UC-NRLF 
 
 ':;!iJiiii;ii;iilllllli 
 B 3 flbl SMM 
 
PENNSYLVANIA 
 
 AND ITS 
 
 MANIFOLD 
 
 ACTIVITIES 
 
 Prepared by 
 GUY C. WHIDDEN 
 
 and 
 
 WILFRED H.SCHOFF 
 
 For the 
 
 12th INTERNATIONAL CONGRESS 
 OF NAVIGATION 
 
 PUBLISHED BY THE LOCAL ORGANIZING 
 COMMISSION OF THE CONGRESS 
 
 PHILADELPHIA 
 MAY 1912 
 
Copyright, 1912 
 
 by the 
 
 Local Organizing Commission of the 
 
 12th International Congress 
 
 of Navigation 
 
Foreword 
 
 THE occasion for the publication 
 of this book, which is intended 
 to i^ive an understandinir of the 
 resources and activities of the 
 State of Pennsylvania, is the meeting of the 
 Twelfth International Congress of Navigation 
 in the City of Philadelphia. Owing to the 
 nature of this gathering, somewhat greater 
 attention has been paid to the subject of trans- 
 portation than would naturally be given in a 
 general work dealing with the resources and 
 development of the State. 
 
 It is impossible to give, within the limits of 
 a single volume, an exhaustive view of the 
 material wealth and the varied interests of Penn- 
 sylvania. Much has been omitted ; and those 
 subjects only have been selected that seemed to 
 be most in keeping with the purpose of the 
 volume. Liberal excerpts have been used from 
 many and varied volumes and documents. The 
 thanks of those who have had in charge the 
 preparation of the work are extended to all 
 who have lent their aid. 
 
 3 
 
 242494 
 
Contents 
 
 Page 
 
 INTRODUCTION 7 
 
 NATURAL RESOURCES OF PENNSYLVANIA 
 
 Bituminous Coal Production 15 
 
 The Anthracite Field 23 
 
 Iron and Other ]\Iine Wealth 31 
 
 Conservation of Forest Wealth 39 
 
 The Advance of a Giant Industry 45 
 
 Susquehanna Power — Water Supply 57 
 
 TRANSPORTATION IN PENNSYL\'ANIA 
 
 The Ruins of a Once Great System 65 
 
 A Survivor of the Canal-Railroad War 75 
 
 The Pennsylvania Railroad 83 
 
 Philadelphia and Reading Railway Company 93 
 
 Other Railroad Lines 107 
 
 The Intracoastal Canal Chain 113 
 
 The Ohio and Its Tributaries 125 
 
 The Gateway to the Sea 133 
 
 The Port of Philadelphia 145 
 
 Lake Erie and Ohio River Ship Canal 151 
 
 THE INDUSTRIES OF PENNSYLVANIA 
 
 An Industrial Commonwealth 161 
 
 The State's Steel-Making History 167 
 
 The Steel Industry 177 
 
 Iron and Steel Products 187 
 
 Ships and Locomotives 201 
 
 The Textile Industries 209 
 
 Diversity of Manufactures 215 
 
Cdit tents 
 
 THE CITI i:S ( )!• 'II 1 !•: (■( ).M AK )X\VEALTH 
 
 Page 
 
 Two Cknti-:rs of IxDUSTin' 225 
 
 Pennsylvania Cities 231 
 
 Thriving Smaller Communities 241 
 
 SPECIAL ACTINITIES CW THE COMMONWEALTH 
 
 Protection of Health 249 
 
 The State Highways 255 
 
 EDUCATION IN PENNSYLVANLA 
 
 The State and the Schools 261 
 
 Colleges of Pennsylvania 267 
 
 Special Schools and Colleges 281 
 
Introduction 
 
 THOSE who, in the early days, termed Pennsylvania the Key- 
 stone State were, it would seem, governed by something more 
 than the mere thought of its geographical position as related 
 to the others of the thirteen original States. They seemed, with pro- 
 phetic vision, to look into the future— to foresee the important place 
 which this Commonwealth was destined to hold in the completed union 
 of States. 
 
 From the first Continental Congress, in 1774, to the present time, 
 there is a space of less than a century and a half. Yet, in the history 
 of Pennsylvania, the progress of centuries has been packed into this 
 period. Vast natural riches, that were peculiarly suited to the building 
 of an industrial commonwealth, were here placed in the keeping of a 
 fusion of races such as would naturally make an industrious population. 
 And the result is the Pennsylvania of to-day — the keystone of the nation's 
 industry. In every department of activity the State has broadened with 
 the growth of its population and wealth. 
 
 The State of Pennsylvania lies between latitudes 39° 43' 26.3" and 
 42° north and between longitudes 74° 40" and 80° 31' 36" west. It 
 has the form of a parallelogram, except that in the northwest part there is 
 a triangular projection northward, giving a shore line of about forty 
 miles on Lake Erie. Its main northern and southern boundaries are 
 157.76 miles apart. Its average length is 285.85 miles. Its extreme 
 length, from the Ohio State line to a point below Trenton, is 306 miles. 
 The total area is 45,126 square miles, and of this 294 square miles are 
 water surface, and 44,832 square miles land surface. The mean eleva- 
 tion of the State is iioo feet above sea level. From an elevation of 
 twenty feet or less on the banks of the Delaware, between Philadelphia 
 and Chester, the country rises to a height of 2000 to 3000 feet on the 
 higher Appalachian ridges in the middle section. On Blue Knob, in 
 Bedford County, a summit of the Alleghenies, it reaches an elevation of 
 3136 feet. On the Ohio border it falls again to 900 to 1000 feet, and on 
 the Erie plain to 750 feet. The southeastern part of the State has an 
 area of 6100 square miles that has a mean elevation of less than 500 
 
Pennsylvania and Its Manifold Activities 
 
Iiitri)ditcti()ii 
 
 feet above tlie sea. In the middle of the State there is an area of 2000 
 square miles that everywhere exceeds 2000 feet in elevation. The Appa- 
 lachian system, which embraces the eastern mountains of the United 
 States, attains its greatest width within the borders of the State. The 
 great ridges of this system extend slantingly across the State, from the 
 northeast toward the southwest. 
 
 The State may be divided into three topographical regions. The 
 first includes all that portion between the tidewater reach of the Delaware 
 River and the Kittatinny Mountain, ascending northwestwardly to an 
 average elevation of about 500 feet in Kittatinny Valley. 
 
 The second region is a belt of ridge and hollow averaging 50 miles 
 in width. This starts from the Delaware River, bordering F^ike and 
 Wayne counties, and, extending westward and southward, passes into 
 Maryland 240 miles from the point of beginning. This huge welt across 
 the State appears to have been bulged up in the making by pressure from 
 the southeast. This belt has an area of 11,808 square miles. 
 
 The last and largest distinct topographical region is the Allegheny 
 Upland. Generally this is a high plain, undulating in wide, low swells, 
 and gently descending southward and southwestward. In the valleys 
 proper of the Ohio and its main Pennsylvania affluents, the relief of 
 the country is very uniform. The area of the Allegheny Upland is 24.861 
 square miles, or about 55 per cent, of the area of the Commonwealth. 
 
 Generally, the northeastern portion of the Allegheny plateau and 
 nearly all of the central and southeastern portions of the State are 
 drained by the Susquehanna and Delaware River systems into the Dela- 
 ware and Chesapeake Bays. The greater part of the Allegheny plateau 
 is drained by the Allegheny and Monongahela Rivers into the Ohio 
 River. The southern portions of the central part of the State are drained 
 by tributaries of the Potomac. The Erie plain is drained by short 
 streams into Lake Erie, and a small section of the Allegheny plateau, 
 in the northern part of Potter County, is drained by the Genesee River 
 into Lake Ontario. The Susquehanna drains about 21,000 square miles 
 of the State; the Ohio. Allegheny, and Alonongahela, 14,747. and the 
 Delaware, 6443. 
 
 The history of the settlement of Pennsylvania dates back to 1623. 
 Between that year and 1681 trading posts were established by the 
 Swedes and the Dutch along the lower valley of the Delaware River. 
 As early as 1660 George Fox and a few other prominent Quakers 
 began to urge the establishment of a colony to serve as a refuge for 
 
Pciiiisyli'uiiid (111(1 Its Manifold .Ictiiitics 
 
Introduction 
 
 Quakers. At least as early as 1666, ^\'illianl Peiin became interested 
 in the plan, and in 1680 he was granted, in repayment of a claim on the 
 Crown for £16,000, "a tract of land in America, bounded on the east 
 by the Delaware, on the west limited as Marxland, northward as far as 
 plantable." 
 
 There has been a ])opular belief that Pennsylvania was named in 
 honor of its founder, but. in fact, "by the King's order, much against 
 Penn's inclination, the new province was to be called Pennsylvania, in 
 honor of the services of his illustrious father." 
 
 Py the charter of Pennsylvania, Penn was made proprietary of the 
 province. During Penn's life the colony was involved in serious boun- 
 dary disputes, and it was not until 1784 that Virginia agreed to the 
 establishment of the western limit as it now is. The small triangular 
 strip which gives the State access to Lake Erie was sold to Pennsylvania 
 by the Federal Government in 1792. 
 
 The scope of Penn's early plans is indicated by the fact that he 
 purposed to make a second settlement far to the westward of Phila- 
 delphia. This was to have been on the Susquehanna, and as early as 
 i()S7 a "way" had been "laid out" from Philadelphia westward to the 
 proposed location. The plan of a second I'hiladelphia, however, was 
 not to be carried out by the founder. 
 
 In every great crisis of national history Pennsylvania has borne an 
 important part. The State contributed greatly to the success of the 
 War for Independence bv the important services rendered by its states- 
 men, notal)l}' the great philoso})her-statesman. l^enjamin Franklin. One 
 of her citizens, Robert Morris, was the financier of the Revolution. The 
 two Continental Congresses, that of 1774 and that of 1775-1781, met in 
 Phila(!el]-hia. except for the months when the city was occupied by the 
 British army. During that period the Continental Congress met first in 
 Lancaster, then in York, and then in Princeton, N. J. The Declaration 
 of Independence was signed in Philadelphia, and was, from the day of 
 its signing, supported by Pennsylvania. Philadelphia was the seat of the 
 Federal Government, except for a brief period, until the removal to 
 Washington, in 1800. The winter of suffering passed at Valley Forge 
 by Washington's army was the turning point of the Revolution. 
 
 During the Civil War, the State gave to the Union 336,000 soldiers ; 
 and one of the decisive battles of the war was fought within her borders, 
 at Gettvsburg. where Lee's invasion was checked and turned. The Union 
 
Peinisyiz'ania and Its Manifold .Ictizities 
 
 Army, at this !)attk'. was CdiiimaiKk-d by a I 'enns\l\anian. Maj. ( jcn. 
 George G. Meade. 
 
 l'enns\ivania now ranks seennd in popukiliim ani(:)n<^ the States, 
 having '.()()=,. \\\ peopk- within its horck'rs. Of this nuniljer, 3,653,371, 
 or 47.8 per eeiit., are lu-han jxipulation, and 4,01 1,740. or 52.2 per cent., 
 are rural popuhitinn. ( )wing to its central position, its liberal govern- 
 ment, and its ])<)licv of religious toleration, Penn.sylvania attracted, in the 
 earlier period, many of the best races of western Europe — English, 
 (jermans. Dutch, Swedes, Welsh, Irish, and Scotch-Irish. These have 
 now merged into one general type. 
 
 With access to the Great Lakes and the Ohio, and thus with the 
 Mississii)i)i, at the west, and to the Atlantic at the east, Pennsylvania has 
 been favorably located for the rapid development of its vast natural 
 wealth. From the beginning of its era of prosperity, its people were 
 keenly alive to the importance of these waterways in the scheme of 
 development. Its early canal chain was a marvel of the period in which 
 it flourished. The State has steadily insisted upon the adequate improve- 
 ment of its great artery to the sea, the Delaware River. Important 
 waterway improvements are to-day in contemplation, and others in 
 progress, at both ends of the State. 
 
 The interest that is now manifested throughout Pennsylvania in 
 the development of waterways makes it peculiarly appropriate that the 
 most notable gathering of navigation experts in the history of the United 
 States should be held in Philadelphia. 
 
NATURAL RESOURCES 
 
 OF 
 
 PENNSYLVANIA 
 
VV.VI. HOWARD TAir 
 
 President of the United States 
 Honorary President of Tlie Co 
 
 JOHN k I PNtR 
 
 Governor of Pennsylvania 
 
 Hon. Vice-President of The Congress 
 
 RUDOLPH BLANKENBURG 
 
 Mayor of Philadelphia 
 
 Hon. Vice-Pres. of The Congress 
 
 J. S. W. HOl/rON 
 
 Chairman of the Executive 
 
 Conitnittee 
 
 VV. T. 1 U.UEN 
 
 Vice-Pres. of the Local Organizing 
 
 Commission 
 
Bituminous Coal Production 
 
 RWKIXG first among the natural resources of Pennsylvania are 
 the deposits of coal, which have been so important a factor in 
 . the development of its industries. While the export of coal, 
 both bituminous and anthracite, beyond the borders of the State has 
 been an important element in the growth of material prosperity, the 
 main value of these extensive deposits has been their power to attract 
 and create manufactures. The coal of Pennsylvania has drawn within 
 the borders of the State many important industries which in magnitude 
 exceed those of any other State in the Union. Behind the making of a 
 vast array of the more delicate lines of merchandise, behind the building 
 of products of steel, is the coal that underlies the hills of the State. 
 
 The anthracite deposits of Pennsylvania are located in the north- 
 eastern part of the State, in the counties of Susquehanna, Lackawanna, 
 Luzerne, Carbon, Schuylkill, Columbia, Sullivan, Northumberland, Wayne, 
 and Dauphin, while the bituminous regions are in the central and western 
 portions of the State, their importance in production increasing from 
 east to west. The Broad Top region, in Huntingdon, Bedford, and Fulton 
 counties, stands between the anthracite coal fields of the northeast and 
 the bituminous coal region of the southwest, its coal possessing some of 
 the qualities of the other two. 
 
 Not only has Pennsylvania virtually all of the anthracite of the 
 country, but it has also the thickest bituminous coal measures. These 
 form the northern extremity of the Appalachian coal tield. and the entire 
 district covers an area of 15,000 square miles. 
 
 Anthracite coal was discovered as early as 1762, near what is now 
 the city of Wilkes-Barre. Bituminous coal was first shipped from Pitts- 
 burgh in 1803, and it was not until the year 1840 that the mining of 
 bituminous coal in Pennsylvania assumed sufficient importance to give 
 it a place in the census reports. In that year the production was shown 
 to be 464,826 tons. 
 
 Of the 67 counties in Pennsylvania, 25 produce bituminous coal. A 
 comparison of the figures of the leading States gives an idea of the extent 
 of the industry in Pennsylvania. The production for the United States 
 
I'cniisxli'aiiia aiui Its Manifold .Icth'itics 
 
 in 1908 was 415,842,698 tons, and of tliis amount the Pennsylvania pro- 
 duction was 114,937,375 tons, or more than one-quarter of the total. 
 The production in the State in 1910 had risen to 148,770,858 tons. This 
 was approximak'ly the same as the production of 1907, which year closed 
 a i)erio(l of marked industrial expansion throughout the country. 
 
 In 1908 the mines of Pennsylvania produced more coal than the 
 
 BITUMINOUS COAL MIXERS AT WORK IX ONE OF THE MINES OF THE PITTSBURGH- 
 BUFFALO COMPANY, SHOWING ACTUAL WORKING CONDITIONS AT THE 
 FACE OF THE COAL. THIS "rOOM" HAS JUST BEEN UNDERCUT 
 AND SHOT DOWN, AND THE MEN ARE READY TO LOAD 
 THE COAL INTO THE MINE CARS 
 
 combined production of all the countries of the world except (ireat 
 Britain, (icrmanv. and Austria-Hungary. It was in that year five times 
 the production <;f P>ance and seven times the production of Russia. 
 
 Owing, largely, to the suitability of the coal mined in Westmoreland 
 and Favette Counties for conversion into Connellsville coke, these two are 
 the largest bituminous coal-producing counties of the State. Fayette, 
 which leads the list of counties, produces 31,487,141 tons. Following 
 Westmoreland in the list is Allegheny County, which, besides developing 
 the greatest volume in steel tonnage of any of the world's centers, ranks 
 also among the most important bitmninous jiroducing districts. 
 
 16 
 
Bifitiiiitioiis Coal Production 
 
 It is largely due to the coking value of these coals that Pennsyl- 
 vania has attracted its chain of steel industries, that stretches from the 
 Delaware, on the east, to the Ohio line, on the west. The Connellsville 
 coke-producing district lies in Westmoreland and Fayette counties. The 
 lower Connellsville district is south of the Connellsville district, in Fay- 
 ette County. The production of coke in this district dates back to 1841. 
 
 SliKTIXG AX 
 
 II SHII'MEM Mi lUIIMINOUS COAL, 
 WESTERN PEN X S VEV A X I A 
 
 Out of a total of 2,752,475 tons of coke made in the United States in 
 1880, Pennsylvania produced 2,317,149 tons, which was made from 
 3,608,095 tons of ccal. In 1905 the total production in lYmnsylvania was 
 20,573,736 tons, while the total production in the country was 32,231,129 
 tons. The 1907 production for the entire country was 40,779,564 tons. 
 Of this, the Pennsylvania production was 65 per cent., or 26,513,214 tons. 
 The 1910 production of coke in Pennsylvania was 23,722,944 tons. 
 
 The following table shows the number of tons of coal and coke 
 shipped from the mines of the various districts, the total number of tons 
 mined and the number of employees in these districts in 1910: 
 
 17 
 
Pcniisyl-i'ililid and Jts Maiiifold .Ictiritics 
 
 Number of Tons Total Prodiution Tolal I'rodiic- Tons of Coal Number Number 
 
 Districts of Coal Shipped of Coal in Tons lion of Coke Used in Manu- of Coke of Em- 
 
 lo Market of 2000 Pounds in Ions faclure of Coke Ovens iiloyees 
 
 First 7,098,024 8,069,778 435.270 781,371 783 10,297 
 
 Second 4,266,420 8,048,678 2,186,960 3,443,201 5,887 9,405 
 
 Third 3,663,808 3,920,292 6,291 
 
 Fourth 5,980,499 6,848,407 357>205 608,218 963 9,487 
 
 Fifth 421,437 7,294,758 4,527,426 6,728,660 9,071 8,224 
 
 Sixth 7,480,522 8,623,100 576,772 812,172 425 11,820 
 
 Seventh 8,717,457 8,957,871 12,257 
 
 Eighth 4.449.625 4.573,110 106 7,259 
 
 Ninth 805,324 8,061,273 4,708,814 6,970,113 8,677 ^^,632 
 
 Tenth 5,425.2io 6,129,293 309,474 489,413 1,230 10,233 
 
 Eleventh 1,101,670 7,967,787 4,468,816 6,594,873 10,725 9,398 
 
 Twelfth 6,951,138 8,474,646 654,639 1,130,017 2,357 11,166 
 
 Thirteenth .. 6,924,841 7,111,022 34,656 52,418 273 9,428 
 
 Fourteenth ... 7,277,618 7,571,493 886 1,476 33 8,658 
 
 Fifteenth 6,594-532 7,043,101 144,474 226,299 482 10,101 
 
 Sixteenth 1,868,361 9,625,918 5,050,615 7,462,376 8,760 11,188 
 
 Seventeenth . . 7,343,365 7,625,098 9,879 
 
 Eighteenth ... 3,585,449 3,783,271 75-338 113.902 260 6,114 
 
 Nineteenth ... 3.912,221 4,132,663 11,768 17,002 85 6,962 
 
 Twentieth . . . 6,164,717 6,382,133 40,158 60,298 195 7,459 
 
 Twenty-first . 8,146,037 8,527,166 139,673 209,884 217 9.230 
 
 Totals, 1910. .108,178,275 148,770,858 23,722,944 35.701,693 50,529 193,488 
 Tlie division of coal production by counties is as follows: 
 
 Counties Production 
 
 Fayette 31,487,141 
 
 Westmoreland 22,630,739 
 
 Allegheny 18,710,783 
 
 Washington 16,678,514 
 
 Cambria 15,950,566 
 
 Indiana 8,623,663 
 
 Somerset 8,330.274 
 
 Clearfield 8 030.373 
 
 Jeflferson 5,446,247 
 
 Armstrong 3,527,686 
 
 Centre 1.428,031 
 
 Elk 1,310,668 
 
 Tioga 1,141,783 
 
 Clarion i .092,202 
 
 Butler 1 .035,899 
 
 Mercer 876,252 
 
 Huntingdon 663,615 
 
 Bedford 637,173 
 
 Blair 377-234 
 
 Clinton 302,210 
 
 Beaver 193-023 
 
 Greene i6r,ooo 
 
 Lawrence 90,490 
 
 Lvconiing 26 768 
 
 Cainernn 18.424 
 
 Total 148.770.858 
 
 18 
 
HiftiiiiiiKnis L'nal rrodiictio)! 
 
 In 1910 the H. C. I'>ick Coke Company alone produced 16,567,609 
 tons of coal; the Pittsburgh Coal Company, 14,500,458 tons; the Monon- 
 gahela River Consolidated Coal and Coke Company, 7.525,770 tons, and 
 the Berwind-W'hite Coal Mining Company, 4,356,886 tons. 
 
 Important as these bituminous coal fields of western Pennsylvania 
 have been in the past and now are, the\- will assume an even more 
 
 BITUMIXOUS COAL MIXIXC. PICK IMACHIXE AT WORK 
 
 important position in the future. The opening of the Panama Canal, 
 with all that that implies to the commerce and industry of the world, will 
 make far broader markets for the bituminous coal of this western Penn- 
 sylvania belt. Improvements now in progress on the Ohio, and projected 
 or under way on the Allegheny and Alonongahela Rivers, will open the 
 way for economical transportation of coal to the Mississippi, and so to 
 the Gulf of ]\Iexico. These improvements will bring the coal fields in 
 direct touch with the canal. 
 
 That this new condition will mean a change in the treatment of 
 the coal fields and the introduction of sounder econ(Mnic methods of 
 operation is the belief of careful students of the bituminous coal industry. 
 It is felt that the crying need of the coal trade to-day is proper regula- 
 tion, but there are so many difficulties in the way of attaining this. 
 
 19 
 
Pciiitsylz'iuiia and Its Manifold Activities 
 
 owing to the extent of the coal-bearing area and tlie relatively small 
 cost of opening new mines, that it has heretofore seemed an impossibility. 
 However, if the opening of new mines can be minimized, and a check 
 placed upon the ambition of some of the producers to make a new 
 tonnage record each year, two causes that operate against the success 
 of the trade would be eliminated. The present productive capacity of 
 
 the mines, is far beyond the consumption, probably twice as great, and 
 hence the opening of so great a number of new mines and excessive pro- 
 duction are deprecated. 
 
 It is a fact beyond dispute that there is a tremendous waste of 
 investment in coal-mining property, and that the business will never be 
 as profitable or safe as it should be until some way is found to curtail 
 the production. The rapid growth of the industry has prevented sys- 
 tematic development, and to-day the operators constitute a great army 
 of antagonistic elements. Some writers on the subject have suggested 
 that a national organization of operators be created, the primary object 
 of which would be to prevent the indiscriminate coal land development. 
 It seems to be the opinion of the advocates of this plan that Pennsylvania 
 should take the lead in the movement, for the reason that western Penn- 
 
Bititiiiiiioits Coal Production 
 
 sylvania produces more high-grade coal than any other region in the 
 L'nitcd States, ami that, i)n account of its manufacturing interests, it 
 should safeguard its coal supply. Unless this is done, and the wasteful 
 methods discontinued, it is feared by many that ultimately the efifect 
 may be disastrous to the commercial life of western Pennsylvania. 
 
 Another unfavorable feature of the industry that engages public 
 
 COAL TRAINS, PENNSYLVANIA RAILROAD, SHOWING OL 
 
 tons' capacity and new steel cars of ^O T(i 
 
 OF 25 
 
 attention and creates criticism is the high record of fatalities that occur 
 among the mine-workers. Those unacquainted with the facts cannot 
 realize the conditions that exist at the present time, due chiefly to the 
 phenomenal growth of the industry. With this vast production, and in 
 view of the rapid methods of extracting the coal, and the fact that many 
 of the workmen are ignorant of the rules of safety, the hazard to life 
 is extremely great. 
 
 To meet this peril to life, a thorough system of first-aid work has 
 been instituted, and is being broadened each year. The first organiza- 
 tion of the kind in Pennsylvania, and probably in the United States, was 
 the corps organized at the Jermyn colliery of the Delaware and Hudson 
 Company, in 1899, by Dr. M. J. Shields, a practicing physician and 
 surgeon in the anthracite region. Since that time the work has been 
 extended, until to-day at almost every colliery will be found a well organ- 
 ized first-aid corps, ready to render assistance to the injured. 
 
Pciiiisyl'i'iiiiid and Its Manifold .Ictizitics 
 
 l"'irst-ai(l \\<irk in tlic miiu's comes under iwd heads: l'"irst, the pnt- 
 xidinm' of proper material for tirsl-aid (h'essing. and second, seeing' to it 
 that wherever a considerable number of men are employed there shall 
 be some ])ers<)n who is thoroughly instructed in first aid. 
 
 .All the mines controlled by larger companies provide some form of 
 first-aid packet. When a man is injured, either the dressing box is 
 brought at once to him, and his wounds are dressed, or he is taken to the 
 surgical dressing room, which ever)- mine has underground. At the 
 surgical dressing room more attention is given, if necessary, than is 
 possible in the mine, and the injured man is then prepared for transpor- 
 tation to his home or to a hospital. A feature of this work is the annual 
 prize contest, held by the difl^erent companies, and participated in by the 
 various corps. 
 
 Systematic investigation is now going forward to determine the cause 
 of, and find a means of ])revention for, the mine disasters which in 1910 
 resulted in the loss of life of 484 operatives. That the recent efi:orts 
 along this line have been productive of excellent results is shown by 
 the fact that the number of lives lost inside the mines has steadily 
 decreased since 1907, which was the high-water mark, and in which year 
 the fatalities inside the mines numbered 766. In 1907 one life was lost 
 inside the mines for every 195,247 tons. In 1908 the loss was one life 
 for every 208,977 tons. In 1909 the loss was one life for every 286,749 
 tons. In 1910 a decided improvement was recorded in these inside 
 fatalities, when the figures showed a loss of one life for every 307.378 
 tons. 
 
 22 
 
The Anthracite Field 
 
 As l.ATE as 1812 a ])resiin'iably well-informed State senator from 
 Orwigsburg declared that while there was plenty of "black stone 
 ^ uj) Schnylkill. it would not burn." Little was it dreamed, even 
 a century ago. of the vast wealth of fuel that underlay the hills of north- 
 eastern Pennsylvania. It was not until long after that year that the 
 extent of the anthracite fields — virtually the only ones in the United 
 States — and their value to the people of the State were fully realized. In 
 the year 19 10 there was mined from the hills of this region a total of 
 74,717,852 tons. 
 
 The history and development of anthracite coal in Pennsylvania 
 reads like a romance. Early books on the coal-mining industry of Penn- 
 sylvania contain a picture that is supposed to represent the discovery of 
 anthracite coal — a woodsman in coonskin cap, ritle in hand, halting in 
 awestruck wonder before a little heap of "black diamonds." But if the 
 hunter ever existed he doubtless thought of that coal as being "lilack 
 rock that wouldn't burn." 
 
 The anthracite industry was a matter of slow development. Repeated 
 attempts were made with little success to burn "stone coal," even under 
 steam boilers and in furnaces built to burn bituminous coal, before its 
 value as a fuel became known. As late as 1825 the Lehigh Coal and 
 Navigation Company found it advisable to issue a pamphlet in which 
 certificates were given regarding anthracite "from various manufacturers 
 and others proving its decided superiority over every other kind of fuel." 
 One of these testimonials, signed by a well-known Philadel])hian of that 
 day. states that he had "used Lehigh coal in my studw and found so 
 many advantages of it that I would not exchange it for hickory wood, 
 even if I could procure the latter gratis." With wood, he said, his feet 
 were almost always cold at night, and "since I have used this coal those 
 grievances are entirely removed."" Further, he wrote. "1 have no need 
 of chimney sweeps." 
 
 It is believed that anthracite coal was discovered in the Wyoming 
 \'allev as early as 1762. and the first practical use is believed to have 
 been made of it in 1768 by two Connecticut blacksmiths, named Gore, 
 
 23 
 
Pennsylvania and Its Manifold Actizities 
 
 24 
 
The Anthracite Field 
 
 who liad settled in the valley. There has been, however, some doubt as 
 to priority of discovery and development in the several anthracite regions. 
 The discovery of anthracite in the Lehigh region is generally con- 
 ceded to have been made by Philip Ginter in 1791, at Mauch Chunk. It 
 is said that Ginter had heard of "stone-coal over in Wyoming," and had 
 frequently pried into the rocks in the hope of finding it. Coming across 
 
 ANTHRACITE COLLIERY AND BREAKER, MAHANOY CITY, PA. 
 
 a tree that had been blown down, he discovered "black dirt and a great 
 many pieces of stone-coal under the roots." It is said that he took these 
 to Col. Jacob Weiss, at Fort Allen, who had them examined in Phila- 
 delphia, when they were pronounced to be coal. In the year following, 
 Col. Weiss, Charles Cist, and Michael Hillegas purchased 6000 acres of 
 land in this district. 
 
 In the following year a company was formed under the title of the 
 Lehigh Coal Mine Company, which purchased from Jacob Weiss the 
 tract of land on which the large opening at Summit Hill was made, and 
 afterward "took up," under warrants from the Commonwealth, about ten 
 thousand acres of land, embracing about five-sixths of the coal lands now 
 owned by the Lehigh Coal and Navigation Company. The coal mine 
 
 25 
 
Pciiiisyl'-rdiiia and Its Manifold . Ictivitics 
 
 ccmipany proceeded to o])en mines, and made an ajipropriation of ten 
 pounds to constnici a road from the mines to the landings, a distance of 
 nine miles. After many fruitless attempts to get coal to market over 
 this rough road, and hy the Lehigh River, which, in seasons of low water, 
 in its iuiim])ro\e(l state, defied the floating of a canoe over its rocky 
 hed, and after calling for contributions of money from the stockholders 
 until calling was useless, the Lehigh Coal Mine Company became tired 
 of the experiment, and suiTered their property to lie idle for some years. 
 
 Early works on anthracite state that there is a tradition that coal 
 was discovered in the Schuylkill region about 1790; but there is no 
 authentic mention of the use of coal in the region until 1795, when a 
 blacksmith named Whetstone used it in his smithy. His success induced 
 several others to dig for coal, but after trying to burn it they gave up 
 the effort in disgust. It is probable that the early failures to obtain good 
 results with anthracite coal as a fuel were largely owing to ignorance 
 of the difference between coal and slate. About the year 1800 a William 
 Morris, owner of a tract near Port Carbon, took a wagon load of coal to 
 Philadelphia, but his lack of success in finding a market was as great as 
 that of the Lehigh pioneers. He therefore retired from the business. The 
 coal trade of the Schuylkill region may be dated back to 1806. However, 
 as late as 1812 an effort to interest Philadelphia as a market proved 
 discouraging, and the operator who took to market nine wagon loads was 
 denounced as a knave for his attempt to imi)ose "rocks" on the public 
 for coal. He did, however, finally manage to sell his coal, some of it 
 to White & Hazard, who were then manufacturing wire at the Falls of 
 the Schuylkill. This proved to be a history-making sale. 
 
 In the winter of 1812-13 Mr. White, believing that there were 
 valuable coal deposits up the Schuylkill, petitioned the Legislature for 
 authority to improve the Schuylkill River by slack-water navigation, and 
 from this year may be dated his interest in coal lands, which did so much 
 for the development in its early stages. The high rate of freight on the 
 Schuylkill subsequently discouraged Mr. White, and led to the abandon- 
 ment of his purpose to use the Schuylkill navigation, and he subsequently 
 turned his attention to the Lehigh district. 
 
 In DecemlxM-, 1813, the Lehigh company made a lease for ten years 
 of their lands to Messrs. Miner, Cist & Robinson, with the right of 
 cutting lumber on the lands for building boats. The whole ctMisideration 
 for this lease was to be the annual introduction into market of 10,000 
 bushels of coal for the benefit of the lessees, b^ive "ark" loads of coal 
 
 26 
 
The .liithracitc T'lcld 
 
 were (lis])atclie(l l)y tliese gentlemen from tlie landing at Maueh Clumk, 
 two of whieh reached I'hiladelphia, the others having been wrecked on 
 their passage. Voiw dollars per ton were paid to a contractor for the 
 hauling of this coal from the mines to the landing over the nine-mile 
 stri]) of road, and the coiuract( r lost mone}'. The ])rinci])al part of the 
 coal which arrived at I 'hiladeli)liia was ])nrchased at $21 i)er ton, by 
 
 \\ hite & Hazard. But even this price did not remunerate the owners 
 for their losses and expenses in getting the coal to market, and they were 
 consequently compelled to abandon the prosecution of the business, and, 
 of course, did not comply with the terms of the lease. 
 
 In 1820 the navigation of the Lehigh was so far improved that "arks" 
 — rough timber boats — were floated to Philadelphia, carrying 365 tons of 
 coal, which sold at $8.20 per ton. From this time onward Lehigh trade 
 steadily advanced. Two years later, in 1822, 1480 tons of Schuylkill coal 
 passed down the Schuylkill navigation, but it was not until three years later 
 that the waterway was in such condition as to make real development 
 possible. In the meantime the Lehigh product, mainly through the efforts 
 of White & Hazard, was becoming well intrenched in the market. In 
 
 27 
 
Peiuis\'l7'aiiia a>id Its Manifold .Ictii'ities 
 
 both districts the beginning of the era of real development may be traced 
 back to 1825. 
 
 The anthracite district of to-day occupies an area of 480 square 
 miles. It may be roughly outlined by a line drawn from the southeastern 
 point of Susquehanna County, through Luzerne and Lackawanna Coun- 
 ties, to the limit of the Wyoming basin at Shickshinny, thence south 
 through Columbia County to Centralia, thence west and south arouud 
 the ofT-shoots of the Schuylkill and Pottsville basins, passing through 
 Northumberland, Dauphin, and Lebanon, thence northeast through Car- 
 bon and Schuylkill to Mauch Chunk, and north to the point of beginning. 
 These lines enclose an area of 1700 square miles, only about one-quarter 
 of which, however, actually contains anthracite coal. The highest eleva- 
 tion of this district is 1750 feet above sea level, near Hazleton. 
 
 The production of anthracite in this district in 1910 was 74,717,8^52 
 tons. The following table shows the production by districts, as officially 
 numbered by the State : 
 
 Average 
 Number of 
 
 . , Average 
 
 R>smct (.ounty Days Worked lion"" Production 
 
 in Breaker ^" "^■ 
 
 First Lackawanna, Susquehanna, Wayne 186 3,633,389 17,911 
 
 Second Lackawanna 204 4,542,844 21,586 
 
 Third Lackawanna 198 4,469,969 20,771 
 
 Fourth Lackawanna 198 3,963,568 16,853 
 
 Fifth Lackawanna, Luzerne, Sullivan ... 195 4,045,862 18,848 
 
 Sixth Luzerne 206 4,632,681 21,140 
 
 Seventh Luzerne 166 5 207,392 27,347 
 
 Eighth . . ." Luzerne, Lackawanna 187 3,749,647 19,382 
 
 Ninth Luzerne 213 5,621,081 23,598 
 
 Tenth Luzerne 223 4,101,524 18,392 
 
 Eleventh Carbon, Luzerne 226 4,906,012 20,921 
 
 Twelfth Schuylkill 230 2,900,088 12,609 
 
 Thirteenth . . . .Schuylkill 224 2,936,654 1 1,793 
 
 Fourteenth .. .Columbia, Schuylkill 195 2,113.188 10,837 
 
 Fifteenth Northumberland 221 3,038,205 13.748 
 
 Sixteenth Northumberland 231 2,608,507 10,858 
 
 Seventeenth ..Carbon, Schuylkill 259 4,339,964 15.552 
 
 Eighteenth . . .Schuylkill 229 2,693,900 1 1,764 
 
 Nineteenth . . .Schuylkill 246 2,930,754 1 1,495 
 
 Twentieth ....Dauphin, Schuylkill 207 2,282,623 9,178 
 
 Total 212 74,717,852 334.583 
 
 Various estimates have been made as to the length of time that will 
 be required to exhaust the supply of anthracite at the present rate of 
 consumption. It is probable that unless the amount taken out annually is 
 largely increased there will be anthracite in Pennsylvania at least a century 
 hence. 
 
 28 
 
The Anthracite Field 
 
 But the fact that the anthracite is not inexhaustible has already turned 
 the attention of astute managers of these properties to the question of 
 conservation of the supply. And in a consideration of this problem the 
 first thought would naturally be that of ultilization of the great culm banks 
 that have accumulated through the years of mining operations, and that 
 in former years were regarded as being merely the waste of the mines. 
 
 ANTHRACITE COAL MINERS AT W ( 
 
 But while this culm is not marketable, in that it is not of any of the 
 regular market sizes, either steaming or domestic, it contains almost 
 inestimable latent power. How best to market this power and thus to 
 relieve the drain upon the supply still underground has been a problem 
 of interest not only to the coal managers, but to the people of the Com- 
 monwealth, as it has an important bearing on the future public welfare. 
 
 In pursuance of a policy directed toward the utilization of the culm 
 banks, the Lehigh Coal and Navigation Company is building at Hauto a 
 power plant which will rank among the largest in the country. Instead 
 of attempting to market the culm in material form, the company will 
 generate electricity and ship it by copper wire to large consuming points 
 within a radius of 150 miles of the mines. 
 
 29 
 
Pcnnsyli'ania ami Its Manifold Activities 
 
 Tlie niakiny of bri(nictles from culm has also receivecl attention. So 
 long as good coal is plentiful there is not the same incenti\e for the devel- 
 ojMiient of briquetting enterprise as there would he if the underground 
 supply were in immediate danger of exhaustion. Yet the making and sell- 
 ing of briquettes is to-day carried on successfully by several companies in 
 different parts of the State. Anthracite culm is, however, but one of 
 several low-grade fuels that are available for briquetting in Pennsylvania. 
 Among others arc slack coal from scmi-anthracitc, Intuminous, and sul^- 
 bituminous coal mines, which does not possess fusing or coking qualities, 
 and is therefore not available for the manufacture of coke, and coke breeze, 
 which possesses high fuel efificiency, but which, because of its small size, 
 cannot be used as fuel either for domestic or other use. 
 
 Among important recent developments in the anthracite region are the 
 establishment of schools by various mining companies for the improve- 
 ment of miners ; the introduction of the use of electricity in the mines, 
 both as a source of power and for lighting; the broadening of first aid 
 work for injured miners, and the systematic effort to prevent mine fires. 
 
 30 
 
Iron and Other Mine Wealth 
 
 SINCE the opening of the great Lake Superior iron ranges there 
 has been a decHne in the iron-ore production of Pennsylvania. 
 Prior to 1880 tliis was the leader among the States in the mining 
 of iron ore, and in that year it produced 1,951,496 tons. This was an 
 increase of more than a million tons over the last year of the preceding 
 decade. But before the close of the eighties the State had fallen to 
 third place in the production of iron ore, and five years later it was in 
 fifth place. 
 
 \ ery soon after the settlement of Pennsylvania, small furnaces and 
 forges were established. There was an abundance of iron ore, while 
 the forests supplied the charcoal needed for fuel. Thomas Rutter, a 
 smith, living near Germantown, established the first ironworks in 
 Pennsylvania. 
 
 In 1714 he removed from Germantown to Pottstown, in order to 
 work the iron nfines of the ^^lanatawny Creek. Here he was given a 
 grant of 300 acres of land. In these works the iron was made directly 
 from the ore. The early pioneers of the iron industry had even the 
 dangers of Indian attack to encounter, for it is recorded that, in 1728, a 
 forge near the Rutter Works was attacked by Shawnese Indians, who 
 were finally driven away. 
 
 The second forge was established in Chester County, as early as 
 1720, b}- Samuel Xutt. There is an opinion that iron was probably made 
 at this forge, which was known as the Coventry Forge, in 1718. 
 
 James M. Swank, the leading authority on the iron and steel indus- 
 try in Pennsylvania, gives as the next iron enterprise in the State, the 
 Colebrookdale Furnace, built about 1720, by a company of which Thomas 
 Rutter was the leader. This furnace was on Ironstone Creek, Berks 
 Countv, eight miles from I'ottstown. 
 
 The first mention of export pig iron gives the date of the first ship- 
 ment as November, 1728. In this year and the next 274 tons were 
 shipped. From this period on the number of furnaces and forges in the 
 eastern part of the State multiplied ra])idly. In the early forges iron was 
 
 31 
 
Pcitiisyli'iiiiia and Its Manifold .Irtii'ities 
 
 made directly from tlic ore, but after furnaces were Iniilt. i)ig iron was 
 generally used at the forges. 
 
 In the middle of the eighteenth century l^ennsylvania was ranked as 
 first among the colonies in this industry. By the year 1791 the develop- 
 ment had increased until there were 16 furnaces and 37 forges, many 
 of these in the Schuylkill X'allev. But even before the Revolution there 
 
 EARLY SHIPMENT OF PETROLEUM IN THE PENNSYLVANIA OIL FIELDS. FLOATED 
 
 DOWN THE SMALLER STREAMS ON FLAT-BOATS AND TRANSFERRED TO 
 
 STERN-WHEEL STEAMERS AT OIL CITY, PA., FOR DELIVERY TO 
 
 PITTSBURGH AND OHIO RIVER POINTS. THE OIL IS 
 
 NOW PUMPED THROUGH UNDERGROUND 
 
 PIPE-LINES TO TIDEWATER 
 
 were flourishing iron enterprises in the territory lying west of the 
 Susquehanna. 
 
 Pennsylvania iron bore an important part in the Revolution. Round 
 iron was drawn under the hammer at Martic Forge, Lancaster County, 
 and bored out for musket barrels. This was done at a boring mill 
 located on a very secluded stream, in order to avoid discovery by the 
 British. An armory was in operation at Carlisle, where wrought-iron 
 cannon were made. 
 
 32 
 
//-()/; and Other Mine Wealth 
 
 The industry slowly moved westward. As early as 1832 there 
 were 8 furnaces, 10 forges, i rolling mill, and i slitting luill in Huntingdon 
 County, and 16 furnaces and forges in Centre County. In Centre, 
 1 luntingdon, Blair, and Mitflin Counties, in 1850, there w^ere 48 furnaces, 
 42 forges, and 8 rolling mills. In the early days of the iron industry in 
 the valley of the Juniata the output was largely conveyed by horses to the 
 
 PEXXSVLVAXIA OIL FIELDS. GROUP OF OIL WELLS NEAR TITCSVILLE, PA. 
 
 Clarion River, whence it was tioated to Pittsburgh in rough boats. The 
 completion of the Pennsylvania Canal, in 1832, and of the Portage Rail- 
 road, in 1834, was a vast stimulus to the early enterprise. The industry 
 west of the Alleghenies, now the leading steel producing district in the 
 world, dates back to 1790, when TurnbuU & Marmie, of Philadelphia, 
 built a furnace on Jacob's Creek, near its confluence with the Youghio- 
 gheny. The military storekeeper at Fort Pitt wrote to General Knox, 
 in 1792: "As there is no 6-pound shot here, I have taken the liberty to 
 engage 400 at Turnbull & Marmie's furnace, which is now in blast." 
 What was probably the first rolling and slitting mill west of the Alle- 
 ghenies was built in Fayette County by Jeremiah Pears, in 1804. Fayette 
 County had, in 1805. 5 furnaces and 6 forges, and in 181 r. 10 furnaces, an 
 
 23 
 
Pcinisylz'aitia and Its Manifold Actizitics 
 
 air furnace. S forges, 3 rolling and slitting mills, i steel furnace, and 5 
 lri|)-haniiiK'rs. In 1816 there was erected on the site of Jeremiah Pears' 
 early forge the first rolling mill in the United States to puddle iron and roll 
 iron bars. Westmoreland County, Somerset County, and the other coun- 
 ties of the western district followed Fayette closely in the development 
 of the enterprise. 
 
 A FIELD OF LANCASTER COUNTY TOBACCO 
 
 Prior to 1840 no fuel other than charcoal was used successfully 
 in the American iron industry. To-day the charcoal furnaces are vir- 
 tually wiped out. The iron industry in Pennsylvania steadily expanded 
 down to the fourth quarter of the last century, when the opening of the 
 Superior ranges began. However, in the production of magnetite ore 
 the Lebanon mines still lead the country. To-day, in addition to the ore 
 brought into the State from the West, large quantities are imported from 
 Sweden, Cuba, and other countries. It is owing to this foreign source of 
 iron supply that the steel industries of extreme eastern Pennsylvania have 
 flourished in the last few years, in competition with the interior interests, 
 which draw from the western supply. 
 
 The existence of petroleum in Pennsylvania was known as early as 
 
 34 
 
/;-('// (///(/ Other Mine Wealth 
 
 1721. However, it was not until 1859 that the vahie of the product 
 commercially was understood. In that year an oil well was bored by 
 Edwin L. Drake, at Titusville, from which was pumped 25 barrels a day. 
 From that time the industry advanced with rapid bounds. By the close of 
 1861 wells had been drilled from which as high as 3000 barrels a day 
 flowed without pumping. The output of the State increased steadily 
 
 CL'TTIXG TIMBER FOR CHEMU 
 
 until 1 89 1, in which year it amounted to 31.424,206 barrels. In that 
 year the w^ells began to go dry, and by the year 1908 the production had 
 dropped to 9,424,325 barrels. 
 
 As petroleum was accidentally discovered in a salt well, so natural 
 gas also was discovered in Pennsylvania by chance in the early operations 
 in the oil fields. In drilling for some of the first wells, gas escaped. It 
 was at first allowed to discharge into the air, but it was soon used as 
 fuel in generating steam for oil-drilling. Here and there w^ells were 
 drilled for oil. but produced only gas, and it began to be realized that 
 here was an important natural source of wealth. In 1868 experiments 
 were made to determine whether gas could be successfully used as a 
 manufacturing fuel. Four vears later natural gas was piped near Titus- 
 
 35 
 
Pcinisyhviiia ami Its Ma)i{fold Activities 
 
 36 
 
Iron and Other Mine JJ'calth 
 
 ville for use both as fuel and light. Between the years 1882 and 1888, 
 the natural gas output increased from $75,000 to $19,282,000. In this 
 latter year the output in Pennsylvania was more than 80 per cent, of that 
 of the entire country, the gas region covering an area of nearly 15,000 
 square miles. It embraced virtually all of the Allegheny plateau. Follow- 
 ing the year 1888 natural gas developments went forward in other sections 
 of the country, but Pennsylvania production still remained in first place. 
 
 Salt was one of the important products of the earlier period of Penn- 
 sylvania history, having been discovered on the Conemaugh in 181 2. 
 There were important salt industries down to i860, but in 1889 there was 
 but one plant left in the State, and the industry is now virtually extinct. 
 
 There is a small production of zinc near Bethlehem, lead and copper 
 have been smelted in small quantities, and a nickel mine has been profitably 
 worked in Lancaster County. 
 
 Lumbering and Agriculture 
 
 Lumbering is to-day and will continue to be an important industry in 
 Penns}lvania. In place of the wasteful methods that characterized the 
 operations of former years, in this as in other States, there has come an 
 economic treatment of forest wealth, not onlv to obtain the most from 
 the timber that is cut, but also to conserve the forests for the future. 
 Formerly the trees were not cut close to the ground, but instead five 
 or six feet above the ground. In the mill, thick saws were used, with 
 the result that an important percentage of the log went to sawdust. 
 To-day the trees are felled to the ground as close as possible, and every 
 part that can be used is utilized. Branches and butts of the soft woods 
 and also the small trees are made into soft wood pulp. When the logs 
 reach the mills the same sort of economy is practiced. All the offal is 
 utilized by making it into lath, ])ickets, and kindling wood. Thin saws 
 are used, with the result that the percentage of sawdust is reduced, and 
 even the sawdust is used as fuel. 
 
 The statement of timber cut in 1909 gives an idea of the extent of 
 the lumbering interests. The number of acres cut over was 105,736; the 
 number of feet of white pine cut, board measure, was 51,678,063; hem- 
 lock, 415,829,709; other woods, 320,270,726. The number of cords of 
 bark peeled was 250,869; the number of cords used as pulp wood, 169,724; 
 the number of cords used in the manufacture of alcohol or acid, 135,008; 
 the number of cords of cord wood cut, 385,139; the number of feet cut 
 
 37 
 
Pejuisylzxiiiia and Its Manifold .Ictnitics 
 
 for mine i)r(tps, 51.075,135; the number of feet cut for railroad ties, 
 13,515,543; the number of feet for telegrapli poles, 485,450. Large as 
 these figures seem, they show a very important falling off in the lumbering 
 industry. In 1900 the number of feet of hemlock cut was 1,037,805,000. 
 This figure contrasted with the first figures given affords an idea of the 
 contraction of the lumbering industry in Pennsylvania. 
 
 In agriculture the State has long held a leading position by reason 
 of its diversity of production. Lancaster County's place in the tol)acco- 
 producing districts of the country is well known, but few even of Penn- 
 sylvanians realize that in annual value of agricultural production Lan- 
 caster County has led all the counties in the United States. In recent years 
 steadily increasing attention has been paid to the subject of diversified 
 farming and crop rotation. It is probable that in no other State has this 
 science been carried so far. 
 
 Many parts of the State have soils that are peculiarly suited to the 
 production of particular crops, and the agricultural interests of Pennsyl- 
 vania as a whole wall continue to rank high among those of the States 
 generally. Among cereal crops adapted to the soil and climate are corn, 
 wheat, and oats, in the order named. 
 
 38 
 
Conservation of Forest Wealth 
 
 RVPIDL.Y aclvancing toward the time when 1,000,000 acres of 
 stripped land will be set aside for forest growth within its 
 borders, Pennsylvania is to-day unquestionably in the lead 
 among the States in the aggressiveness and effectiveness of its refores- 
 tation work. Already, tracts to be covered with new-made growths that 
 will be the forests of the future, aggregate more than 900,000 acres, while 
 additions are rapidly being made. What with this work by the State, 
 and the reforestation conducted by the Pennsylvania Railroad ; what with 
 the supi:)ort given liy the people of the State ; what with the enabling 
 laws — contrasting sharply with the restrictive enactments of nearby 
 States — Pennsylvania will retain that sylvan character which caused its 
 beautiful forests to be first thought of when its name was coined. 
 
 The great founder knew naught of the extent of its wealth of ore 
 and coal, of the hidden streams of oil, of the potency in so many directions, 
 that were to make the Pennsylvania of the future. The forests were the 
 visible natural wealth. At the time the colonists settled in Pennsylvania 
 the State was one of the best wooded areas on the Atlantic seaboard, 
 and from the time of Penn the attitude of the Government toward these 
 forests has been that of care and protection. Penn himself incorporated 
 in the Charter of Rights the proposition that for every five acres cleared 
 one acre should be left in trees. As early as 1700, laws were passed 
 by the Proprietary Government relative to the firing of woods, and from 
 that time to this the question of 'the prevention of forest fires has been 
 given careful consideration. 
 
 Many years before the First Conservation Congress, held at the 
 National Capital, when the attention of the States generally was focused, 
 through their governors, on the conservation of forests, Pennsylvania had 
 made notable advance in this line of work. The first activities in the 
 State which led to the advancement of forestry ideas were the lectures 
 given by Dr. J. T. Rothrock, beginning with 1870, after he had been 
 designated as Michaux Lecturer on Forestry, under the legacy left by 
 Andre Alichaux to the American Philosophical Society in Philadelphia. 
 
 In 1873, and the following years. Governor Hartranft called the 
 
 39 
 
[^ciiiisylz'uiiiit and Its Manifold .Ictiiifics 
 
 attention of the Legislature to the immediate needs of the State as regards 
 the care and protection of forests, and in 1877 ^ State Board of Agri- 
 culture was organized, which, at its first meeting, devoted most of its 
 time to forestry questions. From that time the development of forestry 
 has been very rapid, although at the same time the destruction of the 
 forests has gone on at an amazing ])ace. 
 
 
 THE FOREST RESERVES OF PEXXSVLVAXIA 
 
 As early as 1901, Doctor Rothrock said, relative to public sentiment on 
 this subject: "If I can read correctly the temper of the public mind, it is 
 largely in favor of the State taking back under its own management a 
 very considerable portion of the mountain land which had been alienated 
 by sale to corporations or individuals. It had become apparent to all 
 thinking persons that there were certain natural laws which must be 
 observed if the prosperity of the State was to be maintained, and that 
 this could only be done by the State recovering possession of the stream 
 heads of the State. 
 
 "There is no reason to believe that this view will ever be changed. 
 It appears to be a part of the accepted order of things which has come 
 to stay." 
 
 In iS'<j5 it was decided that satisfactory results could not be obtained 
 along forestry lines by private individuals, and that it was necessary for 
 the State to take more active steps in its own behalf. Consequently, a 
 Commissioner of Forestry was appointed as chief of the Division of 
 
 40 
 
i'oiiscn-atioii of I'orcst IJ'caltli 
 
 Forestry in the Department of Agricnlture. In lyoi tliis division was 
 made a separate department. At the close of the year 1904, which 
 still antedated the adoption of reforestation by many of the States on the 
 present wide basis of policy, Pennsylvania owned forest reserves in 23 
 counties, amounting to 549,565 acres. In the following two years this was 
 increased to a total area of 701,297 acres. 
 
 VIRGIN HEMLOCK FOREST. STATE FOREST RESERVE, SNYDER COUNTY 
 
 To-day the department has control of 972,000 acres of State forest 
 reserves, land which has been purchased outright by the State since 
 1900, at an average cost of $2.25 an acre. In charge of this reserve land 
 there are now 46 foresters. The present Commissioner of Forestry, 
 Robert S. Conklin, is chief of a system of fire wardens which covers the 
 State. The department conducts a school for the training of young men 
 to care for the State lands, giving a three years' course in forestry and 
 allied sciences. It has also established three large nurseries for the 
 raising of forest tree seedlings, which aggregate in area about thirty-seven 
 acres. In addition, there are a nimiber of small nurseries on the various 
 State reserves. 
 
 Up to January i, 1912, approximately 4,000,000 seedlings had been 
 
 41 
 
Pcmisylvaiiia and Its Manifold .-Icth'itics 
 
 planted on the state reserves, covering about two tliousand acres of what 
 had been cleared (jr denuded lands. Two million seedlings were planted 
 in 191 1 alone. The foresters and rangers in charge of the reserves have 
 reopened and improved 3341 miles of roads, which serve both for trans- 
 portation purposes and fire lanes in connection wdth protection from forest 
 fires. The tracts are in the following counties: Adams, Bedford, Cam- 
 
 .•\ VIEW IX THE STATE FOREST KESERVE, SHOWING TAKING OF TIMBER 
 
 eron, Centre, Clearfield, Clinton, Cumberland, Dauphin, Elk. Franklin, 
 Fulton, Huntingdon, Juniata, Lackawanna, Lycoming, Aliftlin, Monroe, 
 Ferry, Pike, Potter, Snyder, Somerset, Tioga, Union, Westmoreland, and 
 Wyoming. The laws of the State permit the practicing of forestry in all 
 its phases upon the State land, and, from the sale of dead and defective 
 timber, and revenues from minerals, the total revenue from State reserves, 
 on January i, 191 2, amounted to over $50,000. 
 
 The Department of Forestry is in position to be of valuable assistance 
 to individuals in the matter of planting trees and handling woodlots. It 
 is able to supply at cost a number of forest tree seedlings, and at this time 
 has already supplied 161,000. It renders assistance and advice in the 
 matter of planting and of im])roving woodlots. Inspection is made of the 
 
 42 
 
Coiiscri'atioii of Forest Wealth 
 
 property, and advice given only after the conditions in connection with the 
 tract have been carefully examined on the ground. This assistance to 
 individuals is rendered free of charge. The State now has an act which 
 l)rotects shade trees generally, and provides for shade tree commissions. 
 There is also an act providing for the establishment of municipal forests 
 by cities of the State; also several minor acts which provide satisfactory 
 protection to trees, as, for exam])le, along roads. 
 
 TIMliER l.AXllS STKiri'Kli FDR THE CHEMICAL IXDL'STKV 
 
 Prompt action is taken whenever the forests are in any way threat- 
 ened. The "chestnut tree blight," which has so endangered the chestnut 
 growth from one end of the State to the other, is now not only engaging 
 the attention of the department, but a commission has been appointed, 
 and an appropriation made for the suppression of the evil. Grave as 
 is this menace to Pennsylvania forests, the present activity makes it 
 plain that whatever may be done to minimize the etifects of the blight 
 will be done. 
 
