of construction of
the other section. Neither is it obliged to repay any part of
the cost of the other section. Instead of being obliged to
contribute a large sum of money at once, it will only be
called upon to pay interest on a part of the cost of construc-
tion and of the net value of the abandoned lines for which
the new road will be a substitute. This "net value" will be
a comparatively small sum and only enters into the matter
in so far as it affects another company. No portion of this
value is contributed directly or indirectly by the City.
Aside from all other benefits, a large area of land south
of Oregon Avenue, 4,000 acres or more, will be sought for
building purposes, homes as well as manufacturing plants.
Miles of improved water front on the Delaware and the
Schuylkill and enlarged shipping facilities by land and water
will be an incentive to establish new industries and thus se-
cure new fields of labor and employment for our ever-grow-
ing population.
9
Another point in this development of South Philadel-
phia is not generally appreciated, and that is the financial
result for the City. The Thirty-ninth Ward, south of Mifflin
and east of Broad Street, comprising 4.809 square miles, has
been retarded in progress for many years. The value of 3,500
acres of land, now assessed at an average of $1,507 an acre,
or a total of $5,318,000, should increase with the develop-
ments contemplated in such proportion as to shortly reach
the assessment in other wards with a river front. The First,
Second and Third Wards, with 1.333 square miles, yield to the
City, with an assessment of $46,582,400, at one per cent, tax
rate, $465,824; the Eleventh, Twelfth and Thirteenth
Wards, containing but 0.662 square miles, on an assessment
of $32,363,941, contribute to the City Treasury $323,639.41 ;
the Sixteenth, Seventeenth and Eighteenth Wards, 1.182
square miles, assessed at $33,880,595, pay a yearly toll of
$338,805.95. Or, to summarize : The Thirty-ninth Ward,
containing 4.809 square miles, assessed at $20,585,988, con-
tributes to the City the meagre sum of $205,859.88, while
the nine wards enumerated above, containing together only
3.177 square miles, with a total assessment of $112,826,936,
annually contribute $1,128,269.36.
The Thirty-ninth Ward is as near to the City Hall as is
the Eighteenth, and with a Broad Street subway now within
sight, it will be fully as accessible to the heart of the City as
are the northeastern wards named. At the same time, the
river front in the Thirty-ninth Ward is as extensive as that
of all the wards mentioned. It is reasonable, therefore, to
suppose that the average real estate value, per acre, in the
Thirty-ninth Ward will, at no distant day, approximate that
of the other river wards spoken of. With such increased
revenue from real estate taxes, the City will be much more
than compensated for any outlay in abolishing grade cross-
ings, for developing the harbor and for building modern
docks and wharves.
The immeasurable additional advantage of creating
new fields of labor by opening large tracts of land as sites
for the building of mills and factories should not be over-
looked. The City should certainly be congratulated on the
solution of one of the serious questions that have perplexed
us for many years.
10
0RAD1 GROSSING Ol 111 I ~> III U KIM RIVKI RAILROAD \l
BROAD 8TREE1 IND OREGON WIMI \ 1 1 w l\-l
1:1: \M I ROSSING OF Till * HI YI.KII.I. RIVER I VS1 SIDE RAH ROAD \T
I NTY-THIRDSTREE1 ANDPASSY1 NK AVI M I VII w NORTH!
THE SCHUYLKILL RIVER EAST SIDE RAILROAD. VIEW NORTHEAST FROM
TENTH STREET AND OREGON AVENUE
OREGON AVENUE WEST FROM FIFTEENTH STREET. THE PRESENCE OF THE
RAILROAD TRACKS PREVENTS THE EXTENSION OF IMPROVEMENTS
THE ACQUISITION
OF RAILROAD PROPERTY FOR
MUNICIPAL PIERS
The acquisition by the City of the properties of the
Baltimore and Ohio Railroad Company, at the foot of Snyder
Avenue, and of the Pennsylvania Railroad Company, between
Bigler and Hoyt Streets, on the Delaware River, is one of
the most valuable features of the South Philadelphia agree-
ment. Its importance to the development of the port can
hardly be over-estimated.
The tract belonging to the Baltimore and Ohio Railroad
comprises the site of the old Pier No. 80 — which was de-
stroyed by fire about a year ago and has not yet been rebuilt
— and two or three smaller structures adjacent, the I
length of river frontage being about 900 feet. The Pennsyl-
vania Railroad property, known as the Greenwich Coal
Terminals, takes in practically all of the present railroad
pier developments in the Greenwich section — except the
lowermost wharf known as Point House Pier — and has a
total river frontage of about 2,500 feet, the two properties
together having a combined bulkhead length of 3,400 feet.
The section lying between them is either in a totally
undeveloped condition, or — in the case of the three manu-
facturing establishments already located there — developed
in such a way that the entire water front from Snyder Ave-
nue to Hoyt Street, a distance of about 7,200 feet — nearly
one and one-half miles — would be easy of acquisition by the
City and would afford an opportunity for a symmetrical,
economical and efficient steamship terminal development un-
approached at any port on the Atlantic Coast.
Immediately in front of these properties at the heads
of the piers proposed to be built on them is the main Dela-
ware River Channel, 35 feet deep and 1,000 feet wide, now
under improvement by the U. S. Government, and in the rear
of it the tracks of the Belt Line Railroad, affording direct
access to and from the piers to three of the great trunk line
systems of the country. These properties are fortunately of
sufficient depth to permit of the construction of the long and
n
wide piers which are now requisite for the proper handling
of the enormous cargoes carried by modern ocean freighters,
and the necessary car storage yards immediately in front of
them for handling the large number of cars required for the
prompt dispatch of cargo to and from the steamers at the
wharves.
This site has been looked upon by the Department of
Wharves for a long time as the logical location for the con-
centration of port improvements in this City for some years
to come, and the consummation of the long-drawn-out nego-
tiations with the railroads removes the principal obstacle in
the way of what it is believed can and will be made into the
finest, completest, and most noteworthy single terminal de-
velopment on this side of the Atlantic.
Bearing in mind the fact that the modern steamship
terminal is not merely an aggregation of an indefinite num-
ber of piers, but must provide, in a logical scheme, for the
effective co-ordination of the various units necessary to make
it a complete working entity, the Dock Department has pre-
pared preliminary plans for the construction of a dozen or
more piers in this section, each 1,200 feet long by 300 feet
wide, with docks between them of the same width as the
piers, and with railroad yards located in the rear between
the ends of the piers and Delaware Avenue. Storage ware-
houses for commodities of every kind received from the
ships and held for local consumption or shipment into the
interior, or vice versa, and a factory section somewhat along
the lines of the great Bush Terminal in Brooklyn, are
planned to be located on the westerly side of Delaware
Avenue. It is regarded as a practical certainty that the con-
struction of these proposed piers would be followed by the
location convenient to them of many manufacturing estab-
lishments which use large quantities of imported raw ma-
terials, and with them would come the concurrent residential
upbuilding of the section in the rear of the factories.
These preliminary plans contemplate piers and mechani-
cal equipment of the most advanced type of construction,
and the building of the first of them will mark a long step
in advance of anything yet attempted in this line in Phila-
delphia or any other American port. It is recognized that
12
this is not the work of a few months, or even two or three
years, but the commencement of this great work is looked
for in the near future and all necessary preparations are
being made by the engineers of the Department with that
end in view. A perspective drawing of a portion of this
proposed terminal is shown as a frontispiece, the piers in the
foreground, with the railroad tracks, trestles, and car yards
beyond them; then still further back, on the west side of
Delaware Avenue, the warehouse and factory section of the
development — the whole illustration giving a faint idea of
the tremendous scope of the activities of a properly planned
modern steamship and railroad terminal. Accompanying
this drawing is a photograph showing the present unde-
veloped condition of a portion of the site.
13
REVISION OF THE
STREET SYSTEM FOR THE DEVELOPMENT
OF PROPERTY
"In connection with the re-adjustment of the steam
railroad lines in South Philadelphia, a revision of the lines
and grades of streets is contemplated throughout the unim-
proved area lying between the Delaware and Schuylkill
Rivers in a manner that will provide better opportunities for
transportation through that area and also for a better de-
velopment of the territory for commercial, industrial and
residential purposes. At the present time the street system
is laid out rectangularly with very few diagonals, the blocks
being from 360 to 400 feet square, with main streets usually
60 feet in width. The usual method of developing these
blocks for residential purposes is to open two 40-feet wide
streets through each block, which results in building lots in
many instances less than 50 feet in depth, a depth that is
not sufficient for ordinary domestic purposes and necessarily
drives the children into the street to play or denies them any
opportunity to get out in the open air. The present layout
does not lend itself to the best forms of sub-division of the
property for purposes of general development, and a system
can be established that will better serve the needs of future
industrial, commercal and residential growth. It will be es-
sential to the proper development of industrial and commer-
cial improvement that better facilities shall be provided for
reaching the proposed new docks and railroad terminals than
are provided by the present plan. Traffic to and from that
portion of Delaware Avenue which has been widened and im-
proved north of Christian Street is put to very great incon-
venience by the lack of suitable approaches, the streets now
entering that section of the avenue from the City being
narrow, as a rule, and having heavy grades descending to the
water front. This condition has been a source of much com-
plaint from all traffic interests using the approaches, and
wider and more direct approaches from the City should be
established to the new harbor improvements along the Dela-
ware and Schuylkill River south of Christian Street.
14
"Following the reconstruction of the railroads to the
new lines and the removal of the present surface tracks and
the construction of the proposed docks, the industrial devel-
opment of that section should proceed rapidly.and, in order
that proper facilities for traffic movement may be estab-
lished, it will be necessary to create better and more direct
connections between commercial and industrial areas and the
City; this will require wider streets and a greater number
of diagonals than are provided by the existing plans.
"The opening up of this section to commercial and in-
dustrial activities will naturally be followed by the building
up of considerable areas with homes for the people who will
be engaged in the various industries, and opportunities
should be given for a more liberal and more attractive de-
velopment for the homes of those workers than it has been
customary to provide in some sections of the City. The pres-
ent system of streets in the southern section of the City has
encouraged the laying out of very small lots, so that the peo-
ple living in the small row houses do not have the oppor-
tunity they should for the enjoyment of open spaces, sun-
light, air and those natural surroundings which would add
greatly to the healthfulness and attractiveness of residential
sections occupied by the working classes.
"The street system throughout this section should also
be laid out with a view of setting aside areas at proper dis-
tances apart for the establishment of small parks and play-
grounds; such places will be absolutely essential for the use
of the community if the best interests of the people are to be
considered and proper provision made for the physical train-
ing and health of the children. Certain wide streets should
also be planned as parkway connections with League Island
Park and with the general park system of the City.
"The one-family house which is characteristic of Phila-
delphia is held by many city planning and housing experts
to be the most desirable type of the workingman's home, but
the tendency of real estate operators has been toward get-
ting the largest number of lots out of the land in developing
it, and opportunity should be given for subdivision into larger
plots in order that each house may have more open space
attached to it than is usually the case under the present
practice.
15
"The general revision of streets in the undeveloped ter-
ritory with these objects in view will be to the advantage of
everyone who will be concerned in the growth of improve-
ments in the southern section of the city. The general
development of the commercial and industrial enterprises
which will naturally be attracted to localities that are well
served by railway and water-routes of travel should be
accompanied by the best facilities for the free movement of
street traffic and by the opportunity for the creation of an
ideal residential section and workingmen's colony."
16
SUMMARY
elph.o, July 7. 1913
Preliminary Estimate of Cost
of Re-locating and Elevating Tracks and Freight Terminals
of Pennsylvania Railroad Company, Philadelphia, Baltimore & Washington Railroad Company
and the Baltimore and Ohio Railroad Company
in South Philadelphia
Total
Lstimated
Washington Avenue Branch, P., B. & W. R. R.
Washington Avenue Elevated Railroad :
30th St. and Gray's Ferry Avenue to West Side of Broad
St. (2 tracks, 30th St. to 25th St. ; 3 tracks, 25th St.
to 17th St., and 2 tracks. 17th St. to Broad St.) $1,950,000
West side of Broad St. to 5th St. (2 tracks) 1,000,000
New Freight Station and Elevated Yard Tracks between
Broad St. and 17th St 1.384,000
Car Storage Yard south of Washington Ave., between ISth
and 19th Sts 532,000
692.000
266,000
.586,000
1-2 cc
st $ 793,000
260.000
1-2 cc
st 130,000
364,000
1--' a
st 182,000
734.O0O
Total cost to P., B. & W. R. R. Co $2,433.01.1
Delaware Extension, P. R. R.
Two-track Elevated Railroad (steel viaduct on 25th St., from
Arsenal Bridge to McKean St.. thence along Point Breeze
Ave. to 29th St., thence embankment to Passyunk Ave) . . $1,586,000
Three Y'ard Tracks from Magazine Lane to Penrose Ave., to
replace tracks on Girard Point Branch
Girard Point Storage Co.'s Tracks and Elevation to connect
with Joint Line
Two Tracks on Delaware Ave. from Bigler St. to Swanson St.
to be relaid with girder rails; paving Delaware Ave. from
Reed St. to Queen St.; purchasing Reed St. property and
rebuilding yards and tracks to compensate for tracks re-
moved from Delaware Ave., and to permit widening of
Reed St., Front St. and Washington Ave
Additional Yard Facilities required by P. R. R. Co., Reed St.
and Washington Ave 273,000
New Terminal Y'ards between Broad St. and Delaware Ave.,
not including pier development :
Portion to be paid jointly by City and P. R. R. Co. to ,
replace present facilities and provide for dredging. . . 1,500,000
Additional facilities to he constructed entirely at P. R. R.
Co.'s expense 2,000,000
Purchase by City of Section No. 1 — Piers, Tracks, etc., Dela-
ware Ave. to Pierhead Line and Bigler St. to Iluyt St.
(approximate estimate) 2,300,000
To replace above waterfront facilities on property now owned,
by P. R. R. Co., south of Hoyt St.. 1.300,000
Joint Four-Track Line, 29th St. and Passyunk Ave., to S'gler St.
Four-track Elevated Railroad, 29th St. and Passyunk Ave.
to Magazine Lane, thence embankment to Broad St.,
including Broad St. Bridge and approaches
Four tracks at grade from east side of Broad St. to Bigler St
and Delaware Ave
Connecting Atlantic Refining Co.'s and City's Point Breeze
Gas Works' sidings and tracks to elevated joint line
Total cost to P. R. R. Co
367.000
273,000
cost 750,000
cost 2,000,000
Entire cost 1.300.000
3,200,000
41 I . 1 i 1
100,000
3-10 cost
3-10 cost
3-10 cost
960,000
139,800
30,000
: from Vare Ave. to Pass-
Baltimore and Ohio Railroad
Two-track Railroad on embank
yunk Ave 475,000
Two tracks on Delaware Ave., from Bigler St. to Vandalia St. 75.000
New Terminal Y'ards between Broad St. and the Delaware
River (approximate estimate) 1.500,000
Purchase by City of piers, tracks, etc., Delaware Ave. to
Pierhead Line and McKean to Jackson Sts. (approximate
1,0 0,0V)
3-10 1
3-10 <
3-10 (
B. & O.
City of
R R Co's
Philadelphi
Portion
Portion
960,000
139,800
30,000
1-2 cost $ 975,000
1-2 cost 500,000
1-2 cost 692,000
1-2 cost 266,000
1-2 cost $ 793,000
1-2 cost
1-2 cost
130,000
182,000
1-2 cost 367,000
1-2 cost 750,000
Entire cost 2,300.000
2-5 cost
2-5 cost
1.280,000
186,400
40,000
Total cost to B. & O. R. R. Co..
237,500
37,500
1,500,000
1-2 cost 237,500
1-2 cost 37,500
Entire cost 1,000,000
$2,904,800
Total cost to Pennsylvania Companies <cg ,^j qqq
Credit : City's purchase of present waterfront property and facilities of Pennsylvania Companies 2^300 000
Net total cost to Pennsylvania Companies * « 7 057 g
Total cost to Baltimore Companies J^'ona'p
Credit : City's purchase of present waterfront property and facilities of Baltimore Companies L00o!c
Net total cost to Baltimore Companies jj 004 gQg
Total cost to City of Philadelphia, including $60,000 on account of Philadelphia Belt' Line Railroad right-of-way!! !!!!!!!!!!!!!!!!!!!!!!!!!! $9,796!400
Credit: Value of waterfront property and facilities purchased from the Pennsylv
Net total cost to the City of Philadelphia for work of construction.
