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.

The County was created by the Legislature in December, 1849, and the county seat was located at Birdville. The spirit of conquest was rife in the veins of the early settlers and at the instance of Capt. Daggett and others, the Legislature was induced to permit an election to decide upon the county seat. Birdville was at that time the larger place. Had the election been untrammeled it would have probably remained the seat of government for many years. The citizens of Birdville charged, and there seems good reason for the charge, that the election of Fort Worth was brought about by the votes of Sam Woody, the first settler of Wise County, and the members of his family. Enough was shown to induce the Legislature to order a second election. About 1855, A. J. Walker who lived a few miles northeast of Birdville was a member of the State Senate. He was instrumental in having a bill passed providing for another election. This occurred about the year 1860. The exact date is not accessible to the writer. By this time the population of Fort Worth had increased to sufficient numbers to enable it to make good its claim as the proper place for the court house. Birdville abandoned its claim and endeavored to defeat Fort Worth by casting its votes and throwing its influence for “The center of the county” which would be a little nearer Birdville than Fort Worth. The vote resulted in 301 for “the center” and 548 for Fort Worth and the vexed question which has cost the lives of some and the expenditure of about $30,000 was settled for all time.

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.

Among those who came to Fort Worth prior to the advent of the railroad and who remained and gave of their time and money to advance the interests of the city to the best of their ability and who witnessed the culmination of their desires may be mentioned Thos. A. Tidball, Zane-Cetti, C. K. Fairfax, J. J. Roche, F. J. Tatum, J. S. Godwin, Jas. H. Field, Dahlman brothers, S. P. Greene, D. C. Bennett, Geo. Mulkey, S. H. Hulkey, T. C. Boulware, the Pendery brothers, P. J. Bowdry, J. Q. Sandige, J. Y. Hogsett, Jno. F. Swayne, T. J. Peniston, D. B. Gardner, Z. E. B. Nash, I. Carb, J. M. Peers, John Nichols, Jere Marklee, J. F. Cooper, D. C. Bennett, S. T. Bibb, W. T. Maddox, and his brothers R. E., E. P., J. H. and a cousin J. M. who now resides in Jack County. There are others, but their names do not occur to the writer at this time.

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 $4,952.91 and something had to be done or the city would be financially ruined. There was also a delinquent tax list of $19.85 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.

Pending the long wait for the Texas & Pacific other roads had been chartered and organized. The Fort Worth & Denver City was the first of these. It was organized August 12th, 1873. Its personnel came from the active forces of the M. K. & T. and the Texas & Pacific. The first President was J. M. Eddy, of the “Katy.” W. W. H. Lawrence was Vice-President and C. L. Frost, Secretary and Treasurer. It maintained its organization intact during the period of depression and was found ready for business when the effects of the panic were dissipated.

The Red River & Rio Grande from Denison to the Gulf was chartered as was the Fort Worth, Corsicana & Beaumont. The first of these was absorbed by the M. K. & T. and the latter was never given vitality, but later the Fort Worth & New Orleans was organized and built by Fort Worth people.

M. C. Hurley and J. J. Roche both still living and residents of the city were active participants in the promotion and construction of this road. It was later absorbed by the Southern Pacific System, where the ownership still remains.

The Gulf, Colorado & Santa Fe railway entered Fort Worth on the second day of December, 1881. In the meantime work had commenced on the Fort Worth & Denver City railway, which was chartered as early as 1873, and the construction of which was delayed by the same panic that had wrought such havoc to the fortunes of the Texas & Pacific. The grading was commenced on this road in November, 1881, at or near the present station of Hodge. The first rail was laid the following February and the work was prosecuted with vigor until the road reached the State line at Texline, where it met the Denver & New Orleans, which had been constructed from the City of Denver.

The M. K. & T. came into Fort Worth over the rails of the Trans-Continental Division of the Texas & Pacific in the early part of 1880. It continues to use the same line, there being a joint ownership thereof.

