and the completion of a pier for which bids have been received will add three additional berths to the Delaware water front, and the completion of the sea-wall extension in the reserve basin, which is now under way, will add one additional berth to the reserve basin, all of these additional berths being within the 1,700-foot radius. On the north side of the reserve basin there are four more berths for battleships, but at such a distance as to render these berths undesirable for general repair work. (9) The berthing facilities may be indefinitely extended by the construction of additional sea wall and piers. (h) The shops are modern in design, well located with reference to each other and to the docks and general yard facilities; all well equipped and can hardly be surpassed in the facilities which they afford for repair work. (i) The yard is underlaid by a compact stratum of sand and gravel which affords a solid and substantial support for buildings and equipment and which reduces cost of construction work, not only because of the excellent foundation which it affords, but also because of the supply of sand and gravel which it furnishes for use in the work. (j) The area of the yard is ample for recreation purposes; for the large extension of barracks; for storehouses for advance base materials and general supplies; for hospital site; for prison site; for camp purposes for use in case of epidemic, or, if desired, for the accumulation of ships' crews; and, in general, has ample area for any additional buildings or constructions which may in the future prove desirable. (k) There is a depth of 30 feet of water in the reserve basin at low tide. This depth will continue almost indefinitely without dredging operations for the reason that the water of the basin carries very little silt, which would have to be periodically removed. (1) The width and depth of the river in front of the navy yard is such that if desired a large number of vessels may be anchored in the stream. (m) The ordnance stores at Fort Mifflin are a little over a mile distant from the yard; most conveniently located for the storage of ammunition and its distribution to the vessels at the yard. (n) Large commercial coaling and oil-storage plants in the vicinity of the yard afford ample and convenient supply of fuel to meet the needs of the vessels, thereby avoiding the necessity for any considerable yard storage or coal-handling facilities. 2. The yard possesses three principal disadvantages: First. Insufficient water at certain points between the Delaware Breakwater and the navy yard. Second. The narrow and shifting channel which connects the Delaware River with the reserve basin and the rapid deposit of sediment in the channel requiring frequent dredging operations and some considerable risk to vessels in passing from the Delaware River to the basin. Third. Inadequate docking facilities. There are six vessels now under construction which will be unable to use the present largest dock. Two of these vessels, which are now being constructed at Philadelphia shipyards, will probably use the dock for preliminary cleaning before being fitted with their stores and accessories, a condition which obtains during processes of construction and which will not exist after the vessels are actually completed. 3. A number of the facilities and advantages of the yard as above noted are very unusual and are not found at any other navy yard in the country, and are of such great value as to render the Philadelphia navy yard a conspicuously valuable adjunct of the service. The correction of the difficulty caused by shallow depth in the Delaware River approach to the yard is recognized by Congress and is being corrected, and in view of the commercial importance of the port of Philadelphia and its shipping facilities and of the large dimensions of the vessels which are operating in its commercial industries, it is safe to say that it is only a question of time before the Delaware River will be so improved as to withdraw all objections as to the safety and sufficiency of its channel. The natural difficulties caused by the Schuylkill River entrance to the reserve basin, and by the inadequate docking facilities can readily be overcome by the construction of an additional dry dock as proposed. This dock would connect the reserve basin with the river and afford a reliable and independent connection between the river and he reserve basin. The dock would be divided into two parts by intermediate caisson. These parts could be used either singly or be merged into a single unit, a combination which would be sufficient for yard and port needs for many years to come. The division of the yard into two parts by the construction of a through dock as above mentioned will be obviated by so designing the dock caissons as to render them serviceable as crossings and also by a temporary structure spanning the dock which could readily be removed by the dock crane. 4. This recital of the advantages of the Philadelphia Navy Yard may seem a little enthusiastic, but I feel sure that it is not overdrawn in any way and that the advantages are all recognized and acknowledged by those officers who have been actually on duty at the yard and fully appreciate its resources. It is my opinion that the proposed dock would prove of inestimable value to the Navy and is really a military necessity. H. R. STANFORD. Mr. LEE. I have also a copy of the statement asked by the Secretary of the Navy from the commandant, Capt. Grant, of the yard. It is a very important statement, and I would like to have the clerk read it to the committee. The CHAIRMAN. Certainly. The clerk read as follows: [Copy of first indorsement of Capt. A. W. Grant, United States Navy, on letter of H. R. Stanford, United States Navy, Chief of Bureau of Yards and Docks, dated May 20, 1912.] [First indorsement.] No. 1105. From: Commandant, navy yard, Philadelphia, Pa. Subject: Additional dry dock, navy yard, Philadelphia, Pa. MAY 27,1912. 