Peninsula Enterprise, April 13, 1882

The Accomack Steamboat Co. Replies to the Eastern Shore Steamboat Company.

Transportation -- Water - Steamboats

Editor of THE ENTERPRISE:

The brilliant prophecy that the New Steamboat Company must be a failure, has been duly heralded in THE ENTERPRISE. The trumpeter of the "glad tidings" is found in the camp of the enemy -- in the person of the genial clerk of the steamer Maggie. This fact, alone, should put us on our guard, induce us to suspect his motives, to scrutinize, critically, his arguments and to accept his conclusions "cum grano." Even without his signature, and despite the avowal that he writes for "the information of farmers, who have sought his advice," it is easy to read between the lines -- indeed, the conclusion is irresistible, that he is animated, chiefly, by devotion to the interests of the "old company." With these few preliminary remarks, we will proceed to pay attention, respectfully, to the reasons which he assigns for "the faith that is in him."

The first point he makes, and upon the strength of which, he does not hesitate, at once, to hedge about the new enterprise with grave doubts of success, is, "the lack of experience in its officers and directors in steam transportation."

From our standpoint we can admit the truth of this statement -- which sounds, it is claimed, the death-knell of our prospects of financial success -- and readily extricate ourselves from the dilemma, in which it, apparently, involves us. For this purpose, we have only to call attention to the fact -- which will not be questioned -- that we have in the list of officers and directors, me of LIFELONG experience in the water transportation trade -- men who have abundantly vindicated their ability to master the business, when judged by that crucial test -- success. We now put our esteemed friend, the purser, on the defensive, when we ask how it is possible that the mere substitution of steam and sidewheels for wind and canvas, can materially complicate the plain, practical principles, upon which the carrying trade is conducted? Upon the reply to this question, it may be, that the fate of the new company will hinge. Possibly, we may be favored with some novel theory in political economy -- startling in character and presaging certain disaster to our experiment. Again, it may be demonstrated that the principles universally recognized as applicable to commercial affairs, are to be instantly set aside when steam is made available as the motor power, though this be the only new factor introduced into the problem. If these, or similar propositions are adduced and satisfactorily maintained, we repeat, we doubt not, that the scales will fall from the blind eyes of our "inexperienced officers and directors," and the new Steamboat Company will be consigned to the "tomb of the Capulets." The second point of difficulty in the way of our success, we will state in the language of our friend, "that the new company make a big mistake in assuming that there will be no reduction of rates." Our answer to this is -- if this important contingency of the "cut in rates" has been overlooked by us -- if this question, which forces itself upon our attention at the very threshold of our undertaking, has not been duly considered and "discounted," we should richly deserve to meet the fate, so confidently pictured by the purser, as in reserve for us. We accept, as by authority, the announcement of our friend, that the policy to be pursued by the old line touching the question of "rates" will be "war to the knife," and we will only remark that this declaration but emphasizes the prevailing conviction in our midst, that "there's millions in it" to any company fortunate enough to enjoy the undisturbed monopoly of the steam trade of this shore.

The third point relied upon, as threatening disaster to the new line, is found in the statement that the stock of the Norfolk Packet Company with no opposition, only pays about 5 per cent. This may be true, but we fail to see its immediate bearing upon the subject, with which we are dealing. We will remark, however, en passant, that, if it be the wish of that corporation to increase their dividends to 15 per cent., we would advise the transfer of the business to the management and conscience of the Eastern Shore Steamboat Co.

The 4th point designed by the worthy purser to stab to death the new company, is his denial of the statement that the Tangier made, last year, $75,000. We cannot help noticing that the manner of his denial is very peculiar. He confines himself, in his contradiction, to the particular figures named, and in such a way as to force upon us the inference, that though she did not make $75,000, she did make $74,000. He doubtless stated the literal truth, as far as he goes. But why stop so short? He, of course, had the exact figures upon the tip of his tongue, and how very easy it would have been to transfer them to the point of his ready pen. And his reticence, here, is the more remarkable, because this information -- the earnings of the Tangier -- was in the direct line of his avowed purpose, viz: to furnish the basis for his counsel to farmers. To have published, therefore, in dollars and cents, the exact practical results of the working of the Tangier, would have been to turn the concentrated rays of a "calcium light" upon the pathway of these benighted inquirers for advice. Then, I again ask, why this sphynx-like silence? There was a motive for it, and we think its explanation may be found in the hypothesis, that if the true figures had been given, the variance between them and $75,000 would have been so insignificant, that the denial of the purser would have fallen beneath the dignity, even, of a clever technicality. But what was infinitely more important, the effect of the disclosure, we doubt not, would have been to "give away" completely the E.S. Steamboat Company.

