The American Dredging Company and
Shipwrecks on the Delaware River.
Matthew Papania
4/12/15
Abstract
This paper explores the early history of The American
Dredging Company one of the nation’s oldest Dredging companies. They were
responsible for much of the modern shipping channels through the Delaware
River. During their long history they operated a variety of Dredging machines,
some which dug Ancient shipwrecks of the American Revolution.
I will give a brief overview of their history, and identify
some of their vessels from 1867-1920 I will also approximate the working
details of two dredges they employed. I will also explore details which allow
the reader to better visualize and understand the daily operations of American
Dredging Company.
The second part of my paper explores shipwrecks of the
American Revolution buried in the Delaware River. The Specific Shipwrecks are
the Alliance and the Augusta as well as the little known but mysterious
Brilliant. I will link these ship wrecks to the American Dredging company as
well as discussing their where about today.
The method I used when researching my paper was too first
tract down the construction dates of the dredges I was investigating. Unable to
find this information I looked on other sources to approximate the year.
Usually coupled with the construction dates, are the weights, heights and
breadths. I used multiple sources to approximate these items. These included
pictures I analyzed and measured, eyewitness reports, and general information
about 19th century dredges, which was used as an aid.
The second part of my paper I analyzed maps of the Delaware,
letters written by General Howe and other ranked British officers. These were
used to substantiate the existence of the Hessian supply ship Brilliant. I
reference stories in which the American dredging company brought up pieces of
this ship.
My conclusion of the research was that the Dredge Atlantic
was built around 1867. She operated from after 1867 to at least 1920. She was
110 feet in, 35 foot in breadth and 200-240 tons in weight. The Dredge Baltic
was nearly identical to the Atlantic, although constructed slightly after.
The ships Augusta and Alliance were both disturbed as some
point by the American Dredging Company. The Brilliant exists and was a Hessian
Supply ship sunk after the battles at Forts’ Mercer and Mifflin.
The American Dredging Company was founded April 9th 1867,
after a merger between Delaware & Schuylkill Dredging Company, owned by
Aaron B. Cooley. All assets were turned over to Franklin B. Colton, as agent
for Cooley.
The new company capitalized $200,000 in shares and stocks and opened an office at 214 south Delaware avenue, in Philadelphia. Business went well, for The American Dredging Company and between the years 70-71 there profits were from $301,000 to $399,000.
They soon obtained land at the foot of Spruce Street wharf in Camden, and sought adjoining property to expand their yard. In 1871 having attracted additional investments three new dredges were acquired and others were on placed on order. By the year 1877 the company had a small fleet of dredges, they numbered thirteen. The grapple dredges included the Atlantic, Pacific, Baltic and Schuylkill, the dipper dredges were the Arctic, Wilmington, Greenwich, Delaware, Storm, Salem, Trenton and Chester. They had various other equipment including, tugboats, scows, pile drivers and steam locomotives.
In the following years, the American dredging company was contracted many times by the Army Engineers for dredging work. There early work was generally contained in the Delaware and New England states. Besides digging channels they routinely dug passageways for the Pennsylvania Railroad Company. They had a hand in almost every major dredging project in the Delaware including expansions of Petty, Hog and League Island. Two dredges which routinely dug on these projects where the Atlantic and the Baltic.[1]
The Atlantic was the first dredge the American dredging company acquired or had built. They owned it from around 1867 to at least 1918. .I have searched Lloyds register and the Annual Listing of American Merchant Vessels. I looked at listings from 1867- 1920 for the names of various American Dredging vessels.
I found many vessels with similar names, although dissimilar
homeport locations. Furthermore none of the vessels were constructed before the
date 1877, which is the year the vessels were owned by American Dredging
Company.
I resorted to different methods of finding construction dates, operational dates and physical descriptions. I started by analyzing pictures of two dredging machines that interested me, the Atlantic and the Baltic. The pictures clearly showed two nearly identical clam shell bucket dredges of the late 19th century style.