 Pennsylvania has the largest and strongest forestry organization in 
 the United States — the Pennsylvania Forestry Association. Arbor Day 
 has been constantly observed in the public schools, and by the people 
 
 43 
 
Peiuisylz'ania and Its Manifold .Ictiiitics 
 
 generally, since 1887. Since that year a constant effort has been made 
 by the State to induce private individuals to practice forestry by allowing 
 a rebate of taxes on forest lands, but in each case the laws have been 
 declared unconstitutional, and the forestry authorities are still trying to 
 have some law passed vv^hich will stand the test. The Forestry Associa- 
 tion, during the last decade, has continued its activities in the matter 
 of spreading forestry knowledge and keeping up the interest generally 
 in forestry work. The women's clubs and the press of the State have 
 assisted to an important extent in this work. Recently a State branch 
 of the National Conservation Association has been organized, and has 
 begun a work in the matter of spreading forestry information. 
 
 xA.s compared with other States, Pennsylvania is undoubtedly in 
 the lead in forestry work. In the number of acres owned, Pennsylvania 
 is exceeded only by the State of New York; but, as Gifford Pinchot, 
 former National Forester, has recently said, "Forestry is thriving every- 
 where in New York except in the forest." Pennsylvania not only has 
 the public interested in forestry, but is doing practical forestry work 
 on the lands which it owns. The reserves are being used in every pos- 
 sible way for the service of the people. Approximately 10,000 persons 
 were on these lands for hunting and fishing purposes in 191 1. There is 
 no record of how many used them for other kinds of recreation. 
 
 A number of cities and towns receive a constant and pure supply of 
 water from the protected watersheds within the forest reserves. The 
 timber on these lands which is dead, dying, or defective is being placed 
 upon the market and utilized as rapidly as possible. Whenever min- 
 erals of any kind are found, and it is thought wise to have them devel- 
 oped, leases are granted in accordance with law. On the South Moun- 
 tains a large area has been set aside for the use of a sanatorium for 
 tubercular patients. On a number of reserves large areas are set aside 
 as game refuges. 
 
 44 
 
The Advance of a Giant Industry 
 
 Hhill in inii^ortance among the elements that go to make np the 
 natural riches of Pennsylvania may be ranked that belt of 
 cement rock in what is known as the Lehigh district, which 
 has made possible one of the most notable of Pennsylvania's industrial 
 developments. The history of this period of development, in which the 
 production of the Lehigh district has gradually expanded until it has now 
 reached the total of more than 26,ocxd,ooo barrels a year, may truly be 
 regarded as one of the most absorbing of industrial romances. Over the 
 last twenty-five years of this period the advance in production has been by 
 leaps of millions of barrels annually. Truly, if this is "the cement age," 
 the Lehigh district is one of the great vital factors of the age. 
 
 While the virtual monopoly which in 1897 the Lehigh district 
 enjo\ed in American cement production has been gradually w^eakened, 
 it may be said that there has not been, in any year prior to 191 1, a check 
 to the growth of the industry in that region. Cement plants have sprung 
 up to dot tlie country from Atlantic to Pacific. Yet the natural advantage 
 enjoyed by the chain of plants that tap this rich vein of "cement rock" has 
 maintained for the Lehigh district its leading place in American cement 
 production. 
 
 A number of limestones, suitable for use as Portland cement mate- 
 rials, occur in Pennsylvania. The Ordovician limestones, which furnish 
 the cement rock of the Lehigh district, occur in varying development 
 in the counties of Northampton, Lehigh, Berks, Lebanon, Dauphin, 
 Cumberland, Franklin, Lancaster, Center, and Blair, and to a much less 
 extent in several other counties of southeastern Pennsylvania. They 
 belong to the Shenandoah group, and throughout eastern Pennsylvania 
 they are underlain by a highly magnesian rock and overlain by a thick 
 series of shale and slate. These limestones are here and there within 
 the allowable limit of magnesia, and are, therefore, in such places an 
 excellent Portland cement material. Li places their value is increased 
 by the presence of a high percentage of clayey matter, which renders 
 the material a natural cement rock. 
 
 The Lehigh cement belt extends from Siegfried, Pa., to Phillipsburg, 
 
 45 
 
Peiiiisyli'diiiii and Its Manifold .Ictii'itics 
 
 46 
 
The .Idraiicc of a (naitt Iitditstry 
 
 N. 1. These rocks are laiiiinated water lime rocks, and by reason of their 
 chemical composition, as well as their structural character, are specially 
 adapted to the manufacture of Portland cement. 
 
 The first American Portland cement plant was that of the Coplay 
 Cement Company, of which Mr. David O. Saylor, of Allentown, was the 
 president. This plant was established about 1865, and made natural 
 
 GATUN LOCK AND GATES, PANAMA CANAL. PITTSBURGH STEEL 
 AND LEHIGH CEMENT 
 
 cement of excellent quality. Mr. Saylor, who was a man of indomitable 
 energy and great ability, made up his mind in the early seventies that 
 he could make Portland cement in this country, and his first experiments 
 are most interesting. He knew that by burning to incipient vitrifaction 
 the rocks of his quarry he could make a cement that after short periods 
 showed tensile strains equal to the imported Portland, but he found this 
 cement would crumble away as time went on, owing to the variation in 
 the raw material. Mr. Saylor studied out and successfully applied to 
 the Lehigh rocks the principle which to-day governs the production of 
 Portland cement. 
 
 The various lavers in the natural rock vary in size and stratification, 
 
 47 
 
Pciiiisylz'aiiia and Its Manifold .Ictizitics 
 
 so that the liiiK', alumina, and silica may not be in position to combine 
 under heat, or there may be too much of one ingredient, or not enough 
 of the others in close proximity to each other. In making Portland 
 cement these rocks. pro]ierly proportioned, are accordingly broken down 
 and the laminae distributed in many small grains. This powder is then 
 mixed with water, and is made into a new stone in the shape of a brick. 
 
 ROTARY CEMENT KILNS 
 
 or block, in which all the small grains formerly composing the laminae 
 of the original rock are distributed and brought into a close mechanical 
 juxtaposition to each other. The new rock thus made is put into kilns 
 with layers of coke, and is then calcined at temperatures from 1600° 
 to 1800° F. The clinker, as it comes from the kiln, is then crushed and 
 ground to an impalpable powder, which is the Portland cement of com- 
 merce. Portland cement may be made from other materials, such as 
 chalk and clay, limestone and clay, cement rock and limestone, and marls 
 and clays. In every case the principle is the same, the breaking down 
 and the redistributing of the materials so that the fine particles may be 
 in close mechanical union when subjected to the heat of the kiln. 
 
 It was this principle which Mr. Saylor worked out in his experiments 
 
 48 
 
The Advance of a Uiaiit Jiniustry 
 
 which founded the cement inchistry in tlie Lehigh region. From this 
 beginning the industry spread rapicUy until a chain of phuits tapped the 
 cement ledge from end to end. 
 
 The early manufacturer in the United States had difficulty enough 
 in persuading architects and engineers to use this material at all, and it 
 was onl}- upon the statement that, in chemical constitution, its ingredients 
 
 CONCRETE ARCH BRIDGE SPANNING THE VALLEY OF THE WISSAHICKON AT 
 WALNUT LANE, PHILADELPHIA 
 
 were similar to those of the well-known Portland cements of Europe, 
 and that it was made by similar processes, that he was able to get a 
 hearing, though he was still handicapped by the fact that the material was 
 made from new ingredients, and also by new processes. 
 
 American Portland cement, even as late as the nineties, had to show 
 its right to exist as an engineering material, and its right to be trusted 
 with the duty of carrying the strains which are now expected of it. The 
 well-known and successfully made brands of England and Germany had 
 carried the burdens imposed, and had carried them well, and the market 
 was at their command. 
 
 The greatest period of the development of the industry followed 
 the introduction of the rotary kiln. Originally, rotary kilns of 40 feet in 
 
 49 
 
Pennsylvania and Its Manifold Activities 
 
 length were considered large, but experimenters, among them Thomas 
 A. Edison, soon increased this length to 150 feet. 
 
 In the process of cement-making, the material is fed into the upper 
 end of the kiln from tanks. 'J'he kiln revolves at the rate of from one- 
 half to one revolution per minute, and is inclined from the stack, where 
 the material is fed in, to the discharge end. The mix gradually works 
 
 GATUN rPl'HK 1.1 11 K, PANAMA CANAL. BUILT OF PENNSYLVANIA CEMENT 
 
 its w^ay down to a point near the discharge end. At this point, which 
 varies according U) the materials used, and the length of the kiln, in 
 what i>^ called the fire zone, the calcining of the material takes place. 
 The material at the upper part of the kiln gives up its carbonic acid gas 
 and moisture under the flame directed upon it from the lower end. 
 
 This lower end of the kiln projects into a stationary or movable 
 hood, which forms a shield to protect the burner and regulate the admis- 
 sion of air. In this hood are nozzles, which supply the requisite fuel. 
 The mechanism for feeding the powdered coal varies in different mills. 
 In practically everv case, however, there are nozzles, through which the 
 pulverized fuel is driven by blast, at either high or low pressure, regu- 
 lated b\' the burner. The stream of i)owdere(l coal from the nozzles 
 
 50 
 
The .lifnuicc of a Giant Industw 
 
 51 
 
Pciiitsylz'tiiiia and Its Manifold Jctii'itics 
 
 carries with it a certain quantity of air, from around the hood or from 
 other openings, arxd this supports combustion. As the pulverized fuel 
 strikes the heated kihi and is transformed into gas, a series of explosions 
 takes place. The flame goes through the kiln, drives out the carbonic 
 acid gas and moisture from the material at the far end, and burns the 
 material in the lire zone to incipient vitrifaction. After calcination, the 
 material goes to the discharge end, where it falls into elevators or con- 
 veyors, by which it is carried to cooling towers, which are large iron 
 cylinders subjected to forced draft, and in which the material as it falls 
 is fully exposed to the cool air. It then goes to the grinding mill, where 
 it is ground to almost impalpable fineness. 
 
 Up to the year 1896 the development of the industry in the Lehigh 
 region was slow. In that year it exceeded 1,000,000 barrels for the first 
 time. In the ensuing 14 years it advanced to 26,284,411 barrels. The 
 following table shows the advance in production, and shows also how, as 
 the industry has grown in other parts of the country, the Lehigh per- 
 centage of the entire production has decreased : 
 
 Portlaxd-Cement Production in the Lehigh District and in the United 
 States, 1890-igio, in Barrels 
 
 LeM.hDis.Hct En..e U. S. .^-^Duf^, 
 
 1890 201,000 335.500 60.0 
 
 1891 248,500 454.813 547 
 
 1892 280,840 547.440 51.3 
 
 1893 265,317 590,652 44.9 
 
 1894 485,329 798,757 60.8 
 
 189s 634,276 990,324 64.0 
 
 1896 1.048,154 1,543,023 68.1 
 
 1897 2.002,059 2,677,775 74-8 
 
 1898 2,674,304 3,692,284 72.4 
 
 1899 4,110,132 5,652,266 72.7 
 
 1900 6 153,629 8,482,020 72.6 
 
 1901 8,595,340 12,711,225 67.7 
 
 1902 10.829,922 17,230,644 62.8 
 
 1903 12,324.922 22.342,973 55.2 
 
 1904 M.21 1 .039 26,505,881 53 7 
 
 1905 > 7.368,687 35,246,812 49.3 
 
 1006 22,784,613 46,463,424 49.0 
 
 1907 24.417,686 48,785,390 50.0 
 
 1908 20,200.387 51.072,612 39.6 
 
 1909 24,246,706 64,991,431 37-3 
 
 1910 26,284,41 1 76.549,951 34.3 
 
 The estimated figures for 191 1 show a slight falling off from 1910. 
 The production is estimated at 25,924,516 barrels, and the total ship- 
 ments from the region, 25,634.671 barrels. However, in western Penn- 
 
 52 
 
Tlic .Idi'aiicc of a Giant luditstrx 
 
 sylvaiiia. where the enormous ])huit of the Universal Portland Cement 
 Company is located, there was an increase in ])r()duction from 6,07^,987 
 to 6,675,294 barrels, and an increase in shipments from 5.615,662 to 
 6,553,895 barrels. Pennsylvania, therefore, held its dominating position 
 in the cement industry. 
 
 Twenty-tive plants produced Portland cement in Pennsylvania in 
 1910. Of these, 20 plants were located in the Lehigh district as follows: 
 
 Blanc Stainless Cement Company, Allentown. 
 Bath Portland Cement Company, Bath. 
 Pennsylvania Cement Company, Bath. 
 
 Atlas Portland Cement Company, Northampton and Coplay. 
 Coplay Cement Manufacturing Company, Coplay. 
 Central Cement Company, Egypt. 
 Reliance Cement Company, Lesley. 
 American Cement Company of Pennsylvania, Egypt. 
 Alpha Portland Cement Company, Martins Creek. 
 Dexter Portland Cement Company. Nazareth. 
 Nazareth Cement Company, Nazareth. 
 Phoenix Portland Cement Company, Nazareth. 
 
 Lehigh Portland Cement Company, Ormrod, \\'est Coplay, and 
 Fogelsville. 
 
 Penn-Allen Cement Company. Penn-Allen, near Nazareth. 
 Lawrence Portland Cement Company, Siegfried. 
 Allentown Portland Cement Company, Evansville. 
 Northampton Portland Cement Company, Stockertown. 
 
 All of these plants use limestone and "cement rock" or "cement rock" 
 alone, except the Blanc Stainless Cement Company, which uses lime- 
 stone and clay and produces a white Portland cement. Aside from 
 these plants there are five Pennsylvania plants not in the Lehigh district, 
 as follows : The Universal Portland Cement Company, at Universal, near 
 Pittsburgh, wdiich uses blast furnace slag and limestone; the New Castle 
 Portland Cement Company, and the Lehigh Portland Cement Company 
 (formerly the Shenango Company), at New Castle, utilizing limestone 
 and shale ; the Crescent Portland Cement Company, at Wampum, also 
 using limestone and shale ; and the Sandusky Portland Cement Company, 
 at York, which manufactures a white Portland cement from limestone 
 and clay. Nearly all these plants use coal for fuel. In two cases oil 
 
 53 
 
Pciiitsyli'ajiid and Its Manifold . Icthitics 
 
 is reported as used for fuel, and in one case Ij(jth oil and coal arc the 
 fuel. 
 
 An idea of the mai^nitude of these ])lants is given by the fact that 
 
 when the isthmian Canal Coniniissidn wanted 4,500,000 barrels of 
 
 cement for use in the construction of locks and the (latun Dam, on the 
 
 Panama Canal, a single compan\' could, and did, contract to deliver the 
 entire amount when and as needed. 
 
 ^^^ 
 
 REFORESTATION OF PEN N SYLVAN' I A. ITLTIVATI 
 
 OF WHITE PINE SEEDLINGS 
 
 Perhaps no chapter in cement history is more amazing than that 
 which tells of the advance of the product into new fields — the creation 
 of new uses. Cement is found to-day in scores of places where a decade 
 ago it would not be dreamed of. From the elemental uses, cement 
 quickly advanced to the stage where it is in use in practically every 
 type of structural work. Its fire-proofing value was one of the many 
 reasons for this expansion. Factories, dwellings, churches, schools, 
 office buildings, prisons, lighthouses, warehouses, farm buildings, piers, 
 bridges, viaducts, chimneys, dams, retaining walls — all these construc- 
 tions and more — have come within the advancing path of cement. And 
 this ever-broadening path now includes telegraph poles, fence posts. 
 
 54 
 
The Adixincc of a Giant Iiniiisfry 
 
 household utensils, stoves, safes, vaults, bee-hives, hen's nests, wine 
 vats, pergolas, arbors, statuarv, building ornaments, tombstones, and 
 burial vaults. 
 
 One of the interesting recent developments that have shown new 
 possibilities for cement is the invention of wdiat is known as the cement 
 gun. In this machine, streams of sand, cement, and water are forced 
 
 tOXTKETE BLEAeHhK^ 
 
 \T ATHLETIC BASEBALL PARK 
 CHAMPIONSHIP GAME 
 
 JL'RING A WORLD S 
 
 through separate tubes to a common nozzle, from which they issue in a 
 mixed stream. This has simplified stucco work, and has made possible 
 many new^ processes in structural work. This gun has also been used to 
 protect the slopes of the Culebra Cut of the Panama Canal. 
 
 As Pennsylvania enterprise led in the creation of the cement indus- 
 try in this country, and in the perfecting of the process of manufacture, so 
 it has led in the extension of the uses for cement. 
 
 Export of cement into other countries is steadily increasing, while 
 imports have steadily fallen. Between the years 1890 and 1900 the 
 imports averaged more than 2,000,000 barrels a year, and in two or three 
 subsequent years they approximated this amount; but after 1907 the 
 falling off was very rapid. 
 
 The export business has slowly, but steadily, increased with the 
 growing appreciation of the quality of American cements. Recent 
 
 55 
 
rcintsylz'iuiia and Its Manifold ^Ictii'itics 
 
 export figures are soniewiiat niisleading. fur the reason tliat tliey iiiclmle 
 the shii)]iients \n I'anama. The following- tables give the figures of iin])(u-ts 
 
 export- 
 
 1-"(>ki:i(;n CE>nL\T, 1878-1910. ix Bakkei.s 
 
 1878 92,000 1895 2,997,395 
 
 1879 106,000 1896 2,980,597 
 
 1880 187,000 1897 
 
 1881 221,000 l^gg 
 
 090,924 
 1,152,861 
 
 S-^^ 370,406 J899 '...'...'...'.'.'.'.'. 2,108, 
 
 1883 456.418 
 
 1884 585,768 
 
 1885 554-396 
 
 1900 2,386,683 
 
 1901 939,330 
 
 ;886 ::::::::::::::::::: 015:255 ^902 1,963,023 
 
 915,255 
 1887 1,514095 
 
 1903 2,251,969 
 
 1888 1:835,534 ^904 968,409 
 
 1889 1.740,356 1905 896,845 
 
 1890 1,940,186 1906 2,273,493 
 
 1891 2,988,313 1907 2,033,438 
 
 1892 2,440,654 1908 842,121 
 
 1893 2.674,149 1909 443,888 
 
 1894 2,638,107 1910 306,863 
 
 Exports of Hydraulic Cemext, i 900-1910, in Barrels 
 
 1900 100,400 1906 583,299 
 
 1901 373,934 1907 900,550 
 
 Zl :::;:::::;::::::;:: a?S '^^ 846.5^ 
 
 1904 774.940 1909 1,056,922 
 
 1905 897,686 1910 2,475,957 
 
 Pennsylvania cement manufacturers are appreciating more fully 
 each year the importance of developing export business, as the construc- 
 tion of large cement-making plants in the interior of the country restricts 
 more and more the American territory in which they may profitably 
 distribute their products. 
 
 56 
 
Susquehanna Power — Water Supply 
 
 IX A'ARIOUS parts of the State hydro-electric power plants have 
 been and are being installed to utilize the power of the rivers and 
 streams. Two of the most notable of these enterprises are the McCall 
 Ferry Power Company and the York Haven Power Company, both on 
 the Susquehanna River, between Harrisburg and the Maryland line. 
 Of these, the larger is that at McCall Ferry, which supplies power to 
 the City of Baltimore, Md. 
 
 With the single exception of the St. Lawrence, the Susquehatma is 
 the largest, as to flow and area drain, of the rivers emptying into the 
 North Atlantic. Draining a basin which covers more than 27,000 square 
 miles, it has a length of 200 miles between its rise in Otsego Lake and 
 its mouth. It is, however, navigable for only a few miles inland from 
 Chesapeake Bay. The main trunk of the river at its junction of the 
 north and west branches at Sunbury has an elevation of 450 feet above 
 sea level. The distance from this point to its entrance to the Chesapeake 
 Bay at Havre de Grace is 121 miles, thus giving an average gradient 
 of 3.7 feet per mile. The numerous rapids below Harrisburg, taken in 
 connection with the larger discharge due to increasing area of watershed 
 and attractive sites for dams, had long claimed the attention of engineers 
 and others interested in water-power developments. The Susquehanna 
 is so situated that it has exceptionally good markets for power. 
 
 The dry weather flow of the Susquehanna River at Harrisburg is 
 better than that of most of the other large rivers in this State, and it is 
 still better at McCall Ferry, owing to the large dry weather flow of Yellow 
 Breeches and Swatara Creeks. 
 
 In October, 1905, the company began to clear the wooded hillsides 
 a half mile below McCall Ferry for the construction of its immense plant. 
 The plans provided for a spillway 2500 feet long, connected to the Lan- 
 caster County shore by a power house 500 feet long. The width of the 
 river at this point is about 2700 feet. All parts of the work are designed 
 for such a flood as will procure a flow of 17 feet over the crest of the 
 dam, for that is the greatest flood ever known in the river. This was 
 in 1889, the year of the Johnstown disaster. The power house has ten 
 
 57 
 
rcniisyl'raiiiii and !ts Manifold . Ictiiitics 
 
 units, each c()nsislin<( of a pair of Francis type turbines mounted on 
 vertical shafts, l^ach unit has a capacity of 13.500 meclianical horse- 
 power. 
 
 The 7500 K.W. generators embody the latest practice. They are 
 approximately 27 feet in diameter over all, and each weighs complete 
 145 tons. With each unit there is jjrovided a Ijrake, so that it may be 
 
 PENSTOCK FOR H VDKO-ELECTRIC PLANT IN MEXICO, BUILT BY RITER-CONLEV 
 MANUFACTL'RIXG COMPANY. PITTSBURGH 
 
 brought to rest without undue delay, for such a spinning top is a revolv- 
 ing element weighing 335,000 pounds at 94 revolutions a minute, that 
 if left to itself would run for many hours after the water is cut ofi. 
 
 The plant has a 53-foot head and about 3.75 square miles of pondage. 
 It was designed to deliver from the stream flow alone 75 per cent, of 
 its capacity, or 75,000 commercial horsepower, on an average of 31 T 
 days in the year, and its full capacity 285 days in the year. 
 
 It is the expectation that the future will see the construction of 
 storage on the waters above the plant, which will largely increase the 
 constant dependable flow. 
 
 Though the McCall Ferry dam is a solid concrete structure 50 feet 
 
 58 
 
SiiS(jiicliaiiiia Power — Jl'atcr Siif^f^lv 
 
 his^h, it is j^rovided that this shall not be a bar to navigation should the 
 river be improved later. The company is under obligations to install 
 the necessary locks, should there be need of them in any future plan for 
 the navigation of the river. 
 
 The York Haven Power Company distributes electric power to 
 riarrisburg and York. The plant is of 20 units, each of 1 100 horse- 
 power. 
 
 The Ijroad rivers of Pennsylvania, viewed solely as a means of com- 
 munication, have been the chief factor in the development of the trade 
 and industry of the State. The paths cut by them among its hills and 
 mountains made possible the rapid advance of the railroads, whose road- 
 beds follow their winding courses. The' Delaware on the east — the 
 gateway of the State to the ocean ; the Ohio on the west, giving access 
 to the Mississippi and so to the Gulf of Mexico; the numerous rivers 
 between them — have each borne its important part in the State's advance 
 in prosperity. 
 
 Conservation of these waterways, their development to the fullest 
 degree of usefulness, is a part of the policy of the State. The protection 
 of the waters of Pennsylvania is placed in charge of the State Depart- 
 ment of Health and the Water Supply Commission, of which both the 
 Commissioner of Health and the State Forestry Commissioner are 
 ex-officio members. Matters pertaining to distribution of the waters are 
 controlled by the A\'ater Supply Commission and the Forestry Commis- 
 sion, but matters relating to the purity of the w^aters, both above and 
 below the ground, are under constant supervision and control of the State 
 Department of Health. 
 
 There are extended areas in the eastern and western parts of Penn- 
 sylvania's mountain region, where the aggregation of population and the 
 operations of man require more water than Nature supplies during 
 droughts, and in other sections of Pennsylvania the uses of water are 
 such that the supply must be regulated and conserved and the purity of 
 the waters maintained to meet the demands of the people of the Common- 
 wealth, present and prospective. The State has, after extended and 
 comprehensive study of the subject, arrived at the conclusion that it is 
 imperative that the waters of Pennsylvania be conserved as a resource 
 equally with the soils and forests and coals and other natural resources. 
 
 The regulation of the flow of streams by the building of storage reser- 
 voirs to hold the freshet yields and deliver them uniformly throughout the 
 year is a tremendously expensive undertaking, and will not result in 
 
 59 
 
Peiuisylzaitia and Its Manifold Activities 
 
 60 
 
SiiS(]iic/iaiiiia Poller — JVatcr Supply 
 
 construction to any large extent, unless these storage reservoirs serve 
 some other purpose. The storage of water must, from the economic 
 basis, be brought about in conjunction with the development of power 
 by that water and in conjunction with transportation problems. 
 
 Since its organization, in 1905, the Water Supply Commission of 
 Pennsvlvania has carried on a svstematic examination of the domestic 
 
 ,T, llVUkn-LLLCTRIC COMPANY, SCHUYLKILL 
 RIVER, NEAR PHILADELPHIA 
 
 and industrial water-supply systems in the Commonwealth, involving 
 the examination of all municipal, incorporated and many of the numerous 
 small private water works. This work has now been completed. Each 
 plant was visited and examined by a representative of the commission, 
 and the facts ascertained incorporated into reports upon the conditions 
 of the water supply of each county. Maps were prepared of each county, 
 upon which were plotted the sources of supply of the various water- 
 supply systems, pipe lines, reservoirs, points of distribution, etc., 
 indicating the streams which are in use and the purpose or purposes 
 to which they are devoted. In addition to this, all the charters granted 
 by the State for water companies were investigated and their disposition 
 and present status ascertained. 
 
 61 
 
Peiuisylfaiiia and Its Manifold .Icthities 
 
 There is no sins^le municipality or unincorporated community of over 
 2500 poi)ulati<>n wliicli lias not a public water-works system, while there 
 are few communities having between 1500 and 2500 population not being 
 so supplied, and where such exist it is usually due to the physical features 
 of the surrounding country, character of the inhabitants, or legal ditft- 
 culties preventing- the use of favorable sources of supply. Most towns 
 of over 1000 population are provided with public water supplies. 
 
 Statistics for 1909 show that there were 175 1 water and water- 
 power companies incorporated in the State of Pennsylvania, of which 
 851, or 49 per cent., are in active operation. Of the incorporated com.- 
 panics, 1474. or 84 \w\- cent., arc for the sujjply to the public: 126. or 
 7 per cent., for commercial and manufacturing purposes; 84 are water- 
 power companies, and 67 were incorporated for both the supply of the 
 public and for commercial and manufacturing purposes. 
 
 Probably the first water-works system to be put in. operation in 
 Pennsylvania is that supplying the village of Shaetiferstown, Lebanon 
 County, an unincorporated village of about 1000 population. This plant 
 is now owned by the ShaelTerstown Water Company, incorporated by 
 Special Act in 1845. The works were built by a Air. Shaetfer about 
 1732, and at his death were left to the town, each property owner on 
 the main street becoming a stockholder, and all such stockholders paying 
 10 cents per head per year for each member of the family ; others not 
 stockholders pay 20 cents per head per year. 
 
 The first water w^orks pumping plant in Pennsylvania was built at 
 Bethlehem, Northampton County, in 1754, by Hans Christopher Chris- 
 tiansen. The water was obtained from a spring rising near Alonocacy 
 Creek and was pumped by means of water power into a wooden dis- 
 tributing tank. The first steam pumping plant in Pennsylvania was 
 installed in Philadelphia in 1801, the water being taken from the Schuyl- 
 kill River at the foot of Chestnut Street. On the site of the present 
 Citv Hall was a secondary pumping station with elevated tanks, from 
 which the distribution was effected. The earliest water company 
 incorporated in Pennsylvania was the Water Pipes of Aaronsburg. 
 incorporated by Special Act of the Legislature, March 25, 1809, for 
 the supply of water in Aaronsburg village, Center County. The oldest 
 incorporated water company wdiich is still in active operation is the York 
 Water Company, incorporated February 8, 1816, for the supply of water 
 in the City of ^'ork. It was the second water company to be incorporated 
 in Pennsylvania. 
 
 62 
 
TRANSPORTATION 
 
 IN 
 
 PENNSYLVANIA 
 
DIMNER BEEBER 
 Chairman Committee on Patrons 
 
 COLEMAN SELLERS, JR 
 Vice-chairman Com 
 
 siiection of Public Works 
 
 ALBA B. JOHNSON 
 
 Chairman Committee oi 
 
 Exhibition 
 
 GEORGE K. SPROULE 
 
 Sec'y-Treas. Local Organizii 
 
 Commission 
 
The Ruins of a Once Great System 
 
 THE history of transportation in Pennsylvania naturally divides 
 itself into three great epochs: First, that of the state canals — a 
 system which cost $100,000,000, only to be generally discontinued 
 as a new and antagonistic force came into existence. Second, the great 
 period of railroad development, during which the Commonwealth advanced 
 with giant strides in material prosperity, and during which also the 
 canals were, one after another, discontinued, forming in some of their 
 
 STAGE COACH ON RAILS OF THE MAIN LINE OF THE PUBLIC WORKS OF 
 
 PENNSYLVANIA. THE TRACKS WERE RESERVED FOR PRIVATE 
 
 CONVEYANCES DURING CERTAIN HOURS OF EVERY DAY 
 
 sections the roadbetl of railroads. Third — and this epoch is now dawning 
 — the epoch when canal development along modern lines will supplement 
 the great railroad systems, already loaded to capacity with the vast carry- 
 ing business of the State, and will lift from the railroads a part of the 
 burden of such classes of freight as may be most profitably and satisfac- 
 torily waterborne. 
 
 Nor is it the view of advanced railroad men that this now-dawning 
 era will mean any diminution of railroad prosperity, for it is confidently 
 believed that the development of inland waterways will operate as a 
 
 65 
 
I'ciiiisylz'iiniii ami Its Manifold .Ictirities 
 
 thp: old way bv land. conkstcga wagon crossing the alle(;henie; 
 
 THE OLD WAV ]1V WATER. PAS!: 
 
 CANAL BASIN AT FOOT OF 
 
 CKR I'A( KKT AND FREIGHT DARGE 
 .EGHE.NV PORTAGE RAILROAD 
 
 66 
 
The Kuiiis of a Once Great System 
 
 new spur to industry, creating for the railroads — and leaving them freer 
 to carry — a larger volume of profitable merchandise traffic. 
 
 It was natural that the primitive canal system of the first half of the 
 last century should be crushed out of existence in its fight to stem the 
 tide of railroad supremacy. Jt is equally natural and logical that canal 
 development should now come to supplement the railroads in the vast 
 carrvinw business of the State and the Nation. 
 
 SUMMIT OF ALLE(^ll•:^^• p 
 
 PEXXSVLVANIA, SHOVVIX( 
 
 SECTIONAL CANAL BARGE ON WHEELED TRUCKS 
 
 The extensive system of canals, which in the middle of the last 
 century was one of the glories of the Commonwealth, had its beginnings 
 as far back as 1761, wlien commissioners were appointed, having authority 
 for clearing, scouring, and making the River Schuylkill navigable for 
 boats and small vessels generally. This improvement was to cover the 
 distance from the Blue Mountains to the Delaware River. This may 
 be regarded as the inaugural step in the creation of the Schuylkill Navi- 
 gation Company, which bore so important a part in the development of 
 the great natural resources of the State, and whose subsequent works 
 were monuments of earlv engineering skill. 
 
 67 
 
Pennsylvania and Its Manifold Activities 
 
 The actual construction of the canal system itself, however, may 
 be dated back to 1791, when the sum of £25,720 was appropriated for 
 the construction of waterways, removing obstructions from the rivers, 
 and building the roads to connect links forming the line of w^ater com- 
 munication. This was the beginning of a great system which, in time, 
 spread as a tree over the State, having as its stem the Main Line Canal. 
 
 
 "9 
 
 
 
 ^^^^^£l ., ■- 
 
 ^Hil 
 
 
 m^^^i^ 
 
 Rii 
 
 Sta 
 
 Capitol. H,i 
 
 ihurg. Pa 
 
 TRAIN ON THE OLD STATE PORTAGE RAILROAD CROSSING THE ALLIX.HEXY 
 MOUNTAINS. CANAL BARGES WERE TRANSPORTED IN SECTIONS SET ON 
 WHEELED TRUCKS. THESE MADE THE ENTIRE TRIP BETWEEN 
 PHIL.'VDELPHIA AND PITTSBURGH, BEING TAKEN OFF 
 THE TRUCK FOR THAT PORTION OF THE 
 JOURNEY WHICH WAS ACCOM- 
 PLISHED BY CANAL 
 
 These were, however, but beginnings, and it was not until the admin- 
 istration of John Andrew Shulze as Governor that, in 1823, the demand 
 for a system of internal waterways improvements became insistent. It 
 was in accordance with this demand that an act of Assembly was passed 
 in 1824, under which commissioners were appointed to survey and 
 explore a route for a canal from Harrisburg to Pittsburgh, by the 
 
 68 
 
Tlie Ruins of a Once Great System 
 
 waters of the Juniata and Conemaugh rivers. Under an act passed in 
 1825, surveys were begun preparatory to the estabhshment of a navigable 
 communication between the eastern and western waters of the State and 
 Lake Erie. In 1826 an act was passed "to provide for the commence- 
 ment of a canal, to be constructed at the expense of the State, and to be 
 styled The Pennsylvania Canal." This was to extend from the River 
 
 #$df^i 
 
 
 JS^^*- 
 
 a i^MjSl i M^ jaai^ 
 
 [i^-Li A i"f C J!l I'i^ Ai^f O-F Dii'TAl'J Oi^f C OiVJ PAri T 
 
 ^ -. ^ 'VIA» , ^ 
 
 ' Pennsylvania UaW Uoi\^i^n\^ ■CL'anal'^. 
 
 FUOM PHILADELPHIA To PITTSBURG 
 
 COPY OF AN OLD TRAFFIC ANNOUNCEMENT FOR THE MAIN LINE OF THE PUBLIC 
 WORKS OF PENNSYLVANIA 
 
 Swatara, at or near Middletown, to, a point en the eastern side of the 
 Susquehanna River opposite the mouth of the Juniata, and from Pitts- 
 burgh to the mouth of the Kiskiminetas. Further, the commissioners 
 were authorized, as soon as they should deem it expedient and practicable, 
 to construct a navigable feeder from French Creek to the summit level 
 of Conneaut Lake, and to survey and locate the route of a canal from 
 thence to Lake Erie. Further extensions were authorized in the succeed- 
 ing year, when it was planned to locate and contract for the making of a 
 canal and locks up the valley of the Juniata, from the eastern section of 
 the Pennsylvania Canal to a point near Lewistown ; also a canal and locks 
 up the valley of the Kiskiminetas and the Conemaugh from the western 
 
 69 
 
Pcmisy!z'aiiia and Its Manifold .Ictivities 
 
 section of the Pennsylvania Canal to a point at or near Blairsville ; also 
 a canal and locks up the valley of the Susquehanna to a point at or near 
 Northumberland. 
 
 The greatest ])eriod of activity in canal construction began in 1827. 
 In this year surveys were made of the Juniata Valley, and for a portage 
 road (>\er the Allegheny Mountains, to ascertain the best mode of con- 
 
 Photoguifh h) Wdfied H. Sthof. 
 DECAYING CANAL B( 
 
 S- ABANDONED CANAL, SUSQUEHANNA RIVER, 
 NEAR HARRISBURG 
 
 necting the lines east and west. Also for a railway to extend from 
 Philadel])hia to Columbia ; also a survey to ascertain the practicability 
 and cost of forming a connection of the Xorth P)ranch of the Susque- 
 hanna and the Lehigh, A survey was also ordered down both sides of 
 the Susquehanna River to the Maryland line. The act which author- 
 ized these also authorized, among other surveys, one along the Dela- 
 ware River between Philadelphia and Bristol, and the immediate com- 
 mencement of work on this canal in the direction of Easton. 
 
 Even before the activities of the State began, incorporated com- 
 panies had started works of improvement. The Schuylkill Navigation 
 
 70 
 
The Ruins of a Once Great System 
 
 Company Canal, covering a distance of io8 miles np the Schuylkill 
 Valley from Philadelphia, was constructed, with 71 locks to overcome 
 the elevation from tidewater, which amounted to 618 feet between 
 Philadelphia and the upper terminus, at ^lill Creek. Through this one 
 canal there plied, in i8(>5. 1000 boats, having an average carrying capacity 
 of 170 tons. Through this single canal there were carried 1,^00,000 tons 
 
 ABANDONED CANAL BARGES AND STEAM TOWBOAT .\T ENTRANCE TO 
 
 ABANDONED CANAL LOCK. SUSQUEHANNA RIVER, 
 
 NEAR HARRISBURG 
 
 of coal, lumber, iron ore, and other products of the mines. Up to this 
 year the canal had cost $12,250,000. Another of these enterprises was 
 the Lehigh Coal and Navigation Canal, authorized by the Legislature of 
 1818 and intended primarily to carry the coal tonnage of the Lehigh 
 Company mines to Philadelphia. 
 
 The Union Canal, yy miles long, extended between Aliddletown and 
 Reading, via Lebanon, with a branch 22 miles from a point where the 
 canal left the Swatara Creek to Pine Grove, in the Schuylkill coal region. 
 Through this canal were shipped large quantities of iron ore to Danville 
 and other points, and coal was returned from the \\ yoming region, for 
 
Pcinisylz'aiiia and Its Manifold .-Ictiz'ities 
 
 use ill the furnaces at Lebanon. There were, however, in this canal no 
 fewer than one hundred lift-locks, and the great expense of lockage was 
 already detrimental to the shippers and carriers. In 1885 this canal, 
 which cost more than $6,000,000, was sold by the Sheriff of Philadelphia. 
 Among the successful enterprises of the early years of the last cen- 
 tury was the Monongahela Navigation Company. This was formed by 
 
 PASSENGER STATION AND HOTEL, AND PASSENGER TRAIN, AT SUMMIT OF THE 
 
 ALLEGHENY PORTAGE, MAIN LINE OF THE PUBLIC WORKS OF 
 
 PENNSYLVANIA 
 
 private subscription. Sixteen dams were constructed across the Monon- 
 gahela River, in order to form slackwater navigation with locks connecting 
 the pools. In 1870 the invested capital was $1,003,500, and upon this 
 capital 10 per cent, dividends were divided. The annual tonnage was 
 2,246,000, of which 2,188,000 tons were bituminous coal. In 1880 the 
 coal tonnage was increased to 3,193,800, and a dividend of 12 per cent, 
 was paid on the capital stock. In 1890 the capital had been increased 
 to $1,632,000, and a 9 per cent, dividend was paid. In 1897 the United 
 States Government assumed possession of the work under condemnation 
 proceedings, and it has since been maintained as a free waterway. 
 
 Thus the great system spread fanlike over the State. Its construc- 
 
 72 
 
The Ruins of a Oticc Great System 
 
 tion involved many pieces of engineering skill, as, for instance, a tunnel 
 600 feet long just west of Lebanon, with a flight of 16 locks, carrying the 
 canal to Swatara Creek. This has long since been a crumbling ruin, a 
 fallen monument to the early canal enterprise. 
 
 The Portage Railroad, over the Allegheny Mountains, was 
 described by David Stevenson, in 1838, as "a mountain railway which, 
 
 ALLEGHENY PORTAGE TUNNEL, WEST FACADE 
 
 in boldness of design and difficulty of execution, compared only with 
 the Simplon Pass and Mont Cenis, in Savoy." This road was a section 
 of the Main Line Canal, and formed a part of what is now the Pittsburgh 
 Division of the Pennsylvania Railroad. The mountains were crossed by 
 means of a system of inclined planes with stationary power. The total 
 rise from tidewater was 2585 feet. The different planes overcame eleva- 
 tions ranging from 130 feet up to 307 feet. The steepest ascent was 10^4 
 feet in 100. There will, of course, never be a simpler, more graphic 
 picture of this mountain road than the following, in Charles Dickens' 
 "American Notes," written of his journey in 1842: 
 
 "We had left Harrisburg on Friday. On Sunday morning we 
 arrived at the foot of the mountain, which is crossed by railroad. There 
 are ten inclined planes, five ascending and five descending; the carriages 
 are dragged vip the former and let slowly down the latter by means of 
 
 73 
 
Peinisylzxiiiia and Jts Manifold .Ictivitics 
 
 stalio!iar\- engines, the comparatively level s])accs between being trav- 
 ersed sometimes by horse and sometimes by engine jjower, as the case 
 demands. OccasionalK- the rails are laid u])on the extreme verge of a 
 giddy |)reci])ice, and. looking from the carriage window, the traveler 
 gazes sheer down, without a stone or scrap of fence between, into the 
 mountain depths below. The journey is very carefully made, however, 
 only two carriages traveling together; and, while proper ])recautions are 
 taken, is not to be dreaded for its dangers." 
 
 The journey westward over the "Main Line of the Public Works of 
 Pennsylvania" began at Broad and Vine streets, Philadelphia. Between 
 that point and Columbia, on the Susquehanna, rails were laid wdiich 
 carried sectional canal boats set on wdieel trucks, and also passenger 
 coaches. These were hauled originally bv animal towage. They moved 
 over the Schuylkill River, then up the Belmont inclined plane by steam 
 power, and then to Columl)ia by animal power. There the canal boat 
 sections were ]Mnned together and ])ut on the river, while the passengers 
 took canal ])ackets. The traffic moved up the Susquehanna and Juniata 
 rivers to the basin at Hollidaysburg. It then moved up the Portage Rail- 
 road and again down the mountain to Johnstown. From this point it 
 proceeded through the Conemaugh. Kiskiminttas, and Allegheny Rivers 
 to Pittsburgh. 
 
 This was a public work on which every citizen had the right to travel 
 in his own conveyance. After the importation of locomotives from Eng- 
 land part of the day was reserved for public conveyance and part for the 
 use of the line by private citizens. 
 
 In the main, this great system of engineering works, which covered 
 almost every section of the State, is now a heap of ruins. Here and 
 there a canal bed, tangled with thicket, or the mud-imbedded wreck of 
 a canal boat marks a path that once was busy with moving commerce. 
 
 The State government did not have the machinery ade(|uate to operate 
 this system, and the most effective service was given by private com- 
 panies operated under State license. The State was, therefore, entirely 
 willing to turn over the system to railroad control, and, in turning it over, 
 much went and was discontinued that, in the belief of many canal advo- 
 cates to-day, should have been preserved, and could still be profitablv used. 
 
 Investigation discloses that during the period of canal development 
 charters were granted to more than one hundred companies. Many of 
 these had a great diversity of rights, including the maintenance of turn- 
 pikes, and, in some cases, even the conducting of insurance business. 
 
 74 
 
A Survivor of the Canal-Railroad War 
 
 IS TJIE theory of those who are pressing for a ct)ntiiuious inland 
 waterway from Xew England to the (nilf of Mexico i)ractical ? 
 Or has the development of railroad transportation along the sea- 
 board made canalization of the minor waterways along this chain imprac- 
 tical, except, possibly, as a factor in the control of railroad rates? 
 
 Fortunately for those who hold that even the minor links of such 
 a canal chain would at once demonstrate their value to commerce, there 
 still exists in Pennsylvania an object lesson of what may be done in 
 the way of economical transportation of freights with a canal of even 
 the restricted dimensions that w^ere considered adequate when the Penn- 
 sylvaiiia canal system was in its zenith, more than half a century ago. 
 
 This is the Lehigh Coal and Navigation Canal, which extends from 
 Bristol, Pa., to Alauch Chunk. In every respect this canal is oper- 
 ated imder the most difficult and forbidding conditions. It has no less 
 than seventy-five locks, and it reaches, at Mauch Chunk, an elevation of 
 531 feet. It can accommodate canal boats of only 100 gross tons. The 
 upkeep cost may be considered as the maximum. Yet to-day this most 
 difficult of canal enterprises, nearly a century behind the times in its 
 dimensions, is transporting coal and other commodities on a basis of 
 cost that makes its existence still advisable and profitable. This is 
 largely due to efficient management ; yet as an object lesson in the pos- 
 sibilities of canalization, the Lehigh Coal and Navigation Canal holds a 
 peculiar interest to-day for the advocates of inland waterway improve- 
 ment. 
 
 This survivor of the early I'ennsylvania canal system, which came 
 through the war between canals and railroads, dates its existence to the 
 first quarter of the last century. 
 
 The canal was brought about by the need of a means of transpor- 
 tation of the coal of the Mauch Chunk region to Philadelphia, which 
 was the principal market. It was only after the mines of the Lehigh 
 Coal Mine Company had lain idle for years because of the impossibility 
 of floating the coal to market that the first steps were taken for the 
 improvement of a water route to the Delaware. 
 
 75 
 
Peiinsylz'aiiia and Its Manifold .Ictizitics 
 
 The unl_\ canals in navigable order in I'ennsylvania at that time were 
 one of about two miles in length, at York Haven, on the Susquehanna, 
 and one made by Josiah White, at the Falls of Schuylkill, with two locks 
 and a canal length of three or four hundred yards. 
 
 It was under these circumstances that the Legislature of 1818 
 granted the jirivileges of the "Act to improve the navigation of the River 
 
 LEHIGH GAP 
 
 Lehigh" to Josiah White, George F. A. Hauto, and Erskine Hazard. 
 These gentlemen were at that time pointed at as extremely visionary, 
 and even crazy, for accepting the terms. 
 
 In the first stages of the improvement, water was accumulated by 
 artificial means, and let ofif at stated periods. The boats were passed 
 down with the long wave thus formed, which filled up the channel. 
 
 This was efifected by constructing dams in the neighborhood of 
 Mauch Chunk, in which were placed sluice-gates of a peculiar construc- 
 tion, invented for the purpose by Josiah White, one of the managers, by 
 means of which the water could be retained in the pool above until 
 required for use. When the dam became full, and the water had run 
 over it long enough for the river below the dam to acquire the depth 
 of the ordinary flow of the river, the sluice-gates were let down, and 
 the boats, which were lying in the pools above, passed down with the 
 artificial flood. About twelve of these dams and sluices were made in 
 1819. With what work had been done in making wing dams, this 
 
 76 
 
.1 Siirz'h'or of the Canal-Railroad IVar 
 
 absorbed the capital of the company — which, on the first plan of iinprove- 
 ment, would have been adequate — before the whole of the dams were 
 completely protected from ice freshets. They were, however, so far 
 completed as to prove, in the fall of that year, that they were capable 
 of producing the required depth of water from Mauch Chunk to Easton. 
 On the 2 1 St of April following, the Lehigh Coal Company and the 
 
 EARLY TRANSPORTATION IN PENNSYLVANIA 
 
 Lehigh Navigation Company agreed to amalgamate their interests, and 
 to unite themselves into one company, under the title of the "Lehigh 
 Navigation and Coal Company," provided the additional sum of $20,000 
 was subscribed to the stock by a given date. Of this sum nearly three- 
 fifths were subscribed by White and Hazard. With this aid the navi- 
 gation works were repaired, and 365 tons of coal sent to Philadelphia as 
 
 77 
 
Pcniisyl-rania and Its Manifold .Ictivitics 
 
 the tirst fruits of ilic enterprise. 'I'liis (juaiitity of coal completely stocked 
 the market, and was with difficulty disjjosed of in the year 1820. No 
 anthracite coal came to market from any other source than the Lehigh 
 before the year 1825. as a regular business. 
 
 In the early days coal was brought to Philadelphia in what were 
 termed "arks" — s(juare timl)er boxes from sixteen to eighteen feet wide 
 
 LOCK IN THE LEHIGH CANA 
 
 and from twenty to twenty-five feet long. These boats made but one 
 trip. When they reached Philadelphia, and had been unloaded, they 
 were broken up and the timber sold, the spikes, hinges and other hardware 
 being returned to ATauch Chunk, a distance of 80 miles. P^or two or 
 three years the hands employed on these rude boats made the return trip 
 to the mines afoot. Later, rough wagons were placed on the road by 
 tavernkeepers, to carry them at low fares. Boats of this sort were used 
 until the end of the year 1831, when the Delaware Division of the Penn- 
 sylvania Canal, built by the State as a division of the public works, was 
 partly finished. In the last year of this period 40,966 tons were thus 
 floated down, requiring so many boats that, if placed in one line, they 
 would have extended more than thirteen miles. 
 
 The Lehigh slackwater navigation from Mauch Chunk to Easton 
 was opened for use at the close o{ June, 1829, while the Delaware 
 Division was not regularly navigable until nearly three years afterward. 
 The want of improvement of the Delaware Division, after the Lehigh 
 
A Sun'ivor of the Caital-Railroad War 
 
 was completed, caused the failure of several dividends to the Lehigh 
 Company. This was owing to the fact that the company was obliged to 
 continue the use of temporary boats, which were very expensively moved 
 on the Lehigh navigation, but which were the onl\- kind that could be used 
 on the Delaware River. To this fact, too, is attributable a very rapid 
 advance made by the Schuylkill coal interests in this |)erio(l. The atten- 
 
 
 ■Jifc.',*^. 
 
 r^^ 
 
 EVOLUTION OF TRANSPORTATION IN FOUR STAGES : I. JUNIATA RIVER, WITH 
 ROWBOAT. 2. PENNSYLVANIA STATE CANAL, WITH BARGE. 3. PENN- 
 SYLVANIA RAILROAD, ORIGINAL ROADBED. 4. PENNSYLVANIA 
 RAILROAD, MODERN ROADBED 
 
 tion of persons desiring to enter into the coal business was directed 
 to the Schuylkill region, which advanced with great rapidity. 
 
 In the spring of 1827 it was decided that the company was strong 
 enough to begin to prosecute the ascending navigation. A ditficult point 
 to decide was the size of the canal. Engineers who had written on the 
 subject in England and America recommended an improvement to carry 
 boats of 25-ton capacity. The acting managers at Alauch Chunk, White 
 and Hazard, on the other hand, contended for an improvement that 
 would accommodate boats of 130 to 150 tons burden. It was their con- 
 tention that, as the Lehigh and the Delaware "afforded plenty of water 
 for a navigation of the largest class, it would be suicide to permanently 
 deprive the company and the public of the very best application of the 
 means nature had afforded them." The debate on this question was 
 
 79 
 
Peniisxl'i'auia and Jts Manifold Activities 
 
 waged for an entire day, and, finally, the broad-minded policy of the man- 
 agers prevailed to the extent that it was decided that the locks should 
 conform to the size of "the Chesapeake and Delaware Canal, 22 feet 
 wide, 100 feet long, and 5 feet depth of water, with a width of canal at 
 bottom of 45 feet." 
 
 How far the early managers were in advance of their day is shown 
 by the absorbing little volume that deals with this great enterprise, "Josiah 
 White's History Given by Himself." 
 
 Mr. White says, "The truth is, if we had adopted the old plan of 
 locks of low lift, the work, when done, would be too tedious in passing 
 the locks to be of any value to our company or to the public. And we 
 have now lived to see the day that the public and engineers are as much 
 opposed to small canals and small locks as they were at the beginning of 
 our canal opposed to large canals and locks. And the rival companies 
 (Schuylkill and others) are making their canals and locks over again to 
 get them large, so as to meet our rivalship and that of the railroad." 
 
 The Lehigh Coal and Navigation Canal as it is to-day is best 
 described by the following figures : 
 
 r Lehigh Division ....;.... 46 miles. 50 locks 
 
 Route of canals— Mauchj Delaware Division 60 miles. 25 locks 
 
 Chunk to Bristol, viaS _ 
 
 Easton | Total 106 miles. 75 locks 
 
 ^ , J. , I Ixhigh Division 6 feet average 
 
 Depth of canals | Delaware Division 6 feet average 
 
 Width of canals (Lehigh Division 63 feet at water line 
 
 ( Delaware Division 43 feet at water line 
 
 Depth of locks Lehigh and Delaware divisions 6 feet 
 
 Width of locks / Lehigh Div-ision 22 feet 
 
 i Delaware Division 11 feet and 22 teet 
 
 Length of locks Lehigh and Delaware Divisions 90 feet 
 
 Number of boats belonging to Lehigh Coal and Navigation Company 187 
 
 Number of boats belonging to individuals 20 
 
 Size of boats Length, 87 feet; beam, 10 feet 6 inches; depth, 
 
 6 feet 9 inches. 
 
 Capacity of boats 100 gross tons. 
 
 ( 1910 1911 
 
 ) Tons of 
 
 Tonnage ' Anth. Coal 323,800 320,000 
 
 i Tons of 
 
 ( Bit. Coal and miscellaneous . . . 32,250 37.900 
 
 The canal terminal on the Delaware is at Bristol, 18 miles 
 above Philadelphia. The elevations from which the canal-boats must be 
 
 80 
 
A Surrn'or of the Canal-Railroad JVar 
 
 lowered lliroiigii 75 locks, and to which they must he raised, are: Mauch 
 Chunk, 531 feet; Bethlehem, 235 feet; Easton, 217 feet; New Hope, 48 
 feet; Bristol, 18 feet. 
 
 The following lines, steam and electric, touch the canal : Central 
 Railroad of New Jersey and the Lehigh Valley Railroad from Mauch 
 Chunk to Easton, Chestnut Ridge Railroad, Lehigh and New England 
 
 PENNSYLVANIA RAILKOAH CnMPANY. THE ORIGINAL LOCC 1M( )TIVE "JOHN BULL 
 
 AND TRAIN, 183I. BUILT IN ENGLAND, BY STEPHENSON & CO., FOR 
 
 THE CAMDEN AND AMBOY RAICROAD COMPANY 
 
 Railroad, Philadelphia and Reading Railway, Pennsylvania Railroad, and 
 the Easton and Doylestown trolley. 
 
 That this canal, despite its proximity to these roads, despite its lim- 
 ited dimensions, despite its 75 locks and its maximum elevation of 531 
 feet, cannot even to-day be considered moribund is shown by its recent 
 history. Li the year 1907 a careful and systematic investigation of the 
 problems of canal traction, with a view to the ultimate substitution of 
 mechanical for animal towage, was carried on upon a practical scale ; the 
 conclusion being that an expenditure for this purpose will be abundantly 
 justified with an annual traffic of 450,000 to 500,000 tons, to which point 
 it is thought probable that the business of the canal can be developed. 
 A stretch of the canal has been equipped with electric towage, and 
 experiments have also been made with producer-gas canal tugs. In the 
 vear ^910 there were built and put into service 35 new boats. Modern 
 terminals for the storage of anthracite coal have been constructed on 
 the Delaware River front, Philadelphia. 
 
 81 
 
Peinisyl-c'aJiia and Its Manifold Activities 
 
 Calculatidiis hascd updn the cost of transi)orting coal from the com- 
 pan}''s mines show that tlhs narrow gauge, freshet-menaced canal may 
 still be profitably operated. And it has been more than once a thorn in the 
 side of that triumphant foe of the early canals — the railroad. When, 
 some time since, it made a favorable rate on sugar into Easton, that rate 
 was met so that the sugar would move by rail. Notwithstanding such 
 difficulties, it has, in recent years, slowly but surely increased its tonnage. 
 
 The Ninety-first Annual Report of the Board of Managers for the 
 fiscal year ending December 31, 191 1, makes the following showing for 
 the canal : "ilie Delaware Division Canal was opened for navigation on 
 March 8, 191 1, and the Lehigh Canal, March 29, 1911. Both canals 
 were closed November 30, 191 1. Heavy rains and consequent freshets 
 during June and August last caused a complete suspension of boating on 
 the Lehigh Canal for nearly a month. Notwithstanding this loss of time, 
 there were moved during tlie season of 1911 a total of 361,070 tons, of 
 which 319,989 tons were anthracite coal. Tlie total tonnage during the 
 
 1910 season was 364,971 tons, of which 323,808 tons were anthracite coal. 
 "The operating results for both canals for the year 191 1 show a 
 
 satisfactory comparison with that of the year 1910. The net revenue in 
 
 191 1 was $32,897.98, compared with $22,264.26 in 1910, an increase of 
 $10,633.72." 
 
 82 
 
The Pennsylvania Railroad 
 
 THERE was a day when a statue perhaps a hundred feet in 
 height, which bestrode a harbor entrance, was classed as one of 
 the seven wonders of the world. What — as compared to this— 
 of the driving of tubes of steel beneath the waters of a modern harbor, 
 tubes through which move the world's finest trains? A wonder greater 
 than any of the seven has been raised by Pennsylvania enterprise. Austin 
 Corbin dreamed of tunnels underneath the waters of New York harbor. 
 x\lexander Johnston Cassatt, backed by the millions of the Pennsylvania 
 Railroad and with a courage that marked him as the first of American 
 railway presidents, made that dream a reality. 
 
 The act incorporating the Pennsylvania Railroad was passed by the 
 Legislature in 1846. From its beginning, the company has kept steadily to 
 the front in the march of American railroad improvement. It was the first 
 to use steel rails in 1863, to use Bessemer steel rails in 1865, to use the 
 air-brake in 1866, the track tank in 1872, and the signal block system in 
 1873. Its history from the beginning has been one of constant achieve- 
 ment, crowned bv the opening of its tunnels and its terminals in the city 
 of New York. 
 
 The Pennsylvania has been termed the greatest single factor in 
 American transportation affairs. Nearly every important eastern gateway 
 into or out of a territory of large tonnage supply will be found guarded 
 by a Pennsylvania Railroad line. The system east of Pittsburgh may well 
 be likened to a river into which flow numerous streams of traffic swelling 
 the main artery to Amazon size from Harrisburg to New York. There 
 are dozens of these feeders, each with its own arms, reaching out to tap 
 rich sources of raw material or their product. They radiate through the 
 territory south and immediately east of Pittsburgh ; they form a network 
 of tracks north of the main line between Johnstown and Altoona, and send 
 in a flood of traffic from the south at Harrisburg and at Philadelphia. 
 This takes no account of the lines reaching up to the lakes and occupying 
 a resourceful region in northwest Pennsylvania. Neither does it include 
 the occupation of Long Island by the Pennsylvania and the gradual spread 
 of Pennsylvania influence into New England. 
 
