It's now a little hard to remember that the swamps began at what is now the Airport, and extended to what we now call Gray's Ferry. A lot of garbage got dumped there. (1061)
Pilots once had to race from the mouth of Delaware Bay to meet incoming ships. First one there got the job.
(1233)Philadelphia's River Region
A concentration of articles around the rivers and wetland in and around Philadelphia, Pennsylvania.
27 Million Tons of Gunk
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| Henry Hudson |
When Henry Hudson reached the mouth of Delaware Bay in 1609, the river was so full of snags that he simply went up to what is now New York rather than try to sail his little sailboat up the Delaware. By 1900, there had been enough dredging and removal of islands that the channel was 17 feet deep all of the ninety miles up to Philadelphia. One of the consequences was that the new river edge was down at Delaware (Columbus) Avenue, rather than up at Front Street. When you make it deeper, the width of the river narrows.
Now, the proposal is to deepen the channel to 42 feet, a number mandated by present size of cargo container ships. Another limiting factor is the construction of the bridges, so the Port of Philadelphia is moving South of the Walt Whitman bridge. That's potentially of great value to the longshoremen who live in that region, although whether it will really bring prosperity is up to them, depending on whether they restrain their aggressive wage proposals.
You deepen the channel to 42 feet, 800 feet wide (1300 feet at bends in the river), you can be calculated to bring up 27 million tons of sludge. You have to dump that stuff somewhere else, and the current plan is for Philadelphia to build a retaining wall out into the river next to the Packer Avenue terminal area, and dump Philadelphia's share of the stuff behind it. In time, the water will drain out of the gunk, and quite a few acres of dry land would make its appearance. Some engineers question whether the force of the river would permit this. Environmentalists have objections to this project relating to stirring up pollutants lying dormant on the river floor, but without likely effect on the tin ears of those who are presently congratulating themselves on obtaining Federal money to accomplish this "big dig".
The really serious obstructions are coming from the State of New Jersey, which would acquire 9 million tons of gunk as their fair share. Right now, New Jersey is raising taxes and cutting state spending because of a budget deficit, so they are not anxious to take on another big project, particularly one whose benefits will have to be shared with Pennsylvania. Pennsylvania was momentarily sympathetic with this problem, until it was learned that New Jersey is actively promoting a FIFTY foot channel in the Hudson River. Immediately it becomes obvious that there is not enough money for two projects, and there are more New Jersey voters up near the port of New York than down around the Port of Philadelphia. Both New Jersey and Pennsylvania have Democrat governors, while New York has a Republican one. Ordinarily, this would be a decisive point, but the preponderant location of voters up in North Jersey seems to trump that. Keep watching the Saturday papers, on the editorial page down below the fold, the place newspapers ordinarily reserve for retractions, apologies, and local political truths.
What's going on here is an attempted exploitation of geographical advantages. Philadelphia is at one of three navigable openings in the Atlantic coast barrier islands adjoining the New York-Washington megopolis, or five openings if you call it a Boston-Richmond megopolis. Obviously, a seaway opening in the middle is superior to one at the ends, so it really comes down to a New York and Philadelphia competition, with Baltimore a poor third because European ships have to go down to Norfolk and then come come back up the Chesapeake, like Lord Admiral Howe in 1777. There's a huge amount of rail and truck traffic North and South, so crossing the T with ocean traffic arriving in the middle could make quite an economic center. Passenger rail traffic from Philadelphia to Pittsburgh and beyond is pretty anemic, but freight traffic is healthy and could be more so with cargo supplied by container ships. This is the dream, New York is the enemy, New Jersey is the villain, and the longshoremen are the main beneficiary. It is even possible to imagine eighty dollar per hundred in wages for Workman's compensation, but that would be cynical.
Because of the New Jersey problem, proposals have been made to fill up abandoned coal mines with dredging sludge, and let the water seep out wherever it please. Somehow, this isn't thought to be practical, and other suggestions seem to be very welcome, a rather unusual circumstance in itself.
