USA > New Jersey > Atlantic County > Atlantic City > The Daily union history of Atlantic City and County, New Jersey : containing sketches of the past and present of Atlantic City and County > Part 11
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The old minute book of the Company gives a report of the subscriptions to stock, fifty dollars a share, at the meeting held June 24, 1852, in the Arch Street House, Philadelphia.
SHARES.
SHARES.
Colwell & Bell.
100
John Lucas 50
Thomas Richards
200
John H. Doughty
Joseph Porter
200
Daniel Doughty 1
A. K. Hay
200
Robert B. Leeds 5
ALFRED ADAMS, JR.
THE FIRST RAILROAD.
SHARES.
Enoch Doughty. 100
Richard Hackett 5
W. W. Fleming 100
Chalkley S. Leeds
5
William Coffin
100
Jolin Leeds 5
Jonathan Pitney
20
James Leeds 5
Jesse Richards
20
John C. DaCosta
40
Thomas H. Richards
20
At this meeting the following directors were elected: Andrew K. Jay. . Chairman, and Samuel Richards, Secretary. William Coffin, Joseph Porter. Thomas H. Richards, Enoch Doughty, Jonathan Pitney, Stephen Colwell, and W. W. Fleming.
The following is an official list of all the Presidents of the Camden and Atlantic Railroad:
August 25, 1852, John C. DaCosta, elected President.
December 10, 1852, Andrew K. Hay, elected President.
April 1, 1853, John C. DaCosta, elected President.
September 1, 1854, Samuel Richards, elected President, pro tem.
April 6, 1855, George W. Richards, elected President.
July 13, 1857, John Brodhead. elected President.
October 22, 1863, Joseph W. Cooper, elected President.
December 18, 1863. Robert Frazer, elected President.
October 23, 1873, Andrew K. Hay, elected President.
November 18, 1875. William Massey, elected President, pro tem.
November 18, 1875, Samuel Richards, elected Assistant President.
March 16, 1876. John Lucas, elected President.
October 25, 1877, Charles D. Freeman, elected President.
February 22, 1883, William L. Elkins, elected President.
Dr. Pitney and Gen. Enoch Doughty were instrumental in securing sub- scriptions to shares of stock throughout the County. From original papers the following names and amounts are copied.
SHARES. SHARES.
Peter Boice, Absecon 5
John Walker, Mays Landing
Joshua Gorton, Mays Landing 2 Ebenezer Applegate, Absecon I
John Horner, Absecon . 5
Felix Leeds, Leeds Point.
John Albertson, Blue Anchor 20
Angustus Turner, Leeds Point 2
John C. Shreve, Blue Anchor 10
Charles C. Murphy, Absecon 3
Charles Collins, Blue Anchor 1
Hezediah Sampson, Absecon 1
Daniel Baker 5
Jonas Highee I
John Doughty, Leedsville 1 Daniel Bowen, Mount Pleasant .. . . 1
David Doughty, Leedsville 1
Frederick Chamberlain. Absecon. . 3 Joseph Merritt .
Edward Wilson
James English, Smiths Landing 1 Enoch Cordery
--
LEWIS R. ADAMS.
The Land Company and Surf hotel Association.
N connection with the railroad company it was largely, if not chiefly due to Samuel Richards that the Camden and Atlantic Land Company was formed. also the Surf House Association- the first to share some of the advantages in the advancing values of real estate, and the latter to provide a fine hotel to attract visiting thousands so that the railroad would have more business, and real estate values would more rapidly advance. Both of these proved wise, saga- cious and successful enterprises.
The Act to incorporate the latter company was approved March 10. 1853. Its incorporators and first directors were William Coffin, John C. DaCosta, Samuel Richards, William W. Fleming, Daniel Deal, W. Dwight Bell, Joseph Porter, Jonathan Pitney and Andrew K. Hay.
The following portion of an address issued to the stockholders, and no doubt written by Mr. Richards, in 1853, fully and accurately describes the geography and conditions of this island at that time.
"The principal portion of the lands now in possession and contracted for by the company, lie in intermediate sections upon the beach, and comprise about one thousand acres, at an average cost of ten dollars per acre.
"To give an idea of the greatly enhanced value of these lands since projec- tion of the railroad, bona fide sales have been made of the land adjoining those of the company (and not more advantageously located) at one hundred to three hundred dollars per acre, and we consider these prices now no approximation to the value of a portion of the land purchased by the company.
