USA > Wisconsin > Milwaukee County > Milwaukee > History of Milwaukee, city and county, Volume I > Part 27
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2. The sehooner Drift was driven ashore at Chicago.
3. The schooner Wave was driven ashore at Chicago.
4. The schooner Dolphin was driven ashore at Raeine.
5. The schooner MeFarlane was driven ashore at Racine.
6. The schooner Manitowoc was driven ashore at Southport.
7. The schooner Memee was driven ashore at Milwaukee.
8. The schooner Wenona was driven ashore at Milwaukee.
9. The sloop Black Hawk was driven ashore at Milwaukee,
10. The schooner Henry Norton was driven ashore at Milwaukee.
11. The brig Francis Mills, and
12. The brig Osceola, were driven about at the merey of the wind but not materially damaged.
13. The brig Winslow which was heavily laden with merchandise, while discharging her cargo at Milwaukee, was obliged to put to sea, and was driven ashore seventeen miles north from Chicago, and was with her cargo wholly lost. This oeenrrence, by which about $50,000 worth of property was lost, is directly chargeable to the want of a harbor at Milwaukee, which could be constructed with the amount lost by this one accident !
It is supposed that several other vessels were driven ashore on the East side of the lake, of which we ean obtain no definite information.
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286
HISTORY OF MILWAUKEE
The steamboat Illinois entered the Milwaukee Bay in September in a gale, and having no wood, was compelled to lie at anchor three days until the storm abated-although she dragged her anchor some distance, she came off finally with but little damage.
The detention of vessels in this way, is a very great drawback upon the navigation of Lake Michigan. A large steamboat may have on board some five hundred to eight hundred passengers, and their time and expenses, and the expenses of the officers and crew, forms a pretty considerable item to be charged against the traveling and trading community .- Prudent navigators. knowing that if they leave the port there is no safety for them, are compelled to lie by two or three days waiting for fair weather; while. if there were safe harbors at convenient distances, which could be made in a storm, they would not hesitate to pursue their voyage.
The schooners Dolphin, MeFarlane, Manitowoc, were got off shore after the November gale, and were each driven ashore a second time and lost.
The schooner Drift was also got off and upset ; one man being lost. Vessel and cargo also lost.
The schooner Milwaukee also got off. and while on a voyage to the Manitou Islands, with provisions from Milwaukee for the men there engaged in supplying wood to steamboats, was driven across the lake and beached on the. Michigan shore, Jate in fall. In consequence of this loss, serious apprehensions are entertained for the fate of the unfortunate islanders, who depended upon this cargo for their winter's supply of provisions.
The steamboats Madison, Chesapeake and Missouri, three of the largest and most powerful steamboats in the world, were ashore on the west side of the lake during this year. They were not however materially damaged.
Recapitulation .- From the foregoing statement, it appears that the number of lives Jost on Lake Michigan was:
In 1834 1
In 1835 53
In 1836 1
In 1838 1
In 1839 33
In 1840
1
In 1841 25
Total
118
Making a total of 118 lives lost, or about fifteen each year. since the commencement of the navigation of Lake Michigan, in 1834.
We have, with the assistance of several persons well acquainted with the history of the different vessels lost or damaged. and of the amount of freight. &e., injured or destroyed on each, formed an approximate estimate of the amount of property destroyed on Lake Michigan during each year. the result of which is as follows:
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287
HIARBOR AND MARINE INTERESTS
In the year 1834 amount of loss $ 37,500
In the year 1835 amount of loss 178,500
In the year 1836 amount of loss 298,750
In the year 1837 amount of loss 171,400
In the year 1838 amount of loss 78,000
In the year 1839 amount of loss
111,800
In the year 1840 amount of loss
31,000
In the year 1841 amount of loss 145,500
Total $1,052,450
Showing a grand total of more than a million of dollars, being over $131,000 yearly, and enough each year to construct two harbors.
From the foregoing statement it appears further, that the number of vessels lost or injured has been :
In 1834.
In 1835 11
In 1836. 15
In 1837. 9
In 1838. 8
In 1839
13
In 1840.
B
In 1841 28
Total 89
Showing a yearly average of eleven.