Let's ask ourselves whether we want to return Philadelphia to its old industrial mightiness, or whether we want to encourage the development of a service economy, computers and all that. One way to measure success in the container cargo race is to count the unloading cranes. Philadelphia has about five of them, and most of the time they are sticking straight up, unused. There are many times that many in Seattle, and in Yokohama there are over a hundred. The port of Kobe has far more, too many to count as you go past on the bullet train. However, there's a secret truth about container ships. When they get to Seattle, there is no cargo to fill them with for a return voyage, and in fact the empty container pile-up is a rather serious problem. Bill Gates is shipping lots of software to Japan, but it doesn't fill cargo containers, and the economy of the region is going to have high transportation costs until someone figures out a bulk cargo product to ship from Seattle. This is exactly the situation of a century ago when the New York Central, the Baltimore and Ohio, and the Pennsylvania RR were battling it out for transcontinental supremacy. The Pennsy won that battle, because oil was discovered in Bradford Pennsylvania, and refineries were built on the Schuylkill to process the oil. The Pennsy had thus found a round-trip cargo for filling its empty East-bound freight cars, and it beat out the other two railroads which didn't. Cheaper freight rates became possible, and therefore other industries prospered in the region.
Right here is a topic which somebody at the Wharton School had better start talking about. No matter how much software and other service industry prosperity a city region may support, it has to find a way to supply bulk cargo to all those container ships that are bringing in the BMW's for the service industry hotshots to drive.
Meanwhile, what does New Jersey do with 9 million tons of gunk?
http://www.philadelphia-reflections.com/blog/1069.htm
The Swamps of Philadelphia
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| Fort Mifflin |
Fort Mifflin has been restored, somewhat, and gets a surprising number of visitors at Hallowe'en. The explanation offered is that it seems somewhat spooky. A far greater number of people go to Philadelphia International Airport, or the several sports stadia constructed nearby in a project whose financing is described as "borrowing to expand the tax base". In so doing, visitors travel at some height above the edge of the now-closed Philadelphia Naval Base, with a large number of very large naval vessels in storage, the so-called "Mothball Fleet". All visitors are naturally impressed with a view of the wide expanse of the deep and impressive Delaware River. How could such a mighty river be the site of mud islands and narrow channels so shallow that British sailboats couldn't navigate past the Friesian Horses sunk on the bottom?
Well, as water spreads out, it gets shallower. Conversely, as water is compressed into narrower channels, the channel gets deeper, eventually deep enough for nuclear aircraft carriers. So, think back to the days when the Dutch sailed around here, finding the first solid land along the Schuylkill at Gray's Landing, opposite where the University of Pennsylvania now has a row of medical skyscrapers on the West Bank. Everything South of that point was once swamp, so there were miles and miles of shallow water before you got to the Delaware; you could sort of say that the Delaware river was five miles wide at that point. Lots of fish, and ducks, muskrats and beaver.
The main highway to the South, the one that Washington and Jefferson travelled regularly, ran near Gray's Landing, along the edge of the great Philadelphia swamp. Later on, the railroads were built along the same path, and the industrial devastation of that area was accelerated immediately. It was a natural place for "land fill", which is to say it was a good place to dump garbage. By 1940, you had to drive for miles through garbage dumps to reach the Municipal Stadium, where the Army-Navy football game, attended by 105,000 spectators, was played in the freezing winds. The Naval Yard had been moved from the foot of Federal Street to a filled-in island near Fort Mifflin, and provided a railroad spur on which the President of the United States regularly parked his private railroad car as he attended The Game. Some enormous liquor distilleries were built near the garbage dumps, and it was difficult to prove which was responsible for the greater odor. World War II caused a great proliferation of war industries on the banks of the river to the South, and the gasoline refineries in the area added to the aroma and river pollution.
In time, the garbage dumps were covered with dirt, and thousands of houses were built where the mosquitoes used to swarm. When the wartime river traffic declined, unemployment set in, and housing got cheaper, even abandoned. With abandoned housing comes slums, and there in a nutshell you have South Philadelphia, waiting for an industrial revival. Meanwhile, the swamps are mostly gone, and the river is alot deeper.
http://www.philadelphia-reflections.com/blog/1061.htm
Draining Suburbia
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| Creek |
Philadelphia's triangle of land between two large rivers once was laced with streams, brooks and creeks. These were great places to catch fish, especially trout, and they had what poets call mossy banks. Nowadays, these streams are enclosed in culverts or their exposed banks are sharp cliffs of clay. Few people have heard of Indian Brook, which was once the brook that ran through town but is now the brook underneath Overbrook.