On November 23d, 1886, work was commenced on The Fort Worth & Rio Grande, a company organized and promoted by the writer.

In 1887-8 the “Cotton Belt” made its advent into this city and in the 90’s came the Rock Island, the Frisco and the I. & G. N. The Trinity & Brazos Valley followed soon after using the Santa Fe rails between this city and Cleburne and later the Rock Island between this place and Dallas.

PUBLIC FREE SCHOOLS.

Many erroneous statements have been made from time to time about the organization of the Public Free School System of this city. Credit for this work has been ascribed by different persons to almost every one that ever had anything to do with the schools, and to some that never had anything to do with them, except, perhaps what they were paid to do out of the school funds of the city.

The truth of history makes it necessary to say that credit for the initial work essential to the organization is due more than to any one else to Major K. M. VanZandt, Dr. Carroll M. Peak and to the Fort Worth Democrat.

As early as January, 1877, the Democrat commenced a campaign for an independent school system in this city. It appealed to the City Council to order an election to ascertain whether the people desired to take control of the schools. The necessary resolutions were passed and an election ordered for the 28th day of February, with Dr. Peak as presiding officer. The election was held at which 90 votes were cast; 85 for and 5 against the proposition.

When it was proposed to organize, it was contended that a city of less than 10,000 population could not become an independent school district. As Fort Worth had less than half this number of people, the project was abandoned until the early part of 1882. All during the interim the persons mentioned were working in favor of the independent schools. It was known that there was opposition to the special tax for school purposes.

In February, 1882, the Council was again appealed to. This time to have a special census taken to ascertain if the requisite number of people lived in Fort Worth to authorize an independent district. The Council objected to this on account of funds. The writer of these lines agreed to do the work of supervision and Col. Smith and Maj. VanZandt furnished the money to pay the enumerators. The work was done efficiently for the sum of $300.00 and there were found in Fort Worth 11,136 people. A. E. Want was one of the enumerators who took this census. An election was then ordered to levy a special tax to supplement the school fund. Dr. Peak was on the streets, in season and out of season, urging the tax and it was approved by a very handsome majority. There were only 35 votes cast against the proposition, but from the noise made by the opponents, many more were anticipated.

The first School Trustees were J. J. Jarvis, John Hanna and W. H. Baldridge. The school opened in October with about 650 pupils.

An advertisement was inserted in the local papers and those in Saint Louis for a superintendent. There were thirty-two applications filed and some of the applicants came in person to interview the trustees. After much deliberation and discussion Prof. Alexander Hogg, of Marshall, was elected at a salary of $1200 per annum. He entered upon his duties at the Fall opening of the schools. The following teachers were selected:

Principals: Mrs. Clara Walden, Miss Sue Huffman and Thos. Lacey.

First Grade: Miss Jennie Oliver, Emma Hildebrand, Pinka Jones, Ida Rich and Mrs. M. L. Pearcy.

Second Grade: Miss Bessie Foute, Jennie Howard, R. Madden, Eva Haywood, Clara Burnham, Maud P. Johnson, Lula Dial and J. N. Lacey.

There was in the Available School Fund $3,906 and the Board announced that with the special tax levy a school could be conducted ten months in the year.

CHURCHES.

When the writer came to Fort Worth in October, 1872, the only church edifice in the town was that of the Christian church which occupied the center of the block bounded by Main and Houston, Fourth and Fifth streets. It was a small brick structure but of ample proportions to accommodate the small congregation that worshipped there. Elder J. A. Clark filled the pulpit.

The Presbyterians had no organization at that time, but one was perfected early in the year 1873 and there were services once a month by an evangelist who lived at Waxahachie. Very soon Rev. W. M. Kilpatrick, who was traveling through North Texas with his family, in a covered wagon, was called by this denomination and thereafter it had regular services in a room over Knight’s livery stable, which stood about the corner of Calhoun and Third streets.

The Methodists worshipped every Sunday morning and evening at the Court House with Rev. R. R. H. Burnett as pastor.

