Read Ebook: Early Days in Fort Worth Much of Which I saw and Part of Which I Was by Paddock B B Buckley B

Font size: 10 px 15 px 20 px 25 px 30 px 35 px

Background color: BlackWhiteGrayLight GrayDark GrayDim Gray

Text color: BlackWhiteGrayLight GrayDark GrayDim Gray

Apply/Save settings

Ebook has 191 lines and 20601 words, and 4 pages

This 2010 facsimile of the rare first edition is limited to 300 copies. B.B. Paddock created this work just after 1900, perhaps 1905 or 1906. It provides early Fort Worth history and is a necessity for a Fort Worth collection.

Albert L. Peters Bookseller P.O. Box 136814 Fort Worth, TX 76136

E-Mail: petersfortworth@aol.com

I purpose writing a brief history of Fort Worth from the time of its selection as a military post down to the time within the memory of men now living, who may be interested in the struggles and sacrifices made by those who laid the foundation of the City. I purpose giving somewhat in detail the work of these patriotic, public-spirited men to whom the present citizenship of the City owe so much.

I am inspired to do this for the reason that so much credit is given by the uninformed to men to whom no credit is due and so much is withheld from those who bore the burden and heat of the day in times that tried men's souls, and to whom no sacrifice was too great, no demand upon their time or purse too much, if it could be shown that Fort Worth was to derive a benefit from the expenditure of time or money. The good that men do should live after them. But men should not have the credit for deeds done in the body when the deeds were never performed. Obituary notices are useful as examples to the living, but to be useful they should be true. Men should not be given credit, even though it may make pleasant reading to the families of the deceased, for things they did not do and perhaps had not the means of doing, no matter how willing they may have been.

In the early days of this city there was among its citizenship a coterie of men, the like of which were never found in any other community. Their first and only thought was for the upbuilding of the city. Some of these men are still living, but most of them have gone to their reward. It is greatly to be regretted that all could not have lived to see the culmination of their efforts and to participate in the prosperity which they helped to bring to the city.

In what follows there shall be found "nothing extenuate, nor aught set down in malice." It will be "an o'er true tale" as I saw it I do not hope that this little volume will be complete but that it may serve as a foundation for some future historian to erect a structure as voluminous and veracious as Gibbon's Rome or Hume and Smollett's England. As far as it goes it may be regarded more authentic and reliable than Knickerbocker's History of New York.

FIRST SETTLEMENT OF FORT WORTH.

At the close of the war with Mexico, General Winfield Scott sent a troop of the Second Dragoons in command of Major Ripley A. Arnold to North Texas to establish a post to protect the then sparsely settled territory from the forays of the Indians which then inhabited this section.

Major Arnold selected this as the most central point for this purpose.

The post was first called Camp Worth in honor of Brigadier General William Jennings Worth. It was established on the sixth day of June, 1849. On November 14th, 1849, the name was changed to Fort Worth, and it was abandoned on the 17th day of September, 1853, and the troops stationed here were sent to Fort Belknap, about a mile from the present site of the town of Belknap. There was never a fort at this point and the only buildings were the barracks at the head of and a little west of Houston street.

The first settlement in the county of any magnitude grew up about the military post and on its abandonment the buildings were used as stores by those who had settled near the post. Among those who were in business here were Col. Abe Harris, who at this writing still lives in the city, the late James F. Ellis and G. P. Farmer who subsequently located a farm about twelve miles south of the city.

When the soldiers left there was only a meagre country population in the vicinity; barring a few supply trains no current of trade had yet begun to flow through this section of Texas. There were no cattle trails; nothing permanent to arouse enthusiasm for this straggling settlement on the Trinity Bluff and the seed of civilization planted and protected during the brief military occupancy, might, on good and relative grounds, have experienced the same blight that befell Fort Phantom Hill and Fort Belknap.

But this nucleus of citizens, among whom, besides those named, were E. M. Daggett, C. M. Peak and John Peter Smith, whose names later became associated with every enterprise in which the city was interested.

ABOUT THE INDIANS.

