USA > North Carolina > Edgecombe County > History of Edgecombe County, North Carolina > Part 32
Note: The text from this book was generated using artificial intelligence so there may be some errors. The full pages can be found on Archive.org (link on the Part 1 page).
Part 1 | Part 2 | Part 3 | Part 4 | Part 5 | Part 6 | Part 7 | Part 8 | Part 9 | Part 10 | Part 11 | Part 12 | Part 13 | Part 14 | Part 15 | Part 16 | Part 17 | Part 18 | Part 19 | Part 20 | Part 21 | Part 22 | Part 23 | Part 24 | Part 25 | Part 26 | Part 27 | Part 28 | Part 29 | Part 30 | Part 31 | Part 32 | Part 33 | Part 34 | Part 35 | Part 36 | Part 37 | Part 38 | Part 39 | Part 40 | Part 41 | Part 42 | Part 43 | Part 44
About 1870 an organization know as the Progressive Associa- tion was formed by John L. Bridgers and others. This organ- ization at its formation advocated reforms and suggested im- portant movements for the growth of the county's industries. It began the movement for the erection of the Tarboro Cotton Mills, which were established in 1888. O. C. Farrer was president and a Mr. Allen superintendent. The mill, for several months, proved a failure, due to inefficient and untrained labor. Friction was not infrequent between officials and employees, and Mr. Allen, a very capable and efficient man, became the victim of jealousy on the part of the employees. He lost his position in four months, being succeeded by A. M. Failey. The mill was enlarged after a few years of operation, a new factory being built adjacent to the old one. May 1, 1899, both mills closed a contract for new machinery for $95,000.00, making an entire new equipment. The operation of the mills, beginning with 1910, was more or less irregular, and the property decreased in valuation. In recent years the mills passed into the hands of W. A. Hart, and have had a continuous and profitable operation. An argument for mills to increase the price of cotton was inaugurated. The Progressive Association, under the wise leadership of Tarboro citizens, advocated the erec- tion of cotton mills to manufacture the cotton produced in the
348
HISTORY OF EDGECOMBE COUNTY
county in order that better prices might prevail. In 1899 cotton sold for five or six cents. Since the tobacco invasion of the nineties the cotton crops had fallen to 20,000 bales, and was worth only $600,000.00. As a manufactured product the cotton was worth $2,400,000.00 a profit for manufacturing of $1,800,- 000.00 on a $600,000.00 crop. This made a bale of cotton, which brought $30.00 as an unfinished product, bring about $120.00 when made in cloth and yarn.
This situation was discussed by the leading citizens. The pur- pose was to solicit subscriptions to form a stock company with a capital of $150,000,00 for the construction of the Fountain Cotton Mill, in 1899. W. E. Fountain, for several years active in Edgecombe affairs, realized the advantage of buying the cotton in the county or buying elsewhere if need be. As a result of this purpose a new mill, employing many operatives, began the manu- facture of cotton products in 1900.
In the meantime, John L. Bridgers, Jr., who was active in the county's promotion, became chairman of an organization to secure a peanut factory for Tarboro in 1899. The county was becoming a peanut producer and was in need of a home market. An effort was carried on by Mr. Bridgers, W. E. Fountain, and others, showing the benefit the farmers would derive from the operation of a home plant.
About this time also John Shackleford began the erection of the River View Knitting Mills. It had about one-tenth the capital of the Tarboro Cotton Mills and employed about as many operatives. In 1890 the capacity of this mill was increased fifty per cent and became a great asset in the industrial life of Edge- combe. After several years of successful, prosperous operation the mill was destroyed by fire.
The Tarboro Board of Trade, organized in June, 1895, was a useful factor in its efforts to aid agriculture and to develop the county. W. E. Fountain was president and F. S. Royster vice- president, Henry Morris second vice-president, C. W. Jeffries secretary, John L. Shackleford, T. H. Gatlin, George Howard, Jr., L. L. Staton, S. S. Nash, J. M. Barbee, R. H. Parker, J. R. Pender, E. V. Zoeller, directors. This organization promoted all
AGRICULTURE, INDUSTRIES AND INTERNAL IMPROVEMENTS 349
industries, and sent men through the eastern counties of the State to advertise Tarboro's tobacco market and manufacturing estab- lishments.