The Baptists under Rev. J. R. Masters met on the first and second Sundays at the Masonic building, which stood in the middle of Belknap street, near the corner of Elm.

The Cumberland Presbyterians held one meeting in the month at the same place with Rev. W. D. Wear as pastor.

The Catholics met on the last Sunday of the month at the residence of Mr. Scott, on Main street, Father Parrier being their priest.

On May 15th, 1874, the Methodists commenced the erection of a place of worship at the corner of Fourth and Grove streets, where they remained until their present commodious and imposing structure was erected.

The Baptists started the building of their first church on the 15th day of August, 1874. The building was erected on the grounds where the City Hall now stands.

In May, 1877, the Presbyterians commenced the erection of a commodious edifice at the corner of Fourth and Jones streets. B. B. Paddock, J. P. Alexander, J. M. Hartsfield, S. P. Greene and J. C. Scott composed the building committee. It was described by a local writer of the day as “handsome and commodious.” It must have been, as its dimensions were 30×50 feet and would seat 350 people.

The Episcopalians seem to have left no record that is accessible of their early work, but it is known that they were here, though in small numbers. They must have made up in enthusiasm what they lacked in numbers for it is recorded that on November 23d, 1877, they purchased a lot at the corner of Rusk at Fifth street for the fabulous sum of $325.00 and announced that they would proceed to build a church edifice. They kept the promise. It was occupied for the first time on the 12th day of February, 1878. It was dedicated April 15th, 1878. It was reported to have a seating capacity of 280.

As an evidence of the change that time has wrought in church matters, it is recorded that the Rev. M. D. Fly tendered his resignation as pastor of the First Methodist church in September, 1878, giving as a reason for his action that he could not live on $275.00 per year. That must have been before W. J. Boaz joined the church and before George Mulkey made his “stake.”

FRATERNITIES.

Fort Worth Lodge, Number 148, A. F. & A. M., is the largest and wealthiest Masonic lodge in the state. It was constituted April 14th, 1854, “Under Dispensation” issued by M. W. Grand Master Wm. M. Taylor on the 18th day of March, 1854, and chartered January 18th, 1855. Julian Feild was the first Worshipful Master and John Peter Smith its first Secretary. Its first home was a two story brick structure which stood in the middle of Belknap street, at the intersection of Elm street. The lower story was used for school and church purposes. The writer of these pages is the Senior Past Master of the Lodge at this time. W. H. Feild, the present Secretary has filled that position for about thirty years, the last twenty-five of which have been consecutive.

There was a small lodge of the I. O. O. F., but no record of its official roster is accessible to the writer at this time.

KNIGHTS OF PYTHIAS.

The first meeting held to perfect an organization of a Lodge of Knights of Pythias was on July 23d, 1877.

Queen City Lodge No. 21 was organized August 17th, 1877, with G. M. Otten, P. C.; T. S. Levy, C. C.; Max Elser, V. C.; Chas. Gay, M. of A.

Red Cross Lodge No. 14 was organized February 26th, 1881, with S. Rosenfield, P. C.; W. R. Gause, C. C.; C. K. Fairfax, V. C.; H. P. Purnell, M. of A.

The lodges at once took up the matter of the erection of a Castle Hall. Committees were appointed and subscriptions obtained as far as possible and a bond and mortgage placed on the property for $12,000, bearing twelve per cent interest.

The corner stone was laid on the sixth day of June, 1881, with impressive ceremonies under the direction of Supreme Chancellor Justin H. Rathbone, of Washington City.

The lodges formed in procession at the corner of Fourth and Main streets and marched to Weatherford street, thence to Houston, thence to Fourth, thence to Main, thence to Third at the corner of which the Castle Hall was to be erected.

C. K. Fairfax was the Grand Marshal. Sir Knight Rathbone rode in a carriage handsomely decorated with the colors of the order and on either side of the carriage rode two knights in full armor. These were Knight Louis J. Elser, of Corsicana, and Knight E. M. Alvord, of Red Cross Lodge.