1. With relation to the above-mentioned subject the following additional facts are submitted: 2. To show the yard's capacity in number of vessels that may be cared for it may be stated that at present there are berths on the Delaware water front of the navy yard for six battleships, and, upon the completion of Pier No. 5, there will be two additional, or eight in all. There are at present in the reserve basin single berths for 14 battleships, and of this number 7 of the berths may be occupied by vessels lying double or treble banked. 3. In addition to the above, 12 battleships can be moored in the river abreast of the navy yard and Fort Mifflin. The river channel opposite the navy yard about onehalf mile in width favors the handling of vessels at any stage of the tide. 4. This anchorage, in front of the navy yard, favors quick berthing and unberthing of vessels alongside of piers and permits of the movement to and from the sea of battleships in divisions or squadrons. This advantage is illustrated by the fact that a squadron of 8 vessels arriving off the breakwater at approximately low water can reach the navy yard in about 7 or 8 hours and the entire 8 vessels be berthed by using 2 tugs only in about 4 hours more time, or in 12 hours from the time of arrival off the Delaware. 5. Frequently mention is made of the depth of water in the Delaware as being an argument against the port, etc. All such arguments may be answered by the fact that merchant vessels of the American, Italian, and Hamburg-American steamship lines regularly visit Philadelphia. They are more than 500 feet long and draw in excess of 28 feet. The Graf-Waldersee, 561 feet long, drew 28 feet 2 inches on her latest trip when she left port. During the past 30 days 6 vessels drawing from 28 feet 2 inches to 29 feet have left the port and gone direct to sea. 6. One of the most pressing and urgent arguments for the construction of the dry dock from the reserve basin to the Delaware River lies in the fact that it will produce a channel of known width and depth to and from the reserve basin. The present entrance from the Delaware takes a course about one-half mile long through the mouth of the Schuylkill River; thence via a curved channel into the reserve basin. The Schuylkill River rapidly silts. In January, 1910, the depth was dredged to 30 feet. In August of that year it had silted in one spot, which was later dredged clear. At present the mouth of the Schuylkill has filled up about 4 feet, and was so reported to me in a letter from the director of wharves, docks, and ferries of the city of Philadelphia. The city expects to begin the operation of dredging the mouth of the Schuylkill July 1 this year. Any small obstruction in this channel would tie up the Government's entire reserve fleet for an unknown period of time. An instance in illustration is here given: In January or February during the past winter a coal barge was sunk in the Schuylkill River off the elevator at Girard Point. Its location was not determined. On the afternoon of April 24, 1912, engineers belonging to the department of wharves, docks, and ferries of the city were making a survey of the mouth of the river when the armored cruiser Tennessee was passing through the Schuyl kill into the reserve basin. After she passed part of a hulk of a vessel was discovered in midchannel, and the remainder of the hulk was located in the Schuylkill and removed. STRATEGIC POSITION. 7. Mention is frequently made of the military strategic value of navy-yard locations near Hatteras and Cape Cod. In the development of inland waterways, and in line with other great commercial undertakings, it may well be expected that in the near future the further development of the Delaware and Raritan Canal and the Delaware and Chesapeake Canal will place Philadelphia in ocean communication for large vessels via these routes, which will give the navy yard three routes to the sea, which can not be equaled by any other location on the Atlantic coast. 8. In building such a structure as this dock, and to eliminate the first cost and upkeep of a floating derrick, it has been contemplated to lay on the east side of the foundations of the proposed dock the necessary foundation to carry a traveling swing. ing crane capable of taking weights of 150 tons from a vessel in the dock and landing them on the dock. COST. 9. The present dry dock at this yard is approximately one-half the length of the proposed dock, and it cost less than $1,500,000. With the plant on hand for the construction, it is confidently believed that the proposed dock, although slightly larger in other dimensions, can be built for $3,000,000. This would include the foundation and track for the traveling crane. With this construction the Government would be saving the first cost and upkeep of the floating crane mentioned in the preceding paragraph. A. W. GRANT. Mr. LEE. Admiral, how many battleships can be placed in the back basin? Admiral STANFORD. The piers and sea wall now constructed will accommodate 14 vessels directly secured to the sea wall. There are seven of these berths which will permit of vessels being double or even treble banked. Upon the assumption that vessels are treble banked at these seven berths and that all the berths were filled there would be 28 battleships in the basin. The completion of the sea wall now under construction will add one berth, so that it may be said that the basin new has berthing capacity for 29 battleships. The CHAIRMAN. Will the 350 feet of concrete only give you one berth? Admiral STANFORD. That is not included as a berth, as it would not accommodate a large ship. Mr. BUTLER. Has it not always been estimated by the naval officers that there are accommodations in the back basin for nearly all the big fighting ships, up to 33 or 35 in number? Admiral STANFORD. That number can undoubtedly be accommodated, but they would not all be conveniently located with reference to the sea wall. Mr. BUTLER. I understand that some of them would be located away from the sea wall, but there is room sufficient for all the big fighting ships up to 33 