Probably at no time since the war did Tarboro have such inducements as were presented during this period. The merchants were doing splendid business, having purchased goods to the amount of $400,000.00 for six months ending 1891. This was unprecedented in the town's history, and indicated that trade was increasing. Men embarked in greater mercantile undertakings and increased the capital invested in existing firms. Scarcely a house could be rented, especially a business house. Capitalists were investing in real estate and buildings. Tarboro and Rocky Mount began to make improvements in town and city adminis- tration and conveniences. The State Legislature authorized an issue of bonds for water, sewerage, and lights in 1899. A board of public works was erected in Tarboro, consisting of George Howard, D. Litchenstein, Fred Philips, A. M. Failey, W. E. Fountain, J. H. Baker, and R. H. Gatlin. Under the board's direction and after the bond issues of $40,000.00, T. H. Gatlin and E. P. Meridith, of Winston, began the survey of the town preliminary to the installation of water mains and sewers. Rocky Mount the same year began its work on improvements, having voted a bond issue of $49,000.00. More than nine and one-half miles of piping was laid.
Movements were inaugurated for the erection of public build- ings and in the course of ten years, from 1885 to 1895, the county erected a county home of credability, a splendid courthouse, en- larged the jail, and constructed a city hall. The city hall built in 1886 was unfortunately subjected to quite a squabble, which resulted in its site being twice paid for by the town.
Under the continuous and profitable development of agricul- ture the small neighboring towns began to grow. Conetoe, under the wise investment of capital by Claude Wilson and N. B. Daw- son, began to erect in 1899 a $10,000.00 plant to make truck packages and to gin cotton. Conetoe was at the time in the center of the trucking belt. Cotton gins of the modern pattern were erected in various parts of the county in Tarboro, Battleboro, Whitakers, and Rocky Mount.
350
HISTORY OF EDGECOMBE COUNTY
In the meantime at Rocky Mount, on the Edgecombe side, the Atlantic Coast Line Railroad Company erected very extensive shops.1 Maccelesfield, Pinetops, and other villages soon began to take on the appearance of thriving centers. Banks were estab- lished at various places, giving impetus to industries and farming.
F. S. Royster, an adopted son of Edgecombe, erected the first factory for the manufacture of fertilizer in Tarboro, and from this beginning has become one of the leaders of that industry in the South. In 1900 there were more than five oil and fertilizer mills in the county.
Parallel with the growth of the industries in the county was that of the development of internal improvements. In the very early days the county was generally at a disadvantage for the want of good roads, railroads, and waterways. The means of conveyance was by stage and wagon trails. The condition was more or less improved by the Colonial Assembly, which passed acts relating to Edgecombe for the improvement of dirt roads. Bridges were also built by acts of legislation. Stages were used as a means of passenger transportation, and for carrying mail. As late as 1850 stages were run from Tarboro to Petersburg, Va., leaving the former place every Tuesday and Friday, and arriving at the latter place on Thursday and Saturday. A mail stage was also operated twice a week between Tarboro and Newbern. Mails were carried by a four-horse stage running from Petersburg to Enfield, to Tarboro and Rocky Mount three times a week, and intersecting the Norfolk and Fayetteville mail route, where mails were exchanged. In this manner mails were also forwarded to Washington City by way of Petersburg and Richmond. Passen- gers passed one night at Halifax, two nights at Petersburg, and on the third boarded a steamboat at Fredericksburg for Wash- ington. The fare in those days was $17.00 one way. Stages were also operated between Raleigh and Tarboro, and Nashville. It was over these routes that the cotton and other products of Edgecombe found their way on wagons to markets in Virginia. More than 3,000 bales of cotton passed through Tarboro each year for Norfolk and Petersburg. In 1830 the Virginia Transport Company was organized and ran wagon trains through the eastern
1 Doubtlessly the high standing of Edgecombe and its prosperous and growing agriculture had much to do with the selection of this location.
EDGECOMBE HAS MORE THAN FORTY CONCRETE BRIDGES
AN OLD ROAD AND THE NEW
AGRICULTURE, INDUSTRIES AND INTERNAL IMPROVEMENTS 351
counties. This company also operated two steamboats-the Petersburg of 142 tons and the North Carolina of seventy tons- upon Tar River. When the water was low, flats were used to carry the cotton to Washington, N. C., for reloading on the steamers.
The operation of these stages connected the county with the outside world, but progress was slow. Road conditions were soon improved by the making of plank roads. David Barlow was the first overseer of improved roads. The stage making regular trips from Williamston connecting with the boat line at Plymouth was the first to be improved within Edgecombe. If one wished to go from Baltimore to Tarboro, the journey was made to Wil- liamston by stage and from there to Plymouth, where a boat was operated to Edenton. The stage then carried the passenger to Elizabeth City. And there the passenger took a boat for Nor- folk and thence to Baltimore.