In these statements, it will be perceived that we have included only those eases about which we have obtained definite information, and we do not hesitate to say that were all the facts ascertained, this list would be very materially enlarged.
Besides the actual loss and damage, there have been many hair breadth escapes of which we have no account. If from the superior skill of the captain and erew or from the greater strength of the vessel, she is able to endure the storm, we seldom hear anything of the circumstance, although the actual danger might have been as great as in other cases where accidents did really happen. The enumeration of these would fill a small volume.
Major Judson and the Randolph Report .- The movement which led to the first study of the ultimate possibilities of Milwaukee's barbor had its inception with the creation of a special harbor committee by the City Council. This committee was headed by Alderman Frederick C. Bogk who displayed unusual zeal and energy in bringing expert engineering service into play and in providing the municipality with a comprehenisve harbor plan.
Maj. W. V. Judson, then the resident United States engineer, manifested a deep interest in the harbor and made the statement that "Jones Island is the key to Milwaukee's future harbor development." He discussed the subjeet as follows:
"Ports of the composite class to which Milwaukee belongs need harbors which are adapted to perform two functions. In the first place, being ports
4.
A VIEW TAKEN IN THE SUMMER OF 1921 SHOWING PROGRESS OF IMPROVEMENTS MADE ON JONES ISLAND FOR HARBOR PURPOSES
To the left may be seen the Kinnickinnie Basin which is being deopened and widened as a water area. On the right huge revetments are observed, The water area inside of the revetments is being filled with dredgings taken out of the basin thus widen- ing the land area lakeward.
289
ITARBOR AND MARINE INTERESTS
of general importance, such as Chieago, Duhuith, Superior and Manitowoc, they must compete among themselves for tonnage to be transhipped from lake to rail and vice versa. As to such tonnage it is of the greatest impor- tanee that vessels coming to the wharves shall experience the least possible delay. A very few cents, or even a fraction of a cent per ton imposed upon this tonnage through avoidable delays will by at least that much increase the cost to the consumer or producer in the region tributary to the port. This certainly means that a portion of such ports must be comparatively free from bridges and tortuons channels and be prepared to do through business at a minimum of expense. If any economies are neglected, as at Chicago, for example, the through business of the port deelines.
"Jones Island the Key .- To perform the second funetion, to-wit, to serve the needs of local commerce and local industries, ports of this class must possess great extension of doek frontage, along which factories and ware- houses may be built. The manufacturing establishments, jobbing houses, etc., will not, of course, use their docks to the same extent as will those en- gaged exclusively in the transportation of business. The dock is a mere auxiliary to the manufacturer or jobber. It is not so important in this case that the vessel shall seeure great dispatch as that commercial or industrial plants shall be conveniently near their consumers, labor supply, etc. Further- more, the doekage for local trading vessels should be located near the center of the town. Tortuons channels and bridges may be endured by these in- terests. In fact, it is absolutely necessary to use the interior channels for local industries by reason of the great extent of dock frontage required.
"Jones Island is the key to the future greatness of Milwaukee as a port to serve through commerce. It is complementary to the inner harbor, which is, or can be made, so well adapted to the use of local commerce and local industries. If there were an outer harbor at Jones Island there would be less congestion in the inner harbor, as the latter would be relieved of the vessels engaged in through commerce. And if the wharves for through com- meree were on Jones Island, there would remain a greater extension of dock frontage on the interior rivers to serve local needs. That the development of Jones Island would be of the greatest benefit to the region lying west of Milwaukee itself, and to nearly every one resident thereat, cannot for a moment be doubted."
The Bogk committee in making its report to the Common Conneil pre- faced the same with the following paragraph : "The proposition of con- verting Jones Island into a useful municipal dock and wharf and thereby adding to the city's transportation facilities, both water and rail, has had the serious attention of your special committee. We find, upon a thorough investigation, that the project bears many phases which deserve the most careful consideration. Aside from the advantage to be derived to the city as a commercial and shipping proposition, which is generally admitted, we find that the physical, legal and financial consideration involved must be set forth before an intelligent judgment can be formed. In faet, the final determination to proceed with the project must rest primarily and solely upon the feasibility and the utilitarian advantages to be derived from sneh Vol. 1-19
290
HISTORY OF MILWAUKEE
projee1. Both factors, we believe, have been established in this report. Every phase is discussed with candor and with such thoroughness as was within the grasp of your committee."
