De Witt County, Illinois - Chapter 3: Axn Rail, 1882

Geography Road Facilities. '

E WlXr COUXTY i3 situated nearly central iu the state, the g 'ographical centre of Illinois, beiog. located but a few miles from the southern boundary. It lies between the fortieth and fnrtj'-first parallels of north latitude, and is bi-sected by the twelfth meridian west from Washington ; while the third Principal Meridian forms the western b lundary. Its greatest length from east to west is thirty miles, ami from north to south sixteen miles, and contains an area of about 39.3 square miles, or 2.51,657 acres. In compari-on of acres of improved and unimproved lands, there are proHabli' but few counties in the state, that can show a better record. The following is the official data taken from the record for 1880. Acres, improved lands, 232,66'2; value, §3,188,091 : Acres unimproved, 18,995 : value, 8142,799. Number impr.ived lots, 2,814; value, 8273,239. Unimproved lots, 1 ,393 ; value, 816,721. We are further informed by Mr. A. L. Barnett, the first and present surveyor of the county, that De Witt does not contain a single acre of land not susceptible of improvement. It is bounded on the north by McL°an ; east by Piatt, south by Macon, and west by Logan county. Cliuton, the capital, is situated nearly central, and equidistant from the two great cities of Chicago and St. Louis, baing about one hundred and fifty miles from each. AVheu the county was organized in 1839, its territory was considerable in excess of its present boundaries. Nearly a whole town.ship on the north-west has been lopped off and joined to Logan, while on the south and east, quite a (jortion of territory has been given over to form a part of what is now Piatt coanty. It embraces seven full, and si.'C fractional parts of congres-sioual townships, making thirteen voting ])recincts as follows: Waynesville, Wapella, Wilson, Rutledge, Santa Anna, De Witt, Harp, C'liiitoiiia, Barnett, Tunbridge, Texas, Creek, and Nixon.

The first land entries were made the 3J d.iy of November, 1827, as fol ows: James K. Scott entered the E -2 of the N. E.!, s ction 27 ; and Samuel P. Glenn the E \ of the S. W.J, sectioa 26; both being in town 21, range 1, east. Prior to the first of May, 1830, there were not to exceed 2,500 acres of land entered in the county.

Population. - The first settlers were principally Americius, who were natives of Kentucky and Tennessee. The present nationality is a mixture of English, Irish, Swedes, Germans, and a few French, and Negroes. The former largely predominates. Fiftyone years ago - 1830 - there were not to exceed 250 inhabitants within the present limits of the county. Below we give the official census of the several decades, from 1840 to the present time. In 1840, the records show a population of 3,247 ; 1850, males 2,554, females (white) 2,447; females (colored) 1; total, 5,002. The following is the census by townships since 1860.

It should be borne in mind that the census of 1840, included that p Ttion of territory, afterwards lopped off from the east and north-west, which has already been mentioned- From the fijregoing table it is easy to discover the gradual and healthy growth of the c 'Uuty in population.

Typography. - The surface of the country presents a pleasing variety of gently undulating prairie land, interspersed with belts of timber, that hug the water-courses in their various meanderings. Originally, about one-tenth of the county was covered with a fine growth of timber consisting of oak, walnut, elm, sycamore etc. Along the creeks the surface; is somewhat broken, and at various points assume the nature of small bluffs, especially along the Kickapoo iu the north-west. There are two principal divides or water-sheds, o je lying in the north and west, between the Kickapoo and Salt Creek, and the other extending along south of the latter creek, midway between it and the southern boundary of the c mnty. In many pirts of the state, the prairies, from their peculiar forms or other causes, received various names in an early day, and are yet familiarly known as such. But one, however, appears in De Witt county ; and it is doubtful if there are half a score of people to-day that could name or locate it. It lies between the north and south forks of Salt Creek, and is known by the oldest settlers as Pork Prair'e. Prior to the construction of the rail.'oads, or any artificial drainage, there were a few acresof land that were not considered tillable, and were commonly known as Swamp Lands. In 1853, the governor of the state appointed Mr. A. L. Barnett county surveyor, to ascertain and report to the State the number of acres of said lands. After making a careful survey, Mr. Barnett reported but 2,000 acres, all of which at this writing is under cultivation, or susceptible of improvement.

Hydrography. - T\\e cojnty is fairly well supplied with water courses suitable for natural drainage. The largest and most important stream is Salt creek, which enters the county at the north-east. Here two branches. North and South fork, trend in a south-westerly direction a few miles apart, when they unite in the southern central part of the county. These form the main stream, which then takes a westerly course, and crosses the county line at Tunbridge township. The Kickapoo with its tributaries form excellent drainage for the north-west. Fish of fine quality abound in these streams, and afford the sportsman ample recreation and pleasure. Bass, croppy, pike, and cat-fish are the principal species. Other small strc^ams abound, which meander through the prairie depressions, and finally empty their waters into Salt creek.