The Conservancy has given thoughtful consideration to the consequences of building hard surfaces on top of what was once spongy soil. The streets, the roofs, the driveways of progress, of development, cause immediate runoff of water after a rainstorm instead of allowing seepage into the soil and gravel of the wilderness. The rain of a storm quickly surges into the storm sewers, and surges into the neighboring creeks, scouring the banks in a flood surge. The grass slopes cannot withstand such a hosing, leading to sharp clay banks, which become undermined by later storms, toppling trees. The clay material from the banks makes the streams muddy, and the deposits of clay suffocate the insect larvae and fish eggs on the stream bottom. It's perhaps true that there are fewer mosquitoes, but there are no fish. The matter is compounded by the heating of the water as it drains over large sunlit surfaces like shopping mall parking lots, and the different water temperature in the streams changes the insect and fish content, too.
It's almost hopeless to do anything useful in the downtown city areas, where the former streams are not only enclosed in pipes but run underneath skyscrapers. There may even be too much disruption involved to contemplate doing anything useful in towns which allowed storm sewage and sanitary sewage to flow in the same pipes. But it would be a comparatively simple thing to divert rainwater into gravel driveways or out over lawn areas, since the goal is to slow its flow into the streams rather than dispose of it. Local ordinances could require such forethought for new construction, and perhaps make construction permits conditional on it. Many suburban homeowners would probably follow suit voluntarily, and gradually the situation might come under control with education and minor pain.
There are other approaches that would get results quicker. In present China, "infrastructure" is upgraded much more directly. One recent visitor was discussing the problem of construction in an area where there was a Chinese town. He was told not to worry about it. The next time he visited the area, that town would be gone.
http://www.philadelphia-reflections.com/blog/1138.htm
Tunnell's Boys by Tony Junker
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|
| Henry Hudson |
When you take the ferry across the mouth of Delaware Bay from Lewes to Cape May, you are out of sight of land for half an hour. But the Army Corps of Engineers have thoroughly dredged it out. By contrast, when Henry Hudson first discovered the river while searching for a Northwest passage to the Indies, it was so full of snags and shoals that he just gave up and sailed on to what is now New York harbor. So, for centuries the river pilots were an essential part of ocean commerce to Philadelphia. As you might well imagine, the earliest pilots were members of local Indian tribes. Eventually, a proud colony of professional pilots grew up at Lewes, Delaware. Since radio communication is a comparatively recent development in this ancient trade, they had to devise ways for an incoming ship to select a pilot, and establish rules to be enforced by the Port Wardens about how to go about it.
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In the mid-Eighteenth Century, the system was to hang a black ball from the Cape Henlopen lighthouse whenever a ship was sighted. Little companies of ten or fifteen pilots would then jump into very fast schooners designed for the purpose, and race to be first out to the ladder hanging from the incoming ship's side. The rule was, the first to arrive and present his certificate got the job. Tony Junker, an actively practicing Philadelphia architect has immersed himself in tales and adventures among the pilots, and Tunnell's Boys is an exciting new novel about this dangerous, wet and uncomfortable, profession.
http://www.philadelphia-reflections.com/blog/1233.htm
Pennsbury Manor
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| Fairmount |
William Penn once had his pick of the best home sites in three states, because of course he owned all three (states, that is). Aside from Philadelphia townhouses, he first picked Faire Mount, where the Philadelphia Art Museum now stands. For some reason, he gave up that idea and built Pennsbury, his country estate, across the river from what is now Trenton. Its in the crook of a sharp bend in the river, but it is rather puzzlingly surrounded by what most of us would call swamps. The estate has been elegantly restored, and is visited by hosts of visitors, sometimes two thousand in a day. On other days it is deserted, so it's worth telephoning in advance to plan a trip.
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| Gasifi |
After World War II, a giant steel plant was placed nearby in Morrisville, thriving on shiploads of iron ore from Labrador, but now closed. Morrisville had a brief flurry of prosperity, now seemingly lost forever. However, as you drive through the area you can see huge recycling and waste disposal plants, and you can tell from the verdant soil heaps that the recycled waste is filling in the swamps. It doesn't take much imagination to foresee swamps turning into lakes surrounded by lawns, on top of which will be many exurban houses. How much of this will be planned communities and how much simply sold off to local developers, surely depends on the decisions of some remote corporate Board of Directors.