 83 
 
Pcinisyl-c'aiiia and Its Manifold .Activities 
 
 Taking a Pennsylvania carload to average 30 tons, it would require 
 4,300,000 cars to move at one time the 1910 business, or twice as many 
 freight cars as jthere are in existence in the United States. 
 
 Once in every ten years the Pennsylvania Railroad doubles its ton- 
 nage and adds from 40 to 50 per cent, to its capacity. The Pennsylvania 
 Company, all of whose $80,000,000 of stock is owned by the Pennsylvania 
 Railroad Company, operates a great railroad system west of Pittsburgh. 
 
 Controlling less than 5 per cent, of the railroad mileage of the 
 United States, the I'ennsylvania moved, in 1910, 27^/^ per cent, of all of 
 the revenue freight and earned 13^ per cent, of all gross revenues. It 
 owned 12 per cent, of all steam locomotives, not quite 12 per cent, of 
 all freight cars, and 13 per cent, of all passenger cars. 
 
 Although embracing over 11,000 miles of line, the Pennsylvania is 
 operated through three score or more divisions, covering nearly 140 
 separate corporations that go to make up the Pennsylvania Railroad 
 Company. Many of these divisions turn into the treasury monthly 
 revenues that will equal a whole year's income on dozens of American 
 railroads. Train movements are so frequent and the volume of traffic so 
 enormous that the area of individual supervision is limited, in main- 
 tenance of way work for example, to twenty-five miles, whereas the same 
 inspection responsibility on a western or southern road would cover 
 several hundred miles. To show the immense earning capacity of the 
 three grand divisions of the Pennsylvania, their receipts for 1910 are 
 contrasted with those of several important American railroad systems, 
 as follows : 
 
 Mileage Gross Earnings 
 
 Pennsylvania Railroad (East Pennsylvania Division) . . 1,340 $59,184,146 
 
 Illinois Central 4,451 $57,884,721 
 
 Southern Railway ".650 57,294,508 
 
 Louisville and Nashville 4,554 52,433,382 
 
 Missouri Pacific 6,775 53,019,137 
 
 New York, New Haven and Hartford 2,042 60.693,638 
 
 Erie 2,227 51,830,720 
 
 St. Louis and San Francisco 5,182 41,165,938 
 
 The New York tunnel project was an enterprise without precedent 
 in the history of transportation. The river tunnels which lead to the 
 new station on Manhattan are, all told, 6.8 miles long, and the land tunnels 
 have the same length. 
 
 From the Bergen Hill portal in New Jersey to the Long Island 
 entrance of the tminels it is 5.3 miles. It is 8.6 miles from Harrison, 
 
 84 
 
The PcnusyJviUiia Railroad 
 
 N. J., to the station in New York, while from the latter i)oint to Jamaica 
 the distance is 11.85 miles. 
 
 The maximum capacity in trains per hour is 1 14. In the construction 
 of the tunnels, strength, safety and permanency were considered rather 
 than money cost. The tunnels or tubes consist of a series of iron 
 rings, and the installation of every ring meant an advance of 2y2 
 
 AMI TKAIX, 
 
 'PENNSYLVANIA SPECIAL," NEW YORK TO CHICAGO IN l8 HOUR 
 
 feet. Eleven segments and a key-piece at the top complete the circum- 
 ference, and an entire ring weighs about fifteen tons. The cast-iron 
 plates, or sections of the ring, have flanges at right angles to the surface, 
 and it is through these that the successive rings are held together with 
 bolts. The record progress in one day of eight hours was five of these 
 rings, or 125^ feet. Hydraulic rams, placed against the flanges every 
 few inches around the tube, were used to push forward the 194-ton 
 shields with which the tunnels were bored. After the tubes had been 
 run from end to end they were lined with 22 inches of concrete. 
 
 The shields in the north tube under the Hudson River met on Sep- 
 tember 17, 1906. The accuracy of the calculations is shown by the fact 
 that though each had traveled 3000 feet through a river bed, the meeting 
 
 85 
 
Peniisylz'aiiia and Its Manifold .Ictivitics 
 
 was perfect. The shields in tlie iowv Hlast River tunnels met as perfectly 
 as those in the Hudson River. The entire work of construction occu- 
 pied nine years of plapning and labor. The motive power used in the 
 tunnels is exclusively electric, and the entire equipment of the trains is of 
 steel. P>v the use of electricity, smoke is eliminated, and a special ven- 
 tilating ])lant keeps the tunnels supplied at all times with an abundance of 
 
 THE PENNSYLVANIA STATION, NEW YORK 
 
 fresh air, although the motion of the passing train is ordinarily sut^cient 
 to give complete ventilation. The extraordinary thickness of the walls of 
 the tubes excludes dampness. 
 
 The New York station, which completes this great terminal improve- 
 ment, is 784 feet long and 430 feet wide. The length of the twenty-one 
 standing tracks at the station is 21,500 feet. 
 
 The total cost of the tunnel extension to December 31, 1910, as 
 given in the report for 1910, including real estate not permanently required 
 for its use, and conservatively estimated to be worth between seven and 
 eight millions of dollars, and not yet disposed of, was $112,965,415.52. 
 
 Apart from its activities along strict railroad lines, the Pennsylvania 
 has shown a progressiveness that well entitles it to its name as the leader 
 among American railroads. In its forestry operations, for instance, the 
 
 86 
 
The Pciinsylz'aiiia Railroad 
 
 management has been in line with the conservation policies of the States 
 and the Nation. During the year 19 lo, 650 acres of idle land were set out 
 in hardwood and evergreen seedling trees supplied by the company's 
 
 LOCOMOTIVE I.AXCASTKk AMI TRAIN 
 
 PENNSYLVANI\ R\IIM)\Ii eOMP\N\ 4000-H0RSFP0\\ h R EIKTRK UKOMOTUE 
 
 FOR NEW YORK TERMINAL. BUILT BY THE WESTINGHOUSE ELECTRIC 
 
 AND MANUFACTURING COMPANY 
 
 nursery at JMorrisville, Pa. Thirty-two and one-half acres of land are 
 devoted to nursery purposes, which afford a capacity of 1,000,000 trees a 
 year. The total output of the company's nursery during the year 1910 
 was 766,924 trees. The stock on hand at the nursery at the close of the 
 year was nearly 1,500,000 forest trees, varying in age from eight months 
 
 87 
 
Pemisylvaiiia a)td Its Manifold .Ictic'ities 
 
 to four years, and 137,200 ornamental plants. Indicative of the scope of 
 these forestry operations — the largest ever undertaken by any corporation 
 — is the following table showing planting done in the last ten years: 
 
 [NTERIOR OF HUDSON RIVER TUXXEI.I 
 
 ;.\XSV[.V.\.\IA 
 
 Years Number of Trees Planted 
 
 190^ 13-610 
 
 1903 43,364 
 
 1904 223,656 
 
 1905 597,165 
 
 1906 801,625 
 
 1907 448,226 
 
 1908 300,530 
 
 1909 1,054,010 
 
 I9IO 617,338 
 
 I9II 515,703 
 
 Total 4,615,227 
 
 With a view to beautifying the lawns around the stations and unoccu- 
 pied places along the roadway, much attention has been paid to the 
 growing of ornamental plants and trees at the company's nursery. To 
 save much of the time required to grow these from seed, there were 
 imported from France during the year 1910, 41,699 deciduous ornamental 
 
 88 
 
The f'ciuisyliviiia Railroad 
 
 plants, 5480 coniferous ornamental trees, and 107,935 coniferous forest 
 seedlings. In addition to growing ornamental shrubbery and trees for its 
 future requirements of ties and lumber, the Pennsylvania Railroad Com- 
 
 ^Niiii-* I 
 
 PENNSYLVANIA RAILROAD TUNXKLS UNDER THE HUDSON RIVER, BERGEN HILL 
 PORTALS 
 
 pany has established two large tie and timber-treating plants, both using 
 the pressure treatment, one at Mt. Union and the other at Greenwich 
 Point, Philadelphia. These plants have a combined capacity per year of 
 1,500,000 cross-ties or their equivalent. 
 
 Another illustration of the enterprise of the road is its experimental 
 work for the benefit of farmers. The Long Island Railroad has two 
 experimental farms, which have been in operation for about six years. 
 When the Long Island Railroad established its first demonstration farm 
 many scoffed at the idea, and termed those interested in the enterprise 
 "book farmers." They said it was impossible to grow anything on the 
 waste land chosen for the experiment. The scoffing changed to admiration 
 when in two years the Long Island had succeeded in cultivating success- 
 fully 380 dififerent varieties of plants. 
 
 In the fall of 1908 President James ]\IcCrea, of the Pennsylvania 
 
 89 
 
Pciuisxlz'aiiia and Its Manifold .Ictizitics 
 
 Railroad, made a trip of three days over the railroad lines on the Delaware- 
 Maryland-Virginia Peninsula. He saw thousands of acres of this section 
 — a rich agricultural district — idle, with the adjoining farms flourishing, 
 and the jjroducls of the latter in great demand in all of the large markets 
 of the Middle and Eastern States. As a result of his trip a farm of 50 
 acres was purchased at Bacon, Del., on the Delaware Railroad. This was 
 
 FREIGHT HAULING THROUGH THE ALLEGHENIES, PENNSYLVANIA RAILROAD 
 
 waste land covered with thicket, the purpose being to test what could be 
 done with land of this forbidding- character. Remarkable results were 
 obtained with various crops. 
 
 This work is based upon the soundest kind of railroad policy. It 
 is showing what results may be obtained by intensive farming on the old 
 lands along the lines, and in this way is attracting farmers and developing 
 traffic. These secondary branches of activity are but a part of the broad, 
 general policy which has given the Pennsylvania Railroad its high place 
 in the transportation history of the United States. 
 
 The record of transportation lines owned and operated by, and asso- 
 ciated in interest with, the Pennsylvania Railroad shows that out of a 
 total of 11,503.76 miles of lines, the length of lines in the State of Pennsyl- 
 
 90 
 
The Pennsylvania Railroad 
 
 vania is 4134.07. The length of lines in the various States in which the 
 system operates is as follows: 
 
 LENGTH OK LINES— December 31, IVll 
 
 ,., ^ Total Miles East Total Miles West -,-,,»••, 
 
 STATES of Pittsburgh of Pittsburgh ToalM.les 
 
 and Erie and Erie ^" ^'"^^ 
 
 Delaware 275.34 275.34 
 
 District of Columbia 13.02 13.02 
 
 Illinois 642.43 642.43 
 
 Indiana 1,659.92 1,659.92 
 
 Kentucky 4.07 4.07 
 
 Maryland 601.90 601.90 
 
 Michigan 439-99 439-99 
 
 Missouri 30.78 30.78 
 
 New Jersey 780.17 780.17 
 
 New York 822.57 822.57 
 
 Ohio 1,932-56 1,932-56 
 
 Pennsylvania 3,734-20 399.87 4,i34-07 
 
 Virginia 77-87 77-87 
 
 West Virginia 24.47 64.60 89.07 
 
 Total miles 6,329.54 5,1/422 11,503.76 
 
 The length of tracks on the lines east and west of Pittsburgh and Erie, 
 December 31, 191 1, was as follows: First track, east, 6329.54; west, 
 5174.22; total, 11,503.76. Second track, east, 2113.36; west, 1479.67; 
 total, 3593.03. Third track, east, 579.57; west, 218.84; total, 798.41. 
 Fourth track, east, 498.10; west, 120.93 ; total, 619.03. Company's sidings, 
 east, 5090.59; west, 3631.68; total, 8722.27. Total trackage east of Pitts- 
 burgh and Erie, 14,611.16; total trackage west of Pittsburgh and Erie, 
 10,625.34. Grand total of trackage, 25,236.50 miles. 
 
 The expenditures on road and equipment of the Pennsylvania Rail- 
 road Company during the year 191 1 consisted of the following: 
 
 Additional property for enlargement and improvement of the freight 
 station facilities at Norristown, Lancaster, Harrisburg, and Uniontown, 
 and for the abolition of grade crossings. 
 
 Right of way for small branch lines in the bituminous coal regions. 
 
 Awards under right of way condemnation proceedings on the Darby 
 Creek Low Grade Line between Philadelphia and Paoli, and purchase of 
 additional right of way between Colonia and Waverly, N. J., the eastern 
 section of the relief line between Morrisville, Pa., and Newark, N. J. 
 
 Considerable progress was made in the rebuilding of the Cortlandt 
 Street Ferry, New York City, which will probably be completed in 1912. 
 
 The new four-track elevated line and passenger station at Bristol, Pa., 
 were completed and put in service, and all main-line grade crossings in 
 that city eliminated. 
 
 91 
 
Pciiiisylz'a)iia and Its Manifold .Ictivities 
 
 The Newark Rapid Transit Line, which provides a frequent muUii)le 
 unit electric service to and frotn the Hudson Terminal, Cortlandt and 
 Church streets. New York, via Manhattan Transfer Station to Park Place, 
 Newark, N. J., was completed and placed in operation November 26, 191 1. 
 
 The construction of the eastern section of the six-track system 
 between Morrisville, Pa., and Newark, N. J., was undertaken. 
 
 Grade crossings at Coatesville, Christiana. Jeannette. Tratiford, and 
 at Lambert Street, Pittsburgh, were abolished by the construction of 
 undergrade bridges. 
 
 A new freight transfer station was constructed at Harrisburg for 
 the purpose of facilitating the movement of merchandise freight and 
 increasing carloacling. 
 
 Considerable extensions to the various car shops and additions to 
 the tools and machinery w^ere made. 
 
 Improvements at Greensburg, including a new passenger station and 
 the revision of grade and completion of the four-track system, practically 
 completed. 
 
 The change of grade and extension of the track facilities in West 
 Brownsville Yard, to reach the elevation of the new double-track Monon- 
 gahela River bridge at that point, were begun. Contracts have been 
 awarded for the construction of the bridge, to replace the present single- 
 track bridge. 
 
 The Northumberland Classification Yard was completed. 
 
 The construction of a i6-span, double-track steel bridge over the 
 west branch of the Susquehanna River at Montgomery was authorized 
 and begun. 
 
 The aggregate expenditures made by the company for construction 
 and equipment during the year on its owned lines and those of the 
 Harrisburg, Portsmouth, Mt. Joy and Lancaster Railroad Company and 
 United New Jersey Railroad and Canal Company, operated under long- 
 term leases, comprising the main line system between New York and 
 Pittsburgh (including $599,363.01 on account of water supply trust 
 certificates), were $14,319,530.65. 
 
 During the year 1912, in addition to that carried over from last 
 year, work will be started on a new grain elevator, with a capacity of 
 1,000,000 bushels at Girard Point in the Port of Philadelphia, and con- 
 crete bridges will be constructed over the Bush and Gunpowder Rivers, 
 on the Maryland Division, near Baltimore, Md. 
 
 92 
 
Philadelphia and Reading Railway Company 
 
 THE discovery of anthracite in Schuylkill County, Pa., late in the 
 eighteenth century and the subsequent rapid development of a 
 market therefor was the beginning of the present system of 
 railroads which has become popularly known as "The Reading." 
 
 The Schuylkill Canal, which was commenced in 1815 and completed 
 to Mount Carbon in 1825, carried to market an ever-increasing amount 
 of anthracite mined in Schuylkill County in the vicinity of the Schuylkill 
 River. With the discovery of better and more extensive veins at some 
 distance from the canal, it became necessary to devise means for trans- 
 porting the anthracite to the canal. In the few years between 1827 and 
 1833 a number of companies were incorporated to build railroads from 
 the canal to the mines, among them being the Mount Carbon Railroad 
 Company, the Little Schuylkill Navigation, Railroad and Coal Company, 
 the Schuylkill Valley Navigation and Railroad Company, the Mount 
 Carbon and Port Carbon Railroad Company, the Mill Creek and Mine 
 Hill Navigation and Railroad Company, and the Mine Hill and Schuylkill 
 Haven Railroad Company. 
 
 The Little Schuylkill Navigation, Railroad and Coal Company was 
 chartered not only to build a railroad from the mines near Tamaqua 
 down to the canal at Port Clinton, but was also empowered to continue 
 its line to the Borough of Reading. A number of the gentlemen inter- 
 ested in the construction of the Little Schuylkill Navigation, Railroad 
 and Coal Company conceived the idea of building a railroad from Phila- 
 delphia to Reading, to connect there with the Little Schuylkill Railroad, 
 in order that anthracite and other products could be transported during 
 the winter season when the canal was closed to traffic. Accordingly, a 
 bill was presented to the Legislature of Pennsylvania during the session 
 of 1833 by Elijah F. Pennypacker, representative from Chester County, 
 incorporating The Philadelphia and Reading Railroad Company, which 
 was authorized to build a railroad from Port Richmond, on the Delaware 
 River, north of the city of Philadelphia, to a connection with the Little 
 Schuylkill Railroad in the Borough of Reading. The act of incorporation 
 was approved by Governor George Wolf on April 4. 1833. 
 
 93 
 
Pennsyh'ania and Its Manifold Activities 
 
 The stockholders of The I'hiladelpliia and Reading Railroad Com- 
 pany assembled i m November 22, 1834, and elected Elihu Chauncey as 
 its first president. The Little Schuylkill Navigation, Railroad and Coal 
 Company, being unable to provide the necessary funds to construct its 
 railroad between Port Clinton and Reading, by an act of the Legislature 
 approved ^larch 31, 1837, The Philadelphia and Reading Railroad Com- 
 
 PHILADELPHIA AND READING RAILWAY COMPANY S TERMINAL, PORT RICHMOND, 
 PHILADELPHIA 
 
 pany was given the right to extend its railroad from Reading to Mount 
 Carbon, using the route between Reading and Port Clinton previously 
 granted to the Little Schuylkill Railroad Company, which had consented 
 to the relinquishment of its right thereto. 
 
 The Philadelphia and Reading Railroad was opened to regular 
 passenger service between Reading and Pottstown on Tuesday, May i, 
 1838; between Pottstown and Norristown (Bridgeport) on July 16, 1838; 
 between Norristown and Philadelphia on December 9, 1839, and between 
 Mount Carbon and Reading on January 13, 1842. The railroad was then 
 95 miles in length. 
 
 William F. Emlen was elected president of The Philadelphia and 
 Reading Railroad Company on January 10, 1842, to succeed Elihu 
 Chauncey, who declined a re-election. Mr. Emlen served only until 
 January 9, 1843, when he was succeeded by John Cryder. During Mr. 
 Cryder's administration the railroad was double-tracked between Phila- 
 delphia and Mount Carbon. Mr. Cryder was succeeded as president by 
 John Tucker, who directed the affairs of the company until November 5, 
 1856, when Robert D. Cullen, who represented the foreign stockholders, 
 was sent from London to succeed him. On Tanuary i. i8si. The Phila- 
 
 94 
 
Philadelphia and Reading Railzuay Company 
 
 (lelpliia ami Reading Railroad Ci)nipaiiy purchased from the Canal Com- 
 missioners of Pennsylvania that portion of the old Philadelphia and 
 Columbia Railroad, about three miles in length, extending between Bel- 
 mont and Broad and Vine streets, Philadelphia, including the Columbia 
 Bridge over the Schuylkill River. During Mr. Tucker's term of office, 
 or in the year 1853, The Philadelphia and Reading Railroad Company also 
 
 44-^^ 
 
 
 1 
 
 'l^^^i--. " 
 
 ^mm^mJSi 
 
 ^r*' 
 
 1^^^^^ 
 
 
 ^^- 
 
 0f^-J'^M^i 
 
 JSHV^. ii 
 
 EXPORT PIER G, PORT RICHMOND, PHILADELPHIA, PHILADELPHIA AND READING 
 RAILWAY 
 
 accjuired the Lebanon X'alley Railroad, extending from Reading to Plarris- 
 burg, which was then under construction. 
 
 In the }ear 1859 The Philadelphia and Reading Railroad Company 
 began to expand its system by acquiring, either by purchase or through 
 lease, the Philadelphia and Chester Valley Railroad, the Mount Carbon 
 and Port Carbon Railroad, the Schuylkill and Susquehanna Railroad, and 
 the Allentown Railroad. 
 
 Robert D. Cullen retired as president of The Philadelphia and 
 Reading Railroad Company on January 9, i860, and was succeeded by 
 Asa Whitney, a Philadelphia manufacturer. Mr. Whitney resigned from 
 office on July 15, 1861. and Charles E. Smith, an iron manufacturer, suc- 
 
 95 
 
Pciuisxli'uniii and Its Manifold .Ictiz'itics 
 
 96 
 
Pli Had dp Ilia and Rcadiiu] RaUwa\ Company 
 
 ceeded him. During Mr. Smith's administration the Rcachng system was 
 further extended by the leasing of the Mill Creek and Mine llill Xavi- 
 gation and Railroad, the Mahanoy and Broad Mountain Railroad, the 
 Mine Hill and Schuylkill Haven Railroad, the East Malianoy Railroad, 
 East Pennsylvania Railroad, and the Little Schuylkill Navigation and 
 Railroad, together with the purchase of a controlling interest in the Union 
 Railroad, the Swatara Railroad, the Good Spring Railroad, the Lorberry 
 Creek Railroad, the West Reading Railroad, the Port Kennedy Railroad, 
 the Reading and Columbia Railroad, and the Locust Gap Railroad, most 
 of which railroads were located in the anthracite region of Pennsylvania. 
 
 Charles E. Smith, whose administration covered practically the entire 
 civil-war period, retired on April 28, 1869, on account of ill health, and 
 was succeeded by his nominee, Franklin B. Gowen. During Mr. Smith's 
 administration the stock of The Philadelphia and Reading Railroad Com- 
 pany sold in Philadelphia on April 7, 1864, at the highest price it ever 
 reached — namely, $82^^ per share. 
 
 With the advent of Mr. Gowen came a period of greater expansion 
 for the company. In order tO' secure and hold the anthracite tonnage, 
 upon which the life of The Philadelphia and Reading Railroad Company 
 at that time depended, Mr. Gowen conceived the idea of acquiring sufficient 
 of the anthracite lands to accomplish this purpose. This step was neces- 
 sary, for the railroad companies having their outlets at New York tide- 
 water were fast encroaching upon the territory served by The Phila- 
 delphia and Reading Railroad. These companies had already absorbed 
 practically all the available anthracite fields in the Lehigh and Wyoming 
 regions, and were endeavoring to establish themselves in the Schuylkill 
 region. Li order to carry out his plans Mr. Gowen succeeded in having 
 the Laurel Run Improvement Company incorporated on May 18, 1871, 
 to purchase and hold the coal lands as they were acquired from time to 
 time. The name of that company was changed on December 12, 1871, 
 to The Philadelphia and Reading Coal and Iron Company. In 1912 The 
 Philadelphia and Reading Coal and Iron Company owned a total of 
 171,386 acres of land in the Schuylkill anthracite region, of which 97,642 
 acres were known to be underlaid with anthracite coal. It was at first 
 intended that the coal in the lands owned by The Philadelphia and Reading 
 Coal and Iron Company should be worked by individuals, but this arrange- 
 ment proved so unsatisfactory to all concerned that the coal and iron com- 
 pany was finally forced to operate the properties itself. 
 
 Such a tremendous amount of money had been invested in the pur- 
 
 97 
 
Pennsxlvania and Its Manifold Activities 
 
Philadelphia and Reading Railieax Coiiipanx 
 
 chase of the coal lands, from which no immediate adequate return was 
 received, that The Philadelphia and Reading Railroad Company and The 
 Philadelphia and Reading Coal and Iron Company were forced into a 
 receivership on May 24, 1880. 
 
 At the annual election of The Philadelphia and Reading Railroad 
 Company, held on March 14, 1881, Franklin B. Gowen was defeated for 
 re-election by Frank S. Bond, who was supported by the foreign stock- 
 holders, but at the annual election on January 14, 1882, Mr. Gowen again 
 became president of the company. Mr. Gowen declined a re-election on 
 January 14, 1884, but voted, in favor of his nominee, George de B. Keim, 
 the proxies of the stockholders that controlled the meeting. On January 
 II, 1886, Mr. Gowen again became president of the company, and devoted 
 his time almost entirely to the preparation of a plan of reorganization. 
 He retired on September 22, 1886. 
 
 During Mr. Gowen's administration the Philadelphia, Germantown 
 and Norristown Railroad, the Schuylkill Navigation, the Delaware and 
 Bound Brook Railroad, the Catawissa Railroad, the North Pennsylvania 
 Railroad, and the Atlantic City Railroad were taken into the Reading 
 system, either by lease or through stock ownership. 
 
 Under the receivership begun on May 24, 1880, the property was 
 restored to the company on February 28, 1883. Scarcely had the 
 receivership of 1880 been concluded before a second receivership was 
 begun on June 2, 1884. Under this second receivership the property was 
 restored to the company on January 2, 1888, and the receivers discharged 
 December 14, 1888. 
 
 The policy adopted by Mr. Gowen in his management of The Phila- 
 delphia and Reading Railroad Company had affected its financial situa- 
 tion to such an extent that the credit of the whole system was entirely 
 dependent upon the success or failure of this policy. 
 
 From the viewpoint of the security-holders and stockholders of 
 The Philadelphia and Reading Railroad Company, who were deprived 
 of income and dividends, and wdiose securities sold at very low prices 
 for many years, and who were obliged to pay assessments, the Reading 
 enterprise, as projected by Mr. Gowen, did not succeed ; but, viewed as 
 an enterprise per se, a different conclusion may be reached when it is 
 stated that in all the financial difificulties through which the property 
 passed, embracing several reorganizations, and, finally, foreclosure pro- 
 ceedings which destroyed the original charter of the company, all of the 
 property that ]\Ir. Gowen brought together, including the various leases 
 
 99 
 
Pennsylvania and Its Manifold Activities 
 
 and acquisitions l)y wliich the railroad lines were extended and terminals 
 were obtainc<K and all of the coal lands originally acquired, has been 
 kept intact. 
 
 During the incumbency of both Mr. Bond and Mr. Keim the prop- 
 erty was in the hands of receivers. 
 
 Austin Corbin was elected president of The Pliiladelphia and Reading 
 
 
 wpjpi 
 
 
 BBval^BEHi^HJH 
 
 
 m 
 
 COAL TIPPLE AT HEAD OF SHAFT, ANTHRACITE 
 COAL BREAKER 
 
 Railroad Company on September 22, 1886, but as the property was still 
 in the hands of receivers, his labors consisted mainly in assisting in the 
 work of rehabilitating the finances of the company. Mr. Corbin retired 
 on June 27, 1890, and was succeeded by A. A. McLeod as president. 
 
 Air. McLeod entered upon a policy of expansion of the company 
 into new territory. He obtained leases of the Lehigh Valley Railroad 
 and the Central Railroad of New Jersey, and acquired a controlling 
 interest in the Boston and Maine Railroad and the New York and New 
 England Railroad, but the resources of the Reading system were not 
 
Philadelphia and Read in c; Raikvay Company 
 
 sufficient to finance his plans for the consohdation of the various lines 
 under his control into one vast system. W hile the net earnings of the 
 company after the receivership ended, in 1888, had grown, yet they were 
 not sufficient to enable the company, without danger, to pay the interest 
 upon the preferred income bonds wliich had been issued under the 
 reorganization ; and the attemi)t to pay this interest and the obligations 
 
 ANTHRACITE COAL BRKAKl 
 
 OF CULM, PLYMOUTH, PA. 
 
 assumed under the leases of the Lehigh A'alley Railroad and the Central 
 Railroad of New Jersey so reduced the company's resources that it 
 became necessary on February 20, 1893, to have receivers again appointed. 
 Mr. McLeod was succeeded as president of The Philadelphia and 
 Reading Railroad Company on May i, 1893, by Joseph S. Harris. 
 Mr. Harris was chosen for this position because of his wide experience 
 in the management of railroad and coal properties, and his conservative 
 management of the Reading properties during the many years they were 
 under his charge amply justified the wisdom of his selection. The prop- 
 erty w^as in bad physical condition, the equipment inadequate, and the 
 company bankrupt, and for nearly four years Mr. Harris and his col- 
 leagues toiled to bring the company out of its chaotic condition without 
 
Pciiiisylz-a)iia and Its Manifold Activities 
 
 resorting to a sheriff's sale. Finally, it became apparent that the only 
 hope for the salvation and reconstruction of the property lay in a complete 
 and vigorous reorganization, which included the raising of sufficient new 
 capital by the junior security-holders to pay off the pressing obligations 
 of the company. This could only be accomplished through a sale of the 
 property under foreclosure of the general mortgage. A comprehensive 
 plan of reorganization, dated December 14, 1895, was formulated and 
 carried into effect, and on September 23, 1896, the property of The 
 Philadelphia and Reading Railroad Company was sold by the sheriff. 
 The property was purchased by Messrs. Charles H. Coster and Francis 
 Lynde Stetson, who immediately transferred the railroad to a new com- 
 pany that had been organized for the purpose, called the Philadelphia and 
 Reading Railway Company. All the other property and assets of The 
 Philadelphia and Reading Railroad Company were transferred to Reading 
 Company, a proprietary company, which also became owner of the stock 
 of The Philadelphia and Reading Coal and Iron Company and of the 
 stock of the newly organized Philadelphia and Reading Railway Company. 
 The rehabilitation of the property of the Reading system was begun imme- 
 diately and continued until to-day it is placed among the best-equipped 
 and most carefully managed railroad properties of the country. 
 
 Air. Harris retired from the presidency of the Philadelphia and Read- 
 ing Railway Company on April 3, 1901, to be succeeded by George F. 
 Baer, the present incumbent. 
 
 The following statement well illustrates the tremendous strides that 
 have been taken by the Philadelphia and Reading Railway Company 
 during the period from 1843, the first complete year of operation of the 
 railroad, to June 30, 191 1 : 
 
 Year Gross 1 
 
 Anthracite Merchandise Length of 
 
 Tonnage Tonnage Railroad 
 
 1843 $394,318 218,711 17,534 95 
 
 1850 2,363,958 1,351,507 63,625 95 
 
 i860 3,312,546 1,878,156 423,523 152 
 
 1870 9,571,367 3,311,009. 1,754,943 392 
 
 1880 16,938,885 6,891,341 5,144,044 540 
 
 1890 20,934,487 8,333,218 9,666,827 670 
 
 1900 26,902,987 10,672,556 14,192,019 1,000 
 
 1910 45,428,083 10,929,612 23,260,452 1,022 
 
 1911 45,663,660 11,675405 22,284,179 1,014' 
 
 The Philadelphia and Reading Railway Company had in service on 
 June 30, 191 1, the following equipment: 1026 locomotives, 852 passenger 
 
 ■ In addition to tliis mileage, Reading Company, the proprietary company, 
 
 cnntrolled 1127 additional miles of railroad, thus making the length of railroads in 
 191 1 in the Reading system 2141 miles. 
 
 102 
 
Philadelphia and Reading Raiha'oy Company 
 
 anil baggage coaches. 41. gi-' freight cars, 938 cars in company's service, 
 and a t1eet of 128 vessels. 
 
 Among a number of im])ortant improvements made by the Phila- 
 delphia and Reading Railway Company during the past few years, the 
 elevation of the tracks of the company on Ninth Street and on the Rich- 
 mond branch. Philadelphia, may be considered the most important. Many 
 
 READING IRON WORKS, READIXC. I'\ 
 
 millions of dollars are being spent in this work, and the elevation of the 
 tracks on the Ninth Street section of the work has been completed without 
 interruption to the passage of the nearly four hundred passenger trains 
 and a large number of shifting engines with empty cars or with freight 
 trains, which used that stretch of track daily. 
 
 The Philadelphia and Reading Railway Company operates at Port 
 Richmond. Philadelphia, the most extensive shipping terminal in the 
 world conducted under the ownership of any one railroad or transporta- 
 tion svstem. The shipping terminal covers an area of about 156 acres, 
 and the railroad tracks thereon have a storage capacity for about 4000 
 cars without congesting or interfering in any way with the movement of 
 traffic on the main or working tracks. 
 
 There were shipped from the Port Richmond Coal Piers during the 
 calendar year 191 1, 1,931,190 tons of anthracite coal, 2,448,069 tons of 
 bituminous coal, and 1442 tons of coke. 
 
 103 
 
Pellllsylz^allia and Its Manifold Actiz'itics 
 
 There were handled over Export Piers A, C, and D and l*>eight 
 Piers G, II, and J ihn-int;- the calendar year 1911, 758,089 tons of export 
 package freight and miscellaneous freight, with a total of 2,970,753 tons 
 of merchandise and iron ore handled during that period, inhound and 
 outbound. 
 
 Operating from Port Richmond is a harljor fleet consisting of four 
 
 VIEW OF THE STRIPPING OF AN ANTHRACITE COAL MINE 
 
 Steam tugs and thirty-two car-floats. Each car-float has a capacity for 
 eight 8-wheel cars, with an aggregate freight transfer capacity of 400 
 tons each trip. This fleet is engaged in the movement of freight between 
 the various wharves of the company located on both sides of the Dela- 
 ware River in the Philadelphia harbor. During the year ended Decem- 
 ber 31, 191 1, this fleet transported 98,417 loaded 8-wheel cars having an 
 aggregate tonnage of 2,490,950 tons. 
 
 In addition to this harbor fleet, the Philadelphia and Reading Railway 
 Company, under the trade name of the Philadelphia and Reading Trans- 
 portation Line, operates from Port Richmond eleven sea-going tugs of 
 from 400 to 644 gross registered tons, with 1000 individual horsepower 
 each, together with sixt\-three sea-going schooner barges of the average 
 
 104 
 
PhUadclphia ami Reading Railway Coiiil^aiiy 
 
 carrvini;" caj^acity of 1508 tons each. During- the calendar year 1911 this 
 fleet transported 1,711,886 tons of anthracite and bituminous coal from 
 Port Richmond to ports in New England. One additional tug and ten 
 additional barges are under construction, and will be added to the fleet 
 upon their completion. The fleet will then have a maximum annual 
 carrying capacity of about 2,600,000 tons of coal or other similar cargoes. 
 
 During the year 191 1 the Philadelphia and Reading Railway Company 
 completed the erection at Pier 14, Port Richmond, of an extensive power 
 plant and two modern-type electrically operated ore-unloading- machines. 
 These machines have a combined discharging capacity of from 250 to 
 300 tons per hour, according to the character of the mineral and the con- 
 struction of the vessel from which the ore is being discharged. These 
 were first put in operation on April 7, 191 1. Prior to that time the ore 
 was discharged from the vessels by means of steam-hoisting gear, using 
 ordinary ore-discharging tubs of the capacity of about 2000 pounds each. 
 The grab buckets of the electrically operated machinery have a capacity 
 of about 10,000 pounds each lift. Between January i and December 31, 
 191 1, 894,509 tons of ore were discharged from vessels at the Port Rich- 
 mond ore piers and hauled in cars to various steel manufacturing plants 
 in Pennsylvania. 
 
 There is also located at Port Richmond a grain elevator having a 
 capacity of 1,500,000 bushels. This elevator is equipped with all modern 
 appliances and facilities for cleaning, drying, and improving the condition 
 of the grain stored therein. It is equipped with a marine leg, having a 
 capacity of 25,000 bushels per day for discharge of vessels alongside the 
 elevator. There are twenty-four individual elevators operated within 
 the main elevator structure, and thirty-six scales, so as to provide maxi- 
 mum handling of all kinds and grades of grain received. Two hundred 
 cars of grain can be unloaded and stored in each day of ten hours, and 
 600,000 bushels may be loaded into cars or vessels in the same period of 
 time. By means of a Hess grain dryer attached to the main elevator 
 building, 20,000 bushels of grain can be thoroughly and efficiently dried 
 in a day of ten hours. Ample facilities are also provided for mixing 
 and transferring the grain. The mixing is done to give the grain a better 
 grade, thereby increasing its commercial value, while the transferring is 
 done to keep the grain in proper condition and to deliver to the various 
 bins or hatches of a vessel taking on cargoes of grain at the elevator. 
 Eight million, thirty thousand and forty-two bushels of grain were deliv- 
 ered to the elevator in the calendar year 191 1 for storage. 
 
 105 
 
Poinsylvania and Its Manifold Activities 
 
 In addition to the storage capacity for cars on the yard tracks at 
 the Port Richmond terminal there is also a coal-storage plant located at 
 tliat point, with a storage capacity of 200,000 tons, and with suitable 
 machinery for handling the same. In addition to the coal-storage plant 
 at Port Richmond. The Philadelphia and Reading Coal and Iron Com- 
 pany has similar plants at several other points, among them being one 
 near Bridgeport, Pa., with a capacity of 480,000 tons; one at Schuylkill 
 Haven, Pa., 325,000 tons ; one near Mahanoy City, Pa., 200,000 tons ; 
 Superior, Wis., 400,000 tons; New Bedford, Mass., 120,000 tons ; Chicago, 
 111., 160,000 tons; Milwaukee, Wis., 170,000 tons. 
 
 During Mr. Baer's administration the Reading system has become 
 so prosperous that dividends are being regularly paid, although the stock- 
 holders had to wait for more than a quarter of a century for this condi- 
 tion to l)e realized. Great prosperity has come to the Reading system 
 though the general increase of wealth and industrial activity of the 
 country ; new equipment of a value and capacity previously unheard of 
 in the Reading service has been added to the line ; new avenues for 
 business have been opened and new connections made that in the olden 
 days of the company had never been dreamed of. This great prosperity of 
 the Reading system is not due solely to the business conditions of the 
 country at large or to natural increase in the business of the company, 
 but in a great measure is due to the master mind of its president, who 
 has displayed such great constructive ability, wisdom, and forethought in 
 the management of the property that the failures of the past have become 
 the successes of the present. 
 
 106 
 
Other Railroad Lines 
 
 IN ADDITION to the thousands of miles of track of its two greatest 
 railroad systems, virtually all of the systems whose main interests 
 are in adjacent States reach out into Pennsylvania's territory for 
 tonnage. In the northeastern part of the State is a network of tracks 
 by which the anthracite roads tap their mines. In the western part of 
 the State are numerous lines, a large part of whose tonnage is the iron 
 ore that comes down the Great Lakes intended for Pittsburgh. But 
 every part of the State has ample rail transportation facilities, and every 
 part produces extensive tonnage. 
 
 The Lehigh Valley Railroad 
 
 The Lehigh Valley Railroad is one of the most important of the 
 anthracite roads of the State. Extending from the harbor of New York 
 on the east, it enters Pennsylvania's territory at Easton, extends north- 
 westerly to the State line, and continues on to Bufifalo. Its many feeders 
 reach out in both directions from the main trunk to take the product of 
 the anthracite mines. Touching the Philadelphia and Reading at Bethle- 
 hem, it affords to the city of Philadelphia a through line to the Great 
 Lakes. 
 
 The Lehigh Valley was chartered April 21, 1846, under the laws of 
 Pennsylvania, as the Delaware, Lehigh, Schuylkill and Susquehanna 
 Railroad Company. Its present title was taken in 1853. In 1864 it 
 absorbed the Beaver Aleadow Railroad, the Penn Haven and White 
 Haven Railroad, in 1866 the Lehigh and Mahanoy Railroad, in 1868 the 
 Hazleton Railroad and the Lehigh, Luzerne Railroad. It controls the 
 Lehigh Valley Railroad Company of New Jersey, the Eastern and 
 Northern Railroad, the Schuylkill and Lehigh Valley Railroad, the Dela- 
 ware, Susquehanna and Schuylkill Railroad, the Pennsylvania and New 
 York Canal and Railroad, and several other minor companies through 
 ownership of their capital stocks, and has control of still other properties 
 by lease. An important part of its controlled property is the Lehigh 
 X'alley Coal Company, and it has also the Morris Canal and Banking 
 Company. In 1892 the Lehigh \'alley property was leased to the Phila- 
 
 107 
 
Pciuisyizaiiia and Its Manifold Activities 
 
 io8 
 
Other Railroad Lines 
 
 delpliia and Reading Railroad Company, but on August 8, 1893, this lease 
 was abrogated and the property reverted to the Lehigh. 
 
 The mileage of the system, including owned lines or lines ccjulrolled 
 by ownership of entire capital stock, is 1242 miles. Its main line from 
 Phillipsburg, N. J., to Wilkes-Barre, Pa., is 99 miles, and the distance 
 from Wilkes-Barre to the State line is 96 miles, so that in traversing 
 the northeastern section of the State the main stem of the railroad covers 
 a distance of 195 miles. The distance covered between Pennsylvania 
 .State line and Buffalo, which carries the system to the traffic of the 
 Great Lakes, is 175 miles. 
 
 The total amount of rolling stock owned by the company, 19TO, was 
 45.317, of which 874 were locomotives. The freight cars numbered 44,158, 
 by which it will be seen how small is the ratio of passenger business to 
 the profitable freight traffic of the road. The total receipts, 1910, were 
 $36,167,398, and the net income $15,600,886, which was the largest in the 
 history of the property. The following statement shows at a glance the 
 mileage, equipment and general balances of the Lehigh \ alley Railroad 
 Company for the three years ending 1910: 
 
 1908 1909 1910 
 
 Miles of road operated 1.445 i,44i i,433 
 
 Miles of track 3,228 3,241 3,261 
 
 Miles of steel rail 3,228 3,241 3,261 
 
 Locomotives 885 873 874 
 
 Cars 44,221 43,734 45,317 
 
 Capital stock $40,441,100 $40,441,100 $40,441,100 
 
 Total assets $158,010,851 $157,714,594 $160,928,250 
 
 Through its ownership of the entire capital stock of the Lehigh 
 V^alley Coal Company and other minor interests, the Lehigh Valley is 
 the owner of valuable coal properties in the anthracite region, none of 
 which, however, are directly operated by the railroad. Its profits derived 
 from this ownership are through dividends paid by the respective coal 
 companies. The company owns bonds, certificates of indebtedness, and 
 stocks in railroad, coal, transportation, grain elevator, and miscellaneous 
 companies of a total par value of $74,832,422. 
 
 Delaware, Lackawaxxa and Western 
 
 Ranking next in importance in so far as interests within the State 
 of Pennsylvania are concerned is the Delaware, Lackawanna and Western, 
 which also cuts diagonally across the northeastern section, touching the 
 anthracite territorv. It owns the extensive anthracite coal lands in Lacka- 
 
 109 
 
Ponisylz'aiiia and Its Manifold Acth'itics 
 
 wanna and Luzerne eounties. By its charter, granted in 1849 under the 
 laws of Pennsylvania, it is specially empowered to own coal lands, to 
 mine. i)urchasc, transport, and engage in the merchandising of coal. A 
 decision rendered by the United States Supreme Court, making it unlawful 
 for railroad companies to transport in interstate commerce coal owned by 
 themselves, the sales division of the coal department was discontinued in 
 1909, and there was organized under the laws of New Jersey a coal-selling 
 company, known as the Delaware, Lackawanna and Western Coal Com- 
 pany. Under a contract made with this new company the railroad agreed 
 to sell its coal on board cars at the mines on the same basis as generally 
 prevails in the anthracite region, and also to sell and turn over all stocks 
 of coal along its lines and on western docks, and to lease its trestles to 
 the coal company. 
 
 From the T'eimsylvania State line at the north, the Delaware, Lacka- 
 wanna and Western reaches out to the trade of the Great Lakes. Its 
 total length of all lines owned, leased, or controlled December 31, 19 10, 
 was 956 miles, and of this the mileage in Pennsylvania was 245. The 
 Pennsylvania part of the system includes the main line for a distance of 
 113 miles; Bangor and Portland branch, 38 miles; Hanover and Newport 
 branch, 7 miles ; Bloomsburg branch, 80 miles, and New York, Lacka- 
 wanna and Western, of Pennsylvania, 6 miles. The rolling stock includes 
 770 locomotives, 862 passenger train cars, and 29,408 freight and service 
 cars. The total gross earnings for the year 19 10 were $36,052,932. The 
 operations of the coal department showed sales of 9,916,837 tons, the 
 receipts being $21,677,825. The total assets were $81,785,733. 
 
 Delaware and Hudson Companv 
 
 The Delaware and Hudson extends in Pennsylvania from Plymouth 
 northward to the State line. It was originally chartered in 1823 by the 
 New York Legislature to construct a canal from the coal fields of Penn- 
 sylvania to the Hudson River at Rondout. The canal under this charter 
 was completed in 1828, and in the following year a gravity railroad was 
 built. The present name was taken in 1829, under act of the Legis- 
 lature, the company being authorized at the same time to sell the canal. 
 This sale of. the canal was efifected in 1889, and later the gravity railroad 
 was broadened to a standard gauge steam railroad and opened for passen- 
 ger and freight business in 1900. On June i, 1909, a contract was made 
 with the Hudson Coal Company, under which the coal produced from the 
 
Other Railroad Lines 
 
 mines belonging to the Delaware and ITndson Comjiany is pnrcliased at 
 the mines. 
 
 The rolling stock of the company includes 447 locomotives, 475 
 passenger cars, and 20,857 freight cars. Earnings for the year 1910 
 amounted to $20,431,800, and the total net earnings of the railroad and 
 coal departments were $8,592,175. 
 
 Erie Railroad 
 The interests of the Erie Railroad in Pennsylvania are also extensive. 
 ( )n June 10, 1901, the company purchased the entire capital stock. of the 
 Pennsylvania Coal Company, and the Erie and Wyoming Valley Railroad 
 Company. It is thus to-day one of the important anthracite railroads of 
 Pennsylvania. 
 
 Baltimore and Ohio Railroad 
 
 The Baltimore and Ohio Railroad cuts through the southwestern 
 corner of the State, connecting the Lakes with Baltimore, Md., through 
 Pittsburgh. Its numerous branch lines are an important part of the 
 transportation facilities of this part of the State. 
 
 The Baltimore and Ohio line, connecting Washington, Baltimore, 
 and Philadelphia, affonls to the Philadelphia and Reading an outlet to 
 the two former cities, while it affords to the Baltimore and Ohio access, 
 over the Reading line, to New York. 
 
 The Ore Roads 
 
 Several lines transport the ore of the Lake Superior ranges from the 
 Great Lakes to the Pittsburgh district. The Pittsburgh and Lake Erie, a 
 controlled line of the New York Central system, extends from Pittsburgh 
 to Youngstown, Ohio, where it has a New York Central connection to 
 Ashtabula. This road is operated as an independent system. 
 
 The Bessemer and Lake Erie Railroad is the United States Steel 
 connection with the lakes. The line, which extends from Kremis to 
 Osgood, Pa., and which was chartered January i, 1901, took a 999-year 
 lease of the Pittsburgh, Bessemer and Lake Erie Railroad. The Carnegie 
 Steel Company, an underlying company of the United States Steel Cor- 
 poration, owns its entire capital stock. The company has 137 locomotives, 
 45 passenger cars, and 9932 freight cars. Its freight earnings in 1910 
 were $7,459,482. This road carries the ore of the United States Steel 
 from Conneaut to the Carnegie works at Pittsburgh. 
 
Pciiiisyl-raiiia and Its Manifold .Ictiiitics 
 
 The Cleveland and I'ittsburgh Railroad is operated under lease by 
 the Pennsylvania Company. Its main line is from Rochester, Pa., to 
 Cleveland. Ohio, a distance of 123 miles, and it has trackage rights over 
 the Pittshurgh. l-Ort Wayne and Chicago Railway, another leased line 
 of the Pennsylvania Company, from Rochester to Pittsburgh, a distance 
 of 25 miles. 
 
 Pittsburgh also has connection with Buffalo by lines controlled by 
 the Pennsylvania, and with Ashtabula over Baltimore and Ohio lines. 
 
 The P.uffalo. Rochester and Pittsburgh extends direct south from 
 Buffalo to Du Bois, Pa., where it reaches out to the eastward to Clearfield 
 and Williamsport, and to the westward to Pittsburgh and the great 
 tonnage-producing district of New Castle. 
 
The Intracoastal Canal Chain 
 
 IT IS less than five years since public attention was attracted to the 
 feasibility and necessity of a free intracoastal waterway, to extend 
 from New England on the north to the Carolinas on the south. 
 Yet so powerfully has the pul^lic view lieen focused u])on this important 
 question in these few years, that already recommendations looking toward 
 a continuous chain of inland waterways have been made to Congress 
 by the United States Corps of Engineers. 
 
 Congestion of freights in the States touching the Atlantic seaboard 
 first suggested the necessity of a barge route, to relieve the railroads of 
 the heavier classes of commodities. The tremendously expanding indus- 
 trial activity of this seaboard tier of States had at times overtaxed the 
 carrying capacity of the railroads. A second reason for the improve- 
 ment lay in the peculiarly dangerous character of certain parts of the 
 Atlantic Coast, notably Cape Hatteras. A third arose from the exist- 
 ence, over a large part of the proposed route, of canals of restricted 
 dimensions, capable of passing small barge traffic. 
 
 Yet, notwithstanding the fact of this almost continuous inside route, 
 needing only improvement to be available for barges of sufficient size 
 to carry traffic economically, this great opportunity for the expansion 
 of commerce throughout the seaboard States remained neglected until 
 1907. In that year the Atlantic Deeper Waterways Association was 
 organized in Philadelphia, with the purpose of arousing the cities and 
 States of the East, and the nation at large, to the urgent necessity of the 
 development of a canal chain. Congressman J. Hampton Moore was the 
 active, vitalizing force in the new movement. 
 
 The conference which resulted in the formation of the association 
 began its sessions in Philadelphia, November 19, 1907. Mr. Moore was 
 elected president of the association, and is still its active directing head. 
 Four conferences have since been held at Baltimore, Norfolk, Provi- 
 dence, and Richmond, with the result that public interest has steadily 
 increased and that the insistence on an actual beginning of operations 
 has become steadily greater. 
 
 Prior to the inception of this movement, which is the more impor- 
 
 113 
 
Pciiiisvlvaiiia and Its Manifold Acthitics 
 
 
 J^ 1 
 
 ^---^-^ / ^' 
 
 ^^^ /]_ .f 
 
 
 ^ '\L \ /^ 7} " )=^ ^ 
 
 A V2, oil / \\ -' r^^- \ sJ 
 
 1 ^^\^ r vf >; - 1 ' 1 mf. 
 
 y / ^ ^^^ ( : '■ ^ z^- 
 
 / / ''^^ J" )) ' ^ '^ ^ ^* ' 
 
 
 * T / 
 
 / y \ /' J ^ j\ u 
 
 \ f 
 
 
 
 \ / ^__^,/ ■i- J 1 " 
 
 V y 
 
 \ r^ '^-"^^ ■"'"^w— -=-^0*^='-^ I 
 
 t_— — ' p-* 
 
 II y^'^^'/ '*' 1 Las 
 
 B05T0.1,Z-^^ 
 
 ^i/'^'^^V^ ' ' " ^ j ,'-- 
 
 
 __/-V ^^ \ J^oN.r. 
 
 "^ ' -^ ^ \, ^''.r'^^^i^^^ ° 
 
 1 a:: ^°'^'^jJ^^^^ 
 
 1 P K N N S V I. V A N . W .^ J!^r>^ 
 
 j'^^ / V. * JrZ 
 
 H 1 /I 7 \ ^feftREt/TON 
 
 / 1 1 p7^ADCLPWAJ^ ji 
 
 y ' — Ti";v~A^^^"7~'^^f ^^y 
 
 X^ •<> ^ ^ '^ yXT'"'''^M'^W<f)e 
 
 
 C ^^Viv 
 
 
 \ '^ <^ V 1 R I N fsj^l ff 
 
 A^ ^> "'^"^^^'"U^X^^ ATLANTIC 
 
 / \^\- '-'^^i^i^ 
 
 ^.o«rc.. 
 
 -^— .^ _ - -a. 
 
 -^ D J^ INTRA-COASTAL 
 
 — ^ " ° '- 1 .^s^\ 
 
 
 -—---. ^^M^' WATERWAY 
 
 
 "^ ^' ^ ^TcloBT 
 
 N. SOUTH <^ y^^'*^ 
 
 \ \ / BOSTON-BEAUFORT 
 
 V C A R I. , N A V J SECTION 
 
 1^ J^ UNITED STATES ENGINEER CORPS SURVEY 
 
 _^^ SCALE OF MILES 
 
 Jl SO 50 100 2 00 
 
 
 
 114 
 
The Iiitracoastal Canal Chain 
 
 tant because it marks the beginning of an epocli. etiforts soniewliat spas- 
 modic in their nature had been made to arouse public sentiment to the 
 importance of modern canalization. Philadelphia, in the nineties, took up 
 the question of the decarlence of the Delaware and Raritan Canal, which 
 is the link of the existing chain that extends across the State of New 
 Jersey, from New Brunswick to Bordentown. Private capital had turned 
 its attention seriously to the cutting of an inside waterway across Cape 
 Cod. 
 
 Efforts had, from time to time, been made to obtain Government 
 action looking toward the acquirement and deepening of the Chesapeake 
 and Delaware Canal, which, both geographically and tactically, is regarded 
 as the pivot of the proposed waterways chain. The construction of this 
 canal, which connects the Delaware River and Bay with the Chesapeake, 
 was begun in 1824. The route is from Delaware City, on the east, to 
 Chesapeake City, on the west. At this latter point the canal connects 
 with Back Creek and the Elk River, which give access to Chesapeake Bay. 
 Watc'- was run into the canal for the first time in 1829. The distance 
 covered is i^^v; miles. The canal contains three locks, each 220 feet long 
 by 24 feet wide. The cut is 36 feet wide at the bottom, and has a 
 depth of 10 feet. Of the total amount of $2,250,000 raised for its con- 
 struction, one-fifth was contributed by the United States. $100,000 by 
 the State of Pennsylvania. $50,000 by the State of Maryland, and $25,000 
 by the State of Delaware. The remainder was contributed by citizens 
 of these three States. It will thus be seen that of the Commonwealths 
 interested in this early canal project, Pennsylvania bore the leading part. 
 and even at that day the importance of this waterway to the commercial 
 interests of the State of Pennsylvania was evidently clearly appreciated. 
 
 As early as 1871 a national commercial convention, held in IJalti- 
 more. inaugurated a movement for a ship canal to connect the two bays. 
 Surveys were made by the direction of the Secretary of War in 1882. 
 Twelve years later, a river and harbor act authorized the P'resident to 
 appoint a board to determine the most feasible route for the construction 
 of a ship canal. 
 
 Congress, by joint resolution, passed in 1906. createfl a commission 
 to appraise the works and franchises of the Chesapeake and Delaware 
 Canal. The report of this commission, made to the Fifty-ninth Congress, 
 second session, favored the adoption of the present Chesapeake and Del- 
 aware Canal route. Though the importance of this undertaking was 
 made clear by the report of the commission, it is (|uite likch- that no 
 
Pivnisyli'iiiiia and Its Manifold .Ictiiitics 
 
 further steps would lia\e Ijeen taken for years to come, bad it not been 
 for the organization of the Atlantic Deeper Waterways Association and 
 the work of education which in the last five years has been so aggressively 
 prosecuted. As a result of this work, provision was made in the River 
 and Harbor Act of March 3, 1909, authorizing the Secretary of \\'ar to 
 cause to be made preliminary examinations and surveys for the entire 
 canal route, from Boston southward. 
 
 The intracoastal waterways, as proposed, consist of the following 
 canal routes : Boston, Mass., to Narragansett Bay ; Narragansett Bay to 
 Long Island Sound ; New York Bay to Delaware River ; Delaware River 
 to Chesapeake Bay; Norfolk, Va., to the sounds of North Carolina and 
 Beaufort Inlet. The plans contemplate the extension of these waterways 
 southward and westward from Beaufort to the Rio Grande, and surveys 
 for these were also authorized. 
 
 The special board of engineers which was appointed under the pro- 
 visions of the act of March 3, 1907, to survey the proposed canal route, 
 consisted of Col. William M. Black, Lieut. Col. Edw. Burr, Lieut. Col. 
 James C. Sanford, Maj. Joseph E. Kuhn, and Capt. Lewis H. Rand. 
 The board was directed to perform the work for the division of the 
 waterway from Boston, Mass., to Beaufort Inlet, N. C. Cinder date 
 of July 13, 1909, Lieut. Col. Mason AL Patrick was substituted for 
 Maj. Joseph E. Kuhn; under date of February 12, 1910, Maj. R. R. Ray- 
 mond was substituted for Capt. Lewis H. Rand, and under date of May 
 31, 1910, Col. F. V. Abbot was substituted for Lieut. Col. Edw. Burr, 
 these changes having been necessitated by changes of stations and duties 
 of the officers concerned. 
 