or 35? Admiral STANFORD. Yes, sir; and the basin can be increased or enlarged for still more vessels. Mr. BUTLER. That was the understanding of the naval authorities 16 years ago? Admiral STANFORD. Yes, sir; and the plan as developed was designed at that time. Mr. MACON. In the nature of things, can you conceive of a condition or necessity for assembling all of our vessels in that basin? Admiral STANFORD. There were recently over 30 vessels at the yard, and as new vessels are constructed and others take position in the second or third line of battleships, there will probably be additional vessels sent to the Philadelphia yard. Mr. MACON. On account of the fresh water, awaiting orders? Admiral STANFORD. Yes, sir; in reserve, and on account of the facilities afforded the enlisted force and the convenient location with reference to the markets for supplies. Mr. HOBSON. The yard is largely used also for the concentrating of the Marine Corps for expeditionary purposes? Admiral STANFORD. Yes, sir. There are now two barracks completed. There is an appropriation available for the construction of a third barrack, and these estimates contain an item for the construction of a fourth barrack. They are not only accumulating men, but also supplies and materials required by an expeditionary force and for advance base operations. Mr. BUTLER. The policy relative to that was determined some time ago? Admiral STANFORD. Yes, sir. Mr. BUTLER. As a rendezvous for an expeditionary force and for housing the marines? Admiral STANFORD. Yes, sir. Mr. LEE. Is it not a fact that several battleships now in commission and a number under construction at Cramps and the New York Shipbuilding Co. must pass by the Philadelphia Navy Yard for the reason that the docking facilities are inadequate? Admiral STANFORD. Two recently completed, the Wyoming and Arkansas, were able to use the dock before the vessels were fitted with all their accessories, when their draft was less than it is normally. The Oklahoma, which is being constructed on the Delaware, can not enter the dock under any conditions. Mr. HOBSON. Where can she dock? Admiral STANFORD. Either at New York or Norfolk. Mr. LEE. The Secretary of the Navy in his report states that there are three docks, one at Norfolk, one at Pearl Harbor, and the other at New York, and that those are the only docks that the Wyoming, the Arkansas, the New York, the Texas, the Nevada, the Oklahoma, and the Pennsylvania can go into? Admiral STANFORD. The dock at Puget Sound now nearing completion should be included in the above list. Mr. BATES. Is not that on account of the width rather than the length? Admiral STANFORD. Principally on account of the width of the entrance. Mr. LEE. In case any of these ships that go into reserve at any time need repairs at Philadelphia it would be impossible for them to dock? Admiral STANFORD. Yes, sir. The CHAIRMAN. That yard does not do the work on these extra large ships now? Admiral STANFORD. Not at present. The home station of the large vessels is New York. Mr. LEE. Do you think that it would be possible to build this 1,700-foot dry dock for $3,000,000 ? Admiral STANFORD. Yes, sir; in view of the actual experience in the construction of the present dock. The cost of the present dock included construction of the central power plant and a large part of the power-plant equipment. It also involved the cancellation of a contract, with the additional cost and loss incident to such a procedure. The construction work covered many things which undoubtedly added to the cost of the work, and with the experience which has been acquired and the favorable local conditions it would seem as though the proposed dock should be completed without difficulty for $3,000,000. Mr. LEE. If you were constructing this dock at this particular time, would it not be constructed altogether differently from the dock now there and be practically made cheaper by the use of more concrete? Admiral STANFORD. More concrete would necessarily be required because the section of the dock would be larger, to harmonize with the wider entrance and with the greater depth which is now required for ships. The unit cost per yard of concrete should be less for the new dock than for the old one for the reason that the apparatus which was assembled for the construction of the old dock would have been sufficient for the placing of many additional cubic yards of concrete, which would thereby reduce the unit of overhead expense on account of plant. Mr. LEE. No. 2 dock at the yard costs $1,471,550.57. is practically half the length of what the new dock will be? Admiral STANFORD. A little less than half. That dock The CHAIRMAN. How is the cost of labor now and the general cost of living as compared with what they were at the time the old dock was constructed? Admiral STANFORD. They are higher. The CHAIRMAN. How much higher? Admiral STANFORD. Probably 10 per cent higher than when Dock No. 2 was constructed. The CHAIRMAN. What is the difference in the improved methods and improved machinery for construction purposes, etc., now as compared with what they were then? Admiral STANFORD. There have been decided improvements in apparatus which would be used in the construction of a big dry dock. The improvements have resulted in no small part from the work done on the Isthmus, which has required the development of heavy apparatus. The CHAIRMAN. Do you think that the unit of cost now would be as cheap as it was, notwithstanding the higher wage scale? Admiral STANFORD. I think so undoubtedly, because of the greater use of mechanical devices instead of manual labor. The CHAIRMAN. The next item is, "Navy yard, Washington, D. C.: Water-front improvements, to complete, $35,000.” Admiral STANFORD. This item is for the purpose of completing the quay wall in front of the yard. The CHAIRMAN. How much? What is the linear distance? Admiral STANFORD. I will insert that. The CHAIRMAN. And also the perpendicular distance, so that we can understand the square area and also the cost per unit or square yard? |