1 Compan
nd the Baltimore Companii
Net total cost of the
Note: This estimate
change after more complete si
approximate and was made partly by the Railroad Companii
veys and the development of the plans.
nd partly by the Bu
$18,758,200
s subject to
EDITORIAL COMMENTS OF THE PRESS
ABOLITION OF
GRADE CROSSINGS IN SOUTH PHILADELPHIA
$18,000,000 TO BE EXPENDED
Public Ledger, July 8, 1913.
The announcement that an agreement has been reached
between the executives of the city and of the interested rail-
road companies, covering the abolition of grade crossings
and the relocation of tracks in the southern part of the city,
is of greater local interest and importance than any other
announcement in the lifetime of the present generation. It
is doubly gratifying to know that the agreement is in such
shape that it will probably command unanimous approval.
The difliculties that lay in the way of reaching such an agree-
ment are obvious. The railroad companies were seeking no
additional franchises or privileges, nor was the city in a
position to enforce any drastic measures. There were no
expired or expiring franchises. There were grade crossings
which the city might have attacked in the exercise of its
general police power, but as the City Solicitor wisely ad\
Councils, this was a tedious way of reaching a result, involv-
ing years of altercation, recrimination and litigation. He
suggested that the proper way was to take the matter up in
conference and reach a lair and equitable agreement. That
is the way in which the abolition of grade crossings has al-
ways been handled in Philadelphia, and the results already
attained under previous agreements, and to be attained
under this agreement, fully justify its wisdom. It was in
recognition of this principle that the Legislature passed the
act 15 or 20 years ago authorizing an apportionment of the
cost of such operations between the city and the companies
involved.
The only concrete fact which the city had to build upon
was the right to compel the Baltimore and Ohio Railroad
Company to make an overhead crossing of Broad Street at
the joint expense of the company and of the City. From
this starting point the municipal authorities succeeded in
17
convincing the Baltimore and Ohio Company that if its cross-
ing of Broad Street was to be elevated, its entire Oregon
Avenue line would have to be elevated; that this would be
an unsatisfactory solution both for the company and for the
City ; that the agitation now directed against the Baltimore
and Ohio would within a very few years be directed against
the Pennsylvania tracks a few blocks south, and that the
proper solution would be to abandon both these lines and
substitute for them a line girdling the southern portion of
the City from Twenty-fifth Street and Passyunk Avenue to
Delaware Avenue and Queen Street.
Then came the relation of the Philadelphia Belt Line
Railroad Company to the enterprise. The ideal solution
would have been for either the City or the Belt Line Com-
pany to build the new track, but in the way of this solution
stood very serious if not insuperable legal, financial and
operating difficulties. The attitude of the representatives
of the City has been from the first that the new line must be
a Belt Line in substance and fact, in whatever company or
companies the legal title to it might be vested. Appreciating
the self-sacrificing interest which had been shown by the
public-spirited citizens who had organized the Belt Line and
kept it alive for more than 20 years, they insisted that both
its present rights and its capacity for future development
must be preserved. These things are accomplished by the
agreement.
As the Mayor points out, the Belt Line is protected both
in its municipal franchises and in its existing agreements
with other railroads. It is given the right to extend its
tracks down the whole length of Delaware Avenue to Hoyt
Street, where the new railroad yards will be located, and
west of that point it is vested with a right-of-way parallel-
ing the tracks of the other companies. It is covenanted and
agreed that the four tracks of the other companies shall be
open to any other company now or hereafter entering the
City on what is called "equal" terms, but which are really
preferential terms, in at least two respects.
The Pennsylvania and the Baltimore and Ohio make an
investment of over $12,000,000, and must carry this invest-
ment for a considerable period of time, during which it can-
18
not be productive of adequate revenue. A new company can
come in either at once or after the location of industries and
the construction of municipal wharves have made the line a
great traffic producer. The new company can then come in
without refunding any portion of the investment of the other
companies, merely paying its share of operating expenses
and a rental representing interest on one-third of the
cost. The new company will further have the invaluable
privilege of having the line divided into two parts, and using
either or both of these parts. The great advantage of this
arrangement lies in the fact that the section on Delaware
Avenue will be for many years, if not always, the most valu-
able section from a traffic standpoint, although it is a section
where, owing to the fact that there is no right-of-way to
be bought and little or no grading to be done, the construc-
tion cost will be extremely low, making the rental of that
section correspondingly low. This is an arrangement which
probably would never be made in any mere bargain between
two railroad companies, and it is a tribute alike to the insist-
ence of the City officials and the broad spirit in which the
railroad officials have approached the proposition, that this
arrangement is provided.
An examination of the agreement shows that the pro-
visions for the maintenance of the new road as an "open
gateway" are of the most positive and specific character ; that
legal precautions are taken to make these provisions enforce-
able by the specific decree of a Court of Equity, while if all
of these precautions should fail, the possibility of monopoli-
zation is effectually precluded by the grant of a right-of-way
to the Belt Line.
The benefits of the agreement are far-reaching. The ele-
vation of the Washington Avenue line and of the lines on
Twenty-fifth and Twenty-ninth Streets, and the abandon-
ment of the lines on Oregon Avenue and immediately south
of that street, will do away with interruption to traffic and
peril to life and limb, and will open up for residential occu-
pancy thousands of acres of land in South Philadelphia with-
in four or five miles of the City Hall, which have been cut
off for a generation. These, however, are the least of the
advantages.
19
The agreement provides for the sale to the City of
nearly three-fourths of a mile of Delaware River frontage,
contiguous to undeveloped lands, on which the City can con-
struct the best designed and most comprehensive system of
port improvements on the Atlantic coast. In return for the
vacation of Washington Avenue east of Delaware Avenue,
and of a few unopened streets in the southwestern part of
the City, the railroad companies dedicate to the City all land
and buildings owned or controlled by them which will be
needed for the opening of the widened Delaware Avenue
south of Christian Street. This will enormously reduce the
damages incident to such opening, and with comparatively
slight additions to the fund of $250,000 provided in the last
loan for that purpose, the opening of this great marginal
thoroughfare can now proceed rapidly. By the single opera-
tion of dredging from the Delaware River to fill in the site
of the railroad yards between Greenwich Point and League
Island, the Horse Shoe Shoal will be removed, and hundreds
of acres of mosquito-breeding and disease-producing swamps
will be reclaimed. A great Belt Line will be constructed,
serving all the public and private wharves on the Delaware
River, and on the inner side of the circle there will be im-
mediately available desirable sites for industrial establish-
ments capable of giving employment to many thousands.
Back again from these industrial establishments will
be a great residential area. The development of these indus-
trial sites and residential area will add millions to the as-
sessed value of the wards affected, and thus yield to the City
an annual revenue in taxation which will repay it many fold
for its contribution to this monumental work. At a time
when the shadow of possible industrial depression hangs
over us, the inauguration of an operation which involves the
expenditure right in our own City of over $18,000,000 is per-
haps not the least of the advantages.
In a population of more than a million and a half of
people there must necessarily be some whose narrow vision
or desire to make personal or political capital causes them to
criticise. It is quite possible that, in spite of the time that
has been spent on this agreement, and the manifest care
with which it has been drawn, still further improvement
may be possible, but the Public Ledger extends its hearty
20
THE PREVAILING TYPE OF STREET AND ON T E FAMILY HOUSES. VIEW NORTH
ON SIXTEENTH STREET FROM OREGON AVENUE
A NEW TYPE OF STREET AND ONE FAMILY HOUSES. THE GTRARD ESTATE
IMPROVEMENTS. COLORADO STREET NORTH FROM SHUNK STREET
congratulations to all those who have co-operated in bring-
ing this splendid plan to its present stage, and believes that
intelligent public sentiment, while welcoming useful and con-
structive suggestions, will have little tolerance for those
who may be disposed to merely criticise from unworthy
motives. It will now be in order for every commercial or-
ganization and every association of business men or of
citizens of any trade, class or profession, who have the
interests of Philadelphia at heart, to study this agreement
carefully, and then express themselves in no uncertain tones.
A GREAT PORT PROMISED
The Philadelphia Inquirer, July g, 1913.
The great, the important feature of the agreement
which the City, the railways and the Belt Line, through
their respective officials, have reached is the brilliant prom-
ise that at last the way is opening for Philadelphia to become
a port of magnitude. The removal of all grade crossings in
South Philadelphia means the development of much territory
now practically unoccupied. But, after all, these removals
were bound to come in any event in the course of time. That
time is hastened by the port-building that is contemplated,
which is the vital thing.
The opportunities confronting Philadelphia have been
fully realized for many a long year. City administrations
have talked. Councils have talked. Everybody has talked,
but nothing has been actually accomplished beyond the con-
struction of one or two piers. Down the river as far as
League Island the possibilities for expansion have been in-
vitingly exposed to view. But the City has lacked money —
lacked a unity of purpose as well. It is no longer diffi-
cult to see where the money is coming from, whereas the
agreement clears away all obstacles save the actual financ-
ing of the vast proposition.
That is to say, all obstacles are cleared away if Coun-
cils shall agree to the plans, for they have the final say.
Naturally, then, the rather intricate articles of the agree-
ment will receive a great deal of study from them, while
the various business associations of the City will discuss
and criticise or approve. After a day's careful considera-
tion of the plans and of the agreement, The Inquirer finds
21
very little to criticise, very much to applaud. Indeed, when
the difficulties which confronted the Mayor and his advisers
are taken into consideration — difficulties which few citizens
can possibly understand, considering that they could not be
conversant with the serious questions that have been settled
only after numerous conferences — when these difficulties are
taken into consideration, The Inquirer is of the opinion that
the City's representatives have deserved the cordial support
of the public, and that support this journal unhesitatingly
gives. It may be that some Councilmen can pick a flaw here
and there, but we doubt it. The work of the conferees has
been done splendidly. No matter has been overlooked, so
far as we can discover. Indeed, we do not see how it would
have been possible to safeguard the City's interests more
thoroughly, and our advice to Councils is to co-operate heart-
ily in carrying out the agreement.
For what is it that the administration has in view?
Leaving aside the removal of grade crossings which is pro-
vided for, there is contemplated on the Delaware front a
collection of wharves that probably cannot be duplicated else-
where. Philadelphians who are familiar with the water
front will readily recall the nest of coaling piers known as
the Greenwich Piers, stretching between Bigler and Hoyt
streets, a distance of 2,500 feet. This property the City is to
acquire from the Pennsylvania Railroad. Further up the
stream, between McKean and Snyder Avenue, is a 900-foot
stretch belonging to the Baltimore and Ohio, which the City
will also buy. Between these two railroad holdings is a con-
siderable territory only partially developed, which the City
can acquire under the right of eminent domain. Counting
this in, the City can take over something like 7,200 feet, or
nearly a mile and a half. There is room here for sixteen to
twenty wharves. The Department of Wharves already has
plans drawn for twelve piers 1,200 feet in length. There will
be ample room for trackage, for freight terminals and stor-
age warehouses and for manufacturing plants to cluster
along this vast improvement.
To make way for these City developments — for the con-
struction of the magnificent city-owned terminals — the
Pennsylvania and Baltimore and Ohio Railroads will move
down the river to the extreme end of South Philadelphia,
22
adjoining League Island. There they will have their own
coaling piers and their own freight yards. Without any
qualification whatever, we believe this anangement to be
an ideal one.
T.ut what are wharves without connecting railroads?
And it was over this problem that the representatives of the
City and of the railroads, including those of the Belt Line,
had many a haul day's work. Had the Belt Line been in a
position to construct the necessary trackage, there would
have been no problem at all. But it wasn't. How, then, were
ights to be maintained and the tracks laid down by other
corporations? For the Belt Line represents a great principle
— that of the open door to all railway lines of the future and
the guarantee of impartiality.
Briefly stated, here is the plan that has been adopted:
All existing grade crossings to be abolished : a four-track
line, to be owned by the Pennsylvania and the Baltimore and
Ohio, to skirt League Island across to the Delaware an<
follow up the Delaware, tapping e rharf, public and
private, to Q reet, from which point Delaware Avenue
will be served by existing lines. But — and here is the point
— the P Baltimore and Ohio contract to open
their lines to any railroad that Beekfl entrance, and, as a pre-
cautionary measure, the Belt Line may parallel the four-
track line at any time. Thus will shipping receive equal
treatment, thus will the open door be kept constantly open.
All this is going to cost money — much money — of
course. The removal of grade i he abandonment
of existing rails, the construction of the four-track line,
which is for all practical purposes a true belt line, will re-
quire an expenditure of about $19,000,000. Of this sum the
City will shoulder m -^00,000, but it will gain the I
front property of the Pennsylvania and Baltimore and Ohio
valued at $3,300,000.
It has been the pleasure of the Inquirer always to lead
in every movement for municipal development. It has
known no politics in this connection. It has fought for prog-
and it has welcomed aid from any and every quarter.
It has made no particle of difference to us whether it v. .
Reyburn or a Flankenbmg \ commanding the forces
of progress at the City Hall. This journal has asked and de-
manded only that something practical should be done.
Well, something is being done right now, and it extends
its most hearty congratulations to Mayor Blankenburg and
to those of his directors who have been so tirelessly laboring
to produce results.
It is a grand agreement that has been reached. There
is needed but the sanction of Councils to place it in opera-
tion. That sanction we urge Councils to give.
After that — let's get to work !
PHILADELPHIA AS A PORT
The Philadelphia Inquire?', July 13, 1913.
Should Councils indorse the agreement entered into be-
tween Mayor Blankenburg, Directors Norris and Cooke, the
officials of the Pennsylvania and Baltimore and Ohio Rail-
roads and those of the Belt Line — a unanimous agreement,
by the way — a great section of South Philadelphia will be
revolutionized.
The removal of all the grade crossings will be no small
improvement in itself, for much unoccupied territory will be
opened to building operations. But it is over on the Dela-
ware River front that the most important work will be un-
dertaken. Here a vast port is to be manufactured — actually
manufactured. Wharves are to be constructed, railway ter-
minals built, warehouses for storage purposes erected, while
in close touch with railroad and wharf there should spring
up various manufacturing plants.
The Inquirer is exceedingly happy over the promised
development. It has for years called attention to the im-
mense possibilities for extending commerce. As a City we
have been exceedingly neglectful of these opportunities. A
great amount of space has been going to waste. For the
broad acres that the city can purchase at a comparatively
small expense, New York would be willing to pay millions
upon millions. New York's harbor space is limited and con-
gested. What is more, the piers of Manhattan are without
railroad connection, hence there is no transfer from ship to
railway car. True, private enterprise in Brooklyn has un-
24
dertaken to make a certain connection, but it is an expensive
enterprise. In Philadelphia wharves and terminals can be
led at much less cost and, when finished, can handle
freight much cheaper than elsewhere, save, possibly, in Bos-
ton, where there is a plan for a considerable wharf develop-
ment.
The natural facilities which Philadelphia enjoys are un-
rivaled. This means very much, for if we can demonstrate
that ocean freight can be taken care of more expeditiously
and with greater economy than elsewhere, we can invite
steamship lines to take advantage of the opportunities to
save money, and they will not be slow in showing their ap-
preciation of municipal enterprise.
This argument we have advanced time and time again.
It has never been disputed. It could not be. But the months
have dragged into years and little has been accomplished in
a practical way. But at last the clouds are breaking and the
clear light of day is shining through the rifts. The great
task of bringing the City and the railway lines into an agree-
ment under which city-owned wharves can be served by a
genuine belt line extending along the water front has been
accomplished within the week. There is needed now only
the indorsement of Councils, together with the finding of a
few millions of dollars to inaugurate a vast enterprise that
cannot fail to make of Philadelphia a port second only to
New York in magnitude and importance.
A GREAT PORT- BUT NOT AT ONCE
Iphia Inquirer. July II, 1913.
Should Councils indorse the agreement entered into be-
tween the City administration and the officials of the rail-
roads regarding the removal of grade crossings in South
Philadelphia and the development of the Delaware River
front, a great port will be a certainty — but not all at once.