An effort was made in 1873 to remove all the hostile Indians from Texas to the Reservation in the Indian Territory. The removal was accomplished but it was not easy to keep them there, and there were occasional raids across the border and into the settlements. The exact date of the last foray is not accessible at this writing, but it was made as far south as Jack and Young counties, just west of Los Valley where James C. Loving had a ranch and his residence. The foray was led by two Indian Chiefs, Santanta and Big Tree. They fell upon a wagon train conveying supplies to Fort Griffin which stood about fourteen miles northwest of the present town of Albany. It was owned by Capt. Julian Feild, of this city, and Henry Warren, of Weatherford. The train was destroyed; the wagons burned; the mules and horses taken away and several men killed. A wooden monument marks the place where the encounter took place. Troops were dispatched after the savages and the two chiefs were captured. They were tried for murder at Jacksboro and convicted and sentenced to death, but the sentence was commuted by Edmund J. Davis, then Governor of Texas, to confinement in the penitentiary for life. Santanta was afterwards pardoned and at last accounts was still living on the Reservation near Fort Sill, Oklahoma.

On August 16th, 1874, another raid was made into Texas, coming as far as Veal's station about three miles west of the present town of Springtown, where one man was killed. Two others were killed by the same raiders on the Weatherford and Jacksboro road, about half way between the two towns. This was the last appearance of hostile Indians in this part of the State. There were other forays on the borders of New Mexico subsequent to that time.

CREDIT TO WHOM CREDIT IS DUE.

When it comes to calling the roll of patriots who worked so long and faithfully for the upbuilding of the city one ventures upon dangerous ground. The memory is at times treacherous and some of the best and truest are liable to be over-looked. But that their names may be enshrined in the hearts of the people and perpetuated by this modest record of the time the chance will be taken. It would be well to dig up the tax rolls of that day and make a copy of it, for every man in the city with but one or two conspicuous exceptions was ready at any and all times to spend and be spent for the good of Fort Worth.

But there were a few who were conspicuous by their liberality whose names may be mentioned without any invidious distinction as to others equally worthy. The first of these are the men who donated three hundred and twenty acres of land lying along the southern border of the city to the Texas & Pacific Railway Company. These men were E. M. Daggett, Major K. M. VanZandt, Thos. J. Jennings and H. G. Hendricks. They were the ones to set the pace for their fellow citizens.

Of those who contributed of their time and money without stint may be mentioned those whose names are recorded above, who did not stop with this princely donation and claim that they had done their share; to these should be added John Peter Smith, Walter A. Huffman, B. C. Evans, Joseph H. Brown, C. M. Peak, W. H. Davis, William J. Boaz, James F. Ellis, M. G. Ellis, H. C. Holloway, J. J. Jarvis. M. B. Loyd. W. W. Dunn. W. P. Burts. E. J. Beall, George Newman, William B. Young, W. B. Tucker, Stephen Terry, Jesse Jones, Dr. J. F. Shelton, A. J. Chambers, B. L. Samuels, John Hanna, Porter King, W. A. Darter, Sam Seaton, Sam Evans, J. C. Terrell and others. These are they who were here before the advent of the railroad and many of them before there was any talk of a railroad. When it was definitely settled that the road would be constructed to this city the people commenced at once to reach out after other enterprises and it may be truthfully stated that every man, woman and child helped with time and money. Their names are enshrined in the heart of every patriotic citizen of Fort Worth.

Upon the arrival of the railroad and soon after, they came by the carload. Among the most prominent, and who have been most active in the upbuilding of the city may be mentioned W. G. Turner, J. B. Burnside, A. J. Roe, Willard Burton, A. S. Dingee, J. M. Hartsfield, A. J. Anderson, J. L. Cooper, J. W. Spencer, A. E. Want, E. H. Keller, Neil P. Anderson, W. G. Newby, W. F. Sterley, C. J. Swasey. Here, again, a lapse of time and defective memory must be the excuse for not mentioning others equally worthy.

FIRST PROMINENCE OF THE CITY.

