The Gilmer Mirror from Gilmer, Texas • Page 61

GILMKK MlltKOH. Uiliue-r. Toxas AUK. 15. I960 FIRST COTTON BELT passenger (ruin moves inlo Gilmer.

This scene is one block soulh of present depot and in background is Dnvis house before west wing addition. First station was west of tracks in front of Commercial Hotel, near Tyler St. crossing. Cotton Belt Railroad Arrived as Tyler Tap The first railroad to be built through Gilmer was the Tyler Tap Railroad, started in 1879. It was a narrow gauge road starting at Tyler and continuing north through Upshur County.

This road was taken over by the Texas and St. Louis Railway in 1880. By 1882 this line was advertising in The Mirror as the "Cotton Bell Route." "Passenger fare reduced to only 3 cents a mile, shortest quickest and only direct line to Waco, Corsicana, Athens, Tyler, Ml. Pleasant, Texarkana and intermediate points. Trains Met in Gilmer "Elegant parlor seats on all through trains.

Connections at Texarkana with St. Louis and Iron Mountain and Southern Railway for all points north and cast. "No. 1 mail and express southbound arrives in Gilmer at 12:55 p.m.; No. 2 mail and express northbound at 12:55 p.m." Thus, the trains met here in Gilmer.

The route was eventually merged as the St. Louis and Southwestern Railway but became more familiarly known as The Cotton Belt. The first righl-of-w a purchase shown on Upshur County deed records was in 1879 and called for a strip 150 feet wide across the lands of James and Maria Bailey, Daniel and Hannah Bailey, Zina and Fannie Boger, all of whom deeded the land to Ihe Tyler Tap railroad lor $1 "and the consideration of the enhanced value to be given and which is contemplated to arise by the location and construction of the railroad." Another deed was to the Tyler Tap RR from T. and Isaiah Hardee tor 476 acres in John Carson Survey on the water of the Sabine for $400." And on Nov. 4, 1880, J.

J. Lyons deeded a 15-foot strip of right-of-way from the property of his homestead land in (he W. Hereford Survey in consideration for the enhanced value of the properly. 1880 Deed for Depot In May, 1880, County Judge T. J.

Lowe was authorized by the County Commissioners Court to make a deed to the Texas and St. Louis Railway to rights-of- way through the slreels of the town of Gilmer, granting "any grounds he may see fit for depot purposes, belonging to the town of Gilmer, provided said depot is erected a convenient distance from the public square." Judge Lowe conveyed all of lot one in block 43, and all of Spring Street, "ns shown upon map of said town," and 20 feet off of Cass Street starting at northeast corner of Block One and continuing 150 feet, making a strip 20x150 feel, for depot purposes. The deed was executed May 13, 1880. Spring Street is still Ihe right-of-way for the Cotton Belt line through Gilmer from the northern cily limits to the point where the tracks curve southensl nt the City Park. The street had been named "Spring" on nccovmt of the spring nt Ihe Old Indian Village now locnled in the park.

Kim Through Area As enrly ns 1870 the Texas and Pacific Railroad was securing right-of-way across the southern pnrt of Upshur County for their line traveling west from Longview lo Dallas. On July 29, 1876, M. Dodges, trustee, deeded to the Texan and Paclfjc tract of land "lying on the north side of the Sabine River, miles from the town of Gilmer," so by 1880, Upshur County had two railroads and their intersection became known as "Big Sandy Switch" from the nearby stream. This was near the communily of Chilton and eventually Ihe stores and people of Chillon moved to the "Swilch" and Ihe town of Big Sandy grew up at the railroad inlersection. The firsl railroad depot in Gilmer was not at Ihe inler- seclion of Spring and Cass Slreets where it is now, but was a small building opposite the old Commercial Hotel and on the West side of the railroad tracks, or the corner of the Cotton Bell tracks and Tyler Street.