 Private enterprise had already begun to luake the canal across Cape 
 Cod when this board was appointed. This cut is a short connection of 
 8 miles through a sandy isthmus, having a maximum elevation of 29 feet 
 above sea level. It extends from Buzzard's Bay to Cape Cod Bay. At 
 the eastern end there has already been constructed a breakwater, which 
 contains more than 400,000 tons of granite, to protect the canal against 
 northeast gales. More than half of the work has been completed, eight 
 large dredges and steam shovels being used. More than 1000 acres of 
 land have been purchased for manufacturing sites, while a railroad is 
 to traverse the entire length of the cut, thus affording land, as well as 
 water, transportation. This cut will enable ships moving southward 
 from Boston to other Atlantic ports to avoid the hazards of outside 
 navigation around the dangerous southeast New England coast. The 
 
The Iiifracoastal Canal Chain 
 
 117 
 
Pciiiisylraiiia and Jts Multifold .Ictiiitics 
 
 depth is to be 25 feet, the mininuim iKittoiii wiiUh 100 feet and niiniiiiuni 
 surface wicUli 250 feel. The annual toiniasj^e tributary to tlie canal is esti- 
 mated at 25,000,000 tons. 
 
 The special board of engineers has examined all jjracticable routes 
 in the New England section, and has surveyed two. Hoth of these start 
 at Narragansett ]5ay. one entirely inland from Taunton to Hingham, 
 and the other inland from Taunton to Plymouth, and thence from that 
 point 30 miles via Massachusetts Bay to Boston. It also considered the 
 advisability of the purchase of the partly comi)leted Cape Cod Canal. 
 
 Estimates of cost were made, varying from $17,453,000 for a canal 
 18 feet dee]), with bottom width of 125 feet, via Taunton to Plymouth, 
 to $40,047,000 for a canal 25 feet deep, with bottom width of 200 feet, 
 via Taunton to Hingham. 
 
 It was the oi)inion of the board that there appears to be no commer- 
 cial necessit\ to justify the construction of a canal over either of these 
 inland routes. Jt was further the belief that after the measure of 
 relief to commerce to be aft'orded by the Cape Cod Ship Canal has been 
 demonstrated, the question of a need for a completely sheltered water- 
 way between Narragansett Bay and Boston should receive further con- 
 sideration. It was not deemed advisable for the Government to enter 
 into negotiations with a view to the acquisition of the Cape Cod Canal. 
 
 Examinations and surveys were also made of the Narragansett Bay- 
 Long Island Sound section, of the New York Bay-Delaware River 
 section, of the Delaware River-Chesapeake Bay section, and of the 
 Norfolk-Beaufort section. 
 
 As to the Narragansett Bay-Long Island Sound section, it was recom- 
 mended In- the s])ecial board that a canal 18 feet deep, with 125 feet 
 bottom width, terminating at Bissell's Cove, be constructed, at an esti- 
 mated cost of $12,322,000. However, the board of engineers and (ien- 
 eral Bixby, chief of engineers, failed to concur in this recommendation. 
 
 Over the New York Bay-Delaware River section all i)racticablc 
 routes were examined, and the feasible routes surveyed. The board 
 considered the advisability of purchase by the Government of the present 
 Delaware and Raritan Canal, but decided not to recommend that this 
 step be taken. 
 
 One factor in the ])roblem, so far as this chain in the route is con- 
 cerned, is the action already taken Iiy the State of New Jersey looking 
 toward a free waterway across the State to connect the waters of New 
 York harbor with the Delaware River. By resolution of the Legislature 
 
 118 
 
The Iiitracoastal (.'cdujI C'liai 
 
 119 
 
Pciiiisyliaiiia and Its MaiiifdUi .Ictiiitics 
 
 of New Jersey, it has been decided to ex])eii(l a sum not to exceed 
 $500,000 to provide a riglit of way for the canal. 
 
 In its consideration of tliis Hnk in the chain, the board proceeded 
 upon the behef that should a canal be built across the State it must be 
 so located as to cause the least i)ossible interference between land and 
 water traffic. It i)ointe.d out that a vast amount of railroad traffic passes 
 
 LE.-\F OF THE LOCK GATES FOR THE GATUN LOCKS, PANAMA CANAL, ASSEMBLED 
 
 AT THE SHOPS OF THE MCCLINTIC-MARSH.^LL CONSTRUCTIO.X 
 
 COMPANY. PITTSBURGH IS SUPPLYING 80 PER CENT. 
 
 OF THE METAL WORK FOR THE 
 
 PANAMA CANAL 
 
 between Philadelphia and New York, and that the use of drawbridges 
 has become virtually impossible. It was. therefore, laid down by the 
 board as a condition, that no trunk-line railroad should be crossed at 
 grade — that should it l,e necessary to cross a trunk-line railroad, the 
 crossing be made at a point wdiere the railroad could be depressed suffi- 
 ciently to pass under the canal, or wdiere the railroad could be elevated 
 sufficiently to permit the construction of a fixed bridge with clear height 
 under it sufficient for all classes of shipping using the canal. 
 
 The board recommended, however, that the construction of this 
 
I'lic Intvacoastal Canal Cliaiii 
 
 sectii)ii of the canal be deferred until after the construction of the two 
 more southerly sections, and until tlie L'nited States plant now al work- 
 in the Panama Canal shall be made available. 
 
 A committee appointed by the Atlantic Deeper Waterways Associa- 
 tion, and which strongly advocated the construction of the canal, has 
 l)redicted that it will at the outset have an annual traffic of 5,250.000 
 tons, and that this will rapidly increase. 
 
 As to the advisability of the immediate acquirement and deepening 
 of the Chesapeake and Delaware Canal, there was a common opinion. 
 The special board selected a route which coincides with the present line 
 of the Chesapeake and Delaware Canal. This is at the narrowest part 
 of the peninsula, where an arm of Chesapeake Bay penetrates to about 
 twelve miles from the Delaware. The board recommends the purchase 
 of the existing- canal, at a price not to exceed $2,514,289.70, and the 
 construction of a tide-level canal of 25 feet depth at mean low water. 
 The construction cost will be $9,910,210, making a total initial cost of 
 $12,424,500. 
 
 The board gives the following summary of statistics under the plan 
 as prepared : 
 
 Length of land cut miles. . 13.6 
 
 Length of dredged channel in Delaware River do.... .9 
 
 Length of dredged channel in Back Creek do. ... 4.5 
 
 Length of dredged channel in Elk River do. . . . 8.5 
 
 Length of dredged channel in Chesapeake Bay do.... lo.o 
 
 Distance from Baltimore to entrance to Delaware Bay via 
 
 Cape Charles miles . . 320.0 
 
 Distance from Baltimore to entrance to Delaware Bay via 
 
 canal miles . . 1 36.0 
 
 Saving in distance from Baltimore to common point. . .do. .. . 1840 
 
 Saving in time from Baltimore to common point hours. . 16 
 
 Depth of canal at lowest low water feet . . 25 
 
 Width of canal at bottom in land section do... 125 
 
 Width of canal at bottom in Delaware River do. . . 600 
 
 Width of canal at bottom in Back Creek do... 125 
 
 Width of canal at bottom in Elk River do. . . 250 
 
 Width of canal at bottom in Chesapeake Ray do... 600 
 
 Maximum slope in canal banks above water 1-2^/^ 
 
 Side slope in dredged channel, land cut 1-2^ 
 
 Side slope in dredged channel, Delaware River i-io 
 
 Side slope in dredged channel. Back Creek 1-5 
 
 Side slope in dredged channel. Elk River 1-5 
 
 Side slope in dredged channel, Chesapeake Bay 1-5 
 
 Number of locks None 
 
 Number of highway bridges 6 
 
 Number of railway bridges i 
 
 Excavation cubic yards . . 42,675.595 
 
 Estimated cost of construction $9,910,210.00 
 
 Estimated cost of acquiring private waterway $2,514,289.70 
 
 121 
 
Pciiiisylz'cDiiii ami Its Manifold .Ictiritics 
 
 In giving his endorsement to tlie recommendalion of the board, 
 General L>ixl)y, Chief of Engineers, makes this comment: 
 
 "This canal forms an essential part of a throngh inland waterway 
 connecting New \'(irk and Philadelphia with the SduIIi. Its ])nrchase, 
 and the abolishment of tolls, will produce at once a considerable saving 
 in transportation expenses, and slmnld result in an early and substantial 
 
 
 DREDGING THE CAPE C( 
 
 increase of traffic with advantage to the commerce of several States. 
 This canal is at present lo feet deep, and of the lock type, the locks being 
 24 feet wide by 220 feet long. The change should be made gradually 
 and in such a way as to interfere as little as possible with existing traffic; 
 and 12 feet depth or thereabout will be secured throughout the canal 
 before the deepening is carried to 25 feet. While the recommendation 
 for immediate purchase of this canal, and the enlargement of this section 
 to about twelve feet, is a definite recommendation, the method of deepen- 
 ing to 25 feet and the rapidity of work for the first and sul)sequent deep- 
 ening must depend considerahh' upmi the cost of the intermediate steps, 
 and further estimates for such ])()rtions of the work will, therefore, be 
 called for and submitte<l later with final recommendation for this section." 
 
I'Jic hitracoastal Canal Chain 
 
 It is the ()i)in!i)n of the Special Hoard of i'Lngineers that the annual 
 savings caused hv the opening of a free waterway across the Delaware 
 peninsula (this liased upon existing trafific ) will be $1,414,242. It pre- 
 dicts that the completion of this canal will be followed by a very great 
 traffic, and declares that, independently of any relation that this canal 
 may have to a through intracoastal waterway, its value to existing com- 
 merce justifies its construction by the Government. The board further 
 sets forth that according to the reports of the Chesapeake and Delaware 
 Canal Companv, the average annual shipments through the canal for the 
 last five years have been 716,644 tons, for wdiich the tolls have averaged 
 $163,151.33, or a general average of 22-yl cents per ton. Applying this 
 general rate to the traffic reported as now existing and ready to use a 
 free canal, it is found that a free canal would produce a saving on tolls 
 not less than $577,309 per year. In addition to the saving on tolls, a 
 further saving of 21^ cents per ton on the general run of freight is esti- 
 mated as probable. 
 
 The saving in freight costs which may naturally be expected to 
 follow the opening of this canal to free and unrestricted commerce may 
 be judged from the following comparative rail and barge rates prepared 
 by shipping experts: 
 
 Commodity 
 
 Origin and Destination 
 
 Barge Rate' 
 
 Equivalent Railroad 
 Rate 
 
 Actual Railroad 
 Rate 
 
 Lumber 
 
 Norfolk to Phila- 
 
 $2 per thou- 
 
 $3.15 per thou- 
 
 $1.80 per 2000 
 
 
 delpliia. 
 
 
 sand feet. 
 
 sand feet. 
 
 pounds. 
 
 Sand 
 
 Philadelphia 
 
 to 
 
 85 cents to $1 
 
 $1.60 per ton. . 
 
 $1.60 per 2000 
 
 
 New York. 
 
 
 per ton. 
 
 
 pounds. 
 
 Railroad ties . . 
 
 Norfolk to Phila- 
 
 II to 12 cents 
 
 15^/; cents per 
 
 9 cents per 100 
 
 
 delphia. 
 
 
 per tie. 
 
 tie. 
 
 pounds. 
 
 Pig iron 
 
 do 
 
 
 95 cents to $1 
 per ton. 
 
 $1.95 per ton.. 
 
 $1.95 per 2240 
 pounds. 
 
 
 
 Pulp wood . . . 
 
 do 
 
 
 $1.80 per cord. 
 
 $3.85 per cord. 
 
 $2.20 per 2000 
 pounds. 
 
 
 
 Fertilizer 
 
 Philadelphia 
 
 to 
 
 $1 to $1.25 per 
 
 $1.60 per ton.. 
 
 $1.60 per 2000 
 
 
 Norfolk. 
 
 
 ton. 
 
 
 pounds. 
 
 Coke 
 
 Philadelphia 
 
 to 
 
 60 cents per 
 
 $1.20 per ton. . 
 
 $1.20 per 2000 
 
 
 Baltimore. 
 
 
 ton. 
 
 
 pounds. 
 
 Cinders 
 
 Philadelphia 
 
 to 
 
 85 cents to $1 
 
 $1.90 per ton. . 
 
 $1.90 per 2000 
 
 
 New York. 
 
 
 per ton. 
 
 
 pounds. 
 
 Clay 
 
 Coal anthra- 
 
 do ... 
 
 
 do 
 
 $1.85 per ton. . 
 $2.65 per ton. . 
 
 $1.85 per ton. 
 $2.65 per ton. 
 
 Philadelphia 
 
 to 
 
 65 to 75 cents 
 
 cite" 
 
 Boston. 
 
 
 per ton. 
 
 
 
 Do.^ 
 
 Philadelphia 
 Providence. 
 
 to 
 
 55 to 60 cents 
 per ton. 
 
 $2.70 per ton . . 
 
 $2.70 per ton. 
 
 ' Barge rates between Philadelphia and eastern points via 
 between Philadelphia and southern points via inside route. 
 ■ Railroad coal rate from Shamnkin, Schuylkill district. 
 
 outside route ; 
 
 123 
 
Peiiiisylc'aiiia and Its Manifold .Ictizitics 
 
 Tlic soutlicnimost links of the waterways chain examined l\v the 
 board were tlie Alhemarle and Chesapeake Canal, and that south from 
 Albemarle Sound to i'amlico Sound and lieaufort Inlet. The board 
 recommends that the property of the Albemarle and C'hesapeake Canal 
 Company be ])urchased by the Cnited .States at an estimated cost of 
 $500,000. Jt is recommended that a waterway 12 feet deep be con- 
 structed between Norfolk. \'a., and IJeaufort Inlet. N. C. at an estimated 
 cost of $5,400,000. 
 
 The Rivers and Harbors Bill reported to Congress, in March, 1912, 
 gave the first substantial recognition to the United States Army Engi- 
 neers' report, by providing that the Chesapeake and Albemarle Canal, 
 leading from the North Carolina Sounds to Hampton Roads and the 
 Chesapeake Bay, be taken over and made free. 
 
 What was really the first link was completed, prior to the recent 
 surveys, by the dredging of the Beaufort cut, which connects the Carolina 
 Sounds, at Beaufort, N. C, with the ocean below Cape Hatteras. This 
 is 10 feet deep, and is developing a large tonnage. The Chesapeake and 
 Albemarle Canal is to be next, and, working northward, the next logical 
 step is the Chesapeake and Delaware Canal. 
 
 124 
 
The Ohio and Its Tributaries 
 
 THE imin-ovcnient of the Ohio River is to obtain a 9-foot navigable 
 depth from Pittsburgh, Pa., to Cairo, 111., at the confluence of the 
 Ohio with the Mississippi. Betv^een Pittsburgh and the Ohio 
 line, a distance of 40 miles, there is a series of seven dams, while between 
 Pittsburgh and Cairo, a distance of 967 miles, there will be fifty-four 
 (lams. There have been finished thirteen of the number, and nine addi- 
 tional are under contract. Including what has been done and what is to 
 be done, the cost will be approximately $69,000,000. 
 
 While the enormous coal tonnage of Pittsburgh was the primary 
 consideration at the outset in this undertaking, it was recognized that 
 with the river at its former stage there had been no opportunity for the 
 full development of tonnage. It was the belief that with a navigation 
 sufficiently comprehensive to permit the expansion of water-carried ton- 
 nage in the Ohio Valley, there would develop local and through traffic 
 that would speedily bring the Pittsburgh coal tonnage down to a small 
 percentage of the total amount. When it is considered that of the 
 tributaries of the r)hio there are more than one thousand miles of 
 navigable waterway improved by locks and dams, it will be seen how 
 great is the opportunity for tonnage development when the Ohio improve- 
 ment shall be completed. The improvement has not as yet, however, 
 reached a stage where large expansion of tonnage can be expected ; nor 
 will the full benefit to commerce be reaped until there is slack-water 
 navigation from Pittsburgh to Louisville, which will require at least six 
 years longer. 
 
 The Ohio in its original condition had a low-water channel depth 
 varying from i foot at Pittsburgh to 2 feet at the Ohio State line, the 
 average slope being about 1.25 feet per mile and the minimum discharge 
 at the head about 1600 cubic feet per second. The greatest- measured 
 discharge at Pittsburgh was 439,565 cubic feet per second on March 
 15, 1907. Under the original project for open-river improvement, work 
 was conducted on this portion of the river at a number of shoals. 
 
 Under the original project for lock and dam construction, adopted 
 in 1875, Dam No. i was begun in 1877 and completed in 1885 at a cost of 
 
 125 
 
Pcinisylraiiia and Its Manifold .Icthitics 
 
 $940,833.31, and the drift gap was begun in 1888 and ojmpleled in 1889 
 at a cost of $32,857-56, making the total cost of completing the lock and 
 dam $973,690.87. Appropriations and allotments aggregating $970,034.01 
 have been made and $3,655.86 was realized from other sources. 
 
 The present project, in its original form, was adopted by Congress 
 September 19, 1890. The i)lan of improvement is designed to afiford 
 facilities for passing the maximum tonnage with the least possible delay. 
 The traffic moves down the Ohio from Pittsburgh in large fleets. I3arges 
 of looo-tons capacity are used, and in certain stages the river will cany 
 these without the aid of dams and slack-water navigation. At such 
 stages lockage is unnecessary, and by using the normal depth, lockage is 
 avoided and the traffic may be moved in larger fleets. It has become, 
 therefore, in the improvement of the river, a problem of using the river 
 channel and avoiding the necessity of lockage so far as possible. For 
 this reason the series of dams between Pittsburgh and Cairo are of the 
 movable type, permitting the traffic to use the channel when the natural 
 depth is great, and affording slack-water navigation when the river is low. 
 
 The number of boats in the coal fleets as they leave Pittsburgh is 
 as high as twent\-four. and this is increased in number as they ])roceed 
 down the river. An idea of their size when they reach the [Mississippi 
 is given by the statement that the steamer "Sprague" passed Memphis on 
 May 17. 1904, towing fifty-six coal-boats, containing 1,400,000 bushels — 
 56,000 tons. Tliis record-making fleet was 1132 feet in length by 312 
 feet in width. 
 
 In the recent construction of movable daius, the engineers have 
 favored the "bear-trap."" This type was invented in the United States 
 in 1818. French engineers who made a trial of it declared it to be a 
 failure. The early method of construction, however, was, of course, 
 radically different from that now practiced in the Ohio River work. 
 
 In 1901 two steel dams of the "bear-trap" type were built on the 
 Alleghenv. and their success led to their adoption for the Ohio. These 
 were of the usual form — two broad leaves of steel, hinged at the bottom, 
 and lapping o\cr each other. These "l)car-traps"" are used as an auto- 
 matic weir, forming a section of the river dam. 
 
 One reason that has influenced the engineers in adopting this type 
 is that all other forms that are i:)racticable for movable dams of consid- 
 erable height must be mechanically raised or lowered, while with this, the 
 operation of valves is all that is needed. It has been found that a dam 
 120 feet long of the construction ado])ted may be lowered in one minute 
 
 126 
 
'llw Ohio and Its Trihiitarics 
 
 and raised in three or four minutes. The kirgest thus far built are at 
 Dam No. 6 in the Ohio. They are 120 feet long and 13 feet high. These 
 are of steel construction, the lower leaf entirely of steel, and the upper 
 of steel with wood sheathing. 
 
 In conjunction with the "bear-trap," the Chanoine wicket is being 
 used as a main dam. For the head of the falls at Louisville, a Boule 
 
 LOCKAGE OF COAL, LOCK NO. 2, OHIO RIVFR 
 
 dam has been adopted. It is the belief of the engineers in charge of the 
 work that the "bear-trap" is valuable for pool regulation purposes in a 
 movable dam system where rises are rapid. The belief is expressed, 
 however, that: "One thing stands inevitably in the way of the general 
 use of 'bear-trap' gates for navigation purposes. They cannot be intro- 
 duced in long sections, such as for navigable passes or for shorter dams 
 over their entire length, because of their rapid movement both upward 
 and downward, which in the first instance would cause a too sudden 
 reduction in the river's discharge, and in the latter case would create an 
 immense wave, destructive alike to everything afloat, both above and 
 below it. As an automatic weir for pool regulation and rise control, 
 however, it has no equal, and its popularity for such use will undoubtedly 
 
 127 
 
Pemisyk'aiiia and Its Manifold /Icthnties 
 
 continue unlos a Ijcttcr device is discovered. It is probable tbat in future 
 constructions, traps of varying width will be introduced, thus atifording 
 greater flexibility to the system and more readily accommodating the 
 o])eratiiins to the varying conditions of the water." 
 
 When the river is below nine feet the dams are raised and kept up 
 until the open river dei)th is nine feet. The length of time that the dams 
 
 MONON'GAHELA RIVER DAM, NO. 5, AND LOCK 
 
 are up, of course, varies according to the character of the seasons. While 
 some dredging work will be done, the lock and dam construction is 
 depended upon mainly to provide the 9-foot depth. 
 
 Begimiing at the head of the Ohio, its principal tributaries which 
 have heretofore received the attention of the Federal Government are the 
 Allegheny, Monongahela, Muskingum, Little Kanawha, Kanawha, Big 
 Sandy, Kentucky, Green, Wabash, Cumberland, and Tennessee Rivers. 
 Upon these, some seventy locks and dams have been constructed and are 
 being maintained, which, together with a canal eighteen miles long in con- 
 nection with the Tennessee River navigation, furnish 1000 miles of slack- 
 water navigation, or together more than the entire length of the Ohio 
 River. The permanent navigable portions of these tributaries reach out 
 
 128 
 
The Ohio and Its Tributaries 
 
 into many of the most important mineral regions of tlie Ohio Ijasin, 
 atiforcling communication with the main traffic of the great agricultural 
 regions bordering thereon and of many thriving industrial communities. 
 The improvement of the Monongahela River, which has so efficiently 
 accommodated the coal and iron industries of the Pittsburgh district to 
 the south, and has added so materially to the industrial develo])ment of 
 
 MOXnXGAHELA RIVER IMPROVEMENT. CLOSING OF DAM NO. 5 
 
 the world's great steel-producing center for a distance of more than fifty 
 miles up that stream, was first undertaken by the Monongahela Navigation 
 Company, a corporation of the State of Pennsylvania, about 1838. Within 
 six years permanent navigation had been extended nearly sixty miles, to 
 a point above Brownsville, Pa. Its subsecjuent extensions were carried 
 to the line of West Virginia, near Greensboro. In the meantime and prior 
 to 1883 the United States Government undertook the improvement of 
 the Monongahela River within the State of West \'irginia, extending 
 continuous navigation by means of Locks and Dams 8 and 9 to Morgan- 
 town, 100 miles above Pittsburgh. These two structures were accom- 
 plished at a cost of $437,000. In 1897 the United States Government 
 purchased the property rights of the Monongahela Navigation Company, 
 
 129 
 
Pennsyh'ania and Its Manifold Activities 
 
 comprising F.ocks and Dams i to 7, inclusive, at a cost of $3,769,073.89. 
 During the next eight years the Federal Government, at a cost of 
 $1,200,000, constructed Locks and Dams 10 to 15, inclusive, extending 
 the slack-water navigation to l^^airmont. \V. \ a.. 130 miles above the 
 mouth of the river. 
 
 Within a few years after Government acquisition of the Monongahela 
 Navigation Company's locks and dams, the traffic on the lower Monon- 
 gahela increased practically 100 per cent., and necessitated the enlarge- 
 ment of the old locks at least as far as No. 5 at Brownsville. 
 
 \\ ith the exception of one small lock at Dam 4, between Monessen 
 and Charleroi, all of the other structures have been rebuilt, the locks of 
 much larger capacity and the entire structures of concrete throughout, 
 rendering them more durable and efficient for the maintenance and conduct 
 of a large commercial movement on a stream with exceedingly small low- 
 water discharge. To further facilitate the rapid movement of commerce 
 double locks have been provided for each of Dams i to 5, inclusive, cov- 
 ering the lowermost seventy miles of river. The new locks are 56 feet 
 by 360 feet in their useful dimensions, and the dams by means of movable 
 crests are arranged to furnish a least depth of 9 feet for navigation pur- 
 poses. The reconstruction of these locks and dams, together with the 
 enlargement of Lock 6, which has practically been accomplished within 
 the last eight years, has been done at a cost of $2,526,000. The entire 
 cost of the Monongahela River navigation plant to the United States, 
 including the purchase of the old locks and dams from the Monongahela 
 Navigation Company, their reconstruction and the erection of the locks 
 and dams above them to Fairmont, comprising fifteen dams with twenty 
 locks, and covering a distance of 130 miles, is approximately $8,000,000. 
 
 Upon the slack-water pools of the Monongahela River there are 
 annually transported from eleven to twelve million tons of freight, 
 and the improvement is capable of handling several times that amount. 
 Furthermore, the greater number of the structures are practically new 
 and of the latest design and construction, thus affording better facilities 
 for the safe and rapid movement of heavily loaded craft than at any 
 time in the past. 
 
 Within recent years considerable local agitation has again attracted 
 the attention of Congress to the improvement of the Youghiogheny River, 
 the mi^st important tributary of the Monongahela, which joins the main 
 stream at McKeesport, fifteen miles above Pittsburgh. After a most 
 careful investigation Congress deemed this stream worthy of improvement 
 
 130 
 
The Ohio and Its Tributaries 
 
 at the present time up as far as \\ est Xewton. sixteen miles al)o\e its 
 mouth, and has appropriated, for ])reliminary work in connection with 
 the construction of locks and dams thereon, $100,000. 
 
 For various reasons the Allegheny River, like the Ohio, of whicli it is 
 one of the parent streams, has been delayed in its permanent improvement. 
 As far hack as 1828 this river was surveved bv the United States, and its 
 
 STEAMER "sPRAGUe" TOWING A 1 
 
 -:(;h coal barges 
 
 worth as a navigable waterway and the remarkable mineral resources were 
 determined. However, it was not until 1878 that active operations were 
 instituted for the removal from its channel of the enormous quantity of 
 huge boulders which lined its navigable course. In the early nineties, 
 when these had been effectually removed and numerous low-water dikes 
 and dams in the interest of an open-river navigation had been con- 
 structed, the erection of the first lock and dam at Pittsburgh was 
 undertaken. Within the next twelve years this structure and two addi- 
 tional locks and dams, extending slack-water to Natrona, twenty-five 
 miles above the mouth, were completed at a cost of $1,675,000. Again 
 progress on this stream was delayed, owing to litigation looking to the 
 raising and widening of spans of certain bridges affording inadequate 
 facilities for the passage of modern towboats, operating on the Alonon- 
 gahela and Ohio Rivers, at the more desirable navigable stages of the 
 
 131 
 
PciDisylz'aiiia and Its Manifold .Ictk'itics 
 
 water. This havin^^ liecn accomplished in a measure only, Congress has 
 again authorized an examination into the needs of the stream for the 
 extension of its slack-water navigation, and the Rivers and llarl)ors Com- 
 mittee of Congress recently personally examined the stream from Oil 
 City to the mouth, a distance of 134 miles, and were much impressed 
 with the importance of the valley from the point of view of its mineral 
 resources and the industrial activities on its banks. 
 
 In ])ut few valleys in this or any other country has nature been 
 more generous in the distribution of her mineral wealth than in the 
 Allegheny. Coal of excellent quality, limestone, building stone, silica 
 rock for the manufacture of glass and especially of plate glass, fire clay 
 of finest cjuality and other clays and shales suitable for the manufacture 
 of brick, sewer pipe, etc., pottery clay, iron ore, petroleum, natural gas, 
 gravel and sand for concrete building purposes, timber, etc., in enormous 
 quantities, are found throughout diiYerent portions of the Allegheny 
 X'alley, especially on the lowermost 100 miles. 
 
 Special efifort has recently been made to obtain appropriations for 
 five additional locks and dams on the Allegheny. The estimated cost is 
 $2,778,000, and the Chief of Engineers has made a favorable recom- 
 mendation on the project. The proposed improvements are: 
 
 ,. , . Distance from Lift Total Cost Concrete 
 
 ^o. Location ^^^^^^ (miles) (feet) Construction 
 
 4 Natrona 24. 12 $483,000 
 
 5 Near Murphy's Island 31.6 12 580,000 
 
 6 Near Clinton 37. 12 619,000 
 
 7 Kittanning 46. 13 580,000 
 
 8 Near Mosgrove 53.3 15 526,000 
 
 $2,788,000 
 
 With the improvements of the Ohio and its tributaries completed 
 that are now under way or contemplated, this system of rivers will 
 afYord an outlet to the sea at the south, and to the Panama Canal for the 
 vast tonnage of this great region. Should the proposed Lake Erie and 
 Ohio River Ship Canal be cut, it would complete an unequalled system 
 of inland navigation. 
 
 132 
 
The Gateway to the Sea 
 
 THE navigable channel of the Delaware River extends from the 
 head of Delaware I>ay — from which point there is deep water 
 to the ocean — to Trenton, on the north. Operations are now 
 under way for the deepening of the channel from Philadelphia to the 
 bay to a depth of 35 feet, and between Philadelphia and Trenton to a 
 depth of 12 feet. The estimated cost of the 35-foot channel is $10,920,000. 
 Its width in the straight parts is to be 800 feet, the width at P>ulkhead 
 liar, 1200 feet, and at the other bends, 1000 feet. The distance from 
 Philadelphia to the Capes is about one hundred miles, and the section 
 under improvement is 63 miles in length. The range of tide is from 5 to 
 6 feet, so that a channel of 35 feet at mean low water will give a depth 
 at the top of the tide of 40 to 41 feet. It is estimated that the deeper 
 channel could be completed by the end of the vear 1916. 
 
 Systematic improvements on the river were begun in 1885, when 
 a project was authorized looking to a channel 26 feet in depth at mean 
 low water, and 600 feet in width. This channel was planned to extend 
 from a point a quarter of a mile above Allegheny Avenue, Philadelphia, 
 to deep water in the bay. In March, 1899, a larger project was adopted, 
 which provided for a channel 30 feet in depth and 600 feet in width. 
 This, however, did not include Philadelphia harbor, but. instead of 
 extending as far north as Allegheny Avenue, extended north only as 
 far as Christian Street, Philadelphia. Work under this project was 
 carried on up to March, 191 1, when it was considered as practically 
 completed. The total expenditures on channel improvements up to that 
 time, and dating back to 1836, aggregated $10,176,002.08. This did not, 
 however, include the cost of the removal from Philadelphia harbor of 
 Smith's Island and Windmill Island, a work which was completed in 
 1898, and which cost $3,945,424.75. 
 
 During the progress of the 30-foot channel work there was a dis- 
 position on the part of the National Congress to await definite information 
 as to the cost of maintenance before embarking upon a greater project. 
 The alluvial character of the river, and the difficulty of maintaining the 
 channel over certain of the shoal areas, presented problems whicli 
 
 133 
 
Pennsyh'ania and Its Manifold .Ictnitics 
 
 C()nij;ress waiteil to see solved liefore inakini,^ ai)i)ro])riations tor greater 
 channel depths. 
 
 Insistence on the part of the imjjortant commercial interests of the 
 Delaware, however, resulted in a provision in the River and Harbor Act, 
 March, 1909, for a survey and examination of the Delaware from Alle- 
 gheny Avenue to the sea, "with a view to obtaining a channel 35 feet in 
 depth and of suitable width." 
 
 The plan, as adopted, provides for an important extension of the 
 system of dikes upon the river, with a view to systematic contraction 
 and control of the tidal flow. While more or less diking had been done 
 in the earlier work, it was not upon so wide a scale as under the newly 
 adopted project. Important construction had, of course, been done to 
 contract the cross-section of the river in certain sections of great width. 
 There had been built, for instance, opposite Reedy Island, an artificial 
 island 15,500 feet long and 2240 feet wide at its widest point. The 
 building of this island was decided upon after an objection, raised by 
 the interests in lower Delaware, had made impossible the construction of 
 a dike along the Delaware side. This dike, as proposed, would have 
 shut off the access to several streams in Delaware emptying into the bay, 
 and the protest was so determined that it was found necessary to abandon 
 the diking' plan, and to construct, instead, this large artificial island close 
 to the New Jersey shore. Among other operations intended to control 
 the tidal flow under the 30- foot project, was a dike on the Delaware 
 side, at Edgemoor, above the city of Wilmington. This was partly con- 
 structed under the 30- foot channel project. 
 
 The proposed system of dikes is planned with a view to reducing 
 the cost of maintaining the channel, and the need of these works will be 
 greater under the newly adopted project than under the 30-foot channel 
 project, as a far greater amount of dredging would be necessary if 
 dredging alone were to be depended upon. 
 
 The first of these new works below Philadelphia is the raising of 
 Mifflin Bar dike to mean high water and its extension at that height to 
 Tinicum Island. This will cut ofT a secondary channel. 
 
 The second of the series is at the upper end of Chester Island, which 
 is to be connected with Mond's Island. This, besides contracting the 
 flow and cutting off a secondary channel, will furnish a basin for the 
 deposit of dredged materials. 
 
 Improvement of the troublesome shoal at Cherry Island Flats con- 
 templates the completion of the now partly constructed Edgemoor bulk- 
 
 134 
 
The Gatewax to the Sea 
 
 135 
 
I'ciiiisylraiiia and fts Manifold .Ictk'itics 
 
 head to connect it with the jetty on the north side of Cliristiana River. 
 A high-tide (Hke on the New Jersey side at Old Man J'oint, above Edge- 
 ni(K)r, will concentrate the flow in the adopted channel. The Edgemoor 
 hnlkhead. wlien coni])leted, will enclose a hasin about looo acres in 
 extent, which is to be used for the de])osit of dredged material. 
 
 It is also planned to connect the artificial island with the jersey 
 mainland. It had been found that a strong scour resulted between this 
 island and the mainland, and one purpose of the dike to connect the island 
 with the land is to cut off this secondary channel. A dike is also planned 
 to e.xtend two miles from the lower end of Reedy Island, and another, a 
 s]inr dike, is to l)e constructed opposite Liston Point. 
 
 While it has been found that the numerous cities, towns, tributaries, 
 and bends make it almost impossible to carry out a scheme of reducing 
 the river to a regular form, it has been decided that the most practical 
 treatment appears to be the construction of these works to improve 
 conditions between the points of good, natural depths without obstructing 
 the flow of the tides. Specifications for the construction of four of the 
 dikes, located respectively at Chester Island, Old Man Point, Reedy 
 Island, and the lower end of .Artificial Island, were ap]M-oved June 22, 
 191 1, and this work is now under contract. 
 
 In the cutting of the deeper channel, the lines of the 30-foot channel 
 will be adhered to except at Schooner Ledge, opposite Chester. This 
 obstruction in the river is a large ledge with several outlying small ledges, 
 the whole extending over a distance of 3300 feet. Under the former 
 l)roject this was cut to 30 feet in depth, government plant being used. 
 When the 35-foot survey was made, however, it was found that the 
 construction of a deeper and wider channel on the present lines would 
 necessitate so great an amount of rock e.xcavation as to make the cost 
 excessive. It was found also that east of the rock area the bottom of 
 the river is of soft material, and that the shifting of the channel to the 
 eastward would mean much less expense. A disadvantage of the shifting 
 of the line is that the city of Chester will be farther removed from the 
 deep ship channel : but it was the o])inion of the engineers that the 30-foot 
 depth at mean low water, over .Schooner Ledge, would be ample to provide 
 for the needs of that city for many years to come. 
 
 It is estimated that the cost of maintenance will be $300,000 a year. 
 Recent operations have indicated that this estimated maintenance cost 
 is liberal. Maintenance operations have recently been conducted by the 
 suction dredge "Delaware," which was built by the (Government for use 
 
 136 
 
The Gatcicay to the Sea 
 
 in the Delaware River, and by the dredge "Manhattan." These two 
 dredges of the suction type, working steadily, have been able not only 
 to maintain the channel, but to reduce the accumulation of past years. 
 Recent surveys of the river show depths in the channel over the shoal 
 areas ranging from 28 feet to 2>2 feet, and, while these depths do not 
 extend over the entire channel width, they furnish a navigable path for 
 
 SAND AXD COAL WHARVES, SCHUYLKILL RIVER. PHILADELPHIA 
 
 deep-draft vessels. These maintenance operations indicate that two 
 dredges of the most modern type are sufficient to properly maintain the 
 deeper channel. 
 
 The greater part of the shoaling wdiich takes place in the channel 
 is below Schooner Ledge ; it is composed of very soft mud, and it is 
 difficult to fill the dredges' bins with solid material when working in such 
 localities. The dredges when operating in this locality have pumped 
 directly overboard on ebb tide, so that the light material would be carried 
 by the tide toward deep water in Delaware Bay. On flood tide the 
 material was held in the bins and deposited at Deep Water Point, N. J., 
 and back of Artificial Island, to be rehandled 
 
 During the season of 1912 there will be expended on dikes the sum of 
 
 137 
 
Pciiiisylc'aiiia and Its Manifold Actiiitics 
 
 $600,000, and on dredging under the 35-foot channel jiroject an equal 
 amount, making a total of $1,200,000. The River and Harbor Act of 
 February 2/, 191 1, appropriated $800,000 for the deeper channel. The 
 balance unexpended July i, 1910. was $825,000, making a total amount 
 provifled up to and including the act of February 2'/, 191 1, of $1,625,000. 
 Jn addition to this, contracts to the amount of $700,000 had been author- 
 ized by Congress to be paid as appropriation is made. Liberal provision 
 for the continuance of the work is made in the River and Harbor Bill of 
 191 2. The total appropriations for the river up to and inchuling February 
 27, 191 1, are as follows: 
 
 Total from 1836 to December 31, 1902, previous to adoption of 
 existing project, as per House Document No. 421, Fifty- 
 seventh Congress, second session, page 340 $4,204,000.00 
 
 March 3, 1903 1,400,000.00 
 
 April 28, 1904 1,000,000.00 
 
 March 3, 1905 500,000.00 
 
 June 30, 1906 1,000,000.00 
 
 ]\Iarch 2, 1907 895,000.00 
 
 May 27, 1908 375,000.00 
 
 March 3, 1909 390,000.00 
 
 March 4, 1909 125,000.00 
 
 June 25, 1910 800,000.00 
 
 February 27, 191 1 800,000.00 
 
 $11,489,000.00 
 
 In addition to this there has been appropriated for work of improve- 
 ment in Philadelphia harbor $3,950,000, making a total of $15,465,529.22 
 before the beginning of the year 1912. 
 
 It is not alone the importance of the general commerce of the Dela- 
 ware that has been considered by Congress in its decision to undertake 
 this work. Important as this commerce is. the special interests of the 
 Government itself justify the improvement. The principal shipbuilding 
 interests of the country are on the Delaware. The Philadelphia Navy 
 Yard, because of its protected position, its equipment, the extent of its 
 territory, and its fresh-water basin for the storage of shi]:is, holds a place 
 that is second to none among the navy yards of the country. It has a 
 unique position by reason of its proximity to an excellent labor market 
 and an inexhaustible fuel supply. If it shall be determined, as it may be, 
 that there is to be but one great naval station upon the Pacific and another 
 upon the Atlantic, the yard at League Island is, without doubt, the most 
 suitable among Eastern yards from the standpoint of naval strategy as 
 well as of economy and convenience. Besides these reasons for the 
 
 138 
 
The Gateway to the Sea 
 
 improvement of the channel, there is the added reason that the commerce 
 of the Delaware pays into the national treasury approximately $20,000,000 
 annually. In the calendar year 191 1 the duties collected in the port of 
 Philadelphia amounted to $20,713,208. 
 
 The Delaware carries more commerce and does a greater business 
 for the Government than anv other river in the United States. The 
 
 TRANSATLANTIC PIERS, DELAWARE RIVER, PENNSYLVANIA RAILROAD 
 
 following. summary of the freight movement gives an idea of the extent 
 of this traffic : 
 
 1909 1910 
 
 Foreign : 
 Arrivals 
 
 Quantity 
 Tons 
 
 Value 
 
 $78,001,864 
 80,503,231 
 
 Quantity 
 Tons 
 
 2,948,179 
 
 2,532,677 
 
 Value 
 
 $89,646,337 
 65,256,949 
 
 Departures . . . 
 
 ■ ■ • 3,041,433 
 
 Domestic : 
 
 
 
 
 
 Arrivals 
 
 . . . 8,955,449 
 
 626.599,621 
 
 9,124,659 
 
 643,059 246 
 
 Departures . . . 
 
 . . . 10,446,750 
 
 542.765,146 
 
 10890.698 
 
 542,429,362 
 
 Total 
 
 .... 24,667,671 $1,327,869,862 25,496,213 $1,340,391,891 
 
 The imports and exports of the Port of Philadelphia and the 
 revenue collected is shown by the following figures : 
 
 1901 
 1902 
 1903 
 1904 
 1905 
 1906 
 1907 
 1908 
 1909 
 1910 
 
 . 3,183,584 
 
 • 2,748,839 
 
 • 2,378,307 
 . 2,552,065 
 . 3,267,439 
 . 3,800,995 
 . 4,056,716 
 
 • 3,532,472 
 
 • 3,041,433 
 
 • 2,532,677 
 
 $79,324-344 
 76,022,896 
 73,184,394 
 66,539.909 
 70,645.103 
 88:276,315 
 
 106,570.527 
 95,533,079 
 80,503,231 
 65,256,949 
 
 1,279,044 
 1,679,403 
 1,561,052 
 I 057,348 
 1,365,245 
 1,732935 
 1,800,520 
 1.551,015 
 2,234.039 
 2,948.179 
 
 $51,365,142 
 55,064,776 
 55,516052 
 53,852,194 
 67,913822 
 72,137,678 
 80 693,324 
 57,407,933 
 78001,864 
 89,646,337 
 
 ,046,007 
 360.362 
 ,020,331 
 997,700 
 022,804 
 505,545 
 044,374 
 963.929 
 810,442 
 888,285 
 
 f39 
 
Pennsylvania and Its Manifold Activities 
 
 During tlic calendar year ending December 31, 191 1, the port of 
 Philadelphia made a new commercial record, a greater mimber of vessels 
 with larger tonnage having arrived here during that period than in any 
 previous year. The gain was chiefly centered in the movement to and from 
 coastwise ports, nearly all vessels available for that service having been 
 placed in use. 
 
 A VIEW OF THI- I'll II. MHI.ril I \ ll\K'i:(il; h K'n \ 
 
 The foreign and coastwise arrivals for the year 191 1, as recorded in 
 the office of the Commissioners of Navigation, numbered 6286, or a gain 
 of 97 vessels. The aggregate tonnage, as represented by the 6286 vessels 
 for the year 191 1, was 10,217,388, as against 6189 vessels with an aggre- 
 gate tonnage of 9,871,667 during 1910. 
 
 Of the items in the coastwise trade, the greatest increase is shown 
 in general cargoes brought here by the regular line steamships. Sub- 
 stantial increases were also shown in the fleet of vessels that arrived with 
 oil from the Texas fields, pulp wood, mine props, pig iron, cinders, stone, 
 phosphate rock, wood blocks, and coal-tar products. Comparative figures 
 of large items for the two years follow : 
 
 1910 1911 
 
 Lumber feet 396,323.05.2 219,884,525 
 
 Oil l)an-els 3,1 12,981 .^.31/ 787 
 
 Shingles 6, 1 1 1 .000 4,000,000 
 
 Railroad ties 3.673,694 1.397,425 
 
 Mine props tons ('^?„7-iO 81,926 
 
 Pulp wood cords 17 363 42,860 
 
 Pig iron tons 28492 41,294 
 
 Cinders tons 13.100 34,282 
 
 Stone tons 23,459 32,165 
 
 Sand tons 10,095 M-695 
 
 Phosphate rock tons 14,399 60.738 
 
 Wood blocks tons T,8oo 4 720 
 
 Coal tar barrels 44.225 
 
 140 
 
The Gatci^'ay to the Sea 
 
 Antliracite and hituniinous coal shipmeiils for 1911 to foreign and 
 coastwise ports totalled 3,987, 748 ]/> tons. Of this amount, i,439,293K' 
 tons were anthracite coal and 2,548,455 tons bituminous coal. 
 
 The rig. number, and tonnage of vessels which arrived at the Port 
 of Philadelphia from foreign and coastwise ports during 1910, as com- 
 pared with the twelve months ending December 31, 191 1, is shown in 
 the following table : 
 
 FROM FOREIGN PORTS FROM FOREIGN PORTS 
 1910 1911 
 
 Rig No. Tonnage No. Tonnage 
 
 Steamships 1286 4,553,242 1233 4,558,621 
 
 Ships 4 7,167 
 
 Barks 21 26,567 24 26,859 
 
 Brigs 2 840 
 
 Schooners 71 32 027 68 32,352 
 
 FROM COASTWISE FROM COASTWISE 
 
 PORTS— 1910 PORTS— 1911 
 
 Rig No. Tonnage No. Tonnage 
 
 Steamships 1737 2,919,455 1789 3,068,982 
 
 Ships 9 23,305 4 10,208 
 
 Barks 11 14,118 7 13.391 
 
 Brigs 
 
 Schooners 672 479-515 623 512,133 
 
 Barges 2381 1,815.720 2532 1986,835 
 
 Total 6189 9,871,667 6286 10.217,388 
 
 The Upper River Channel 
 
 Between Philadelphia and Trentou, N. J., the river is being deepened 
 to 12 feet. This section of the river is about thirty miles in length. In its 
 original condition it was obstructed by several shoals. At Five-Mile 
 Bar, between Allegheny Avenue and the Pennsylvania Railroad bridge, 
 a shoal extended across the channel from the Pennsylvania side. Kinkora 
 Bar w^as the next obstruction, and there w^as also a shoal area from Bor- 
 dentown to Trenton, a distance of about five miles. The depth of the 
 channel through the shoals varied from three to six feet at mean low tide. 
 
 No comprehensive project had been adopted for the improvement 
 of this part of the river prior to 1910, although at various times since 1872 
 work was done at different localities with a view to obtaining a depth of 
 7 feet at mean low tide and a channel width of 200 feet. The amount 
 expended in channel improvement between Philadelphia and Trenton 
 prior to the adoption of the new project was $197,423.48. 
 
 Awakening interest on the part of the city of Trenton to the impor- 
 tance of obtaining an outlet to the sea resulted in the adoption of the new 
 project, which provides for a channel 12 feet deep at mean low water and 
 
 141 
 
Pennsylvania a)id Its Manifold Activities 
 
 200 feet in widtli. Tlie estimated cost of the improvement is $360,000, 
 and tlie cost for maintenance $20,000 a year. The plan for this improve- 
 ment i)rovides for the construction of dikes at Bordentown and at Biles 
 Island, near Trenton. The Bordentown dike, which is now completed, 
 extends from Duck Island to the locks on the Delaware and Raritan Canal. 
 This dike is one mile in length, and consists of a timber fence with gravel 
 and cobble at either side. The timber acts as a core wall, preventing the 
 wash of the currents. The coarse gravel and cobble used in the construc- 
 tion was pumped direct from the channel of the river. 
 
 When the proposed channel is completed the depth will be 18 feet 
 at the top of the tide to a distance of twenty-six miles above Philadelphia. 
 This will make it possible for large sea-going vessels to proceed as far 
 as the Roebling works, below Trenton. 
 
 Although having a rise of tide of four feet, and with a path for 
 commerce cut to the deep channel, Trenton manifested but little interest 
 in the systematic development of its water front until the year 1907. In 
 that year Frederick W. Donnelly, since elected mayor of the city, 
 began an active crusade for the improvement of the water-front facilities. 
 A comprehensive plan was adopted, and an act was passed by the New- 
 Jersey Legislature, giving to cities the right to issue bonds for the purchase 
 of land and the control of water fronts. This act also created a harbor 
 board. A start toward municipal control has been made, and the city now 
 has the ends of five streets, while negotiations are now under way with 
 property owners with a view to opening the balance of the water front for 
 a distance of 2000 running feet. The city of Trenton has appropriated 
 $50,000 for this work, while an additional $50,000 is assured to begin the 
 building of Pier No. i. The total cost of the water-front improvement, 
 v>^hen completed, will be $1,000,000. The city has also acquired twenty 
 acres of land one-eighth of a mile below Lalor Street for a sewage 
 disposal plant. This improvement will include the construction of 1800 
 feet of bulkhead, which will provide that amount of free dockage. 
 
 It was this activity on the part of the city of Trenton that very largely 
 influenced the Government in making provisions for the improvement of 
 the river from Philadelphia to Lalor Street, and also for improving the 
 Trenton river front. 
 
 The National Harbor of Refuge 
 
 In addition to work on the channel, the Government has constructed 
 at the entrance to Delaware Bav the National Harbor of Refuge for storm- 
 
 142 
 
The Gatewav to the Sea 
 
 U3 
 
Peinisyhc'Oiiia and Its Manifold Acthitics 
 
 distressed shi])])in.i:- aloii^- llie dant,a'r()us Xew jersey and Maryland streteli 
 of coast. 
 
 The project for this ini])r(jvenient was adopted June 3. i8(/). Work 
 on the breakwater located along the eastern branch of the siioal known as 
 the "Sliears" was commenced May 4, 1897, and completed December 
 II, 1901. The substructure of the breakwater has a length of 8040 and 
 the superstructure a length of 7950 feet, measured on the low-water line. 
 Work on the fifteen ice piers across the upper end of the harbor to protect 
 it from moving ice descending the bay was commenced in October, 1900, 
 and completed June i(>. 1^03, the work having been done under two sub- 
 projects, dated April 2^, 1900, and June 30, 1902, providing for ten and 
 five ice piers respectively. The amount of stone deposited in this work 
 was 108,973 tons. The amount expended to the close of the fiscal year 
 ending June 30, 1911, was $2,245,771.83. 
 
 The great value of this harbor to commerce is due to its location. It 
 is about equidistant from New York, Philadelphia, and the capes of Chesa- 
 peake Bay (the ocean entrance for the ports of Baltimore, Norfolk, and 
 Newport News), and is therefore an especially convenient port of call for 
 the entire commerce of the North Atlantic coast. It is now largely used 
 by vessels awaiting orders to ports for discharge or loading. During the 
 year ending December 31, 1910, 991 vessels, not including small craft, 
 called at this harbor. 
 
 By the construction of the breakwater the usefulness of this anchorage 
 has been greatly increased, not only as a port of call, but also as a harbor 
 of refuge. Vessels bound from Northern to Southern or from Southern to 
 Northern ports are able to go to sea in doubtful weather with the assurance 
 of finding ample protection at the Delaware Capes if overtaken by storm. 
 
 144 
 
The Port of Philadelphia 
 
 IN RECENT legislation for the improvement of rivers and harbors 
 the Congress of the United States has shown a disposition to take 
 into consideration the amount that the localities themselves are 
 expending for improvement, and to provide more liberally where cities 
 or States are manifesting their interest by appropriating money for the 
 work. 
 
 Recognizing the soundness of this policy, the city of Philadelphia 
 has already embarked upon, and is planning to provide liberally for, a 
 broad scheme of harbor improvement. In the past, both city and State 
 have aided in meeting the cost of Delaware channel work, and the new 
 comprehensive plan contemplates a large increase in the port facilities 
 by city appropriation. 
 
 There has recently been completed a new municipal pier at Vine 
 Street on the Delaware River, known as No. 19, North Wharves. This 
 is the most modern of the piers on the Delaware and Schuylkill rivers ; 
 it is 571 feet long and 166 feet wide, and is of the open type, resting on 
 piles. From the level of 2 feet lo^i inches above low water, the sub- 
 structure consists of reinforced concrete, which makes it a permanent 
 structure. The lower or main deck is of reinforced concrete resting on 
 steel beams, paved with wood blocks. The surface of this deck at the 
 sides of the pier is 13.5 feet above mean low water. 
 
 The superstructure is double deck, the first deck having a height 
 of 20 feet and >4 inch from deck to lower side of girders ; the upper deck 
 having a height of 16 feet and >^ inch from deck to lower chord of roof 
 truss. The superstructure is entirely of reinforced concrete and steel, 
 faced with copper on the outshore and inshore ends, thus making the 
 entire structure fireproof. There are three towers on the pier — the one 
 on the river or outer end has a height of 112 feet above the street level, 
 and the two on the inshore end have a height of 100 feet above the street 
 level. The street level in that vicinity is 11 feet above mean low water. 
 The construction of this pier cost $684,774.90, and the purchase of 
 additional land $302,000, making a total cost of $986,774.90. 
 
 On August 3, 191 1, a contract was awarded for the removal of old 
 
 145 
 
Peiiiisxhaiiia and Its Manifold Acih'itics 
 
 BALDWIN LOCOMOTIVE WORKS, I'HILADELPHIA. tkbA 11 Xu SHUP 
 146 
 
The Port of Philadelphia 
 
 piers and obstructions from the site of a proposed new pier and bulkhead 
 at the foot of Dock Street, Delaware River, which work was completed 
 under date of December 29, 191 1, at a cost of $29,400. 
 
 On November 21, 191 1, a contract was awarded for the construction 
 of a pier and bulkhead at the foot of Dock Street, Delaware River, for 
 the sum of $279,500. This pier will be 120 feet wide and 570 feet long, 
 of open type, resting on piles ; the superstructure to consist of one- 
 story freight shed and a two-story head-house for offices on inshore end. 
 
 The department is now considering plans for the construction of 
 two large trans-Atlantic piers to be located along the Delaware River 
 at some point not yet decided, but which will be in the built-up portion 
 of the city, within one mile from Market Street. Contracts have recently 
 been made for several pieces of bulkhead construction, among them a 
 concrete bulkhead along the easterly line of Delaware Avenue, from 
 South Street to Christian Street and from Callowhill Street to Fairmount 
 Avenue and Penn Street, to cost $250,000. When this bulkhead is com- 
 pleted it will widen Delaware Avenue, which is the marginal commercial 
 avenue of the city, to its full width of 150 feet from Christian Street 
 on the south to Fairmount Avenue on the north — a distance of 9800 feet. 
 The new bulkhead work will also include improvement of the Schuylkill 
 River front. 
 
 The city during the years 1910 and 191 1 purchased, at a cost of 
 $249,708, a dredging plant, which consists of: One 18-inch hydraulic 
 dredge, one combination dredge (scoop and clamshell, 5-yard bucket), 
 one 5 5- foot tugboat, one 81 -foot tugboat, four 500-cubic-yard bottom- 
 dump scows, three 250-cubic-yard bottom-dump scows, one deck scow, 
 one deck and derrick scow, and fifteen pontoons. 
 
 During the last four years the Department of Wharves, Docks, and 
 Ferries has removed, by contract with outside dredging concerns and 
 its own plant, 1,676,367 cubic yards of material from the Delaware and 
 Schuylkill river-channels, city docks, and private docks where municipal 
 sewers empty. 
 
 The present city administration has declared in favor of the expendi- 
 ture of $20,000,000 for the improvement of harbor facilities, and the 
 Department of Wharves, Docks, and F^erries is now working upon a 
 general plan of improvement. 
 
 This general scheme of improvement will place the port of Phila- 
 delphia in line with other progressive Atlantic ports. The city has 
 recently manifested a growing appreciation of its responsibility in the 
 
 147 
 
Pciuisxlz'Giiia and Its Manifold Actiz'itics 
 
 matter of luirbnr ini])r()venicnt and the extension of dock facilities, if it 
 is to expect the Federal Government to proceed rapidly with the 35-foot 
 channel work. The Congressional delegation in Congress is pressing 
 for increased appropriation for the channel, in order that this great work 
 of improvement may be completed at the earliest practicable day. In 
 the ])ast. the arguments in favor of channel deepening have been countered 
 
 SHIPS AWAITING DELIVERY, NEW YORK SHIPBUILDING COMPANY S YARDS 
 
 by the argument that the improvement of port facilities should proceed, 
 at least, as rapidly as the work of channel improvement. The broad 
 plan of improvement, which is now being shaped by the city authorities, 
 clearly indicates that it is the purpose of the city of Philadelphia to be 
 prepared for the enlarged commerce which will come with the deepen- 
 ing of the channel to the sea, and to provide docking facilities for the 
 largest vessels that will use the deeper channel. 
 
 By an Act of Assembly of the State of Pennsylvania, approved the 
 eighth day of June, 1907, there was established in the port of Philadelphia 
 a Board of Commissioners of Navigation for the River Delaware and 
 its navigable tributaries. The board consists of five members, and the 
 Director of Wharves, Docks, and Ferries, who is one of the members, 
 
 148 
 
The Port of Philadelphia 
 
 acts as president. Two are appointed by the mayor of Philadelphia, 
 one from the Maritime Exchange of Philadelphia, one from the Philadel- 
 phia Chamber of Commerce, one by the Councils of the City of Chester, 
 and one by the Council of the Borough of Bristol. 
 
 The commissioners are empowered to "make rules for the regu- 
 lating, stationing, and anchoring of ships, vessels, and boats in the River 
 Delaware and its navigalile tributaries, or at wharves, piers, or bulkheads, 
 
 WORKS OF THE 
 
 )M1'ANV, PHILADELPHIA 
 
 or in the docks, slips, or basins extending into or on the said river and 
 the navigable tributaries ; for removing, from time tp time, ships, vessels, 
 and boats, in order to accommodate and make room for others, or for 
 admitting river craft to pass in and out of docks, slips, and basins, and 
 for compelling the masters and captains of ships, vessels, and boats to 
 accommodate each other, so that ships, vessels, and boats shall for a 
 reasonable time be entitled to berths next to the wharves, piers, and 
 bulkheads until they have landed or loaded their cargoes." 
 
 The board has power to make surveys and soundings to ascertain 
 the capacity of the river and its navigable tributaries for commercial 
 purposes, and to prepare plans therefrom and to keep reports thereof. 
 It has power to establish bulkhead and pierhead lines and the distance 
 between piers, subject to the regulations of the United States Govern- 
 ment ; to adopt and promulgate rules and regulations for the construction, 
 extension, alteration, improvement, and repair of wharves, piers, bulk- 
 heads, etc., outside the limits of the city of Philadelphia. It is also 
 vested with power to grant licenses for the extension of wharves, piers. 
 