"Our lands are situated upon an island at the eastern terminus of the Camden and Atlantic Railroad, in the County of Atlantic, about fifty-seven miles south of east from this city, and about four miles from the main land, directly upon the ocean. This island is about ten miles in length, and the northern portion, for about two miles, is half a mile in width-the southern portion being much nar- rower.
"It is separated from the land by the Bay of Absecon, a vast expanse of meadows, and an inland channel extending along the coast for a distance of eighty miles, commencing at Cape May, and running north. The railroad, when com- pleted, will form an easy communication with this city for an extensive district of country, well cultivated, improved, and thickly settled, the principal means of .communication with which is now by coasting vessels to New York; the great distance to this city by bad roads rendering it almost inaccessible.
"Across the meadows and this stream, by an embankment and swivel bridge, the railroad reaches the island at a point about two miles south of the Inlet, upon
187)
EDWARD S. REED.
1.59
THE LAND COMPANY AND SURF HOTEL ASSOCIATION.
which it has its terminus on twenty-five feet of water, after running through the center of the island in a parallel line with the ocean.
"This portion of the island is covered with a beautiful growth of timber, which is now being trimmed-the undergrowth removed-the lands graded and drained-laid out in streets and walks, which, when completed, will render it very attractive.
"These groves are dense and extensive, and will form a beautiful retreat from the scorching sun and sands, from which nature rarely provides a shelter upon the seaside.
"Adjoining one of these fine groves, and near the beach, a hotel is now being erected, which, when completed, will equal in beauty, convenience, com- fort and situation those to be found upon any other place on our coast. One wing of this hotel (of which there are to be two, with an extensive front), will be ready for visitors before the end of summer.
SURF
HOUSE
THE OLD SURF HOUSE.
"The arrangement is such, that the railroad is located in front of this and other hotels, that will be erected, and the visitors will be landed by cars directly to their point of destination. This will save much trouble and confusion, and add much to the comfort of the throngs which will seek this island during the heat of summer.
"The Inlet (upon which the railroad terminates) connecting the Bay of Abse- con with the ocean, is about three-fourths of a mile in width, with a straight chan- nel and outlines distinctly marked, forming an easy and safe entrance to the spacious bay, with good anchorages, and affording a safe harbor, shelter from all winds, for large fleets of coasting vessels.
CLARENCE PETTIT, ESQ.
191
THE LAND COMPANY AND SURF HOTEL ASSOCIATION.
"A bar at the mouth of this inlet, which is covered from ten to twelve feet at low water, prechides the entrance of vessels of largest draft of water: this harbor is never ice-bound during the severest winters, and by the way of railroad will be within one and a half hours of Philadelphia. We have good assurance that when the road is completed an appropriation for a lighthouse, and for improve- ments of harbors, making it practicable for the larger size of vessels, can be obtained from Congress, and it will thus be made a complete winter harbor for the city of Philadelphia and greatly tend to promote our shipping trade.
"We need only ask the question, whether a location like this will not grow into importance? It will be a direct. cheap, and quick route to the eastern ports, and will be always accessible when our river may be entirely obstructed with ice. as it is too frequently the case during winter. The bay abounds with shell and other fish of many varieties, which are caught in large quantities; and to those fond of angling and sailing, who may seek pleasure here, it will contribute its full share of enjoyments. The meadows are the resort of all the different species of game usually found upon the seacoast, and form very extensive gunning grounds. The scenery from the beach is diversified and quite interesting.
"The ocean rolling in upon the front, and breaking upon the beach for a distance of ten miles, in an almost straight line-the Inlet. with its entrance marked by the spray, dashing and leaping upon the bar far out in the ocean- the bay and meadows forming an immense expanse of green and blue-the tin- dulating outline in the distance, dotted with farms and improvements. combine to render the location one of the most pleasant to be found upon the seacoast.
"The surface and beach are certainly unsurpassed. if at all equalled, upon our coast. The breakers are similar to those at Cape May; but extend along the entire beach for a distance of many miles: the strand is entirely level and smooth, at low water forms a drive of two hundred feet in width (so gentle is the slope) for a distance of ten miles.
"The country through which the road passes is proverbial for its pure air- its fine water-and extreme healthfulness. The land in many places along the road is highly susceptible of improvement, and can be purchased af moderate prices. Situated upon this great thoroughfare, it must be largely enhanced in value at an early period. The land company, with their capital of $100,000, will be enabled to secure a large amount of these lands (a course which they intend pursuing) upon which, in a short time, they will be enabled to realize a hand- some advance.
"These lands, sold to actual settlers, cultivated and improved, will tend to swell the revenue of the road."