However, it's intriguing to see the dreams of best-case planners. Radiating from Pennsbury, there are two strips of charming waterfront extending for miles, north to Washingtons Crossing, and West to Bristol. If you arrange for a dozen lakes in the middle of this promontory, surround them with lawns nurtured by recycled waste, you could imagine a resort community, a new city, an upscale exurban paradise, or all three combined. It's sad to think that whether this happens here or on the comparable New Jersey side of the river depends on state taxes. Inevitably, that means that lobbying and corruption will rule the day and the pace of progress.
Meanwhile, take a trip from Washingtons Crossing to Bristol, by way of Pennsbury. It can be done in an hour, plus an extra hour or so to tour Penn's mansion if the school kids aren't there. Add a tour of Bristol to make it a morning, and some tours of the remaining riverbank mansions, to make a day of it.
http://www.philadelphia-reflections.com/blog/1240.htm
Port of Philadelphia
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| Ports of Philadelphia |
When federal appropriations are to be doled out, it is a great advantage for the Port of Philadelphia to appeal to six U.S. Senators. However, the many public and private jurisdictions which have some measure of overlapping control of port operations can at times come close to causing paralysis. In short, we have a greater chance of getting what we want, but less chance of agreement on what we want. Right now, the ports of the world are struggling to adjust to the current revolutions of containerized cargo and gigantic oil tankers, plus the political pressure from heightened public concern about environmental preservation..
Some of the main levels of our Tower of Babel are as follows:
DRPA: The Delaware River Port Authority operates several large bridges, the PATCO high-speed subway line, and the cruise terminal, all leading to control of potentially large sources of revenue. The 1992 Congress expanded its charter to include the economic development of the port region.
SJPC: The South Jersey Port Corporation owns two marine terminals in Camden, and is planning a third in Paulsboro.
DSPC: The Delaware State Port Coorporation operates the Port of Wilmington, DE.
PRPA: The Philadelphia Regional Port Authority has little to do with city politics, but is an arm of the state government of Pennsylvania, operating 7 marine cargo facilities, and planning more.
In addition, every county, city, and town along the riverbank has some degree of authority. Every business and union involved in regional or international trade is desperate to protect its interest in the politics of port regulation. Lately, the Homeland Security Agency has taken a large role. Scientists, engineers, fishermen, oil refinery operators, economists, and others abound. The newsmedia convey their own opinions and the opinions of others. Opinions abound, because most issues about ports are important.
In addition to the traditional cargoes of coal, petroleum, iron ore and forest products, which are mostly declining in importance, the rising cargoes include meat, cocoa beans, and South American fruit. General, or casual, cargo tends to be more valuable than bulk cargo, but greatly complicates the Homeland Security risks. The ratio of imports to exports is important, because it is expensive to have a ship return empty. Shippers will therefore favor a port where there are expectations of return cargo. Oil tankers are particularly likely to return empty, since their ballast is mostly river water; but, who knows, perhaps global warming will make river water valuable to some tropical oil producer. A quirky problem is that most of the crude oil entering East Coast ports is currently coming from Nigeria, a notoriously corrupt nation. This has led to a thriving business of car-jacking in the Philadelphia suburbs, with the stolen cars promptly packed in empty containers returning to Africa.
Of the 360 major American ports, the Delaware River ranks second in total tonnage shipped, and eighth in the dollar value of the cargo. Every year, 2600 ships call into our port, which claims to employ 75,000 people. According to Bill McLaughlin of the PRPA, the future of the port will depend on the settlement of three major disputes:
1. Deepening the Channel. The historical natural level of the river is 17 feet, artificially deepened to 40 feet up to the level of the Walt Whitman Bridge. It sludges up by two or three feet every few years, so dredging is a continuous issue. The enlargement of tankers and container ships has led to a need to deepen the channel to 45 feet. It is true that the Wissahickon schist pokes up at Marcus Hook and will have to be blasted out, but mainly the issue is dredging up the gunk on the river bottom, and hauling it away somewhere. In Delaware Bay below Pea Patch Island, the bottom is sandy and hence valuable. The State of Delaware has plans for riverfront development, and would actually like to have the 8 million tons of sand, so no problem. The 7 million tons of clay and silt which must be dredged out of the upper Delaware River channel for a 45-foot depth is more of a problem, but uses can be found for most of it. Or so the Pennsylvania representatives maintain; the New Jersey representatives led by Congressman Rob Andrews say it would be an environmental disaster to dump a thimbleful on New Jersey. Feelings get pretty hot in these things. The Haddonfield representative is portrayed as selling out his district on the orders of North Jersey politicians who dominate New Jersey politics, and want to lessen competition with the Port of New York, which also shares a border with New Jersey. Feelings are not soothed to see the Port of New York deepening their channel to fifty feet while resisting forty-five in the Delaware port.