Time will be required to carry out the plans — time and
money. But a beginning can be made almost immediately.
The proposition is to remove the Greenwich coal piers
of the Pennsylvania Railroad and the wharves of the Bal-
timore and Ohio located just above them to the extremity
of South Philadelphia, adjoining League Island, the aban-
doned territory to be developed by the City. But the future
site of the railway wharves is now largely under water. It
will be necessary to construct a bulkhead near the line of
the channel and fill in the shoals with material dredged from
the river. After this is done, the railway wharves must be
built before the City can enter upon its own domain. Mean-
while, of course, there will be nothing to prevent the laying
of the rails for the contemplated four-track belt line that
will skirt the lower Schuylkill and the Delaware.
It is estimated that three years will be required to make
the changes, and the City will be called upon to furnish
something like $6,000,000 to aid in the grade crossing erad-
ication. It has some funds available at present. But it will
need many millions to construct the nest of wharves for
which plans have been made. Where is the money coming
from?
Foresight is paving the way. The late Legislature
adopted a resolution proposing a constitutional amendment
under which Philadelphia is given the authority to borrow
$25,000,000, regardless of debt limitations, for the special
purpose of wharf building. It will be necessary for the next
Legislature to indorse that resolution and for the people in
general election to ratify it. But if all goes well, in two
years from November next the City will have the authority
to borrow its $25,000,000 and thus finance the wharf opera-
tion. In plenty of time, that will be.
The City contemplates taking over about one mile and
a half of river front and constructing eventually, as needed,
something like a score of immense wharves. It is a pity
that work upon them cannot begin at once, for the Panama
Canal will be in full operation by January 1, 1915, and very
much is expected in the way of increased commerce because
of it. There will be a demand for wharf facilities, and the
port that can offer a cheap handling of freight is bound to
benefit materially. But Philadelphia as a corporation will
not be entirely wharfless. In addition to the great Green-
wich improvement, two City wharves are to be constructed
in the near future in the Queen Street section, which is in
the immediate neighborhood of the Pennsylvania's trans-
atlantic steamship piers, and a City wharf is under con-
struction at Dock Street. So we are moving along.
26
It is gratifying to observe that, so far as heard from,
the agreement is receiving the indorsement of the commer-
cial interests. This, of course, means success. That Coun-
cils will give their approval cannot be doubted. When City
officials, the railroads and the all-important Belt Line unite
in a unanimous compact, nothing but Councilmanic consent
can be anticipated.
GREAT MUNICIPAL IMPROVEMENT
The Press. July 9 t 1913.
The arrangement just concluded by the Mayor with the
several railroads having surface tracks in the southern sec-
tion of the City is the biggest single step in municipal im-
provement that has been made here in this generation. It is
not simply that a large number of grade crossings will be re-
moved under the agreement, though this itself is an advance
of inestimable magnitude. Grade crossings an' always a
grievous nuisance, but the tracks of the Baltimore and Ohio
and the Pennsylvania Railroads in the extreme southern
section of the City stopped the progress of improvement.
They constituted a dead wall at which most streets and all
building construction stopped. Improvement refused to go
further south until these tracks were taken out of the way.
This will be done under the agreement, and the tracks
of both railroads will be taken up and placed together along
an extreme southerly course- which will be out of the way
and will be e\e\ ated over the larger portion of the route. This
will throw open to improvement and building operations
many thousand acres of land situated no further from City
Hall than Fifty-second Street or Lehigh Avenue. Some of
the land is low and requires filling in, but this can be done
by dredging from the two rivers in order to secure the
deeper harbor and the deeper docks which our commerce
requires and which the new pier construction will make
necessary.
The new large piers to be constructed by the City, and
by the Pennsylvania and Baltimore and Ohio Railroads in
addition, are one of the vital features of this arrangement.
This long-delayed improvement has been hampered by many
obstacles, but now apparently the way is secured for its
27
early realization. The interests and permanence of the Belt
Line are also understood to be safeguarded and made a
feature of this agreement for the improvement and develop-
ment of South Philadelphia. The change of the railroad
grade will probably be the first change in order; then the
filling in of the low land, the extension of the street grades
and the construction of piers can proceed apace. There has
been so much delay that there is now need of hastening the
good work.
The proposed elevation of the Washington Avenue
tracks is one of the very gratifying features of this arrange-
ment. They have long been an obstruction and nuisance
and a source of delay to traffic, while offering an ever-
present danger of collision. In the densely built-up section
of the City they are almost the last surviving outpost of the
persistent grade crossing not already in process of removal.
They cannot go too soon, to the great relief of southern
Philadelphia, now soon to experience a boom and an expan-
sion that will carry its building lines to the League Island
back channel that bounds the City's limits on the south.
A NEW SOUTH PHILADELPHIA
The Press, July 13, 1913.
The agreement to remove the surface railroad tracks in
the southern part of the city and open that section to imme-
diate improvement and settlement is recognized on all hands
as an enormous advance step in the city's development. It
not only will throw open more than four thousand unoccu-
pied acres to building operation, but it prepares the way for
the proposed wharf and dock development in the only sec-
tion of the city which is free for large plans of the character
in contemplation. The big empty southern wards within
three and four miles of City Hall will fill up with homes and
industries and a large area of land of high taxable value
will be added to the city's assessed valuation.
As it is now it was recognized that the railroad tracks
had to be readjusted and the grade of the land raised before
the big tract could be utilized. In consequence even pioneer
improvements held aloof from it until its final disposition
was assured. It is a big point in favor of the arrangement
28
ed upon that the Federal Government is willing to
deliver its dredged material on to a portion of this area at
a low rate. The pernicious practice formerly in vogue of
depositing the mat ewhere in the river has been
stopped, but it is hardly less sinful to waste it on the swamps
of the N !iore when it is needed to give elevation
drainage to the lowlands within the city limits just
ive League Island.
cost of the removal of the grade crossings, includ-
ing those on : : ^ton Avenue, and the establishment of
new line will be $18,758,000, divided between the city
and the two railroad companies concerned. The city's share
of ti 00, is a low price to pay for the direct
incidental benefit to the municipality of opening up more
' 4000 acres for home and factory sites and making
available for development under city control of a mile and a
ball' of unutiliz d D River front comparatively near
the busi. ' - ion of the |
The improvement there made possible should be pushed
ard without further delay. It means that a new and
y will Bpring up on what is now waste and unutilized
I that tlie building of Philadelphia will be completed
southward t<> the junction of the S ill and Delaware
Rivers.
A GREAT STEP FORWARD
The Philadelphia Record, July 8, 1913
In broad comprehensiveness for the correction of pres-
ent evils, the d .ent of the city's waterfront, the
improvement of the railroad it terminal facilities and
the opening up for business and residential purposes of a
tract of now practically waste land, it is no exaggera-
tion to Bay that in the whole history of Philadelphia no step
has ever been taken that approaches the agreement reached
erday between the city, the Pennsylvania and Balti-
more & Ohio Railroads and the P>elt Line. The conferences
ing up to this understanding have been protracted, and
at times progress has seemed provokingly slow, but in view
of the magnitude ^f the changes to be made, the conflicting
interests to be adjusted and the innumerable details to be
worked out, it can now be seen that rapid action was impos-
sible. It is especially gratifying to find that the rights of
the Belt Line have been fully protected, so that the river
front can never be bottled up and competition excluded.
Important as is the proposed abolition of grade cross-
ings in South Philadelphia through the entire removal of
some tracks, the elevation of others and the rerouting of
existing lines, we look upon the plans for the acquisition
by the municipality of the extensive river front properties
of the Pennsylvania and the Baltimore & Ohio Railroads at
Snyder Avenue and Greenwich Point as likely to have a far
greater influence upon the future development of Philadel-
phia. The possibilities opened up for a great combination
of municipal piers and docks, ample and convenient railroad
facilities and abundant space for the location of great indus-
trial concerns are such that this portion of the Delaware
River frontage is inevitably destined to become a district
of vast commerce and importance.
It is gratifying to learn from Chief Webster, of the
Survey Bureau, that in carrying out these broadminded
plans for the city's future a greater foresight is to be
shown than in past municipal planning. Not only are the
4000 acres of the Neck to be brought up to the requisite
grade, but broad streets, diagonal avenues, parks and play-
grounds are to be laid out in such a way as will be most
conducive to the comfort and health of the great population
that will make its future home there. Philadelphia will thus
have a really unique opportunity to show what it can
accomplish in the way of the most advanced city-building.
It augurs well for the future that in coming to an
agreement upon these vast projected improvements all the
interests involved have shown a desire to co-operate loyally
for the welfare of the city. In the competition of communi-
ties this joint action is absolutely necessary if we are not
to fall behind. It only remains for City Councils to set the
seal of their approval upon the agreement reached. This
they will, of course, be glad to do, and Philadelphia will
then be prepared to make another great step forward.
30
SUCCESSFUL TEAM WORK
The Philadelphia Record, July 11, 1913.
In many ways the most impressive feature of the agree-
ment just concluded between the city and the railroads for
the abolition of grade crossings and the construction of new
piers and terminal facilities is the spirit of team work dis-
played between the municipality and the corporations. The
officials tackled the many intricate problems involved with
the one idea that, if they were to be solved successfully,
there must be complete co-operation between all inter
as they were too big for any one party in the agreement to
swing alone. Careful study was made of what future
requirements were likely to be, and the sole desire seems to
have been to reach a conclusion from which both railroads
and city would derive the greatest profit, without either side
attempting to take an undue advantage of the other.
In view of the remarkable growth of great cities, which
is constantly giving rise to new difficulties and new problems,
it is evident that these can only be met successfully when
there is a spirit of harmonious co-operation between all the
great interests, instead of the old policy of individual action
which prevailed so long. It is in this spirit that Philadel-
phia is preparing to construct a municipal subway — an
enterprise far exceeding the present financial powers of the
Rapid Transit Company. In the same way New York and
Boston have spent vast sums in the construction of munici-
pal subways and elevated lines, which have been turned
over to private companies for operation. They have also
gone to great expense, as has Philadelphia, in building piers
for the use of steamship lines in which they have no direct
interest.
The truth is that in the growing competition of com-
munities the necessary outlays required for great under-
takings are so vast that private effort could not supply the
needed capital, even if it should be desirable. It is roughly
estimated that the contemplated improvements in South
Philadelphia will cost some $18,000,000, but the chances are
that the figures will greatly exceed that amount. With the
expense divided between three the burden will not be exces-
sive on any one. It is to be hoped that in working out the
problems involved in providing a more complete system of
31
rapid transit for Philadelphia and in operating it the same
spirit of harmonious co-operation will be followed. It is the
only sane and logical method. Both the city and the public
utility corporations have wants which are too big and intri-
cate to be grappled with single-handed, and to achieve the
best results all interests must work together in the spirit
with which the South Philadelphia situation has been faced.
THE SOUTH PHILADELPHIA AGREEMENT
The Evening Bulletin. July S, ipi 3.
The obvious advantages to the public interest to be
gained by the elimination of grade crossings in South Phila-
delphia, the completion of a belt line and the opportunity
for important waterfront development, involved in the
tentative agreement which has been reached by representa-
tives of the city and of the railroads, are so many that the
inclination is for immediate and hearty approval. But the
undertaking is of such importance and scope, affecting so
many interests, present and future, that no plans should be
accepted without full and careful consideration, for which
the public is now given its first opportunity.
The abolition of the grade crossing in South Philadel-
phia is a public necessity, and there is full warrant for what-
ever expenditure of money may be required on this account,
even without taking into consideration the increased reve-
nue which will be returned to the city, in compensation for
this expenditure, through the development of large areas of
land for available and desirable building purposes. From
some points of view it is a matter of regret that Washington
Avenue must continue to be a railroad route, crossing Broad
Street and parallel streets with its overhead construction,
and if this is deemed necessary, the city should insist that
the bridges and general overhead structure shall be of such
a character as will least mar the aesthetic as well as the
utilitarian development of the section. The retention of
the surface tracks on Swanson Street and the paralleling
of that line for a considerable distance on Vandalia Street
also seem somewhat incongruous with the general scheme
of the improvement, which is to relieve the public streets
of railroad traffic, and it may be found worth while to con-
sider whether, with the new belt line sweeping the water-
32
front, all necessary freight facilities cannot be furnished
with shorter routes through the public streets than those
which are now suggested.
Apparently the purpose of the original Belt Line has
been carefully safeguarded. Provision of a right of way for
its future extension paralleling the four-track line of the
railroads is a wise and, perhaps, necessary precaution, but
the more important thing is to make this four-track line
subject to such regulation and supervision in the public
interest that it shall serve every purpose of an "open gate-
way" to the docks, so that the additional tracks shall not
be necessary. The city, by reason of its contribution to
the cost of this construction, if on no other grounds, is fully
entitled to claim this right of supervision, and specific n •
nition of that right should be insisted on in the final draft
of the agreement.
There should be no captious criticism of these plans.
The ideal is not to I ■• city must bargain with
the railroads, and inevitably there must be some meeting
ground and prop r com] in which the into »f all
can lie reasonably and fairly served. The city is to pay a
• proportion of the cost of these improvements, some-
thing more than one-half of the total cost, but, while the
city undoubtedly is to get an equivalent for its expenditure
in public improvements, the railroads also are to get
improved facilities of which they are in sore need, and the
city is to help them pay the bill. On this same basis alone
the representatives of the city are fully warranted in asking
for every consideration of the public interest, and will be
guilty of no imposition on the railroads if they insist upon
a large measure. The plan is one of large opportunity; it
looks forward to the development of a new city in South
Philadelphia, and for that reason, particularly, the retention
of surface lines and all new construction should be consid-
ered in view of the city that is to be in that section, rather
than merely in view of conditions as they exist to-day.
Pending the submission of the final plans to Councils for
adoption, the various situations and problems involved
ought to be taken up for detailed and careful study in the
public interest.
U
TO TRANSFORM THE1NECK
MODEL CITY TO BE LAID OUT UNDER REVISED
STREET PLANS, AUTHORIZED UNDER THE
BELT LINE AGREEMENT
The Evening Bulletin, July g, 1913.
Of equal importance to the city with the improvement
of its freight terminal facilities to be brought about as a
result of the South Philadelphia railroad agreement will be
the changes to be wrought in the tract of undeveloped ter-
ritory lying south of Oregon Avenue, between the Delaware
and Schuylkill Rivers. Where acres of marsh and lowlands
now lie it is possible to make a model city grow, with broad
streets and avenues, lined with grass plots and shade trees,
and affording ample room for comfortable dwellings, each
of which will have more yard space than it is customary to
allow in other closely built up sections of the city. To
accomplish this result it will be necessary to revise the
present city plan for the district, but the authority to do
this will be conferred on the Board of Surveyors under the
terms of the agreement, which is to be submitted to Councils
in the fall.
At present the undeveloped land covers about five
thousand acres. Few streets have been opened through it,
and those that exist are principally country roads. The
blocks as plotted follow the old severe rectangular lines
which were originated by the surveyor of William Penn, and
to which there are many and obvious objections. There is
need for more direct diagonal routes of travel, to give ready
access to the docks and freight stations from the centre of
the city. Not only will such cross avenues aid in beautifying
the district by relieving the monotony of the solid rows, but
they will permit of more scientific arrangement in accord-
ance with the newest methods of city planning. But the
chief object after which the city engineers are seeking is to
compel the allowance of larger lots of ground for dwelling
purposes.
The size of the average block, as now laid out, is about
380 feet square. Builders generally desire to erect six rows
of houses in each block, opening two smaller intermediate
streets to do it. Deducting the width of the two streets,
a
forty feet each, or eighty feet in all, it is readily seen that
the average depth of each lot is about fifty feet, which is not
enough to give sufficient yard space in the rear. To over-
come this difficulty it is proposed to shift the main streets
considerably, reducing their number and thus obtaining
longer blocks and consequently deeper 1
Twc-nty-iwo streets are now plotted from Delaware
Avenue to Broad Street. Most of them are sixty feet wide.
Instead it is planned to open only fifteen main streets, with
greater distances between them. Every alternate street
will be eighty-eight feet wide, with room for double tracks
of car lines, while the other main streets will be but sixty-
four feet wide and will have no tracks. Then, in place of
two small streets cutting through every short block, there
may be three, if desired, in every long block, the average
depth of lot being about ve feet instead of only fifty.