Everyone Rode Trains The Cotlon Belt line grew and by the twentieth century it was running four passenger trains a day, also carrying mail and express. Everyone rode the trains and it was a pastime to go to the depot to watch the daytime trains come in, just to see who was arriving or going away. After the train pulled out, everyone at the depot followed the mail sacks to the Post Office to get their mail. Much visiting and news swapping was carried on while they were standing around waiting for the mail to be sorted. The Cotton Belt played an important role in both World War I and World War carrying supplies from the rich oil and cotton lands of the southwest on their way to Great Lakes or eastern points.

They also transported military personnel, sometimes entire train loads of soldiers going to points of embarkation. After World War II the schedules were cul down lo one passenger train each way per day and early in the 1950's passenger service was discontinued. The line main- lains major fast freight service from Ihe Pacific Coast lo St. Louis. March 20, 1884 Leller from Glenwood The March winds do howl and shriek and in the county its time for soapmaking, hei; selling, gardening and housecleaning.

Irish potatoes have been planted, spring oats ore coming up and corn planting is the present work Our school flourishes under the skillful hands of Mr, B. Christain. Dr. Walker has returned and Dr. Florence is still wilh us so we are well provided for in case of illness Yesterday Mr Mitchell of Leesburg bore away from us as his bride one of the fairest of our circle of young ladies, Miss Mollie Wilson.

March 27, 1884 Two droves of cattle were driven west from this county last week: There were about 600 head in all. March 27, 1884 Cattle were selling in Dallas for $15 and $20 a head for ones and twos. Railroad Built For Iron Ore The Port Bolivar and Iron Ore Railroad was another short line railroad that contributed to the development of Upshur County. Before 1910 there was no town of Ore City. The community settlement about a mile east of the present town was known as Murry League.

Col. Featherstone, a nationally known promoter from the east, came to Upshur County and was impressed with the quantity of iron ore rock in the northeast area of the County. He conceived the idea of building a town here and a railroad to run from Ore City to Port Bolivar on Galveston Bay. They would mine the ore around the town which he named Ore City, ship -t out by the proposed train and on to the vast mills of Birmingham, Ala. Ore City to Longview The railroad line was built from the new town of Ore City to Longview.

The Santa Fe railroad which was operating a branch line in Longview at this time helped Col. Featherstone finance the building of the 30 mile stretch, but when they withdrew their support he was not able to build any more line. When the town of Ore City was laid out, town lots were sold with much ballyhoo, and the day the first train ran to Longview (about 1910) people came from miles around bringing their lunch and making a holiday of the occasion. The scheme to develop the iron ore fell through or never really materialized, so there was not much business for the railroad to make a profit on. The company applied for permission to discontinue the line but the Texas Railroad Commission would not grant the request The story is told and with some verification thai in 1929 a train left Ore City and every bridge and trestle it crossed caught fire and burned immediately after the train passed over.

Thai was the last run of the Porl Bolivar and Iron Ore. Some of the old right-of-way dump can still be seen near Diana from both Highway 154' and 259. Four Lines in 1915 In 1915 Upshur County had four railroad lines running across its territory, but by 1930 there were only two, the Cotton Belt Route and the Texas Pacific which still operate here. Area Settlers Depended Upon Numerous Famous Stream Ferries When the settlers -were first moving into East Texas in. mid-Nineteenth Century there were no bridges over the rivers and streams.

Wagons and carts either had to ford the streams, float-the wagons across and swim the oxen or devise a raft to carry the vehicles. Long before the settlers came to this area the Indian tribes had found fords they could use -as they moved from one hunting or camp ground to another. On an Old map drawn in 1840 there is Ei crossing in what is now Gregg County marked "Cherokee Crossing." This was probably the route the Cherokee Trace over the Sabine and on through Gregg and Rusk The Caddo Indians used ford on the Big Cypress between Coffceville and Jefferson. But this ford could only be used in'dry-weather as much of the year Big Cypress carried too much water for safe fording. Ferry Across Cypress As the port of Jefferson developed nnd settlers cnme west by Ihis route Ihe Jofferson-Coffeeville road became well known lo the pioneers nnd it was necessary to have a ferry across Big Cypress on this road.