Fort Worth first came into prominence in the year 1872. when Col. Thomas A. Scott, who had come into the ownership and control of the Texas & Pacific Railway, in company with Col. John W. Forney, the editor and proprietor of the "Chronicle" of Philadelphia, made a trip across Texas for the purpose of selecting a route for this road across the State. Colonel Forney wrote voluminous letters to his paper describing in great detail what he saw and how he was impressed with the resources of the State. He afterwards wrote and published a pamphlet entitled "What I Saw in Texas" which had a wide circulation.

In these letters and in the pamphlet he had much to say about Fort Worth. In fact, he gave it more space than any other point in the State, and predicted for it a brilliant future. He did not hesitate to predict that it would be the most prominent place in the northern part of the State. It being generally known that he was the guest of Colonel Scott on the trip, it was quite natural that his readers should reach the conclusion that he reflected the opinion of the President of the Railway Company.

A secondary purpose of the trip across Texas and the presence of Mr. Forney, then among the foremost editorial writers of the day, was to educate the public and to influence it in favor of a grant or subsidy from the general government in aid of the construction of the road, such as had been granted to the Union Pacific Railroad. A bill was then pending in Congress for this purpose. Forney's paper as well as others in the east set forth with great emphasis that this line would be of greater benefit to the nation at large than the more northern route, inasmuch as it was in a more southerly latitude and would be open for traffic every day of the year, and would not be snowbound as it was contended the more northern line would be at certain seasons of the year.

Col. Scott commenced the active work of construction westward from Marshall and Jefferson immediately on his return from the Pacific slope and prosecuted it with all possible energy. He had associated with him General Grenville M. Dodge who was the chief engineer of the Union Pacific and Mr. Frank S. Bond who was the financial director of the same road. The road was constructed as fast as men and money could do the work and every argument that could be devised was put forth to persuade representatives in Congress that this line was of prime necessity to the commerce of the country.

Representatives of the company attended every convention of importance that was held in the country and resolutions were adopted urging Congress to grant the southern route the same concessions that had been given the northern line.

Meanwhile Col. Scott and his associates were bending every energy to secure capital for the construction of the road. In the summer of 1873, Scott went to Europe on this mission. It was reported, from what was regarded as reliable sources, that he had interested English capital in the enterprise and every one in North Texas was rejoicing in his success. It was stated that so confident was Col. Scott that he had provided a dinner at which all who were in London, interested in the enterprise, participated in celebrating his success. While the dinner was in progress a cablegram was received announcing the suspension of the financial house of Jay Cooke & Co. This firm was the financial house of the general government at that time. It was they who had carried on the negotiations for the United States during the war and who had handled and marketed the bonds issued to support the armies of the United States in that great contest. This had given it the widest reputation throughout the world and its failure wrought havoc in financial circles everywhere. Very naturally it put an end to Scott's negotiations and he returned to this country very much dejected but not at all dismayed or discouraged.

It was a dark day for Fort Worth. The news fell upon this city like a thunder bolt from a clear sky. From the highest point of expectancy the people descended into the lowest depths of despondency.

When the work of the road had reached a point west of its eastern terminal this side of Marshall, Fort Worth commenced to grow. People came to the city from all points, but more numerously from Kansas and Missouri. But they came from everywhere and bought property, built houses and engaged in business. From the fall of 1872 to that of 1873, Fort Worth grew from a little hamlet of a few hundred into a bustling city of three or four thousand. Rents were fabulous and business in all lines was active. Fortunes were made in real estate and corner lots would double in value in a night.

But the first day of September, the day of the suspension of Jay Cooke & Co. told another story. Values declined with as much rapidity as they had grown up. People who had invested their money and paid a part in cash and gave their notes for the remainder; who had commenced the erection of houses that they were never to see finished; who had ordered and in many instances received stocks of goods for which there was no market saw bankruptcy staring them in the face. Professional men from all over the country had left comfortable homes and good business to come here and begin their fortunes anew, faced inevitable ruin. The population dwindled as rapidly as it had grown. Stores and dwellings were vacated by the score. Business was at a standstill and gloom and despondency was everywhere visible. The road to the eastward was filled with people who were leaving the town in as large numbers as a few days previous they had sought it.