The committee which-in addition to Alderman Frederick C. Bogk eon- sisted of Alderman Oscar Alpeter, Max Grass, P. 11. Connelly and L. H. Tarrant, submitted an exhaustive report to the eouneil, summarizing its arguments and recommendations in the following twenty points :
1. Increased transportation facilities are absolutely necessary to growth.
2. No prospeet of more railroads unless we build them ourselves, and not much prospeet of improved conditions on the part of present railroads.
3. Lake transportation necessary to maintain parity as between Chicago and the East.
4. Inner harbor, though great, cannot be extended so as to care for our growing needs.
5. Jones Island has natural advantages. "The key to our future great- ness." Who shall hold the key ?
6. Will provide directly more and needed facilities for water and ulti- mately for railroad transportation.
7. We need more harbor room, docks, warehouses, storage houses, ele- vators, carferry slips, team tracks, storage tracks.
8. Good investment.
9. Docks now monopolized by railroads.
10. Systematie, efficient building, and the working out of a great plan. cannot be done by individuals, but only by the city.
11. The Government will assist, if we begin, spending large amounts in Milwaukee.
12. Jones Island the only suitable location and area.
13. Our responsibility for the future and its needs, we must provide for.
14. Opportunity is passing; we are not getting our share.
15. No legal obstacles.
16. No engineering or physical obstacles.
17. Finances ean be provided.
18. When private capital cannot or will not aet for public good, then it becomes the duty of the municipality to act.
19. Property is cheapest now.
20. It is a good thing, grab it, and do it now.
Thereupon the council appropriated the sum of $5,000 for a survey and report on the harbor and Isham Randolph, a well known engineer, was employed. This report laid the basis for the development of Jones Island and the utilization of the Kinnickinnie basin. The realization of this plan involved considerations which were not readily overcome. Delays were en- countered in the acquirement of Jones Island and in complying with the legal and financial requirements connected with such acquirement.
With the advent of the Milwaukee Harbor Commission the subject was approached from a new and broader angle and the II. Mel. Harding report followed in 1920. This study dealt with the entire harbor problem in the
291
HARBOR AND MARINE INTERESTS
light of changed conditions and was that year adopted unanimously by the common council.
Concentrating the Harbor Traffic .- With the passing of the small wooden schooner and the advent of the large steel vessel there also eame about changes in the character of the harbor traffic. The larger ships could not be afforded the extreme depth in all parts of the three rivers. Again, they were obliged to seek the well-equipped terminals for their cargoes.
The constant growth of the traffic on the streets paralleling the river in the business section of the city, and the location of manufacturing plants in inereasing numbers on doek property, rendered, in many instances, the location of terminals impracticable. On the one hand some doek property had beeome obsolete, owing to changed conditions, while on the other their use for commercial or industrial purposes had rendered them too costly for terminal purposes.
With the introduction of more bridges and the regulations governing the opening and closing hours, the movement of large eraft about the channel has become more cumbersome and at the same time more hazardous.
All this has led to the thought that some day the inner harbor traffic must be concentrated to the more readily accessible points and that the undeveloped areas near the mouth of the harbor must be developed.
The time which elapsed between the earlier conception of the plan and its final formulation also developed the difficulties which would eventually have to be encountered. The island was privately owned and had to be acquired by the municipality if the contemplated improvements were to be made. It was in part owned by fishermen who lived on the island and in part by the Illinois Steel Corporation.
About this time the municipality was confronted with the problem of locating its sewage disposal plant. The various sites which had been under consideration had been objected to by the citizenship. The location of the plant in the northern end of Jones Island was deemed most practical, and consequently an area having 1,000 feet of lake frontage was chosen.
The city administration then conceived the idea of creating a so called harbor commission consisting of nine members, citizens who were familiar with the physical and commercial conditions attending the harbor. This body served in an advisory capacity to the common council.
