USA > Illinois > De Witt County > History of De Witt county, Illinois. With illustrations descriptive of the scenery, and biographical sketches of some of the prominent men and pioneers > Part 8
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As already stated, corn is the staple, and on the prairies and bottom-lands, no portion of the state can excel De Witt in the raising of this cereal, the average crop yielding from forty to fifty bushels per acre, and often far exceeding this number. Wheat of an excellent quality and yield is raised, especially in the timbered lands. The prairie is not considered a safe or sure ground for its production. The soil, though very rich, is too loose and spongy to protect the roots of the wheat during the winter, and the constant freezing and thawing peculiar to the spring climate. Yet, in the years 1879 and '80, the average yield was upwards of twenty-five hnshels per acre. These extra crops are probably due to the climatic peculiarities of those winters, and the improved methods of preparing the ground and planting the seed. Within the last three or four years the cul- tivating of this important cereal has largely increased, in fact it has nearly doubled in acreage. With the improvement of tilling which is now so rapidly being pushed forward, and the progress in the science of agriculture, it can be but a question of time when wheat will be as certain a crop in this county as corn and oats are now. The Irish and sweet-potato are raised with excel- lent success, and form a very important part of the agricultural industry. Grasses of all kinds are raised in abundance ; timothy, blue-grass, red-top and clover are the chief varieties, which afford the best pasturage for stock, and furnish a choice quality of hay for the market. The rich soil of the prairies is the best adapted to the growth of timothy and clover, while the thinner lands of the timber are utilized with great advantage for grazing cattle upon the bountiful supply of blue-grass. De Witt county stands, probably, second to none in the state in the careful raising and propagating of fine draft-horses. Many are shipped annually to various parts of the United States. Indeed, this branch of business is made a specialty by some of the leading farmers and stock-men. The Norman stock prevails, which are descendants of the famous "Louis Napoleon." He was imported from France in 1851, by Erastus Martin and Charles Fullington, of Champaign and Union counties, Ohio, and afterwards brought to De Witt county, Illinois, by A. P. Cushman ; was purchased by E. Dillon & Co., of Bloomington, in whose hands he died, in 1871, at the age of twenty-three years. When young, he was a dark dapple-gray, but snow-white at his death, and was the sire of over four hundred successful stallions. So choice was the stock of this noted horse that the county fairly took the lead in this noted industry, and retains it at this time. The following is a showing of the numbers and value of the stock raised in the county for 1880: Horses, 7,569, value, $188,175; neat-cattle, 14,147, value, 8155,712; mules, 795, value, 820,642; sheep, 12,792, value, $17,123 ; hogs, 28,468, value, 844,840.
Horticulture receives but little attention. But few climates are better adapted to the raising of most fruits than Central Illi- nois ; the soil is certainly adequate to perform its part, and yet
there is scarcely enough fruit raised annually to supply home- demand. Grapes and berries grow in abundance, and that spontaneously ; apples, pears, plums and cherries bear fair crops, with but small labor after having once been planted ; peaches are really the only uncertain fruit. What better evidence do we need to prove that this is a natural fruit country? Young trees should be cultivated for several years, and not left to struggle for themselves; old or middle-aged ones should be carefully pruued at least once a year ; the early falling fruit, or such as is not marketed or nsed, should be disposed of in some manner to prevent the propagating of insects, which are so detrimental to raising good and perfect fruit. Many good orchards abound in the county, and hy proper pruniug and culture, they could be made to yield double the usual crop, and produce by far a more desirable fruit.
Transportation Facilities .- The early markets, and the facili- ties of transportation were as inconvenient as the produce to be moved was meager-all things were in keeping and consistent with the times. The first market, and principal trading point was St. Louis via Pekin. Goods were boated up the Illinois river to the latter place, and then carted across the country to the little hamlets of the county.
