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