The ferry crossed from the Win. Lightfoot Survey in Marion County (then paii of Cnss) nnd the Robt. M. Watkins survey in Upshur County and was known as Tarvor's Ferry. Jnmes L.

Tarvor, probably the ferry operator, lived close to Ihe ferry crossing on Gardiner's plantation In Upshur County, Ho later bought tract of land from Gardiner's plantation after the bridge across Big Cypress was built nnd the ferry ceased operation, about 1807', As Ions ns it stood the bridge at this point was known as Tarver's Ferry Bridge, until it was inundated when the Lake o' the Pines was built. The site of this ferry crossing is near where the Upshur County boat ramp is located on Lake the Pines. Sabine Ferry Important Ferry operators had to be licensed and put up a bond that they were responsible for the proper operation of a ferry. In many cases the county paid for the ferry boat, and took part of the income. The Sabine River was an Important vvalerway for the East Texas pioneers and several ferry boats were operated on this river in Upshur County and the area that is now in Gregg County.

Red Rock, was a thriving community on the Sabine, not too far from where the town of Gladewater is now located. Steamboats brought supplies up to Red Rock and continued on to Walters Bluff which was the terminus for navigation on this river. In 1871 Commissioners Court records note that Await Company were licensed to run a ferry from Snbine by way of L. P. Balls.

"Firsl class road leading from the ferry," Ferguson and Welborn were authorized to carry on ferry across the Sabine in 1872 at "what is formerly known as Camp's Ferry." W. J. and L. Await received a license to run a ferry nt Douprce's Crossing in 1872. Strickland nnd PucUetl wore authorized to operale a ferry on the Jct- fcrson-PHtsburg road.

Robinson's Kerry was mentioned in 1871, nnd Hagen's Ferry in connection with work on the Patlonfleld road, Water's Bluff Ferry Probably the ferry that operated for the longest time at any Upshur County point was Walter's Bluff Ferry on the Sabine River south of the present town of Big Sandy, where the old iron bridge now crosses the Sabine on the old dirt road from Big Sandy to Tyler. In 1839 Robert M. Walters was given a headright survey of one league and labor of land "on the waters oi the Sabine 75 miles northeast of Nacogdoches." This Was in Smith County on the south side of the Sabine where the old iron bridge now crosses. He probably started operating a ferry shortly after he had cleared the land. We do know from field notes on land across the river that "Walter's Bluff Ferry" was operating in 1851.

O. M. McGaffey sold his headrighi survey "15V4 miles south the town of Gilmer" to Robert Walters at this time, am the ferry was mentioned in the land descriptions. McGaffey owned the land oi the Upshur County side the river so by 1851 Robt Wallers controlled both ap- proches lo his ferry, $129 for Ferry Boat As late as October, 1892 the Commissioners Court allowed $129.34 to W. Key for building one ferry boat to be used at Walter's Bluff Ferry.

The boat was 12x70 feet. In 1873 George Williams was authorized to run the ferry at Walter's Bluff and allowed the following rates for "ferriage;" For each six horse or six for four horse or ox-wagon 75c; 2 horse or ox-wagon SOc; 1 horse and buggy, 35c for each man and horse, 15c led horse, lOc; footman, lOc loose stock, 5c head. UPSIDE-DOWN CARS of Marshall fatally injured Cliff Riden, first East Texas Railroad mark site of passenger conductor and most popular, trestle wreck in Upshur County which Railroad's Charm Found in Its Troubles The Marshall and East Texas Railroad, indulgently remembered as the "Misery and Eternal Tourment" was a late comer in the railroad history of Texas and its colorful life was a short one. It operated less than a score of years in Upshur County, but it is still remembered by the longtime residents with amusing recollections and anecdotes. The frailties and inefficiencies of this line are cherished in tales told so times they have almost become a railroad folk lore.