A clam shell bucket dredge in the 19th and early 20th
century was a derrick mounted on a floating barge with a bucket attached to its
chain fall. The derricks boom was supported by an a- frame. The hoisting
mechanism would have been “double drum engine with boiler, auxiliaries and
appurtenances”. The early bucket mechanisms would have been controlled by heavy
chain, which is also evident in the picture. Although in the 20th century they
primarily used wire, so the chain outfitted on the Dredge Atlantic would have
been swapped.[2]
Most dredge hulls were built of wood. They were virtually heavily constructed boxes stiffened with bulkheads, trusses and knees to resist distortion. The dredge needed to be wide enough to support the movement of bucket to the starboard side. It must have also been able to hold water and fuel for the laboring. As for housing, it was aft of the a-frame, the first floor comprised of a boiler and engine housing, galley and mess room; and the second floor, pilot house or operator’s room, and sleeping quarters for the crew and inspector. [3]
The placement of the dredge is set by spuds, which are solid beams that anchor themselves into the mud. The Atlantic deployed three stern spuds, one of which was a walking spud, and one bow spud. When movement was desired they would hoist all the spuds except the walking spud, if they desired to move ahead they would pull the cable attached to the top of the spud tilting the bottom of the spud aft. The movement of the spud would propel the dredge ahead; additional steering and movement could have been done with the derrick. In deep water they would have used anchors, which could have been pulled and or slacked for desired movement. These two methods are identical to the modern method of dredge movement.[4]
Having formed a clear picture of what a Bucket dredge in the
19th may have looked like my next step was to estimate the Dredge
Atlantics length, width and height. I estimated the length of the Atlantic by
estimating the height of a man in its photo and measuring it against the length
of the Dredge. [5]
The Length I determined the dredge to be was around 100-110 foot.
My estimated length was very close to that of the Dredge Baltic’s, they are from around the same time and being so close in physical likeness, I decided the barges were identical.[6] This would set the dredge Atlantic at 110 ft. x 39ft, although the width may have varied, due to the fact the Atlantic came first. It is known that builders generally had to experiment with the width of a dredge before perfecting it. This could mean that the Atlantic may have been wide or narrow for operation, so when the Baltic was built they deviated slightly from the original design.
My next step was to determine the weight of the Atlantic. I did this by compiling dredges from the Annual Listing of American Vessels; I sorted them by length width.[7] Once sorted by height and width I noted the gross tonnage of each vessel.
From my own personal knowledge aboard dredges, bucket dredges are generally lighter then dipper dredges, although around the same length and width. Bucket ladder dredges are the heaviest and there length and width is stretched to nearly double that of a bucket or dipper dredge. My method was to exclude any dredge of estranged length or width and sort the remaining dredges by weight. The weight range was from around 200-290; the Atlantic being a bucket dredge would have been on the lighter side.
According to my findings the Atlantic operated from at least
1867 to at least 1918. Her dimensions were 110ft by 39ft breadth, and she
weighed around 200-240tons. She worked on many projects dredging projects of
the Delaware River in the 19th century. In 1882 a fire damaged the hull of the
Atlantic and it was replaced with a new hull.[8]
By the 20th century I assume her wooden hull and dated equipment were scraped
and or dismantled for parts.
The Dredge Baltic was another dredge used by the American Dredging Company. She was a grapple Dredge(clam shell), 110ft in length 39 foot in breadth,[9] although a conflicting account says it was 100 foot by 35 foot,[10] although I find the latter a more accurate source. The Baltic had a horizontal two cylinder engine, dimensions 16x 24 inches. The Baltic worked from at least 1876-1920.[11] In 1876 she could dredge 2000-3000 cubic yards of dirt in a day.[12] During the 1870's, dredge material went for 14-28 cents a yard sometimes as high as 60 cents, in that case the Baltic generally made around 600 dollars a day.[13]
The Baltic dug mainly the same jobs as the Atlantic and
other grapple dredges. Although it had a unique story attached to it. The 17th
day of July, 1879 the Baltic was anchored with 3 anchors and had two spuds
deployed in the channel of the Patapsco River, in the state of Maryland. They
were engaging in dredging, when the 1990 ton steamer Bedowin, loaded with wheat
for France, rammed into the Baltic at 5 knots. This case was brought to court;
American dredging company won the case. They won because the Supreme Court had
made the judgment that dredges at work have the rights of ship at anchor.[14]
In the year 1869 American President Colton bought two dipper dredges from federal government company. The dipper dredges were Storm and Delaware, they were bought for $13,000 a pair.[15] The Tug Lillie Somers was built by the National Iron Armor & Shipbuilding Co and delivered in 1870.[16] Having searched records of ship builders of the 19th century, I have found no other record of dredges constructed for American Dredging Company. I was not able to locate a record for the Philadelphia Naval Shipyard dating before the 20th century. They apparently constructed the Storm and the Delaware so they may have built other dredges for the American Dredging Company.