No railroads, and scarcely passable highways then traversed this section of the country-verily, " Necessity is the mother of invention." The world moves, and we have lived to see and enjoy the Iron Age. Only half a century ago, within the memory of man, the first step was made that has revolutionized the whole world of traffic. The first locomotive engine was in- vented by George Stephenson, of England, and was first success- fully operated, September 27th, 1825, on a short road from Stockton to Darlington. In 1830 there were but twenty-three miles of railroad this side of the Atlantic. The road between Baltimore and Ellicott's Mills, Maryland, eleven and one-half miles in length, was the first operated road for passenger trans- portation in the United States; this was in July of that year. The cars were drawn by horse-power, the Incomotive not then having been introduced at that time within the States. The coaches were open, somewhat resembling the common carriage vehicles of that date. In the Baltimore American of July, 1830, was the advertisement of this road, stating that a sufficient num- ber of cars had been provided to accommodate the trading pub- lie, and that a brigade (train of cars) would leave the depot on l'ratt street at 6 and 10 o'clock A M., and at 3 and 4 o'clock P. M. ; returning, would leave the depot at Ellicott's Mills at 6 and Sł o'clock A M., and 12! and 6 o'clock P. M. This time-card was accompanied with positive orders, prohibiting any passengers entering the cars withont tickets; also with a provision for engaging cars by the day, if parties desired.
The first railroad constructed in the Mississippi Valley was built from Illinoistown-now East St. Louis-to the bluff, a dis- tance of about six miles across the American Bottoms. It was constructed in 1837, under the personal supervision and efforts of Governor Reynolds, Vital Jarrot and a few others. It was expressly built for the purpose of transporting coal from where it cropped out at the hluff to the St. Louis market. It had the wood rail, and the cars were pulled by horse-power. In speak- ing of this enterprise, Governor Reynolds, in his history entitled My Own Times says : We had not the means nor the time in one year to procure the iron for the rails or the locomotive, so we were compelled to work the road without iron, and with horse-power. We did so, and delivered much coal to the river. It was strange how it was possible that we could construct the
33
HISTORY OF DE WITT COUNTY, ILLINOIS.
road under the adverse circumstances. The members of the company and I-one of them-lay out on the premises of the road day and night while the work was in progression ; and I assert that it was the greatest work or enterprise ever performed in Illinois under the circumstances.
The first line of railroad built in the state in which the loco- motive was used, was the Northern Cross Railway, extending from Quincy to Danville. This was chartered in 1837, and the first locomotive placed upon it in the winter of 1838-9, running from Meredosia to Jacksonville. The track was the primitive strap-rail style, which was made by spiking thin straps of iron to the rail-beds. The engine, as well as the road, soon became so impaired that the former had to be abandoned and the horse- power substituted. But Illinois, to day, leads the van, has ont- stripped all the other states in this gigantic enterprise, and now modestly bears the honors of a well-earned success in the mag- nitude of internal improvements.
According to the official reports of 1880, Illinois has 9,294 miles of track, constructed and equipped at the cost of $408,745,915, thus surpassing every other state in the Union in miles of railroad. If within less than half a century such strides have been made, in the facilities of transportation, what mind can conceive the condition of things fifty years hence.
RAILROADS OF DE WITT COUNTY.
Five roads, like net-work, now traverse the county, three of which center and cross at the county seat as follows : Illinois Central main line, Gillman, Clinton and Springfield branch of Central and the I. B. & W. The latter is now under the con- trol and management of the Wabash, St. Louis & Pacific Rail- way. The G. C. & S. has been leased by the Illinois Central for ninety-nine years, and now operated by said road.
Illinois Central Railroad .- The main line of this road enters De Witt County on the north, near the center of Wapella town- ship, on section fifteen, and traverses the county in an almost due southerly direction through the township of Clintonia and Texas. The most important station on the road in this county is Clinton. For many years the shops of this road were located at Wapella. They were subsequently move.l t > Chicago.
The Springfield Branch .- The Gillman, Clinton & Springfield road was constructed in 1871, and was leased to the Illinois Central in 1878 for the term of ninety-nine years. This is one of the important roads traversing the county. It enters the county from the west on section 30, Tunbridge township, traverses the county in a north-easterly direction through the townships of Tunbridge, Texas, Clintonia, Harp, De Witt, Rutledge and Santa Anna. The most important stations on this line in this county are Clinton, Farmer City, De Witt and Kenney. It has always been the policy of the Central road to foster and en- courage the growth of the country through which it passes. This is one of the largest corporations in Illinois, and a brief sketch would not fail to interest our readers.
