The railroads of Illinois were built to connect centers of population already existing, or to connect a center of population with a break in transportation. Thus the first railroad con structed from Springfield to the Illinois River aided the inhabit ants of the inland region to reach the river, where steamboat accommodations were readily secured. The railroad built between Chicago and Galena connected the two most impor tant cities of northern Illinois at that time. As soon as a rail road is in operation, it makes numerous breaks in transportation between railroad and wagon road, and the number of possible town sites, each located at a break in transportation, is limited only by the speculations of the human mind. On many hundreds of such locations throughout Illinois, villages, towns, and cities have been established. The numerous railroad stations of the state at which the grain elevator is the principal place of business speak emphatically of agricultural prosperity. Every grain elevator of the state marks a break in transporta tion, and their tall, gaunt structures at intervals of only a few miles along every railroad give pleasure to the mind of the traveler who interprets them in terms of the productiveness and prosperity for which they stand. No village is founded at a distance from a railroad, if a railroad location is accessible. Many thriving villages of Illinois, established before railroad development, have continued as community centers, although not reached by a railroad, but they have not grown in popula tion and importance.
Shifting the break in transportation.—Before the advent of the railroad all thriving commercial centers in Illinois were river, canal, or lake ports, or within easy wagon haul of a port. The railroad system of the state brought about pro found changes in both actual and relative importance of previously established town sites. In the clays of steamboat traffic Oquawka, Henderson County, was a busy shipping point on the Mississippi. It was carefully considered as a suitable point at which to cross the Mississippi. The decision, however, fell to Burlington, Iowa. In 1910 Oquawka had a population of 907; Burlington 24,324. Shawneetown, during the days of river steamboat traffic, was the most important city in southern Illinois. Its importance decreased with the decline of river traffic.
The effect on Illinois towns of shifting the transportation break from river ports to railroad centers appeared in a striking manner among the river ports of the middle Illinois River.
The Illinois river towns that obtained good railroad connections did not suffer greatly from the decline of river trade. This was especially true of Peoria, which became a great railroad center for the same reasons that it had before been an important road center, and which also developed extensive manufacturing interests. It was true to less extent of Pekin. To every other river town within the area considered in the report [Depue to Pekin] the passing of the steamboat was a serious blow, and several suffered an actual decrease in population.
Depue had been the great shipping point for an extensive area west of the river, and enjoyed a large trade until near the close of the fifties. By that time the back country had important railroad lines, and the farmers ceased to haul grain to the river with its decreasing shipping facilities. The trade of Depue, except from the immediate vicinity, soon ceased.
Hennepin experienced a decline similar to that of Depue. It had a population of 711 in 1857, and a large commerce. but having lost its river trade and being without any railroad, each census since 1860 has recorded a decrease in population, that of 1900 being only 523 [1910. 451].
The population statistics of Henry tell of a period of rapid growth under the influence of river trade, and one of relative stagnation following the passing of the steamboat. The substantial growth of the place began in 1844 with the multiplication of steamboats above Peoria. It contained 400 people in 1850. During the next six years the population increased over fourfold, reaching 1,064 in 1556. Since the loss of its river trade the town has been essentially at a standstill, having in 1900 only 1,637 inhabitants [1910, 1,6871. The story is again repeated, in principle, in the case of Lacon. In the late fifties this place had nearly' ,000 inhabitants, but it was nearly stationary between 1560 and 1570, and since the latter date it has steadily lost [1910, 1,4951. railroad service is far less satisfactory than that of Henry, since it is situated at the end of a branch line.
The decay of Spring Bay is particularly striking. In its best days, it is said to have had eight or nine warehouses to which practically all the farmers of Woodford County hauled their grain. In the spring eight or nine steam boats might be seen at the levee at a single time loading for the down-river market. The disappearance of the steamboats and the opening of railroads to the east of Spring Bay, running parallel to the river, proved a death blow to the town. Most of the inhabitants moved away, and the last ware house was destroyed years ago [population 1910, 119]. Chillicothe has had a happier history. Like the other river towns mentioned, it suffered from the loss of its river grain trade, but it was fortunate in later hecoming a junc tion point between two important railroads. Its population accordingly increased rapidly between 1880 and 1590, but it has been nearly stationary since [population 1910, The influence on the towns of the middle Illinois Valley of the competition of railroad traffic with river transportation is typical of changes which took place along other stretches of the Illinois River and along the Mississippi and Ohio rivers. The same forces operated also in the competition between new towns established on railroad lines and older towns which had flourished on overland wagon routes, but were not favored by a railroad.
Railroad centers.—Along every railroad, towns have been established at intervals of a few miles, usually less than ten miles. These numerous stations are necessary to reduce the amount of wagon haul of bulky products such as grain, lumber, and coal, for wagon transport is many Limes as expensive per ton-mile as carriage by railroad. The intersection of two railroads is not necessarily marked by an important town, but the railroad station is usually there and provision made for exchange of passengers and freight between the two railroads. A town of importance may develop to serve the surrounding community. The transportation facilities are better than when only one railroad is present. The intersection of three or more railroads is very likely to give rise to a town of local importance.
Three roads lead out in six directions from the center if all are through lines. Quincy is the sixth city of the state and the largest with only three railroads. If the attention is centered on the railroad lines of a railroad map, the location of the important cities will be evident by the convergence of the railroads at these cities. As the number of railroads entering a city increase, the opportunities for transfer of passengers and freight increases; additional areas of production are made available for raw materials; markets are brought into more direct contact with the manufacturer; and continued growth and prosperity are assured.