Artificial drainage is now being carried on to a great extent, especially that of tiling. But a few years ago an under-ground ditch was scarcely thought of, and much less practiced. Time and experience, however, has developed the fact that if the bus- bandnian would prosper, and succeed in getting out of tlie soil what it is capable of producing, the surface must be made warm ; and it has been further demonstrated, that man can do nothing in the way of tillage that is more conducive to this end than the sj'stem of under-drainage. No portion of the state is more largely engaged in the work of tiling than the fiirmers of De Witt. Hundreds of miles are already buried beneath the fertile prairies, branching out in every direction, like the veins of the human circulatory system. Thus are the surface waters at once carried away, leaving the soil t<j perform its complete and normal functions.

Clhnile. - The climate of Central Illinois is a happy medium between the extremes of heat and cold, and specially adapted to the raising of all kinds of productions peculiar to the temperate zones. The winters are comparatively short, and the summer seasons long and delightful. Snow falls seldom to exceed six inches in depth ; in fact, so light are the snows that the covering needed, so necessary to the production of winter wheat, makes this cereal an uucertai i crop ; yet it is largely planted, and olten yields very remunerative returns to the husbandman.

Perennial Sprinys abound in various parts of the county, but are mainly found along or near the water-courses ; a few, however, appear upon the open prairies. The largest and mo^t important spring is situated on the premises of Mrs. Weldon, a few miles south-east of Clinton, in Creek township. It gushes forth in considerable quantities, forming quite a brook of everrunning water. This spring is strongly tinctured with sulphur, aud the same may be said of nearly all others in the county, but few consisting of pure water. In dry seasons these provisions of nature are of almost incalculable value to the farmer and stock-raiser.

Mounds. - It may be known to but few citizens of the county that they have within their territory relics of a pre-historic race known as Mound Builders; but from the best authority there are unmistakable evidences that such is really the case. Men of close observation and scientific knowledge, after careful investigation, have pronounced them beyond question the work of the same race that have left evidences of their existence along the Father of Waters, and other portions of the West. The largest of these is found in the south-west corner of Clintonia township, on the premises owned by Bushrod Munson. It is oval in shape, from eight to ten feet in altitude, and thirty yards in diameter. There are two smaller ones within bow-shot of the former. None of these have been excavated, only in taking portions of gravel, from time to time, from their sides. It may be asked, why do scientists arrive at the conclusion that these are really artificial mounds? This question can be answered in a few words. In the first place, they are rather uniform in shape ; and secondly, they do not partake of the same nature of material as the soil around them. The bulk of their substance is composed of sand, gravel, and numerous small stones, the same as may be found in the creek bed two or three miles distant. Other small mounds are seen near Salt Creek, in Texas township. It is said, and by very reliable authority, that some of these have been exhumed, and human bones taken from their interior ; hence all the evidences go to show that the extinct race of centuries ago once roamed over the prairies and through the forests of this particular territory. Another peculiarity of the surface near some of the creek bottoms should not be neglected or passed by in this connection. These are certain depressions of a rotund shape, and from two to three feet in depth. In an early day, herds of thousands of buffaloes roamed wild over this part of the Mississippi Valley. Their main stamping ground was near the river or creek bottoms. Here they would seek the shade to rest and recreate. The theory is, and a very plausible one, that in their numerous stampings and wallowings these hollows or depressions were formed. To the student of history and the scientist these formations are familiarly known as Buffalo Wallows. Years and ages may glide by, yet they will exist, like the mounds of the unknown race, to inform the historian that other beings and other animals once inhabited this part of the globe.

Soil. - In fertility aud richness of soil, the county of De Witt is probably unsurpassed by any in the State. It is situated in the famous " Grand Prairie," which extends through the central part of Illinois, and is widely known as the garden spot of the West. Indeed, it possesses but one drawback, and that consists in its extreme productiveness. So inexhiustible is it in its yield, and so easy of cultivation, that the average farmer hardly deems it necessary to give it proper culture, or to return to the soil a portion he has received ; in other words, to feed as it has fed him. This is not an idle thought, but one that it may be well for the agriculturist to stop and consider. It may be said that there are three distinct classes of soil, to wit, the prairie, the timber land, and the creek bottoms. The former, which constitutes about nine-tenths of the county, is a black peaty loam, from two to five feet in depth, and commonly known as a vegetable decomposition, the formation of which took place centuries ago, thus preparing these vast plains to yield abundant crops for the present generation and the millions yet to come. The timber land is more or Ifss broken, the soil of which has a light yellowish color, and is but few inches in depth. It contains more or less lime, aud all other properties necessary to produce excellent wheat. Indeed, it is cousidered the most valuable land for this cereal, aud for the production of blue grass, of any soil in the county. The bottoms are composed of a deep sandy loam, combined with silt-deposit, aud specially adapted to the raising of corn. The bottom lands are not extensive, but when not inconvenienced by overflow, the yield of maize to the acre exceeds that of the prairies.