In September, 1850, Congress passed an act, and it was ap- proved by President Fillmore, granting an aggregate of 2,595,053 acres, to aid in building this road. The act granted the right of way, and gave alternate sections of land for six miles on either side of the road. The grant of land was made directly to the State. On the 10th of February, 1851, the legislature of Illinois granted a charter to an eastern company, represented by Runtoul and others, to build it, with a capital stock of $1,000,000. The road was completed in 1854. The legislature, in granting the charter, and transferring to the corporation the lands, stipulated 5
that seven per cent. of the gross earnings of the road should be paid semi-annually into the treasury of the State forever. This wise provision, in lieu of the liberal land. grant, yields a hand- some annual revenue to the State; also that in the event of war government transportation should be furnished at a certain re- duction from the prices regularly paid by the general govern- ment for such services. The proceeds of land sales have been regularly applied to the redemption of construction bonds, and it is significant that while the original issue of mortgage bonds amounted to 822,000,000, that amount has been so reduced that in 1890 the whole issue will be retired, and the stockholders will own a road more than 700 miles in length, fully equipped, with no outstanding liability other than the share of capital. It may be noted here, that when the general government donated lands to the States of Illinois, Mississippi, and Alabama, it was in- tended that through the aid derived from these lands a through artery of travel should be established between the Lakes and the Gulf-ports. Had the war not supervened, the project would then have been carried out in its entirety, and the North and South movement of traffic would have been fully developed, but the enforced delay in carrying out the original programme was utilized in building up the State of Illinois, and in perfecting the track of this road. The resources of the company were taxed to their utmost capacity during the war, in furnishing transportation for the general government ; but the interests of communities along the line were carefully watched, and a local business was built up, which in volume and value far exceeded the most sanguine expectation of the proprietary. Strict atten- tion to local business has always been a marked characteristic of Illinois Central Railroad management, hence their lands have been eagerly sought after; and they have the satisfaction of knowing that the value of the road is not dependent entirely upon its identification with the through business of the country, but on the contribution of local traffic, which shows a permanent and certain increase. Two years after the close of the war, in 1867, the Illinois Central Railroad Company leased three rail- ways in Iowa, "The Dubuque and Sioux City," "Cedar Falls and Minnesota," and "Iowa Falls and Sioux City " Railroads. The last named road was not, however, completed to Sioux City until 1871. These leased lines have hcen extensive feeders to the Central ; and also have added immensely to the commerce of Chicago, and have been great auxiliaries in the development of Iowa and southern Minnesota.
On the opening of the Vandalia line, the Illinois Central made its first direct advance toward securing a representation in the traffic between Chieago and St. Louis. Two through trains were run daily, via Effingham. In 1870, on completion of the Belle- ville and Illinois Southern Railroad to Du Quoin, the southern business of the Illinois Central Railroad, originating in St. Louis, was transferable from Odin and Ashley, the former coonections with the Cairo Short Line. Though the Illinois Central Rail- road put in a car-hoist at Cairo, to obviate the difficulties inci- dental to the different gauge of the southern roads, the tedious transfer between Cairo and Columbus militated against a satis- factory development of through business, and it was not until 1873, by completion of the Mississippi Central Extension, from Jackson to a point opposite Cairo, that the Illinois Central was enabled to compete on equal terms with rival routes to the South for the business of the Gulf States. This extension could not have been built without the aid of the Illinois Central Railroad Company, which was given by exchanging one million of Illinois C'entral, five per cent. sterling bonds, which were easily negotiable
34
HISTORY OF DE WITT COUNTY, ILLINOIS.
in foreign markets, for five millions of the southern bonds, bear- ing seven per cent. annual interest, with the understanding that the difference between the interest of the sterling and the south- ern bonds should constitute a sinking fund for the redemption of the bonds at maturity. The financial panic of 1873, com- bined with other local causes, prevented the line between New Orleans and Cairo from earning sufficient to meet the annual interest charges, and the property was placed in the hands of a receiver, where it remained until 1877, when a reorganization of the companies resulted in placing the direct control in the hands of the Illinois Central Railroad Company. No expense has been spared to put the road-bed and equipments in first-class condition. About the same time the Illinois Central Managers acquired, on favorable terms, possession of the Gilman, Clinton and Springfield Railroad, and thereby secured in perp tuity the traffic of a valuable section of country formerly tributary to competing roads. At Durant, 309 miles from Cairo, connection is made with a branch, 21 miles in length, to Kosciusko, also at Jackson (Mississippi) ; the Vicksburg and Meridian Railroad furnisbes a line to Vicksburg, and thence via the Vicksburg, Shreveport and Texas Railroad for Monroe, La., Shreveport and all points on the Texas and Pacific Railway. The Morgan's Louisiana and Texas Railroad, in connection with steamers from Brashear, furnish an alternate route to Galveston and other points in Texas.