Having found no other records on dredges built for the American Dredging Company, I assume, being in the practice and spirit of the time, that the American Dredging Company built many of their own dredges. The title of an article adds weight to this thought, “The American Dredging Company: The builders of steam dredging machines, gunpowder pile drivers...”.[17]
It is a likely that they did build their own dredges, it is not very difficult. They would have only run into problems with the dipper dredges, they are more complicated. According to the History of American Dredging, the two dredges built by Philadelphia Naval Ship yard were dipper dredges.
Another interesting topic I came upon while research, was
one related to class, the Lusitania. There was a brief snippet in a magazine on
the American Dredging Company. The piece was a brief mention of the American
Dredging Company and how they were rewarded a contract.
The more interesting article was on the same page dated June 1908; it mentions the Lusitania and the Mauretania. According to the article, reporters were comparing the Mauretania and the Lusitania speeds. The two running mates speeds were clocked on their journeys from Liverpool to New York. The Lusitania was clocked at 24.88 knots and the Mauretania’s was clocked at 24.86, sadly the faster speed of the Lusitania did not save her.[18]
During the early history of the American Dredging they compiled many Dredges, Scows and Tugboats. I have estimated and found basic information regarding these vessels. Although a clear history of their vessels exists, the more dubious assignment of finding this information has left me perplexed. I have recently found the location of the American Dredging Companies incoming Correspondence. These Documents are between President Colton and various others. I will try to obtain these documents; the problem lies in that they are stored in Huntington Library in San Marino, California.
The second part of my paper deals with the identification and location of shipwrecks, in the Delaware River. Two modern cases of uncovering shipwrecks interest me, the first dates back too July 8th 1909, one hundred yards south of Fort Mifflin. The second dates back to 1901, in the proximity of Pettys Island. The first is the Hessian Transport Brilliant which lay close to where the Augusta and Merlin sank. The latter is The Alliance, which the finest ship built during the American Revolution.
Fort Mifflin lays on Mud Island, just south of Philadelphia, across the river from New Jerseys Fort Mercer. It was a strategic point on the Delaware during the American Revolution. The side that controlled the two forts controlled all shipments up the Delaware River. This included shipments to Philadelphia. When British General William Howe captured Philadelphia, he was faced with this strategic dilemma.
General Howe desperately needed supplies he was short on ammunition and was running low on food supplies. General George Washington was to the north at Valley Forge; Howe must outlast him through the long winter. To do this he needed to control Fort Mifflin and eject the some 400 continental soldiers there.
General Howe ordered Lord Cornwallis and Lieutenant General
Archibald Robertson to make surveys of the fortifications on the Delaware.
Surveys revealed Chevaux de frise (spiked Barbacands) south of fort Mifflin.
They also revealed areas in which possible British Artillary against Fort
Mifflin could be set up. Subsequently, under the order of General Howe, the
British began constructing these fortifications north of Mud Island. During
construction they were bombarded by Fort Mifflin and peppered by the
Pennsylvania Navy. Heavy rains further disrupted their construction. After a
few weeks of these miserable conditions the British soon ran out of cannonballs
and abandoned their efforts.
In the fall of 1777, Hessian Colonel Carl Emil Kurt von Donop led a force of hessians against Fort Mifflin. The British dispatched the 64 Gun Augusta and Merlin to provide cover for the attack. The assault was a disaster, the Hessians suffered enormous casualties and Colonel Donop was killed. The Augusta and the Merlin ignominiously ran aground and were subsequently destroyed. Both ships were destroyed on the New Jersey side of the Delaware south of Hog Island.