Meanwhile the road to which so many looked with expectancy and hope was nearing Dallas. It was completed to about Forney, east of Dallas, and the work was continued until the road reached Eagle Ford, six miles west of Dallas, when it was discontinued and the forces disbanded. Eagle Ford which had sprung into a town of more than a thousand was as quickly depopulated--the people for the most part moving back to Dallas. It was the opportunity for that city. Had the panic broken thirty days later so that it would have been practicable to have completed the road to Fort Worth before suspending operations, Dallas would have been a good county seat town instead of a thriving city and Fort Worth would today have been a city of a quarter of a million population.

The decimation of Fort Worth left here about one thousand people. Many of them stayed because they could not well get away. Others remained because their faith in the ultimate growth and preeminence of the city was not shaken by this disaster. They went to work with a grim determination to make a city of Fort Worth and how well they performed the task, many still living, well remember. Their names are household words with the older citizens and will never be forgotten. They are inscribed on the tablets of their memories never to be effaced.

A great number of those who left Fort Worth at that time went to Dallas. Some of them have become prominent factors in the development of the city. There was little or no business left to Fort Worth, except the spring cattle drive. That brought business to a few. The town was dead as far as business and development went. The grass literally grew in the streets. This was not a metaphor to indicate stagnation, but a doleful fact. There were more empty stores and vacant dwellings than those that were occupied. The people busied themselves principally with an effort to devise ways and means to secure a railroad and with politics in which they took an interest that was keen and constant. Town meetings were almost of weekly occurrence, and a sufficient number of resolutions were adopted and committees appointed to have built the embankments for a road to Dallas if they could have been utilized for that purpose. The faith of the people never wavered for a moment. It was with them constantly and under all circumstances. They never failed to sing the praises of the city and to predict its glorious future. Volumes were written and distributed telling of the glorious future that waited upon those who believed and remained with the city.

Among those who left the place when the cyclone hit it was a young lawyer who had come hither from Georgia. One Robert E. Cowart. He went to Dallas where he still lives and is one of the promoters of the scheme to get deep water in the Trinity at that place. Cowart was, and is, a bright man. He has a keen sense of the ridiculous and verbiage that can make an Indian's hair curl. He lived long enough in Fort Worth to become acquainted with the peculiarities of its people. It was he who furnished the facts that gave Fort Worth the name of the "Panther City." Knowing the conditions that prevailed here, he wrote a communication for the Dallas Herald, then the leading paper of North Texas, telling of the discovery of a panther in the streets of Fort Worth, and the action taken by the people.

No attempt was made to deny or explain the charge. It was accepted as a fact. The town was by common consent christened "Pantherville." Every one named every thing "Panther." There were "panther" stores, "panther" meat markets, "panther" saloons. The "Democrat," a weekly paper, being printed here, secured a cut of a panther couchant, which it displayed at the head of the paper. A fire company organized at about that time named the engine the "Panther." Two panther cubs were advertised for and secured by the local paper and they were housed in a handsome cage at the firehall. When, a little later, Dallas gave a big celebration or demonstration of some kind, the wagon with the panthers were taken over there, drawn by four white horses and escorted by forty good and patriotic citizens of the town clad in white uniforms. It was easily the most attractive part of the procession on that occasion. Fort Worth is still known as "Pantherville," or the "Panther City."

FORT WORTH BECOMES A CITY.

It has been stated that having nothing better to do--and there are few better things to do--the people took an active interest in politics. The first political movement of importance occurring about that time was the incorporation of the city. The Thirteenth Legislature in which Major K. M. VanZandt represented this county, passed an act authorizing the incorporation and the people were active in the preparation of a charter. Meetings were held almost nightly in the Court House for this purpose. The most active participants were John Y. Hogsett and Frank W. Ball who represented the conflicting opinions.