The plank road building began about 1800 and this method was used for improvement as late as 1850. The use of plank roads was in evidence until recent times. In 1853 stock was sub- scribed for what was then known as the Tarboro and Rocky Mount plank road. The amount subscribed for building during this year was $20,000.00. In 1852 H. T. Clark advocated in the State Senate the building of a plank road from Tarboro to James- ville, and succeeded in obtaining an appropriation for this pur- pose. In 1854 road building and better roads was well under way in Edgecombe and adjoining counties. Roads from Tarboro to Wilmington, Rocky Mount, Enfield, and Wilson were laid off and supported by taxation. A writer in 1845 gave credit to the county for being out of debt and keeping roads and bridges in good repair.
In recent years the county advanced a step for making better roads and bridge building. More than $140,000.00 in bonds were issued to construct better roads and bridges. The county, as a result of this movement, have more than forty concrete bridges and many miles of good roads which reflects credit upon the progress made in the county.
Water transportation has for many years been of great im- portance to the county and its industries. In the colonial period English vessels came up the Tar River to trade with the early
352
HISTORY OF EDGECOMBE COUNTY
settlers, took their tobacco and naval stores, and brought them the necessaries of life. The Colonial Legislature appropriated various sums of money to keep the channels open for safe naviga- tion. Almost every other year the river was cleared from falling trees and other obstructions. In 1796 an act was passed to clean and improve the river from Tarboro to the mouth of Fishing Creek for better navigation. In the course of four years Fishing Creek was opened by act of law, and this tributary of the Tar offered, to some extent, advantages for transportation.
The Tar River Navigation Company was organized about 1810. Many books and papers of this company were destroyed, and it is impossible to state with any degree of accuracy the details of the company's operation. Many of the subscribers of stock refused to pay the installments, which involved the organization in sev- eral law suits. The affair was not settled until in 1825.
In the meantime operations were commenced on the river with the $25,000.00 appropriation made by the State and funds ob- tained from the few private stockholders. The president and the directors contracted for the erection of a lock below Green- ville, but before its completion, the contractor abandoned the work. Prior to 1835 there had been no general meeting of the stockholders, nor had the company given any evidence that would show its continued existence.
It is a singular fact that Tarboro was the farthest interior point of usual navigation in North Carolina. Various boats, from flat boats to large steamers, have operated on Tar River and Fishing Creek. The first permanent boat, however, was the Amaidas. This vessel had comfortable cabins, tastily finished and furnished. It also had a large promenade deck and conven- ience to make the traveler feel at home. It entered Tar River for the first time October 27, 1849, towing four flat boats laden with merchandise for Tarboro merchants. Prior to this time goods were carried to Greenville by boat and wagoned from there to Tarboro. The State appropriated $25,000.00 in 1846 to com- plete the improvement of the river for large boats.
In 1848 the Tar River Steamboat Company was reorganized, and was composed entirely of citizens of Edgecombe. A boat
AGRICULTURE, INDUSTRIES AND INTERNAL IMPROVEMENTS 353
was purchased to operate between Tarboro and Washington. Soon afterwards a boat named Edgecombe was operated between these points.
In 1869 navigation was resumed by Captain Hattan, of the Cotton Plant. This boat, however, was small and insufficient. It remained for Captain A. P. Hurt to introduce a new and larger boat, which was successfully operated by Captain Styron. Cap- tain A. W. Styron, in charge of the Edgecombe, maintained a satisfactory schedule between Tarboro and Washington. He of- fered the shippers a fairer freight rate, and received a good patronage and soon built more boats. In the course of three years the Greenville, Tarboro, and Edgecombe were operating on Tar River. In the fall of 1882 Captain Styron did not receive the usual amount of freight on account of the railroad rates and the decline of business. He was, therefore, compelled to discontinue the Tarboro. In 1880 the Edgecombe was sold for $3,500.00 to N. L. Fulford and Skinner Hoskins, who, for a time, operated the boat as before. The Edgecombe cost $5,000.00, was a screw propeller, with an engine of thirty horsepower. Captain Mayo was the operator from 1877 to 1880. The schedule connected with the Clyde Line at Washington for all water routes to Vir- ginia. The boat had a capacity for 225 bales of cotton and sixty passengers.
In 1887 Captain A. W. Styron placed on the river a new boat called the Beta, plying between Tarboro and Washington. This vessel was a freighter of sixty tons and drew eight inches of water. It was built to navigate shallow water, had a flat bottom, and capable of transporting heavy merchandise. In more recent times boat transportation has been successfully conducted by the Tar River Company in connection with the Tar River Oil Company, of Shilo and Tarboro. Two boats, Tarboro and Shilo, are now employed for freight and passenger service. In 1899 the boat Tarboro began making trips up Fishing Creek, carrying freight and fertilizer.
