Skip to main content

Ghost Town Tuesday; Brewster, Florida

Back in 2015 I was out searching for ghost towns that still had standing structures in the Bone Valley Area of Polk County, Florida.  Along Florida State 37 south of Bradley Junction I found the remains of what was Brewster.






Brewster was a phosphate company town built by American Cyanide in 1910 along the rails one mile east of modern FL 37 on Old Highway 37.  Brewster had all the amenities expected a real town such  as; a school, a grocery store, gas station, and even doctor's office.  Mining in Brewster shuttered in the early 1960s leading to the community being closed in 1962.  Residents of Brewster were allowed to purchase their homes, many of which ended up to the north in; Fort Meade, Bradley Junction, Bartow, and Mulberry.  Some of the mining facilities in Brewster were used until the 1970s before every usable asset was moved to the Fort Lonesome Mine.

FL 37 was moved west of the original Brewster town site some time between 1966 and 1973.  There is a handful of buildings resting off of FL 37 in a state of decay.  The saloon building still bears the name of the community of Brewster.









The smokestack off in the distance was part of the Brewster Power Plant which was the first building assembled in the community.






An abandoned access road to the mines west of FL 37 can be found behind a fence in Brewster.


Comments

Popular posts from this blog

Paper Highways: The Unbuilt New Orleans Bypass (Proposed I-410)

  There are many examples around the United States of proposed freeway corridors in urban areas that never saw the light of day for one reason or another. They all fall somewhere in between the little-known and the infamous and from the mundane to the spectacular. One of the more obscure and interesting examples of such a project is the short-lived idea to construct a southern beltway for the New Orleans metropolitan area in the 1960s and 70s. Greater New Orleans and its surrounding area grew rapidly in the years after World War II, as suburban sprawl encroached on the historically rural downriver parishes around the city. In response to the development of the region’s Westbank and the emergence of communities in St. Charles and St. John the Baptist Parishes as viable suburban communities during this period, regional planners began to consider concepts for new infrastructure projects to serve this growing population.  The idea for a circular freeway around the southern perimeter of t

Hernando de Soto Bridge (Memphis, TN)

The newest of the bridges that span the lower Mississippi River at Memphis, the Hernando de Soto Bridge was completed in 1973 and carries Interstate 40 between downtown Memphis and West Memphis, AR. The bridge’s signature M-shaped superstructure makes it an instantly recognizable landmark in the city and one of the most visually unique bridges on the Mississippi River. As early as 1953, Memphis city planners recommended the construction of a second highway bridge across the Mississippi River to connect the city with West Memphis, AR. The Memphis & Arkansas Bridge had been completed only four years earlier a couple miles downriver from downtown, however it was expected that long-term growth in the metro area would warrant the construction of an additional bridge, the fourth crossing of the Mississippi River to be built at Memphis, in the not-too-distant future. Unlike the previous three Mississippi River bridges to be built the city, the location chosen for this bridge was about two

Memphis & Arkansas Bridge (Memphis, TN)

  Like the expansion of the railroads the previous century, the modernization of the country’s highway infrastructure in the early and mid 20th Century required the construction of new landmark bridges along the lower Mississippi River (and nation-wide for that matter) that would facilitate the expected growth in overall traffic demand in ensuing decades. While this new movement had been anticipated to some extent in the Memphis area with the design of the Harahan Bridge, neither it nor its neighbor the older Frisco Bridge were capable of accommodating the sharp rise in the popularity and demand of the automobile as a mode of cross-river transportation during the Great Depression. As was the case 30 years prior, the solution in the 1940s was to construct a new bridge in the same general location as its predecessors, only this time the bridge would be the first built exclusively for vehicle traffic. This bridge, the Memphis & Arkansas Bridge, was completed in 1949 and was the third