The document currently at the center of this interstate dispute is called PCA, the Project Cooperation Agreement. New Jersey won't agree to sign the proposal, which contains clauses to remove the DRPA from authority and replace it with PRPA(essentially transferring control and revenues from Philadelphia to the State of Pennsylvania) as the "non-federal sponsor". PRPA would then enter into a contract with the Army Corps of Engineers to get the work done.The price, probably low-balled, is $219 million, to be compared with the Port of New York dredging price (probably high-balled) of $50 billion. There are, of course, a great many features of this political negotiation which are unlikely to appear in print.
2. Southport. The grand plan for the Philadelphia Port is to center on an intermodal complex of piers, railroads, and highways which would extend as a contiuous terminal from the Walt Whitman Bridge to the old Naval Yard. No doubt this idea is linked to the round-the-world concept of Philadelphia as a way station from India to Vancouver, overcoming the empty return cargo problem by never looking back. Good luck.
3. Monetizing the Port. Like the turnpikes, ports could be sold to private investors. Of course, that could be extended to selling the property to foreign investors, triggering the nationalist reaction readily observed when port management was offered to Abu Dahbi. It could well give a new meaning to the expression, being sold down the river, but who knows maybe it's a good idea. When you criticize motives it never bothers the real political pros, because it's simple to say you don't have those motives, and who knows. But the people seriously involved in government finances say they most fear that the do-gooders will be allowed to sell or lease publicly-owned facilities to improve the financial balance sheet. And then the pros will just take the money and use it to pay interest on more borrowing.
WWW.Philadelphia-Reflections.com/blog/1337.htm
http://www.philadelphia-reflections.com/blog/1337.htm
New Jersey Ponders a Rising Sea Level
A certain gentleman in a professional position to dominate conversations about rising sea levels, is afraid of being sued, and requests his name be withheld from the following. Let's just call it hearsay, suitable only for conversational banter.
If the icecap now sitting atop Greenland should melt, it can rather easily be calculated that sea level would rise to the point where the Delaware River would be 83 feet deep. The Army Corps of Engineers would then probably have more urgent matters to attend to, but at least they would no longer have to cope with deepening the channel to 40 feet. If the Antarctic ice cap should then melt on top of it, the sea level would rise an additional 220 feet, resulting in a Delaware River 300 feet deep. There might be some dry real estate on top of Blue Mountain, but not much else on the Atlantic seaboard would be dry, so there would likely be the additional problem of keeping other people from climbing up to sit in your perch. Perhaps the hawks would bring you something to eat.
A more immediate issue relates to the barrier islands. It is thought the crumbling of mountains into the sea accounts for the sandy beaches of the Atlantic and Gulf coasts; the more recent mountains along the West coast have not progressed to the point of piling up enough sand to start the process. The cycle of barrier islands is as follows.
Barrier islands, if left undisturbed, will gradually migrate toward the land mass behind them, filling up the intervening bay, and eventually adding to the mainland. But that's not the end of the cycle, because the continuing wave and tidal action will generate a new barrier island further out to sea. When the new island reaches a critical equilibrium with the waves and storms, it begins the cycle of deterioration all over again. Presumably the sandy lowlands of southern New Jersey, the Delmarva Peninsula, and most of Florida are the result of many cycles of barrier islands adding themselves to the mainland. Presumably the process will run out of sand some day, but not soon enough to worry about.