The HMS Augusta was raised in 1869 by the American Dredging Company and towed to Glascow, after being considered a hazard to navigation. A fence was built around her and a ten cents admission was charged for her entry. Eventually the fence blew down and she was looted and chopped to bits for furniture. The Merlin was never sought.
Another version of events says the HMS Augusta was raised in 1869 and towed to Gloucester. They found two guns in the wreck, one gun was displayed at Gloucester City Park, until it was stolen. Some panels of the ship were used by the daughters of the revolution for paneling the DAR building in Washington DC. A picture was provided that showed her wreck along the shore in 1953, subsequently she was ground to bits in 1973 b a winter storm.[19]
Fort Mifflin was eventually bombarded into submission and the Continental fleet was destroyed up river at Crosswicks Creek in Bordentown. Although some sources say that ships belonging to the Navy of Pennsylvania were sunk closer to Fort Mifflin. A famous cartographer William Faden draws interesting maps of the Battle; if you view this map you will see many Continental ships in proximity of Fort Mercer.
According to Faden’s map a ship was sunk just south of Fort
Mifflin, at around two hundred yards. This was thought to be an American ship
which was destroyed or purposefully scuttled to prevent navigation through the
channel. [20]
The story gets interesting in 1909 while dredging a hundred yards south of Fort Mifflin the Dredge cataract came upon some Artifacts. Two brass helmets, front plates and back plates of a ship. They were at first assumed to be of British origin, dating to the American Revolution. They believed them to be the British ship Merlin after divers verified similar lengths and width. Local historians soon dismissed this idea, because the Merlin was sunk closer to Paulsboro. They hypothesized it must have been some other British or American ship not listed in a known source.[21]
In 1941 at the same location, the American Dredging Companies the Dredge Commodore, brought up Anchors cannonballs, timbers and pewter plates. They believe the wreckage belonged to the ships Merlin or Augusta. In 1948 another dredge discovered a two hundred foot merchant ship at this location. The Dredge and divers brought up bottles, locks, tea kettles and ceramics. This time the ceramic plates were judged to be of Dutch origin due to their design.[22]
In 2008 Colonel James C Nannos of the Army Heritage and Education Center published a brief article “Mystery Solved the Revolution Revisited”. He says the Helmets were Hessian Fusilier helmets dating to the American Revolution. These artifacts have been saved and can be seen at the Hessian Museum at Carlisle Barracks in Pennsylvania. According to Nannos, in late march the Hessian transport, carrying wounded soldiers and supplies sailed up the Delaware River with a fleet of 28 other British and Hessian ships. Fort Mifflin had at this time been neutralized although the spiked palisades laid in the water still posed danger. Heavy wind forced a larger ship against the Brilliant and caused her to impale herself upon the Chevaux de frise. Hessian wounded were evacuated and the ship soon after sank. [23]
I have no reason to doubt the story of Colonel James C Nannos, although I would like to verify it. He referenced no sources and no way of contacting him. All attempts I have made to get a hold of him have failed. I was able to substantiate a piece of the history “Brilliant lost going to Philadelphia, March 1778…”.[24] Another two letter of General Howe makes mention of the Transport Ship, one dated the year 1775, before the Hessians joined the war.[25]
The USS Alliance first commanded by French, American made honorary
citizen Pierre Landais. She was the finest ship constructed on this side of the
Atlantic. In France she was put under command of John Paul Jones. She fought in
the Battle of Flamborough Head and John Paul John Paul Jones boarded her after
Bonhomme Richard sunk. [26]
She would later be commanded by Commodore Barry and captured British merchant ships in the Bahamas. After the war she transported gold in the West Indies and by 1787 she was sold. She was subsequently sold many other times and eventually in 1790 ended up stripped and abandoned on the banks of Petty’s Island, Philadelphia. Petty’s Island is located on the Delaware River, North of Fort Mifflin. Her hulking timbers were still visible until she was destroyed by the American Dredging Company, although parts of her timbers remain in Philadelphia.[27] Although according to The Buried Past: An Archaeological History of Philadelphia she may still lie on Petty island buried beneath ten feet of river silt.