A tramline or logging railroad was operated in eastern Upshur County as early as 1882. By 1901 the Texas Southern, had bought out this tramline was also buying right-of-way in western Upshur County to extend the railroad on to Winnsboro. However it was later than 1901 that the trains came into Gilmer and it was 1908 before the name was changed and chartered as the Marshall and East Texas Railway. The line ran from Marshall in Harrison County to Winnsboro in Wood County. An extension ran to Elysian Fields in Harrison County near the Panola County line.

Becomes Shipping Point During the years the railroad operated it brought prosperity to the numerous communities it passed through and some df them grew to the status of towns. Rhonesboro became an important shipping point for sawmills in this area as did Rosewood. In 1905 Graceton was platted and town lots were sold. The town was named for Grace Simpson Roberts, the daughter of Judge Walton Simpson, who owned most of the area forming the town. Gilmer became a two- railroad town with direct connections to Winnsboro on the west and Marshall on the east.

A condition that was not to prevail again until through highways were built to these towns in the 1930's and 1940's. In Gilmer the railway station was located on the east side of town on what is now Highway 154 and Roberts Street. Going east the right-of-way swung north as far as the City CLIFF RIDEN, popular conductor oh the until his death. Cemetery and then curved east to Graceton. Going west the tracks went south for about a half mile then curved west, south of the Vinegar Hill section.

Friendly Cliff Riden Clif Riden was the first conductor and he was known up and down the M4ET line as a friendly accommodating man who would look after your children or grandmother and see that they got off at the right station. Sometimes he would get the engineer to stop so all the passengers could pick peaches at a nearby orchard. But there were other times when the passengers would have to help the crew out by stopping at nearby woods and gathering nine knots to refuel the fire box. There were other occasions when a "hot box" or other mechanical trouble would cause such a delay that male passengers would have to walk to distant farm houses to buy food for the passengers. In 1915 when one of the passenger trains was crossing a trestle near Harleton something went wrong and the cars left the tracks.

The main passenger coach where Conductor Riden was sitting working his reports, fell off the tressle turning upside down in the ravine below. Mr. Riden suffered head and DURING THE LUMBER and sawmill boom this hotel, the Edel Home, Rhoncshoro became a busy place, It called itself "the Drummer's Home," entering to traveling salesmen, chest injuries and died in a hospital a few days later, leaving a young wife and a one year old son, Murrell Riden of Dallas. Last Train in According to Newell Bennett, formerly of Gilmer but now of Tyler, the last train ran on this line in September, 1917. He was the engineer that carried the train back to Marshall.

An old time-table gives the following stations from Marshall to Winnsboro: West Marshall, Elmira, Lock wood, Heynville, Pine Ridge, Harleton, Eagleton, Ashland, James, Graceton, Alwyn, Stamps, Gilmer, Underwood, Kelsey, Rosewood, Rhonesboro, Genevieve, Peach, Carters, Ogburn, Crones, East Winnsboro, Winnsboro. R. S. England was the station agent in Gilmer. The line was discontinued over the protest of local business people, the newspaper and Chamber of Commerce, not only in Gilmer but other towns along the line.

Committees went to Austin and did all they could to keep the line going, but with shortages, and an ownership determined tc stop) it, the "Misery and Eternal was put out of its misery. March 1884 (Four obituaries were published in this issue.) Mrs. D. L. Neel, one of the oldest and most esteemed citizens of this town; Rev.

N. A. Seale officiating, buried at the graveyard Mrs. Brown, cause of death measles Mrs. J.

S. Marshall, cause of death relapes of measles, buried in Gilmer graveyard. Rev. N. A.

Seals officiating Mrs. Elizabeth Spurlin died at the home of her son-in-law, G. A. Roberts at Roberts Mill. March 15, 1884 Mr.

W. F. Glass who has a fine school at Elmo, Kaufman County, made a trip home Saturday. Will's friends are always glad to see him. June 28, 1901 Twenty-eight bales of cotton were bought on the streets of Gilmer Monday; the price ranging from, six to seven cents.