When affluent people build showplaces on the barrier islands, a great deal of concrete is laid on the island surface for roadways and parking lots, as well as jetties and other desperate efforts to prevent erosion from destroying the beaches, beachfront property, and real estate values. This process is much more active and rapid than most sunbathers seem to imagine. There are channel markers and monuments of the 18th century that are a mile or more out to sea in the 21st century. Almost a mile of beachfront has disappeared at Cape May and Cape Henlopen in Delaware. Lots of other real estate has been swallowed, but records of historical markers at the mouth of the bay have been more diligently maintained. The residents demand that sand be dredged and dumped on their beaches to keep even with the destructive forces at work. All of this ultimately useless resistance to Nature costs a great deal of money. Those who observe the contest between the protests of the King Canutes and the resistance of other New Jersey taxpayers to rising taxes, estimate that around 2040 the cost of interrupting the barrier island cycle will become so burdensome that taxpayers will successfully put a stop to resisting natural beach erosion. The political uproar will surely be horrendous, so there is good reason for oceanographers to avoid going public with these inconvenient truths. And all of this doomsday talk, by the way, ignores the issue of global warming, which will surely make it all the worse.
http://www.philadelphia-reflections.com/blog/1516.htm
Hidden River
In Dutch, Schuylkill means "hidden river", thus making it redundant to speak of the Schuylkill River. As soon as you become aware of this little factoid, you start to come across Philadelphians who do indeed speak of the Schuylkill in a way that acknowledges the origin of the term. To give it emphasis, it is common to speak of the "Skookle". The point comes up because cruises have started to leave from the dock at 24th and Walnut Streets, where it becomes quite noticeable that the Schuylkill really is rather hidden as it winds seven miles south to the airport, in contrast to the wide open vista we all are accustomed to seeing from the Art Museum northwards.
The bluff at Gray's Ferry, where the University of Pennsylvania's new buildings now dominate the scene, was originally the beginning of dry land, or the end of the rather large swamp, through which the river winds its way essentially shaded by trees along the riverbank. Never mind the junkyards and auto parks you happen to know lurk behind the trees on the west side, or the oil tanks which loom above the trees on the south bank. As evening closed in on the riverboat, the gaily lit towers of center city were looming in the stern, but some fishermen along the bank proudly held up a respectable string of six or seven rather large catfish. If you are there in the evening, the river has the same feeling of wilderness that the Dutch traders would have experienced three hundred years earlier. No swans, however. There were many reports in the Seventeenth Century of large flocks of swans sailing around the entrance of the Schuylkill into the Delaware River. A noted local ornithologist on the recent cruise remarked that forty or fifty species of birds are found there. Even a flock of owls still live within the city limits. You don't see owls, even if you are an ornithologist; their presence is made known by taking recordings of the sounds of the night.
The geography of swampy South Philadelphia was created by the abrupt bend in the Delaware River at what is now thought of as the airport region. As the river slows at the bend, sediment is deposited in mud flats that once created Fort Mifflin of Revolutionary War fame, and later Hog Island of the Naval Yard, home of the hoagie. Swans are beautiful creatures, but they seem to like a lot of mud. The lower Schuylkill is tidal, and the industrial waste of the region is cleaned out of the land by cutting drainage ditches laterally from the river, flooding the lowlands as the tide rises, and draining it again as the tide falls. This cleansing seems to be working, as judged by the return of spawning fish. And maybe mosquitos, as well, but it would seem rude to inquire.
The Bartram family seems to have known how to make use of riverbends and riverbanks, placing the stone barn and farmhouse higher up the bank, but below the bluff of Gray's Ferry forces a bend in the Schuylkill, below which of course flatlands were created. It's a peaceful place, now made available for tours and excursions by placing a landing dock on metal pilings so that it can ride up ad down with the tides. The great advantage is that riverboat landings are no longer restricted to two a day, at high tide, with limited time to visit before the tide falls again. Bartram recognized how popular strange plants from the New World would be in England, and his exotic plants were quite a commercial success. Nowadays the big sellers are Franklinia Trees, available the first week in May. The last Franklinia (named of course for his friend Benjamin) ever found growing in the wild, was the one John Bartram found and nurtured. Every Franklinia is thus a descendant of this one. They look rather like dogwood, but bloom in the early fall. If it suits the fancy, a dogwood next to a Korean dogwood which blooms in June, next to a Franklinia, can make a continuous display of bloom from May to October. And best of all, no one will apprreciate it, unless they are in the know.
http://www.philadelphia-reflections.com/blog/1522.htm
Wildlife in Haddonfield
A local clinical psychologist once kept a very large pig in his basement which eventually grew to such a size that getting it out of the basement was an engineering problem. The animal was given to his daughter when it was a cute little piglet; it eventually became a family crisis when the little girl had a fit over the suggestion it should be evicted. From this family we learn that Haddonfield still has laws on its books prohibiting pigs and roosters, for obvious reasons if anybody wanted to keep them. There are no known horses or cows, but an occasional deer wanders by to eat the shrubbery. Dogs and cats don't exactly count.