The history of railroads in Edgecombe is of sufficient impor- tance and constitutes a volume of material which would make a chapter itself. Only a mention of the important facts, how- ever, can be stated in the short space allotted for this subject.
23
354
HISTORY OF EDGECOMBE COUNTY
Although there was considerable talk, and mention is made of the Tarboro and Hamilton Railroad in 1831, of the Tarboro and Enfield Railroad of 1852, and the Tarboro and Rocky Mount of 1852, the first railroad having its origin in the county dates from 1859. The Tarboro and Enfield Railroad was incorporated in 1852 and the Williamston and Tarboro road in 1853.
In 1859 the directors of the Wilmington and Weldon Railroad Company were determined upon building a branch road from the main line at Rocky Mount to Tarboro. The purpose was to meet competition and the close rates of the steamboat lines. A survey was made early in 1859 and the cost was estimated at $124,718.29. The plan was approved by the stockholders and the books were open for subscriptions of the stock of the branch line. Subscrip- tions, however, were slow. The result was the stockholders on November 8, 1860, started a plan to stimulate the purchasing of stock. This entitled those who bought stock and paid for same in full by November, 1861, to be admitted as full stockholders in the Wilmington and Weldon Railroad. Moreover, their dividends would date from 1860.
In this manner sufficient subscriptions were obtained to begin work in 1860. Toward the end of this year the road was com- pleted from Rocky Mount to Tar River. Bridge building delayed further construction for sometime, but the road was finally ex- tended across the river. The road paid well. The first two months this track received a net income of $1,239.46. The gross income was $1,605.09 less $365.73 operating expenses. This road proved an important asset during the war of 1861-65. The building of this branch railroad was due to the untiring efforts of Robert R. Bridgers, who afterward became president of the Wilmington and Weldon Railroad Company and the founder of the Atlantic Coast Line Railroad Company, and for many years its president, being president at the time of his death.
In 1862 the continuation of this road toward Washington was made and in that year an act was passed incorporating the Wash- ington and Tarboro Railroad. This was built and consolidated with the Wilmington and Weldon Railroad Company. The branch road from Rocky Mount to Tarboro was extended in 1869. At this time the extension of stock was made $3,000,000.00. The points of Jamesville, Plymouth, and Edenton were touched by
AGRICULTURE, INDUSTRIES AND INTERNAL IMPROVEMENTS 355
this extension. This division was later known as the Williamston and Tarboro Railroad, and was merged in with the Seaboard and Raleigh in 1881. R. R. Bridgers was president and John Norfleet director for several years. The branch from Rocky Mount to Tarboro, which was carried to Norfolk, was later known as the Atlantic and North Carolina Railroad.
There resulted, as was the usual custom, much controversy over the Seaboard and Raleigh Railroad. In March, 1882, the citizens of Sparta Township met at Sparta, and the chairman, Elias Carr, appointed a committee to express the opinions of the citizens on the railroad project. The point was made that a line for the road running through Edgecombe by way of Wilson and Raleigh -- the route proposed by J. R. Thigpen-was a better route than by way of Tarboro. The committee also showed that it would be ten miles shorter and would not be subject to competition by the Wilmington and Weldon road. Moreover, according to the points made by the committee, it would be less expensive and by crossing Tar River eight or ten miles below Tarboro it would be in a better position to compete for freight on the river than it would at Tarboro.
There was probably some grounds for this argument, since Sparta at this time was thickly settled, there being in the vicinity an inexhaustible supply of marl that could be transported, and in addition the railroad would be in a position to command all the trade of Pitt County, with a population of nearly 20,000. The county of Wilson, which handled more cotton than Tarboro, would also be touched, with the addition of Greene, Wayne, Nash, and Franklin counties. The conclusion reached, therefore, by the committee was that if a line was necessary for Tarboro it could be accommodated by a branch line.
In the meantime the chief engineer, C. L. McAlpine, came to Tarboro and informed the people that he was sent to build the road from Tarboro to Williamston, and that his instructions had not been changed. On March 30, 1882, H. J. Rogers, vice-presi- dent, wrote the Tarboro Southerner, the road would run from Williamston to Tarboro and would be completed by the middle of summer.