The following statistics in reference to the physical condition and equipment of the Illinois Central Railroad, will not be devoid of interest :---
MILES.
Main line, Cairo to La Salle, opened for business, Jan. Sth, 1855, 308.99 Galena Branch, La Salle, to Dunkirk, opened June 12th, 1855 . 146 73 Chicago Branch, Chicago to Centralia Junction, opened Sept. 26th, 1856, . 249.78 Springfield Division, Gilman to Springfield, opened in Septem- ber, 1871, .. 111.47
Total length of Main Line and Branches, 816.97
Aggregate length computed as single track 833 68
Length of Sidings, . 132.68
Total length of track owned in Illinois, 966.36
Iowa Division, from Dubuque to Sioux City, 327.00
Southern Division, from Cairo to New Orleans, 548.00
Minnesota Branch, from Waterloo to Mono, . 80.00
Making the total number of miles, 1921.36
The line between Chicago and Cairo is operated as the Chicago Division; that between Centralia and Dubuque as the Northern Division, and the Road between Gilman and Springfield as the Springfield Division. The tracks of the various lines are mostly steel-rails, the road beds, especially in this state, are ballasted with rock, the rolling stock is excellent, and the road throughout is, in all parts, first class. The Main Line passes through the richest portion of the state-and is the greatest thoroughfare of travel and traffic between the North and the South.
RAILROAD LANDS.
Believing that there are many farmers in De Witt county who desire a profitable investment, we would therefore call the attention of all who are desirous of procuring more land, or larger farms to the large quantity of good farming land, the
Illinois Central Railroad company still offer for sale, along their line iu Marion, Fayette, Clinton, Washington, Jefferson, Jackson, Perry, Franklin, Union, and Williamson counties in this state.
TITLE.
The titles to these lands offered for sale is as perfect as buman agency can make it. It was originally donated by act of Con- gress to the State of Illinois, and hy an act of the State Legisla- ture transferred to this company and its Trustees. No incum- brance of any kind whatever. To all who desire in good faith to examine any of these lands, the railroad company issues half rate tickets on any of their own lines to and from the nearest points to the land, and if such ticket-holder buys even a forty- acre tract, they will allow what be paid for such ticket as part payment on the purchase. These lands are productive, the cli- mate bealtby, and prices very low-usually from 84 to $8 per acre, on easy terms, and a low rate of interest. These lands can be purchased on the following terms :
One quarter cash, with five per cent. interest for one year in advance on the residue; the balance payable in one, two and three years, with five per cent. interest in advance, each year on the part remaining unpaid. For example, for forty acres of land at $5.00 per acre, the payments would be as follows :
Cash payment · $50.00, principal, and $7.50 interest.
In one year, . 50.00 =
= 5.00
In two years, 50 00 =
2.50
In three years, 50.00
$200.00
$15.00
Or the same land may be bought for $180.00, all cash, as we deduct ten per cent. when all cash is paid. Full information on all points relating to any particular locality or tract, will be furnished on application, either in person or by letter, to
P. DAGGY, Land Commissioner. Room 11, No. 78 Michigan Ave., Chicago, Illinois.
Wabash, St. Louis and Pacific: more widely and commonly known as the Wabash, passes through five townships of De Witt county, viz. : Nixon, Creek, Texas, Clintonia, and Barnett. The principal stations on the line of the road in this county, are Clinton, Weldon, Lane, Hallsville, and Midland City. The road passing through the county which is now under the manage- ment of the Wabash, was finished in 1873. It was first called the IIavana, Macon City, Lincoln and Eastern. It afterwards assumed the name, Champaigu, Havana and Western. Subse- quently it went into the hands of the I B. and W., and in the year' 1880, was leased by the Wabash for ninety-nine years. Through a system of consolidation, unparalleled in American railways, it has become a giant among them. This consolida- tion, it is estimated, has added $50,000,000 to the value of bonds and shares of the various companies now incorporated in the Wabash system. The road takes its title from the river of that name, a tributary of the Ohio, which in part separates the States Indiana and Illinois.