Arriving at the site the ceremony of laying the corner stone was had by Knight Justin H. Rathbone. Knight R. E. Beckham of Queen City Lodge delivered the oration.

The following articles were placed in the corner stone: Roster of Queen City Lodge; Roster of Red Cross Lodge; Names of Officers of Supreme Lodge; Names of Officers of the Grand Lodge; Pieces of gold, silver and paper currency and copies of the papers printed in the city.

At night an interesting and instructive lecture was delivered by Knight Rathbone at the Presbyterian church.

Interest on the bonded debt was met promptly and at their maturity were taken up by a new bond for a much smaller amount at a lower rate of interest. This was the first Castle Hall built in the World.

WATER WORKS.

The work of supplying the city with water was agitated early in its history, but nothing definite was accomplished. The necessity for fire protection was imperative as the city was composed exclusively of wooden structures. Cisterns were sunk in the streets, one on Main street between First and Second; one on Houston street north of Weatherford. These were kept filled from rain water as far as possible and were guarded with exceeding great care that the water should not be wasted or diverted from the purpose for which it was intended. Water for domestic purposes was delivered by wagon and was obtained from the Clear Fork and from the Cold Spring on the Trinity, on the Birdville road.

Numerous propositions were submitted to the people at different times, and varied in cost from $24,600 to $50,000 and provided for from three quarters of a mile to one mile of pipe line.

It was not until May, 1882, that a franchise was granted by the city to a company composed of B. B. Paddock, M. B. Loyd, Zane-Cetti, John D. Templeton and W. P. Wilson for the construction of a water works system. It provided for about six miles of mains and forty fire hydrants. Mr. Paddock had enlisted the influence and interest of the Holly Water Works Company, of Lockhart, New York, who were represented in Saint Louis by J. S. Drake and M. C. Orton, who agreed to build the works and install the pumps for a specified sum. After the franchise was granted it was transferred to a company composed of Morgan Jones, E. P. Cowen and Henry McLaughlin who complied with the terms of the franchise and the works were constructed. They subsequently sold the works to the city.

On August 17th, 1878, Mr. J. J. Peters made the announcement that artesian water could be found under Fort Worth. He showed his faith by his works and proceeded to sink a well in the Southwestern portion of the city, not far from Sixth and Florence streets. His prediction was verified by a fine flow of water that spouted many feet above the surface. He proceeded at once to sink a second well on Peach street, near Hampton, on the property of John Nichols, which was also a pronounced success. In fact it was a much stronger flow than that found in the first well. From that time on there were a number of wells sunk and almost the entire city depended on the artesian wells for the domestic supply. The history of the water works system of Fort Worth for later years is known to all well informed men and need not be elaborated here.

STREET RAILWAYS.

On September 6th, 1876, a franchise was granted to a company composed of J. P. Smith. K. M. VanZandt, W. A. Huffman, Morgan Jones and Geo. Noble for a street railway from the court house to the Texas & Pacific depot. The contract for its construction was let to Morgan Jones and the work commenced on November 17th. The first car ran over the line on Christmas day and Mr. Walter A. Huffman officiated as conductor. The cars were about the size of an ordinary street omnibus and were propelled by one mule something larger than a west Texas jack rabbit. That the business was not very profitable is gathered from the report of the first year’s business, which shows that the gross receipts were $22.00 per day, showing the transportation of 440 persons each day.

In 1882 there was a spurt in street railway construction that is probably without a parallel. Every one that had any money, and some who had none, undertook to build a street railway. The two most important lines were the Queen City Street Railway and the Rosedale Street Railway with the road to Mistletoe Heights as a good third. The latter was constructed from Jennings avenue out Thirteenth street to Ballinger, thence south across the railway to Terrell Avenue, or in that neighborhood and thence west under the Fort Worth & Rio Grande to the Heights. These were where Westmoreland Place is now located. Then there was the Polytechnic Heights Street Railway and another across the river and way out towards Decatur somewhere. The present Traction Company runs over these two latter, and it owns all that was found of value of the Rosedale and Queen City lines. Then there was the “nine-mile belt” that ran all around over the South Side, crossed the Katy and Santa Fe tracks on Magnolia Avenue and wandered around through the Seventh ward somewhere.