The law requires that every dwelling shall have 144 square
feet of yard space in the rear, but with only fifty feet
depth this is crowding the limit rather close. With fifteen
feet added to the depth of each lot, the yard can contain
fuily 250 square feet, without cramping the size of the
house.
The detailed plans have not been worked out, and it
will take a large amount of labor in the drafting rooms to
finish the studies, but there are no difficult engineering
l to be overcome, and the fact that the land is
largely unencumbered with buildings will give the surveyors
full opportunity to make the district the most modern resi-
dential quarter of the whole city.
WHERE RAIL AND WATER MEET
IMPORTANCE OF THE TERMINAL YARD IN
DOCK DEVELOPMENT
The g Bulletin, July io, 1913.
The plans for the improvement of South Philadelphia in
providing for a large classification yard to be shared jointly
by the Pennsylvania and Baltimore & Ohio Railroads
emphasize the importance of the terminal yard in port
development. A series of large municipal wharves would
be of little service unless co-ordinated and a by ade-
quate terminals and classification yards, where cars can be
sorted and classified and trains made up with economy and
dispatch.
The largest classification yard at present on the river
front is the Port Richmond yard of the Philadelphia &
Reading Railway, which is the most extensive terminal in
the world conducted under the ownership of any one rail-
road. The terminal extends from the river to Richmond
Street, and has a bulkhead frontage of 5273 feet. It covers
an area of 156 acres, and its tracks have a storage capacity
of 4000 cars, without congesting or in any way interfering
with the movement of traffic on the main or working tracks.
At this yard two modern-type electrically operated ore-
unloading machines have been installed recently, which have
a combined capacity of five tons a minute. The terminal
has a grain elevator with a capacity of 1,500,000 bushels
and a coal storage yard of 200,000 tons capacity, with suit-
able machinery for handling the same.
The Port Richmond terminal has six piers and nineteen
trestles. The piers range in size from 414 to 800 feet in
length and in breadth from 99 to 200 feet. In fact, five out
of the six piers exceed in length any municipally owned
pier in the port. In addition, the Reading Railway also
operates yards at Willow Street and Fitzwater Street, and
at Noble Street has five piers, three of which are over five
hundred feet in length.
The largest yards of the Pennsylvania Railroad on the
river front at present are located at Washington Avenue,
Greenwich Point and Girard Point. Their combined capacity
is 7000 cars. Thus the railroads at present have a river-
front car storage yard capacity of 11,000 cars, in addition
to which must be added the capacity of the East Side yard
of the Baltimore & Ohio Railroad. The new terminal at the
southeastern corner of the city w T ill occupy an area of 600
acres, and will afford storage capacity for more cars than
can be accommodated at present in all the river-front yards.
Under the proposed contract, however, the Pennsylvania is
to abandon the Greenwich yard and the Baltimore & Ohio
to give up the Snyder Avenue yard. In turn, the Pennsyl-
vania is to agree to extend its Washington Avenue yard, and
38
when the entire agreement is consummated Philadelphia
probably will have a car storage capacity on its harbor front
for 20,000 cars.
One of the most important factors in the shipment of
goods is the time consumed by terminal delays. With its
ent facilities and under the present laws and regula-
tions the Pennsylvania Railroad can operate from the Green-
wich yard only one through freight per hour. The Philadel-
phia & Reading operates its through freights by the way
of the Port Richmond terminal, with the exception of such
small quantity as passes through Willow Street. The
amount of traffic which the Reading can handle from the
Tort Richmond yard is somewl r than the amount
which the Pennsylvania can handle from the Greenwich
yard, but all freight coming in on the lower river front
destined for the Reading must be carried over Delaware
Avenue to Willow Street. Along the central portion of
Delaware Avenue the operation of trains is forbidden dur-
ing the daylight ho' . the present trackage is limited
to two tracks for westbound and one track for eastbound
freight. Railroad i affic on Delaware Avenue is subject to
many interruptions due to the vehicular traffic and the diffi-
culty in BOrting an 1 breaking cars, and that it tab B nearly
e hours to drive an engine from the lower end to Willow
■t and return indicates the possibility of future traffic
congestion.
While lacking at present the co-ordinated facilities of
the Port Richmond terminal, the Pennsylvania Railroad
owns and operates, with but two exceptions, the best
wharves on the river front. At Walnut Street it has three
piers ranging from 494 to GOG feet in length; at Washington
Avenue it has six large piers, four of which are over 600
and at Greenwich it has seven piers, mostly
for coaling pui
To-day the railroads own and occupy fifty per cent, of
river front between Allegheny Avenue and Point H
Wharf. Under the terms of the pr- >ntract this I
will be increased, but thi ire is not to the city's disad-
vantage, as it receives the Greenwich si h is the best
adapted for the construction of a series of municipal piers.
Philadelphia will possess the two largest terminal yards in
any world port, but they will be widely separated and dis-
connected save for the three tracks on Delaware Avenue.
From the great municipal docks in the southern section
either car ferriage will be necessary to reach the Port Rich-
mond terminal or else a detour of many miles over the Bal-
timore & Ohio tracks to Nicetown. South of Queen Street
the rail facilities will be excellent for shipments through the
southern classification yard, but north of Queen Street there
is little opportunity for additional trackage save at the
expenditure of large sums of money, a problem that must
be reserved for some future time.
THE BELT LINE AGREEMENT
The Evening Telegraph, July 8, 1913.
Now that the city and the railroads have come to an
agreement with regard to their conflicting interests in
South Philadelphia, we may expect to see that section of the
city begin its long-delayed development. The elimination of
grade crossings removes a great peril to traffic of all kinds
and will make life and property safer than under existing
conditions.
The future of the Belt Line has been the centre of most
public interest. Upon this point we have positive but not
specific assurances that the agreement provides for the
preservation of its present rights and franchises and insures
its future as an independent corporation. We trust this
contention will be borne out by the terms of the agreement
when they are made public. This point is important and
essential.
The other features of the agreement refer to the
acquirement of 3000 feet of improved wharfage properties
along the Delaware now owned by the railroads, and the
development by the railroads of 4000 feet of water front,
now marsh land. In return, the railroads obtain a large site
for storage freight yards on both sides of Delaware Avenue
south of Washington Avenue.
The development looked for in South Philadelphia
should include the reclamation of long stretches of vacant
land for building purposes, the vast increase of these tracts
in value and the employment of large numbers of workmen
in all kinds of skilled and unskilled forms of labor conse-
quent upon the development of this territory.
The picture painted of the city's future under this
agreement and of the renai. of our shipping trade is
rosy in the extreme. We trust it is all coming true. It has
been late in arriving, but it will be none the less welcome
when it comes.
SUMMARY OF THINGS
TO BE ACCOMPLISHED BY THE ORDINANCE
AND AGREEMENT
1. Abolishment of grade crossings by elevating tracks:
(a) On Washington Avenue from Grays Ferry
Avenue to 5th Street.
(b) Grays Ferry Avenue from 30th Street to
Washington Avenue.
(c) 25th Street from Arsenal bridge over Schuyl-
kill River to Point Breeze Avenue.
(d) Point Breeze Avenue from 25th to 29th Street.
2. Build elevated track <»n li'Jth Street from Point Breeze
Avenue to Magazine Lane, thence on private right of
way crossing over Penrose Ferry Avenue to near
25th Street, thence by descending grade to surface
line passing through southern portion of League
Island Park under Broad Street to Delaware Avenue,
near Hoyt Street, thence along Delaware Avenue to
Queen Street.
3. Belt Line to consist of that portion of road from 29th
and Passyunk Road around the entire water front of
the city to Delaware Avenue and Queen Street,
h ifl i i be a gateway for any new railroad d
ing to enter the city.
4. All surface tracks to be removed from Washington
Avenue from Grays Ferry Road to 5th Street and
the street paved and restored to highway uses.
5. All tracks removed from Oregon Avenue from 23rd
Street to Swanson Street and from 23rd Street from
Oregon Avenue to Wolf Street and Wolf Street from
23rd to 29th Streets, and these streets graded and
paved.
6. All surface tracks removed from 25th Street from
Washington Avenue to a point above Packer Street.
7. All tracks removed from the present right of way of
Delaware River extension, P. R. R. south of Packer
Street, from 25th Street to Delaware Avenue.
8. The present surface tracks and yards leading to Girard
Point to be removed. ,
9. Washington Avenue freight station (between Broad
Street and 17th Street) to be elevated and an ele-
vated storage yard to be constructed along Wash-
ington Avenue between 18th and 19th Streets.
10. Opening and grading of 29th Street from Passyunk
Avenue to Magazine Lane and the opening and grad-
ing of Point Breeze Avenue from 25th to 29th
Streets.
11. Building of a four-track viaduct through the plants of
the Point Breeze Gas Works and the Atlantic Refin-
ing Co.
12. Building of a monumental bridge three hundred (300)
feet wide, carrying Broad Street over the joint rail-
road, 600 feet north of entrance to League Island
Navy Yard, with belvidere and other ornamental
features, commanding a magnificent outlook over
League Island Park and Navy Yard.
13. The construction of a 600-acre freight yard to be used
by the P. R. R. and B. & O. R. R. in the extreme
southeastern corner of the city.
14. The development by the railroads of 4000 feet of water
front now marsh land.
15. The relinquishment of and purchase by the city of
approximately 3400 feet of improved water front
now owned by the railroads and capable of imme-
diate improvement as municipal wharves.
40
16. Removal of all freight and siding tracks from the bed
of Delaware Avenue and the arranging for the con-
tinuing of only the running I meet
demands of commerce.
17. The construction by the P. R. R. of large
freight yards on both sides of Delaware Avenue
ith of Washington Avenue.
18. Rearrangement of curb line on Swanson Street opposite
Old Swedes Church so as to better preserve this old
historical landmark.
19. Pilling in of the land required for railroad yards near
lie Island Navy Yard by widening and deepen-
ing the Delaware Channel to the Philadelphia pier-
head line.
20. Remove the present rary bridge and hump along
the line of Broad Street and the Delaware
Extension, P. R. R.
21. Provision is made for opening and for bridging all
streets require* 1 development of the southern
D of the city.
22. ( m ening up for development 4.000 acres, approximately
are miles, lying south of Oregon Avenue and
between the Schuylkill and Del;. terri-
which up to now has been practically unavail-
for development owing to the surface tracl
the two steam railroads.
23. T; "'ning up of this y for building purposes
will necessarily divert it from its present uses —
piggeries and poudrett. ad undrained marsh
land.
;;
AN ORDINANCE
Authorizing the execution of a contract between the City of Phila-
delphia, the Philadelphia, Baltimore and Washington Railroad Com-
pany, the Pennsylvania Railroad Company, the Schuylkill River East
Side Railroad Company, the Baltimore and Ohio Railroad Company
and the Philadelphia Belt Line Railroad Company, whereby the said
Railroad Companies may change, relocate or elevate certain portions
of the lines of railroad owned, leased or controlled and operated by
them, and establish certain new lines, terminals and yards, with the
necessary connections therewith, within that portion of the City of
Philadelphia lying south of Christian Street between the Delaware
and Schuylkill Rivers, and providing for the placing upon the city
plan, the striking from the city plan and vacation, the widening and
the revision of the lines and grades of streets; the opening and
physical changes of streets; the alteration, construction and recon-
struction of buildings, bridges, yards, tracks, terminals and operating
appliances of the said railroads; the acquisition of property for rail-
road and highway purposes and for piers and other river front
improvements; apportioning the expense of acquiring property, of
opening, widening and revising streets, of constructing and recon-
structing street fixtures, and of changing, relocating, constructing,
reconstructing or elevating railroad tracks, terminals, yards and con-
nections, and all other expense contingent to the work herein provided
for, and defining the methods of making payment of the respective
proportions of such expense; providing for the carrying out and com-
pletion of all the aforesaid work and all work of every character
necessary for and incidental to the abolishment of certain existing
grade crossings and the effectual establishment of a plan whereby
the readjustment of railroad lines with reference to street crossings
within the territory affected may be provided for. Also authorizing
a general revision of the lines and grades of streets; the amendment
of the Ordinance approved December 26, 1890, authorizing the con-
struction of the Philadelphia Belt Line Railroad; and the making of
an appropriation for the City's proportion of the cost of the work
provided for in the said contract.
Section 1. The Select and Common Councils of the City of
Philadelphia do ordain, That pursuant to the power and authority
vested in the City of Philadelphia under and by virtue of the Act of
the General Assembly of the State of Pennsylvania, entitled "An Act
to authorize the counties, cities, towns and townships of this State,
respectively, to enter into contracts with railroad companies whose
roads enter into their limits, whereby said companies may relocate,
change or elevate their railroads," approved the ninth day of June,
1874; of the rights and powers of the Railroad Companies, and of all
other power enabling the parties to act in the premises, the said the
City of Philadelphia is hereby authorized to enter into a contract
with the Philadelphia, Baltimore and Washington Railroad Company,
42
the Pennsylvania Railroad Company, the Schuylkill River East Side
Railroad Company, the Baltimore and Ohio Railroad Company and
the Philadelphia Belt Line Railroad Company, which shall be in the
form following for the purpose of accomplishing the objects set out in
the recitals and covenants therein contained:
THIS AGREEMENT, made this day
of 1913, by and between the CITY OF PHILA-
DELPHIA, hereinafter called the "City", party of the first
part, the PHILADELPHIA, BALTIMORE AND WASH-
INGTON RAILROAD COMPANY and THE PENNSYL-
VANIA RAILROAD COMPANY, hereinafter called for con-
venience the "Pennsylvania Companies", parties of the second
part, aid the SCHUYLKILL RIVER EAST SIDE RAIL-
ROAD COMPANY and the BALTIMORE AND OHIO
RAILROAD COMPANY, for itself and as the owner and
operator of the said Schuylkill River East Side Railroad
Company, hereinafter called for convenience the "Baltimore
Companies", parties of the third part, (said "Pennsylvania
and "Baltimore Companies", when referred to
jointly, being also hereinafter sometimes called the "Rail-
road Companies") and THE PHILADELPHIA BELT LINE
RAILROAD \"Y, hereinafter called, for convenience,
"Belt Line Company", party of the fourth part.
. under and by an Ordinance of the Select
I Common Councils of the said City, approved the
da> , 1013, the proper officers of the City
of Philadelphia were authorized to enter into a contract with
the Pennsylvania Companies and the Baltimore Companies
and the Belt Line Company whereby the said Companies
parties to this agreement may respectively change, widen,
stn • r otherwise improve, relocate, extend, construct,
reconstruct and elevate certain portions of the lines of rail-
road owneii. rolled, or operated by them, and
ii new lines, terminals and yards with the necessary
connections therewith, within that portion of the City of
Philadelphia lying south of Christian Street and between the
Delaware and Schuylkill River.s, so as to abolish numerous
grade cro.-;. ings and enable the City to revise the lines and
grades of streets, carry out its plans for the improvement of
that section of the City, and make suitable provision for the
location and subsequent construction, extension and improve-
ment of its docks, wharves, etc.
AND WHEREAS, the said City and said Pennsylvania
Companies, Baltimore Companies and the Eelt Line Company
have duly negotiated concerning, and definitely agreed upon,
the terms and conditions for said contract and are now about
execute the ?ame accordingly.