The charter was effective March 1st, 1873, and the first city election was held on the third day of April, following. The opposing candidates for mayor were Dr. W. P. Burts and P. M. Thurmond. The election was spirited and exciting. Most of the more recent citizens were for Thurmond who was himself a "new comer" as they were designated. When the votes were counted Dr. Burts was elected by a majority of 68 votes. The total vote being 366. The other officials were, Ed. Terrell, Marshal; N. M. Maben, Assessor and Collector; F. W. Ball, City Attorney and J. F. Swayne, City Secretary. The Board of Aldermen were, M. B. Loyd, M. D. McCall, A. Blakeney, W. J. Boaz and A. G. Rintleman. There were twenty candidates for alderman, all of whom but two have answered the last roll-call and passed over the river.

When the panic of 1873 fell upon the country the city government suspended business as far as practicable. The city officials agreed to draw no salaries and depended on the fees of the Mayor's Court for whatever compensation they received. All ordinances were suspended except those pertaining to the preservation of the peace. The city election was held at the proper time when Dr. Burts was re-elected. The following comprised the official roster: T. M. Ewing, City Marshal; John S. Loving, Treasurer; Theo. Hitchcock, Secretary; G. F. Parnham, Collector and J. L. Chapman, City Attorney. The Aldermen were R. H. King. A. B. Fraser. W. H. Overton, W. H. Williams and Joseph H. Kane.

Among the defeated candidates for aldermen were: W. J. Boaz and J. P. Alexander, who stood for re-election and Col. J. P. Smith. Ewing resigned as City Marshal the following December and at an election for his successor T. P. Redding, N. M. Maben and H. P. Shiel were the candidates. Redding received 47 votes and Maben and Shiel 68 votes each. Another election was ordered and Redding withdrew and Columbus Fitzgerald, who had been the deputy of Ewing entered the race and went off with the goods.

At the succeeding election Capt. G. H. Day and J. F. Cooper were the rival candidates for mayor. Day received 206 votes and Cooper 136. J. C. Scott was elected City Attorney; C. McDougall. City Secretary; H. P. Shiel, City Marshal; G. F. Parmer, Assessor and Collector; J. S. Loving, Treasurer. The Board of Aldermen were W. T. Maddox, P. J. Bowdry, D. R. Crawford, Isaac Dahlman and J. J. Jarvis.

Much interest was manifested in this election because of the alleged profligacy of the former administration. The city debt had been run up to the mammoth sum of ,952.91 and something had to be done or the city would be financially ruined. There was also a delinquent tax list of .85 showing a gross lack of attention to city affairs by those in authority.

The next city election was probably the most exciting political contest ever pulled off in this city. Capt. Day, who had been twice mayor, was not in favor with a large number of people and a herculean effort was made to defeat him. The aspirations of several good men was a serious handicap to their efforts. The contest finally settled down to Day, Larry Steele and John D. Templeton. When the ballots were counted it was found that Day and Templeton were tied and Steele three votes behind them. A second election was ordered and Steele was prevailed upon to withdraw. The result was another tie and a third election was ordered. Interested parties began to scan the poll lists to ascertain if any fraudulent or illegal votes had been cast when the discovery was made that B. B. Paddock, who then lived where he now does, at the corner of Jennings Avenue and Terrell Avenue, and Hugh W. Davis, who lived across the street from him where John Laneri now lives, and both of whom were outside of the city limits had voted in each election. Both were and had been active in city affairs and it had not occurred to them that they were not citizens of the city and allowed to participate in the election and Day was elected by three votes. Paddock and Davis had to behave themselves for a season and were threatened with prosecution for illegal voting every time they became too active in matters that did not concern them.

At the succeeding election Day was beaten by Col. R. E. Beckham, who held the place for two terms when he declined to again be a candidate. Col. John Peter Smith was chosen as his successor. This is enough on this subject, although there were other and interesting contests in the late 80's and early 90's.

RAILROADS.

A volume might be written upon the struggles that Fort Worth went through in securing the railroads that have contributed so much to its growth and success. Mention has already been made of the failure of the Texas & Pacific to reach Fort Worth on schedule time. A land grant had been given the road by the State conditioned on its being completed to Fort Worth by the first day of January, 1874. Generous and public Spirited citizens of the city, Maj. K. M. VanZandt, E. B. Daggett, Thos. J. Jennings and H. G. Hendricks had donated three hundred and twenty acres of land lying along the south side of the city upon the same conditions. As each succeeding legislature met, it extended the time for the construction of the road for a year, and the grant of lands by the above named citizens was renewed. This continued until the Constitutional Convention of 1875, which passed a resolution further extending the time until the adjournment of the First Legislature held under the new Constitution.

