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of their monopoly and put every possible obstacle in Richards’ path. When he began construction in April 1877—simultaneously from both ends—the Camden-Atlantic directors refused to allow the construction machinery to be transported over its tracks or its cars to be used for shipment of supplies. The Baldwin Locomotive Works was forced to send its construction engine by water, around Cape May and up the seacoast; railroad ties were brought in by ships from Baltimore.
    Richards permitted nothing to stand in his way. He was determined to have his train running that summer. Construction was at a fever pitch, with crews of laborers working double shifts seven days a week. Fifty-four miles of railroad were completed in just 90 days. With the exception of rail lines built during a war, there had never been a railroad constructed at such speed.
    The first train of the Philadelphia-Atlantic City Railway Company arrived in the resort on July 7, 1877. Prior to Richards’ railroad, round-trip tickets on the Camden-Atlantic were $3, and one-way fares were $2. The train fares for the narrow gauge railroad were $1.50 and $1. The device, which packed Richards’ trains, was the “excursion.” Richards understood that the majority of the people visiting Atlantic City could only afford a day trip. His railroad exploited that reality and related businesses provided attractions for people of modest means who were only able to visit for the day. The development of a resort where people would stay overnight in hotels would come later.
    Richards geared his new railroad to a class of customers who cared little that the cars they rode in were the dregs of the train yards. They didn’t mind that there were no windows, which meant they’d be a sooty mess by the time they reached the shore. Nor did they mind riding on seats made of wooden planks with cushions. The train may have jerked and creaked the entire trip over the iron rails, but that didn’t matter either. Excursion rates were $1 round trip, and to a majority of Richards’ customers the price was all that mattered. Richards’ new railroad was eventually sold to the Philadelphia and Reading Railroad Company in 1883 and converted to a standard gauge railroad line.
    Despite its short life, the impact of the Philadelphia-Atlantic City Railway was enormous. It spurred development in a new part of the island and brought in hundreds of thousands of first-time visitors. Richards had unleashed Atlantic City’s potential as a resort for the masses. In time, new hotels went up, investment capital was attracted, and Atlantic City launched upon a growth period spanning more than 50 years. Business in every town with a railroad station was stimulated, particularly in lumber, glass, and agricultural products. New development sprang up along the train route and real estate speculation was rampant, with fortunes being made overnight.
    More than a generation after its founding, Jonathan Pitney’s beach village was finally on its way to becoming a major resort.

The Grand Illusion

    Thud! The huge net hit the floor of the pier and the crowd squealed with joy. Salt water splashed everywhere as hundreds of fish squirmed about. Presiding over it all was John Young, grinning from ear to ear, while the people crowded around him gaped in amazement. These landlubbers had never seen such creatures of the deep, and Young played his role as “The Captain” for all it was worth.
    John Lake Young was the owner of Atlantic City’s largest amusement pier, “Young’s Million Dollar Pier,” and his twice-daily, deep-sea net hauls were famous, attracting thousands of wide-eyed tourists. Wearing knickers, an old sweater and cap, he was a wiry and weathered, red-faced man with sparkling blue eyes, reminiscent of a leprechaun. As he lowered the net to the floor of the pier, Young went into his routine of identifying the sea animals he had caught. It was an animated performance that mesmerized his customers. He