 149 
 
Peiuisyl-i'cniia and Its Manifold Activities 
 
 or oilier liarbor structures, or building in the nature of a wharf or harbor 
 structure, outside the limits of the city of Philadelphia. The board has 
 full power to grant licenses to persons to act as pilots in the Bay and 
 River Delaware, and to make rules for their government while employed 
 in that service; to decide, on application of parties in interest, all differ- 
 ences which may arise between masters, owners, and consignees of ships 
 or vessels, and pilots, and to make, ordain and publish rules and regula- 
 tions. They may impose such penalties for the breach thereof in respect 
 of the masters aforesaid as they shall deem fitting and proper. 
 
 Upon the creation of the Board of Commissioners of Navigation, 
 the Board of Wardens for the Port of Philadelphia and the offices of 
 the Harbor Master and the Master Warden of the Port of Philadelphia 
 were abolished, and the functions (excepting the granting of licenses for 
 the construction of wharves, etc., in the city of Philadelphia) of the 
 three offices above mentioned were vested in the new board. 
 
 Under the new^ project for the 35-foot channel in the Delaware 
 River, it is provided that, in order to permit free anchorage and move- 
 ment of vessels in the harbor of Philadelphia, the channel shall have a 
 width of 1000 feet in front of the city. The anchorage areas in Phila- 
 delphia harbor are at League Island, Greenwich Point, Cooper Point, 
 and Port Richmond. In order to accommodate the commerce of the 
 city of Camden, one of the principal features of which is a large 
 lumber trade, it is proposed to dredge a channel 15 feet deep along the 
 business jDortiun i)f the city front where such depth does not already 
 exist. 
 
 150 
 
Lake Erie and Ohio River Ship Canal 
 
 INSISTENCE upon internal waterway development along broad lines 
 is strikingly manifested in the demand of the manufacturing interests 
 in western Pennsylvania for a ship canal that will float the ore of 
 the Lake Superior region down from Lake Erie to this constantly 
 expanding center of industry. 
 
 Several rail lines now transport this ore. Lito the Pittsburgh region 
 in 1910 there moved 41,517,641 tons of ore, while a tonnage of more 
 than 18,000,000 tons of soft coal moved outward from the mines of 
 Pennsylvania. As this tonnage has grown, there has been found the 
 need of greater and still greater transportation facilities. To-day the 
 United States Steel Corporation has its own road, the Bessemer and 
 Lake Erie, while each of the other lines that connect the district with 
 the lakes carries a large volume of ore tonnage. 
 
 The route of the Lake Erie and Ohio River Ship Canal as proposed 
 is from Pittsburgh north and west through the wonderful commercial 
 district of the Beaver Valley to Pennsylvania State line ; thence through 
 Ohio to Ashtabula on Lake Erie. The length of the canal as proposed is 
 103 miles. The route is practically a straight line between the points where 
 the Ohio River and Lake Erie come nearest together. One-half the 
 distance, or about fifty miles, consists of rivers whose canalization presents 
 no insurmountable engineering difficulty and few difficult problems. The 
 route crosses at the lowest divide of any feasible route between lake and 
 river. 
 
 The proposed dimensions of the canal are : 
 
 Reaver River /Bottom width 175 feet 
 
 Bearer Kuer | Minimum depth 13 " 
 
 ]\Iahoning River 
 
 ( Bottom width 150 
 
 i Minimum depth 13 
 
 rSurface width 177 
 
 Canal proper Bottom width 131 
 
 ( Minimum depth 13 
 
 TAvailable length 360 
 
 Lock dimensions . . . . ■ Width 56 
 
 I^Over lock sills, deptli 12 
 
 Locks to be built to allow a depth of 15 feet when desired. 
 
Pennsylvania and Its Manifold Activities 
 
 Iiiil)()rtanl to the commercial interests of the western part of tlic 
 State as this canal is held to be, and though it is declared by engineers 
 to be entirely feasible, a number of years have elapsed since the agitation 
 for the undertaking was begun, and as yet the work is not started. This 
 delay bears a parallel to that which preceded the inauguration of the 
 intracoastal waterway chain along the Atlantic seaboard. 
 
 DAIQUIRI IRON MINE, CUBA. ORE SHIPPED TO PENNSYLVANIA 
 
 A commission, appointed by the Legislature as early as 1889, surveyed 
 the proposed route of the canal, considered the project in all its bearings, 
 and declared it to be entirely feasible. Six years later a committee of 
 the Pittsburgh Chamber of Commerce made a further exhaustive exam- 
 ination into the canal project, and pronounced it to be practicable and a 
 commercial necessity. However, the next step was delayed ten years 
 until in May, 1905, a charter was granted to the Lake Erie and Ohio 
 River Ship Canal Company. A national charter was granted by act of 
 Congress a year afterward. In June, 191 1, Lieut. Col. H. C. New- 
 comer, of the United States Corps of Engineers, stationed at Pittsburgh, 
 made a report in which he expressed the opinion that the project is 
 practicable and of sufficient national importance to justify the Govern- 
 ment's co-operating with local interests to provide the necessary funds 
 and also to superintend the construction and operation of the canal. 
 
 This important step in the canal movement was followed in 19 10 
 by action taken liy the Legislatures of Pennsylvania, Ohio, and West 
 Virginia, all of which passed laws authorizing counties in the States 
 bordering on the canal, or contiguous to the lake and navigable river 
 termini of the canal, to issue bonds for its construction. 
 
 152 
 
Lake Erie and Ohio River Ship Canal 
 
 
 '■^ 
 
 w 
 
 ^ ^ 
 
 3 
 
 1 
 
 - 'f -^^ 
 
 rt 
 
 It 
 
 153 
 
Pennsyh'ania and Its Manifold Activities 
 
 Doubtless the dissatisfaction of many Pittsburgh interests with the 
 railroad freight rates to the lake has had much to do with the continued 
 demand for the opening of the canal. While the Pittsburgh rate is as 
 low as, or lower than, the rates from the several West Virginia districts, 
 the ton-mile rate is considerably higher than from other important fields. 
 That this is a factor in the movement is shown by the following figures 
 prepared and published by those who are interested in the canal propo- 
 sition : 
 
 Rail Toll Canal I'ree Canal Toll Canal Free Canal 
 
 Rate Rate Rate Saving Saving 
 
 Per Ton Per Ton Per Ton Per Ton Per Ton 
 
 Ore $1.25 $0.60 $0.25 $0.65 $1.00 
 
 Coal 97 -49 -19 48 .78 
 
 Average $1.11 $0.54 $0.22 $0.56 $0.89 
 
 An idea of the extent of the tonnage which the canal would accom- 
 motlate is given by the following existing tonnage movement : 
 
 Total Tons Iron Ore Soft Coal 
 
 1906 75,609,649 36,872,508 14,488,240 
 
 1907 83,498,171 40,727,972 17,445,540 
 
 1908 60,518,024 24,939,185 14,681,911 
 
 1909 80,974,605 40,732,677 15,652,293 
 
 1910 86,732,316 41,517,641 18,406,469 
 
 Under the latest proposition for the opening of the canal, the United 
 States Government is asked only to supervise the construction ; while it 
 is proposed that the counties interested shall issue bonds, the part to be 
 borne by each individual county to be based upon the estimated benefit 
 which it will derive from the improvement. The question of canal 
 depth has been debated just as the question of dimensions of canals was 
 debated three-quarters of a century ago. The private interests that have 
 fathered the cause of the canal advocate a 12- foot depth, but they are met, 
 as were the early canal pioneers, by arguments on the part of those who 
 would restrict it to nine feet. 
 
 The total cost of a 12-foot depth, which would accommodate 2000- 
 ton barges, is $60,000,000. It is estimated that the canal would have 
 traffic amounting to 15,000,000 tons a year before it had been in operation 
 four years. It is further estimated that on this tonnage the canal could 
 make rates that would easily carry the interest on the bond issue required 
 for its construction, and that these rates would mean a substantial saving 
 to shippers. 
 
 As reasons why the National Government should co-operate in the 
 construction of the canal, the following have been urged : First, the canal 
 
 154 
 
Lake Eric and Ohio Rizrr Shif^ Canal 
 
 forms the link connecting the Great Lakes and tributary canals with the 
 interior river system of the country directly at the point where there is 
 an existing tonnage niovement larger than in any similar area in the 
 world. Second, the Panama Canal and the Erie Canal across New York 
 State are soon to be opened. The Atlantic and Pacific Oceans, (iulf of 
 Mexico, (ireat Lakes, and interior ri\er systems of the country will be 
 
 JUNCTION OF ALLEGHENY AND MONONGAHELA RIVERS 
 
 united, and an unbroken waterway connection between twenty-seyen 
 States and Canada, providing competitive rail and water rates for the 
 benefit of interstate and foreign commerce will be established. 
 
 The fact that the Federal Government is now committed to the 
 scheme of improvement of canals inside the Atlantic seaboard, and that 
 government engineers have made a favorable report on the feasibility 
 of a cut across New Jersey and a deep-draught canal across the Dela- 
 ware peninsula has lent new courage to those who have urged the Lake 
 Erie and Ohio River Ship Canal. It is pointed out that the classes of 
 freight that move between Pittsburgh, New Castle, and the Lakes are 
 classes that may profitably be transported in barges. It is urged that if 
 there is one district in the country where a deep barge canal would prove 
 
 155 
 
Pennsyh'ania and Its Manifold Activities 
 
 its practicaliility it is in this territory, where an enormous amount of ore 
 moves southward from the Great Lakes, passing, as it moves, the north- 
 bound coal from the western Pennsylvania mines. 
 
 The most hopeful step thus far taken toward the beginning of this 
 project, is the report submitted by the National Waterways Commission, 
 which recommends that the National Government co-operate in the work. 
 
 The commission is of the opinion that the main question to be con- 
 sidered in reaching a conclusion as to the feasibility of the proposed 
 canal is what part of this traffic it can reasonably be expected to obtain 
 in competition with the railways now operating in the same territory. 
 The calculations made in 1905 give 3,000,000 tons as the probable traffic 
 for the first year of operation, 22,500,000 for the fifth year, and 
 38,000,000 for the tenth year. There are a number of considerations, the 
 commission believes, which would indicate that these estimates are prob- 
 ably too high. It declares that in order to successfully compete with the 
 railways the canal must offer cheaper transportation, except when there 
 is an excess of traffic. The cost of transportation on the proposed canal 
 is estimated at 1.58 mills per ton-mile, which, with the tolls proposed 
 to be charged, would make the total cost about 3 mills per ton-mile. 
 This, the commission holds, would undoubtedly give the canal the required 
 advantage over the competing railways if the present rates, which are 
 generally considered to be high, amounting to about 8.5 mills per ton-mile 
 for iron ore and 6.8 mills per ton-mile for coal, were maintained after 
 the canal was opened. "It may be confidently expected, however," the 
 commission says, "that the railroads will make substantial reductions from 
 the present high rates whenever they are not operating to their full 
 capacity, in an efifort to keep traffic from being diverted to the waterway, 
 and every reduction in their rates will lessen the advantages of the canal. 
 Some idea of the point below which the railroads could not profitably 
 reduce their rates is shown by the fact that the cost of shipping ore on 
 the Bessemer and Lake Erie Railroad, which is owned by the United 
 States Steel Corporation and operated as a bulk freight road from Pitts- 
 burgh to Conneaut on the Lake, is stated to be about 2.8 mills per ton- 
 mile, and the cost of hauling coal in full-train loads on the Pittsburgh 
 and Lake Erie Railroad, which the canal would parallel for most of its 
 length, according to estimates made by Frank Lyon, attorney for the 
 Interstate Commerce Commission, is less than 2 mills per ton-mile. 
 
 "Several cases involving the fairness of these coal rates from the 
 Pittsburgh district to the Lake Erie ports iiave recently been considered 
 
 156 
 
Lake Eric ami Oliio River Siiip Canal 
 
 by the Interstate Coninierce Commission and reductions amounting to lo 
 cents a ton ordered. The complaint investigated was that these rates 
 were unreasonably high in comparison with the West Virginia coal rates, 
 some of which average less than 3 mills per ton-mile. The railways 
 competing with the proposed canal will doubtless be restrained from 
 making excessive reductions in their rates by the provision of the Mann- 
 
 PIG-IRON STOREYARD 
 
 Elkins Act of 1910, which prohibits railroads lowering their rates in 
 competition with a waterway from raising them again until after hearing 
 by the Interstate Commerce Commission. This provision was inserted 
 in accordance with the recommendation of the National Waterways Com- 
 mission in its preliminary report, the purpose of which was to [)revent the 
 elimination of water competition by unfair means." 
 
 In view of the great benefits which would result from the construc- 
 tion of this waterway, the commission believes that the Federal Govern- 
 ment is justified in co-operating with the localities which are to furnish 
 the funds, to the extent of building the approaches to the canal and of 
 lending them the Army engineers to perform the engineering work neces- 
 sary for its construction. The commission accordingly recommends that 
 
 157 
 
Peiinsylcvnia and Its Manifold Activities 
 
 when $10,000,000 is available in cash, and bonds to the amount of 
 $50,000,000, or as much more as is necessary in the opinion of the 
 Secretary of War to insure completion of the canal, have been authorized, 
 and the legality of such bonds has been certified by competent legal 
 authority, the Secretary of War shall direct the Chief of Engineers to 
 detail, without charge for services, such ofificers from the Corps of Engi- 
 neers as he shall deem necessary to perform the engineering work neces- 
 sary for the construction of the proposed canal. The commission further 
 recommends that when the work of constructing the canal has actually 
 begun. Congress, if satisfied that it will be completed, shall appropriate 
 the funds necessary for an adequate harbor in Indian Creek at the Lake 
 Erie end, and for the necessary improvement of the Ohio River in the 
 Pittsburgh district, the same to be completed by the time the canal shall 
 be ready for operation. It is held, however, that the Government should 
 not be required to purchase any land in making these improvements. 
 The plan of co-operation proposed by the commission is intended to 
 leave the canal essentially a local enterprise, and the recommendations 
 for the co-operation of the Federal Government in constructing this 
 waterway are not, the commission states, to be construed as committing 
 or obligating the Government to assume financial responsibility for con- 
 struction, maintenance, or operation. 
 
 158 
 
THE INDUSTRIES 
 
 OF 
 
 PENNSYLVANIA 
 
GEORGE E. BARTOL 
 
 Chairman Transportation 
 Committee 
 
 WII.I'RED H. SCHOFF 
 
 Cliairman Publications CLINTON ROGERS WOODRUFF 
 
 Committee Vice-Chairman Press Committee 
 
An Industrial Commonwealth 
 
 ^ MONG the States of the Union, Pennsylvania is the oldest and 
 /\ youngest of industrial Commonwealths. Oldest, in that within its 
 X ^ borders more branches of manufacture have been carried forward 
 generation after generation, than in any other State. Youngest in that, 
 with the vigor of youth, it is putting forth each year something new in 
 the field of industry. Here are the oldest industries in the country. Here, 
 
 IMMENSE COKE OVENS, JONES & LAUGHLIN COMPANY, PITTSBURGH 
 
 too, are new, vigorous branches of industrial endeavor that have sprung 
 up within a decade. While the development of the steel industry is the 
 greatest single chapter in the industrial history of Pennsylvania, it is but 
 one of many that make this history the most remarkable of that of the 
 western hemisphere. Statistics show that there are in Pennsylvania 
 27,563 industrial establishments, operating with an aggregate capital of 
 
 161 
 
Pcinisylz'ania ami Its Maiiifold .Ictivitics 
 
 $2,749,006,000, and luniiiii,^ out ])r(j(lucts, in the last census year, in excess 
 of $2,626,000,000. 
 
 A comparison of the statistics for I'ennsylvania witli those for the 
 other States shows its industrial importance. There was but one other 
 State — New York — that exceeded it in total value of production, and 
 renns\l\ania and New \\)rk were the only two that went Ijcvond the 
 
 HOT RAILS ON THE COOLING FRAMES 
 
 two-billion mark. Illinois, however, was close to that mark, while Massa- 
 chusetts ranked fourth. In the amount of capital New York and Penn- 
 sylvania are about the same. In the amount of power used Pennsylvania 
 leads, with 2,921,547 horsepower, followed by New York, with a million 
 less, or 1,997,669. It will thus be seen that the industries of Pennsyl- 
 vania are of such a nature as to require more power than those of New 
 York. This is due largely to the fact that Pennsylvania is the most 
 important State in the metal industries. In diversity of manufacture 
 Pennsylvania is excelled by none of the States. 
 
 The summary for the State shows increases in all the items for the 
 census of 1909 as compared with the census of 1904. There was a 
 substantial increase in the number of manufacturing establishments, 
 
 162 
 
.//; I Jtd list rial Conimoiiz^'calth 
 
 which advanced from 23,495 to 27,563. an increase of 17 per cent. The 
 following table shows the increases : 
 
 Number of establishments 23,495 27,5(33 17 
 
 Capital $1,995,837,000 $2,749,006,000 38 
 
 Cost of materials $1,142,943,000 $1,582,560,000 38 
 
 Salaries and wages $441,230,000 $566,524,000 28 
 
 Miscellaneous expenses $167,267,000 $206,301,000 23 
 
 \'alue of products $1,955,551,000 $2,626,742,000 34 
 
 Value added by manufacture $812,608,000 $1,044,182,000 28 
 
 Officials and clerks 66,081 94,885 44 
 
 Wage earners 763,282 877,543 15 
 
 A ROW OF COKE OVENS NEAR PITTSBURGH 
 
 These figures are for "establishments" as defined by the thirteenth 
 census as follows : One or more factories, mills, or plants owned, con- 
 trolled, or operated by a person, partnership, corporation, or other owner 
 located in the same town or city, and for which one set of books of 
 account is kept. 
 
 The thirteenth census, like that of the year 1904, differs from the 
 census of 1900, with reference to manufactures, in that the two later 
 censuses excluded the hand and the building trades and the neighborhood 
 industries, and took account only of establishments conducted under the 
 factory system. The totals given for Pennsylvania do not include steam 
 laundries. Of these there were 385, having a capital of $6,685,000. The 
 cost of materials used was $1,450,000 and the value of products 
 $8,332,000; the average number of wage-earners employed during the 
 year, 9639. 
 
 According to the figures of the State Department of Internal Afifairs 
 there were 151 dififerent branches of manufacture that reported to that 
 
 163 
 
Pennsylvania and Its Manifold Actii'itics 
 
 (lepartnicnl for the year 1910. Wliilc this differs somewhat from the 
 census figures and cannot be taken as showing- all of the industries in 
 the Commonwealth, it gives a fairly accurate understanding of the extent 
 of the various lines of manufacture and the number of establishments. 
 Of these varied lines of manufacture, each of the following had a pro- 
 duction valued in excess of $10,000,000: 
 
 Market Value Number of 
 
 Number of 
 
 Character of Industries Establishments ^, Production Wage Earners 
 
 Considered 
 
 Anthracite coal mined 115 $157,123,658 165,634 
 
 Bituminous coal 874 146,353,044 184,083 
 
 Iron and steel — rolled into tinished form. 130 487,416,059 130,324 
 
 Iron and steel — ingots and castings 33 22,145,148 ii,342 
 
 Pig iron 64 178,368,577 16,778 
 
 Tin plate 20 34-955,505 10,701 
 
 Boilers, tanks and vats 41 10,330,556 3,455 
 
 Boots and shoes 109 20,052,795 10,690 
 
 Carpets and rugs 79 27,1 1 1,459 12,491 
 
 Cars and car wheels 20 75,177,349 18,542 
 
 Castings 84 12,869,839 7,263 
 
 Cement 26 20,135,069 10,924 
 
 Cotton goods 74 33,834,547 12,130 
 
 Confectionery 60 18,624,144 6,635 
 
 Drugs and chemicals 39 25,584,262 5,470 
 
 Engines and boilers 31 17,969,074 5,835 
 
 Electrical supplies 23 32,085,514 12,261 
 
 Furniture 102 19,086,048 7,985 
 
 Glass, plate 16 10,211,661 5,775 
 
 Hats 39 15,455,51 1 8,316 
 
 Hosiery 188 29,896,650 24,777 
 
 Iron and steel bridges 9 21,629.383 5,820 
 
 Leather — enameled and glazed kid 17 25,906,171 5,261 
 
 Leather— sole 35 I4,037,557 2,336 
 
 Machinery I37 35,940,371 16,716 
 
 Machine tools 52 12,359,000 4,975 
 
 Oil — crude and refined 31 50,209,958 5,770 
 
 Paints, white lead, etc 27 17,362,834 1,826 
 
 Paper mills 36 21,771.362 6,451 
 
 Pipes and tubing 25 22,356.370 6,700 
 
 Railroad supplies 14 22,148,032 6,509 
 
 Shirts 96 11.541.203 9,046 
 
 Silk 185 59.661.962 33,505 
 
 Steam and electric locomotives 11 49,633,229 36,214 
 
 Sugar refining 2 48,915,778 i,43S 
 
 Tanneries 66 41,255,205 5,880 
 
 Woolen goods 42 10,488,593 4,7" 
 
 Yarn 86 35,074,763 12,470 
 
 It is to be noted that this tabulation makes no mention of the print- 
 ing business, which is rated among the first ten industries in value of 
 
 production. It is natural that a State which was the home of Benjamin 
 Franklin should excel in the character of its ])rinting. and in this industry 
 Penns\lvania takes high rank both in volume and qualit\- of product. 
 
 164 
 
An Industrial Coiniiioirwealth 
 
 The other lines of manufacture, with the aggregate production 
 (1909) in each line follows: 
 
 Anthracite coal washed $3,096,050 
 
 Agricultural implements 3,822,194 
 
 Alcohol, acetate of lime, charcoal, etc 3,762,511 
 
 Aluminum 6,841,792 
 
 Asbestos product 4,337,354 
 
 Automobiles 5,1 18,764 
 
 Awnings 189,013 
 
 Axes and edge tools i ,890,730 
 
 Axles and springs 4,982,472 
 
 Barrels and kegs 3,923,078 
 
 Beds, bed springs and cots 1,792,271 
 
 Blankets, flannels, etc 5,357,o82 
 
 Bobbins and mill supplies 518,137 
 
 Bolts, nuts and rivets 5,866,058 
 
 Braids, tapes and bindings 5,284,882 
 
 Brass castings 6,877,975 
 
 Brooms 657,608 
 
 Buttons, thread, hooks and eyes 2 841,051 
 
 Caskets and undertaker's supplies 2,519,439 
 
 Chains 1,555,785 
 
 Chandeliers and gas fixtures 1,525,491 
 
 Cigar boxes 1,651,726 
 
 Cold rolled steel pulleys and shafting 9,949,177 
 
 Copper and bronze castings 2,789,864 
 
 Cordage, ropes and twine 5.264,763 
 
 Cork 6,152,768 
 
 Corsets 747,315 
 
 Cutlery 1,284,976 
 
 Curtains 6,943,088 
 
 Curled hair and glue 5,721,277 
 
 Dental, surgical and optical supplies 3,700,587 
 
 Dyeing, bleaching and finishing 7,429,396 
 
 Embroideries and handkerchiefs 2,707,500 
 
 Enamel and electric signs 593,305 
 
 Enamel and galvanized ware 917,863 
 
 Fence railings and wire goods 5,269,040 
 
 Fertilizers 5,025,143 
 
 Foundries 9,461,662 
 
 Gas and gasolii e en : n- es 5 072,996 
 
 Gas mantles 234,112 
 
 Gas meters 4,098,098 
 
 Glass, cut 1,545,872 
 
 Glass bottles 9,438,955 
 
 Glass, decorative 2,194.051 
 
 Glass, tableware 4,129,206 
 
 Glass, windows 7,641,979 
 
 Glass, stained 194,023 
 
 Glass, sand 797,769 
 
 Gloves and mittens 722,190 
 
 Hair cloth 1,312,429 
 
 Hats and caps 617,519 
 
 Hardware specialties 7,511,200 
 
 Iron and steel f orgings 5,5.^0 663 
 
 Iron and sheet metal 4,762.511 
 
 165 
 
Pciiusylz'aiiia and Its Manifold Actiz'itics 
 
 Knit goods $1,154,644 
 
 Lace goods 2,310,631 
 
 Ladies' skirts 3.284,346 
 
 Lamps and chimneys 2,688,952 
 
 Leather, miscellaneous 2,369,341 
 
 Leather, harness 1,056,057 
 
 Mattresses 668,973 
 
 Mantles, tile and brick 1,003,992 
 
 Mine supplies 2,391,587 
 
 Mine squibs 1/1,341 
 
 Musical instruments 1,544,629 
 
 Neckwear 2,092,878 
 
 Oil cloth and window shades 4,810,519 
 
 Oil well supplies 2,171,022 
 
 Overalls 797,525 
 
 Packing boxes and patterns 4,676,784 
 
 Paper bags and shipping tags 1,619,437 
 
 Paper boxes 6,446,424 
 
 Pickles, preserves and canned goods 7,811,377 
 
 Picture frames and veneers 594,508 
 
 Planing' mills, building material 7,230,778 
 
 Plumber's supplies 4,225,1 10 
 
 Pottery dishes and porcelain ware 3,550,219 
 
 Powder and high explosives 5,423,376 
 
 Pumps and valves 5,768,956 
 
 Radiators and steam fittings 3,630,639 
 
 Refrigerators 2,855,255 
 
 Regalias, flags and sporting goods 3,240,785 
 
 Rubber goods 5,166,805 
 
 Safes, vaults and locks 2,1 19,366 
 
 Saws and files 1,609,031 
 
 Scales and separators 764,828 
 
 Shirts and shirtwaists 6,392,467 
 
 Shovels, scoops and spades 1,367,665 
 
 Shoddy and waste 1,147,115 
 
 Showcases and store fixtures 190,519 
 
 Skylights and cornices 1,357,095 
 
 Slate 3,842,362 
 
 Soap 8,973,649 
 
 Stationery and engraving 5,504,865 
 
 Steamships and launches 6.913,697 
 
 Stoves, heaters and ranges 8,697,023 
 
 Structural iron 8,265,880 
 
 Suspenders 2,088,321 
 
 Terra cotta pipe, etc 750,885 
 
 Tin ware and stamped ware 3,608,630 
 
 Towels 1,639,136 
 
 Trunks and suit cases 1,639,284 
 
 Turbine and water wheels 1,668,379 
 
 Typewriters and supplies 2.569,756 
 
 Umbrellas and parasols 4,855.725 
 
 Underwear 5,749,886 
 
 Upholstery 6.532,051 
 
 Ventilators, elevators and fire escapes 2.267,932 
 
 Wagons and carriages 6,993.022 
 
 Wall paper 3.625.458 
 
 Watches, clocks and jewelry 3.798,180 
 
 Wood novelties 2,292,861 
 
 166 
 
The State's Steel-Making History 
 
 FROM the raw material — the iron ore which comes into Pennsylvania 
 from the Lake Superior ranges, from Cuba, from Sweden, and from 
 other iron districts — the first step toward the production of finished 
 products is, of course, the making of pig iron. While Pennsylvania still 
 provides a part of the ore that supplies the many blast furnaces that turn 
 out the pig iron supply, this is to-day a small part of the total amount of 
 ore handled by the furnaces within the State. 
 
 In the early days, as has been stated, the smelting of ore was accom- 
 plished with charcoal, and in those days proximity to forests and to ore 
 were the requisites for the production of iron. Then came the day when 
 anthracite coal was discovered and when it was ascertained that it could 
 be used in the smelting of ore. This caused the blast-furnace development 
 in the Lehigh region. But when coke made from bituminous coal was 
 found to be the best blast-furnace fuel, the industry speedily moved 
 farther and farther west into the bituminous fields. With the decline of 
 the Lehigh Valley in this industry has come the great advance of the 
 Pittsburgh district. 
 
 The total production of pig iron in the United States in 1910 was 
 27,303,567 tons, of the value of $425,115,235; and of this amount, Penn- 
 sylvania alone produced 11,272,323 tons of a value of $180,695,338. The 
 second State in point of production — Ohio — produced less than half the 
 amount of Pennsylvania. Not only was its production the greatest, but 
 the increase, from 1909 to 19 10, was greater than that of any other State 
 in the L'nion. In 1910 Pennsylvania had 164 blast furnaces, which was 
 more than twice the number in Ohio, three times the number in Alabama, 
 and six times the number in any other State. The increase between 
 December 31, 1909, and December 31, 1910, was 61. The number of blast- 
 furnace stacks in the State, 172, is almost double the number in Ohio. 
 
 Following the process of pig iron production comes the making of 
 steel by differing processes, and from these initial steps the material 
 moves onward into the thousands of manufacturing plants in which it is 
 shaped and formed into the multitude of iron and steel products that com- 
 prise Pennsylvania's varied and extensive output. 
 
 167 
 
Pemisylz'aiiia and Its Manifold Activities 
 
 Ex])criineiUs in tlie making of blister steel were carrietl on in New 
 England as early as 1655, more seriously in Connecticut in 1740, in Massa- 
 chusetts in 1750, in New York State in 1776. The industry on this side 
 of the ocean was, however, discouraged by the British Government, on 
 the ground that it competed with the British industry. In 1805 Pennsyl- 
 vania had two steel furnaces producing amiually 150 tons. In 1810 the 
 
 HARGIXG AN OPEN-HEARTH STEEL FURNACE 
 
 whole country produced 917 tons of steel, 531 coming from five Penn- 
 sylvania steel furnaces. The industry died down for many reasons, 
 principally for lack of proper crucibles. 
 
 Prior to i860 this country relied mainly upon England for its steel 
 supply. The manufacture of crucible steel had made but slow progress 
 down to that time. The credit of placing this industry on a firm basis is 
 given to Dr. Curtis G. Hussey, of Pittsburgh, wdiose firm successfully 
 made crucible steel of the best quality as a regular product in i860. 
 Bessemer steel was first made in this country in an experimental way at 
 Wyandotte, Mich., in 1864, by a company made up largely of Pennsyl- 
 vanians. Three years later, the first Bessemer steel to be made in this 
 State was turned out at the Steelton plant of the Pennsylvania Steel 
 Company. 
 
 168 
 
The State's Steel-MakiiK/ History 
 
 In the Bessemer process of steel manufacture streams of cold air are 
 forced under pressure into a vessel called a converter, which has been 
 partly filled with melted cast iron. In this operation the oxygen of the air 
 combines with and eliminates the carbon and silicon in the iron. The 
 product is thus decarburized and desiliconized. But, as a certain amount 
 of carbon is always required to produce steel, a definite quantity of man- 
 
 POURIXG OPEX-HEARTH 
 
 ganiferous pig iron — spiegeleisen or ferro-manganese — is added to the 
 contents while they are still in a state of fusion. By this addition the 
 required amount of carbon is obtained, and the manganese combines with 
 and liberates the oxygen that has united with the iron during the blast. 
 The quality of temper of the Bessemer steel thus obtained depends upon 
 the character and proportions of the materials used. 
 
 A distinguishing feature of the Bessemer process consists in the entire 
 absence of any fuel whatever in converting the already melted cast iron 
 into steel. The carbon and silicon in the iron combines with the oxygen 
 of the atmospheric blast and produces an intensely high temperature. The 
 Bessemer converter holds from 5 to 20 tons. The charge of cast iron 
 which it receives preliminary to a conversion or blow is either supplied 
 directlv from a blast furnace or from a cupola in which pig iron is melted. 
 
 169 
 
Pcinisylz'aiiia and Its Maiiifold .Ictiiitics 
 
 A Bessenicr cdiivcrtcr, weighing with its Cdiitcnts from 20 to 40 tons, is 
 moved on its axis by machinery controlled by the touch of workmen. It 
 receives, in response to the same touch, a blast so powerful that every 
 particle of its manv tons of metallic contents is heated to the highest 
 temperature known in the mechanic arts. 
 
 In the development of the Bessemer steel industry Pennsylvania has 
 been far ahead of the other States. Its production of Bessemer ingots 
 and castings has decreased as its production of open-hearth ingots and 
 castings has increased. The Bessemer production of the State in 1906 
 was 4,827,725 tons, and in that year it easily led all the States. In 1910 
 the production of the State was 2,975,750 tons, and it was led by Ohio. 
 
 The open-hearth process of steel manufacture, of which the Siemens- 
 iMartin furnace is the most popular type, consists in melting pig iron in a 
 large dish-shaped vessel, or reverberatory furnace, and afterward decar- 
 burizing it by adding wrought iron, steel scrap, or iron ore. Deficiency of 
 carbon is supplied, as in the Bessemer process, by the application of 
 spiegeleisen or ferro-manganese. In this process the steel is made with 
 any percentage of carbon that may be desired. The c^uantity of steel 
 made at one operation, or heat, is from 5 to 35 tons. 
 
 The open-hearth process produces as large masses of steel as the 
 Bessemer process, but is much slower in its operation. It possesses, how- 
 ever, the advantage over the Bessemer process that the melted mixture 
 may be indefinitely kept in a state of fusion until experiments with small 
 portions determine the exact conditions necessary to produce a required 
 quality of steel. 
 
 While both processes may be combined with existing rolling mills or 
 crucible steel works, the open-hearth process can perhaps be most eco- 
 nomically added to such establishments. This is one cause of its increas- 
 ing popularity. The open-hearth process is especially adapted to the 
 utilization of the scrap steel and rail ends which accumulate at Bessemer 
 steel works. Naturally, therefore, many open-hearth furnaces have been 
 built in connection with these works, both in Europe and in the United 
 States. Another advantage of the process is its adaptability to the remelt- 
 ing of worn-out steel rails for the production of steel in other forms. A 
 popular use of the open-hearth process in both Europe and America is 
 the production of steel plates for boilers and fire-boxes. On both conti- 
 nents open-hearth steel is also largely used as a substitute for iron in ship- 
 building and bridge-building. It is also rapidly coming into use in all 
 countries in the manufacture of all kinds of tools, and generally as a com- 
 
 170 
 
TJic State's Stccl-Making History 
 
 petitor of wrought iron and other kinds of steel. These two processes, 
 Bessemer and open-hearth, have increased the world's production of steel 
 more than lOO-fold in the last thirty-five years. 
 
 Steel was first made in Pennsylvania by the open-hearth process in 
 1871-72, and the advance in this State v^as very rapid. In 19 10 the 
 production of oj^en-hearth steel ingots and castings reached a total of 
 
 BESSEMER CONVERTER, DUOUESNE STEEL WORKS, CARNEGIE 
 STEEL COMPANY 
 
 10,153,816 tons, while Ohio, the State whose production was next largest, 
 produced but 1,733,409 tons. In that year Pennsylvania's production of 
 both Bessemer and open-hearth steel was more than two and one-half 
 times that of Ohio, the State which stood next in the list. 
 
 The manufacture of crucible steel began in this country in 1832, in 
 Cincinnati, and the product competed seriously in this country with 
 Sheffield steel. Owing to tariff reduction during the administration of 
 President Jackson, the company failed and the industry languished for 
 a number of years. In 1850 Pennsylvania had 13 steel plants with a 
 product of 6078 tons. After the increase of tariff at the beginning of 
 
Pennsylvania and Its Manifold Activities 
 
 Lincoln's administration in 1861 the industry was largely extended, 
 especially for edge tools, but this method could not compete with Bessemer 
 or open-hearth processes in the wider applications of steel. 
 
 The first steel rails produced in the United States in commercial 
 quantities were rolled by Cambria Iron Company in August, 1867, from 
 ingots made by the Pennsylvania Steel Works. To-day, iron rails have 
 been virtually supplanted on railroads in this country by steel rails, and 
 in the liistory of this development the name of Andrew Carnegie has an 
 important place. Mr. Carnegie saw that the day of the steel rail was sure 
 to come, and he made his preparations accordingly. When the day came 
 that American railroads were forced to make the change, the Carnegie 
 plant had been so developed that he was able to produce at lower cost 
 and to undersell competitors. The first 30-foot rails rolled in this country 
 were produced in 1855, at the Cambria Iron Works. In 1875 the Edgar 
 Thomson Steel Works, of the Carnegie plant, rolled the first 60-foot rails. 
 The steel-rail business of the country to-day centers at Pittsburgh, though 
 other Pennsylvania works bear an important part in the total production. 
 
 The United States Steel Corporation's research work in the electric 
 steel-making process is being conducted at the Carnegie company's 
 metallurgical laboratories at Homestead, under the guidance of Dr. John 
 H. Unger, chief of metallurgical stafif of the corporation. Since Feb- 
 ruary 10, 1910, the corporation has been making steel in a 15-ton electric 
 furnace at the Homestead works — the largest electric steel refining 
 furnace in commercial operation in this country. 
 
 The Steel Corporation has the exclusive rights in this country to 
 the Paul Heroult French process of electrically refining steel, which 
 is more practicable for installation in American plants, with their low 
 blast furnace costs, than are the processes in use in the electric steel 
 works in Sweden, Norway and Germany. In 191 1 the Crucible 
 Steel Company of America secured a permit from the Steel Corporation 
 to operate electric furnaces under the Heroult patent, and the first installa- 
 tion was made at the Crucible Company's Harrison. X. J., plant. It 
 was originally planned to make a second installation at the Park plant 
 of the Crucible Company, in Pittsburgh, but this project is in abeyance 
 pending the completion of the new open-hearth plant the company is 
 building at Midland, Pa., on the Ohio River, 20 miles below Pittsburgh, 
 where its crude product operations will be centralized, and where it is 
 designed to undertake the electric refining of steel on a large scale. The 
 electric steel process, as utilized in Sweden, does not accommodate itself 
 
The State's Steel-Mokiiig History 
 
 to American practice, inasmuch as it contemplates smaller units, and has 
 not yet been developed to operate on the heavy tonnage basis which the 
 American industry has reached. Recent investigations by steel works 
 chemists, however, have developed properties in steel after it has been 
 put through a double-refining process by the use of, first, the open-hearth, 
 and then the electric furnace, that suggest the possibilities of the product 
 
 POURIXG OPEX-HEARTH STEEL INTO MOLDS 
 
 being used for high-class rail manufacture. Such a solution of the 
 present steel rail problem on American railroads is being discussed by 
 American steel works engineers. The Firth-Sterling Steel Company, 
 with works at McKeesport, has had a 2><-ton Heroult electric furnace 
 in commercial operation since 1910. 
 
 As illustrative of the position of Pennsylvania in the steel industries, 
 it is noteworthy that the only armor plate for battleships made in the 
 United States is produced within the borders of the Commonwealth. 
 John Fritz, one of the ablest of Pennsylvania's iron-masters, was the 
 
 173 
 
Pcniisylz'aiiia and Its Manifold Activities 
 
 first to make arnuir plate in this country., This was at the Bethlehem 
 works. For some time, Bethlehem and the Carnegie Company had this 
 branch of manufacture to themselves, but after a few years, the Midvale 
 Steel Works successfully invaded the field. Armor plate has been made 
 not only for the warships of the United States Navy, but also for those 
 of various foreie^n countries. 
 
 CHARGING A BESSEMER CONVERTER 
 
 Recent years have seen, in both ends of the State, a notable develop- 
 ment in the introduction into the field of alloy steel, of the metal 
 vanadium. While commercially a new metal, vanadium was discovered 
 a century ago in some of the Swedish iron ores. Even up to the end 
 of the last century it was considered as one of the rare metals. With 
 the opening of the twentieth century researches as to the efifect of 
 vanadium in steel showed such results as to immediately engage the 
 attention of metallurgists, and to arouse interest in explorations for ores 
 of vanadium. 
 
 Engineers of the American A'anadium Company in 1905 discovered 
 a large deposit of rich vanadium ore in the Andes of Peru. This deposit 
 is unique in that the vanadium occurs in a previously unknown mineral, 
 
 174 
 
TJic State's Stccl-Makiiig History 
 
 a sulphide of vanadium. The discovery of this deposit at once made 
 vanadium available in c[uantities sufficient to meet the commercial require- 
 ments of the steel industry, and insured a large supply for future needs. 
 The ore, after being mined, is roasted to remove most of the sulphur 
 which it contains. It is then transported in sacks, by steamer around 
 Cape Horn to New ^'ork, and then by railroad to the plant of the Ameri- 
 
 BLOWINX A BESSEMER CONVERTER 
 
 can Vanadium Company at Bridgeville, near Pittsburgh. Here the ores 
 are worked, and the vanadium reduced in the form of an alloy v^ith iron, 
 known as ferro-vanadium, which contains about 35 per cent, vanadium. 
 The working of the ore involves a number of chemical extraction 
 processes to separate the vanadium from the other minerals. The strong 
 affinity of vanadium for carbon makes it impossible to produce ferro- 
 vanadium with carbon as a reducing agent without a large percentage of 
 carbon in the finished alloy. As ferro-vanadium containing carbon is not 
 desirable, it is necessary to reduce the oxide of vanadium by a process 
 that will give an alloy as free as possible from carbon. The production 
 of carbon-free ferro-vanadium is accomplished by means of an aluminum 
 reduction process, operating by combustion of metallic aluminum. 
 
 175 
 
Pciuisylz'aiiia and Its Manifold Activities 
 
 An idea of the growth of the application of vanadium to the iron 
 and steel industry is given by the statement that in 1906 the total produc- 
 tion of vanadium steel amounted to only 800 tons, while in 191 1 the ton- 
 nage of steel into which vanadium entered was over 50,000 tons, with 
 the tonnage for the year 1912 estimated at 100,000 tons. The principal 
 applications of vanadium in the manufacture of steel have been thus 
 far in the manufacture of high-speed tool steel. The use of chrome- 
 vanadium, nickel-vanadium, and nickel-chrome-vanadium steels is to-day 
 general in the automobile industry. 
 
 The Primes Chemical Company, of Primos, Delaware County, has 
 a plant at Vanadium, Col., for the extraction of vanadium, a tungsten 
 ore concentrating plant at Lakewood, Col., and a reduction plant at 
 Primos. It controls 5000 acres of tungsten and vanadium-bearing land. 
 The business was established in 1888, and w^as developed by those who 
 are still the sole owners. 
 
 The chief products manufactured are tungsten, molybdenum, and 
 vanadium, which are used largely in the manufacture of tool steels, 
 magnet steels, armament, automobiles, and in warships and other vessels. 
 These metals and alloys are used in armor plate, deck plates, crank 
 shafts, and in many parts of the machinery requiring steel of high tensile 
 strength and resistance to shock. Tungsten, owing to its extremely 
 high melting point, is used in the manufacture of filaments for incandes- 
 cent lamps, and also in the manufacture of some of the newer arc lamps. 
 
 1/6 
 
The Steel Industry 
 
 EDIXG the steel works of the State in point of extent of output 
 are those of the Carnegie Steel Company, at Pittsburgh, which 
 have aptly been termed "the backbone of the United States Steel 
 Corporation." The Carnegie works furnish to the big corporation 
 the steel, in billet or other semi-tinished form, for nearly one-half 
 of its finished product, including practically all the steel used by the 
 American Sheet and Tin Plate Company, the American Bridge Company, 
 the steel hoop mills, axle works, and other scattering subsidiaries. It 
 boasts the largest output of steel of any single company in the world. 
 
 Figures for the steel output of the Carnegie plants are not given 
 separately in United States Steel Corporation reports, but its 22 rolling 
 mills and steel works were rated two years ago at 4,550,000 tons of 
 Bessemer ingots and over 6,000,000 tons of open-hearth ingots annually. 
 Its Edgar Thomson rail mill, for instance, is rated at 975,000 tons a 
 year ; its Homestead Steel Works will produce in excess of 3,200,000 tons 
 of steel i^roducts a year. 
 
 The Homestead plant of the company is supi^lied with molten pig 
 iron from the "Carrie group" of blast furnaces, on the opposite side of 
 the Monongahela River, by a "hot-metal bridge," spanning the river — the 
 iron being conveyed direct to the open-hearth furnaces in ladle cars. The 
 Homestead plant was largely devoted to Bessemer steel until 1904, when 
 the company began changing it over to open hearth, piecemeal. Its output 
 is now entirely open-hearth steel, while that of the Edgar Thomson plant, 
 on the opposite side of the river, is devoted to Bessemer steel. The 
 Homestead plant has 64 basic open-hearth steel furnaces, and the Duquesne 
 plant 32 basic open hearths — the total of 96 furnaces of from 40- to 60-ton 
 capacity representing the largest group of open-hearth furnaces in the 
 world. In addition, the Homestead plant has installed an electric furnace 
 of 15 gross tons. The metallurgical laboratories of the steel corporation 
 are located at Homestead. 
 
 The Carnegie Steel Company has 59 blast furnaces, with an annual 
 capacity of 8,450,000 tons of pig iron. The products of its mills as a 
 whole are so varied as to make their listing a difficult matter. It has an 
 
 177 
 
Pcniisylrania and Its Manifold .Ictiiities 
 
 animal capacity <>f 1,450,000 tons of standard steel rails and 200,000 
 tons of lii^iit rail sections; 1,000,000 tons of structural shapes, most of 
 which are (ielivered to the American Bridge Company for fabrication 
 into ])ridges and buildings; 1,400,000 tons of plates, 250,000 tons of car 
 axles, 500.000 tons of hoops and cotton ties, 800,000 tons of merchant 
 bars, concrete reinforcement bars, steel railroad ties, and other si)ecialties : 
 200,000 tons of iron, brass, and steel castings and about 25.000 tons of 
 finished armor plate. Recently the company has gone into the manu- 
 facture of car wheels on a large scale. 
 
 J().\i-:s (^ Laugiilix .Steel Company 
 
 The Jones & Laughlin Steel Company is one of the pioneer American 
 concerns, having been founded in Pittsburgh in 1849. It is t^j-day 
 among the large steel companies of the United States, having an annual 
 tonnage of 2,000,000. The business is still in control of the men who 
 founded it back in the days when Andrew Carnegie was yet a telegraph 
 oi)erator. The company owns its coal, limestone, and iron ore supplies, 
 and controls all processes from mining its raw materials to finishing its 
 products. It has its own fleets of towboats and barges on the Monon- 
 gahela River for the transport of its coal, and some of the finest ore 
 steamers on the lakes for the transport of its ore. Its ore docks are at 
 Ashtabula, Ohio, from which port it utilizes the Pittsburgh and Lake 
 Erie Railroad in l)ringing the material to the Pittsburgh district. Many 
 times it has been reported in recent years that the company was preparing 
 to build its own iron ore road over the 125-mile stretch from Ashtabula 
 into Pittsburgh, but, though the survey for such a railroad was made 
 years ago, the project has never been carried further than the preliminary 
 stage. 
 
 The company's Pittsburgh works, situated on l)oth sides of the 
 Monongahela River, have an annual ca])acity of 1,200.000 tons of steel 
 and 1,000,000 tons of finished material. The company has six blast 
 furnaces at its old ])lants in Pittsburgh, with a rated annual capacity of 
 1,050,000 tons of ]Mg iron, and four additional furnaces at its newly 
 completed i)lant at Aliquippa, rated at 700,000 tons a year. The new 
 l)lant at A!i(|uii)i)a is the largest single new plant added to the country's 
 iron and steel ec|uii)nK-nt at one operation in twenty years, with the 
 exception of the United States Steel Corporation's new works at Gary. 
 Ind., and compares favorably with the latter in point of crude metal 
 output. This has a capacity of upward of 800.000 tons of crufle steel. 
 
 178 
 
The Steel Indiistrv 
 
 GROUP OF LLAMAS IN THE 
 
 AUEX WITH VANADIUM 
 
 ORE FOR AMERICAN VAXAIiR-.M COMPANY, PITTSP.URCH 
 179 
 
Pciiiisyli'aiiia and Its Manifold .Icth'itics 
 
 Its finished c;ii)aoity has not been given an official rating, as the finishing 
 mills are slill in ])r()cess of extension. The principal coke plant is located 
 in Pittsburgh, where lyoo ovens have an annual capacity of 1,330,000 
 tons of coke. At the Aliquippa plant, 900 more ovens are rated at 
 480,000 tons of coke a year. 
 
 Instead of the type of stationary 40-ton to 60-ton open-hearth steel 
 furnace, so popular in Pittsburgh, the company has, in its recent exten- 
 sions, adopted almost exclusively the large 200- and 250-ton tilting open- 
 hearth furnaces of the Talbot type. Besides twelve of the 40-ton and 
 50-ton furnaces of the old type at its Pittsburgh plants, its South Side 
 works contain five 200-ton Talbots and its Aliquippa works six of the 
 large tilting furnaces, each 250 tons. The first steel was made at the 
 new Aliquippa works of the company in January, 1912. The finished 
 product plans for the Aliquippa plant were a matter of considerable con- 
 jecture during the building of the primary pig iron units on the new 
 site. The company's first announcement of its finished product plans 
 furnished a surprise in its invasion of the wire and wire nail and tin 
 plate fields. 
 
 Among the Jones & Laughlin Company's products are open-hearth 
 and Bessemer steel, steel sheet piling, power transmission machinery, 
 cold rolled steel shafting, rope drives, concrete reinforcing Inirs. steel 
 wire nails, barbed wire, fence and special screw wire, tinplate, railroad 
 spikes, light rails and connections, steel mine ties, steel barges, structural 
 steel, and chains. Recently the company has gone into the building of 
 steel barges for the inland river trade, especially designed for coal trans- 
 port. The plain structural material for the lock gate work at the Panama 
 Canal, aggregating between 60,000 and 80,000 tons, was furnished to 
 tlie contractors, the McClintic-Marshall Construction Company, of Pitts- 
 burgh, by the Jones & Laughlin Company. 
 
 Pennsylvania Steel Company 
 
 The Pennsylvania Steel Company has a plant occupying a frontage 
 of three miles along the Susquehanna, in Steelton, near Harrisburg, and 
 is the oldest company of the kind in the country. It was founded in 
 1865, and in June, 1867, made the steel from which were rolled the 
 first steel rails produced commercially in this country. The Steelton plant 
 is the largest in central Pennsylvania, employing normally about 7000 
 men. The I'ennsylvania Steel Company, besides the works in Steelton 
 and Lelianon, owns the following: ^Maryland Steel Company, with works 
 
 180 
 
The Steel Industry 
 
 at Sparrow's Point; Baltimore and Sparrow's Point Railroad Company; 
 Spanish-American Iron Company, operating iron mines in Cuba; and 
 Penn-Mary Coal Company, operating coal mines in Indiana and Cambria 
 Counties. It has a controlling interest in the Cornwall Ore Banks Com- 
 pany and the Cornwall and Lebanon Railroad Company. The leading 
 features of the equipment and natural resources of the Pennsylvania 
 
 ROLLING A STEEL BLOOM 
 
 Steel Company and its constituent companies are as follows : Coal lands 
 in Pennsylvania ; ore properties in Pennsylvania and Cuba ; 410 by- 
 product coke ovens, 120 of these being in Steelton ; 11 blast furnaces, 5 
 in Harrisburg and Steelton ; 4 pig iron casting machines, 2 in Steelton ; 
 2 complete Bessemer plants with a total of 6 converters, 3 in Steelton ; 
 22 open-hearth furnaces ranging up to 80-ton capacity each, 17 being in 
 Steelton ; 9 rolling mills, including slabbing mill, rail mills, merchant 
 mills, etc., 7 in Steelton ; steel foundry with 2 open-hearth and additional 
 crucible furnaces making castings up to 30,000 lbs. weight ; forge depart- 
 ment, with rough finishing equipment. In addition, there are, at Steelton, 
 a large frog and switch department and bridge and construction depart- 
 ment. The annual capacity at Steelton is: Pig iron, 340,000 tons; open- 
 
 181 
 
/'anisyi-raiiia and Its Manifold .Ictiritics 
 
 lu'arth steel. 3(30.000 Ions; Bessemer steel. 7,()0.oon tons; steel rails, slabs, 
 and billets. 500.000 tons; steel castings and forging ingots, 21,000 tons; 
 (liber ])r()ducts. 300.000 tons; coke, 400,000 tons. 
 
 'Ibe c()nii)anv controls and o])erates in Cuba two separate mining 
 properties, one near Santiago on the south coast and one inland from 
 Xipe Bay, on the north coast. These mines are known as the Daiquiri 
 and Mavari groups, respectively. Alost of the ore is quarried or blasted 
 out and loaded with steam shovels and transported to crushers and loading 
 piers for shipment to Sparrow's Point. About 1000 men are employed 
 here, and the normal output is from 40.000 to 50,000 tons per month. 
 
 The Alayari mines are located on a plateau some 1500 feet above sea 
 level. The ore is transported down two inclined planes, over 10 miles of 
 standard gauge tracks to the town of Felton, situated directly on Nipe 
 Bay. At Felton the ore is fed into rotary kilns and nodulized, pulverized 
 coal being used as a fuel. This process eliminates and collects or agglom- 
 erates the fine ]:)articles of the ore into pellets or nodules suitable for use in 
 the blast furnace, b^rom the kilns the ore is placed in storage under gantry 
 bridges, eciuii)ped with grab buckets for loading into the ship's holds. The 
 normal output of this plant is from 40,000 to 50,000 tons per mon.th, Init 
 the mining and handling facilities are capable of caring for a much 
 larger tonnage. The marine and dock departments of the company are 
 at Sparrow's Point. Here all of the Cuban and imported ores are received 
 for both Steelton and local use. 
 
 Cami!Ria Steel Company 
 
 The Cambria Steel Company has an authorized capital stock of 
 $50,000,000. It leases and operates the plant formerly operated by the 
 Cambria Iron Company. Its general ofifices and works are located at 
 Johnstown. Pa., about 275 miles west of Philadelphia, and about 79 miles 
 east of Pittsburgh. The manufacturing plants cover approximately 392 
 acres. The annual capacity of the company is 1,000.000 tons of finished 
 steel. In good times 20,000 names are on its pay-rolls. 
 
 The Cambria manufacturing plants consist of 8 blast furnaces, 
 4 Bessemer converters, 25 open-hearth melting furnaces, 4 blooming 
 and slabbing mills. 25 billet, bar, rail, shape, structural, plate, and w^ire- 
 rod mills, and extensive shops for the finishing of all kinds of steel 
 products. A recent addition is a complete modern wire mill. These 
 plants, on account of their location, are divided into four sections, and 
 are familiarly known as the Cambria Works. C.autier Works. Franklin 
 
 182 
 
The Steel Industry 
 
 Works and Rod and Wire I'lant. At the l-'ranklin Works is located a 
 complete by-product coke-oven plant, consisting of 372 Otto- Hoffman 
 ovens, having an annual capacity of about 600,000 tons of coke. A com- 
 plete equipment for the recovery from the gas of tar and ammonia is 
 installed. It owns and operates large coal mines and is one of the greatest 
 producers of seniid)ituniinous coal in the State. Originally using local 
 
 ROLLING STEEL RAILS 
 
 ores, it now owns large ore mines in the Lake Superior districts and 
 transports the ore across the lakes by its own fleet of ore boats. It has 
 dams capable of supplying 100,000,000 gallons of water daily to the works, 
 one of these, the Quemahoning, being connected to the plant by a pipe line 
 of steel plate 66 inches in diameter, which is 14 miles long. Its own 
 hospital, which is thoroughly modern, was the first industrial hospital 
 established in Pennsylvania. Under its direction the first industrial 
 relief fund in the country was founded in 1864. To this there has been 
 added in recent years a pension fund. Both of these funds are guaranteed 
 by the company. Broad- and narrow-gauge track systems traverse and 
 connect all of the plants completely equipped and operated by the com- 
 
 183 
 
Pcmisyh'auia and Its Manifold Activities 
 
 pany's own transportation department. These connect with terniinal 
 yards of the Pennsylvania and Baltimore and Ohio Railroads. 
 
 This company holds a uniqne position in the history of the iron and 
 steel industry of the Ignited States in that it is the oldest steel works 
 whicli lias mined and worked its own fuel and ore from the beginning 
 of its operations. With its great natural resources it has been able to 
 make steel on a large scale and enter into successful competition in the 
 markets of the world. 
 
 Bethlehem Steel Corporation 
 
 The Bethlehem Steel Corporation has made rapid advance under the 
 enterprising management of Charles AI. Schwab, one of the recognized 
 captains of the steel industry who were developed by Andrew Carnegie 
 at Pittsburgh. The ])rincipal plants are located in the boroughs of South 
 Bethlehem and Northampton Heights, between the Lehigh River on the 
 north and the tracks of the Philadelphia and Reading Railway Company 
 on the south. The plants are more than two miles in length, and from 
 one-quarter to one-half mile in width. They comprise an area of over 
 500 acres, ar.d include 7 blast furnaces, with a total capacity of 75,000 
 tons of pig iron per month ; 2 open-hearth furnace plants, with a total of 
 21 furnaces, and a monthly production of 80,000 tons of ingots; a 
 Bessemer converting plant recently placed in operation, with two 20-ton 
 converters, in which the hot metal is first 15essemerized. the melt being 
 completed in the open-hearth furnaces, the combination of the Bessemer 
 and open-hearth processes representing what is known as the duplex 
 process ; a crucible steel forging, melting, and cold-drawing plant ; iron, 
 steel, and brass foundries; 6 machine shops, the largest of which is 1750 
 feet long by 180 feet wide; a rail mill, with a capacity of 40,000 tons 
 per month ; a structural mill, with a monthly capacity of 40,000 tons ; a 
 standard structural mill, with a capacity of 20,000 tons per month ; 
 two blooming mills ; a shop for the fabrication of structural sections, with 
 a capacity of 5000 tons per month ; merchant mills for the production 
 of simple and alloy steel bars and miscellaneous shapes, staybolt iron, 
 file steel, etc. ; a press and hammer forge for commercial and govern- 
 ment forgings. such as shafting, gun and battleship forgings ; an armor- 
 I)late forge and a drop forge. 
 