Agriculture and HoriicuUure. - The growth and prosperity of a country depends largely upon its agricultural resources ; in fact, the world could not move if it were not for this industry. Nothing is truer than the aphorism, '"The success of the husbandman is the success of the country." He is the bone aud sinew of the land, the engine, as ii were, that drives the whole machinery which fosters life, gives wealth, and creates happiness for mankind. When this industry fails, famine, misery, and tears prevail in the land. Ireland, and other countries of Europe have, in times pa.st, been striking examples of the famine fiend ; but thanks to a kind Providence, in our own country, and especially in central Illinois, have the people never had to know what it is to want for the necessaries of life

The means aud facilities for tilling the soil, a half-century ago, would be considered a burlesque on farming to-day. Then they scratched over the laud as best they could with the old wooden mould-board plow, aud gathered the harvest with a reap-hook. The threshing wa-s as .slow and laborious as the reaping, the process being by tramping out the grain by the use of cattle, or beating it from the straw with a flail. Presto change ; fifty years have glided by, and we cast our eye out upon the prairie landscape, aud what a transition ! The old mould-board has given place to the elegant sulky-plow, the reap-hook is transformed into the wonderful mechanism known as the self-binder, and the tramping of the cattle and the thud, thud of the flail have yielded to the steam-engine and the hum of the gigantic thresher. The change in the variety of crops raised is nearly if not quite as great as the use of utensils. Tiie fir^t settlers were not so much engrossed in money-making and money-getting as the people of to-day, but were laboring more for a mere subsistence. They raised patches of flax and some cotton, from which products they manufactured their own apparel. Corn was then the staple, as now, but produced in very limited quantities, as transportation facilities were so meagre that it was not a profitable crop only as it was used for home consumption. Wheat was rarely cultivated in the early days.

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 yieldiug 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 1870 and 'SO, the average yield was upwards of twenty-five bushels 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 cultivating of this important cereal has largely increased, in fact it has nearly doubled in acreage. With tlie 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 certaiu a crop in this county as corn and oats are now. The Irish and sweet-potato are raised with excellent 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 tine 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 descendaut-s of the famous "Louis Napoleon." He was imported from France in 18.51, by Erastus JNIartin and Charles FuUington, 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 j'ears. 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: Ilorocs, 7,.569, value, 8188,175; neat-cattle, 14,147, value, 81o.3,712; mules "95, value, 820,642; sheep, 12,792, value, 817,123; hogs, 28,468, value, 844.840.

Hortindture receives but little attention. But few climates are better adapted to the raising of mo.st fruits than Central Illinois ; the soil is certainly adequate to perform its part, and yet there is scarcely enough fruit raised annually to supply homedemand. 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 shoyld be cultivated for several years, and not left to struggle for themselves ; old or middle-aged ones should be carefully pruned at least once a year; the early falling fruit, or such as is not marketed or used, 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 by proper pruning and culture, they could be made to yield double the usual crop, and produce by far a more desirable fruit.

Tramportation Facilities. - The early markets, and the facilities 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 hamleti 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 memorv of man, the fir-it step was made that has revolutionized the whole world of traffic. The first locomotive engine was invented by George Stephenson, of England, and was first successfully operated, September 27th, 1825, on a short road from Stockton to Darlington. lu 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 transportation in the United States ; this was in July of that year. The cars were drawn by horse-power, the locomotive 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 number of cars had been provided to accommodate the trading public, and that a brigade (train of cars) would leave the depot on Pratt 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 G and Si 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 without 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 distance of about six miles across the American Bottoms. It was constructed in ISil, under the personal supervision and efforts of Governor Reynolds, Yha.\ Jarrot and a few others. It was expressly built for the purpose of transporting coal from where it cropped out at the bluff to the St. Liuis market. It had the wood rail, and the cars were pulled by horse-power. In speaking of this enterprise. Governor Reynolds, in his history entitled My Own Tim's 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 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 locomotive 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 horsepower substituted. But Illinois, to day, leads the van, has outstripped all the other states in this gigantic enterprise, and now modestly bears the honors of a well-earned success in the magnitude of internal improvements.