Therefore, thi$ Ac ' R ' ■ tk that, for
. ion of the pi i legal and ad-
43
vantages to each of them thereunto moving and the mutual
covenants hereinafter contained and set forth, the said
parties hereto have mutually covenanted and agreed, and by
these presents do hereby severally covenant and agree, to
and with each other, as follows:
First. — The City hereby covenants and agrees that the
said Pennsylvania Companies, the Baltimore Companies and
the Belt Line Company may change, widen, straighten, or
otherwise improve and relocate, extend, construct, reconstruct
and elevate the certain portions of the lines of railroad owned,
held, or controlled and operated by them, hereinafter spe-
cifically mentioned; may provide for railroad yards and ter-
minals; may provide for the alteration and construction or
reconstruction of buildings, bridges, tracks and operating
appliances on the said lines of railroad; and may carry out
and complete the work of every character necessary and
incidental to the fulfillment of the purposes of said Ordi-
nance, in so far as they are, or may be, affected thereby, as
fully and effectually in all things as mentioned and provided
fcr therein, and the City hereby further agrees to take all
action that is or may be necessary upon its part to enable
the said Companies to comply with the provisions of said
Ordinance and to carry into effect the work covered by this
agreement. The following are the lines of railroad affected
by this agreement: —
(1) The Washington Avenue Branch of the Philadel-
phia, Baltimore and Washington Railroad from Thirtieth
Street and Gray's Ferry Avenue to the Delaware River;
(2) the Delaware Extension of the Pennsylvania Railroad
from the Arsenal Bridge over the Schuylkill River to Dela-
ware Avenue and Queen Street; (3) the Girard Point Branch
of the Pennsylvania Railroad from Hamburg Junction to
Girard Point; (4) the Schuylkill River Branch Extension of
the Pennsylvania Railroad from its connection with the Girard
Point Branch to its terminus east of Broad street; and (5) the
Schuylkill River East Side Railroad from near Vare Avenue,
in its East Side Yard along the Schuylkill River, to Shunk
and Vandalia Streets; and (6) the Philadelphia Belt Line
Company from Queen Street to Point Breeze.
Second. — The said City covenants, promises and agrees
to make such general revision of the lines and grades of
streets as may be necessary to complete the City plan and
provide for the improvements within the territory south of
Christian Street and between the Delaware and Schuylkill
Rivers, and, in connection therewith, to vacate such streets;
to place such streets on the City plan and to make such
revision of the lines and grades of streets crossing and
adjacent to the lines of railroad herein specifically men-
tioned, and the yards, facilities and appurtenances thereon
44
and thereof, as may be necessary - to properly provide for the
execution of the work to be co-operatively undertaken and
completed by the City and the respective Railroad Com-
panies in accordance with this agreement.
Third. — The City covenants, promises and agrees to issue
the usual notices to all owners whose property may be
affected by the work to be done under this agreement and
to notify the owners of property over and through which
the following lr.id out and revised under authority
of the Ordinance authorizing this agreement, will pass, that
at the expiration of three months from the date of said
notices said streets will be required for public use: Twenty-
fifth Street, from Washington Avenue to Point Breeze Ave-
nue; Point Breeze Avenue, from Twenty-fifth Street to Wolf
t ; Twenty-ninth Street, from Passyunk Avenue to Mag-
azine Lane; and Delav. ,ue from the north side of
Bigler Street to the north property line of the proposed
terminal yards of the Pennsylvania Companies. Upon the
execution of this agreement and the confirmation of any or
all of the • plan provided for in Article
Second hereof, the Mayor shall enter security, on behalf of
the City, for the payment of any and all damages which
may be caused in carrying Into >ny and all of the
work herein authorized. Upon the filing of the said security
and at the expiration of the time limit of the notice pro-
vided for in this Article, the Director of the Department of
Public Works of the City (hcreii. - convenience called
"Director") shall enter upon and take for public use such
properties as may be required to enable said Ordinance to
be carried into full and complete effect and the work of con-
struction shall be commenced as soon thereafter as possible
and a y points as practicable upon each line of rail-
road and upon the streets in so far as they shall or may
affect the same, and shall be carried to completion by the
City and the Railroad Companies, respectively, with the least
possible delay or interruption, which date shall not be later
than three years from the date of this agreement. In the
event of delay due to failure to obtain right of way for rail-
roads required to be constructed, or to strikes, injunctions
or other causes beyond the control of the Railroad Com-
panies or the City, suitable extension beyond three years
shall be agreed upon by the City and the Railroad Com-
panies.
Fourth. — The City covenants, promises and agrees to pre-
pare plans and specifications for and to carry out, so far as
they may be affected or are made necessary by the work
provided for in this agreement, the grading, paving or re-
paving, and setting or resetting of curbs to the lines and
grades established under authority of said Ordinance upon
all streets legally or physically opened prior to the approval
45
of said Ordinance; the grading and drainage of the streets
authorized to be opened by Article Third hereof; the con-
struction, reconstruction and alteration or removal of all
sewers, water and gas mains, electrical conduits and munic-
ipal structures and street improvements and their appur-
tenances and the underpinning or removal of buildings ad-
jacent to the work. Provided, however, that the curbing
and paving of Delaware Avenue shall apply only to that
portion of said avenue between Queen Street and Reed
Street and the paving of intersections of all legally and
physically opened streets crossing said Delaware Avenue
between Reed and Bigler Streets, inclusive.
Upon the approval of the said plans and specifications
by the Chief Engineer or Chief Engineers (hereinafter for
convenience called "Engineer" or "Engineers") of the Rail-
road Companies interested in and affected by the same, the
said Director shall advertise for proposals and enter into
contracts, to be approved by the Engineer, or Engineers, of
the said Railroad Companies affected, for the work covered
by the said plans and specifications and said work shall
be carried out by and under the supervision of the City.
The said plans, specifications and contracts shall be identi-
fied by the signatures of the said Director, the Chief En-
gineer of the Bureau of Surveys of the City and the En-
gineer, or Engineers, of the said Railroad Companies and
shall be filed and preserved in the Department of Public
Works and copies shall be furnished to the said Railroad
Companies.
Fifth. — The Pennsylvania Companies and the Baltimore
Companies covenant, promise and agree to prepare plans and
specifications for the work of changing, widening, straight-
ening, improving, relocating, extending, constructing or
reconstructing and elevating their respective railroads, tracks,
yards, terminals and work appurtenant thereto, and to enter
into the necessary contracts for and to carry out all of said
work.
The said plans and specifications shall be separated and
divided into such parts or sections as shall, in the opinion
of the Engineer, or Engineers, of the Railroad Companies
affected and the Director, tend to facilitate and promote the
most speedy and economical execution of the work. The
following general provisions shall govern the preparation of
the plans and specifications and the conduct of the work: —
The tracks and yards of the Washington Avenue Branch
of the Philadelphia, Baltimore and Washington Railroad
along Gray's Ferry Avenue from Thirty-first Street to
Twenty-fifth Street shall continue to occupy their present
location, or such new location as shall be shown upon the
46
plans and approved as herein provided for, and such branch
shall be reconstructed as a two track elevated railroad upon
an earthen embankment and a metal, or metal and concrete,
or ma.sonry structure on a new grade beginning near Thir-
tieth Street and Gray's Ferry Avenue, and extending thence
to a connection with, or crossing at grade of, the Delaware
Extension of the Pennsylvania Railroad at or near Twenty-
fifth Street and Washington Avenue, at such an elevation as
will carry said line adjacent to Gray's Ferry Avenue over all
intersecting streets now legally opened with a clear head-
room of at least fourteen feet. From Twenty-fifth Street to
Sixth Street the said Washington Avenue Branch shall be
reconstructed as an elevated railroad, with three tracks to
Seventeenth Street and two tracks to Sixth Street, upon a
metal, or metal and concrete, or masonry structure on a new
.inning at a point of connection with the herein-
after described elevated line of the said Delaware Extension
of the Pennsylvania Railroad near Gray's Ferry Avenue and
passing along and above Washington Avenue, and over all
intersecting streets now legally or physically opened, with
ar headroom of at least fourteen feet above the sur-
face of same to the east building line of Sixth Street, and
thenco a£ a two track railroad on a descending grade be-
• or masonry retaining walls to the west
building line of Fifth Street, at or near which point said
tracks shall connect at grade with the present or revised
tracks of the said Washington Avenue Branch on Washing-
ton Avenue. To replace the present tracks on Washington
Avenue between Twenty-fifth Street and Broad Street,
which are used (<>r | urposes, a storage yard shall be
provided on property to be acquired between Washington
Avenue and Ellsworth Street and between Eighteenth Street
and Nineteenth Street. The present storage and delivery
tracks ami freight stations located between Washington Ave-
nue and Carpenter Street and between Seventeenth Street
and Broad Street shall be reconstructed in such a mam
to provide, upon the same grade as the new elevated struc-
ture on Washington Avenue, facilities equal in capacity to
those now existing, with provision for an inclined drive
on property to be acquired for that purpose, from the street
to the reconstructed carload delivery yard. Lik
storage and delivery yards and facilities shall be provided in
place of those to be abandoned between Broad Street and
Fifth Street.
The tracks of the Delaware Extension of the Pennsyl-
vania Railroad shall continue to occupy approximately
their present location from the Arsenal Bridge over the
Schuylkill River to near Twenty-fifth and McKean
Streets, from which point they shall curve to the ■
ward and occupy Point Breeze Avenue, as revised and
47
widened, to near Twenty-ninth and Wolf Streets, where
they shall curve to the southward to a right of way west
of the west building line of Twenty-ninth Street, continu-
ing on said right of way to Passyunk Avenue, where said
tracks Bhall curve to the eastward into Twenty-ninth
Street and occupy a portion thereof to Magazine Lane at
which point they shall curve slightly to the westward on
right of way west of the west building line of Twenty-
ninth Street to Penrose Avenue, thence curving to the
eastward on property of the Girard Point Storage Com-
pany and on a right of way north of Government Avenue
and through League Island Park, and under Broad Street at
a point not less than six hundred feet north of the property
line of the Philadelphia Navy Yard, thence to a connection
east of Broad Street with the proposed terminal yard of the
Pennsylvania Companies, provided for in Article Tenth
hereof. From said connection east of Broad Street the
said Delaware Extension of the Pennsylvania Railroad
shall continue in a diagonal line directly north of the said
proposed terminal yards to Delaware Avenue and Hoyt
Street, thence northwardly along Delaware Avenue to
Bigler Street, at which point they shall connect with the
present tracks of the Pennsylvania Companies as relo-
cated to Queen Street. A single track switching line may
be constructed at grade by the Pennsylvania Companies, at
their expense, along Vandalia Street from the above de-
scribed relocated line of the Delav/are Extension to Packer
Street and thence diagonally to a connection at Pollock
Street with the present tracks of the Swanson Street Branch
of the Pennsylvania Companies.
The said Delaware Extension of the Pennsylvania Rail-
road shall be reconstructed as a two-track elevated rail-
road (with no opposing grade exceeding 0.3% south or east
bound and 0.6% north or west bound, with proper compensa-
tion for curvature), on an earthen embankment between re-
taining walls from the Arsenal Bridge over the Schuylkill
River to the north side of Washington Avenue, with a
metal, or metal and concrete, or masonry bridge over Gray's
Ferry Avenue having a clearance of not less than fourteen
feet above the revised grade thereof, and upon a metal, or
metal and concrete, or masonry viaduct from the north side
of Washington Avenue to the south side of Wolf Street,
west of Twenty-ninth Street, thence on an earthen embank-
ment to the north side of Passyunk Avenue, alongside of a
similar two track structure (hereinafter described) to be
built by the Baltimore Companies as a portion of the re-
located Schuylkill River East Side Railroad, thence as a
two-track metal, or metal and conci'ete, or masonry viaduct
within the building lines of Twenty-ninth Street to the
south side of Magazine Lane, at such an elevation through-
48
out as to give not less than fourteen feet clearance above
the grades of all intersecting or longitudinal streets now
opened or agreed to be opened; thence curving on right of
way west of the west building line of Twenty-ninth Street
on an earthen embankment and with metal, or metal and
concrete, or masonry bridges over the intersecting streets
hereinafter enumerated, with a clearance of not less than
fourteen feet above the grades thereof, to the south side
of Penrose Avenue; thence on a descending grade to and
under Broad Street at the point hereinbefore described;
thence as a two track railroad east of Broad Street and north
of the said proposed terminal yards of the Pennsylvania
Companies, substantially on the same grade as the streets
to be opened directly north of j:aid yards (but which streets
between Broad Street and Delaware Avenue shall not now
or hereafter be extended to ;. ; d tracks at grade) to
the connection with ti. of the Pennsylvania Com-
panies on Delaware Avenu Street, and thence
along Delaware Avenue to Queen Street.
The tracks of tho Schuylkill River East Side Railroad
ahrll continue approximately on their present route to near
Thirtieth and m which point they shall
curve to the southward into a right of way west of and
ing the relocated tracks of the Delaware Extension
of the Pennsylvania Railroad; thence continuing parallel
with and directly alongside of the said tracks of the Dela-
ware i of the Pennsylvania Railroad to a connec-
tion with terminal yards to be constructed by the Balti-
more Companies between Broad Street and the Delaware
River and south of the terminal yards of the Pennsyl-
vania Companies. From eaid point of connection east of
Broad Street the Schuylkill River East Side Railroad shall
continue alro parallel and adjacent to the tracks of the
Delaware Extension of the Pennsylvania Railroad north of
the hereinbefore mentioned terminal yards of the Penn-
ine Compnnies to Delaware Avenue, thence along the
latter avenue to Vandalia Street, there connecting with the
trades of the Baltimore Companies. The track of the Balti-
more Companies in the bed of Vandalia Street may, at the
expense of the Baltimore Companies, be extended as a single
track switching line southwardly in the bed of said street
from Oregon Avenue to a connection with the relocated
Schuylkill River East Side Railroad.
The Schuylkill River East Side Railroad shall be con-
structed as a two-track elevated railroad (with no oppos-
ing grade exceedi. in cither direction, with proper
compensation for curvature) on an earthen embankment
from a point near Vare Avenue, in its East Side Yard
along the Schuylkill River, to a point near Twenty-ninth
and Ritner Streets where snme shall adjoin the tracks of
49
the relocated Delaware Extension of the Pennsylvania Rail-
road, with metal, or metal and concrete, or masonry bridges
over the streets now opened or agreed to be opened, having
a clearance of not less than fourteen feet above the grades
thereof; thence on an earthen embankment to the north side
of Passyunk Avenue, and thence following the line and
grade and same construction of said Delaware Extension of
the Pennsylvania Railroad (hgreinbefore described) to and
under Broad Street to the proposed terminal yards of the
Baltimore Companies and a connection with the tracks of the
latter Companies at Delaware Avenue and Vandalia Street.
To repla.ee the existing connections and sidings of the
respective Companies with or into the various industries
north of Jackson Street which they now serve, proper and
satisfactory connections shall be made from the relocated,
reconstructed and elevated lines of railroad in cases where
satisfactory plans can be worked out, the cost of elevating
that portion of such existing connections and sidings extend-
ing to the line of private property to be included as part of
the work the cost of which, under this agreement, is to be
shared jointly by the Railroad Companies and the City, and
the cost of the elevation of such connections and sidings
beyond said line to be borne wholly by the owners thereof.
Proper and satisfactory connections for joint use shall also
be made from the relocated, reconstructed and elevated lines
of railroads of the respective Companies to the existing or
readjusted tracks in the works of the Atlantic Refining Com-
pany, the United Gas Improvement Company, the Philadel-
phia Navy Yard, and, for the use of the Pennsylvania Com-
panies, to those of the Girard Point Storage Company, which
readjustment of tracks shall also be carried out as a part of
the work covered by this agreement.
Connections and sidings into present and future in-
dustries, business establishments, warehouses and piers may
be made from the relocated, reconstructed and elevated lines
of railroad herein provided for when the same are requested
by the owners of said industries, business establishments,
warehouses and piers located along the lines of said rail-
roads, but no part of such expense thereof shall be borne by
the City.
All tracks, yards and rights of way, and all existing
rail connections not otherwise herein provided for or a
necessary part of the work herein authorized, along the
following lines shall be abandoned for railroad purposes,
viz., the present line of the Delaware Extension of the Penn-
sylvania Railroad from Twenty-fifth Street, near McKean
Street, to Delaware Avenue and Bigler Street; the Girard
Point Branch of the Pennsylvania Railroad from Hamburg
Junction, near Twenty-fifth and Bigler Streets, to the south
50
aide of Penrose Avenue; the Schuylkill River Branch
Extension of the Pennsylvania Railroad from its connection
with the Girard Point Branch to its terminus east of Broad
Street, and the present line of the Schuylkill River East Side
Railroad from near Thirtieth and Wolf Streets to the inter-
section of Shunk and Vandalia Streets.
Unless otherwise provided for herein each of these
lines shall be abandoned and the tracks and operating
appurtenances and app 1 -noved immediately upon the
completion and operation of any new line of railroad herein
provided for which it is intended shall be used as a sub-
stitute.