The "Surf House Association of Atlantic City" was incorporated by Act of the Legislature, March 4. 1857. Its incorporators were George W. Richards, John C. DaCosta, William A. Rhodes, E. E. Bondissot. William C. Milligan, Daniel Deal, Isaac Lloyd. Andrew K. Hay, John L. Newbold, Samuel Richards. P. Maison, William H. Miller, George T. DaCosta. J. Freas, Thomas Allibone, J. J. Slocum, Charles Wurts, Simon Cameron and William H. Yeaton.
192
DAILY UNION HISTORY OF ATLANTIC COUNTY.
The Surf House, which was built by this association, was a large, fine two- story building, occupying a full square of ground bounded by Atlantic, Pacific, Kentucky and Illinois avenues. It was built in 1854, and conducted with great advantage to the city, if not to its owner for many years, till 1880, when the property was sold to Messrs. Morris and Archer for $30,000. They sold and scattered the buildings to a dozen widely different sections of the city, where they are still used as stores, hotels or tenements, and divided the land into building lots, opening Mt. Vernon avenue, where the main entrance and principal section of the large hotel stood.
The Camden and Atlantic Land Company, whose policy of encouraging early settlers by selling lots on easy terms promoted improvement, and whose history is so intimately associated with this city, still continues its work of development and has erected a hotel and cottages, graded and graveled streets at Ventnor, the southern suburb of Atlantic City. The Presidents of this company have been: April 22. 1853, William Coffin; June 22, 1854. William C. Milligan; March 20, 1868, William A. Rhodes: March 20, 1873, Andrew K. Hay; January 9, 1874. Samuel Richards, until his death, February 21, 1895, when John B. Hay was elected his successor.
Building of the " Marrow Gauge "
ARLY in 1876, owing to dissensions and differences among some of the directors of the Camden and Atlantic Railroad Company, Samuel Rich- ards, William Massey, Charles R. Colwell and W. Dwight Bell withdrew from the Board of Directors. Mr. Massey had been elected President of the Board of Directors and he had appointed Mr. Richards Assistant President of the road, when differences with other directors caused these four to resign. After his twenty years of experience Mr. Richards saw a better opening in the opera- tion of a second line than he did the first. They associated with themselves as directors of the new narrow gauge line James M. Hall. J. Lapsley Wilson, John E. Shaw, John J. Sickler, Levi C. Albertson. Thos. C. Garrett, John J. Gardner, Melvin R. Morse and Jacob G. Campbell.
Samuel Richards was President; H. B. Linderman, Secretary and Treasurer ; Samuel H. Grey, Solicitor; John J. Sickler, Chief Engineer, and Theodore F. Wurts, Consulting Engineer.
The new company was organized under the general railroad law that was enacted in 1873, providing "that the actual amount of money borrowed by any railroad organized under this act shall not exceed the actual amount paid in cash by the subscribers to the capital stock."
The company was organized for the purpose of building and operating a narrow-gauge railroad from Camden to Atlantic City, fifty-four miles, connecting with Philadelphia by steamboat. The original intention was for a three-foot gauge, but this was finally changed to three and one-half feet with Bessemer steel rails, fifty-four pounds to the lineal yard, instead of the standard broad gauge of four feet eight and one-half inches.
A few capitalists who had thoroughly investigated the cost and prospects of the new line at once subscribed to a sufficient amount of stock to secure its completion. The original estimate of the cost of building and equipment was about $700,000, and all the contracts at the finish amounted to less than that sum.
The Camden and Atlantic road had cost up to that time $2.425.478. or $40,- 000 per mile. The capital stock was $1,248,150, and debt $1, 163.658. The esti mated cost of the Narrow Gauge was less than $1 3.000 per mile, with $150.000 for rolling stock.
The population of Atlantic City in twenty-three years, since the first road was built, had increased from half a dozen families to 3,000 people. The gross receipts of the old road had increased from $1 17,000, in 1856. to $564.000. in 1876. and the steady growth of traffic with towns along the line as well as at the ter minus was very encouraging. In the building of the new road as for years he had been in the management of the old, Mr. Richards was the active spirit.
13
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HARVEY J. SHUMWAY.
195
BUILDING OF THE "NARROW GAUGE."
About the first work done on the new line was in Atlantic City, where the late Jolin L. Bryant built a wharf on the west side of the Thoroughfare for the landing of ties and timber sent from Philadelphia by steamboat for use on the meadows.
Ground was first broken in March, and on April 1, 1877, active operations began at both ends of the line. Day and night the contractors pushed forward the work under the vigorous personal supervision of Samuel Richards. Never before except in war or special emergency did railroad building proceed with such speed.