Fort Worth was the first city in the United States to have all of its street railways equipped with electric appliances.

GAS WORKS.

On August 31st, 1876, the first gas company was organized with J. P. Smith as President; John Nichols, Treasurer and J. Q. St. Clair, Secretary. A franchise was granted the company. On November 26th. a contract was entered into with John Lockwood, of New Jersey, to construct the works and lay the mains. Some idea of the extent of the plant can be gathered from the fact that it was to cost $20,000. The plant was added to from time to time, as the demand for light increased, until the entire business section was supplied with gas. The works were finally sold to a new company of which Mr. H. C. Scott, of St. Louis, was the principal owner, and it remained under his control until sold to the Fort Worth Light & Power Co., and it in turn transferred the property to the present company.

PACKING HOUSES.

It would be a harrowing tale to relate all the efforts made to provide a packing plant for this city. The Fort Worth Democrat, which had earned a reputation for “seeing things,” first made the prediction on April 25th, 1875, that some day Fort Worth would be a large producer of refrigerated meats for export. It harped on this in season and out of season and watched for every opportunity to advance the project. The editor, learning that a man was in Dallas negotiating to establish a plant there, went to that city and formed his acquaintance. It was learned that the Dallas people did not regard the project with much favor. The man, whose name was Richardson only asked that the city make a donation of six acres of ground for the plant. He was told that if he would come to Fort Worth that he could select the ground and that a deed would be delivered to him in an hour. He came and looked over the situation and selected the lands where the Medlin Mill now stands. Fortunately the land belonged to John Peter Smith and it was only necessary to tell Smith what was in the wind and the deed was forthcoming. He erected a small packing plant on the land now occupied by the Medlin Flouring Mills. As he only essayed to kill and refrigerate hogs, and as there were very few hogs in Texas, the plant was shortlived. He soon sold it and went out about Cisco and put in a plant to make plaster from gypsum.

Shortly after this a man by the name of Higgs came to the city and in a few days secured capital to erect a refrigerating plant in the southeast part of the city. He killed a cargo of cattle and sent them to Saint Louis, but that proved like sending coals to Newcastle and his venture was doomed to failure. He sold his plant to Mr. Isaac Dahlman of the firm of Dahlman Bros., the first clothing merchants in the city. He killed cattle and sent them to Liverpool by way of Galveston, but they were so long on the way that they did not arrive in good condition. This ended the third attempt but did not dismay the people of Fort Worth. They believed that this was to become a packing house center and in 1890 thirty men got together and each agreed to put in one thousand dollars and purchase some lands and put up more money, share and share alike, as it was needed. Mr. H. C. Holloway was selected to manage the affairs of the company and he bought lands where the present plants are situated and proceeded to build fences and lots and later on a small packing house. It had a capacity of 250 cattle and 1000 hogs per day. About this time John R. Hoxie came to Fort Worth from Chicago and as it was thought he knew all about the industry, he was induced to put in more money, buy more land and increase the capacity of the yards.

He too made a failure and the plant after a precarious existence was sold to Messrs. Simpson and Niles of Boston, neither of whom were practical packers. Mr. Niles was a business man and under his management with the assistance of Mr. H. A. Judd, still a citizen of Fort Worth, the plant earned money. The owners recognized the fact that the plant did not meet the requirements of the times and with the assistance of some of the public spirited people of the city they enlisted the interest of Armour and Swift and secured the present establishments. Most of the thirty men who put the first money into the plant surrendered their holdings as gifts to make the deal go through.

The corner stone of the new buildings was laid on the 13th day of March, 1902, in the presence of a large concourse of the citizens of the city. Just a year thereafter the first cattle were killed in the new houses. At that time Mr. Armour made the prediction that in ten years Fort Worth would be the second market for cattle in the United States. His prediction was verified.