The harbor possibilities were then subjected to close study and the formu- lation of plans which utilized all the natural advantages afforded in the land and water areas involved, were worked out. The acquisition of the island and the control of the basin was determined upon. Every successive recommendation to that end was adopted by the common eouneil, and the citizens loyally supported the bond issues that were submitted. Members of the common council, especially President Cornelius Corcoran, became strong champions of a comprehensive harbor plan and the steady and un- hindered development of the same.
Through the efforts of President Corcoran and Mayor G. A. Bading the municipality secured the riparian rights of the lake frontage from Wisconsin Street south to the mouth of the harbor.
20%
HISTORY OF MILWAUKEE
Subsequently the city condemned the north half of Jones Island to a point opposite Greenfield Avenue, and also took steps to condemn that part of the island lying south down to Wilcox Street.
Harbor Needs Winter Mooring Facilities .- Milwaukee harbor found itself greatly in need of a place where a fair-sized fleet of vessels could be moored l'or the winter without the possibility of being disturbed during the closed period. This shortcoming of the port had never been more apparent than at the close of the season of 1919, when the Harbor Master was called upon to find berths for forty-three of the larger class of coal and ore carriers. The task was a difficult one, but the fleet was finally provided for. However, some of the steamers had to be shifted about during the winter. This involved considerable expense. Vessel-owners seek to avoid trouble of this nature when they assign eraft to winter quarters, and this explains why Milwaukee's winter fleets have been so insignificant in recent years. The assignments of cargoes to Milwaukee by the coal administration at the close of last season left many owners no choice but to lay up their vessels at this port.
There is seemingly miles of water frontage in the harbor where vessels could be moored for the winter with reasonable surety of not being forced to move, but some property-owners are averse to allowing large craft to lie alongside their docks for so long a period. Other points lack mooring piles. Care was also taken to keep channels clear so that fire tugs would be able to navigate freely in times of stress. This latter necessity prevents vessels from lying abreast where channels are narrow.
Aside from the advantage to navigation interests, a winter mooring basin would be profitable from a business point of view. because of the large amount of money required to fit out vessels in the spring. Kinnickinnic Bay, when properly deepened will provide winter berths for fifty or more large vessels. The Harbor Commission had this in mind when it planned for the enlargement of the inner basin behind Jones Island.
Jones Island Condemnation .- The Common Couneil, on Monday, July 7. 1913, passed a resolution requesting the Harbor Commission to make imme- diate recommendation as to what lands on Jones Island should, in its judg- ment, first be taken in proseenting the proposed inner harbor improvement. the cost of such lands not to exceed the sum of $50,000.00. the amount of a bond issue ordered by the Common Council for that purpose.
The matter was taken up by the Harbor Commission on Friday, August 15. 1913, when the secretary presented a draft of a communication recommending the condemnation of certain blocks, as platted, on the southern extremity of the island. Action was deferred, however, until the members of the Commis- sion and Committee on Harbor had made personal inspection of the premises involved. This was accomplished on August 19, 1913.
At a meeting of the Harbor Commission on Friday afternoon, September 4, 1913, it was decided that a conference be had with representatives of the Illinois Steel Company, which corporation is the owner of most of the land on Jones Island, and the secretary was ordered to make arrangements For the Same.
293
HARBOR AND MARINE INTERESTS
A conference was had on Friday afternoon, October 3, 1913, two repre- sentatives of the legal department of the Illinois Steel Company appearing for that corporation. The Jones Island situation was discussed in its every phase. with a view to opening the way to the acquirement of the island in whole or in part. The representatives of the steel company gave the city officials to understand that their company would not stand in the way of the proposed improvement, but that it wished to retain sufficient land in the outer or inner harbor area to admit of the enlargement of the present works, should the com- pany so desire at some future time.
In response to a growing sentiment in favor of acquiring the whole of Jones Island in one proceeding, the Harbor Commission submitted a request to the Common Council on Monday, October 13, 1913, that it direct the Board of Estimates to provide the sum of $250,000.00 in the budget for 1914. for the further acquirement of Jones Island property. At the same time the commis- sion submitted a recommendation in accordance with the resolution passed by the Common Couneil July 7, 1913. that blocks 185, 186. 187 and 188 of Jones Island, as platted, be condemned. The former communication was referred to the Committee on Finance and the latter to the Committee on Harbor.