This session of the Legislature convened on the second Tuesday of January, 1876. Tarrant county was represented in that body by the Hon. Nicholas Darnell, who had also been a member of the Convention that framed the Constitution. In the meantime the people of this city despairing of the road being constructed by the company, undertook to build it themselves. They organized "The Tarrant County Construction Company" and subscribed to the capital stock, assuming to make payment in money, labor, material, forages, supplies or anything they had which possessed a marketable value. A contract was entered into with the railway company for the construction of the road from Eagle Ford, its western terminus, to this city. The contract was let to Roche Bros. & Tierney, of which firm J. J. Roche is still surviving and a citizen of the city. The work was commenced in the fall of 1875. Maj. K. M. VanZandt was the President of the company, John S. Hirshfield, Vice-President; Zane-Cetti, Secretary and W. A. Huffman, Treasurer.

When the Legislature assembled, the railway company made application for still another extension, but the opposition to it was very pronounced and had a large following. It soon became evident that a sufficient number of votes could not be secured to obtain the extension. The company had expended large sums of money in surveying and platting the lands in the west which amounted to sixteen sections per mile. It was too rich a prize to abandon without a struggle. The company took the contract off the hands of The Construction Company and put forth every energy to the construction of the road to this place with a view to its completion to this city before the Legislature should conclude its labors and adjourn. Gen. John C. Brown, of Tennessee, was the Vice-President of the company and he was on the ground day and night, if his services were necessary. Maj. D. W. Washburn, the chief engineer, was equally active and the contractor, Morgan Jones, is said not to have changed his clothes or gone regularly to bed during that period of unexampled activity. The Legislature had finished its labors early in July and the Senate had passed a concurrent resolution of adjournment and sent it over to the House. The rails of the Texas & Pacific were many miles east of Fort Worth. An adjournment of the Legislature meant the sacrifice of the magnificent landed domain which it had surveyed and platted. Then commenced the most strenuous parliamentary battle recorded in the history of this or any other state. The friends of the railway company refused to adopt the resolution to adjourn. The vote was so close that the absence of a single friend of the company might mean disaster. Gen. Darnell, the member from this county, was one of those who voted against adjournment and the General was sick. He was carried into the hall every day, on a cot, and voted "no" on the resolution to adjourn sine die; and voted "aye" on a motion to adjourn till the following day. This was continued for fifteen days. The rails had reached Sycamore creek just east of the city. Here was a long bridge and a still longer trestle. The latter has since been filled up. Bridge timbers and ties were converted into a crib upon which the rails were laid. Then the track left the grade and took to the dirt road which ran nearly parallel to the right of way. Ties were laid on the ground supported at either end by stones picked up from the right of way and the rails spiked to them. It was as crooked as the proverbial ram's horn, but it bore up the rails. On the 19th day of July, at 11:23 o'clock a. m., the first train ran into Fort Worth. The train was in charge of Conductor W. R. Bell who still pulls a rope on the T. & P. and draws a monthly pay check therefrom. Mr. L. S. Thorne, subsequently Vice-President and General Manager, had charge of the head brake. Engineer Kelly, the father of Jack Kelly, who is now the Travelling Engineer of the Fort Worth & Denver, was at the throttle. The name of the rest of the crew is not obtainable at this writing.

It was a day of great rejoicing in Fort Worth and the gallant band who had manifested so much patriotism and faith and worked so assiduously for the city came into their reward. A great demonstration was had. Lacking cannon, anvils were obtained from the shop of W. H. Williams--for whom E. H. Kellar worked as an apprentice--Maj. J. J. Jarvis was chief of artillery with P. J. Bowdry as his able assistant. Business of every kind became active and the city commenced to grow and prosper. Buildings of every kind and character were in great demand and new ones were constructed as fast as men and money could erect them.

Share on: WhatsApp @Hash Facebook Tweet