The construction work shall include the following
items: — the necessary alteration, construction, and recon-
struction of railroad yards, yard tracks and yard buildings,
bt stations, signal towers, coaling stations, and other
railroad structures and their appurtenances, and all neces-
sary tracks and operating -if said railroads,
including telegraph, telephone and electric lipht lines, block
ifTnal bridges and interlocking plants between the
terminal points named in this Article, with as good
accommodations as nov. r.i with complete and con-
venient facilities newly constructed, for conducting business
and operating the said rai' i with provisions for
the eo itimumee f track connection-, wherever feasible, with
commercial and industrial establishments now having such
connections along all lines authorized to be reconstructed;
the construction of the necessary elevated structures,
bridges, embankments, abutments, and retaining and other
masonry walls; the construction, reconstruction and removal
of temporary railroad tracks and the maintenance of rail-
road and highway travel during construction.
All of the plans, specifications and contracts provided for
in this section shall be submitted to and approved by the
said Director and the Chief Engineer of the Bureau of
Surveys, and shall be identified by the signatures of the
said Director nr.d the Chief Engineer of the Bureau of Sur-
veys, and the Engineer or Engineers of the Railroad Com-
t T ' >hall be filed and pre-
served in the Department of Public Works.
Sixth. — It is understood and agreed between the City
and the Railroad Companies that in the relocation, con-
struction, reconstruction and elevation of the lines of rail-
road referred to in Article Fifth hereof, the following streets
shall be opened and graded to their full width as now upon
the City plan, or as placed upon the City plan, or as
revised under authority of the ordinance authorizing this
work, and the cost thereof shall be included in the cost of the
51
work: — Twenty-fifth Street, from Washington Avenue to
Point Breeze Avenue; Point Breeze Avenue, from Twenty-
fifth street to Wolf Street; Twenty-ninth Street, from Pass-
yunk Avenut to Magazine Lane; and Delaware Avenue from
the north side of Bigler Street to the north property line
of the proposed terminal yards of the Pennsylvania Com-
panies at Hoyt Street. And it is further understood and
agreed that provision shall be made to permit of the physical
opening of so much of the following streets as are now
upon the City plan, or as revised and placed thereon under
authority of said Ordinance, as lie upon or across the rights-
of-way of the Pennsylvania Companies and the Baltimore
Companies respectively : —
WASHINGTON AVENUE BRANCH OF THE PHILA-
DELPHIA, BALTIMORE AND WASHINGTON
RAILROAD:
Twenty-eighth Street; Federal Street east of Twenty-
eighth Street; Annin Street; Ellsworth Street; Twenty-
seventh Street; Washington Avenue longitudinally, and all
intersecting streets, between Gray's Ferry Avenue and Fifth
Street, except the central portion of Washington Avenue
between the east building line of Sixth Street and the west
building line of Fifth Street, which will be occupied by the
two track railroad to be constructed between retaining walls.
DELAWARE EXTENSION OF THE PENNSYLVANIA
RAILROAD:
Gray's Ferry Avenue; Washington Avenue; Twenty-
fifth Street, longitudinally, and all intersecting streets, from
Washington Avenue to Point Breeze Avenue; Point Breeze
Avenue and all intersecting streets between Twenty-fifth
and Twenty-ninth Streets; Twenty-ninth Street, Vare Ave-
nue; Passyunk Avenue; Twenty-ninth Street longitudinally,
and all intersecting streets, from Passyunk Avenue to, and
including, Magazine Lane; Sixty-third Street as extended
from west of the Schuylkill River; Pattison Avenue; Pen-
rose Avenue; Pennypacker Avenue, and one street to be
opened on the line of Twenty-sixth Street, or between
Twenty-fifth and Twenty-sixth Streets.
SCHUYLKILL RIVER EAST SIDE RAILROAD:
Schuylkill Avenue; Passyunk Avenue; Twenty-ninth
Street longitudinally, and all intersecting streets, from
Passyunk Avenue to, and including, Magazine Lane; Sixty-
third Street as extended from west of Schuylkill River;
Pattison Avenue; Penrose Avenue; Pennypacker Avenue,
and one street to be opened on the line of Twenty-sixth
Street, or between Twenty-fifth and Twenty-sixth Streets.
52
Broad Street shall be carried over the tracks of the
Delaware Extension of the Pennsylvania Railroad and the
Schuylkill River East Side Railroad, at the point herein-
before designated, and with a clearance of not less than
■ ■ the tops of the rails of the said tracks
to the underside of the proposed bridge carrying Broad
Street. The elevation of tops of rails of said tracks need
not be lower than + 1.0 City datum.
The viaducts and bridges to carry the 6aid railroads shall
be constructed so as to give a clearance of not less than four-
teen feet above the grades of all avenues and streets passing
underneath the same, with the right, in special cases to be
approved by the Director, to place steel columns within
the curb lines of streets, and in the case of avenues one
hundred feet or over in width, additional columns may be
placed along the center lines thereof. In cases where streets
or avenues are occupied longitudinally by elevated
structures, columns may be placed in the driveways and
within the curb lines i reets or avenues.
In case tl . the future to open streets
or avenues now on the City plan, or as revised under the
authority of the .said Ordinance, over or under the elevated
and reconstructed railroads referred to, in addition to those
hall be so opened as not to
require any change in the grades of the said railroads, and
such openings, including bridge construction, within the
right of way lines of the Railroad Companies shall be at the
equal expense of the City and the said Railroad Companies.
The City agrees to strike from the City plan any and all
tl and avenues that may now pass through the prop-
erly which will, as herein provided, comprise the new ter-
minal yards of the Railroad Companies situate between
Broad Street and the Delaware River and south of the re-
located lines of the said Companies.
No streets or avenues shall hereafter be laid out to cross
at grade the portions of railroads of the Pennsylvania and
Baltimore Companies herein provided to be elevated, or to
cross at grade that part of the Delaware Extension of the
Pennsylvania Railroad and the Schuylkill River East Side
Railroad which is partly elevated and partly on the surface
from Penrose Avenue to and under Broad Street, or the
extension of the running tracks of the said Companies to
Delaware Avenue, or the new terminal yards of the Rail-
road Companies lying between Broad Street and the Dela-
ware River, except that the provisions of this paragraph
shall not apply to the extension of the Swanson Street
Branch southwardly to a connection with the relocated main
running tracks of the Delaware Extension of the Pennsyl-
vania Railroad, the extension of the Schuylkill River East
53
Side Railroad on Vandalia Street southwardly to a junction
with the relocated main running tracks of the Baltimore
Companies, nor to the surface tracks on Delaware Avenue.
However, new connections between main running tracks and
existing tracks and sidings now reached by the respective
Railroad Companies to serve existing industries and
branches may be constructed across streets at grade, but no
connections to serve new industries shall be constructed
across the full width of any street at grade without the
approval of the City.
Seventh — It is further agreed by and between the City
and the Railroad Companies that the general supervision of
the work provided in Article Fourth hereof shall be in
charge of the said Director, the Chief Engineer of the
Bureau of Surveys or such engineer as the said Director
shall designate for that duty, and that the general super-
vision of the work provided for in Article Fifth shall be
in charge of the Engineer or Engineers of the Railroad
Companies affected or such engineer or engineers as they
shall designate for that duty. They shall confer with each
other in respect to the plans and specifications for the various
parts or portions of the work, and in respect to the per-
formance of the work, at all times during the preparation
and progress of the same, and each shall, upon notice from
the other, or upon any fault or failure of any party, firm
or corporation holding contracts for any part of said work,
promptly proceed to secure full compliance with the plans
and specifications pertaining thereto, in accordance with
the provisions of the contract.
The Engineers of the Railroad Companies are author-
ized to employ such engineers, assistants, draughtsmen,
engineering corps, and inspectors as may be necessary to
prepare or examine plans and specifications and to insure
the prompt and efficient execution of the work, and shall
prepare the necessary certificates and other documentary
records and accounts of the work under their supervision,
which records and accounts shall at all times be open to
inspection by the authorized representatives of the City.
All expenses for salaries, transportation, office and incidental
expenses of said engineering force, and the costs of inspec-
tion and tests not otherwise provided for, shall be included
in the cost of the work.
The Director is hereby authorized to appoint such
engineers, assistants, draughtsmen, engineering corps and
inspectors as may be required to enable the Department of
Public Works to prepare or examine plans and specifications,
to properly inspect the work during progress of construction
and to prepare the necessary certificates and other docu-
mentary records and accounts of the work under its super-
54
vision, which records and accounts shall at all times be
open to inspection by the authorized representativei of the
Railroad Companies. All expenses for salaries, transporta-
tion, office and incidental expenses of said engineering force,
and the expenses of inspection and tests not otherwise pro-
vided for shall be included in the cost of the work.
In case of emergency work in maintaining railroad or
highway travel, and in other cases where necessary, not cov-
ered by contract, the Engineer or Engineers of the Rail-
road Companies shall have authority to employ laborers and
mechanics, hire machinery and purchase tools and materials
to perform such work; a labor force account and an account
of the machinery, tools and materials so used, including
height charges thereon at published rates, shall be kept and,
after approval by the Engineer or Engineers of the Railroad
Companies affected and the Director, shall be paid by the
said Railroad Companies and included in the cost of the
work.
In cases of emergency work in protecting and main-
taining municipal structures, in other cases where neces-
sary, and in such classes of work upon the highways as
may not be covered by contract, the said Director is
authorized to employ laborers and mechanics, hire machinery
an( J pui olfl and materials to perform such work
and a labor force account and an account of the machin-
ery, tools and materials so used, including freight charges
thereon at published rates, shall be kept, and, after approval
by the Director and by the Engineer or Engineers of the
Railroad Companies affected, .-hall be paid by the City and
included in the cost of the work. After the completion of
the work the repairs, maintenance and renewals of the drive-
ways of streets and to sewers, gas and water pipes, con-
duits and municipal structures provided for or affected by
this agreement, for which the Railroad Companies are to
pay a share of the original cost, shall be made by, and at the
sole expense of, the City.
In recording the cost of the work, the Railroad Com-
panies (and the City may if it so desires) shall, for their own
records, include interest during construction.
Eighth.— The said City hereby further agrees that the
Pennsylvania Companies, the Baltimore Companies and the
Belt Line Company shall, after the completion of the work
required hereunder, be at liberty, from time to time, and at
all times, to enter upon all streets, lanes or alleys, whereon
the supports of the said several elevated structures shall rest,
including bridge abutments, piers and all columns and other
supports of the elevated structures of all kinds provided for
herein, for the maintenance, renewal or repair of the same,
55
and each of them. Such work shall be done by and at the
sole expense of the Railroad Companies affected and for thii
purpose the City shall issue such permits as may from tim»
to time be required by the Railroad Companies.
Ninth. — It is further agreed that whenever and wher-
ever, in the opinion of the Mayor of the City and the
Pennsylvania Companies and the Baltimore Companies,
the acquisition of property is necessary to carry out the pur-
poses of this agreement such property may be acquired by
purchase or gift, the City and the Railroad Companies
co-operating with each other in such acquisition, or the said
Railroad Companies shall exercise their right to appropriate
property for railroad purposes, and the City shall exercise
its right to appropriate property for public use, in any case
where, under their powers, or the powers of either of them,
such property may be lawfully appropriated.
Tenth. — With the exception of the yard tracks of the
Girard Point Branch north of Penrose Avenue which
are to be relocated alongside of the new four track run-
ning line west of Twenty-ninth Street and which now
serve the yards and facilities of the Girard Point Storage
Company south of that Avenue and the works of the Atlan-
tic Refining Company and other industries north thereof,
the Pennsylvania Companies hereby agree to abandon the
use for railroad purposes of all existing yards along the
running track and branches of the Delaware Extension of
the Pennsylvania Railroad from a point south of Twenty-
fifth and McKean Streets to Delaware Avenue and Bigler
Street, together with the piers and terminal equipment at
Greenwich Point, and to use, in lieu thereof, yards, piers,
and terminal facilities to be constructed south of the south
building line of Hoyt Street and between Broad Street and
the Delaware River. The property so to be abandoned by
the Pennsylvania Companies, shall, for the purposes of this
agreement, be divided into two sections. Section One shall
include the real estate, piers and terminal facilities and
appurtenances (whether owned by the Pennsylvania Com-
panies or others), located between the east line of Delaware
Avenue and the pierhead line and between the north property
line of the Pennsylvania Companies south of Bigler Street
and the south building line of Hoyt Street, and Section Two
shall include the remainder of the real estate and railroad
facilities other than that used for the two running tracks so
to be abandoned by the Pennsylvania Companies, namely,
that situate between Twenty-fifth and McKean Streets and
Delaware Avenue and Bigler Street.
The City hereby agrees to purchase, and the Pennsyl-
vania Companies agree to sell, for municipal development
of the water front or for other municipal purposes, but
56
not for sale or lease to any other railroad company now,
or hereafter, incorporated, unless such railroad company be
exclusively owned by the City, the real estate, piers, terminal
facilities and appurtenances included in said Section One,
and to pay therefor to the Pennsylvania Companies the
appraised value of the said real estate based upon the pur-
poses for which the same is now used, and an additional
sum equivalent to the estimated cost of replacing: in kind
the piers, terminal facilities and appurtenances, including
the cost of dredging between the pierhead line and the bulk-
head line. The said appraised value of the real estate shall
be determined by a board of three appraisers, one to be
selected by the Mayor of the City and one by the Pennsyl-
vania Companies, the two appraisers so chosen to select a
third appraiser, and the decision of the said three appraisers,
or a majority of them, shall be binding upon the Pennsyl-
vania Companies and the City. In case either of the said
parties fail to select an appraiser as aforesaid for the period
of twenty days after written notice given by the other party
to make such selection, then, in that event, the appraiser
selected by the party not in default shall select an expe-
rienced appraiser for the defaulting party, and the three so
chosen, or a majority of them, shall determine said value.
The expense of said appraisal shall be borne equally by
the City and the Pennsylvania Companies.
The cost of the real estate to provide the said new area
equal to the area abandoned in Section Two and the cost
of the new terminal yard and its facilities south of the
south building line of Hoyt Street equal to that now used
and enjoyed and which will be abandoned for railroad pur-
poses by the Pennsylvania Companies in said Section Two
shall be included in the general cost of the work herein
provided to be borne equally by the City and the Pennsyl-
vania Companies, but an appraisal shall be made of the
value of real estate owned and of the market value of the
materials comprising the railroad tracks and facilities so to
be abandoned by the Pennsylvania Companies in said
Section Two, and in the two running tracks from Twenty-
fifth and McKean Streets to Delaware Avenue and Bigler
Street, and in the Girard Point Branch and in the Schuyl-
kill River Branch Extension, and one-half of said appraised
value shall be credited to the City's proportion of said cost,
but in no event shall the amount so credited for real estate
in Section Two exceed the City's proportion of the said
cost of the real estate obtained for the said new area and
terminal facilities.
The Baltimore Companies hereby agree to abandon th«
use for railroad purposes of all existing yards and real
estate which they may have along the running tracks and
branches of the Schuylkill River East Side Railroad
57
tween a point in Wolf Street, near Thirtieth Street, and
Shunk and Vandalia Streets, together with the piers and
terminal facilities situated between McKean and Jackson
Streets and between Delaware Avenue and the pierhead
line, and to use in lieu thereof, real estate, yards, piers and
terminal facilities to be acquired or constructed by the
Baltimore Companies between Broad Street and the Dela-
ware River and directly south of the new terminal yard
of the Pennsylvania Companies hereinbefore mentioned.