FIRE DEPARTMENT.

The first attempt to organize a fire company in the city occurred in April, 1873. A meeting for that purpose was called at the court house by the Democrat. When the night arrived it brought with it a “blue norther.” There was not sufficient interest in the matter to justify the people in facing the storm and the only person present was the editor of the paper. The following is his report of the meeting:

“Pursuant to notice given in the last number of the Democrat, we proceeded to the court house last Tuesday evening at precisely half past seven, to meet the citizens in mass meeting, for the purpose of becoming a member of the Fort Worth Hook and Ladder Company No. 1. We took our position on the steps of that edifice, and although the stone was a little cool, we heroically held our position until patience ceased to be a virtue. Not a soul put in an appearance. Several who had promised faithfully to be present forgot to keep the appointment.

Determined to carry to a successful completion every project we take in hand, we went to work to organize the meeting. A chairman is essential to any meeting. They are necessary to keep the meeting in order, and give the assemblage proper dignity. We were unanimously chosen chairman and took our seat amid the most profound silence. But a difficulty, wholly unexpected now presented itself. A secretary to keep the record of the proceedings is equally indispensable. There was no one to make secretary. Not to be thwarted by minor obstacles, we finally with much reluctance, consented to assume this arduous position also. Some one was needed to manage the finances and take care of the funds. That being our forte, we assumed the responsible position of treasurer. We then appointed ourself a committee of five to draft resolutions. The resolutions agreeably to an ancient custom at meetings of this kind had been prepared by a friend. We immediately proceeded to adopt them as a whole without debate.

We have procured all the machinery necessary for a first class Hook and Ladder company, viz: a five foot step ladder, a walking stick with a hook on the end, a pint cup and a wet blanket and are now ready to extinguish fire in any part of the city on short notice. All orders promptly executed, day or night.

Dallas can no longer claim to be ahead of Fort Worth. The Herald and News are complaining because they have no fire brigade. Send your orders to Fort Worth, neighbor. If you will let us know a day or two before you intend to have a fire, we will be on hand with our machine.

We are going to give a ba(w)ll pretty soon for the relief of the sufferers by the first fire. Of course we are going to have a fire or there would be no necessity for our Hook and Ladder company, and when there is a fire, of course some one will suffer. Then you will know how it is yourself, dear people.”

A second attempt made about a month later was more successful. A goodly number answered the call and a company was organized with Capt. S. P. Greene as President, B. B. Paddock, Secretary and William T. Field as Foreman. There were about sixty members, mostly clerks and mechanics, on the roll and they made up a purse and ordered a hook and ladder truck with all the necessary accoutrements. A series of entertainments were given to raise the funds at one of which a vote was taken at so much per vote for the most popular young lady in the city, who should have the privilege of naming the company. The leading contestants were Miss Sallie Johnson, daughter of Col. M. T. Johnson and Miss Anna T. Harper, a sister of Mrs. B. B. Paddock. Miss Johnson was the successful candidate and the company was named in honor of her father the M. T. Johnson Hook and Ladder Company. It remained as No. 1 until 1893, when the paid fire department was organized, when it passed off the stage. There was never a more enthusiastic and successful band of fire-fighters.

On October 17th, 1876, when city airs were assumed, an engine company was organized, of which Capt. M. B. Loyd was president. He was also the first president of the Fort Worth Fire Department, which was organized after the second company came into existence, and was the accredited delegate to the meeting of the State Fire Department. Other companies followed as the necessity arose and Fort Worth long enjoyed the reputation of having the finest department in the State. When the city took over the management of the fire department and put the men on the payroll, the volunteers were given preference over all applicants and some of them are in service at this writing. When it became a paid fire department, Mr. N. H. Lassiter was the President, and the last meeting was a most affecting occasion. Many of the old “fire-fighters” were opposed to disbanding the volunteer service and laid down the responsibility with great reluctance.