CHAPTER XVI HARBOR IMPROVEMENTS The Need of Changes in Manila-A Breakwater and TW WO steps looking to the improvement of the Philippines were taken early by the American authorities. One related to the construction of roads throughout the islands and the other to the improvement of Manila harbor. There are few deep-water harbors in the Philippine Islands. Those of the large cities need to be deepened and improved. The Government is confining its attention to the harbor of Manila at present, as this city is the chief port of the islands, and to make the necessary improvements there will require all the funds which are at present available for work of this character. Large vessels having a draft of more than sixteen feet are now compelled to lie two miles or more off shore. Those of less draft than this find entrance into the Pasig River. The bay is so large-thirty-five miles long and twentyfive wide that it feels the full effects of every storm. One might as well try to unload a cargo during a storm a hundred miles from shore as in this bay when the sea is running high and swift. No boat or lighter floats A FINE BREAKWATER 147 that can approach an ocean steamer at such a time. The Commission early decided to build a breakwater behind which ships could ride in safety; to dredge the harbor inside the breakwater, so that ships of large carrying capacity could enter, and to erect piers with sheds upon them, the rental of which would help to defray the expense of construction, while the convenience of the piers to passengers and merchants alike would be extremely helpful. It was decided also to use the dredging to make land upon which to build the sheds. This settled the question of disposing of the dredging matter, and also made valuable a part of the harbor which was previously worthless. The only method by which large vessels anchoring in the bay at present can take on or discharge cargo is by lightering. At best, and when the bay is calm, this is a tedious and expensive process, and during rough weather becomes impossible. Moreover, during the prevalence of typhoons, which are not infrequent, the safety of vessels thus situated is much endangered. On October 20, 1882, a typhoon drove eleven ships and one steamer ashore from their anchorage, besides dismasting another vessel and causing three more to collide. The entrance to the Pasig River is between two moles, which run out westward, respectively, from the citadel on the south bank and from the business suburb of Binondo on the north bank. At the outer extremity of the northern mole is a lighthouse, showing a fixed red light, visible eight miles. Vessels drawing up to thirteen feet can enter the river. In the middle of 1887 a few electric lights were established along the quays from the river mouth to the first bridge, and one light on the bridge, so that steamers can enter the river after sunset. The wharfage is wholly occupied by steamers and sailing craft trading within the archipelago. As may be readily understood from the foregoing, the cost of doing business in this port is excessive and constitutes a very heavy burden upon commerce. Freight rates from Manila to Hong Kong, a distance of about seven hundred miles only, are as much as and sometimes more than from San Francisco to Hong Kong, a distance of eight thousand miles. In spite of these drawbacks, and while the policy of the United States with reference to these islands is uncertain, the volume of trade is steadily growing, and, it is believed, will continue to do so in an increased ratio with the influx of capital and the application of American ideas and methods. The paramount need, therefore, for a thoroughly protected harbor, with sufficient depth of water to accommodate the largest ships, wherein they cannot only lie in safety, but can load and discharge cargo in all weathers, is apparent. The dredging is done by a monster hydraulic dredge, delivering twenty-five thousand cubic yards a day and working with great regularity. The breakwater which is to protect the harbor from the southwest monsoon has been filled to a depth of thirty feet, so that it is visible at high water. There will be no finer harbor in the Orient than Manila will have when this great work is accomplished. Two millions of dollars have already been appropriated, and it will probably cost two millions more, perhaps three millions, before everything connected with the port is completed, including wharves and suitable warehouses. However, the Government will have one EXTENSION OF RAILROADS 149 hundred and sixty acres of valuable property which it may sell and which will go far toward recouping the outlay. The tonnage of shipping coming into this harbor has increased so much that the wisdom of the engineers and of the Commission in enlarging the harbor beyond the projected lines of the Spanish engineers and government has already been vindicated. After Manila has been provided for, the Government will undertake to improve Iloilo and Cebu harbors. No one has yet been willing to make a contract for the work. The company engaged in the Manila harbor improvement is unable at present to undertake additional contracts, and the work may be done by the Government with its own engineers and workmen. The Government has advocated earnestly during the last two or three years the extension of railroads throughout the islands, having secured surveys to parts of the country which seem most ready for development. The Philippine Commission has felt that a number of short lines of railroad could be constructed without Government aid, but that there are other lines of longer and more difficult construction which could hardly be attempted without actual financial encouragement from the Government. The Commission early recommended that a franchise for the construction of a road should be granted by which an income not exceeding four per cent., and probably not exceeding three per cent., should be guaranteed on the investment, the amount of which should be fixed by law. In tropical countries the cost of construction and maintenance of a railroad is much less, as compared with that of the construction and maintenance of a wagon road, than in the temperate zone. The effect of the rains on wagon roads is so destructive that their maintenance each year is almost equal to their original cost of construction in many places in the Philippines where good road material is difficult to obtain. It becomes, therefore, more important in these islands to have railroads than to build wagon roads, and it is believed that a stimulation of the construction of railroads by Government guaranty is fully warranted. The experience in building a wagon road to Baguio in the Province of Benguet is suggestive. The result of the survey showed that the road could be built at a cost. of $3,000 per mile upon easy grade, and that there were no serious engineering difficulties to be overcome. The appropriation asked for was made, but it was soon discovered that the estimate was much too small and that it would require probably twice the sum orginally estimated to complete it. After a large amount of work had been done on the road along the line projected, and when an early completion seemed in sight, the authorities were much disappointed to find that, owing to the shifting character of the soil and rock through which it ran, the road as surveyed was impracticable. In several places, where the road ran along the shoulders of the mountains, after heavy rains loose rock and soil would slide down upon it, and the bottom of the road itself would frequently drop out into the valley below. More careful investigation showed that this was due to the fact that the mountains themselves were composed of small broken rock mixed with volcanic mud which, when cut into in building the roads, caused the downward movement mentioned. It was also found, upon investigation and after experiment, that this could not be prevented even by |