The City hereby agrees to purchase, and the Baltimore
Companies, for themselves and for any subsidiary company
holding under or for them, agree to sell, for municipal
development of the waterfront, or for other municipal pur-
poses, but not for sale or lease to any other railroad com-
pany now, or hereafter, incorporated, unless such railroad
company be exclusively owned by the City, the real estate,
piers, terminal facilities and appurtenances of the said
Baltimore Companies situate between McKean Street and
Jackson Street and between the east line of Delaware Ave-
nue and the pierhead line, and to pay therefor to the Balti-
more Companies the appraised value of the said real estate,
based upon the purposes for which the same is now used,
and an additional sum equivalent to the estimated cost of
replacing in kind the piers, terminal facilities and appur-
tenances, including the cost of dredging between the pier-
head line and the bulkhead line. The said appraised value
of the real estate shall be determined by a board of three
appraisers, one to be selected by the Mayor of the City and
one by the Baltimore Companies, the two appraisers so
chosen to select a third appraiser, and the decision of the
said three appraisers, or a majority of them, shall be bind-
ing upon the Baltimore Companies and the City. In case
either of the said parties fail to select an appraiser as
aforesaid for the period of twenty days after written notice
given by the other party to make such selection, then, in
that event, the appraiser selected by the party not in default
shall select an experienced appraiser for the defaulting
party, and the three so chosen, or a majority of them, shall
determine said value. The expenses of said appraisal shall
be borne equally by the City and the Baltimore Companies.
Real estate and yard facilities in the new area south of
the said proposed yard of the Pennsylvania Companies
equal to that abandoned by the Baltimore Companies — ex-
cepting real estate and yard facilities included in the area
between McKean Street and Jackson Street and between
the east line of Delaware Avenue and the pierhead line to
be sold to the City — shall be provided in the manner herein-
before set forth for the replacement of real estate and
yard facilities abandoned by the Pennsylvania Companies in
Section Two. If additional real estate is desired by the
58
said Pennsylvania Companies and the Baltimore Companies
in their respective new areas the cost thereof shall be
wholly paid for by the said Companies, as shall also the cost
of all facilities for enlarging and extending the yard facil-
ities so furnished in lieu of those abandoned.
The dredging of the Delaware River from the channel
to the pierhead line of the terminal yards of the Pennsyl-
vania Companies and the Baltimore Companies south of the
south building line of Hoyt Street and the depositing of the
dredged material within the limits of the said yards must
be completed before the abandonment by the Pennsylvania
Companies of the said Greenwich Point terminals between
Bigler Street and the ?aid south building line of Hoyt Street
and the abandonment by the Baltimore Companies of their
terminals bttwetn McKean and Jackson Streets and between
Delaware Avenue and the pierhead line, and sufficient time
allowed said Companies to construct on the material
deposited the new terminal facilities and appurtenances.
Provision shall be made for the said dredging and deposit-
ing of the material within the limits of the new yards r.nd
the cost thereof shall be borne jointly by the City and the
Railroad CompaE <
The Railroad Companies phall dedicate to the City so
much of the property owned or controlled by them within
the territory covered by this agreement as lies within the
line* of any rtreet now upon the city plan or placed thereon
under authority of said ordinance, except such portions of
streets as shall be actually occupied by solid elevated rail-
road structures and the City shall provide a right of way
for the Railroad Companies over and through property
owned or controlled by it required to carry out the pur-
poses of this agreement, including the necessary right of
way through League Island Park. In accordance therewith,
the Pennsylvania Companies agree to dedicate to the City
all property owned by them and to change and remove such
buildings thereon and therefrom and readjust all tracks
and facilities required for the opening of Delaware Avenue
between Queen Street and Bigler Street and the City agrees
to strike from the City plan and vacate Washington Ave-
nue from Delaware Avenue to the pierhead line of the
Delaware River, Ellsworth Street from Front Street east-
ward as far as the same is now legally open, Federal and
Wharton Streets from Front Street eastward as far as the
same are now upon the City plan, Water Street from Reed
Street to Washington Avenue and Lee Street from Reed
Street northward a3 far as the same is now open; and to
widen Washington Avenue twenty feet on the south side
from Front Street to Delaware Avenue, Reed Street thirty
feet on the north side from Front Street to Delaware Ave-
nue and Front Street twenty feet on the east side from Reed
59
Street to Washington Avenue, to permit of the construction
and reconstruction by the Pennsylvania Companies between
Reed Street and Queen Street of yards and yard facilities,
the cost of that portion which is necessary to replace
tracks for storage and yard facilities given up by the said
Pennsylvania Companies in the adjustment necessitated by
such opening of Delaware Avenue between Queen Street
and Bigler Street — including the purchase of the property
therefor between Reed Street and Washington Avenue;
and Front Street and Delaware Avenues — shall be shared
equally by the City and the Pennsylvania Companies. The
Baltimore Companies agree to dedicate to the City all
property owned by them between Jackson Street and
Vandalia Street required for the opening of Delaware Ave-
nue and the City agrees to strike from the City plan and
vacate Dilworth and Severn Streets between Jackson Street
and Snyder Avenue, and while Jackson Street, between
Thirty-sixth Street and the Schuylkill River, is to remain
as at present on the City plan, the same shall be used by the
City only for sewer and drainage purposes and shall not
hereafter be opened for highway purposes.
Eleventh. — It is further understood and agreed that,
except where it is herein otherwise expressly provided, the
City shall pay one-half and the Pennsylvania Companies
and the Baltimore Companies shall pay one-half of the cost
of all work on the said Companies' respective railroads in
cases where the portions of relocated or improved lines of
railroad will be used exclusively by either the Pennsylvania
Companies or the Baltimore Companies, as well as that
portion of the joint four track railroad on Delaware Avenue
from Biger Street to Vandalia Street, and that in the case
of that portion of the respective two-track railroads of the
Pennsylvania Companies and the Baltimore Companies (to
be used as a part of the hereinafter mentioned joint four-
track line) from a point near Twenty-ninth Street and
Passyunk Avenue to Delaware Avenue and Bigler Street,
the City shall pay two-fifths and the Railroad Companies
three-fifths of all costs connected with the substitution of
said four track railroad for the existing running lines of
the respective Companies, except that the cost of the right
of way required, as hereinafter in Article Sixteenth pro-
vided, for a six track line from Twenty-ninth Street and
Magazine Lane to Delaware Avenue and Hoyt Street shall
be borne in the proportion of three-fifths by the City and
two-fifths by tha said Railroad Companies. Each of the said
Companies and said City shall and will make prompt pay-
ment of their respective proportions of said costs at such
times and in the manner hereinafter set forth.
Twelfth. — It is agreed by and between the parties hereto
that the Director shall arrange with the proper officials of
80
the Pennsylvania Companies and the Baltimore Companies
to keep true and itemized accounts concerning the various
payments and disbursements made, or to be made, by
each upon all obligations whether assumed by contract or
in any manner herein authorized. Settlements between the
City and the said Companies — based upon said itemized
accounts, duly certified — shall be made monthly as the work
herein provided for shall progress and the said Director
shall draw a warrant or warrants for any balance that may
be payable to either the Pennsylvania Companies or the
Baltimore Companies; in like manner the said Pennsylvania
Companies and the Baltimore Companies shall promptly
pay into the City Treasury all such sums as may be found
to be due and payable to the City and all such sums shall be
credited to the appropriation, and become immediately avail-
able for the work provided for herein.
Thirteenth. — It is hereby further mutually covenanted
and agreed between the parties hereto that the City and
the Pennsylvania Companies and the Baltimore Companies
shall, in like proportion to the cost of the construction work
on the various sections of the respective railroads of said
Companies borne by the said parties, be liable for and will
pay (a.) all claims for damapes, or judgments for the recov-
ers' thereof, including interest and costs, arising from acci-
dents due to, or arising from or incident to the execution
of the work for which either party may be held to be
responsible, excepting such accidents as may be due solely to
negligence or carelessness in railroad operation, (b.) (except-
ing where otherwise herein provided) all damages arising
from the opening, widening, vacation or physical changes
in the lines or grades of streets, lanes or alleys at the
points whereat and to the extent the same are made necessary
by the work herein provided for, and (c.) (excepting where
otherwise herein provided) all claims or judgments for the
recovery thereof, including interest and costs which may
arise from the consequential injury to persons, property or
estates, arising from or growing out of the changes in
location or elevation of the railroads of the Pennsylvania
Companies and the Baltimore Companies; and for the more
speedy and economical adjustment of claims arising or to
arise hereunder, the City Solicitor, with the advice and con-
sent of the Mayor, and the approval of the said Railroad
Companies, shall compromise, settle and adjust any and all
of such claims, and the Director shall draw warrants upon
the City Treasurer for such sums as shall be required from
time to time for the settlement and payment of such claims,
the amounts thereof to be taken from the appropriations by
said ordinance provided for: Provided, that when any claim
ehall be presented to or any suit on account thereof shall be
brourrht against any of the said parties, the others have the
61
right, on due notice, to appear and defend, on their own
behalf, or otherwise they shall not be bound by any judg-
ment or decree in the premises. The City Solicitor shall
arrange with the said Railroad Companies and their attor-
neys for a division of the work of preparing cases for trial,
the preparation and production of testimony, and the con-
duct of hearings or trials, and all expenses connected with
the defense of such claims or suits, save the service of the
City Solicitor, or his associates, or of special counsel to be
employed on behalf of the City, and the services of the attor-
neys or counsel of the Pennsylvania Companies and the
Baltimore Companies, shall be included in and settled and
paid for, as parts of the expense of the work provided for
herein.
Fourteenth. — It is mutually understood and agreed that,
except as otherwise specifically provided for herein, the work
contemplated and to be done under this agreement for which
the cost is to be apportioned between the City and the Penn-
sylvania Companies and the Baltimore Companies, shall
consist only of that which may be necessary to provide the
various railroad lines affected with real estate equal in area
and facilities for the handling of railroad traffic equal to
those now used and enjoyed by them and only such changes
of physically and legally open streets and municipal struc-
tures as may be necessitated by the changing, construction,
reconstruction or elevation of the railroad lines under, over
and adjoining such streets. All real estate for yards, rights-
of-way or other railroad purposes and all construction work,
including all labor, structural work, and material required
for the same, intended to increase the traffic facilities of the
said Railroad Companies, all new freight depots, signal
towers, signals, telegraph or telephone stations or other
appurtenances or improvements intended to increase traffic
facilities and all changes or improvements to existing sta-
tions and appurtenances other than those required to adapt
the present traffic facilities and appurtenances to the new
conditions shall be wholly paid for by the said Companies.
Fifteenth. — It is mutually understood and agreed that,
upon the completion of the work provided for, all real estate
purchased by the Pennsylvania Companies and the Balti-
more Companies, after the date of this agreement, for the
use and benefit of the said work, but not actually used for the
joint interest, and all old rails and other materials now in
use by the said Pennsylvania Companies and Baltimore Com-
panies, which may not be used in the construction of the
new work, shall be disposed of at public sale and the proceeds
thereof shall be credited to the joint appropriation. It is
also further understood and agreed that upon the completion
of the work provided for all old paving materials and street
improvements removed from the work, but not actually used
62
for the joint interest, shall be disposed of at public sale and
the proceeds thereof shall be credited to the joint appropria-
tion. Provided, that should the Pennsylvania Companies or
the Baltimore Companies desire to hold any of the said real
estate, old rails or other materials so to be disposed of, an
appraisement of the value of the same shall be made and
such appraised valuo credited to the joint appropriation.
Provided, further, that should the City desire to hold any
paving materials or street improvements removed from the
work and so to be disposed of, an appraisement of the value
of the same shall be made and such appraised value credited
to the joint appropriation.
Sixteenth. — The City deems it necessary that all railroad
companies now or hereafter entering the City should have
free access on equal terms to all public and private wharves
on the Delaware River and desirable that what is popularly
known as the "Belt Line" principle should be of the most
general public application, and recognizes that the Philadel-
phia Belt Line Railroad Company, although legally a "cor-
poration for profit," is in fact a corporation created and
existing in the public interest. The railroad companies
desire to co-operate in this policy so far as they may in
complying with the terms of this agreement, having due
regard to the existing investments of the moneys of their
stock and bondholders and the additional investments to
which they are obligated under this agreement. To carry
out this common intent it is covenanted and agreed as fol-
lows, the words and phrases used in this Article being in-
tended to be taken in their popular and usual acceptation
and not in any technical sense, and the grant of a ripht
being intended to include, without express definition, every-
thing necessary for the exercise of such right.
1. Nothing in this agreement shall be construed as limit-
ing or abrogating any agreement between the Belt Line
Company, and other companies, nor any rights or franchises
of the Belt Line Company, north of Queen Street.
2. The City hereby grants to the Belt Line Company the
right to lay two tracks on Delaware Avenue from Queen
Street to Hoyt Street, in consideration for which grant the
Belt Line Company hereby relinquishes and surrenders all
rights and privileges heretofore granted between said points
for which rights hereby granted are a substitute.
3. The right of way for that portion of the joint rail-
road from Twenty-ninth Street and Magazine Lane to Dela-
ware Avenue and Hoyt Street shall be of sufficient width to
fully provide for six running or main tracks.
4. Two of which tracks with the necessary ri^ht of way
shall be owned !>y Companies, two by the
Baltimore Companies and two by the Belt Line Company.
63
5. The cost of acquiring said right of way shall be
apportioned and borne as follows: 60 per cent, by the City,
20 per cent, by the Pennsylvania Companies, 20 per cent,
by the Baltimore Companies. Between Magazine Lane and
Passyunk Avenue the cost shall be borne two-fifths by the
City and three-fifths by the two railroad companies.
6. In the interest of economy of expenditure, and to
leave free for vehicular traffic the largest possible space on
Delaware Avenue, it is not required that tracks shall at
once be laid by the Belt Line Company either on Delaware
Avenue or on its right of way west thereof to Magazine
Lane, but such failure to lay tracks shall not constitute any
default on the part of the said Belt Line Company, or be
construed as prejudicing its rights under this agreement,
until an additional track or tracks are needed to accommo-
date the business of any other user, in which case such track
or tracks shall be laid by the Belt Line Company, the City,
or by any other user designated by the City.
7. The construction of the relocated tracks of the Penn-
sylvania Companies and the Baltimore Companies from
Twenty-ninth Street and Passyunk Avenue to Delaware
Avenue and Vandalia Street shall proceed jointly, the said
Pennsylvania Companies and the Baltimore Companies, how-
ever, to reserve the ownership in their respective double-
track railroads, and each bear its proportion of the cost
thereof provided by this agreement, and after construction
shall each pay all interest and other obligations thereof.
Pending the construction by the Belt Line Company of tracks
on Delaware Avenue between Vandalia and Queen Streets,
the Baltimore Companies may construct one or both of said
tracks, and the Belt Line Company may use the same on terms
to be agreed upon, or may take over the ownership thereof
upon reimbursing the Baltimore Companies for the actual
cost of said tracks, and pending such construction, the tracks
of the Pennsylvania Companies on Delaware Avenue between
Vandalia and Queen Streets shall be operated as a continua-
tion or extension of the joint railroad, unless some other
arrangement shall be made between said Companies. Upon
completion, said joint railroad, including its main, passing
end industrial tracks and facilities, shall be operated and
maintained by the Pennsylvania Companies and the Baltimore
Companies, as may be mutually agreed upon, as a joint rail-
road for the movement of trains, impartially and satisfac-
torily, for the present owners and future users hereinafter
referred to.
There shall be constructed at grade, and operated as part
of said railroad, such connections and crossings as may be
necessary to adequately serve all owners and users. Operat-
ing, maintenance and renewal expenses, including taxes and
64
insurance, shall be Lcrr.c in accordance with the number of
engines and loaded and empty cars moving or moved over the
line. Prior to and until tbe entrance thereon of another com-
pany, the Pennsylvania Companies and the Baltimore Com-
panies shall each bear one-half of the cost of all future
sidings, additions and betterments made for joint use. No
charge shall be made for the occupancy or use for such pur-
poses of the Belt Line's right of way, but whenever the two
additional tracks (or one of them) are to be laid then all
sidings, switches, additions and every track laid thereon shall
be moved and relocated at the equal expense of all Companies
then using said joint railroad, in such a manner as to permit
of the laying and operation of said one or two additional
tracks.