The citizens of Sparta learned of the statement and raised $3,500.00 on subscription and promised as much more as an in-
356
HISTORY OF EDGECOMBE COUNTY
ducement for the road to pass through that section. It was to the interest of the town of Tarboro to have the railroad built, as it would give another outlet.
The county had since 1837 been disappointed in not having a railroad. For this reason at times very little effort was mani- fested in promoting railroad interest. The Seaboard and Raleigh road was hindered because of the lack of the interest in sufficient subscriptions. When the time came to extend this road to James- ville and on to Raleigh, Edgecombe was supposed to subscribe $800,000.00. When the subscriptions opened, however, only $3,000.00 or $4,000.00 had been given. The people excused themselves on the ground that they had given the former subscrip- tions for this and other roads $13,000.00 more than its share, and had received no road. They wanted the assurance of a road, and when the boats on Tar River began to unload iron for the track in 1882 all doubt was cast aside and Edgecombe and its merchants gave liberally.
The earliest projected railroad in the county was the Tarboro and Hamilton. In 1832 at the time that the railroad mania seized the county a law was passed to incorporate this road. The bill was introduced in the House of Commons by Mr. Pittman. On January 13, 1883, the citizens of Tarboro in meeting with John R. Lloyd as chairman, thanked Mordecai Flemming, representa- tive from Surry County, and Lewis P. Thompson, representative from Bertie County, for defending bill for Edgecombe. The Tarboro people were anxious to secure the road, but the plans fell through. Edgecombe had been well represented on the Board of Internal Improvements. James S. Battle was one of the four directors appointed by the State to direct and recommend internal improvements.1
The surveying began in 1837 by L. S. Pender, who was em- ployed by Frank Hitch. The plan was to run the road to Goose Nest and into Martin County for about three miles. The road was designed as a narrow-gauged road for hauling logs. Soon after the work began the people of Kill Quick raised $6,000.00 by subscription and induced them to come their way. Consequently,
1 In 1876 the fever for railroads was so acute, application was made to the State Legislature for a charter for Tarboro Street Railway Company. The plan failed to materialise.
AGRICULTURE, INDUSTRIES AND INTERNAL IMPROVEMENTS 357
the Hamilton Hitch route was postponed. The fact also that there were projects of building a road from Suffolk to Tarboro discouraged the original plan. Also a line from Whitakers to Hamilton was discussed and planned.
The road from Tarboro to Hamilton was laid and financed by Whitby and Dixon, commission merchants of Baltimore. The original investment was $60,000.00. The road operated for some time when Dixon died. The Baltimore Trust Company was ap- pointed to settle his estate. The president of this company was also a stock owner in the Atlantic Coast Line Railroad, and he informed Hitch to pull his road up. Mr. Hitch gave the impres- sion he would not, but would sell for $60,000.00. Mr. Hitch ap- pealed to the people of Edgecombe for assistance and .requested them to subscribe $10,000.00 worth of stock in order that the road might continue. The people failed to respond.
The most recent and, from all indications, the most successful railroad undertaken in Edgecombe and, it may be justly added, in North Carolina is the East Carolina Railway. Henry Clark Bridgers represented and worked out the practical idea which dominated his uncle, R. R. Bridgers, president of the Wilmington and Weldon Railroad in 1867. The first attempt at this undertak- ing was to construct a tram road for logging purposes. The pur- pose grew and developed under the individual management of H. C. Bridgers, president,1 until in 1899 a passenger service was established between Tarboro and Macclesfield. The agricultural transportation was heavy, and towns were located along the line and began to grow. Pinetops, Macclesfield, and others between Tarboro and Hookerton in a distance of forty miles, have made this a most profitable asset to the industries of the county. Scarcely a town on this road is not growing, while almost every industry shows the mark of Mr. Bridgers' energy and business ability. Tarboro became the terminus.
Before the end of 1899 eleven miles of track were laid to Pine- tops, and in the following year extensions were gradually made until the line reached Hookerton, Greene County, N. C. The line established a shop at Tarboro, and has valuable rolling stock and
1 Mr. Bridgers was only 17 years of age when this enterprise was undertaken; this is the greatest individual effort ever undertaken in the county.
358
HISTORY OF EDGECOMBE COUNTY
equipment. The fact that the feat of laying this road was accom- plished places H. C. Bridgers foremost among the business men of the State and certainly in Edgecombe County.
Railroads, steamships, and all means of transportation is the life of industry. From the facilities the county has developed and grown to a place among the first in the State. It has enjoyed prosperity and has entered into an era of further progress and development that is full of a mighty promise.
Need help finding more records? Try our genealogical records directory which has more than 1 million sources to help you more easily locate the available records.