References
American Dredging Company: Hearings before the Naval Affairs
(1878) (testimony of Robert B. Colton).
American Dredging Company: Hearings before the Naval Affairs
(1878) (testimony of Mr. Page).
American Dredging Company v. The Bedowin, No. 37 Leg. Int.
52; 26 Int. Rev. Rec. 38. (D.C. Cir. Dec.
10, 1879).
American Society of Civil Engineers. (1876). American
Railroad Journal, 49, 804.
Annual Report of the Chief Engineers, U.S Army (Chief of the
U.S Army Engineers, Comp.). (1870-
1925).
Washington,, D.C: Army Engineers.
Bache, & Hassler (Cartographers). (n.d.). Delaware Bay,
River 3. 1848 [Map]. Retrieved from
http://www.davidrumsey.com/luna/servlet/detail/
RUMSEY~8~1~33356~1170776:Delaware-Bay,-River3?sort=pub_list_no_initialsort%2Cpub_date%2Cpub_list_no%2Cseries_no&qvq=q:delaware%2Briver;sort:pub_list_no_initialsort%2Cpub_date%2Cpub_list_no%2Cseries_no;lc:RUMSEY~8~1&mi=7&trs=29
Briggs, R. (n.d.). The American Dredging CO. Builders of
Steam Dredging Machines. Journal of
Franklin
Institute, 100. Retrieved from
https://books.google.com/books?id=1toGAAAAYAAJ&pg=PA288-IA18&lpg=PA288-IA18&dq=The+American+Dredging+Company:+The+builders+of+steam+dredging+machines,+gunpowder+pile+drivers&source=bl&ots=_RKiH43X4J&sig=QJRjrrdECA4VyTpYf1gEmTyYU_s&hl=en&sa=X&ei=y0MhVZaAOsfZsAXs24PIAw&ved=0CB4Q6AEwAA#v=onepage&q=The%20American%20Dredging%20Company%3A%20The%20builders%20of%20steam%20dredging%20machines%2C%20gunpowder%20pile%20drivers&f=false
Chicago Tribune. (1941, July 6). Historic Relics. Chicago
Tribune, p. 9.
Colton, T. (n.d.). Shipbuilding History [Fact sheet].
Retrieved April 1, 2015, from
http://www.shipbuildinghistory.com/
CommonWealth of Pennsylvania v. American Dredging Company,
122 A. (1st Cir. 1888).
Cotter, J., Parrington, M., & Roberts, D. (1995). The
Buried Past: An Archaeological History of
Philadelphia.
University of Pennsylvania.
Department of Commerce, Bureau of Navigation, Annual List of
Merchant Vessels of the United States,
(1867-1930).
Ed Hertfelderin, in Correcting History And The Record On The
Loss Of The H.M.S. Augusta,
“Artilleryman” magazine, winter 2003, vol 25 no. 1,
Faden, W. (Cartographer). (n.d.). The Course of Delaware
River from Philadelphia to Chester,
Exhibiting the
several Works erected by the Rebels to defend its Passage, with the Attacks
made
upon them by is Majesty's
Land & Sea Forces [Map]. Retrieved from https://www.raremaps.com/
gallery/enlarge/23500
Four Times Panama. A Century of Dredging the American Way
1867-1967. N.p.: American Dredging
Company, 1967
Griffin, M. I. J. (1903). Commodore John Barry.
Philadelphia, PE: Martin Ignatius Joseph Griffin.
Griffin, M. J. (Ed.). (1907). The American Catholic
Historical Researche (Vol. 24). Ridley Park, NY:
Martin J Griffin.
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Book june 1775 -1776. N.p., 1890.
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Hunter, J. (Cartographer). (n.d.). Plan of part of the River
Delaware from Chester to Philadelphia,
in which is
mark'd the position of His Majs. ships on the 15th. of November 1777. The
obstructions to
the navigation of the river, laid down by the rebels, are also mark'd. [Map].
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Jerseyman. (n.d.). The Battle for Fort Mercer at Red Bank.