But there are plenty of red foxes, quite large and bold, who seem to make the golf course their home and sneak around town by way of the stream beds and creeks. As do opossums and raccoons, who also have the storm sewers at their disposal. Possums like to climb on the outside of screen doors and windows, so they frequently startle the householders. Raccoons are unbelievably cute, especially when a set of little coons follow their mother single file, usually at night. They have a habit of eating through the roof and nesting in the chimney, causing quite a ruckus the first time in the fall when a fireplace is lit. Raccoons will kill a dog, by lying on their backs and clawing out the dog's underbelly, so not everybody is fond of them. As far as mammals are concerned, grey squirrels simply overrun Haddonfield, and spend a lot of time scolding the cats and dogs.
Some years ago, Japanese beetles were introduced to America first in nearby Moorestown, and now devastate the rose bushes. Their grubs burrow under the lawns, quickly followed by moles who like to snack on them, and either way the lawns suffer. The cure is to spread around the spores of milky spore disease, their natural enemy, and eventually the roses and lawns recover. It isn't enough to spread milky spore on your own property, because the beetles will fly in from neighboring properties. I must confess to sending my ten year old son out at night with a can of milky spore, dusting it for half a mile in every direction. It seems to have worked, but that ten-year-old is now in his fifties, so it doesn't work quickly. There may be snakes and alligators, but no one has demonstrated one lately. Snapping turtles abound in the creeks ten miles from Haddonfield, so it wouldn't be surprising if some of them became venturesome. The local creeks is stocked with trout every spring, but you had better get there quickly before they are all gone. Catfish persist, however.
Birds love Haddonfield, and many species migrate back and forth, landing here. Robins like the earthworms in lawns, cardinals and crows make a lot of noise, swallows, sparrows and unidentified little black jobs are abundant. Blue Jays hate cats and vice versa. But the best part is the owls. You can live your whole life in Haddonfield without seeing an owl, but they are watching you from the tree tops. Ornithologists say you can't estimate the owl population unless you put out tape recorders at night, and then you hear an amazing number of them. I've finally found a mating pair in the top of one of my trees, hiding among the branches. They are a lot bigger than most people expect. My personal pair are about three feet long. This past summer a park ranger in Jackson Hole, Wyoming made the disconcerting observation that the nests of eagles usually contain a couple dogs' collars. Since owls are at least as high up the food chain as eagles and lots more plentiful, it's something to worry about if you let your dogs and cats run loose in Haddonfield. The neighbors are pretty fierce about that, too.
And this morning, March 31, I looked out the window and some passing workmen were chasing a beaver, trying to take its picture. That's right, a beaver, about three feet long, with a big flat tail. I meant to ask him where he came from, but he disappeared in the neighbor's bushes. In regions where there are a lot of beavers, people generally hate them. A pair of beavers can take down a big tree in half an hour, and a colony of beavers can turn a forest into a desert in a couple of seasons. But unless this fellow comes back, I'm not going to worry about it.
http://www.philadelphia-reflections.com/blog/1529.htm
Water Works, Emblem of the Past
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| Benjamin Henry Latrobe |
Philadelphia didn't really want the national capital to move to Washington DC, but the yellow fever epidemics, brought from Haiti by refugees, made it politically impossible to reverse the decision to move. We now know that Yellow Fever is transmitted by mosquitoes, but there was enough trash and pollution lying about the that it was plausible that polluted water was the cause. With no time to waste, water was piped in, through wooden pipes, from the comparatively pristine Schuylkill to a pumping station in Center Square, where City Hall now stands. Even today, no one wants a water tower in the neighborhood, so Benjamin Henry Latrobe made it look like a Roman Temple, thereby introducing classical architecture to Philadelphia, and starting quite a trend. The new system worked well enough from 1801 to 1815, when the new city outgrew it. Therefore, a new pumping system was built at the base of Faire Mount, where William Penn once planned to have a mansion, and was attached to Latrobe's wooden pipe system. In a unique and ingenious way,
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| Latrob'e Water Works |
Frederic Graff pumped Schulykill water up to a series of reservoirs on top of Faire Mount, utilizing a water stack to maintain constant pressure. The classical architecture was continued, parks and decorative gardens were placed around it, and admirers came from around the world to marvel. Meanwhile, Latrobe's original building could now be torn down, providing room for City Hall, which was planned to be the tallest building in the world, although the French sort of cheated and put up Eiffel Tower, which in a sense really isn't a building. Meanwhile, Philadelphia and the rest of America kept growing and growing, leading to industrial plants along the Schuylkill all the way up to Pottsville, where the anthracite came from. The pure sparklling municipal water of which Philadelphia was so proud soon became a stinking sewer, and the Civil War encampments accelerated the process.