The Board of Estimates having meanwhile included the sum of $250,000.00 in the budget for 1914 to be applied to the acquirement of Jones Island prop- erty and making other harbor improvements, a resolution was introduced in the Common Council on Monday, January 5, 1914, to the effect that the whole of Jones Island be acquired by the city. The resolution was referred to the Committee on Harbor and also the Board of Public Land Commissioners, who rendered a favorable report at a meeting of the Common Couneil on Monday, February 2, 1914, whereupon the resolution was adopted unanimously.
At the same meeting the first formal step in the condemnation proceedings was taken by the introduction of a resolution formally authorizing the con- demnation of the property.
Fishermen Plead for Consideration .- One of the problems involved in the transformation of JJones Island into a shipping center is the disposition of the fishermen who now occupy the land and maintain sheds and small mooring piers for tags and launches along the river frontage. The Harbor Commission has given the matter serious thought, for the reason that the fishing business occupies an exclusive field and is one of the pioneer industries of the city. It is also the main support of a small colony of people who will be compelled to remove elsewhere if another base of operations cannot be established in Mil- waukee harbor. The further fact that the fishing business has a favorable bearing on the food supply of the city also counts in favor of its retention, although it must be admitted that in this respect it would render more efficient service if it was conducted in a less isolated location than it is at present.
The magnitude of the industry can best be understood by a study of the following figures showing the total catch of fish and the valuation of the same during the past eight years. The figures were obtained from the records of the State Conservation Commission at Madison, W's. No record of the Jones Island cateh was kept prior to 1909:
A SCENE IN THE COAL RECEIVING CENTER OF THE MENOMINEE RIVER AREA
MOUNTAINS OF COAL IN THE MENOMINEE VALLEY A vessel in process of unloading
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IIARBOR AND MARINE INTERESTS
Year.
Pounds of Fish.
Value.
1909
1.614,990
$ 96,571.00
1910
1,693,838
68,708.70
1911
1,535,524
100,619.25
1912
1,658,544
91,161.75
1913
2,328,340
125,527.40
1914
2,003,670
106,629.40
1915
1,913,865
102,006.90
1916
1,370,460
101,554.40
Total
14,119,231
$792,778.80
Average yearly catch, 1,764,904 pounds.
Average yearly return, $99,097.35.
A delegation of Jones Island fishermen appeared before the Harbor Com- mission on Thursday afternoon, September 10, 1917, and presented their claims for consideration in connection with the development of the island. The peti- tioners represented the owners of fifteen tugs and nine gasoline launches, which constitute the fishing fleet operating out of Milwaukee Harbor at the present time. The objeet of the petitioners was to secure from the commission some assurance that they would be permitted to continne their business on the island under reasonable regulation and rental.
Mr. Cornelius Tamms, spokesman of the delegation, stated that there are about 175 men directly engaged in the fishing business and that about an equal number make a livelihood in selling fish. He said if the fishermen were forced to leave the island most of these people would have to move away from the city. He promised that during the progress of preliminary operations on the island the fishermen would shift about and double up so as not to interfere with the work of the contractors. Mr. Tamms favored the constrnetion of a slip 600 feet in length with two-story sheds or warehouses on each side, the lower stories to be used for drying nets and the upper floors for storing extra nets and supplies. For such facilities Mr. Tamms said the fishermen would be willing to pay a reasonable rental.
Chairman Bruce informed the delegation that in formulating its plans for the future use of Jones Island the Harbor Commission would take the needs of the fishermen into serious consideration, and that meanwhile they would not be disturbed any more than was actually necessary.
On the day following, Friday, September 11, 1917, the same delegation of fishermen attended the meeting of the Common Couneil Committee on Public Buildings and Grounds, where the assessment of benefits and damages in the Jones Island condemnation was being considered. Members of the. Harbor Commission who were present, repeated the assurances given the fishermen at the commission meeting the day previous, whereupon the fishermen withdrew the objections they had intended to present and the assessment was favorably reported upon.
The Harbor Commission of 1911 .- In response to agitation on the part of publie officials, and manufacturing and shipping interests of the city, in favor
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