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Nannos, J. (2008, March 18). A Mystery Solved, the
Revolution Revisited. Retrieved March 3, 2015,
from
http://www.army.mil/article/7968/A_Mystery_Solved__the_Revolution_Revisited/
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http://www.nps.gov/archeology/sites/statesubmerged/pennsylvania.htm
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wikipedia/commons/c/c3/HessianMapMudIsland.jpg
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Mauscripts. Vol. 1. N.p.: n.p., 1904.
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[1] Annual Report of the Chief Engineers, U.S
Army (Chief of the U.S Army Engineers, Comp.). (1870-
1925).
Washington,, D.C: Army Engineers.
[2] Simon,
F. L. (1920). McGraw Hill Book. (Used Examples of American Dredging Companies
Dredges including the Baltic.)
[3] Simon,
F. L. (1920). McGraw Hill Book.
[4] Simon,
F. L. (1920). McGraw Hill Book.
[5]
Four Times Panama. A Century of Dredging the American Way 1867-1967. N.p.:
American Dredging
Company, 1967. (I estimated the man’s height to be 5.6-6 foot.)
[6] Simon,
F. L. (1920). McGraw Hill Book.
[7]
Department of Commerce, Bureau of Navigation, Annual List of Merchant Vessels
of the United States,
(1867-1930).
[8]
Four Times Panama. A Century of Dredging the American Way 1867-1967. N.p.:
American Dredging
Company, 1967.
[9] Simon,
F. L. (1920). McGraw Hill Book.
[10]
American Society of Civil Engineers. (1876). American Railroad Journal, 49,
804.
[11]
Annual Report of the Chief Engineers, U.S Army (Chief of the U.S Army
Engineers, Comp.). (1870-
1925).
Washington,, D.C: Army Engineers.
[12] American
Society of Civil Engineers. (1876). American Railroad Journal, 49, 804.
[13]
Annual Report of the Chief Engineers, U.S Army (Chief of the U.S Army
Engineers, Comp.). (1870-
1925).
Washington,, D.C: Army Engineers. (My estimate, by looking at the average price
of spoils by contract and comparing it to known productivity.)
[14]
American Dredging Company v. The Bedowin, No. 37 Leg. Int. 52; 26 Int. Rev.
Rec. 38. (D.C. Cir. Dec. 10, 1879).
[15] American
Dredging Company: Hearings before the Naval Affairs (1878) (testimony of Robert
B. Colton)
[16]
Colton, T. (n.d.). Shipbuilding History [Fact sheet]. Retrieved April 1, 2015,
from
http://www.shipbuildinghistory.com/
[17]
Briggs, R. (n.d.). The American Dredging CO. Builders of Steam Dredging
Machines. Journal of
Franklin
Institute, 100.
[18] "Two
Giant Liners for White Star Line." Marine Review 38 (July 2, 1908): 34.
[19] Ed
Hertfelderin, in Correcting History And The Record On The Loss Of The H.M.S.
Augusta,
“Artilleryman” magazine, winter 2003, vol 25 no. 1,
[20]
Faden, W. (Cartographer). (n.d.). The Course of Delaware River from
Philadelphia to Chester,
Exhibiting
the several Works erected by the Rebels to defend its Passage, with the Attacks
made
upon them
by is Majesty's Land & Sea Forces [Map]. Retrieved from
https://www.raremaps.com/
gallery/enlarge/23500
[22] Chicago
Tribune. (1941, July 6). Historic Relics. Chicago Tribune, p. 9.
[23]
Nannos, J. (2008, March 18). A Mystery Solved, the Revolution Revisited.
Retrieved March 3, 2015,
from
http://www.army.mil/article/7968/A_Mystery_Solved__the_Revolution_Revisited/
[24] Royal
Institution of Great Britain. Report On American Mauscripts. Vol. 1. N.p.:
n.p., 1904. (page 278)
[25] Hale,
Edward Everett. General Sir William Howe's Orderley Book june 1775 -1776. N.p.,
1890.
[26]
Harmon, S. (n.d.). The Battle of Flamborough Head 23 September 1779. Retrieved
April 1, 2015, from
Historic
shipwrecks: Science, History, and Engineering website
[27]
Griffin, M. J. (Ed.). (1907). The American Catholic Historical Researche (Vol.
24). Ridley Park, NY:
Martin J
Griffin.