Most of the lot belonged to Edward Moon, colored, near Murry League. June 28, 1901 Attend the Normal Music School at Pritchett by J. F. Mayfield and J. L.

George commencing July 8. It will be taught in the new college building. 20, 1926 Judge S. J. Moughon has received a telegram from Throckmorton County that they have an oil well, safe for 15 barrels, on the Upshur County School land.

Sand Pit of Rhonesboro Has Romance By BECKY GREEN In 1910 when the lumber industry began to die out, people began to look around 'or another source of income. Mack Florence observed that one thing Rhonesboro had plenty of was sand. The sand had been in some ways a handicap to Rhonesboro. It caused wells to cave in and in some places, roads became almost impassable during dry seasons. The citizens even hauled in clay to put on the cottonyard because the wagons got stuck in the sand while loading and unloading the cotton.

Even though it was troublesome, it was an excellent grade of sand for making cement. Mr. Florence had a spur line laid from the railroad to a location about a mile east of Rhonesboro 'and a little north of the MfcET Railroad. Then he began the operation of shipping sand to places where it wasn't so plentiful. The sand was first loaded in railroad cars by horses.

Two horses, sometimes four, pulled a dragscoop up an embankment to make the top of it about even with the top of the railroad car. About seven or eight men loaded the car. If they were in a hurry, Mr. Florence and his brother, Crosby, left their hardware store and went to help them. The men were paid about a $1.50 a day.

This was considered high wages. A carload of sand brought about $60. Thousands of carloads were shipped out. The men could load about two cars a day. A few- years later, Jim Brown, the local blacksmith, the operation," suggested that they put a dragscoop on wheels and build a track up over the cars for it to run on.

Edward Measles, an employee, owned a gasoline engine. Gasoline engines were not commonly used then. It was one of the first to be manufactured. He rigged it up to the dragscoop on wheels to pull the scoop up the track. This improvement did not make the work any faster, but it made it much easier.

Some of the men who worked there were Charlie Still, Mr. Belt and his son, and G. B. Swann. About 1920, when the railroad quit running, there was no economical way to transport the sand so the sand pit was closed down and the machinery moved away.

The excavation for this enterprise was about 150 feet long and 45 feet deep. It served as an excellent playground for the children. The young men and women gathered on Sunday afternoons to walk the sand pit. For quite a while, this remained the main Sunday afternoon enter tainment. There was cold water from a dependable spring nearby and in the fall, there were chinquapins and huckleberries for refreshments.

It was not a rare thing for the residents of Rhonesboro to awake and find they could not get water from their wells because the sand walls had caved in or a tired traveler had to shovel out before he could continue his journey. Still -other people may have fond memories of the courtships that started on one of those Sunday afternoon walks or farmers or businessmen that may have started with wages earned while working at the sand pit. Construction all over Texas and even more distant places may have been aided by the coarse white sand shipped from Rhonesboro. More About (Continued from page 1) plete wilh commissary facilities. He conlinued for twenty years before stopping operation.

In the 1930's Dedman and Williams established a large mill on the south edge of Gilmer on South Montgomery St. They operated this mill until about 1942 when they sold il lo Raymond and Roy Snider. Snider who had previously run a mill at Hawkins, ran the Gilmer Mill afler World War II when they sold it to John Edward Dean. Mr. Dean still owns the property.

A hardwood flooring mill was organized in Gilmer in 1948 and was incorporated as the Gilmer Flooring and Milling Co. Malcolm Smith was president and R. E. Parsons, secretary. After they had operated a short time B.

D. Futrcll was named General Manager and he continued in this capacity until 1957 when the company sold to the Martin Lumber Company owned by R. C. Martin of Winni- boro. The company still operates a flooring mill in northern part of Gilmer on the north side of Smith nnd the west side of the Cotton tracks.

They ship flooring lo all parts of United States and export norms to other countries us well..