In ninety days the road was built. Over the meadows the cross ties were laid on timbers which made a solid foundation till gravel could be filled in. There were some annoying delays and obstructions, especially on the meadows, where E. A. Doughty, one of the directors of the old road, owned a strip of land. Quietly one night one hundred men proceeded and by laying a temporary track on the turnpike an engine was step by step pulled across by the men to the opposite side so that the work beyond could proceed till commissioners adjusted the damages for the disputed property.
On Saturday, July 7. 1877, the first trip of the officers and directors, with a few invited friends, was made from Camden over the new line. The train started at 1.43 P. M., in charge of conductor Stewart Drake, formerly of the Lehigh Road.
Owing to several stops and delay in laying the last rails and driving the last spike, the train did not reach Atlantic City till 9 P. M. A large number of people welcomed it in the depot with demonstrations of delight, believing it to be an important event in the history of the city, which it proved to be.
The party was entertained at Congress Hall that night by the late Col. Geo. W. Hinkle, and made the return trip next day, leaving this city at 8.23 A. M., and reaching Camden at 1.25 P. M.
Considerable feeling was engendered among the people in this city and along the line by the building of the opposition road. Some bitterly opposed the new enterprise. The matter was discussed in public print and in public meet- ings. Many naturally espoused and contended for the interests of the pioneer line.
Editor A. L. English, of the Review, which till that time had been the only newspaper in Atlantic City, espoused the cause of the "old reliable" with con- siderable spirit, but most people felt that railroad rivalry would help the town and they were not mistaken.
The location of the depot among the sand hills at Arkansas and Atlantic avenues was considered by some as too far down town. Excepting the Island House and the Seaview Excursion House, there were very few buildings in that part of the island at that time, but subsequent events proved the wisdom of that selection.
The landing of thousands of passengers in the new station made better streets in the vicinity a necessity, increased business, made a market for real estate, started
FRANKLIN P. COOK.
BUILDING OF THE "NARROW GAUGE"
new lumber yards. encouraged improvements after the dull and disappointing season of 1876.
The old Camden and Amboy statesmen who ruled New Jersey when that was the only railroad in the State, permitted the Legislature to grant the charter for the Camden and Atlantic road on March 19, 1852, because they laughed and scoffed at the idea of building a railroad that had "only one end to it." As there was no town or business at the ocean terminus the absurd charter became a law.
When the Narrow Gauge road was built as a separate and independent line. the idea was to construct a road especially adapted to the peculiar character of seashore travel and to the light and variable business of towns along the line.
Lighter and much less expensive rolling stock would cost less and greatly reduce operating expenses. It was argued effectively that engines weighing ten to twenty tons instead of thirty to thirty-five, and freight cars weighing 6,000 lbs. instead of 18,000 lbs. would be much better adapted to the business of the country which this line was to serve and for the safe and speedy through traffic.
The new line was built with as little delay and expense as possible, so that when completed it was able to do business on a greatly reduced schedule of prices.
The reduction in fares and freight rates was quite decided, which encouraged travel, popularized the line and brought hundreds of new people to the seashore.
Round trip tickets, which had been three dollars, single fare two dollars, were sold for one dollar and a quarter and one dollar. Summer excursion tickets sold for one dollar, and at times for fifty cents for the round trip. Yearly tickets sold for $20, instead of $40, and for a time passes were given to the proprietors of hotels and boarding houses with twenty or more sleeping rooms. Freight was carried at ten, twelve, fourteen and sixteen cents per one hundred pounds. Horses were brought down at two dollars per head, or one dollar and a quarter per head in carload lots. The result was that the rolling stock was barely sufficient for the demands upon it, and the crowds in the city were so large at times, especially over Sunday, as to nearly exhaust the supply of meat, milk, bread and provisions in stock. All previous records were exceeded, new capital and enterprise were invited and expansion became popular.
The Narrow Gauge was formally opened for traffic Saturday, July 14. 1877. Two trains began running either way on that date: an excursion train leaving Camden at 6.30 a. m., arriving in Atlantic City at 9.20 a. m., and a supply train leaving Camden at 3 p. m .. arriving in Atlantic City at 7.30 p. m.
Returning, these trains left Atlantic City, the supply train at 6.30 a. m11 .. arriving in Camden at 11.30 a. m .; excursion at 6 p. m., arriving in Camden at 8.55 p. m.