The sixth position, that a controlling interest in the stock of the new company will be owned in Baltimore, we will dispose of by the brief statement, that if less than two-thirds be subscribed on this shore, the project will be abandoned. Next, and we believe the last position, though we have not the letter before us, is the claim for the old line of superior terminal facilities in Baltimore, and that, by reason thereof, a price is realized for potatoes, higher by 50 cents on the barrel, than for those sold at any other wharf. Mirable dictu! This is the crowning statement, yet! unless equalled by another, which I hear, is in circulation in our midst and also intended to enlighten the farmers upon the subject in controversy, viz: That our Baltimore wharf, alone, will cost $50,000. These statements cannot be settled by discussion -- their truth can only be determined by the proof. In this connection we will state that we know many farmers who "speak by the card," and freely avow that they have realized higher for potatoes sold at Bowly's, than for those sold at South street wharf. In this, we only illustrate the truth of the proverb, "that men will differ." Now, having noticed the many arguments presented in the interesting letter of our esteemed friend, as foreshadowing, in his opinion, the certain doom of the proposed new company, and having, in our reply, indicated the views entertained by us; we leave the whole question of its success where it properly belongs, to be determined by men whose hearts throb in sympathy with every movement for the prosperity of their native county, influenced and untrammelled by favors from, or official relations with existing foreign corporations.

ACCOMAC.

The Peninsula Railroad.

Transportation -- Railroad - ConstructionTransportation -- Railroad - Corporate

Washington, D.C., April 3.

Editor of the Enterprise:

Dear Sir: After four separate surveys from Pocomoke City to Eastville, we have located finally the route of the Peninsula Railroad.

The line has been selected with a view to accomplish two objects. First. To get the best possible route that would accommodate the most people at the least expense of construction. Second. To have a line that could be maintained and operated at the minimum expense.

It is now nearly ten years since I became interested in procuring the construction of a railroad down the Peninsula, to make a direct through line from Norfolk and the Southern Atlantic Seaboard to New York, in all this time I have never succeeded until recently in interesting capital sufficiently to make the inquiry as to the probable cost of the contruction and the future business of the road.

I now firmly believe that if we are pledged the right of way without cost to us, that I can secure the money to grade and build the road this summer.

One party agrees to take stock enough to grade it and tie it if the right of way is first procured; with that much secured we can buy rails and rolling stock on bonds.

We have secured a contract with the Pennsylvania Railroad System by which we are secured rights and privileges that will enable us to run from Accomack to New York City in nine hours.

If the people of Accomack county will promptly give us the right of way, we will open to them the best market in the world for early fruit, produce and sea food, by placing them as near to it, in a matter of time, as the people of New Jersey, thereby raising the price of their lands to that of the Jersey farmer, who has up to this time been able to control, largely, the New York market, although from two to three weeks later than Accomack county.

There are in Accomack county one hundred and nine property owners thro' whose lands our road will pass; of that number thirty-eight have already given us the right of way.

If the friends of the road will now give us a little assistance in this right of way matter, I think we can build the road this summer beyond any doubt.

The following is a list of the land owners, with the number of feet which we need to cross their estates, not yet given:

The following are the names of the land owners who have pledged us the right of way contingent on the construction of the road, and the feet the road is on them:

What is done must be done promptly, as my experience with the money market for the last six months warns me that a panic may sweep over the land again at any moment and prevent the contruction of further railroads for another ten years.

If you can promote the construction of the road you will confer the greatest advantage upon the people of Accomack county that has been bestowed upon them with more resources for prosperity than any similar county that I have ever witnessed.

We intend to locate a branch from our main line to the water front at Onancock, and if it is desired by the oystermen and farmers living along Onancock Creek, will run a track in there at an early date connecting with our trains North and South.

Very truly,

U. H. PAINTER,

Vice President Peninsula Railroad.