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| Frederic Graff |
Following the lead of the Philadelphia College of Physicians, the concept of Fairmount Park emerged from clearing the banks of the river, and up the Wissahickon, of industry. The Philadelphia Water Works thus became the southern anchor of the largest city park in the world, including the building of Laurel Hill Cemetery, which had sanitary overtones which were embarrassing to discuss. Philadelphia led the world in adapting to this particular feature of the Industrial Revolution, and the insights of Louis Pasteur. By 1890, however, the system was again outmoded, and Philadelphia water became the butt of every joke. Between 1815 and 1840 the wooden pipes were replaced by iron ones. Robert Morris's old estate of Lemon Hill was acquired by Fairmount Park and used to construct a second reservoir on the neighboring hill.
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| Fairmount Water Works |
Eventually, there would be more reservoirs at Belmont and Green Lane. But the city's new reputation for foul water was deserved. Deaths from typhoid fever rose to 80 per 100,000 residents before a water filtration system was installed; deaths from typhoid promptly fell to 2 per 100,000. Statistics on hepatitis were not available, but virus diseases must have been a serious hazard under primitive conditions of filtration, aeration and chlorination -- as they still are in many third-world countries, and in most southern European nations before 1950. As late as 1950 in Philadelphia, it was considered witty for a dowager to accept a drink from her hostess, saying "I'll drink absolutely anything, except Philadelphia water -- and 'Coke' ". The implication was that alcohol sterilizes water, which of course it doesn't, and also that absolutely everybody knows that Philadelphia has terrible water, whatever that means.
A reputation like that is bad for the city, making it harder to persuade workers and business to locate here, but the traditions underlying this response are quite ancient. Back in the days when water came from your own well, whole neighborhoods would move to new unspoiled areas to seek cleaner water and regions where the local privies were not yet mature. It takes quite a lot to persuade people to abandon the investment in a home, or mansion as in Society Hill, and build a new one in a nearby undeveloped region. Particularly when the germ theory was not yet available to explain the issues with precision, pulling up stakes for a new neighborhood was an accepted reaction to almost any threat.
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| Water Works Today |
However, strenuous exertions for half a century have made Philadelphia water safer, tastier, and far cheaper than bottled water. The recent trend of young people to walk about sucking a three dollar bottle of water drives the Philadelphia Water Department up a wall. For example, 25% of bottled water comes straight from the tap. The inspection standards for public water are much stricter than for commercial bottled water, whose safety is in large part secondary to the safety of the tap water from which it is derived. True, public water is chlorinated, but then it is also fluoridinated, putting legions of dentists out of business. In Philadelphia, that's the main difference justifying the rather appalling price difference, and the accumulation of plastic bottles in various trash heaps.
The recent advances in Philadelphia's water can in part be traced to Ruth Patrick, now over a hundred years old but the world's foremost expert on streams and water, and to the persistent professionalism of the Philadelphia Water Department. Perhaps, though, it may take a century of slander about water to persuade the politicians to keep their hands off the Water Department. It does take a lot of tax money to implement the third step in the process of cleaning up the water supply, which is the purification of waste water. For centuries, the guiding principle was to obtain and maintain pure water at the source; waste water was flushed down the sewer to go back out to the ocean. However, seven times as much water is removed from the Delaware, as flows past the city. That is, the water recirculates through the sewage system seven times before it is turned over to the residents of lower Delaware Bay. The expensive and elaborate -- but scarcely visible -- system of treating sewage in various sewage treatment centers has now resulted in returning water to the Delaware in better condition of purity than it had when it came down past Bucks County.
But it costs lots of bucks, and nobody seems to notice.
http://www.philadelphia-reflections.com/blog/1721.htm