 One of the notable advances made by the company is in the pro- 
 duction of structural shapes. It owns the rights to a patented process 
 for beams of a design for which there is claimed greater strength than in 
 
 184 
 
The Steel fiuiiistry 
 
 standard I)eams of equal strength. 'J1ie company owns and operates 
 extensive ore mines located at Firmeza, eighteen miles distant from 
 Santiago, Cuba, as well as ore properties in New York State. In addi- 
 tion ore is received from the Lake regions of the United States, as well 
 as from Sweden. 
 
 MiDVALE Steel Company 
 
 The Midvale Steel Company, Philadelphia, has j^roved itself to be 
 
 PLANT OF THE MIIAALE STEEL COMPANY, WAYNE JUNCTION, PH ILAIIELPHI A 
 
 one of the most progressive of the steel-making concerns of the State. 
 The business was establishetl in 1866, and the company was incorporated 
 in 1 88 1. The plant at Nicetown, Philadelphia, has steadily grown until 
 it now covers 52 acres. The company has developed a number of new 
 methods, notably in the manufacture of guns, shells, and armor plate. 
 Its output of locomotive tires is extensive. 
 
 LuKENS Iron and Steel Company 
 
 The Lukens Iron and Steel Company, whose mills are at Coatesville, 
 have the record of having turned out the first plate iron made in the 
 
 185 
 
Pcititsylz'aiiia and Its Manifold .Ictiiilics 
 
 United Stales. The mills at Coatesville now have an annual capacity of 
 380,000 tons of plate. Jn 1907 the company ])urchase(l the controlling 
 interest in the Alleghany Ore and Iron Company, which has mines and 
 furnaces in Virginia. The company is a manufacturer of basic, foundry, 
 and special car-wheel pig iron. With the Empire Steel and Iron Com- 
 pany, the Alleghany Ore and Iron Company controls the \'ictoria Coal 
 and Coke Company, which has coal lands and coke ovens at Caperton, 
 W. \'a. 
 
 Crucible Steel Company of America 
 
 The Crucible Steel Company of America, the largest producer of 
 high-grade crucible and steel tool steel in the country, has eight of its 
 twelve plants located in the Pittsburgh district. Of its annual capacity 
 of approximately 400.000 tons a year of high-grade steel, 80 per cent. 
 is produced in its Pittsburgh plants. The crucible company makes a 
 greater percentage of its steel into finished product than in the early 
 days of the company's existence, and a number of its smaller plants are 
 being made over more and more into finishing mills. Desiring to secure 
 its own raw material rather than purchase it in the open market, the 
 company two years ago absorbed the Midland Steel Company, at Mid- 
 land, Pa., on the Ohio River, 20 miles from Pittsburgh. 
 
 Firth-Sterling and Carbon Steel Companies 
 
 The Firth-Sterling Steel Company, with plant at McKeesport, is a 
 heavy producer of high-grade open-hearth and tool steel. In addition 
 to its McKeesport plant, the company has ordnance works situated at 
 Geisboro ]\Ianor, near Washington, D. C. The Carbon Steel Company, 
 with works at Pittsburgh, is a large producer of carbon-chrome safe 
 ])lates, locomotive driving axles, pins and rods, etc., with an annual 
 capacity of about 150,000 tons of high-grade steel. The company's 
 equipment includes eight 50-gross-ton open-hearth furnaces, and its 
 product is largely alloy steels. The company handled a large contract 
 for special alloy castings in connection with the Panama Canal lock 
 construction. 
 
 186 
 
Iron and Steel Products 
 
 FROM Pennsylvania iron and steel there are made products of so 
 diversified a range as to include almost every article into which 
 steel and iron may go. The economy that lies in manufacture at 
 the base of supply is the more important where that raw supply is heavy 
 material. The development of these lines of manufacture within the 
 State and close to the base of supplies has been, therefore, entirely logical 
 and natural. Of these lines of production, one to which prominence 
 may be given because of the part it has borne in the general industrial 
 advance of the State, is the making of machine tools. 
 
 Machine Tool Making 
 
 The wonderful increase in the use of machinery of all kinds which 
 followed the introduction of the steam engine, together with the necessity 
 of substituting iron for wood in the construction of beds and housings 
 of machines and engines, created, at an early period, a demand for proper 
 devices for shaping and cutting the metals of which the machines were 
 composed, more effectively, more accurately, and more cheaply than was 
 possible with the file, the chisel, the saw, and the hand drill which the 
 first makers used. This class of mechanisms, replacing the hand tools 
 of the earlier worker in metals, are usually known as "machine tools," 
 and embrace a large variety of devices for performing various operations 
 in the shaping of metal to desired forms. The earliest made, the most 
 generally useful, and most widely known is the lathe, almost as old, in 
 some crude forms, as the potter's wheel, and almost as well known. 
 
 The development of machine tools has been a marvelous growth, and 
 has rendered possible the creation of the vast variety of machines now 
 used in the arts — from those great structures used in the making of 
 steel, the fashioning of ordnance, and the building of ships, through an 
 endless variety of forms, to such delicate devices as the automatic 
 machines which produce for the watchmaker the tiny screws that can 
 only be clearly distinguished with the microscope. Machine tools have 
 made possible the present development of mechanic arts, and the growing 
 
 187 
 
Pciiitsyli'cDiici and Its Manifold .icfkiiics 
 
 and cliaui^inf^ needs of these arts have stimulated the ingenuity of the 
 makers of machine tools. 
 
 Abundant iron and fuel, and the character of her people, early 
 develoi)ed Pennsylvania as a manufacturing State, and her makers of 
 machinery have kept pace with the needs of the manufacturer in every 
 line. The machine-tool industry of the State first centered chiefly in 
 Philadeli)liia. and under the influence of a group of strong men the art 
 there early attained national recognition. Philadelphia builders became 
 widely known for the excellence of their product, and were called on to 
 supply much of the equipment of the railroad shops, governiiient arsenals 
 and navy yards, and many manufacturing establishments. 
 
 Among the best known of the earlier builders were Wm. Sellers 
 & Co., Bement & Dougherty, and later Ferris & Miles, C. C. Newton, and 
 others. The first mentioned were probably the earliest to adopt the 
 making of machine tools as their chief business, and have operated under 
 their original name, and in control of the same family, for probably a 
 longer period than any other machine-tool builders in the country. The 
 foimder of the house began business as a maker of machine tools in 
 Philadelphia in 1848. A State charter was secured in 1886, and the title 
 changed to Wm. Sellers & Co., Incorporated. This house is well and 
 favorably known throughout the mechanical world for originality of 
 design, for excellence of workmanship, for its pioneer work in developing 
 the art of machine-tool building, and for the ])ropagation of sound 
 mechanical ideas. The founder of the house devised the screw-thread 
 system, which is standard in the United States, and he is also well known 
 for his original inventions in developing the planing machine and other 
 tools. The company introduced in America the Gififord injector, for feed- 
 ing boilers, which has been greatly improved and developed by them. 
 They were also among the first to apply electricity to the operation of 
 traveling cranes, and to meet the demand for tools capable of utilizing 
 the properties of "high-speed" steel. 
 
 Heavy Mill M.\tHiNi:KN- 
 
 Pittsburgh is the logical center for the building of heavy iron and 
 steel mill machiner}- in this country. Among the score or more concerns 
 specializing on this work, probably the largest are the ]\Iesta Machine 
 Company, with works at West Homestead. Pa. ; the United Engineering 
 and Foundry Company, which has three plants at Pittsburgh and four 
 at points within a hundred miles of the city pn)per. and the Mackintosh- 
 
//-()// and Steel Products 
 
 Hempliill Company, with works in L'ittslinrgh. The designing of rolhng 
 mills, building of mills and engines, and construction of general equip- 
 ment for heavy steel operations is undertaken by all these companies. 
 All have large outputs of castings, rolls, pinions, etc. Single castings 
 weighing over loo tons are not exceptional in the foundries of these 
 comi)anies. 
 
 CRUCIBLE STEEL MELTING FURNACES, CRUCIBLE STEEL COMPANY OF AMERICA 
 
 Recently two of these companies mentioned have undertaken the 
 introduction into this country of different types of hydraulic forging 
 presses, which have of late become popular abroad in heavy work. The 
 Mesta Machine Company took over the American rights to the Haniei 
 & Lueg patents, Germany ; and the United Engineering and Foundry 
 Company is introducing the hydraulic press made under the Hanley 
 patents, England. 
 
 The Mackintosh-Hem])hill plant has had more than a century of con- 
 tinuetl existence. It has designed and built a large portion of the heavy 
 rolling mill machinery for many of the historic plants in this country. 
 The company takes contracts for the complete designing of mills and 
 motive power, and builds mill and blast furnace engines and all types 
 
 189 
 
Pcinisylraitia iutii Its Manifold . Ictivifics 
 
 i)f mill c(|ui])nient. Compound reversing engines and blooming mills for 
 the Carnegie steel works at Duquesne and blooming mills and engines 
 for the new Jones & Laughlin steel works at Aliquippa are among this 
 company's recent installations. An idea of the size of the castings which 
 these plants arc able to turn out is afforded by the statement made con- 
 cerning the Mesta company, that the only limit to size and weight of 
 machinery which it manufactures is what the railroads can handle. 
 
 Tin and Terne Plate 
 
 It is ])r()bable that the manufacture of terne plates for roofing origi- 
 nated in Pennsylvania. The word terne signifies dull, or tarnished, and 
 terne plates are thin sheets of iron or steel, which, instead of being 
 dipped in a molten bath of tin, as would be done if tin plates were to 
 be made, are dipped in a bath containing an alloy of tin and lead. \Vhile 
 it is possible that such plates were used for roofing purposes prior to 
 1830, there seems to be no authentic mention of such use before that 
 time. However, in that year, small quantities of lead-coated sheets were 
 made in a shop located on Market Street, Philadelphia, and this is gener- 
 ally accepted as the beginning of the industry of making terne plates for 
 roofing, not only in the Ignited States, but in the world. The plates 
 made in Philadelphia were 10 by 14 inches in size, and were made by 
 dipping imported English tin plates in a bath of molten lead. N. (S: ( ;. 
 Taylor Company, Philadelphia, to-day an important factor in the tin and 
 terne plate business, says regarding this early Pennsylvania departure : 
 "News of the sale of so novel an article soon found its way across the 
 water, and terne plates commenced to be made there. Prior to that time, 
 zinc sheets were commonly used in Europe for roofing. Imt the manu- 
 facture of terne plates soon became important abroad, as it was in this 
 country. The pioneer enterprise in the Market Street shop was the begin- 
 ning of one of Pennsylvania's important industries." 
 
 About 1858 or i85(). tinning i)ots were operated by John Grey, mana- 
 ger of TTussey's Coi)])er Works, Pittsburgh, the black plates being olitained 
 from the Sligo Iron Works of Pittsburgh. The sheets made by him 
 were largely used in the manufacture of kitchen ware and other house- 
 liold utensils. Th.ese tin plates were probabl}- the first to l)e l)oth made 
 and tinned in this country. 
 
 Among pioneer i)lants for the combined manufacture of black ])lates 
 and tin and terne i)lates in this country were Rogers & Burchfield, of 
 Leechburg. I'a., and the Cnited States Iron and Tin Plate Comi)any, at 
 
 190 
 
Iron and Steel Products 
 
 Deniniler, Pa. The rollinj^ mills for the Leechhury;' enterprise were 
 erected in the early 70's. and it was in these mills that natural i^as was 
 first ttsetl as a fuel in the manufacture of iron 
 
 Several of these early concerns in I'ennsylvania showed their enter- 
 prise by sending men to England for the express purpose of learning 
 the tin plate industry. One or two of these reported that the industry 
 
 WASHING TIN PLATE 
 
 could not be successfully established in this country under the wage rate 
 then prevailing. None the less, the industry was established and imme- 
 diately began to threaten the monopoly that English tin plate had so 
 long enjoyed in this country. But this competition brotight about a 
 reduction in the price of English tin and terne plate, which made it 
 tlifficult for American makers to continue. Up to the year 1890, the 
 manufacture of tin and terne plates was continued under the most 
 discouraging conditions, but since that year the growth has been very 
 rapid. Among the Pennsylvania enterprises that were given their first 
 
 191 
 
Pcmisxlz'aiiia and Its Manifold .Ictiiities 
 
 real inipclus in tliis period were the Demniler Works of the United 
 States Iron and 'J"in Plate Manufacturing Company; John Hamilton, of 
 Pittsburgh; the Pittsburgh Electro-Plating Company; the Penn Treaty 
 Iron Works, of Philadelphia, and N. & G. Taylor. It was in this period 
 that Pennsylvania established the pre-eminent position in this industry 
 that it has since held. 
 
 Foundry Products. Pipe and Tubes 
 
 In the casting of iron in its many forms — in the development of the 
 foundry industry, in its scores of branches — Pennsylvania has long main- 
 tained an undisputed lead. The handling of heavy material peculiarly 
 requires the most perfect arrangement of plant, so that the product may 
 move, as it were, in a straight line until it is finished. This means a more 
 expeditious movement, avoids rehandling, and the result is economy. In 
 the metal industries of Pennsylvania special attention has been given to 
 this problem, for the solution of it meant the maintenance of lead over 
 competitors. Such perfectly arranged plants as those of the Baldwin 
 Locomotive Works, at Eddystone, and the recently built foundry of the 
 Enterprise Manufacturing Company, at Cornwells. are illustrative of the 
 trend of metal manufacture to-day. Another illustration of this is in 
 the great plants erected for the manufacture of pipe and tul^e, a branch 
 in which the plants of the State are pre-eminent, not only for volume of 
 out])Ut. but also for that scientific arrangement that means maximum 
 productive capacity. The making of l)ipe. whether cast or wrought, is 
 one of the many industries which to-day demand the most modern 
 arrangement and handling devices. No company in the world has paid 
 more attention to the perfecting of ]:ilant than the United States Steel 
 Corporation. 
 
 The United States Steel pipe and tube subsidiary, the National 
 Tube Company, has its central plant and laboratories at AIcKeesport, Pa., 
 twelve miles east of Pittsburgh. The AIcKeesport plant has a length of 
 a little over one mile, covering about one hundred acres. 
 
 At the lower end of the plant are situated the four blast furnaces 
 with their accessories of car dumper, ore bridge, etc., steel plant, blooming 
 and slabbing mills ; the slabbing mill being one of the largest in the 
 world, and having the largest electric shear ever built. 
 
 The skelp mills are in the center of the plant, four in number — the 
 two mills for the narrower plates being of the continuous-mill construction. 
 The blooms go in at one end, and. without any handling, are received 
 
 192 
 
Iron and Steel Products 
 
 beyond the shear, cut to length, piled, and ready to dcli\cr to the trucks 
 on their way to the tube- and pipe-mill end. 
 
 'i'he tube- and pipe-mill building is approximately iTxio feet long and 
 500 feet wide, containing in all 23 acres — the largest building under one 
 continuous roof in the world. In this building are 12 lap-weld furnaces, 
 two of the butt-mill furnaces l)eing of the double-length type and able 
 
 to produce pipe 40 feet in length. This is true also of No. i lap weld, 
 which is the only double-length lap-weld mill which has ever been operated. 
 It will produce 40-foot lap-weld pipe from 3-inch to 12-inch, and has 
 been run on even larger sizes. 
 
 The McKeesport plant is claimed to be the most perfectly equipped 
 mill in the United States in the matter of safeguards for the protection 
 of employees from accident. The company has expended upward of 
 $400,000 at this one })lant in the last three years in specially designed 
 devices to insure the safety of workmen. The figures on fatal accidents 
 have been carefully kept by the management, and although they are not 
 made public in detail, it is known that the ratio of accidents to men 
 
 193 
 
rcniisylraiiia and Its Manifold .Ictnitics 
 
 cini)l(>\e(l and the ratio to ton of out])ut have decreased more than 50 per 
 cent, in three years. The National Tuhe Company's McKeesport plant 
 is one of the few large steel-works and blast-furnace groups in the 
 countr\- at which Sunday work has been entirely eliminated during the 
 last two years. 
 
 I'esides the Steel Corporation, whose steel-pipe activities center in 
 Pittsburgh, there are a number of large independent producers of steel 
 pipe, including the Spang-Chalfant Company, with mills at Sharpsburg, 
 Pa., just across the Allegheny River from the city proper. Further west, 
 at the edge of the Pittsburgh district, are the mills of the Republic Iron 
 and Steel C()m])any and the Youngstown Sheet and Tube Company, both 
 at Youngstown, and the La Belle Iron Works Company at Steubcnville, 
 Ohio. 
 
 Besides these producers of pipe in the form most commonly known, 
 several concerns in Pittsburgh district make a specialty of large-size 
 riveted pipe, made from heavy steel plates. This is a business all its 
 own. The large-size pipe for penstock work in irrigation enterprises of 
 the Southwest, for the Los Angeles aqueduct, and other heavy water- 
 works construction enterprises has practically all come from the Pitts- 
 burgh district. 
 
 The Harrisburg Pipe and Pipe Bending Company has a plaiU in the 
 city of Harrisburg, Pa., covering 22^ acres. It is the largest plant of 
 its kind in the world. The company manufactures the highest grade 
 of special slow-corrosive, wrought-black, and galvanized pipe, open-hearth 
 steel ingots, billets and slabs, coils and bends of iron, brass and copper 
 pipe, boiler-tube skelp, shovel plate, nail plate, sheet bars, seamless steel 
 gas cvlinders, feed-water heaters, and pressed-steel shapes for automobile 
 parts. 
 
 The mills of A. M. Byers & Co., large manufacturers of iron pipe, 
 are centered at Tittsburgh and Girard. Ohio, this company having the 
 largest e(|uipment for the production of puddled iron — the old-time 
 product, which is still ])referred in cases where corrosion must be specially 
 guarded against — in the country. 
 
 The Standard Cast Iron Pipe and I-'oundry Company recently com- 
 pleted an entirely new plant at Bristol, Pa., which is designed for a very 
 large output of cast-iron pipe. Unlike many plants for similar work which 
 have grown from small beginnings and in expanding have been developed 
 in reference to the arrangements already existing, the works are new in 
 everv respect and laid out solely with reference to the particular require- 
 
 194 
 
Iron and Steel Products 
 
 195 
 
Pciinsyh-ania ami Its Manifold .Ictiiitics 
 
 ments of a pi])C foundry of large capacity. The land, covering 136 acres, 
 lies on the west hank of the Delaware River. 
 
 Car Manufacture 
 
 'J'lic manufacture n\ steel cars in the United States had its inception 
 in I'ittshurgh in i8«j7, when the Pressed Steel Car Company undertook 
 an order of r)Oo cars for the I 'itts])urgh, Bessemer and Lake Erie Railroad 
 Company. This innovation resulted in the almost complete revolution of 
 transportation methods. 
 
 WORKS OF IKI ~-l li -Mil ' \K COMPANY, MC KEKS ROCKS, PA. 
 
 The Pressed Steel Car Company operates two ])lants in Pittslntrgh. 
 one at McKees Rocks and another in the former city of Allegheny, while 
 the third plant of lighter capacity is located near Chicago. The company 
 has a capacity of 200 cars per day, and employs a force of 10,000 men 
 when running full. The plants of the company occupy a total area of 
 145 acres, 60 of which are covered with steel and stone buildings of 
 modern construction. The average consumption of the company is 
 40,000 tons of steel jjcr month, of which 28.000 is steel plate, making 
 
 196 
 
Iron and Steel Products 
 
 the company iiii(|ucstioiiaI)ly the largest inchxichial consumers of steel plate 
 ill the world. 
 
 The steel car and its associate, the steel wheel, have done much to 
 improve and enlarge the carrying capacity of railroads. As late as 
 1907 a capacity of 100,000 pounds was considered by railroad men to 
 be the maximum capacity that a freight car could carry. Steel freight 
 cars are now being constructed for general use with capacities up to 
 140,000 pounds, showing a 40 per cent, increase in five years. Probably 
 the most important later development in the manufacture of steel cars 
 has been in its application to passenger service. The great railways of 
 America are gradually substituting their wooden-car passenger equip- 
 ment with all-steel cars. 
 
 The I. G. Brill Company, builder of cars and trucks, was estab- 
 lished in 1868 and has occupied its present plant since 1890. The plant 
 is located at Sixty-second and Woodland Avenue, Philadelphia, in a "\'" 
 formed by the Pennsylvania and Baltimore and Ohio Railroad lines, and 
 occupies about thirty acres. This is the largest plant of its kind in the 
 world, and, together with the five other plants owned and operated by 
 The T- G. Brill Companv in Missouri, Illinois, Ohio, New Jersey, and 
 Massachusetts, has an annual output amounting to $10,000,000. The 
 J. G. Brill Company and its subsidiary companies manufacture both steam 
 and electric cars and trucks and practically all of the items used in their 
 equipment and furnishing, such as car seats, curtains, and truck springs. 
 The trucks manufactured by The J. G. Brill Company cover all conditions 
 of city and interurban railways, and are distinguished from the trucks of 
 other builders l)y the fact that they are made with solid forged side 
 frames, a process developed by this comi)an}-. When it is realized that 
 the requirements of city trucks are unusually severe, and the conditions 
 of operation exceedingly complex, owing to the narrow car bodies and 
 large and powerful motors, heavy loads, frequent starts and stops, and 
 frequent rail crossings, it will lie understood how great are the difficulties 
 and obstacles which have been overcome and how carefullv the develop- 
 ment has proceeded. Cars and trucks are built at the Philadelphia plant 
 for all parts of the world where horse, electric, and steam lines are 
 operated. 
 
 Hydraulic Turium-:s 
 
 With the new era of hydro-electric utilization of the vast water power 
 in various parts of the United States, there has come a rapid development 
 in the building of hydraulic turbines. Among the plants which have kept 
 
 197 
 
Fciiiisyh'aiiiti and Its Manifold .Icth'ities 
 
 pace wilii the world's best practice in this branch of manufacture is the 
 I. P. Morris Machine Company, Philadelphia, a company which is owned 
 and operated by the William Cramp & Sons' Ship and Engine Building 
 Comjiany. This is one of the oldest machinery building organizations in 
 the United States, its business having been started in 1828. The first 
 hydraulic turbine work undertaken by the company was the construction 
 of seven turbines of the Geyelin type, for the Fairmount Water Works, 
 Philadelphia. The first unit was installed in 185 1, and was among the 
 earliest turbines built in the United States. The building of the turbines 
 for the first installation of the Niagara Falls Power Company was intrusted 
 to the I. P. Morris Company by a Commission of International Engineers, 
 organized for the purpose of considering designs of machinery for utilizing 
 the power of Niagara Falls. This work was so satisfactory that the 
 company was awarded the contract for the units in the station known as 
 Wheelpit No. 2, of the Niagara Falls Power Company, and was awarded 
 the contract for two wheels in the plant of the Canadian Niagara Power 
 Company. A list of the turbine wheels made by the I. P. ]\Iorris Company 
 includes many of the largest made in the last ten years for the principal 
 power-developing enterprises of the United States, Mexico, and Canada. 
 
 Bridge Building 
 
 Many of the largest bridges in the world have been turned out from 
 Pennsylvania shops. The Pencoyd Iron Works, Philadelphia, now an 
 underlying plant of the American Bridge Company, has long been success- 
 ful in the erection of these immense structures. At the present time the 
 American Bridge Company is engaged in putting in place the St. Louis 
 Municipal Bridge, for the city of St. Louis, which will consist of three 
 668-foot through-pin spans. These are the longest through-pin connected 
 spans of simple type that have ever been built. They carry a double-track 
 railroad, and above that a highway. The main spans are of nickel steel ; 
 the trusses are 10 feet deep and 65 feet from high water to clearance line, 
 and about 115 feet from high water to rock, making approximately 290 
 feet from the to]) of the structure to solid foundations. Besides the main 
 spans in connection with this bridge the company is also furnishing and 
 erecting about 2500 feet of steel viaduct, making the total length of the 
 bridge with the viaduct approaches 4470 feet, or nearly seven-eighths of a 
 mile. 
 
 The Phoenix Iron Company, of Phoenixville, has also built several 
 
 198 
 
Iron and Steel Products 
 
 large bridges in recent years. It has recently been awarded a contract by 
 the Indian Government for a bridge over the Jumna River, whicli will be 
 looo feet long — one of the largest bridges in the Orient. 
 
 The Westinghouse Industries 
 
 One of the notable industries of Pennsylvania is that of the West- 
 inghouse Companies, in the Pittsburgh district. The plants are situated 
 
 WESTINGHOUSE WORKS, PITTSBURGH, SHOWING ELECTRK Ijkii.MuTIM- 
 
 in the valley that extends east from the city along the Pennsylvania 
 Railroad. They include the following companies, mentioned in order 
 of their organization: Westinghouse Air Brake Company, 1869; West- 
 inghouse Machine Company, 1881 ; The Union Switch and Signal 
 Company, 1882; Westinghouse Electric and Manufacturing Company, 
 1886; Pittsburgh Meter Company, 1893. The Westinghouse industries 
 located in the city of Pittsburgh are: R. D. Nuttall & Co., 1888, and 
 Nernst Lamp Company, 1901. 
 
 The W^estinghouse Air Brake Company employs about 4500 men, 
 occupies 30 acres, including over 20 acres of floor space, and has a 
 capacity of over one thousand brake sets per day. It is the largest brake 
 
 199 
 
Pcinisxk'aiiia a)id Its Manifold Actb'itics 
 
 manufacturing i)lant in the world. It has equipped 2,580,000 cars and 
 72,000 locomotives with air brakes, and 300,000 cars and 6000 locomotives 
 with friction-draft gear. 
 
 The Westinghouse Machine Company are manufacturers of steam 
 turbines, engines, etc. The plant employs 2150 men and occupies 12 acres 
 of floor space. 
 
 The Union Switch and Signal Company, located at Swissvale, eight 
 miles east of Pittsburgh, manufactures signaling and interlocking appa- 
 ratus. It occupies 40 acres, including 534,000 square feet of floor space, 
 and employs 3000 men. This company was the pioneer in protecting rail- 
 road traffic by fixed signals and interlocks. 
 
 The Westinghouse Electric and Manufacturing Company, located at 
 East Pittsburgh, twelve miles from Pittsburgh, employs 14,000 people 
 and has 50 acres of floor space under one roof. It manufactures a wide 
 variety of electrical appliances, from a sad iron to the largest electric 
 locomotive. The monthly pay-roll averages over $700,000, and the monthly 
 output averages 750 carloads. 
 
 The Pittsburgh Meter Company, located at East Pittsburgh, twelve 
 miles from Pittsburgh, has a daily capacity of 400 water meters, 300 gas 
 meters, and about six proportional gas meters. 
 
 The R. D. Nuttall Company, Pittsburgh, manufactures cut and planed 
 gears and pinions, flexible cushion couplings and overhead car equipment. 
 It occupies floor space of 250,000 square feet. 
 
 Hardware Manufacture 
 
 In its i)roduction of hardware, Pennsylvania has borne a high reputa- 
 tion for quality. The industry has centered in Philadelphia, and, as a 
 type illustrative of a general reputation for excellence, the saw works of 
 Henry Disston & Sons at Tacony, near Philadelphia, may be cited. Disston 
 •saws are known for their excellence throughout the world, and it is 
 because every step in their making is safeguarded that this reputation is 
 maintained. So that they may know the steel, the Disston works make 
 the steel themselves, and the same attention is bestowed on every process. 
 The Disston plant to-day covers 50 acres of ground ; there are 58 buildings 
 and 3500 skilled workmen are employed. 
 
 The same character of reputation which this plant bears is held also 
 by Philadelphia manufacturers in a dozen lines of hardware. Files, edge 
 tools — an infinite variety of Philadelphia hardware — has the same high 
 repute as the Disston product. 
 
Ships and Locomotives 
 
 A MOXG American waters, the Delaware has led in the art of ship- 
 /\ hnilding. Within three years after Penn signed his charter he 
 X ^ l^i^iilt in Philadelphia a ship called the "Amity," and ever since, 
 despite the decadence of the American merchant marine, shipbuilding 
 has borne an important part among the industries that line the Delaware 
 River. It is a noteworthy fact that in the last great war, that between 
 Japan and Russia, Delaware River shipbuilding was represented on both 
 sides of the conflict. A great part of the navy of the United States of 
 the past and of the present, including some of the most powerful and 
 heaviest of the latest type of battleship construction, were turned out in 
 Delaware River yards. 
 
 Most notable of these yards, not only because of its extent, but 
 also because of the part that it has taken in the upbuilding of the United 
 States Navy, is that of the William Cramp & Sons Ship and Engine 
 Building Company in Kensington, Philadelphia. This yard was estab- 
 lished by W'illiam Cramp in 1830, at the foot of Otis Street, and later 
 occupied a tract at the foot of Palmer Street. 
 
 In 1872 the business had outgrown the Palmer Street yard, and 
 about one-third of the water front of the present establishment was 
 purchased. In March of that year the company as it now exists was 
 -incorporated under its present name, "The William Cramp & Sons Ship 
 and Engine Building Company." 
 
 In 1891 the Cramp Company obtained control of the I. P. Morris 
 Machine Company, and in 1899- 1900 large additions were made to the 
 plant, comprising additional building slips and water front, a large new 
 machine shop, and a new power plant. 
 
 The first of the men-of-war built at Cramps" was the ironclatl "Xew 
 Ironsides," built in 1862. In the following year the gunboat "Wyalusing" 
 and the monitor '■Vaz(X)" were constructed, and two years later the 
 cruiser "Chattanooga." Following these, there was a lapse of nine 
 vears l)efore the building of another warship, when the monitor "Terror" 
 was l)uilt. The year 1890 saw the turning out of four warships, and 
 following these were se\eral cruisers and coast defense battleshijxs. 
 
Ponisyli'aiiia and Its Manifold Activities 
 
 Among first-class battleships, the first to be turned out from the yard 
 was the "Alabama." Warships built since 1900 for the United States 
 Government are : 
 
 Contract 
 
 Name Type ,-. I-ength lireadth Draft Displacement Speed 
 
 ■-^"' (Knots* 
 
 Alabama— First-class battleship. . 1900 368 72^^ 23^4 ii,570 i/.oi 
 
 Maine— First-class battleship 1902 388 72 23K 12,500 18 
 
 Colorado— Armored cruiser 1905 502 69I/2 24 '/la 13,780 22.24 
 
 Pennsylvania — Armored cruiser. 1905 502 69"^ 24 V12 13,780 22.44 
 
 Tennessee — Armored cruiser 1906 502 72^ 25 14.500 22.16 
 
 Mississippi — First-class battleship 1908 375 77 2473 13,000 17.11 
 
 Idaho— First-class battleship 1908 375 77 24 'A 13,000 17.14 
 
 South Carolina — First-class b'ship 1909 450 80 241/^ 16,000 19.25 
 Joseph B. Smith — Torpedo-boat 
 
 destroyer 1909 289 26 8 700 28 
 
 Roswell H. Lamson — Torpedo- 
 boat destroyer 1909 289 26 8 700 28 
 
 Lewis Warrington — Torpedo- 
 boat destroyer 1909 289 26 8'/3 742 30 
 
 John Mayrant — Torpedo-boat de- 
 stroyer 1909 289 26 8V3 742 30 
 
 Thrasher — Submarine torpedo 
 
 boat 1909 
 
 Cyclops — Collier 1909 520 65 27^2 19,200 14 
 
 Patterson — Torpedo-boat de- 
 stroyer 1909 289 26^ 8V3 742 29.50 
 
 Wyoming — First-class battleship 1909 554 93 28^ 26,000 20.50 
 
 There are now building five torpedo-boat destroyers. These are novel 
 in American construction, in that they have a combination of reciprocating 
 engines with turbine engines. The reciprocating engines are to be used 
 for cruising at low speed, while at high speeds these \\\\\ be dropped out 
 of service and the turbine engines used. There are to be three screws, 
 two for the turbines and one for the reciprocating engines. These boats 
 are to be 300 feet long and to have a speed of 2gy2 knots. 
 
 The yard also has contracts with the Cuban Government for an 
 i8-knot, 2000-ton cruiser, to be known as the "Cuba," and a 1200-ton, 
 i6-knot, gunboat, to be known as the "Patria." There are also contracts 
 with the Lehigh Coal Mining Company for six 1200-ton sea-going barges, 
 and with W. R. Grace & Co. for a combination freight and passenger 
 steamer of 5000 gross tonnage, to be used on the Pacific coast. This ship 
 is to be 384 feet long and will use oil as fuel. 
 
 The Cramp yard has turned out six men-of-war for the Russian 
 navy. In 1879 the corvettes "Asia," "Africa," and "Europe" were built; 
 in 1880, the cruiser "Zabiaka" ; in 1901, the protected cruiser "Variag," 
 having a speed of 2314 knots; and in 1902, the first-class battleship 
 "Retvizan." For the Japanese navy, the protected cruiser "Kasagi"' 
 
 202 
 
Shifts and Locomotives 
 
 was built sliortly before the Russian- Japanese war, and for the Ottoman 
 navy, the protected cruiser "Medjidia." 
 
 The total number of vessels of all descriptions built or building 
 since 1830 is about 375, and the number of marine engines is 290. Over 
 one hundred of the steamers included in the above number range between 
 
 
 ^EaS®^2£). 
 
 EVOLUTION OF THE LOCOMOTIVE, BALDWIN LOCOMOTIVE WORKS 
 
 1000 and 12,500 tons register, while the balance of the list is made up of 
 steamboats, tugs, and yachts, with 28 first-class sailing vessels and 100 
 craft for various special uses. This yard has the distinction of having 
 turned out the only trans- Atlantic liners built in the United States. 
 
 New York Shipbuilding Company 
 The New York Shipbuilding Company, which has its plant in the 
 port of Philadelphia at the lower end of the city of Camden, is one of 
 the most progressive of American yards. The company was organized 
 in 1898, and the work of constructing the buildings started in the summer 
 of 1899. The next year, June 15, 1900, the contract was signed for the 
 first ship, and within six months contracts had been taken for eight 
 ships aggregating 125,000 tons displacement. Even in the face of keen 
 
 203 
 
Pontsyiz'ania and Its Manifold .Ictii'ities 
 
 C()in])ctitii)ii ill all lines of ship coiistniclion the growth of the yard has 
 been steady, and its reputation has been established for good workmanshii) 
 and prompt delivery. Its modern equipment, with pneumatic, hydraulic, 
 and electric tools and crane service over all shops and over ships, both 
 on and ofif the ways, which are under cover, combined with a close 
 inspection by its officials of the work as it progresses, maintains a high 
 standard in quality of output. 
 
 In 1903 the company launched the two 615-foot freight and passenger 
 steamers "Mongolia" and "Manchuria," the largest ships launched on 
 the Delaware River, and now plying the Pacific between San Francisco 
 and Hong Kong. China, via Hawaiian Islands, Philippines and Japan. 
 
 During that year the keel was laid for the first government contract, 
 the cruiser "Washington," 14,500 tons, launched March 18, 1905. This 
 was followed by the following warships: 
 
 Battleship "Kansas." 16,000 tons, launched August 12, 1905 ; battle- 
 ship "New Hampshire," 16,000 tons, launched June 30, 1906; battleship 
 "Michigan," 16,000 tons, launched May 26, 1908; battleship "Utah," 
 21,825 tons, launched December 23, 1909; battleship "Arkansas," 26,000 
 tons, launched January 14. 191 1; torpedo-boat destroyer "P'reston." 700 
 tons, launched July 14. 1909; torpedo-boat destroyer "McCall." 740 tons, 
 launched June 4, igio; torpedo-boat destroyer "P>urrows," 740 tons, 
 launched June 23, 1910; torpedo-boat destroyer "Ammen," 740 tons, 
 launched September 20, 1910; torpedo-boat destroyer "Jarvis." 740 tons, 
 still on the ways ; torpedo-boat destroyer "Downes," 1050 tons, still on 
 the ways. 
 
 During this interval were constructed numerous freight and passenger 
 steamers, lightships, tugs, dredges, lighthouse tenders, revenue cutters, 
 colliers, car floats, oil tankers, barges, mine planters, and ferryboats, so 
 that in less than ten years from the delivery of the first contract the 
 company is now constructing the 125th vessel. 
 
 The yard is now completing for the Argentine Government the 
 battleship "Moreno," 28.000 tons, launched September 23, 191 1, the largest 
 battleship afloat, and for the Chinese government a protected cruiser 
 that will be used as a training ship. 
 
 Baldwin Locomotivk Works 
 
 The P)al(lwin Locomotive \\^^rks, Phila(leli)hia, were the first estab- 
 lisliment in the United States to be devoted exclusively to the manu- 
 facture of locomotives. The first of the many thousands of locomotives 
 
 204 
 
S.'iif^s and Locomotii'cs 
 
 which il has turned out, "(^d Ironsides." was the niar\el of its day. and 
 in the de\ elopnient of locomotive types, from that day to the present, it 
 has easily heen the leader in this country. Not only are its locomotives 
 to-day hauling the hea\y freight and fast passenger trains on many 
 leading American roads, but they constitute an important part of the 
 equij^ment of roads in various foreign countries. 
 
 BALDWIN LOCOMOTIVE WORKS, PH ILAIIELPHIA. GEAR-CUTTING SHOP 
 
 Matthias W. Ualchvin, the founder of the establishment, learned 
 the trade of a jeweler, and entered the service of Fletcher &: Gardiner, 
 jewelers and silversmiths, Philadelphia, in 1817. Two years later he 
 opened a small shop, in the same line of business, on his own acccnmt. 
 The demand for articles of this character falling ofif, how^ever, he formed 
 a partnership, in 1825. with David Alason. a machinist, in the manufacture 
 of bookbinders' tools and cylinders for calico printing. 
 
 In 1829-30 the use of steam as a motive power on railroads had 
 begun to engage the attention of American engineers. A few locomotives 
 had been imported from England, and one — which, however, was not 
 successful — had been constructed at the West Point Foundry, in New 
 York City. To gratify the public interest in the new motor, Franklin 
 
 205 
 
Pennsylvania and Its Manifold Activities 
 
 Peale, then proprietor of the Philculel])hia Aluseuni, applied to Mr. Bald- 
 win to construct a miniature locomotive for exhibition in his establishment. 
 With the aid only of the imperfect published descriptions and sketches 
 of the locomotives which had taken part in the Rainhill competition in 
 England, Mr. Baldwin undertook the work, and on the 25th of April, 183 1, 
 the miniature locomotive was put in motion. 
 
 The success of the model was such that, in the same year. Mr. Bald- 
 win received an order for a locomotive from the Philadelphia, German- 
 town and Norristown Railroad Company, whose short line of six miles 
 to Germantown was operated by horse power. The Camden and Amboy 
 Railroad Company had shortly before imported a locomotive from Eng- 
 land, wdiich was stored in a shed at Bordentown. It had not yet been put 
 together ; but Mr. Baldwin, in company with his friend, Mr. Peale, visited 
 the spot, inspected the detached parts, and made a few memoranda of 
 some of its principal dimensions. Guided by these figures and his 
 experience with the Peale model, Mr. Baldwin commenced the task. The 
 difficulties to be overcome in filling the order can hardly be appreciated 
 at this day. There were few mechanics competent to do any part of 
 the work on a locomotive. Suitable tools were with difficulty obtainable. 
 Cylinders were bored by a chisel fixed in a block of wood and turned by 
 hand. Blacksmiths able to weld a bar of iron exceeding one and one- 
 quarter inches in thickness were few, or not to be had. It was necessary 
 for Air. Baldwin to do much of the work with his own hands, to educate 
 the workmen who assisted him, and to improvise tools for the various 
 processes. 
 
 The work was prosecuted, nevertheless, under all these difficulties, 
 and the locomotive was fully completed, christened "Old Ironsides," and 
 tried on the road November 23, 1832. 
 
 The "Ironsides" was a four-wheeled engine, modeled essentially on 
 the English practice of that day, as shown in the "Planet" class, and 
 weighed, in running order, something over five tons. This pioneer loco- 
 motive attained a speed of thirty miles an hour, with its usual train 
 attached. 
 
 The total number of locomotives built each year since 1906 is as 
 follows: 1907, 2655; 1908, 617; 1909, 1024; 1910, 1675; 191 1, 1606. 
 Locomotive No. 31000 was built in 1907, No. 32000 in 1907, No. 33000 
 in 1908; No. 34000 in 1909, No. 35000 in 1910, No. 36000 in 191 1, 
 No. 37000 in 191 1, No. 37500 in January, 1912. 
 
 Since 1907 practically all the extension of the works has been 
 
 206 
 
Shifts ami Lncoiiioti-T'cs 
 
 carried on at Etldystone. between I'liiladelphia and Chester. This plant 
 consists of twenty-six bnildings, which are located on a tract of 224 acres. 
 The principal buildings are one story in height, and are of fire-proof 
 construction, with steel frames, hollow terra-cotta tile walls, and cement 
 tile roofs. The plant now includes an erecting shop, which is specially 
 arranged and equipped for erecting locomotives of the largest types. 
 
 MALLET ARTICULATED LOCOMOTIVE, lU 11 
 
 The first Mallet articulated locomotives of the 2-8-8-2 type were 
 built for the Southern Pacific Company in April, 1909. These locomotives 
 were designed for freight service on the Sacramento Division of the 
 Central Pacific Railroad, where the maximum grade is 2.2 per cent. 
 Subsequent locomotives of this type have been built to run with the cab 
 end leading, in order to give the enginemen an unobstructed view of the 
 track. In 191 1, twelve locomotives of the 2-6-6-2 type were built and 
 placed in passenger service on this division. These engines are in many 
 respects similar to the freight locomotives, and are run with the cab end 
 leading. All these Mallet locomotives use oil as fuel. 
 
 In November, 1909, a Mallet unit was built for the Great Northern 
 Railway and was applied to the front end of an existing Consolidation 
 engine, thus converting the latter to a Mallet articulated locomotive with 
 2-6-8-0-wheel arrangement. A limited number of locomotives on other 
 roads have been rebuilt in this way. Among them are ten locomotives on 
 the Atchison, Topeka and Santa Fe Railway, which have been changed 
 from the 2-10-2 type to the 2-10-10-2 type. These are the largest locomo- 
 tives at present in service, weighing each 616,000 pounds. 
 
 207 
 
Pcniisyhi'Oiiid and Its Manifold .Ictii'itics 
 
 Jn 1910 a locomotive willi an articulated boiler and 2-6-6-2-\vheel 
 arrangement was built for the Atchison, Topeka and Santa Fe Railway. 
 The boiler joint is composed of a series of steel rings, which are fastened 
 together to ti>rm a bellows-shaped structure, tluis ])roviding the necessary 
 flexibility. The front boiler section contains a feed-water heater, and is 
 rigidly secured to the frames. This type of articulated locomotive is the 
 invention of Samuel M. \ auclain. Four additional locomotives of this 
 t\])e were built in 191 1. 
 
 A Mik;ul()-ty])e locomotive. s]iecially equij)ped for burning lignite, 
 was built for the (Jregon Railroad and Navigation Company in 1910. 
 This locomotive proved remarkably successful and was followed in 191 1 
 by 10 1 similar engines, which were widely distributed over the associ- 
 ated lines. \\\ using- low-grade fuel from supplies near at hand, these 
 locomotives ett'ect substantial economies when compared with locomo- 
 tives burning good coal which must be hauled from distant mines. 
 
 During the year 191 1, forty Pacific-type and 160 Mikado-type locomo- 
 tives were completed for the Baltimore and Ohio Railroad. Thirty of 
 the Pacific and twenty of the Mikado-type locomotives were eqtiipped 
 with superheaters. These engines are remarkable because of the large 
 number of parts which are interchangeable in the two types. 
 
 A notable order for export, filled in 191 1, consisted of twenty locomo- 
 tives of the lo-wheeled type for the X'ictorian Government Railways. 
 
 An imi)ortant order filled in December, 191 1, and January, 1912, 
 called for fifty locomoti\es of the Pacific type for the New "S'ork Central 
 and Hudson River Railroad. Thirty of these engines are for freight 
 service and twenty for passenger service. These locomotives were built 
 with unusual dispatch, in accordance with designs and specifications fur- 
 nished by the railroad company. The Atchison, Topeka and Santa Fe 
 Railway also received twenty-eight Pacific-type locomotives with bal- 
 anced compound cylinders. In accordance with recent practice on this 
 road, these engines have sectional fireboxes of the Jacobs-Shupert type. 
 
 1^he ])artners]iip of P.urnham, Williams & Co., entered into in 1891, 
 and last renewed in 1907, was dissolved July I, 1909, and a stock com- 
 pany under the name of Baldwin Locomotive Works was incorporated, 
 with John H. Converse as president. Mr. Converse died May 3. 1910. 
 
 ( )n July T, 191 1, the entire property owned by Baldwin Locomotive 
 Works was sold to a new corporation. The Baldwin Locomotive 
 Works. This is a public joint stock company. 
 
 208 
 
The Textile Industries 
 
 FOLLOWING iron and steel manufacture in the order of importance 
 comes the vast textile industry of the State, which is centered in 
 the city of Philadelphia, but which represents a very large part of 
 the manufactured output of many of the other cities of the State. When 
 it is realized that the value of Pennsylvania production of silk alone is, 
 approximately, $60,000,000 annually, and that woolens, yarns, and allied 
 lines represent a far greater amount, a conception will be gained of the 
 extent of this branch in the State. In kindred lines there has been a 
 notable advance in recent years. Twenty years ago, for instance, virtu- 
 ally no tapestries were made in America. So far as the United States are 
 concerned, this industry was created by Pennsylvania enterprise, and up 
 to five years ago more than 90 per cent, of all American-made tapestries 
 were turned out from the looms of this State. In the same way the lace 
 curtain industry has sprung up within two decades. Whereas, prior to 
 1895 virtually all of the lace curtains in American homes came from the 
 factories of the old-world centers of Nottingham, Calais, Plauen, and 
 St. Gall, to-day eastern Pennsylvania has the largest lace curtain estab- 
 lishments in the world. The industry, started in Philadelphia, is spreading 
 to other cities of the State. 
 
 The position of Pennsylvania in the textile world to-day has been a 
 matter of steady growth, beginning soon after the founding of the colony. 
 As early as 1700 hosiery was made in Germantown by the Mennonites, 
 who brought rough frames from Germany and set them up in their homes. 
 Later, English knitters came from Leicester and Nottingham, bringing 
 with them improved frames, which speedily gave them advantage over the 
 Mennonite makers. The first knitting mill in the country was established 
 in Germantown, in 1825, by Thomas R. Fisher. Prior to this time all of 
 the hosiery made in this country was turned out in the homes of the 
 knitters. To-day there are 188 establishments in the State engaged in the 
 making of hosiery alone, and the value of the output is approximately 
 $30,000,000. Philadelphia, with an output in excess of $15,000,000, easily 
 exceeds any other city in the country in the extent of this industry. 
 
 Carpets were first made in this country in 1775 by William Calverly, 
 
 209 
 
Pcitiisylz'aiiiii and Its Manifold .Ictivities 
 
 in l'liila(leli)liia. IJe was followed by William I'. Spraguc, who made 
 Turkish and Axininster carpets in Philadelphia as early as 1791. One of 
 Mr. Si:)rague's productions was a handmade tufted carpet adorned with 
 patrititic emblems for the floor of the LInited States Senate. "J'his resulted 
 in Alexander 1 lamilton having a tariff of from 5 to 7)/ per cent, laid on 
 all such imported stuffs, so as to encourage tlieir hoiuc manufacture. 
 
 A GLIMPSE OF PHILADELPHIA S CARPET INDUSTRY 
 
 Dorsey followed with a carpet, half oilcloth and half carpet, seven feet 
 wide; he was succeeded by Macauley in i80(S, who developed the manu- 
 facture of Kidderminster, or Scotch carpets, known in the United States 
 as ingrain carpets. This was the beginning of the enormous ingrain 
 carpet industry of Philadelphia. 
 
 It is but a few years since two or three wards in the city of Phila- 
 delphia made more carpets than all the rest of the country coiubined. 
 That was, however, in tlie day when there was a big market for ingrain 
 carpets in the United States. Quarter of a century ago many of the 
 homes along the Atlantic seaboard had ingrains covering their floors. 
 Then, with the increase in prosperity, the East began to demand finer 
 Hoor coverings and to reject ingrains. The market moved westward. 
 
I'lic icxtilc fiuhistrics 
 
 and still the inj^rain mills were kept ruiiiiing at ca])acity, but, with the 
 marvelous new prosperity of the Middle West and West, these sections 
 also began to demand Brussels and velvets and wiltons, and the market 
 for ingrains rapidly contracted. 
 
 The manner in which the carpet mills met this new trade situatio!i 
 is a chapter that demonstrates the resourcefulness of Pennsylvania manu- 
 
 CARPET INDUSTRY, PHILADELPHIA 
 
 facture. The ingrain capacity has been gradually contracted in compliance 
 with the market, and the mills, as necessity demanded, went to other 
 branches. Those mills that still make ingrains — and the production is 
 still large — have improved the character of their goods to command a 
 market. Many devote part of their capacity to the making of rugs. In 
 some cases new specialties were in\ented which took the place of the 
 manufacture of ingrain. To-day there are no such number of carpet 
 looms in operation as formerlw in the same restricted territory, vet the 
 State still holds its lead in this line of activity. 
 
 Pennsylvania, though settled by I'enn sixty years after the New Eng- 
 land States, early held a prominent jjosition in the manufacture of cotton 
 goods. The first si)inning-jenny seen in this countr\- was exhibited at 
 
Pennsylvania and Its Manifold Activities 
 
 Philadelphia in 1775. The first joint-stock company in the United States 
 and probably the first company to make cotton goods was organized in 
 Philadelphia in 1775, and known as "The United States Company of 
 Philadelphia for Promoting American Manufactures." Slater, the pioneer 
 of the cotton manufacturing industry in New England, was induced to 
 come to this country through a notice in a newspaper that the Pennsyl- 
 vania Legislature in 1788 had granted a premium of iio to John Hague 
 for introducing a machine for carding cotton. The first calico printing 
 done in the United States was by John Hewson in 1789 at Philadelphia. 
 This is one of the branches in which, to-day, Pennsylvania excels in its 
 manufacture of specialties. The staple lines of cotton production have 
 gone to other districts, and in recent years there has been a marvelous 
 increase in the number of spindles in the South, by the side of the cotton 
 fields. Pennsylvania manufacture of cotton is now represented, largely, 
 by lace curtains and tapestries, although, of course, in this last-named 
 branch of manufacture, there are used considerably more than a hundred 
 dififerent grades of yarn in cotton, silk, linen, and jute. The output of 
 prints is still large, one of the leaJ:"^.- . :tablishments in this line being 
 the Eddystone Print Works, near 'Jbc-:?r. 
 
 The first silk manufacture in the v. nited States was in Philadelphia 
 in 181 5, when W. H. Horstmann made silk trimmings. This firm still 
 continues to manufacture trimmings and other fonns of silk manufacture. 
 They were the first to introduce the Jacquard loom into this country. 
 State figures for 1910 give the number of silk establishments in Pennsyl- 
 vania as 185 and the total production, approximately, $60,000,000 annually. 
 The city of Scranton and the district within a radius of sixteen miles 
 handles one-third of all the raw silk that comes into the United States, 
 and there are located here some of the world's largest plants in this line 
 of industry. Several of the other cities of the State have important silk 
 mills. 
 
 Textiles are the foundation of the Philadelphia industrial structure. 
 Important as are the shipyards of the city, its locomotive shops, and its 
 various mills which turn out the greater iron and steel products, yet its 
 looms and the various processes in the manufacture of textile fabrics give 
 employment to by far the greater number of workmen and operatives. 
 Virtually all classes and grades of worsted and woolen fabrics are made 
 in the multitude of mills. Carpets constitute the great volume of manu- 
 facture, yet the finest in women's wear and in men's suitings, and the 
 greatest range of specialties, are covered by the Philadelphia mills in this 
 
 212 
 
The Textile Industries 
 
 field. There is a popular belief that New England leads the country 
 in textile manufacture. Yet the combined output of the factories of the 
 three largest textile manufacturing cities of New England does not equal 
 that of Philadelphia's mills. 
 
 This misconception is doubtless due in great measure to the fact that 
 the textile cities of the Eastern States are noted almost exclusively for 
 
 LINOLEUM INDUSTRY- 
 
 :rude fabric at near end of machine, finished 
 linoleum at far end 
 
 this one line of manufacture, while Philadelphia's products are so varied, 
 and its reputation so wide for other lines, that its importance as a city of 
 textile mills is not generally realized. More than one-third of the wage- 
 earners of Philadelphia are engaged in its textile industries, and almost 
 30 per cent, of the value of its products is represented by the output of 
 these mills. 
 
 In 1904, according to the census, there were 7087 manufacturing 
 establishments in Philadelphia, employing 228,899 persons, with an output 
 valued at $591,000,000. Of these factories, 1331, with 80,310 employees 
 and an output valued at $170,000,000, were engaged in the textile indus- 
 tries alone Figures given in the report of the factory inspector for the 
 
 213 
 
Pciiiisyli'aiiia and Its Mauifold Activities 
 
 year 19a) show that there were io2,_i59 persons employed in tlie textile 
 industries of I'hiladelphia in that year, as compared with 80,310 employed 
 in 1904, according to the United States Census. This is an increase of 27 
 per cent., and assuming that the increase in the \alne of the products 
 would be at the same ratio, although probably it would be greater, the 
 value of the products of the textile industries in I'hiladelphia in 1909 
 would be about $215,000,000. 
 
 The values of the outinit of the more strictly speaking textile 
 industries of Philadelphia are given in the follcjwing table, the leading 
 lines being included : 
 
 Worsted goods $26,900,000 
 
 Carpets and rugs 25,200,000 
 
 Cotton goods 17,400,000 
 
 Hosiery and knit goods 15,700,000 
 
 Woolen goods 12,200,000 
 
 Silk goods 5,700,000 
 
 Dyeing and finishing textiles 4,300,000 
 
 Cordage and twine 4,000,000 
 
 Oil cloth 4,000,000 
 
 Upholstering materials 2,200.000 
 
 Millinery and lace goods 2,100,000 
 
 This table does not take- accoitnt of the very large production of 
 yarns. It is natural that Philadelphia should have its high place in this 
 brancli, for it is a decided advantage to the textile manufacturer to be 
 close to his yarn supply. The proximity of many important mills would 
 nattirally tend to build up the yarn industry near at hand. Of the scores 
 of grades of xarns used in the mills there is not one but can be supplied 
 1)\- the home market. 
 
 214 
 
Diversity of Manufactures 
 
 Tdl"^ initiati\e nianitcsted by Penns\ivania manufacturers in 
 recent years, which has brought about improvement in so many 
 lines of mercliandise, was paralleled by the creative ability shown 
 by the pioneers in the various lines of industry. Pennsylvania has been 
 a creator of industries which, besides developing within her borders, 
 have spread far beyond the lines of the State. 
 
 There is scarcely a branch of manufacture in the history of which 
 Pennsylvania has not played an important part, and to-day, as in the past, 
 the industries of the State are as virile and progressive as those of any 
 other State in the Union. 
 
 As an illustration of this creative ability may be cited the birth and 
 growth, in Philadelphia, of the glazed-kid industry. Fortunes were sunk 
 before the secret of the chrome tannage of goat skins was solved. In 
 the early history of the development of this industry the name of Robert 
 H. Foerderer has a prominent place. Within a few years after it had 
 been demonstrated that the process would be , a commercial success the 
 industry was firmly rooted in Philadelphia. It has since spread to nearby 
 territory, but Philadelphia has continued to be easily the glazed-kid center 
 of the country, manufacturing a very high percentage of the total pro- 
 duction. The extent of the industry to-day is indicated by the fact that 
 in the calendar year 191 1 upward of 16,000,000 goat skins were imported 
 through the port of Philadelphia. 
 
 This development maintained for Pennsylvania a prestige in the 
 tanning industry, which it has held almost from the beginning of its 
 history. Partly because it was in the early years one of the important 
 cattle-raising colonies, and partly because it contained the trees that 
 yielded tannic acid, attention was given to the industry of tanning hides 
 at a very early period. In the fore part of the nineteenth century Penn- 
 sylvania not only supplied leather for its own wants and shipped into 
 other States, but also sent considerable amounts to foreign countries. 
 
 In the manufacture of boots and shoes the State has never approached 
 New England in volume of production. Its output, especially in women's 
 shoes is, however, of notably high character. 
 
Fentisyh'ania and Its Manifold .Ictivities 
 
 The crc:iti\ e c()urai,''e shown in the lace curtain and tapestry industries 
 has already been touched upon. J'roduction in these two lines began in 
 Philadel|)hia, and is still centered there. For years the city produced 
 more than 90 per cent, of the country's entire output in these two lines. 
 