For convenience in management and operation, the road is divided into two grand divisions, the eastern and western, with headquarters in St. Louis, Under its new name it has rapidly extended its lines east and west of the Mississippi river, and at present comprises the following divisions, with termini and . lengths as presented :
35
HISTORY OF DE WITT COUNTY, ILLINOIS.
EASTERN DIVISION.
Toledo, Ohio, to St. Louis, Mo-, . 436 miles.
Decatur, Ill., to Quincv, Ill., . 151
Bluffa, Ill., to Hannibal, Mo., 50
Maysville, Ill., to Pittsfield, Ill., G
Clayton, Ill., to Keokuk, Iowa, 49
Logansport, Ind., to Butler, Ind., 93
Edwardsville, Ill., to Edwardsville Crossing, 10
Bement, 111., Chicago, . 151
Decatur, Ill., via Campaign to Havana, Ill.,
131
Peoria, Ill., to Jacksonville, . 83
State Line, Ill., to Warsaw, Ill.,
227 11
Total miles east of the Mississippi river, . . 1387
WESTERN DIVISION.
St. Louis to Kansas City, . 227 miles.
Brunswick, Mo., to Council Bluffs, Iowa, 224
Roseberry, Mo., to Clarinda, Iowa, 22
Moberly, Mo., to Ottumwa, Iowa, . 131
North Lexington, Mo., to St. Joseph, Mo., 76
Centralia, Mo , to Columbia, Mo., 22
44
Salisbury, Mo., to Glasgow, Mo., 15
Ferguson, Mo., to Biddle street, St. Louis 10
Total miles west of Mississippi river, 777 2158 miles.
In addition to this a branch road is being now constructed to Detroit, Michigan, which, with a connection whose terms are already agreed upon with the great railway system of Canada, and with a further addition of double steel track, thence to the seaboard, will make this the most stupendous combination known to railway systems. The management of the Wabash have re- cently secured a controlling interest in the Iron mountain Rail- way, and its connection with the systems of railways of Texas, and the south-western States and Territories will greatly increase its earnings, and will do much toward populating and developing the resources of the great south-west. This road is progressive in every respect, The finest passenger cars on the continent are run on its lines, and every effort is being made to advance the interests of its patrons, and to develop the material growth of the country, through which its various lines pass.
The Illinois Midland Railroad extends almost through the western portion of the county. This railway is a consolidation of the Paris and Decatur Railroad Company, incorporated by charter approved February 18th, 1861; the Paris Terre Haute Railroad Company, incorporated under provisions of the law of March 1st, 1872, and the Peoria, Atlanta and Decatur Railroad Company, incorporated March 1st, 1869. On September 19th, 1874, the Peoria, Atlanta and Decatur Company purchased the Paris and Decatur, and the Paris and Terre Haute Roads, and on November 4th, 1874, changed its name to Illinois Mid- land Railway Company. It has 176 miles of track, one hundred aud sixty-eight of which is in Illinois. It has a capital stock of $2,000,000, and its total income for 1880, was $336,936 90.
The Indiana, Bloomington and Western cuts across the north- eastern part of the county in Santa Anna township. This com- pany is the result of a consolidation of the Indianapolis, Craw- fordsville and Danville, and the Danville, Urbana, Bloomington and Pekin Railroads. The consolidation was effected July 20th, 1869, and the main line opened for business October 1st, 1869. The western extension was opened in 1873. It holds temporary lease-hold privileges over the Paris and Springfield Railroad between Pekin and Peoria, paying for the privileges a sum based upon the freight tonnage, with a special basis for passenger traffic.
Its aggregate length of track is 23+ miles, 144 of which is located in this state. The capital stock invested is $3,330,000, and the total earnings in 1880, were 81,186,347.49.
The total railroad bonded indebtedness of the county at pre- sent is 8175,000, bearing 6 per cent. interest. This amount is due, entire, to the Gillman, Clinton and Springfield Road. In addition to this there is also a township indebtedness to this road as follows: Clintonia, 850,000 ; De Witt, 840,000; Tunbridge, 830,000; Harp, 825,000. The following townships are also in- debted to the Havana, Mason City and Eastern Railway. Clin- tonia, 850,000; Creek, $30,000; Nixon, 825,000. Ten thousand of the bonds of the former township will be paid off this year, 1881.
CHAPTER IV.
GEOLOGI. 1717995
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