8. It is agreed that the joint railroad between Passyunk
Avenue and Queen Street shall constitute an open gateway
for the traffic of all railroads to the proposed new municipal
docks, and the present and future commercial and industrial
developments in the said southern portion of the City. To
mal:e this effective, the Pennsylvania Companies and the
Baltimore Companies agree that if, after the const mction and
commencement of operation of said joint railroad, any stand-
ard-gauge steam railroad company, whether operated by
steam or other motive power, and hereinafter designated for
convenience as "using Company" or "users," shall desire to
use the same between said pointfl for the movement of traffic,
it shall have the ri^ht to do so, upon the terms and subject
to the limitations following, to wit:
(a.) It must have the requisite State and Municipal au-
thority to construct and operate a line of railroad to a con-
nection therewith, or to a connection with the Belt Line;
(6.) It mu. c t file with the City open evidence satisfactory
to the Mayor of its financial ability to meet all necessary
obligations, as a guarantee of which it shall deposit with a
bank or trust company, satisfactory to the Mayor, the sum
of Fifty Thousand Dollars ($50,000), to be returned to it
upon the written order of the Mayor when its road has been
constructed and it has used the joint railroad for a period of
six months;
(c.) It must pay as rental a proportionate share (1)
(computed on the car and engine basis hereinbefore pro-
vided) of the total operating, maintenance and renewal
expenses, including taxes, insurance and such other items as
may now or hereafter be prescribed in the expense classi-
fication promulgated by the Interstate Commerce Commis-
sion; and (2) one-third of the interest at six per cent. (6%)
per annum upon the total actual cost to said owning com-
panies, respectively, of said joint railroad, including all addi-
95
tions, improvements and facilities forming a part thereof, and
including also the value of the present lines of railroad of
each of said Pennsylvania Companies and Baltimore Com-
panies for which the joint railroad is a substitute, and such
value of the Pennsylvania Companies is hereby fixed at
$ and of the Baltimore Companies at $
If there be two such other users, the rental to each shall be
one-fourth of said cost, and in like proportion for each user,
whenever the users and owners shall exceed four in number.
If, however, an additional user shall at its own cost construct
an additional track or tracks on the right of way of the Belt
Line Company, it shall be credited with interest on such cost,
and it shall be entitled to contribution in like manner from
any subsequent user. In no event, however, shall any addi-
tional user be entitled to demand rental from the Pennsyl-
vania Companies or Baltimore Companies, even if its outlay
should exceed that of either of these Companies;
(d.) The cost of the said joint railroad shall be divided
into two sections, one section including the portion on Dela-
ware Avenue between Hoyt Street and Queen Street, and the
other including the portion between Delaware Avenue and
Hoyt Street, and Twenty-ninth Street and Passyunk Avenue,
and any other company shall have the right to use either or
both of said sections, and in the event of its using only one
section, its rental as hereinbefore defined shall include interest
only on the cost of that section plus half the value of the
present lines abandoned by the Pennsylvania and Baltimore
Companies. Should it subsequently use the other section,
there shall be added to the rental interest on the remaining
half of the value of the abandoned lines. In the calculation of
rental the total actual cost to the owning companies shall
include interest only for and during the period of construc-
tion, but not thereafter.
The bills for the rental prescribed herein shall be rendered
and paid in accordance with recognized railroad practice. No
dispute or question shall delay the payment of bills as ren-
dered, but any adjustment necessary shall be made in the
accounts of subsequent months.
9. Upon the construction of tracks additional to the
four tracks to be forthwith constructed, the same shall there-
upon become part of the joint railroad, so far as operation is
concerned, so that there may be unanimity of operation of the
joint railroad as a five or six track line, including mutual
cross-over privileges, so as to furnish facilities to all users to
reach both industrial establishments and wharves and docks
now or hereafter existing.
It is further agreed that the Belt Line Company or the
Baltimore Companies or the Pennsylvania Companies are
hereby empowered to make a contract with, and confer upon,
66
any standard gauge steam railroad company the right to the
use of the joint railroad upon complying with the terms and
conditions hereinbefore expressed and paying the rental here-
inbefore stipulated, and subject to all the terms and condi-
tions of this agreement.
%
10. This agreement is intended to secure the right of
equal usage of said joint railroad with the Pennsylvania
Companies and the Baltimore Companies to all other com-
panies, so that it shall in effect constitute an open gat<
but it is equally intended to prohibit and deny to any com-
pany access into or the use of the terminal yards, piers and
other terminal facilities of any other company, except with
their consent and approval, and on such terms as may be
mutually agreed upon, and the property, tracks and facilities
of the Girard Point Storage Company are included in the
terminals of the Pennsylvania Companies.
11. The Pennsylvania Companies and Baltimore Com-
panies agree that the joint railroad, including main, passing
and industrial tracks and other facilities connected with and
forming a part thereof, shall at all times be impartially
operated, so that all users shall be accorded equal fc.cilities
and service.
12. It is further expressly understood that whenever the
City of Philadelphia ^hall by Ordinance consent to the use
of such joint railroad within the limits and upon the terms
and conditions hereinbefore stated by any other such rail-
road company or companies, then this agreement, in so far
as it relates to the said joint railroad, shall be taken and con-
strued to be for the benefit and advantage of such railroad
company or companies desiring to use the said joint railroad
and for the benefit and advantage of the City of Philadelphia,
having consented thereto as aforesaid, as well as for the bene-
fit and advantage of the Pennsylvania Companies and the
Baltimore Companies, and either the said City or the said
railroad company or companies, or both, desiring to use the
6aid joint railroad shall have the full and unrestricted right
and capacity to enforce this provision of the agreement by
legal or equitable process, or in any other manner whatso-
ever, to the same intent and with like force and effect as if
such railroad company or companies had been specifically
named and mentioned herein. It is the intention of the parties
hereto that this clause shall be of the essence of this contract
between them, and shall operate as a condition upon which
this contract takes effect.
13. In case of disagreement between any of the parties
hereto as to the meaning or construction of this Article, or
any part thereof, or as to the respective rights and obliga-
tions of the parties thereunder, such points of contention or
67
matter as to which there may be failure to agree shall be
submitted to the Interstate Commerce Commission (or such
of their number as that body may designate) for decision and
determination, and such decision shall be final, conclusive and
binding, and no appeal shall be taken therefrom, nor shall the
same be questioned in any forum or proceeding, except in a
proper court for the sole purpose of enforcing the decision so
made. If the Commission declines or fails to act within sixty
(60) days after written request is made, then the questions
at issue shall be decided by arbitration in the manner pro-
vided in Article Seventeenth of this agreement. The expense
of such proceedings shall be borne equally by all parties con-
cerned in the contention.
14. The trains, engines and employes of the Companies
owning or using the joint railroad, while upon the said rail-
road, shall be subject to the regulations and orders of the
Superintendent or other Officers of the Company operating
the same, and to secure uniformity in time, rules and signals,
the said Companies agree to conduct their use of said joint
railroad in conformity with the standard time, rules and
signals adopted from time to time by said Company operating
the line. Said operating Company shall provide for the run-
ning over said joint railroad of such trains or engines as the
owning and using Companies may desire to run under this
agreement and as nearly in accordance with their wishes as
may be practicable, and said operating Company shall give
equal rights to all trains of the same class. Any employe of
the said owning or using Companies below the rank of Train
Master shall at any time be removed from service on, or in
connection with, the said joint railroad, upon complaint in
writing showing sufficient cause therefor addressed to the
General Manager by the Company making such complaint;
but such removal shall not prevent the employment elsewhere
of the individual so removed. It is understood and agreed
that in said use of said joint railroad each owning and using
Company shall assume all liability for damage to its own
trains, engines, cars and property in its charge, employes or
other persons and property injured or damages by its trains,
engines or cars, and shall protect, indemnify and save harm-
less the other Companies against any claims or demands in
consequence of, or growing out of, such injury or damage.
In case of injury or damage caused by the trains, engines or
cars of two or more of such owning or using Companies, each
of such Companies affected shall assume all liability for
damage to its own property, or property in its charge, and to
its employes, but liability for damage to other persons and
property shall be jointly assumed by the Companies affected
in equal proportion. Any loss or damage not above described
shall be included in the cost of operation and maintenance of
the said joint railroad. Superintendents, managers, agents,
telegraph operators, train despatchers, section foremen, or
laborers, watchmen, switchmen or any other person or persona
subordinate to the General Manager employed in, or charged
with, the maintenance or care of or operation of the said
joint railroad shall in respect to the liability of any Com-
pany using the said railroad, to each other or to third persons,
growing out of the fault or neglect of such officers, agents or
employes, be deemed and held to be the sole servants of that
Company to, or upon, or in connection with, whose trains,
business, traffic or property any loss or damage may have
occurred.
Seventeenth. — In case of any difference or dispute aris-
ing under this agreement, the parties hereto agree to submit
the same, except wherein otherwise specifically provided, to
two competent arbitrators, one of whom shall be appointed
by the party or parties hereto holding to the one contention,
and the other by the party or parties hereto holding to the
contrary contention involved in such difference or dispute,
and if these arbitrators cannot agree they shall select a third
disinterested and competent party, and the three arbitrators,
or a majority of them, shall decide with all reasonable
despatch the issues before them, and such decision shall be a
condition precedent to the enforcement of any right of action
under this agreement. In case either of the said parties shall
fail to appoint an arbitrator, as aforesaid, for the period of
twenty days after written notice given by the other party, or
parties, to make such appointment, then, in that event, the
arbitrator appointed by the party, or parties, not in default
shall appoint an arbitrator of like experience and skill for
the defaulting party, and said two arbitrators so appointed
shall select a third arbitrator, and the three so chosen, or a
majority of them, shall decide such issues. The expenses of
such arbitration shall be borne equally by the parties involved
in such difference or dispute.
Eighteenth. — It is also further covenanted and agreed by
the said Pennsylvania Companies, the Baltimore Companies
and the Belt Line Company to do and perform each, every and
all the matters and things in the hereinbefore mentioned
Ordinance stipulated to be done and performed, and to be
subject to all the liabilities, and fully and faithfully comply
with all the promises, terms and conditions, matters and
things of every nature and kind in said Ordinance contained
so far as the same relates to the Pennsylvania Companies,
the Baltimore Companies and Belt Line Company, with the
same force and effect as if each particular thing named in
the said Ordinance was herein fully set forth and covenanted
to be done and performed, and the said City of Philadelphia
hereby covenants and agrees to fully and faithfully perform
each and everything contained in said Ordinance on its part
to be done and performed.
N
It is also further agreed that all the covenants in this
agreement contained shall extend to and bind the successors
and assigns of each of the Companies, parties hereto, with the
same force and effect as if the words "successors and assigns"
had in each case been particularly mentioned.
In Witness Whereof the parties hereto have caused
their respective seals to be hereunto affixed, duly attested
the day of A. D. 1913.
Section 2. The Mayor is hereby authorized and directed to exe-
cute, acknowledge and deliver the said contract on behalf of the City
(which contract shall be recorded) and to till in the blanks left for
the date in the above agreement.
Section 3. In addition to the revisions of the lines and grades of
streets specifically provided for and necessary for the carrying out
of the work covered by said contract, the Department of Public Works,
Board of Surveyors, is authorized and directed to make such general
revision of the lines and grades of streets as may be necessary to
provide for the better service and development of the water front
and more direct and convenient approaches thereto, to provide for
proper and adequate facilities for circulation and transportation and
for commercial, industrial and residential development, and to com-
plete the city plan, within the territory bounded as follows: Begin-
ning at Christian Street and the Delaware River, thence southward
along the Delaware River to the boundary line of property of the
United States Government, thence westward along the same to the
Schuylkill River, thence northward along the various courses of the
same to Reed Street, thence following the southern boundary of the
completely built-up area of the city to Front Street, thence north-
wardly along the same to Christian Street and thence eastwardly to
the Delaware River and place of beginning.
Section 4. The Ordinance approved the twenty-sixth day of
December, 1890, entitled "An Ordinance to authorize the Philadel-
phia Belt Line Railroad Company to construct its railroad and
branches upon and across streets, to authorize changes and revisions
in the lines and grades of certain streets, the location of a new street,
the widening of certain streets and the shifting of the tracks occupied
jointly by the River front and the Philadelphia and Reading Railway
Companies, and the entering of security," is hereby amended by
striking from Section 1 thereof the letters G, I, H and K when they
are recited as points on a map indicating branch lines of the said
railroad; also by striking from Section 1 thereof the following por-
tion of a paragraph, "Commencing with a double track on Schuylkill
Avenue, at Curtin Street, in the Twenty-sixth Ward; thence south-
wardly in Government Avenue to a point at or near Fifth Street;
thence curving southeastwardly to a point at or near the intersection
of Avenue Thirty-seven south and Thirty-second Street; thence
southeastwardly, crossing the tracks of the Girard Point Extension
Railroad, to a point at or near the intersection of Avenue Forty-two
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south and Twenty-seventh Street: thence curving southwardly to a
point in Twenty-sixth Street near Avenue Forty-three south; thence
southwardly in Twenty-sixth Street to a point north of Avenue Forty-
five south; thence curving eastwardly to a point in Avenue Forty-five
south, east of Twenty-sixth Street; thence eastwardly in Avenue
Forty-five south to Government Avenue near Twenty-second Street;
thence northeastwardly in Government Avenue to a point where the
said avenue is intercepted by Sixteenth Street extended; thence east-
wardly in Government Avenue to a point at or near Fifth Street;
thence northwardly on Fifth Street to a point at or near Johnson
Street; thence curving eastwardly on Johnson Street, crossing the
tracks of the Pennsylvania Railroad Company, to a point on Dela-
ware Avenue; thence northwardly on Delaware Avenue and east of
the right of way of the Pennsylvania Railroad Company to a point
at or near the intersection of Delaware Avenue, Porter Street and
Commercial Avenue; thence northwestwardly along Commercial Ave-
nue parallel with and east of the right of way of the Pennsylvania
Railroad Company and the Schuylkill River East Side Railroad Com-
pany to a point at or near the intersection of Commercial Avenue.
Moore Street and Meadow Street; thence northwardly in and along
Meadow Street east of and parallel with the right of way of the
Schuylkill River East Side Railroad Company to a point at or near
the intersection of Meadow Street and Tasker Street; thence curving
westwardly and northwardly to a point in Front Street, north of
Tasker Street, crossing the tracks of the Schuylkill River East Side
Railroad in Meadow Street and the tracks of the Pennsylvania Rail-
road in Swanson Street; thence northwardly along Front Street to
a point at or near Queen Street; thence curving eastwardly into and
along Queen Street to a point in Delaware Avenue north of Queen
Street, crossing the Swanson Street Branch of the Philadelphia.
Wilmington and Baltimore Railroad and the tracks of the Pennsyl-
vania Railroad," and inserting in lieu thereof the following: "Com-
mencing with a double track on Schuylkill Avenue, as revised, at or
near Twenty-ninth Street (from which point it may connect with
the tracks through the property of the Girard Point Storage Com-
pany), and thence extending westwardly and northwardly along
Schuylkill Avenue, as revised, to a point north of Magazine Lane,
thence curving to the eastward and southward, connecting with and
crossing the joint four-track railroad of the Pennsylvania Railroad
Company and the Baltimore and Ohio Railroad Company at or near
Magazine Lane, thence continuing southward ar.d eastward parallel
with and immediately adjacent to the said joint four-track railroad
to Hoyt Street and Delaware Avenue, thence crossing the said joint
four-track railroad and continuing northward parallel with, upon
the east side of, and immediately adjacent to the same in the bed of
Delaware Avenue, to a point north of Queen Street"; also by striking
from Section 1 thereof the following paragraphs:
"The route of the branch from point marked G on the main line
to point marked H shall be as follows: —
71
"Commencing at a point on the main line of road on Government
Avenue near and west of Fifth Street; thence extending eastwardly
along Government Avenue and Avenue Forty-three south to the river
bank at or near Third Street; thence along the river bank to a point
at or near Spangler Street.
"The route of the branch from point marked I on the main line
to point marked K shall be as follows: —
"Commencing at a point in Schuylkill Avenue at or near Hoyt
Street; thence southwardly in Schuylkill Avenue to or near Avenue
Thirty-six south; thence curving westward to the river bank; thence
following the general line of the river bank along the Schuylkill River
to a point near the prolongation southward of Thirtieth Street; thence
curving northward to a connection with the tracks of the Girard Point
Extension Railroad at or near Avenue Forty-five south."
Section 5. That the sum of One Million (1,000,000) Dollars,
provided for the removal of grade crossings in the southern section
of the City by Ordinance approved the ninth day of February, 1907,
be expended for carrying on the work herein provided for.
Section 6. All Ordinances or parts of Ordinances inconsistent
herewith are hereby repealed.
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