 In the oil, drug, and chemical trade Philadelphia has always been 
 an im])ortant factor. The first successful attempt to make white lead 
 in this country was by Samuel Wetherill & Son, in Philadelphia, in 1804. 
 'Idiis tirni is still in existence, and carries on the manufacture of wdiite 
 lead and other chemicals in Philadelphia. The manufacture of the 
 oxides of lead began about the same time. Christopher Shrack began 
 business as manufacturer of paints in Philadelphia in 1816, and also 
 manufactured copal varnish on a small scale. 
 
 As the country has increased in population and wealth, there has 
 been an advance in the decorative arts that has taxed the resourcefulness 
 of the manufacturer of paints. Philadelphia makers of colors were 
 from the beginning quick to grasp the possibilities of this development, 
 with the result that the city has maintained its place in the industry. 
 There are, however, important paint-making establishments in a dozen 
 other cities of the Commonwealth. 
 
 Doubtless the concentration of the chemical industry in the eastern 
 part of the State has had an important influence in the upbuilding of the 
 paint industry. 
 
 Illustrative of the high character of production which distinguishes 
 Pennsylvania output in so many lines is the hat-making industry of the 
 John B. Stetson Company. Stetson hats are sold all over the world, and 
 it is a noteworthy fact that the largest single customer of the house is 
 in South America. John B. Stetson, who founded the business in 1865, 
 conceived the idea that a successful hat business could be built up by 
 making the best hat that could be made with given material ; and the 
 industry has since been conducted on that basis. At present there are 
 employed, in round numbers, 5400 people. This business is unique, in 
 that it is the only hat manufacturing plant in the world where a complete 
 hat is made. The fur-bearing skins are imported in their original con- 
 dition. Even the bands and bindings are woven in the Stetson factory. 
 At present this branch is producing upward of 6,000,000 yards annually, 
 the making of which requires 40,000 pounds of raw silk. The finished 
 sheep skins, from which the leather sweat bands are made, are imported 
 from France, Belgium, and Russia, and cut into sweats at the factory. 
 For this purpose 330,000 sheep and calf skins are used in a single year. 
 
 216 
 
Dk'crsity of Manufactures 
 
 FINISHING HATS IN THE STETSON FACTORY 
 
 KNITTING INDUSTRY, PHILADELPHIA 
 
Peinisylz'aiiia and Its Manifold /Icth'ities 
 
 'I"1r' ])a|)c'i- l)(>.\cs in wiiich the hats are packed are also manufactured in 
 tlie ])lant, and tor this ])ur])Ose 820 tons of box Iward were rcfiuired in 
 
 Durinsj^ the year of 191 1 the Stetson factory manufactured 3.336,000 
 hats, an average daily output of ii,000 hats. The buildings occupied 
 co\er about five acres of ground, providing 24 acres of Hoor space. 
 
 It is noteworthy that the other large hat manufacturing plants which 
 have sprung up, especially in the eastern part of the State, have shown 
 the same adherence to a high standard of quality. There is virtually no 
 low-grade production in the State in this line, a condition which again 
 emphasizes the fact that the high labor market of a manufacturing center 
 such as Philadelphia tends steadily, not only toward specialization in 
 manufacture, but also to high quality in production. 
 
 One of the many industries that have made notable advance in the 
 State in recent years is the manufacture of cork. Among the leaders in 
 the development of this industry is the Armstrong Cork Company, of 
 Pittsburgh. From this plant comes a wide array of articles made from 
 "corkwood," or the cork of commerce, which is the outer bark of the 
 cork oak. Spain and Portugal divide honors among the nations of the 
 world so far as yield of raw material is concerned, with perhaps the 
 advantage leaning slightly to the latter. In these two countries a large 
 part of the production goes to supply domestic factories, where more 
 and more machinery is being introduced every year. With these excep- 
 tions, however, the major part of the yield is exported to the United 
 States, England, France, Germany, Austria, Russia, Denmark, or Sweden, 
 to be turned into finished form. The Armstrong Company is one of those 
 that have modernized the industry by the introduction of new machinery 
 and methods. Besides the ordinary bottle "stoppers," the plant makes, in 
 large quantities, insoles, washers, life preservers, pen holders, cork paper 
 for cigarette tips, and a host of other articles. 
 
 In the manufacture of oil cloth and linoleums, Philadelphia was the 
 pioneer city of the country. The output of Thomas Potter Sous & Co., 
 the George W. Blabon Company, and nearby concerns still constitute a 
 large percentage of the total production in the United States. 
 
 Naturally the refining of petroleum has been an important industry 
 along the Delaware. All of the petroleum formerly came to the refineries 
 by pipe line from the Pennsylvania fields, but in recent years the refining 
 of oil from other fields, notably Texas, brought to the refineries by water, 
 has been steadily increasing in volume. 
 
 218 
 
Diz'crsity of Maiti(facttircs 
 
 KA liKK K I'l.A.XT, H AKIil SOX-WALKER REFIMXC, CO., PITTSIU'ROH 
 
 GRINDING CUT GLASS 
 
 2IQ 
 
Pennsylvania and Its Manifold Activities 
 
 A notable development that may be regarded as being the result of 
 Pennsylvania enterprise is that of the Welsbach Company. The control 
 of this company is held by the United Gas Improvement Company, and 
 the period of greatest development began when this company assumed 
 control. 
 
 The property covers 21 acres, and the buildings number 96, having 
 a floor space of 361,000 square feet. The number of employees is 1504. 
 A summary for the past 10 years shows the output of incandescent gas 
 burners and mantles as advancing yearly. For 191 1 the burners were 
 over 3,500,000, and the mantles, 31,000,000. The company also made a 
 large quantity of gas fixtures and other illuminating devices. 
 
 Among the oldest and yet most progressive industrial branches in 
 the State is the manufacture of glass. Pennsylvania led in this indus- 
 try before the Revolution, and it leads to-day. Pittsburgh alone has 27 
 glass plants and 24 glass-cutting, staining, and ornamenting plants, the 
 combined capital being in excess of $21,000,000. In the development of 
 process in glass manufacture these plants are to-day taking a leading part. 
 
 Pittsburgh may be regarded as the cradle of the glass industry in 
 America, for it has been the scene of the working out of most of the 
 improvements in process and in labor-saving machinery which have revo- 
 lutionized the industry in the past two decades. The first machine-made 
 bottles to be made in this country were turned out in Pittsburgh, on 
 Philip Arbogast's machine, in 1882, the rights on this patent expiring 
 in 1899. The bottle industry is still using substantially the Arbogast 
 process — what is known as the "interchangeable type" of mold — with the 
 vacuum process added, which makes the machine practically automatic. 
 The first window glass machine also was operated in Pittsburgh in 1894, 
 being promoted by the interests that afterward merged the principal 
 factories in the country into the American Window Glass Company. 
 
 In pressed and table glassware, the United States Glass Company's 
 plants saw the first development of the improvements of recent years 
 which have made possible immense advances in the pressed ware industry. 
 Notable among these was the introduction of the blower, to cool molds 
 by wind, making possible lighter molds which can be handled more 
 rapidly and are capable of producing a finer grade of work. In the field 
 of lighting glass, improvements in molds and methods of manipulation 
 and the first plants for the production of glass electrical supplies were 
 established in the Pittsburgh district, and it also led in the development 
 of the porcelain electric supply industry. 
 
Diversity of Manufactures 
 
 In recent years, however, the achievements of the Pittsburgh (hstrict 
 industry in plate glass are perhaps the best known in the glass trade. 
 For years it was believed that American glass makers could not produce 
 French plate. The late Capt. John Ford, of Ford City, Pa., a town north 
 of Pittsburgh on the Allegheny River, who had been a captain on a river 
 steamer, left the river and went into glass in the late eighties. He revo 
 
 HANDLING MOLTEN GLASS IN ORDER TO BLOW A WINDOW-GLASS CYLINDER 
 
 lutionized the plate glass industry in this country, in the matter of 
 mechanical facilities. He substituted power for hand labor, perfected 
 the furnace system of melting, and improved the system of annealing 
 glass in lehrs instead of ovens. His plants furnished the basis for the 
 consolidation now known as the Pittsburgh Plate Glass Company. 
 
 Improvements are now being perfected in Pittsburgh in the wire 
 and ribbed glass industry, that promise to result in important advances 
 in this newest branch of glass manufacture. Although there have been 
 frequent removals of plants from Pittsburgh territory to points further 
 west — notably the historic migration of a section of the chimney and 
 lamp glass industry from Pittsburgh proper to the then newly discovered 
 ''gas belt" of Indiana in the later nineties — the backbone of the industry 
 
Pciiiisvk'aiiia ami Its Manifold Activities 
 
 seems likely to remain fixed in llie 1 'ittsbiiri^h district for man\- years 
 to come. 
 
 The ( idvenimeiU's n^io ceiiMis for the Metropolitan District of 
 I'ittshurj^h gives the total ])ri)(lueti()n of glass of all kinds for the census 
 district in 190*;, as $8,765,000. 'J"he district included under this name 
 comprises not quite all of Allegheny Counl\. The outjHU of the terri- 
 tory contiguous to Pittsburgh and controlled hy Pittsburgh conii^anies 
 is. however, several times this total, the industry having largely moved 
 to surrounding towns, 20 to 50 miles distant from the city proper. The 
 city is the headquarters of the American Window Glass Company, con- 
 trolling the window glass trade : the Pittsburgh Plate Glass Company, 
 which has almost a monopoly oi the i)late glass business in this country ; 
 the Macbeth and other large producers of chimney and lamp glass ; several 
 concerns producing glass electric goods, and the United States Glass 
 Company, the largest ]:)roducer of pressed glass and tableware lines in 
 the country. 
 
 The 2 J plants in Pittsburgh territory devoted to bottle glassware — 
 which is a branch of the trade that has not been very greatly affected 
 by the merger movement in America, and is still largely in the hands of 
 individual companies — produced in 19 10. according to trade reports based 
 on tank ca])acity. $10,265,000 worth of Ijottles. The i)late glass output 
 of the district was estimated at $8,000,000; the tableware outjuU at 
 $6,000,000. The city is an important center for the manufacture of cut, 
 etched, stained, and decorative art glass, as well. The district also is 
 becoming an important producer of wire glass and ribbed glass, a com- 
 parativelv new product, which is increasing in favor as a lire retardent. 
 
THE CITIES 
 
 OF THE 
 
 COMMONWEALTH 
 
W. O. HEMPSTEAD 
 
 Vice-Chairman Transportat' 
 Committee 
 
 E. W. DRINKER 
 
 Vice-chairman Publications 
 
 Committee 
 
 HORACE A. DOAN 
 Vice-Cliairman Reception 
 
 WM. H. HOLLAR 
 Vice-chairman Committee on 
 
 Place of Meeting 
 
Two Centers of Industry 
 
 SITUATED at the east and west extremities of the State are two 
 industrial centers which, in their lines of production, are unques- 
 tionably the leaders among American cities. Back in 1842, Charles 
 Dickens wrote: "I^ittsburgh is like Birmingham in England; at least, its 
 townspeople say so." Wonderful as was Dickens' genius in the depiction 
 of human nature, this, with its implied doubt as to the future of Pitts- 
 burgh, would indicate that he was no prophet of industrial advance. 
 For to-day it would be a high compliment to Birmingham to speak of it 
 as the Pittsburgh of England. 
 
 The Pittsburgh district to-day develops far greater tonnage than 
 any like area in the world. It is one of the great pulsating industrial 
 centers — in some respects the greatest. 
 
 Even more notable as an industrial center, considering the number 
 of establishments, value of production, and high quality of output, is 
 Philadelphia, from which sprang the industry of the State. In variety 
 of production as well as in its high average of quality, Philadelphia, 
 to-day, leads American cities. With a high labor market that has 
 slowly tended to drive cheaper quality of production to centers where 
 cheaper labor could be procured, Philadelphia manufacture has tended 
 steadily toward the highest grades of specialties in all lines of merchan- 
 dise. It was only so that the high labor market could be supported ; and 
 the result is, to-day, a reputation for quality in its many lines of mer- 
 chandise. 
 
 That Philadelphia's advance as an industrial city is unchecked is 
 shown by the latest census figures. The advance for 1909 as compared 
 with 1904 is as follows: 33 per cent, in the capital invested; 47 per cent, 
 in the number of salaried officials and clerks; 29 per cent, in the cost of 
 materials used ; 27 per cent, in the value of products ; 23 per cent, in 
 the value added by manufacture; 25 per cent, in the salaries and wages; 
 24 per cent, in the miscellaneous expenses; 10 per cent, in the average 
 number of wage earners, and 18 per cent, in the number of establishments. 
 
 There were 8381 manufacturing establishments in 1909 and 7087 in 
 1904, an increase of 1294, or 18 per cent. 
 
 225 
 
Poinsylvania and Its Manifold .Ictiz'ities 
 
 'J'lie capital invested as reported in k/^j was $692,115,000 and 
 $520,179,000 in 1904, an increase of $171,936,000, or 33 per cent. The 
 average capital per establishment was a]:)proximately $83,000 in 1909 and 
 $73,000 in 1904. 
 
 The cost of materials used was $430,799,000 in 1909, as against 
 $333,352,000 in 1904, an increase of $97,447,000. or 29 per cent. The 
 
 NUMBER OF INHABITANTS PER SQUARE MILE 
 
 DENSITY OF POPULATION, PENNSYLVANI.A. 
 
 average cost of materials per establishment was approximately $51,000 
 in 1909 and $47,000 in 1904. 
 
 The value of products was $749,183,000 in 1909 and $591,388,000 in 
 1904, an increase of $157,795,000, or 2"/ per cent. The average per estab- 
 lishment was approximately $89,000 in 1909 and $83,000 in 1904. 
 
 The value added by manufacture w'as $318,384,000 in 1909 and 
 $258,036,000 in 1904, an increase of $60,348,000, or 23 per cent. This 
 item formed 42 per cent, of the total value of products in 1909 and 44 
 per cent, in 1904. 
 
 The miscellaneous expenses amounted to $68,897,000 in 1909 and 
 $55,449,000 in 1904, an increase of $13,448,000, or 24 per cent. The 
 average per establishment was approximately $8,000 in 1909 and in 1904. 
 
 The salaries and wages amounted to $166,129,000 in 1909 and 
 $133,037,000 in 1904, an increase of $33,092,000, or 25 per cent. 
 
 The number of salaried ofificials and clerks was 33,473 in 1909 and 
 22,839 i" I904' S'l increase of 10,634, or 47 per cent. 
 
 226 
 
Two Centers of hidustry 
 
 The average luiniber of wage earners employed during the year was 
 252,221 in 1909 and 228,899 i" 1904. ^^ increase of 23,322, or 10 per cent. 
 The comparative summary for the city, 1904 to 1909, follows : 
 
 Per Cent. 
 
 Census Increase 
 
 1909 1904 1904-1909 
 
 Number of establishments 8,381 7,087 18 
 
 Capital invested $692,115,000 $520,179,000 33 
 
 Cost of materials used $430,799,000 $333,352,ooo 29 
 
 Salaries and wages $166,129,000 $133,037,000 25 
 
 Miscellaneous expenses $68,897,000 $55,449,000 24 
 
 Value of products $749,183,000 $591,388,000 27 
 
 Value added by manufacture (products 
 
 less cost of materials) $318,384,000 $258,036,000 23 
 
 Employees : 
 
 Number of salaried officials and 
 
 clerks 33-47.3 22,839 47 
 
 Average number of wage-earners 
 
 employed during the year 252,221 228,899 10 
 
 Pittsburgh also showed a notable advance as follows : Six per cent, 
 in the number of establishments ; 9 per cent, in the capital invested ; 
 15 per cent, in the value of products; 19 per cent, in the cost of materials 
 used; 10 per cent, in the value added by manufacture; 28 per cent, in the 
 number of salaried officials and clerks ; and 6 per cent, in the salaries and 
 wages. 
 
 There was a decrease of 6 per cent, in the average number of wage 
 earners. There were 1659 manufacturing establishments in 1909 and 
 1562 in 1904, an increase of 97, or 6 per cent. 
 
 The capital invested as reported in 1909 was $283,139,000 and 
 $260,765,000 in 1904, an increase of $22,374,000, or 9 per cent. The 
 average capital per establishment was approximately $171,000 in 1909 
 and $167,000 in 1904. 
 
 The value of products was $243,454,000 in 1909 and $211,259,000 
 in 1904, an increase of $32,195,000, or 15 per cent. The average per 
 establishment was approximately $147,000 in 1909 and $135,000 in 1904. 
 
 The cost of materials used was $148,527,000 in 1909, as against 
 $124,581,000 in 1904, an increase of $23,946,000, or 19 per cent. 
 
 The value added by manufacture was $94,927,000 in 1909 and 
 $86,678,000 in 1904, an increase of $8,249,000, or 10 per cent. This 
 item formed 39 per cent, of the total value of products in 1909 and 
 41 per cent, in 1904. 
 
 The miscellaneous expenses amounted to $19,552,000 in 1909 and 
 $19,087,000 in 1904, an increase of $465,000, or 2 per cent. The average 
 per establishment was approximately $12,000 both in 1909 and 1904. 
 
 227 
 
rcinisylz'uiiia and Its Manifold Activities 
 
 The salaries and wages amounted to $52,656,000 in 1909 and 
 $49,558,000 in 1904, an increase of $3,098,000, or 6 per cent. 
 
 The number of salaried officials and clerks was 10,598 in 1909 and 
 8273 in 1904, an increase of 2325, or 28 per cent. 
 
 The average number of wage earners employed during the year 
 was 67,474 in 1909 and 71,618 in 1904, a decrease of 4144, or 6 per cent. 
 
 The comparative summary for the city, 1904 and 1909, follows: 
 
 Per Cent. 
 
 Census Increase 
 
 1909 1904 1904-1909 
 
 Number of establishments 1,659 1.562 6 
 
 Capital $283,139,000 $260,765,000 9 
 
 Cost of materials used $148,527,000 $124,581,000 19 
 
 Salaries and wages $52,656,000 $49,558,000 6 
 
 Miscellaneous expenses $19,552,000 $19,087,000 2 
 
 Value of products $243,454,000 $211,259,000 15 
 
 Value added by manufacture (products 
 
 less cost of materials) $94,927,000 $86,678,000 10 
 
 Employees : 
 
 Number of salaried officials and 
 
 clerks 10,598 8,273 28 
 
 Average number of wage-earners 
 
 employed during the year .... 67,474 71,618 6 
 
 Philadelphia leads the country particularly in the extent and character 
 of its textile industries. Pittsburgh's industrial importance is due pri- 
 marily to the coal lands by which it is surrounded, which to-day attract 
 the ore of the Lake Superior ranges to its furnaces, and which has 
 thus built up its vast iron and steel plants. 
 
 It is a well-known fact that the Pittsburgh district develops a far 
 greater tonnage than any district of equal size in the world. Figures 
 recently prepared by the Pittsburgh Industrial Development Commission 
 give the following comparative statistics : 
 
 Year 1909 Tons 
 
 Port of Liverpool 14,341,088 
 
 Port of Marseilles 15,172,000 
 
 Port of London 19,665,134 
 
 Port of Hamburg 22,955,533 
 
 Port of New York 25,584,721 
 
 Suez Canal 23,633,283 
 
 Tonnage of Great Lakes (more than half of which is con- 
 tributed by Pittsburgh) 159,727,372 
 
 Pittsburgh's tonnage 167,733,678 
 
 The tonnage of New York, London, Hamburg, and Marseilles, the 
 greatest maritime ports of the world's four great maritime nations, com- 
 
 228 
 
Tzi'O Centers of Industry 
 
 billed, was 83,376,388 tons. Pittsburgh's tonnage, 167,733,268 tons, is 
 double this total. 
 
 Figures prepared for "Pittsburgh Against the World" in i)ig iron 
 production for 1909, show as follows : 
 
 Tons 
 
 Pittsburgh district 7,134,502 
 
 France and Russia combined 6,448,670 
 
 State of Ohio entire .^ 5o5i,545 
 
 Austria-Hungary, Belgium. Canada, Sweden, and Spain com- 
 bined 5.186,351 
 
 States of Illinois, Indiana, and Michigan combined (including Chi- 
 cago and Gary) 3,431,445 
 
 State of Alabama 1,763,617 
 
 Pittsburgh's production of pig iron in 1909 was 60 per cent, of 
 the total for Germany, and 70 per cent, of the total for Great Britain. 
 Pittsburgh district produced in 1909 as much pig iron as the combined 
 countries of France, Russia, and Canada. Pittsburgh district in 1909 
 produced 11 per cent, of the world's output of pig iron. 
 
 In 1910 Allegheny County made over 19.5 per cent, of the country's 
 total production of pig iron. It made over 54.1 per cent, of the total 
 production of steel ingots and castings in Pennsylvania and over 27.3 
 per cent, of the country's total production. It made over 55.3 per cent, 
 of the production of structural shapes in Pennsylvania and over 41.9 per 
 cent, of the country's total production. It made over 47.7 per cent, of 
 the production of plates and sheets in Pennsylvania and over 2"/ per cent, 
 of the country's total production. It made 52.6 per cent, of all kinds of 
 finished rolled iron and steel in Pennsylvania and over 26.2 per cent. 
 of the country's total production. 
 
 In 19 10 the Pittsburgh district produced one-third of the glass output 
 of the country and one-tenth of all the heavy power machinery and heavy 
 engines. These figures, of course, include manufacture and tonnage 
 outside of the city proper ; but they are in what is held to be the zone 
 of Pittsburgh activity. By the Pittsburgh district is meant the territory 
 within a radius of 40 miles, having Pittsburgh as its center. The district 
 claims the largest plants in the following lines : Pipe and tube, structural 
 steel, wire, brakes, aluminum and finishing, pickling and preserving, and 
 electrical manufacturing. 
 
 Pittsburgh is the heaviest producer of structural and bridge material 
 in this country. The three largest interests in this field have their head- 
 quarters and their principal plants in this district — the American Bridge 
 Company, which is the United States Steel Corporation's fabricating 
 
 229 
 
Pennsylvania a)id Its Manifold Actiz'itics 
 
 subsidiary, the McClintic-]\Iarshall Construction Company, and the 
 Riter-Conley Manufacturing Compau}-. 
 
 The McClintic-Marshall Company has been tlie contractor for the 
 fabricating and erection of the lock gates at the Panama Canal, the con- 
 tract involving 60,000 to 80,000 tons of steel, on which the contract price 
 was $5,000,000. A part of these lock leaves, as they are technically 
 termed, had to l)e erected complete at the Rankin shops of the company 
 and passed on l)y the government inspectors before they were accepted 
 for. shipment to Panama. The contract necessitated the building of the 
 company's own erecting shops at Colon. 
 
 The same business acumen that was so great a factor in the rapid 
 advance of Pittsburgh is to-day being exercised to protect its industrial 
 position. Early leaders in the city's industry grasped firmly the principle 
 that production at the base of raw supply saves transportation costs and 
 means economy in manufacture. It was the courageous backing of 
 this conviction that made Pittsburgh the industrial marvel of the age. 
 
 But Pittsburgh business men of to-day realize that new fields of 
 supply which have been opened have created conditions that did not 
 exist when the city's era of prosperity began. Firmly as they believe 
 in the future of Pittsburgh along its present lines of production, they 
 are taking steps to fortify its position still further. The Pittsburgh 
 Industrial Commission was organized, largely, to aid in the diversifica- 
 tion of the city's manufacture by attracting new lines of trade. Leaders 
 in the manufacturing life of Pittsburgh have seen the importance of 
 establishing manufactures that will give employment to women, so that 
 the daughters of workmen in the iron and steel mills may find employ- 
 ment at hand. 
 
 The same broad-minded policy has led to the creation of a com- 
 mission to study the means of regulating the floods which, from time 
 to time, endanger the interests along the three rivers. That this danger 
 is important is shown by the fact that from March 15, 1907, to March 
 20, 1908, Pittsburgh sufl^ered a direct loss, as a result of three floods, 
 of $6,500,000. The National Waterways Commission estimates the 
 flood losses in the Ohio \^alley in 1907 at more than $100,000,000. To 
 prevent this, a system of artificial reservoirs has been proposed, and 43 
 reservoir sites, on the rivers above Pittsburgh, have been surveyed. 
 It is calculated that, besides controlling floods, these reservoirs will be 
 of important value in increasing the low-water flow of the Ohio as well 
 as in the develo])ment of power. 
 
 230 
 
Pennsylvania Cities 
 
 SCRAXT(_)X, in Lackawanna County, in point of population ranks 
 third among Pennsylvania cities, with 129,867 people. The popu- 
 lation within a lo-mile radius is 314,538. In 1890 the population 
 of the city was 75.215. Scranton has shown a consistent advance of a 
 little more than 25,000 in each recent decade. The city has an elevation 
 above tide level ranging from 800 to 1800 feet. While the general manu- 
 facturing interests of the city are important, Scranton is distinctively 
 an anthracite coal center, one-quarter of all the anthracite in the world 
 being mined within a radius of 15 miles from the city. There are 
 20,000,000 tons taken out of the ground annually in this territory, and 
 its value at the mines averages $46,000,000. Within the city limits the 
 industry gives employment to 15,000 hands. 
 
 Aside from the mining of coal, an almost ec[ual number of workers 
 find employment in other occupations. There are numerous plants 
 engaged in the production of a varied line of heavy metahvare, such as 
 stoves and furnaces, grates and blowers, scales and screens, mining 
 machinery, axles and springs, bolts and nuts, pumps, brass goods, alumi- 
 num wares, etc. 
 
 The textile lines are also largely represented in this city. One-third 
 of all of the raw silk imported into the United States is handled within 
 sixteen miles of Scranton. Some of the largest mills in the world are 
 located here, and as a city it ranks second in this industry in the nation. 
 There are also extensive woolen and cotton mills, and one of the largest 
 lace curtain mills in the United States. The largest composition button 
 factory in the world is located here, where in addition to turning out 
 3,000,000 buttons per day, an infinite variety of composition specialties 
 are made. These include such articles as telephone receivers and trans- 
 mitters, magneto boxes, switches, and all kinds of electrical devices made 
 of insulated composition material. 
 
 The number of industrial plants is 293, and the annual value of 
 production is $26,385,000. There are 19 banks and three trust companies 
 in the city, with capital and surplus of $11,279,436, and total deposits of 
 $34,079,662, and clearing in 1910 of $138,000,000. 
 
 231 
 
Pciinsyh'aiiia and Its Manifold Activities 
 
 Rcadi)ig, in Berks County, has a population of 96,071, an increase 
 of al)()ut 17,000 in the last (leca<lc. Reading is distant from Philadel- 
 phia 58 miles, one and a half hours' ride by railroad southeast; New 
 York is 128 miles distant, or four hours' ride northeast; Harrisburg, 
 the capital of the State, lies 54 miles west. 
 
 In 1748. when the town was laid out by two sons of William Penn, 
 it was already tleemed a most advantageous location. In 1752, when it 
 became the shiretown of the newly formed county of Berks, the popula- 
 tion was 378. The early settlers were largely Germans, Swedes, English, 
 and Welsh. The Germans gradually increased until they predominated, 
 which condition has continued to the present time. Reading was incor- 
 porated as a borough in 1783. At that time the area was 2194 acres, and 
 the population fully 2000, largely composed of Germans. In 1847 it had 
 increased to about 12,000 inhabitants, and was in that year incorporated 
 into a city. Extensions of the city boundaries were made in 1867 and 
 1869. The present area is 3965 acres, a little more than 6.19 square miles. 
 
 The census of 1850 shows the population to have been 15,743; 1870, 
 33,930; 1880, 43,278; 1890, 58,661, and 1900, 78,961. 
 
 In the matter of steam railroad transportation, shippers have the 
 advantages of two great systems, the Pennsylvania and the Philadelphia 
 and Reading. The diversity of industry is very wide. 
 
 One of the important industrial interests consists of the Reading 
 Railway shops. Another large plant is that of the Reading Iron Company. 
 There are several blast furnaces in the city ; also stove, hardware, bicycle, 
 automobile, dye, textile, candy, and paint works. The cigar and tobacco 
 industry is strongly developed here, there being 15 leaf tobacco warehouses 
 and 10 tobacco manufacturing establishments. The cigar business is 
 unusually large. No less than 30 factories are in operation. These 
 require nearly $400,000 worth of revenue stamps yearly. The city of 
 Reading has to-day about 500 manufacturing establishments, employing 
 25,000 people and producing goods of the estimated value of $30,000,000 
 annually. 
 
 Wilkes-Barre is the county seat of Luzerne County. Its population 
 is 67,105, and its mean elevation above the sea level is 552 feet. The 
 city has a total number of industrial plants of 180, employing 8000 
 workers, and turning out products annually valued at $15,000,000. The 
 mineral wealth in the territory around Wilkes-Barre is very large, the 
 retail value of its annual anthracite coal output being greater than that 
 of the total gold production of the United States. About 60,000 men 
 
 232 
 
Pcnnsyli'aiiia Cities 
 
 and boys are employed in the anthracite mines of the county, and there 
 are about 20,000 employees in the various manufacturing plants. The 
 county ranks next to Philadelphia and Allegheny among the 67 
 counties of the State in wealth and population, and, in addition to its 
 mining and manufacturing resources, is the third county of the State in 
 agriculture. 
 
 CAPPING OFF WINDOW-GLASS CYLINDERS PREPARATORY TO FLATTENING 
 
 Because of the mining and manufacturing importance of the district, 
 railroads early entered the Wyoming Valley, in which Wilkes-Barre is 
 located, and the city is now served by no less than eight railroads, in 
 addition to two interurban lines and an excellent trolley system. 
 
 There are 13 city banks, with combined capital of $2,950,000, surplus 
 of $6,094,470, and deposits of $22,637,505. These, with 24 suburban 
 banks, have combined capital of $5,225,000, surplus and profits of 
 $9,568,752, and deposits of $45,544,939- Clearings in 191 1, city banks 
 exclusively, amounted to $72,354,550. 
 
 Erie, in Erie County, which is the next city in point of size, has a 
 population of 66,525. It has shown a consistent advance in population of 
 12,000 in the decade between 1890 and 1900, and 14,000 in the decade 
 
 233 
 
Pciuisyk'aiiia and Its Manifold .ictiiities 
 
 between 1900 and 1910. Jt is the only city in Pennsylvania on Lake Erie, 
 and has an excellent natural harbor. The improvement of its harbor by 
 the United States Government, however, has not been commensurate with 
 the improvement of other lake ports. The city has about 391 industrial 
 plants, employing upward of 10,000 workers, and the annual value of 
 production is $31,734,812. Iron industries form the greatest part of this 
 total. Prohably more boilers are made in Erie than in any other city in 
 the United States. The General Electric Company of Schenectady is 
 establishing a large branch plant in the city. 
 
 Harrisburg, in Dauphin County, the capital of the State, has a popula- 
 tion of 64,186. Between the years 1900 and 19 10 it advanced about 
 14,000. Owing to its position on the Susquehanna and on the main line 
 of the Pennsylvania Railroad between Philadelphia and Pittsburgh, and 
 because of generally good railroad facilities, the city has an excellent 
 industrial position. The Harrisburg Pipe and Pipe Bending Works is 
 the largest plant in its lines of production in the world. The city has 
 200 industrial plants, employing 13,000 workers. The annual value of 
 production is $22,725,000. Among the leading industries are iron and 
 steel, tin plate, boilers, turbine wheels, book-binding machinery, wheel- 
 barrows, silk, and shoes. The large plant of the Pennsylvania Steel Com- 
 pany is at Steelton, near the city. 
 
 In the State Capitol the city has one of the architectural ornaments 
 of the State. The mural decorations by the late Edwin A. Abbey and 
 Violet Oakley, the stained glass windows by George van Ingen, and the 
 groups of statuary by George Gray Barnard, are among the beauties 
 that make this one of the world's notable public buildings. 
 
 Another remarkable feature of the building is the Mercer hand- 
 made tiling. These tiles, which represent the various products and 
 interests of the State, were made after the old German process, improved 
 by one generation after another of early Pennsylvanians. 
 
 Johnstown, in Cambria County, has a population of 55,482, having 
 advanced 20,000 in the last decade. It became known the world over by 
 the great inundation of the last day of May, 1889, known as the Johnstown 
 disaster. The history of the destruction and rebuilding of this city, the 
 metropolis of the Conemaugh Valley, is one of the notable chapters in 
 American history. Fourteen miles from Johnstown was a storage reser- 
 voir, on the south fork of the Conemaugh, built originally to increase 
 the supply of water for the Pennsylvania Canal in the dry season. In 
 183S the dam was 90 feet high and the lake covered an area of 600 acres. 
 
 234 
 
I'ciiiisyl'c'aiiia Cities 
 
 The embankment stretched across a deep gorge 300 feet above the city. 
 For a week prior to the disaster of May, 1889, there had been a heavy 
 rainfall, with a consequent flood in the Conemaugh. On the 29th the 
 dam was rent and shortly afterward part of the masonry toppled. The 
 flood caused the loss of 3000 lives and a property loss of $15,000,000. 
 The efl'ects of this disaster were wiped out with remarkable energy. 
 
 CYLINDERS OF WINDOW-GLASS STORED READY FOR FLATTENING 
 
 The principal industry of Johnstown is the Cambria Steel Company. 
 There are in all 97 industrial establishments, employing upward of 10,000 
 hands and turning out, annually, products valued at nearly $50,000,000. 
 These had an aggregate capital invested amounting to $59,600,000, and 
 annual products of $28,890,000. 
 
 Altoona, in Blair County, has a population of 52,127, having increased 
 24,000 in the last decade. It is on the main line of the Pennsylvania 
 Railroad, near the headwaters of the Juniata River. The lowest ground 
 in the city is 11 20 feet above the sea level. 
 
 The city of Altoona is a creation of the Pennsylvania Railroad 
 Company, and it has remained essentially a railroad town. The yard, 
 shop sites, and residence lots were laid out in 1849. The erection of the 
 shops was begun in 1850. While none of the original buildings remain, 
 the shops have been continually added to, until they now comprise, taken 
 
 235 
 
Pennsylvania and Its Manifold Activities 
 
 together, the largest railroad shops in America. The annual capacity 
 of the present shops is 300 new and 2100 repaired locomotives, 50 new 
 steel and 300 new wooden passenger equipment cars, and 366 new freight 
 equipment cars. 
 
 Aside from the Pennsylvania Railroad Company's interests, the 
 only considerable manufacture is silk. However, there are varied small 
 industries, including brick manufactories, book binderies, cigar manu- 
 factories, lumljer manufactories, and mattress factories. There are 274 
 establishments, employing 8500 hands, and the annual value of production 
 is $17,000,000. 
 
 .lUcntown, in Lehigh County, has 51,913 population. Since 1890 it 
 has more than doubled in size. It is the shire town of Lehigh County 
 and the metropolis of the Lehigh Valley. The city is 90 miles west of 
 New York City, 57 miles north of Philadelphia, and 30 miles south of the 
 anthracite coal fields of Pennsylvania. It has an elevation of about 417 
 feet above sea level. The climate is moderated by the influence of the 
 South Mountain, which lies close to its southern border. A report made 
 in 1909 credits the city with 16 silk mills; 10 miscellaneous textiles, em- 
 ploying 1503 hands; four iron industries, employing 1438; three cigar 
 factories, employing 11 80; 13 lumber manufactories, employing 906, and 
 9 leather industries, employing 827. 
 
 Allentown is the second largest silk manufacturing center in Penn- 
 sylvania, being exceeded only by Scranton, a city of much larger size. 
 About 5000 hands are employed in the silk mills, whose annual product 
 is valued at $10,000,000. The city contains 274 industrial establishments, 
 employing 12,000 people and turning out products valued at $26,000,000 
 annually. 
 
 Lancaster, in Lancaster County, has a population of 47,227. It is 
 located in the center of a rich agricultural district, which has been 
 termed the garden spot of the East. The farm property in this district 
 exceeds $90,000,000. The tobacco crop alone exceeds $3,500,000 annually, 
 while the acreage in potatoes exceeds that of tobacco. The city has an 
 elevation of 418 feet. The total number of industrial plants is 341, the 
 ninnber of workers 8000, the annual value of production $16,000,000. The 
 output of umbrellas, linoleums, toys, and watches is large. 
 
 York, in York County, has a population of 44,750, having made a 
 notable advance in the last decade. In diversity of manufacture, it is the 
 third city in the State. There are about 218 industrial plants, employing 
 12,000 people and having an annual production valued at $18,500,000. 
 
 236 
 
Pennsylvania Cities 
 
 York is one of the oldest and historically one of the most interesting 
 cities in the State. The first National Thanksgiving proclamation was 
 issued at York. The Articles of Confederation were here passed by the 
 Continental Congress. The first printing press west of the Susquehanna 
 River was erected at York, and the first canal west of the Hudson River 
 was opened near the city. 
 
 McKeesport, Allegheny County, has a population of 42,694. Situ- 
 ated on the Monongahela River, in the Pittsburgh industrial belt, its 67 
 plants turn out products annually valued at $42,495,000. The leading 
 lines of output are iron and steel and their products, such as pipe, tubes, 
 tin and terne plate, planished iron, foundry products, tool steel, and steel 
 for projectiles. Among the leading industries are the National Tube 
 Works, an underlying company of the United States Steel Corporation, 
 which comprises among its plants the Monongahela Blast Furnaces, the 
 Monongahela Steel Works, the National Skelp Mills, the National Tube 
 and Pipe Mills, the National Galvanizing Works, and the McKeesport 
 Connecting Railroad. There are also here the United States Tin Plate 
 Works, the McKeesport Tin Plate W'orks, the Firth-Stirling Steel 
 Works, W. Dewees Wood Sheet IMills, and Fort Pitt Steel Foundry. 
 
 Chester, in Delaware County, population 38,537, is, next to Phila- 
 delphia, the principal port in the State having access to the Atlantic 
 Ocean. Owing to its advantageous position and with access to the deep 
 channel to the sea, it has attracted many important industries. Its oil- 
 refining industry is extensive, and it has large iron and steel and textile 
 plants. Among the plants are those of the American Steel Foundries. 
 At Eddystone, between Chester and Philadelphia, are the extensive new 
 branch works of the Baldwin Locomotive Company, and the Eddystone 
 Print Works. The city proper has 128 plants, which employ 10,000 
 people and pay wages amounting to $4,000,000 annually. The annual 
 value of production is $19,000,000. 
 
 Nezv Castle, in Lawrence County, has 36,280 people. It has much 
 more than tripled its population in 20 years. Located near the center of 
 the rich western tier of Pennsylvania's counties and adjoining the eastern 
 line of the Commonwealth of Ohio, Lawrence County occupies an impor- 
 tant and commanding position, geographically and commercially. Being 
 at the head of the Beaver Valley, it is well drained by that stream and 
 its numerous branches, the most important of which are the Shenango 
 and Mahoning Rivers and Neshannock, Conoquenessing, and Slippery 
 Rock Creeks. 
 
 237 
 
PcinisyhcVnia and Its Manifold .Icth-itics 
 
 Within the county's ratlier small area of 376 square miles are enor- 
 mously productive natural resources — extensive deposits of fire clay, 
 limestone and bluestone, and beds of bituminous coal and iron ore. In 
 addition, the soil is fertile and furnishes the rapidly increasing population 
 with an abundance of farm products. Industrially, this city, situated in a 
 district that develops tremendous tonnage, is one of the most active in the 
 Commonwealth. Its tin-plate mills are especially large. The works of the 
 Carnegie Steel Company, which operates 4 blast furnaces, a Bessemer 
 steel plant with 212-ton vessels, and a steel and tin-bar mill, have an 
 annual output of 700,000 tons of pig iron, 660,000 tons of Bessemer ingots, 
 and 600,000 tons of sheet and tin bar. The tin and steel industries give 
 employment to thousands of hands, which, added to the great window- 
 glass and brick plants and the limestone industries of the community, 
 constitute an army of workers 10,000 strong. There are 82 industrial 
 plants, and the value of production is in excess of $38,000,000. Some 
 idea of the proportions annually reached in the various industries may 
 be had from the following figures : Pig iron, 950,000 tons ; window glass, 
 14,000,000 square feet; muck bar, 26,600 tons; skelp, 39,125 tons; brick, 
 30,000,000; stoves, ranges, etc., 15,000; bolts and nuts, rivets, etc., iSo,ooo 
 tons ; clay, 10,000 tons ; limestone, 2,000,000 tons ; asphalt blocks, 
 2,500,000; sand, 10,000 tons; sandstone, 150,000 tons; enameled ware, 
 6,240,000 pieces ; fine chinaware to the total value of $500,000 ; 
 wooden boxes, 3,000,000; artificial ice, 90.000 tons; wire novelties, 150 
 tons; finished lumber, 15,500,000 feet. Among many other and varied 
 products are push buttons, car trimmings and hardware specialties, fuse 
 boxes, ship lights, steam pumps, machinery, boilers, castings, blast-furnace 
 jackets, paints and oils, chemicals, pulp plaster, paper, semi-vitreous 
 sanitary ware, pottery and tableware, rolled steel, and a score of minor 
 articles. 
 
 IVilliamsport, in Lycoming County, has a population of 31,860. 
 Including the South Williamsport and Vallamont suburbs, the population 
 is 42,000. The city has an elevation of 528 feet above the level of the 
 sea. There are 159 industrial plants, employing 5641 workers, and pro- 
 ducing annually goods valued at $13,348,000. The principal lines of 
 manufacture are furniture, silk, shoes, and steel. 
 
 Easton, in Northampton County, with a population of 28,523, has 
 doubled in size in 20 years. Northampton County comprises 382 square 
 miles of land west of the Delaware River, and between the Kittatinny 
 Mountain, the ]irincipal mountain on the north, and the South Mountain 
 
 238 
 
Pciiiisylz'aiiia Cities 
 
 on the south. The Delaware and Lehigh Rivers both pass through the 
 mountains in this section, here called the Blue Mountains, by gaps. 
 Northampton was erected during the joint proprietorship of Thomas 
 and Richard Penn, in the spring of 1752. The county and city were 
 both named by Thomas Penn, who in a letter from England in the fall 
 of 1751. wrote: "Some time since I wrote to Dr. Graeme and Mr. Peters 
 
 GLAZED KID INDUSTRY 
 
 to lay out some ground in the forks of Delaware for a town, which I 
 suppose they have done, or begim to do. I desire it to be called Easton, 
 from my Lord Pomfret's house, and whenever there is a new county, to 
 be called Northampton." The site, subject to the wishes of the proprie- 
 taries, was selected by Nicholas Schull, surveyor general, and the town 
 was laid out by William Parsons in the spring of 1752. 
 
 The city to-day has excellent railroad facilities, and is connected 
 with the Delaware River, and so with Philadelphia, by the Lehigh Coal 
 and Navigation Canal. Advantages and resources of a wide variety have 
 drawn attention to the Lehigh Valley as a good location for manufactories. 
 
 Among the numerous articles manufactured in the city and imme- 
 diate vicinity are hosiery, silk and cotton goods, cigars, confectionery, 
 
 239 
 
F^ciiiisxli'iuiia 0)1(1 Its Manifold .Ictivitics 
 
 pianos, jewelry, brass and bronze castings, mill and steam fitters' supplies, 
 lumber fertilizer, wagons, belting, foundry and macbine sbop products, 
 cement, and serpentine marble. The surrounding hills are rich in brown 
 hematite iron ore, mineral oxides, yellow and brown ochre, limestone, 
 building stone, marble, verdolite, soapstone, brick clay, and sand. There 
 are 126 industrial plants, employing 3200 workers, and the annual value 
 of production is $7,000,000. 
 
 Norristoiim Borough, Montgomery County, has a population of 
 27,857. It has III manufacturing plants, employing 4400 people. The 
 principal industries are knitting machinery, woolens, hosiery, shirts, 
 cigars, cotton goods, lumber, and spinning mills. 
 
 Shenandoah Borough is located in the anthracite fields of Schuylkill 
 County, and its people are principally engaged in mining. It has a popu- 
 lation of 25,774, and 10,000 work in the mines. The elevation above 
 sea level is 1300 feet. There are 29 industrial establishments. 
 
 Hadeton, in Luzerne County, has a population of 25,452. It has 
 35 industries, employing about 10,000 workers. The value of production, 
 not including the coal mining industry, which is large, is $7,000,000. The 
 principal plants are pump works, iron works, silk and other textile mills. 
 
 Butler, in Butler County, is situated in an important tonnage devel- 
 oping district. It has 20,728 people, and is 1077 feet above the sea level. 
 There are 30 industrial plants, employing 7500 and turning out annually 
 products valued at $15,000,000. Leading industries are the Standard 
 Steel Car Works, Standard Plate Glass Works, and Hickson Bedstead 
 Works. 
 
 Pottsville Borough, in Schuylkill County, has a population of 20,236. 
 It has 91 industrial plants, employing about 3000 workers and turning out 
 an annual production valued at upward of $9,000,000. 
 
 240 
 
Thriving Smaller Communities 
 
 IN ADDITION to these larger coniniunities. Pennsyhania has 41 
 cities and boroughs having po])ulation between 10,000 and 20,000. 
 Of this group, the largest is South Bethlehem Borough. 
 
 South Bethlehem Borough, in Northampton County, has a 
 population of 19,973. It has 50 plants, employing 15,000 hands. Among 
 these are the extensive works of the Bethlehem Steel Company, the 
 Didier-iVIarch Coke Company, the Bethlehem Foundry and Machine 
 Company, silk and hosiery mills, and wood and paper-box factories. 
 
 Shainokiii Boroui/h, in Northumberland County, has a population 
 of 19,558. With its immediate suburbs it has a population of 35,000. 
 Being in the anthracite region, mining is its chief industry. It has, 
 however, 39 manufacturing establishments, employing more than 1600 
 hands, and having an annual production in excess of $3,500,000. In the 
 collieries and manufacturing plants there are employed 16,000. 
 
 Braddock Borough, in Allegheny County, has a population of 19,357. 
 The borough contains 41 manufacturing plants, employing upward of 
 1000 hands and turning out production valued at upward of $5,000,000 
 annually. 
 
 Lebanon, in Lebanon County, has a population of 19,240. It has 
 109 manufacturing establishments, employing 6000 hands, and the annual 
 value of production is $11,500,000. 
 
 IVilkinshurg Borough, in Allegheny County, has a population of 
 18,924, having advanced in the decade from 11,886. There are 24 manu- 
 facturing establishments. 
 
 Washington, in Washington County, has a population of i^^jyS. It 
 is the center of great natural resources. Rich deposits of coal, oil, gas, and 
 limestone have been taken from the hills and valleys of the county, and 
 many millions still lie beneath the soil. Over 160,000,000 tons of coal 
 have been mined in this county, and fully 2,733,000,000 tons remain, 
 which, it is estimated, will take 200 years to mine at the present rate of 
 production. The most important oil and gas development took place in 
 the brief period from early in the year 1884 until late in 1886, when the 
 highest point was reached. Nearly all of the successful wells yielded oil, 
 
 241 
 
Pcinisylz'aiiia and Its Manifold Activities 
 
 ihoui^li the tk'ld has contained a lew scattered gas wells. Some oil wells 
 were drilled, which ])ro(luce(l 2500 or more barrels per day. The very 
 rapid growth of the town was largely due to this development, which 
 changed the comnnniit}- over night from a (|uiet college town to a bustling 
 city. To-dav the gas activity is principally confined to what is known as 
 the Lone Pine field, where more than sixtx-hve good-producing wells have 
 been drilled. Drilling is still going on. Only a few oil wells w^ere drilled in 
 the county in 1910. Those in the region of the borough of McDonald are 
 the best producers. Seventy-five industries are located in the borough. 
 More than 4200 men are employed, and $3,000,000 in wages are annually 
 paid to them. 
 
 In addition to the vast mineral resources of the region, the soil is 
 fertile. For three-quarters of a century Washington was a great wool- 
 growing county. To-day a clip of 1,000,000 pounds per annum is pro- 
 duced, but the distinction of being the banner wool county of the Union, 
 wdiich was the case for several decades, is no longer enjoyed. 
 
 Nanticoke, Luzerne County, has a population of 18,877. Its indus- 
 tries include 10 collieries within a radius of three miles, two silk mills, 
 two hosiery mills, one cigar factory, one machine shop, one mine-drill 
 manufactory, two flour and feed mills. The elevation is 600 feet above 
 sea level. Between 1900 and 1910 Nanticoke made a gain of 55.7 per 
 cent, in population. This was largely due to its enterprise in reaching 
 out after new industries and to the fact of its having cheap fuel supply. 
 It has 17 manufacturing plants. 
 
 Homestead, in Allegheny County, has a population of 18.713. Seven 
 miles from Pittsburgh, it is in the great steel-producing district, and its 
 principal plant is that of the Carnegie Steel Company. It is on the lines 
 of the Pennsylvania Railroad and the Pittsburgh and Lake Erie Railroad. 
 
 Dunmore, in Lackawanna County, has a population of 17,615, having 
 made a gain of approximately 40 per cent, in the decade. It has 18 indus- 
 trial plants, employing 1308 wage earners, and the annual value of pro- 
 <luctioii is $1,851,000. 
 
 Mt. Carmel Borough, in Northumberland County, has a population 
 of 17,532, having advanced from 13,179 in the 1900-1910 decade. 
 Mt. Carmel has 20 manufacturing establishments. 
 
 Carhondale, in Lackawanna County, has a population of 17,040. The 
 city is 1300 feet above the sea level. There are 34 industrial plants, 
 enii)loying upward of 1500 workers and turning out product valued at 
 more than $2,500,000 annually. Among the industries aside from coal 
 
 242 
 
Thriving Smaller CoiiniiiDiitics 
 
 243 
 
J'onisyli'aiiiii and Its Manifold .IctiT'itics 
 
 mining arc welding wm'ks, Icjcomotive shops, iron and brass fonndries, 
 car shops, railroad shops, instrument works, flouring mills, mining 
 machinery, broad silk mills, bol)bin works, perforated plate works, 
 printeries, throwing mills, planing mills, and refrigerating-machinery 
 works. Three railroads touch the city, the New York, Ontario and 
 Western, the Erie, and the Delaware and Hudson. 
 
 Plyjtioiitli, Luzerne County, has a population of 16,966. Nearby 
 poi)ulatjon increases this to 25,000. There are in the borough eight large 
 anthracite coal mines, hosiery factories, silk mills, and machine works. 
 In all there are 23 manufacturing establishments. 
 
 rittstoii, in Luzerne County, has 16,267 people, making a gain of 
 about 25 per cent, in the decade. It has 40 manufacturing plants. 
 
 Mahanoy City Borough, in Schuylkill, has 15,936 people, showing a 
 creditable advance in the decade. It is one of the important anthracite 
 communities. There are in the borough 33 industrial establishments. 
 
 Diiqncsnc BoroiigJi, in Allegheny County, has a population of 15.727. 
 Its advance in the decade was very rapid, there being an increase in 
 population of about 60 per cent., owing to its participation in the indus- 
 trial advance of the Pittsburgh district generally. 
 
 0/7 City, in Venango County, has a population of 15,657. The rapid 
 advance that it had in the earlier years of oil development has not been 
 equalled in recent years. It has 34 industrial establishments, employing 
 1338 people, and having an annual value of production in excess of 
 $4,000,000. 
 
 Pottstowu Borough, in Montgomery County, has a population of 
 i5'599- Jt has an elevation of 150 feet above the sea level. Its principal 
 industry is its iron works. There are jS> plants, employing over 
 3600 hands, and the value of production is in excess of $12,500,000. 
 
 Sharon Borough, in fiercer County, has a population of 15,270, and 
 showed an advance of 75 per cent, in the decade. It has 45 industrial 
 plants, employing about 3500 hands, and the annual value of production 
 is $10,000,000. 
 
 McKecs Rocks Borough, situated in one of the busiest sections of 
 Allegheny County, has a population of 14.702, and is the largest among 
 the 23 cities and boroughs in the State of Pennsylvania having popula- 
 tions ranging from 15,000 down to 10,000. The borough is in the Pitts- 
 burgh district, and shares in its activity in the iron and steel industry. 
 There are 31 manufacturing establishments. 
 
 244 
 
Thrniiiij S)iiallcr Coiiiiiiitititics 
 
 Bradford, in McKean County, has a population of 14,544. The city 
 is 1550 feel al)ove the sea. It has 82 industrial plants, employing 2350 
 workers, and having an aggregate ])roduction of about $5,000,000. 
 
 Stcdfojt. in Dauphin County, has 14,246 people. Its principal indus- 
 try is the plant of the Pennsylvania Steel Company. 
 
 Sinihury, Xorthumherland County, has 13,770 people. Among its 
 leading industries are the Pennsylvania Railroad shops and Sus(iuehanna 
 silk mills. 
 
 Uiiioiitowii, Fayette County, has 13,344 people, having almost 
 doubled its population in the ten years from 1900 to 1910. 
 
 Crcciisbnrc/ Borough, in Westmoreland County, population 13,012, 
 has the record of having increased its population nearly 100 per cent, 
 in the last decade. 
 
 Connellsz'iUc, Fayette County, has 12,845 people, 15 plants, 3000 
 workers. Its leading industries are tin plate, glass, tubing, mining 
 machinery, and pumps. 
 
 BcthlcJicm Borough, m Lehigh and Northampton Counties, has a 
 population of I2,8^~. 
 
 Xorfh Braddock Borough, in Allegheny County, has 11,824 people, 
 and has advanced over 80 per cent, in 10 years. 
 
 MeadviUc City, in Crawford County, has 12,780 people. It has 25 
 industrial plants, employing 2000 people. 
 
 Dubois, Clearfield County, has a population of 12,634, an increase of 
 about 30 per cent, in the last decade. Among the manufactories are a 
 tannery, two iron works, machine shops and factory making brass cast- 
 ings, mine, mill, and tannery machinery. 
 
 Beaver Falls Borough, in Beaver County, has a population of 12,191. 
 
 Chanibersburg, Franklin County, has 11,800 people and 12 plants that 
 employ 2400 workers. It is 560 feet above the level of the sea. 
 
 Monessen, Westmoreland County, has 11,775 people and six plants 
 that employ 6000 workers. Its leading industries are the Pittsburgh Steel 
 Company and the American Sheet and Tin Plate Company. 
 
 West Chester Borough, in Chester County, has a population of 11.767, 
 showing a marked gain in the lo-year period. It is situated in the center 
 of a rich agricultural district. There are in the borough t,-, industrial 
 establishments. 
 
 Columbia Borough, in Lancaster County, has a population of 11,454. 
 
 Old Forge Borough, in Lackawanna County, is credited with an 
 advance of 100 per cent. — from 5630 in 1900 to 11,324 in 1910. 
 
 245 
 
/'ciiiisyli'iiiiiii and lis Manifold .Ict'nitics 
 
 CoatcsviUc. Cliester County, has 11,084 populalioii and 15 plants, 
 with ()000 workers. 'I'hese establishments include the Lukens Iron and 
 Steel Com])an)-, which manufactured the first plate iron to be made in 
 the United States. It is an interesting fact that this plant was named 
 after one of the most capable business women that Pennsylvania has 
 produced. It was originally the Brandywine Rolling Mill. Following 
 the death of Dr. Charles Lukens the management devolved upon his 
 wife, Rebecca W. Lukens, who conducted it profitably for two decades. 
 After her death the name was changed as a tribute to her memory. 
 
 The Worth Bros. Company is another very important Coatesville 
 enterprise. Its output of plates, open-hearth steel, boiler tul)es, etc., is 
 extensive. 
 
 ll'arrcn, in \\'arren County, has a population of 11,080; 131 industrial 
 plants, em])loying 1400. The annual value of production is in excess of 
 $4,500,000. The leading industries are iron works and oil refineries. 
 Warren is 1193 feet above sea level. 
 
 Phooiixvillc, Chester County, has a population of 10,743; 31 plants, 
 employing about 3000. The Phoenix Iron Company and Bridge Company 
 are the largest industries. 
 
 Carlisle Borough, in Cumberland County, has a ])opulation of 10,303; 
 South Sharon, in fiercer Count}', 10,190; Carnegie, in Allegheny County, 
 10,009. 
 
 246 
 
SPECIAL ACTIVITIES 
 
 OF THE 
 
 COMMON\^ EALTH 
 
DR. W. F. WILSON 
 
 Chairman Commitlee on Place 
 
 of Meeting 
 
 THEO. KOLISCHER 
 Chairman Ladies' Committee 
 
 MURDOCH KENDRICK 
 Vice-chairman Entertainment 
 
 SAMUEL L. KENT 
 Vice-chairman Committee 
 Hotel Accommodations 
 
Protection of Health 
 
 OF THE many special lines of work which the State conducts for 
 the benefit of its people, the work of reforestation, which con- 
 serves one of the first sources of wealth and prosperity, has 
 been treated of under the heading of natural resources. 
 
 High in importance among these numerous activities is that which 
 is intended to safeguard the health of the people — the extensive work of 
 the State Department of Health. Figures showing the reduction in 
 the death rate from \'arious diseases, from the time when broad powers 
 were given to the department, are ample testimony to the value and 
 importance of this work. As a result of the control given to the depart- 
 ment over the water supply and sewerage systems of the State, there is 
 to-day 60 per cent, less typhoid fever than there was seven years ago, a 
 condition which represents an annual saving to the Commonwealth of 
 ap]Trt)ximately $15,000,000. There are in the upland districts of the 
 State many minor watersheds, sparsely populated, whose supplies of 
 water are used by the municipalities in the valleys, where until recently 
 typhoid fever and other water-borne diseases were prevalent. Further- 
 more, the protection of water supplies by the State extends to the farm, 
 where careless methods of sewage disposal have polluted wells and springs 
 and milk supplies. 
 