Regular passenger trains began running July 21, 1877. The opening of the road was celebrated with a special excursion to Atlantic City on July 25. when some eight hundred invited guests went to the sea.
The company began business with eight first-class locomotives, forty pas- senger cars, two smoking cars. two baggage cars, twenty freight box cars and forty construction cars.
198
DAILY UNION HISTORY OF ATLANTIC COUNTY.
Pier 8, at the foot of Walnut street, was secured for the Philadelphia terminus or landing of the steamers that run from the Bulson street wharf in Camden.
An excursion house was built at the ocean end of Florida avenue in this city, on a half square of land extending from Pacific avenue to the ocean. A storm tide undermined and wrecked the building before it was finished, and the lot which cost $5,000, in 1877, was sold fifteen years later for $25,000. It has since been sold for $65,000, and is probably valued at twice that sum now.
The company met with reverses and passed into the hands of Charles R. Col- well, as Receiver, July 12, 1878. One year later it went into the hands of William H. Gatzmer and G. B. Linderman, trustees for the mortgage bondholders.
In September. 1883, the road was sold in foreclosure proceedings to George R. Kearcher for the Philadelphia and Reading Railroad Company, which has since operated it. It was made a standard gauge, double-track line and given the finest roadbed and rolling stock. It has maintained its popularity and each year increased its business.
While not the financial success at first that its projectors anticipated, the Narrow Gauge enterprise popularized travel to the seashore and gave Atlantic City an impetus of prosperity that has continued ever since.
THE FIRST BOARDWALK.
The Test Jersey Railroad.
OR twenty-three years, 1854 to 1877, Atlantic City had but one single track railroad connecting with the outside world. That railroad had cost nearly double the estimated amount and had ruined, financially, all of its original incorporators except Gen. Enoch Doughty, of Absecon, and he was a loser in the sum of fifty thousand dollars. Fortunately, the Camden and Atlantic Land Company pledged its valuable holdings to secure the notes and obligations of the railroad, so as to continue its operation and sustain the enterprise.
When the Narrow Gauge was built, in 1877, the permanent population of Atlantic City was about 3,000. The reduction of fifty per cent. in the tariff schedule, increased number of trains and quicker time, resulted in a general rush to the sea- shore. Hotels and boarding houses were too few and too small for the demands upon them. Vis- itors, at times, walked the streets all night or slept in chairs on porches or in pavilions along the beach. unable to secure lodgings.
Business of all kinds became exceedingly ac- tive. Real estate advanced rapidly in value and building operations were prosecuted with great vigor.
In four years from the opening of the Narrow Gauge the population of the city had doubled. This was the situation in 1880, when Gen. W. J. Sewell, AN OCEAN PIER. the ablest and most active railroad man in the State, representing the Pennsylvania Railway interests, organized the West Jersey and Atlantic Railroad Company. to build a branch from the Cape May line at Newfield, 34.4 miles, through Mays Landing and Pleasantville to Atlantic City.
This third line to the sea was formally opened with an excursion on Wed- nesday, June 16, 1880. Dinner was served in the new West Jersey Excursion House at the ocean end of Georgia avenue. Addresses of welcome and praise were made by George Wood, ex-Judge James Buchanan, Hon. Edward Bettle, Mayor Harry L. Slape, William Massey of the Narrow Gauge, Edwin E. Reed of the C. & A., Hon. A. Louden Snowden, State Senator Gardner and others.
The Directors of the new West Jersey line were George Wood, President; Israel S. Adams, George C. Potts, Samuel Lewis, Wm. S. Scull, Mahlon Hutchin- son, Charles P. Stratton, Gen. Mott. Edward A. Warne and Benj. F. Lee.
This third line soon made the name of Atlantic City familiar in every ticket
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200
DAILY UNION HISTORY OF ATLANTIC COUNTY.
office of the great Pennsylvania system throughout the land and gave this city a prestige it had never had before.
There were now three rival railroads connecting Atlantic City with Phila- delphia, the second largest city in the United States: The Camden and Atlantic, 59 miles, opened in 1854: the Narrow Gauge, 55 miles, opened in 1877; and the West Jersey, 63 miles, opened in 1880.
But the enterprising Directors of the West Jersey road were unable to secure the terminal facilities in this city which they needed and desired. The C. and A. had a valuable and exclusive franchise on Atlantic avenue. City Coun- cil had granted the Narrow Gauge the privilege of a double track on Baltic to Massachusetts avenues. This put the third and last road at a considerable dis- advantage. Representatives of this company offered to give the city $100,000 for the same privileges on Atlantic avenue as the old road then had.
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