Early Days in Fort Worth, Much of Which I saw and Part of Which I Was

by B. B. Paddock

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.”