 In 1906, 56.5 persons out of every 100,000 in Pennsylvania died of 
 typhoid fever; in 1907, 50.3; in 1908, 34.4; in 1910, 24.5. This means 
 that there are now living more than twenty-four hundred persons who, 
 had the death rate of 1906 prevailed in 1910, would have died of typhoid. 
 
 Perhaps even more remarkable is the showing made l:)y the depart- 
 ment in its fight against tuberculosis. In 1907 a State appropriation of 
 $1,000,000 was made for the purpose of organizing a campaign against 
 the disease. This enabled the department to take over, for use as a 
 sanatorium, a camp that had been established by the State Forestry 
 Department at Mont Alto. This was at once enlarged and plans made for 
 a great sanatorium for incipient and moderately advanced cases. In 1909, 
 $2,000,000 was appropriated for the work, and in 191 1, $2,653,000. This 
 enabled the department to increase the size of the Mont Alto Sanatorium. 
 
 249 
 
I'cinis\l:'iini(i and Its Manifold .Iclirihcs 
 
 'l"ii-(Ia\- it lia^ ca])acit\- fur looo patients. (Jnc additional sanatorium 
 with larye proxision for advanced cases is under construction in the 
 Alleglieny Mountains, west of the center of the State, on the tract of huid 
 presented to the ("oninionwealth hy Anch'ew Carnegie. Land lias loeen 
 purchased near I lanibin-g. southeast of the center of the Commonwealth, 
 for a third sanatnrinm. 
 
 iM-om June i, 1907, to June 30, 191 i. 5531 patients were admitted 
 to the State Sanatorium at Mont Alto. Many patients have heen dis- 
 charged with the disease arrested, hundreds have heen henefited, and 
 nian\- more whose cases were too far advanced to hope for mtich aid 
 have been made comfortable and i)ro\-ided with a home where they 
 would not be a source of danger to others. 
 
 Each large center of population in the Commonwealth is now i)ro- 
 vided with a tuljerculosis dispensary, where the indigent may secure free 
 treatment, free advice, and the usual su])])lies required to prevent dissem- 
 ination of the disease, and, in case of great need, eggs and milk. This 
 division at the present time includes a total of 348. The Dispensary 
 Division at first consisted of a chief of dispensaries and a local repre- 
 sentative — the county medical inspector — in 67 counties, each in charge 
 of a dispensary. Later these dispensaries were increased to 115 in 
 number and assistants were appointed in many of them. Nurses were 
 soon found to be an essential adjunct to this work, so that to-day, 
 including 115 dis])ensary chiefs, there is a total of 222 medical men 
 connected with this division and 110 nurses. From July 22, 1907, to 
 June 30, 191 I, 41,792 poor tuberculosis sufi^erers had received the skilled 
 medical aid and the attention of trained nurses. The death rate from 
 pulmonar\- tuberculosis has fallen from 129.6 per 100,000 to 117.4. 
 
 b'rom ( )ctober, 1905, when the State began its free distribution of 
 diphtheria antitoxin among the poor, down to December, 1910, 27,318 
 cases of this disease, mostly in children, were treated with the senmi. It 
 is estimated that, without antitoxin. 42 out of ever}- 100 of these children 
 would probably haN'e died; but with the aid of the State's antitoxin, only 
 2324 died, and the death rate was reduced to 8.5 per cent, b^-ee anti- 
 toxin was also given for immunization purposes in 20.294 cases, mostly 
 children, who had been in contact with the disease. .Ml but 335 of these 
 were absolutely protected against diphtheria. The actual saving of child 
 life resulting from the State's free distribution of diphtheria antitoxin 
 since 1905 is estimated at 9152 li\es. 
 
 In administering the laws the Department of 1 lealth has perfected 
 
 250 
 
Protection of Health 
 
 251 
 
Pciiiisylzuinia aiul Its Manifold .Ictrritics 
 
 an organization in the Engineering Division, comprising six bureaus, 
 which has in charge the various matters pertaining to water supplies, 
 sewerage and drainage systems and works, disposal of manufactural and 
 domestic wastes, and the consideration and abatement of nuisances and 
 menaces. In one bureau all applications for the establishment, extensions 
 or alterations to water-works systems and drainage systems are received 
 
 Ciipyiisht 190b, hy WiUi.im H. Rait 
 
 ROTUNDA AXl) (;UA.\I) STAIRCASE, PENNSYLVANIA STATE CAPITOL 
 
 and considered. The department's engineers make surveys and field 
 investigations with respect to these problems, and upon their reports and 
 the facts submitted by the applicants the permits or decrees are issued. 
 No municipality, corporation, or individual is permitted to build water 
 works and sewer systems or to maintain the same without State super- 
 vision and control. 
 
 Another bureau looks after the operation of the filter plants used to 
 purify public water-supplies. A corps of assistants constantly travel about, 
 making tests of the filter plants and sewage-treatment works, in order to 
 maintain the standard of et^ciency. This saves much water-borne sick- 
 ness and mortalitv therefrom. Another l)urcau deals with all construction 
 
 252 
 
Protection of Ileaitli 
 
 work heiny done 1)_\' the deparlnicnt in connection with the sanitary 
 requirements of State institutions, such as water and sewerage, garbage 
 disposal, etc. 
 
 Still another bureau controls the sanitary surveys of the minor 
 watersheds of Pennsylvania. Occupied estates on watersheds are 
 inspecteil by these officials, wells and springs are overhauled, pollutions 
 are stoi)ped. Attention is given to the disposal of sewage at the dairy 
 and truck farm, and thus in its inception there is cut olT a source of 
 infection that in the past has made its circuit from the rural districts 
 through the vegetables and the milk and the water to the town, and, 
 from the town, returned back into the country. 
 
 Nuisances and complaints that enter into the floiuain of municipal 
 sanitation and public hygiene are in charge of a separate bureau, while 
 another bureau attends to the general office work and to the preparation 
 of maps and reports and the collection and interpretation of data and 
 analyses of waters. An important part of the work of the department 
 has been the dissemination of information on health questions to the 
 public. This has been accomplished by bulletins, and by enlisting the 
 co-operation of the public press. 
 
 Pure Food Crusade 
 
 Closely akin to the work of the Department of Health is that of the 
 Dairy and Food Bureau, which in the last few years has worked a revo- 
 lution in the methods of preparation of food sold to the public. This 
 work is a division of the Department of Agriculture. The enforcement 
 of the law is placed directly in the charge of a Dairy and Food Com- 
 missioner. Under the law, the Commissioner and his agents are given 
 full access to all places of business manufacturing, transporting, or 
 selling foods. 
 
 During the year 19 lo the Dairy and Food authorities caused to be 
 analyzed samples as follows: Milk, 1777; cream, 499; condensed milk, 
 16; ice cream, 288; cheese, 11; butter, 938; renovated butter, i; oleo- 
 margarine, 283 ; meat products, 257 ; lard, 20 ; eggs, ^/ ; canned fruit 
 and vegetables, 215; catsups, etc., 129; fruit butters, jams, etc., 74; 
 vinegar, 25; bakery products, 122; candy, 336; flavoring extracts, 40; 
 non-alcoholic drinks, 278; miscellaneous, 161. 
 
 \\dien first enacted, the food laws were received by many intelligent 
 citizens with some doubt as to their wisdom and necessity. The doubt 
 regarding their wisdom grew largely out of the fact that the prime 
 
 253 
 
Pciiiisxivaiiici 011(1 I ts Manifold . Icliritics 
 
 rcsponsiljilily for sales of adulterated and misbranded foods was placed 
 upon the retailer, and it \va> very generally questioned whether it was 
 either wise or fair to tix the responsibility at this point in the chain of 
 transactions extending from the factory to the hands of the consumer. 
 The public has, however, come generally to understand that the difficulty 
 of securing adequate proof against the jcjbbers and manufacturers made 
 it necessary to re(|uire of the retailer the acceptance of the large responsi- 
 bility imposed by the law. and that he correspondingly take measures to 
 protect himself by increased care in the purchase of the supplies which 
 he selects for distribution to his customers. 
 
 The public education upon the methods of food manufacture, the 
 nature of the raw material employed therein, and the serious character 
 of the frauds which have, in earlier years, been perpetrated upon the 
 buying public have dispelled the doubt as to the necessity of such legis- 
 lation and have made clear the principle that the man who makes a busi- 
 ness of manufacturing on a large scale the foods used to maintain the 
 vigor and health of the people occupies a position of trust. 
 
 The extent of public information upon food subjects at the present 
 day, as compared with that of a decade ago, is almost a matter for 
 surprise. To the discovery and spread of this information many agencies 
 have contributed. Most conspicuous of all these agencies has been the 
 public press, to whose live and aggressive support of all measures look- 
 ing to the more perfect control of food production and distribution a 
 large degree of admiration is due. 
 
 254 
 
The State Highways 
 
 B^■ THE terms of an Act of the Legislature, approved May 31, 
 njii, tlie Commonwealth of Pennsylvania is committed to a 
 policy of highway improvement broader than that of any other 
 State in the Union. This act makes provision for the taking oxer, on 
 June I, 1912, of highway routes covering 7500 miles, which are to be 
 
 STAGE-COACH AND CONESTOGA WAGON AT ROAI)SU)E INN 
 
 maintained by and under control of the State. The act carried an 
 appropriation of $3,000,000 to be expended on those highways where 
 the State is to pay the entire cost of improvement, and $1,000,000 to be 
 spent on those highways which are to be improved jointly by the State 
 and the township or borough. 
 
 Prior to the adoption of this comprehensive plan of improvement 
 the State had provided liberally for the improvement of highways. 
 
 There are 97,940 miles of township roads in the State, of which 
 1580 miles had been improved by townships, 331 miles by counties, and 
 747 miles with State aid under contract with the State Highway Depart- 
 
 255 
 
rcniisyh'aniii and lis Maiiijold .Ictiiitics 
 
 mciit. at a cost of $8,947,262.91 ; the State I'aying three-fourths, the 
 counties one-ei<jhth, and the townships one-eighth of the total cost. The 
 average cost of tlie completed roads constructed with State aid. including 
 grading, drainage, stone for telford foundation and for macadam toj). 
 and bricks for to]), together with damages jiaid for change of location 
 of roads and for engineering and ins])ection. is $11,375.18 per mile. 
 
 Copyright IVOh, hy William H. Rau 
 
 SENATE CHAMIiER, 
 
 \SVE\AXIA ST. 
 
 There had been a])proi)riated for reconstruction work $9,500,000. CLiver- 
 ing the ])eriod from June i. 1903, to Alay 31. 191 1. This amount was 
 apportioned to the several counties — outside of Philadelphia County — 
 according to the number of miles of township roads in a county. Ten 
 per cent, of the appropriation was set aside as a maintenance fund to be 
 apportioned to the townships and counties having imi)roved roads accord- 
 ing to the number of miles of roads improved. 
 
 Under the new act no less than 296 routes are marked out for 
 improvement. Early in 191 2, 50 surveying corps began to make surveys 
 of the roads connecting county seats. All public roads, highways, 
 turnpikes, and toll-roads subject to the provisions of the act. f orm - 
 
 256 
 
The State lUijIiways 
 
 ing and being main traveled roads between the county seats of the 
 counties of the Commonwealth, and main traveled routes leading to the 
 State line, and between principal cities, boroughs, and towns, are to be 
 built, repaired, and maintained at the sole expense of the Commonwealth. 
 They will be under the exclusive authority and jurisdiction of the State 
 Highway Department, and will constitute a system of State highways. 
 
 Copyright 1106. hy William H. R,u< 
 
 HOUSE OF REPRESENTATIVES CHAMBER, PENNSYLVANIA STATE CAPITOL 
 
 The highways designated in the act as State highways are to be 
 taken over by the State Highway Department from the counties or town- 
 ships of the State, and when so taken over shall thereafter be constructed 
 and maintained at the expense of the Commonwealth. The highways 
 are to be taken over in whole or in part, from time to time, as circum- 
 stances and conditions will permit. It is provided that all township roads, 
 abandoned and condemned turnpikes, or turnpikes that may hereafter 
 be abandoned or which may hereafter be condemned and paid for by the 
 county in which the same may be located, and which form a part of any 
 such highways, are to be taken over by the State Highway Department 
 before the first day of June, 1912. 
 
 257 
 
/'ciuisyh'aiiiii and I Is Manifold . Ictiriiics 
 
 \\u[ I)(.'\i)ii(l the ini])r(i\-cment to which the State stands committed 
 with re.^ard to this system of State highways, it is to hear an im])()rtant 
 part in the improvement of the other roads of the State. Counties or 
 townsliips expressing a desire for State aid in im])r(n ement of roads not 
 defined as State highways are entitled to recei\e such aid. In these 
 cases the State is to ])ay not more tlian 50 i)er cent, of the cost of imi)ro\e- 
 ment and niaintenar.ce. ( )f the remaining 50 ])er cent., in ca>e> where 
 hotli the count\- and township ask for aid. they shall each ])ay one-half. 
 or 2~) per cent, of the total cost. 
 
 All State highways under the provisicjus of the act are to he marked 
 with suitable signs, having the words "State Highway"" and the year- 
 date. Signs, or distance boards, giving directions to towns or villages, 
 are to be erected at cross or intersecting roads. These are to be paid 
 for as jiart of the cost of the highway. The State Highway Commis- 
 sioner nia_\- also cause trees to be i)lanted and maintained along highways. 
 
 Xo railroad or street railway is to be hereafter constructed upon 
 anv State highway, nor is any railroad or street railway crossing, gas- 
 pil)e. water-pii)e. electric conduit, or other piping laid in anv portion 
 of a State highway, except under such conditions, restrictions, and regu- 
 lations as may be prescribed by the State Highway Department. 
 
 In addition to his other duties, the highwa_\- commissioner is to have 
 made surveys of all the roads in the State, lie is to make a general 
 highway plan of the State and com])ile statistics and collect information 
 relative to the mileage, character, and condition of highways. He is to 
 investigate and determine u])on the various methods of road construction 
 best adapted to the diilerent sections of the State, and establish standards 
 for the construction and maintenance of highways in various sections, 
 taking into consideration the topography of the comitry. the natural 
 conditions and the character and availability of road-l)uilding material, 
 and the abilit\- of the townshi]:)S and counties to build and maintain roads. 
 
 llefore its completion, this coni];reh.ensive plan for the improve- 
 ment of the roads of the State will in\ol\e an ex])enditure of $50,000,000. 
 
 258 
 
EDUCATION 
 
 IN 
 
 PENNSYLVANIA 
 
GEORGE VV. McClRUV 
 President Common Counci 
 
 HERMAN LOEB 
 
 Direclor Department of Supplies 
 
 Department Heads and Presidents of Councils, Philadelphia 
 
The State and the Schools 
 
 PUBLIC education in Pennsylvania had its beginnings almost with 
 the founding of the colony. There still exists in the city of Phila- 
 delphia an institution of learning which was founded in 1689 and 
 chartered in 1697. ^t the close of the Revolutionary War the attention 
 of the people was turned toward the need of better educational facilities, 
 
 giiMiiiiiM am 
 
 WILLIAM PENN HIGH SCHOOL FOR GIRLS, 
 PHILADELPHIA 
 
 and before the close of the eighteenth century many schools were char- 
 tered, which are to-day alive and progressive. Prior to 1834, when the 
 present system of public schools was established, there were, in the State, 
 many sectarian and neighborhood subscription schools where the poor 
 could receive a free education. In 1835, a year after the establishment 
 of the present public-school system, an attempt was made to repeal the 
 law, but already the system was intrenched and the eiYort was defeated. 
 
 261 
 
f'rmisylraiiiii and lis Manifold Acirritics 
 
 Since that (la\ the history of ])ul)Hc->cho()l eiUicatioii in Pennsylvania lias 
 been one of steady adxance. 
 
 The i)ast two decades have witnessed an amazing development in the 
 policy of the C/oninionwealth toward the jjuhlic schools. .\])])roxiniateiy 
 $45,000,000 is s])ent on i)ul)lic-school edncation each year within the 
 borders of the State. ( )f this amount there is contributed from the 
 
 AUDITORIl'M, \V1LI.I.\M PEXN RICH SCHOOL FOR CURLS, PHILADELPHIA 
 
 State treasury $7,500,000 annuall} . A review of these two decades shows 
 the following advances : 
 
 College di])lonias have been for the first time recognized in the issuing 
 of teachers' certificates. Text-books and supplies have been furnished 
 free to all pupils. Com])ulsory attendance laws have been enacted and 
 enforced, giving to each child schooling up to the age of 14 years. The 
 nuiuber of high schools has risen from 123 to nearly one thousand. 
 Minimum salary laws have resulted in giving the teachers in the remotest 
 districts in the State better pay than thousands of teachers in New 
 England are receiving. Tuition has been made free in State normal schools 
 and the course of study lengthened to four years. A new^ school code 
 has been enacted, a Bureau of Professional Education has been estab- 
 
 262 
 
The State and the Schools 
 
 lished. and a lUireau of .Medical l-'-ducalion and Licensure has l^een 
 created in connection with the Department of Puhlic Instruction. The 
 standard of preliminary education for the study of law, medicine, dentistry, 
 and pharmacy has heen raised to a high-school education followed hy 
 three years of ])r()fessional study in the case of lawyers and dentists, and 
 I)\- four \-ears of such study in the case of doctors. 'riu-oUi-iiout tlie Com- 
 
 OPEX-AIR SCHOOL FOR TriiERC 
 
 )REN, CITY OF PHILADELPHIA 
 
 monwealth liandsome edifices for sc1k)o1 purposes have been erected, 
 excelling, in point of heating, lighting, ventilation, sanitation, seating, 
 and general comfort, the average home. The State Legislature has 
 appropriated for school purposes more than $150,000,000 as against less 
 than $50,000,000 for all the preceding years. 
 
 The State has provided for an expenditure of $15,000,000 every 
 two \ears for the public schools. After deducting certain general items 
 there is a balance of $6,000,000 to be divided annually, to aid in the cause 
 of public education. One-half of this amount is apportioned on the basis 
 of the number of teachers employed and the other half on the basis of 
 the number of pupils between 6 and 16 years. 
 
 The laws of the State jjrovide to-day that the boards of school 
 directors of each school district in the Commonwealth shall purchase 
 all necessary furniture, equipment, text-books, school supplies, and other 
 aj)pliances for use of the public scIkmjIs, or any department thereof, in 
 their respective districts, and furnish the same free of cost for use in 
 the schools in the districts. 
 
 263 
 
Pcinisylvaitid and Its Manifold .Iciivities 
 
 The extent of the puljlic-school system in Pennsylvania is shown by 
 the following statistical statement for the \ear ending Jmie 5, 191 1 : 
 
 Number of school districts in tlic State 2,599 
 
 Number of schools 35,084 
 
 Number of superintendents 171 
 
 Number of male teachers 8,044 
 
 Number of female teachers 28,136 
 
 Whole number of teachers 36,180 
 
 Average salary of male teachers per month $64.24 
 
 Average salary of female teachers per moiith $47-98 
 
 Average length of school term in months 8.52 
 
 Whole number of pupils 1,286,273 
 
 Average number of pupils in daily attendance 1,028,290 
 
 Cost of school houses, building, renting, etc $8,794,578.97 
 
 Teachers' wages $20,244,715.69 
 
 Co,st of school text-books ?858,67i.89 
 
 Cost of school supplies other than text-hooks, including maps, 
 
 globes, etc $1,072,188.13 
 
 Fuel, contingencies, fees of collectors and other expenses.... $11,167,492.69 
 Total expenditures $42,137,647.37 
 
 In the addition.s which have been made to the elemental branches of 
 the earlier period, Pennsylvania has kept abreast with the best thought 
 in American education. It was one of the pioneers in manual training, 
 and it is now developing to an important extent its vocational training. 
 
 An interesting recent development has been the establishment of out- 
 of-door schools for tuberculous children. On the basis of special investi- 
 gations in Boston and New York, it is estimated that there are nearly a 
 million school children in the United States to-day who will probably die 
 of tuberculosis before they have reached the age of 18 years, and that 
 one-half, if not three-fourths, of this sickness could be prevented. For 
 such children, open-air schools are needed. Three years ago Philadelphia 
 took the lead among the cities of the State in this work. It has now three 
 schools, one of which is conducted on a roof, another in a room which is 
 open at all four sides, and a third in a room which may be opened to the 
 air when desired, by the lowering of sashes. Not only in the simple matter 
 of keeping these children in the open air, but also in the special care given 
 them, is their physical condition improved. Harrisburg and Pittsburgh 
 have followed in making provisions for schools of this kind. 
 
 One of the notable advances of the State in recent years in educational 
 matters has been the gradual raising of the standard of medical education. 
 
 264 
 
The State and the Schools 
 
 265 
 
Priiiisxk'aiiiii ami Its Maiiijold .Uiirilics 
 
 'I"1k' r.iircau of I 're ifcssional Ivlucalion hriiii^s Pennsylvania in line with 
 llie (illier Slates which h_\- authi>rit_\- ot' law \est in the School l)ei)artnient 
 the power of ])assint;- upon the preliniinai'v edncaticjn of students of 
 medicine, dentistry, and pharmacy. The liureau. through its representa- 
 tives, visits the hit,di schools and other schools of e(|ual ijrade for the 
 purpose of niakinj;- an accredited list of secondar)- >chools from which 
 credentials will he accepted by the boards of examiners in these branches 
 of professional training. Pennsylvania has an unexcelled system of 
 teachers' institutes, and funds are provided which make it possible to 
 obtain speakers w ho place I)efore the teachers the latest and best thought 
 on all subjects th.at have to do with their profession. 
 
 An im])ortant factor in the general education of the peo])le of the 
 State lies in the manv museums and the rich collections with which they 
 have been endowed. Carnegie Institute, at Pittsburgh, has a \ aluable 
 art collection and a notable natural history museum. Its work in the 
 line of exploration and its natural history researches place it among the 
 leading institutions of its kind. The State Museum, at I larrislnu'g, is 
 a remarkable ex]iosition of Pennsyhania resources. 
 
 Among Philadelphia museums of note are the Pennsylvania .Academy 
 of the b'ine .Arts, the Pennsylvania Museum and School of Industrial 
 Art, the .Academy of Natural Sciences, the Wistar Institute of Natural 
 History, and the Wistar Institute of .Anatomy. The museums of the 
 Universit}' of Pennsylvania are notable for their researches in biblical 
 antiquity and modern ethnology. The Commercial Aluseum is devoted 
 to the promotion of commerce and to the education of the people along 
 the lines of industr\- and i)roduction. The city of Philadelphia has 
 several notable ])rivate art collections, which are eventually to form a 
 public art museum. 
 
 266 
 
Colleges of Pennsylvania 
 
 BESIDES ha\iiig within its l)or(lers one of the worhl's hirj^est 
 universities. Pennsylvania has a lar,<;e number of ini])<)rtant 
 universities and colleo^es. Xo State in the L'nion has a more 
 vigorous grou]) of educational institutions, and the extent to which they 
 have been endowed by Pennsylvanians is proof of a fixed l^elief in 
 college education that took root in the soil of the State in its earliest 
 days. Pennsylvania colleges have grown steadily in the number of 
 their students and in equipment. Po illustrate the advance in number 
 of pupils. Lehigh L'niversity has grown in lo years from less than 400 
 students to more than 700. State College from less than 303 to 1500. and 
 the I'niversity of Pennsylvania has doubled in size, increasing its enroll- 
 ment from 23CO to more than 5000. 
 
 The University of Pennsylvania. — Only 30 of the present American 
 colleges and universities were in existence when the Declaration of Inde- 
 pendence was signed, and onlv six of these were founded more than a 
 century and a half ago. The University of Pennsylvania, which had its 
 origin in a Charity School organized in 1740. was jireceded only by 
 Harvard and Yale. Princeton was founded three years later, \\'ashington 
 and Lee in 1749, and Columbia in 1754. Nine years after the Charity 
 School was contem])lated Benjamin P>anklin published a pam|)hlet on 
 "The Education of Youth in Pennsylvania."" which resulted in the fotmd- 
 ing of an Academy, which held its first session on January 7, 1751, in the 
 building on the west side of Fourth Street, below .Vrch. originally con- 
 structed for the Charity School. In 1753 the trustees secured their 
 first charter for the Academy, and two years later, by \irtue of a second 
 charter, the academy was converted into a college, with full power to 
 confer the usual collegiate degrees. The first commencement was held 
 on May 17, 1757, when the degree of bachelor of arts was conferred upon 
 seven students. 
 
 In 1765 a school of medicine, the first in Xorth America, was added 
 to the college, and in 1790 a professorship in law. 
 
 In 1779 all the charter rights and privileges of the college were 
 absorbed by a new organization, called in its charter "The Trustees of 
 
 267 
 
Pennsylvania and Its Manifold .Iciivitics 
 
 the University of the State of Pennsylvania." 'J'hus it was the first insti- 
 tution in North America to be called a university, and including law, 
 medical, and academic departments, the first university in fact. 
 
 Jn 1791 another charter was granted jointly to the trustees of the 
 Charity School and Academy of the University and of the College, under 
 the corporate name of "The University of Pennsylvania," which name it 
 
 MEMORIAL TOWER AT ENTRA^•CE TO NEW DORMITORIES, UNIVERSITY OF 
 PENNSYLVANIA 
 
 has borne ever since. The early history of the university was closely 
 associated with the principal events in the history of the colonies, and 
 also in the war with Great Britain for independence, in which many of 
 its sons took a leading part. Among the signers of the Declaration of 
 Independence were ten men who were either graduates of the college or 
 among its founders and trustees. 
 
 In 1802 the university buildings were removed to Ninth and Chestnut 
 streets, where, a century and a quarter after its organization, the university 
 again found itself located in one of the most congested sections of Phila- 
 delphia. In 1873 it removed to its present site in West Philadelphia, 
 where it now occupies more than 70 buildings, upon a tract of 116 acres 
 
 268 
 
Colleges of Peiiiisyl'i'iiiiiii 
 
 along the Scluiylkill River. Here its growth was most reinarkahle. In 
 1874 the University Hospital was establislied. In the year following the 
 Towne Scientific School was added to the college. This school com- 
 prehends the courses in architecture, in mechanical engineering, electrical 
 engineering, civil engineering, chemistry, and chemical engineering. In 
 rapid succession followed the Department of Music. Department of 
 
 HOUSTON H.\LL (STUDENTS CLUIiHOrsi 
 
 CXXSVLV.'KNIA 
 
 Dentistry, the Wharton School of Finance and Commerce, Department 
 of Philosophy (The Graduate School), Department of Veterinary Medi- 
 cine, the Veterinary Hospital, the Department of Physical Education, 
 the Department of Archaeology and University Museum, General Library, 
 Training School for Nurses, Wistar Institute of Anatomy and Biology, 
 Laboratory of Hygiene, College Courses for Teachers, Flower Astro- 
 nomical Observatory, Evening School of Accounts and Finance, the Sum- 
 mer School, and the Phipps Institute for the Study, Prevention, and 
 Treatment of Tuberculosis. The curriculum now includes almost every 
 branch of higher education and scientific research. 
 
 The enrollment of students averages more than 5000 annually, 
 drawn from 40 to 50 foreign nations, and from every State in the Lhiion. 
 The teaching staff numbers about 600. The 30,000 living alumni are 
 scattered over the entire world, and Universitv of Pennsylvania alumni 
 
 269 
 
Pciuisyli'aiiin ami Its Manifold .Ictrritics 
 
ColU'f/cs of f\viiisyli'(nii(i 
 
 societies are tlourishini;- in all ]ar,i;c ci )miiniiiities. The university i'; not 
 the gr(nvtli of a few years, uv the i^ift «>f a few: it stands to-day as a 
 nionunieiit to lo_\al sti])])ort of its alumni and the generosity of tlie city 
 and State and citizens. 
 
 The I'ni'vcrslty of Pittshiir<//i was chartered h'ehruary 28, 1787. 
 as the Pittshurgh Academy, hence it is one of the oldest institutions of 
 
 PLAN or TiiK ^^•lvl•;I■!^lT^• i>\- pittskurgh 
 
 learning west of the Allegheny jMountains. In 1819 the original charter 
 was enlarged and the name changed to the \\'estern L^iiversity of Penn- 
 sylvania. The State at that time appropriated to the university 43 acres 
 of land in Allegheny, but the title failing, the grant was commuted into 
 mone}- for the erection of the iirst university building. There are at 
 the universitv courses of study in medicine, law, dentistry, pharmacy, and 
 engineering, and there is also a School of Astronomy. 
 
 The University of Pittsburgh has lately greatly enlarged the sco^jc 
 of its engineering departments, and announced in Kjii the establishment 
 of a new Department of Industrial Research. Industrial researches are 
 being carried out at this university through the sympathetic co-operation 
 of various industrial corjjorations having important problems for solution. 
 Each industrial research is conducted through a definite agreement 
 between the university and the corporation concerned. The essential 
 features of this agreement are as follows: The corporation has a prol:)lem 
 the solution of wdiich is of public importance. It places in the hands of the 
 university a definite sum, which is paid over to the fellow appointed to the 
 investigation in monthly installments. To a discreet and reasonable extent 
 it "co-operates with the university toward the solution of this problem by 
 afifording large-scale opportunities for experimentation. 
 
 The university provides the fellow appointed to the investigation 
 with a laboratory of his own anfl with all experimental, library, and con- 
 sultative facilities which a university may be expected to furnish for any 
 
 271 
 
Pcniisylfaiiia and Its Manifold Activities 
 
 investigation. In the case of problems of large scope and importance, the 
 investigations are conducted by a group of fellows. Owing to the fact 
 that of necessity each investigator is a high specialist in the industry 
 concerned in his investigation, he is particularly able to instruct the young 
 men desirous of entering that industry as chemical engineer. Hence this 
 institution of industrial researcli will inevitably be a school of chemical 
 engineering, with a stafif unique in its numbers and in the scope of its 
 interests. 
 
 The School of Engineering in its co-operative work is a feature of 
 the engineering courses. By this plan the student gets the usual 
 theoretical course, and in addition 12 months of practical work — four 
 terms of three months each in the l^est engineering industries of Pitts- 
 burgh district — accumulating actual shop experience. In the mechanical 
 ecjuipment are included a materials-testing' laboratory, a hydraulic labora- 
 tory, a steam and power laboratory, dynamo, electrical standardizing and 
 photometrical laboratories. The buildings and equipment at the univer- 
 sity are all new. The faculty numbers 250 and there are 1895 students. 
 
 The Pennsylvania State College, at State College, was established 
 by the Morrill Act, passed by Congress July 2, 1862, and a reciprocal 
 act of the Legislature of Pennsylvania, April i, 1863. As early as 1855 
 a charter had been issued to certain public-spirited citizens under the 
 patronage of the State Board of Agriculture, and in 1859 an institution 
 for secondary agricultural education was opened at the present location 
 under the name of "The Farmers' High School," and the first class was 
 graduated in 1861. Under the new establishment the name was changed 
 in 1874 to The Pennsylvania State College. Some of the trustees are 
 ex-officio State officials, others are appointed by the governor, others 
 are chosen by the alumni of the college, and still others are elected by 
 delegates from industrial organizations of the State. The growth was 
 small until 1887, when the State began a regular biennial appropriation 
 to the institution, the total of which to 191 1 aggregates $3,565,726.43. 
 The growth in total attendance of students by decades is as follows : 
 1891, 209; 1901, 433; 191 1, 2007. 
 
 The present force of instructors numbers 190. No tuition is charged, 
 but preference in admission is given to residents of the State. A very 
 small percentage of the students come from other States and foreign 
 countries. There are five schools — agriculture, engineering, liberal arts, 
 mining, and natural science — also a department in home economics. In 
 these schools 36 courses of study are ofifered, leading to the bachelor's 
 
Collc(/i\<; of Pcniisyli'uiiia 
 
 degree. Courses are also offered leading to the master's degree. Con- 
 nected with the School of Agriculture is an experiment station whose 
 projects are connected with problems of animal breeding, agronomy, 
 forestry, horticulture, and dairying. Complete records are available for 
 the fertilizer plots for the last thirty years — probably the longest con- 
 tinuous results ()l)tained in the United States. The School of Engineering 
 
 DICKINSON COLLEGE. OLD WEST 
 
 also maintains an experiment station, in which problems of heating, light- 
 ing, refrigeration, aviation, the use of concrete, and the like are under 
 present consideration. Six hundred acres of farm land are owned by 
 the college, part of which is devoted to experimental farming, part to 
 forestry wood lots, and part to campus. The total value of land and 
 buildings is $1,444,369. 
 
 Lehigh University was founded by Asa Packer, of Mauch Chunk, 
 who, in 1865, gave $500,000, to which he added 115 acres of land in 
 South Bethlehem, to establish an educational institution in tlie Lehigh 
 Valley. The university was incorporated by the Legislature by act 
 approved February 9, 1866. In addition to these gifts, made during his 
 lifetime, Judge Packer by his last will gave to the university and its 
 
 273 
 
rcniisylvaiiia and Its MiUilfold .Ictiz'itics 
 
 library an ciuIowiik'iU of $2,000,000. The original object of Jndge I'acker 
 was to afford tlic yonng men oi ihc Lehigh X'alley a complete education, 
 technical, literary, and scientitic, for those ])rofessions represented in the 
 development of the peculiar resources of the surrounding region. The 
 courses are arts and science, civil engineering, mechanical engineering, 
 metallurgical engineering, electrometallurgy, mining engineering, electrical 
 engineering, chemistry, chemical engineering. 
 
 The uni\ersiiy has long recognized the advantage of a broader educa- 
 tion for an engineer than is possible within the limitations of the com- 
 monly accepted entrance requirements for an engineering course. The 
 number of college graduates who choose engineering as a profession is 
 increasing from year to year. In 1910, 655 students were registered. 
 The college buildings are valued at $1,600,000, and the liljrary, of 
 125,000 volumes, is valued at $250,000. 
 
 Biickiiell University, at Lewisburg, a Baptist college, was founded 
 1846. It is co-educational, and there is an enrollment of 517 men and 
 229 women students, with 48 instructors. The library, containing 30,500 
 volumes, is valued at $20,000. The endowment fund is $735,000, while 
 the college buildings are valued at $210,000. 
 
 Dickinson College, at Carlisle, was granted a charter by the General 
 Assembly in 1783. iXmong those who were adherents to the plan for the 
 college were Benjamin Rush, a signer of the Declaration of Independence 
 and surgeon-general of the Revolutionary Army, and John Dickinson, 
 one of the authors of the Declaration and chief magistrate of the State. 
 Among those wdio contributed liberally to the college during the early 
 days were Thomas Jefferson, Count de la Luzerne, ambassador from 
 France, and seventeen members of Congress. One of the earliest schools 
 for law in the United States was established at Carlisle in 1834 by Hon. 
 John Reed. While under his supervision the school was regarded as 
 part of Dickinson ; but at his death the law course ceased to be repre- 
 sented in the college. At a meeting held February 9, 1890, by the Board 
 of Trustees it was voted to again re-establish the School of Law. It 
 now has yy students. The college is co-educational, and has in all its 
 courses 552 students. It has a library valued at $62,000, containing 
 43,000 volumes. The buildings are valued at $580,980, and the endow- 
 ment fund is $387,194. 
 
 Temple University, Philadelphia, was organized in 1884, and the 
 charter was granted in 1888. It is a non-sectarian school, with an 
 enrollment in 1910 of 2206 men and 1414 women students. There were, 
 
 274 
 
CoUctics of I'ciiiisylz'aiiid 
 
 at that time. 230 instructors. The course has many departments, among 
 them law and me(Hcine. There is connected with the university a library 
 of 8000 volumes. The buildings are valued at $540,000. 
 
 Lafayette College, at Easton, received its charter in 1826, at the time 
 of General Lafayette's visit to America. There were enrolled, in 1910, 
 464 students, with 43 instructors. It has been dislinguished from the 
 
 PENNSYLVANIA STATE COLLEGE, MAIN BUILDING AND AUDITORIUM 
 
 first for the thoroughness of instruction given, particularly in the sciences, 
 mathematics, and the classics. There are 40 acres of campus, with several 
 miles of walks and drives. There are 40 buildings upon the campus, 
 and the value of the property is $866,805. The endowment fund is 
 $613,429.27. 
 
 Bryn Mazi'r, a college for women, located at Bryn Mawr, near 
 Philadelphia, was granted a charter in 1880. There are registered at the 
 college 425 young women, with 58 instructors. The library of 60,000 
 volumes is valued at $348,620. The buildings are valued at $1,949,191. 
 The college is endowed with $1,644,530. 
 
 Grove City College, located at Grove City, was founded in 1876, and 
 the charter was granted in 1879. There are 20 instructors, and during 
 
 275 
 
Pciuisylranit! and Jts Manifold Activities 
 
 276 
 
Colleges of Peunsyh'atiia 
 
 the year 1910 400 men and 250 women slndenls were enrolled. The 
 college buildings are valued at $379,000, and there is an endowment fund 
 of $25,000. 
 
 Jiiitiata College, at Huntingdon, was chartered in 1878. It is co-edu- 
 cational. There are 24 instructors, with 423 students. The library is 
 valued at $35,000, and contains 28,000 volumes. There is an endowment 
 fund (^f $115,000, and the college buildings are valued at $170,000. 
 
 JVashiiigtoiv and Jefferson, Washington, was the first college estab- 
 lished west of the Alleghenies. In 1787, Washington Academy was char- 
 tered, and later on became Washington College. It united with Jefferson 
 College in 1869, and since then has been known under its present name. 
 In 1790 Benjamin Franklin donated 50 pounds to the institution, which 
 money laid the foundation for the present college library. The college 
 endowment in 1910 was $635,000, and the buildings and grounds have a 
 valuation of $475,000. The present staff of instructors numbers 28, and 
 there are over 400 students, men and women. 
 
 St. Jlncent College, situated at Beatty, was organized in 1846 and 
 chartered in 1870. It is a Roman Catholic institution. There are 23 
 instructors and 383 students. There is a library of 45,000 volumes. 
 
 Swarthmore College, Swarthmore, was founded in 1864 by the 
 Society of Friends, but nothing sectarian exists in either instruction or 
 management. It is co-educational, 398 students being enrolled in 191 1. 
 There are 45 instructors. Among the courses are those of chemical, 
 mechanical, civil, and electrical engineering. The library, with its 39,085 
 volumes, is valued at $45,000, and the college buildings at $925,000. The 
 school is heavily endowed, having a fund of $1,010,000. 
 
 TJie Augnstinian College of Villa Nova, situated at Villa Nova, near 
 Philadelphia, and founded in 1842, is a Roman Catholic institution. 
 There are 370 students, with 35 instructors. The college buildings are 
 valued at $r, 000,000, and the library, with 12,500 volumes, is valued at 
 $125,000. 
 
 JJ'ilsoii College, Chambersburg, was chartered in 1869. It is a college 
 for women, and has 365 students. It has a library of 9000 volumes, 
 valued at $8000, and the value of the buildings, 15 in all, is estimated at 
 about $350,000. There are 36 instructors. 
 
 Geneva College, at Beaver Falls, was chartered in 1850. It is 
 co-educational, having 170 men and 188 women students, with a teaching 
 corps of 15. It has an endowment fund of $200,000, and the college 
 buildings are valued at $175,000. 
 
 277 
 
rciiiisyk'aiiia cnid Its Manifold .Ictizitics 
 
 Allegheny College, at .Mcadville, was founded in 1815 by the ^Icth- 
 odist Episcopal denomination. It is co-educational, with 339 students 
 registered in 1910, and having 19 instructors. It is endowed with $465,000, 
 has a library of 31,500 volumes, valued at $60,000, and the college build- 
 ings are \alued at $544,000. 
 
 SWARTHMORE rOLLEGE, M.\IX BUILDING 
 
 Siisc]uehan)ia University, at Selinsgrove, is a Lutheran School. It 
 has an endowment fund of $55,000, and the buildings are valued at 
 $240,000. It is co-educational, having an enrollment of 317 students. It 
 employs 22 instructors. There is a library valued at $15,000, containing 
 15,000 volumes. 
 
 Pennsylvania College, at Gettysburg, was granted a charter in 1832. 
 It was founded by the Lutherans. It is co-educational, 304 students 
 being enrolled, with 21 instructors. It is endowed with a fund of $195,000, 
 and has a library of 30,052 volumes, valued at $16,000. The buildings 
 are valued at $321,000. 
 
 Westminster College, situated at New Wilmington, was chartered in 
 1852 by United Presbyterians. It has an enrollment of 137 men and 164 
 women students. There is a teaching force of 23. Its library is valued 
 at $14,000, and the college buildings at $269,500. There is an endowment 
 fund of $163,000. 
 
 Waynesburg College, Waynesburg, was founded in 1849. It is a 
 college for men, and has 290 students registered. There are 14 instructors. 
 
 278 
 
Colleges of Peinisyl-raiiia 
 
 It has an cndownienl fund of $75,000, and the college buiUlings are valued 
 at $257,000. 
 
 Franklin and Marshall College, Lancaster, was formed by the union 
 of two older educational institutions, which in their independent existence 
 labored for common ideals and aims and ministered to a common con- 
 stituency. Franklin College had been maintained in Lancaster for 45 
 years, and Marshall College had thrived for 17 years in Merccrsburg, 
 when by an act of the Legislature of Pennsylvania they were merged and 
 consolidated under the name of Franklin and Marshall College, to be 
 located in the city of Lancaster, or its immediate vicinity. The charter 
 of Franklin and Marshall College was granted March 10, 1787. Among 
 the first trustees were four signers of the Declaration of Independence, 
 seven officers of the War of the Revolution, three who became governors 
 of Pennsylvania, two distinguished jurists, and two who became senators 
 of the United States. Founded in the interest of Germans, it was never 
 intended to be, as it never became, exclusively a German institution, but 
 it served to foster an appreciation of German life and literature. The 
 enrollment of the college in 1910 was 241. The endowment fund 
 amounts to $303,000. 
 
 Lebanon Valley College, Annville, was founded in 1866 by the United 
 Brethren. There are 23 instructors and 132 men and 95 women students. 
 There is an endowment fund of $40,000. The college buildings are valued 
 at $240,000. 
 
 AlhrigJit College, a United Evangelical institution, is located at 
 Myerstown. It was founded in 1881 and chartered in 1895. It is 
 co-educational, 188 students being enrolled. It is endowed with $100,000. 
 
 Beaver College, situated at Beaver, was founded in 1853 by Methodist 
 Episcopalians. It is co-educational, having an enrollment of 160 students. 
 There are 16 instructors. The college is endowed. Buildings are valued 
 at $105,000. 
 
 Haverford College, Haverford, was founded in 1833, by the Society 
 of Friends. It has a teaching force of 20, and 159 students. It is very 
 heavily endowed, having a fund of $1,500,000. It has 55,000 volumes in 
 the library. The college buildings are valued at $1,500,000. 
 
 Ur sinus College, Collegeville, was founded in 1869. It is co-educa- 
 tional, having 95 men and 40 women enrolled, with 16 instructors. The 
 endowment fund is $211,100. The college has a library of 14,000 volumes, 
 and the college buildings are valued at $158,050. 
 
 Irving College, at Mechanicsburg, a college for women, was founded 
 
 279 
 
rciiiisylraiiiii and Its Mauijohl Actiritics 
 
 in 1856. It has a teacliing f(jrcc of 18, with an cnrolhnent of 132 stndcnts. 
 T\\c collci^c huilihns^s arc valued at $100,000. 
 
 MiihlcJihcrf/ College, Allentown, was founded l)y the I^utherans in 
 1867. There are 113 students enrolled, with 13 instructors. The college 
 buildings, erected 1902-04, are handsome and artistic, and represent a 
 total valuation of about $350,000. The college occupies now a tract of 
 about 55 acres. 
 
 Allentown College for Jl'onien is located near the central part of 
 the city of Allentown. Total enrollment is 172. 
 
 Peiinsylzvnia College for Jfoiiieii, at I'ittsljurgh, was founded 1869. 
 There are 18 instructors and 107 women enrolled as students. There is 
 a library valued at $10,000 connected with the college, and the other 
 buildings are valued at $500,000. 
 
 Thiel College, founded in 1870, is located at Greenville. It is of the 
 Lutheran denomination, and there are 8 instructors and 60 men and 43 
 women students. It has an endowment fund of $40,000 and buildings 
 valued at $60,000. 
 
 Moravian College, founded in 1807 by Moravians, is located in Beth- 
 lehem. There are 6 instructors and 64 men enrolled as students. There 
 is a library of 10,000 volumes. The college has an endowment fund of 
 $115,000, and the buildings are valued at $100,000. 
 
 280 
 
special Schools and Colleges 
 
 THERE is an increasing tendency, in the founding of new 
 schools in Pennsylvania, to adapt the courses of study to the 
 special needs of the State. This tendency is illustrated in the 
 founding of such institutions as Carnegie Technical Schools and the 
 Thaddeus Stevens Industrial School. And the eminently practical 
 thought of the founders of a numl^er of other institutions is disclosed 
 by a consideration of their purposes. 
 
 Carnegie Technical Schools, Pittsburgh, were built and endowed by 
 Andrew Carnegie. The city of Pittsburgh donated a site of 32 acres, 
 and the schools are planned to accommodate 4000 students. There are 
 four separate schools — a School of Applied Science, School of x^ppren- 
 tices and Journeymen, School of Applied Design and a Technical School 
 for Women. There are day and night courses in all the schools. The 
 schools have laboratories, provided with costly equipment for the testing 
 of all building materials, including, stone, brick, cement, concrete, and 
 steel : also a mechanical engineering laboratory, for testing machinery and 
 adjustment of weights and measures. 
 
 The laboratories of Carnegie Technical have recently been the scene 
 of a series of exceptionally interesting tests of expanded metal used in 
 concrete construction. Valuable data also has been secured from tests of 
 structural material and of pipe during the last 18 months. The materials- 
 testing and mechanical-engineering laboratory equipment at the school 
 includes apparatus for determining the physical properties of iron, steel, 
 cement, reinforced concrete, stone, brick, wood, and other materials. 
 There are two Olsen standard testing machines, one of 30,000 pounds 
 and the other of 100,000 pounds capacity; two Riehle testing machines of 
 15,000 pounds capacity each; an Ameler-Lafifon hydraulic beam-testing 
 machine for uniformly distributed load, and of 280,000 pounds capacity ; 
 an Olsen hydraulic compression-testing machine of 50,000 pounds capac- 
 ity, for testing building materials ; a beam-testing machine of 20,000 
 pounds capacity, for testing timber ; an Ameler-Laffon torsion machine of 
 1000 foot-pounds capacity ; a Brinell hardness-testing machine and a Shore 
 scleroscope for testing the hardness of metals ; a Landgraf-Turner alter- 
 
 281 
 
Pcniisxh'ania and Jts Mciiiifuld .Ictiiitics 
 
 nating impact testing machine; a Jviehlc al)rasi()n macliinc. for testing the 
 wearing qualities of Ijuilding materials; an Olsen aljrasion cylinder, for 
 testing paving bricks, and a complete equi])ment of cement-lesting 
 apparatus. The present faculty numbers 160, and the student body 2450. 
 Girard College, Philadelphia, is among the most notal)le of the educa- 
 tional institutions of the United States. It was founded under the will 
 
 (*5'-°'v' 
 
 
 ■ M 
 
 PLAN OF CARNEGIE TECHNICAL SCHOOLS, FOR WHICH MR. CARNEGIE HAS 
 DONATED $8,000,000 
 
 of Stephen Girard, and gives a free education to fatherless boys. The 
 extent of this philanthropy is shown by the statement that more than 
 1500 boys are supported and educated in this college. Alany of the boys 
 entering Girard College are so young that they are not able to dress 
 themselves, and they need constant and careful attention for every detail 
 of their lives. They also need "mothering," and that personal interest 
 which can only be given by a governess. There are, therefore, a corps 
 of upward of a score of governesses. These orphans leave (Hrard with 
 a college education along practical lines, a kit of tools on their l)ack, and 
 money in their pocket. 
 
 No provision of the will of Stephen Girard or no fact in connection 
 with the administration of the college is so widely heralded or the cause 
 of so much unfavorable comment as is the prohibition on the part of the 
 founder imposed against the admission of any ordained ecclesiastic, 
 missionary, or minister within the enclosure for any duty or even as a 
 visitor on any premises appropriated for the use of the college. It would 
 
 282 
 
special Schools and Colleges 
 
 be unforlunate to consider the aljove ])r()liibiti()n without i)utting with it 
 the statement which immediately follows in the will — viz.: "Jn making 
 this restriction, I do not mean to cast any reflection upon any sect or 
 person whatsoever: hut. as there is such a multitude of sects, and such 
 a diversity of opinion amongst them, 1 desire to kec]^ the tender minds 
 of the orphans, who are to derive advantage I'rom this be(|uest, free from 
 
 A VIKW OF LEHIGH UNIVERSITY 
 
 the excitements which clashing doctrines and sectarian controversy are 
 so apt to produce ; my desire is, that all the instructors and teachers in 
 the college shall take pains to instill into the minds of the scholars the 
 purest principles of morality, so that, on their entrance into active life, 
 they may, from inclination and habit, evince benevolence tozvard their 
 felloxv-creatures, and a love of truth, sobriety, and industry, adopting at 
 the same time such religious tenets as their matured reason may enable 
 them to prefer." 
 
 This prohibition, as well as an earlier one requiring that every person 
 who should ever be employed in the college should be of established moral 
 character, and further, that moral training was to be given, point clearly 
 to the fact that Stephen Girard did not wish an atheistic institution. 
 
 283 
 
BRIG. GEN. WILLIAM H. BI.\BV 
 
 (Chief of Engineers U. S. A.) 
 
 General President 
 
 GE.N. C. W. RAY.MOND 
 (U. S. A., Retired) 
 General President 
 
 COL. HARRY F. HODGES 
 
 (Corps of Engineers U. S. A. 
 
 President 2d Section 
 
 LIEUT. COL. J. C. SANFORD 
 
 (Corps of Engineers U. S. A.) 
 
 General Secretary 
 
 COL. JOHN BOGART 
 
 President 1st Section 
 
special Schools and Collc(/cs 
 
 The total cx])en(Iitiires for (iirard College in the year 1910 amounted 
 to $631,579.73. 
 
 Drexel Itistitutc, I'hiladelijhia, was loiin(le<l in 1891, by Anthony J. 
 Drexel, for the promotion of education in art, science, and industry. The 
 chief object of the institute is the extension and improvement of indus- 
 trial education as a means of opening better and wider avenues of employ- 
 ment to young men and young women. The academic departments ])ro- 
 vide for the general development and liberal training of the mind and 
 character of the students, and in the more si)ecial and technical courses 
 the same end is kept in view, so far as the necessary limitations of the 
 instruction permit. In accordance with the founder's intention, the plan 
 of organization has been made so comprehensive as to provide lil)eral 
 means of culture for the masses, by means of evening classes in all the 
 departments of the institute ; by free public lectures and concerts during 
 the winter months ; and through the library, museum, and picture gallery, 
 which are open free to the public throughout the year. There is a total 
 enrollment of 2600, of whom 1000 are day pupils and 1600 evening pupils. 
 
 TJic Thaddcus Stevens Industrial School of Pennsylvania, Lancaster, 
 was founded by Thaddeus Stevens, who made a becjuest for the education 
 of deserving boys in trades and industrial pursuits. By the year 1903 
 this fund had accumulated to a sum not far from $70,000. On January 
 31, 1905, a bill for the founding of the Thaddeus Stevens Industrial 
 School was introduced into the Legislature, which was passed without a 
 dissenting vote, carrying an appro])riation of $50,000. In 1907 another 
 appropriation of $100,000 was secured by a unanimous vote, and in 1909 
 an appropriation of $40,000 was passed for maintenance. The directors 
 of the poor of Lancaster County donated 25 acres as a site for the school. 
 The purpose of the school is to give poor and deserving boys a good 
 English education and to train them in habits of morality, economy and 
 industry, and to teach them mechanical trades. Preference in admission 
 is given: First, to indigent orphans; second, to other orphans; third, to 
 poor boys at large. 
 
 The superintendents, teachers, and pupils of the public schools of 
 Pennsylvania contributed $11,575.38 toward the establishment of the 
 school. This contribution was evidence of the appreciation of the services 
 of Mr. Stevens in saving the common school law from repeal in 1835. 
 The school differs radically from a manual training high school. The 
 pupil learns a trade thoroughly, and on graduation takes his place as a 
 skilled workman in the industrial activities of the country. The education 
 
 285 
 
I'ciinsyh'aiiia and Its Mdiiifold .Icliiitics 
 
 which is here i^ix-cn is (losigiicd to lit tlic i^Taduates t(_) become fcjremen 
 in the several trades which they liave chosen. 
 
 Carlisle Indian School is Icjcated at Carlisle, 19 miles from Ilarris- 
 bnry. The school was originally cavalry barracks, and here, in 1775, 
 Franklin made a treaty of peace with the Indians. During the I^evolu- 
 tionary War Hessians were kept prisoners here, and during that time they 
 built a large stone guard house of unique construction, which is still 
 standing. It was donated in 1879 by the Interior Department for the 
 purpose of beginning an educational establishment for Indians. This 
 was the first school of its kind to be opened by the Government, and the 
 first to receive Congressional recognition and appropriation. It was 
 opened on October 6, 1879, when 82 Indians arrived from the Sioux 
 reservation. The second party, containing 47 Indians, came the following 
 November. The school is supported by the Federal Government, and it 
 has been specifically provided for by Congress since 1883. 
 
 The purpose is to train Indian youth of both sexes to take upon 
 themselves the duties of citizenship. The plant consists of 50 buildings 
 and 311 acres of land. The school campus has 26 acres. Both boys and 
 girls are taught here, and board and clothing is furnished to all students. 
 There is absolute freedom as to the religious belief of each student. 
 The students publish and print a weekly newspaper, The Carlisle Arroiv; 
 also a monthly magazine. The Red Man. The government of the boys 
 is military only so far as is necessary. M. Friedman is the superintendent, 
 and James E. Henderson is commandant of cadets. The boys have a 
 band of 40 members, and seven troops of dismounted cavalry. There 
 are at present 1218 students enrolled, coming from 87 tribes. The boys 
 are taught all trades, even photography, while the girls are especially 
 trained in housekeeping, nursing, and sewing. 
 
 Carlisle has 291 workers in the Indian service. Last year, 191 1, 
 under the Department of Indian Employment, the Indians earned 
 $374,783.40. Out of the total of 514 graduates, only five have been so- 
 called failures ; the rest have made a marked success in the careers they 
 have chosen. 
 
 One of the most successful enterprises which the ( ioxernment con- 
 ducts in connection with the Indian service is the work of finding em- 
 ployment for Indians both old and young. This system is an out- 
 growth of the Outing System at Carlisle. Under this system the girls 
 are sent into carefully selected homes during the winter and summer 
 months. 
 
 286 
 
S/^rciai Schools and Colleges 
 
 The young- men go into homes in a siinilar way, working on farms 
 and imi)ihing the best forms of civilization. In the last two years a 
 large numher of stiuients have been sent out to work with contractors, 
 in shops and manufacturing establishments. Gratifying results have been 
 obtained in extending the system to the entire Indian field. Under its 
 jurisdiction the Indians have demonstrated that they have real mechani- 
 cal ingenuity, and are being employed in factories and by some of 
 the largest railroads of the country. 
 
 The Carlisle School has always enjoyed close co-operation from the 
 State of Pennsyhania. During the last few years the State authorities 
 have united \vith the school in bringing to perfection certain lines of its 
 work. The State ]5ureau of Agriculture has sent regularly its experts 
 to assist in de\eloping the orchard work in connection witli the farms. 
 The State lUireau of Fisheries has placed thousands of voung tish in 
 the school's spring. A number of students have been admitted, without 
 charge, to the Mont Alto Sanatorium for treating incipient tuberculosis. 
 The United States Department of Agriculture has assisted the school 
 in its problems of drainage and farm management, and the Department 
 of Agriculture has detailed an expert to assist and advise in connection 
 wath the farms and daily work at the school. This has resulted in marked 
 improvement of the two school fanus and the dairy. 
 
 287 
 
Engraved and Printed >?■ the 
 
 Local Organizing Commission of the 
 
 12tli International Congress ot Navigation 
 
 by The Beck Engraving Company 
 
 Philadelphia, May, 1912 
 

 1 aookstown, . 
 
 Feiod.l. BFIeiiiinston 
 
 \ 6 w'a s h I n g T|.>.,i,vr=i»T- / 
 
 +E-— "ClajsviUe 1 EentlcTvillJi' „' ."^ f 
 
 
 
 lELAWAR! 
 
 N 
 
r 
 
 UNIVERSITY OF CALIFORNIA LIBRARY 
 
 THIS BOOK IS DUE ON THE LAST DATE 
 STAMPED BELOW 
 
 Ap' 25 50R 
 
 FEB ^^^.Or 
 
 /^UG 15 1975 ^4 
 
24249- 
 
 U.C.BERKELEY LIBRARIES 
 
 cDm7fl^i7a 
 
I \ 
 
 fl