According to the official reports of 1880, Illinois has 0,294 miles of track, constructed and equipped at the cost of $408,740,915, 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.

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 control and management of the Wabash, St. Louis &: Pacific Railway. The G. C. & S. has been leased by the Illinois Central for ninety-nine years, and now operated by said road.

lUinois Central Railroad. - The main line of this road enters De Witt County on the north, near the center of Wapella township, 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 WapiUa. They were sabseiuently moved ti Chicago.

The Springfield Branch. - The Gillman, Clinton & Springfield road w.as 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 th^ 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 encourage 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 approved 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 hy Bantoul 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, aud trauiferring to the corporation the lands, stipulated that seven per cent, of the gro.ss 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 handsome annual revenue to the State; also that in the event of war government transportation should be furnished at a certain reduction from the prices regularly paid by the general government for such services. The proceeds of laud sales have been regularly applied to the redemption of construction bonds, and it is significant that while tho original issue of mortgage bonds amounted to 322,000,000, 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 intended that through the aid derived from these lauds 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 trafiic would have been fully developed, but the enforced delay in carrying out the original programme was utilized in building up the Stale of Illinois, and in perfecting the track of this road. The re.sources 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 attention 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 aud certain increase. Two years after the close of the war, in 1867, the Illinois Central Railroad Company leased three railways 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 been extensive feeders to the Central ; and also have adiled 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 Chicago aud St. Louis. Two through trains were run daily, lia Etjingham. In 1870, on completion of the Belleville and Illinois Southern Railroad to Du Quoin, the southern ^ business of the Illinois Central Railroad, originating in St. Louis, 1 was transferable from Odin and Ashley, the former connections with the Cairo Short Line. Though the Illinois Central Railroad put in a car-hoist at Cairo, to obviate the difficulties incidental to the difl'erent gauge of the southern roads, the tedious transfer between Cairo and Columbus militated against a satisfactory 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 1 Ceuli-al, Jive per cent sterling bonds, which were easily negotiable in foreign marliets, for live millions of the southern bonds, bearing seven yjcr cent, annual interest, with the understanding that the difference between the interest of the sterling and the southern bonds should constitute a sinking fund for the redemption of the bonds at maturity. The financial jianic of 1873, combined 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 Oilman, 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 furnishes 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. I

The following statistics in reference to the physical condition and equipment of the Illinois Central Railroad, will not be devoid of interest : - j

Miles

The line between Chicago and Cairo is operated as the Chicago I Division ; that between Centralia and Dubuque as the Northern Division, and the Road between Oilman 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.

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 Centntl Railroad company still offer for sale, along their line in Marion, Fayette, Clinton, Washington, Jefferson, Jackson, Perry, Franklin, Union, and Williamson counties in this state.

The titles to these lands offered for sale is as perfect as human agency can make it. It was originally donated by act of Congress to the State of Illinois, and by an act of the State Legislature transferred to this company and its Trnstees. No incumbrance 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 laud, and if such ticket-holder buys even a fortyacre tract, they will allow what he paid for such ticket as part payment on the purchase. These lands are productive, the climate healthy, and prices very low - usually from SI to S8 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:

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

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 management of the Wabash, was finished in 1873. It was first called the Havana, Macon City, Lincoln and Eastern. It afterwards assumed the name, Champaign, Havana and Western. Subsequently 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 consolidation, 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 :

Eastern Division Western Divi.Sion

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 recently secured a controlliog interest in the Iron mountain Railway, 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 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 19Lh, 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 Midland Railway Company. It has 176 miles of track, one hundred and sixty-eight of which is in Illinois. It has a capital stock of $2,000,000, and its total income for 1880, was 8336,936 90.

The Indiana, Bloomington and Western cuts across the northeastern part of the county in Santa Anna township. This company is the result of a consolidation of the Indianapolis, Crawfordsville and Danville, and the Danville, Urbaua, 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 234 miles, 144 of which is located in this state. The capital stock invested is 83,3:30,000, and the total earnings in 1880, were 81,186,347.49.

The total railroad bonded indebtedness of the county at present is 817.5,000, 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: Cliutonia, 850,000; De Witt, 840,000; Tunbridge, 830,000 ; Harp, 82.5,000. The following townships are also indebted to the Havana, Mason City and Eastern Railway. Clintonia, 8-50,000; Creek, 830,000; Nixou, 825,000. Ten thousand of the bonds of the former township will be paid off this year, 1881.