Rich:
I believe all of the answers to your post are correct. I have been doing some
research on signal history, and while the segment from Oregon to Savanna was
not specifically mentioned in early correspondence, I found information written
about several segments of the mainline where the Q's management was not
satisfied with the geometry of their original main track, and they either
postponed adding a second track until they had the money to relocate the
original main, or they added signals at a very early date to provide a
satisfactory operation. For a variety of reasons, they never got around to
improving the original track, adding the second track, or postponed these
improvements for many years.
A prime example was the grade between Whitebreast (west of Indianola Jct.) and
Troy (later replaced by Shannon) in central Iowa. When the Q extended the
double track west from Chariton, in 1900, they skipped this 3 mile segment
because they were so dis-satisfied with the eastbound grade of the original
track up from Whitebreast Creek. The EB ruling grade had to approach 1.5%.
The Q did not have, or chose not to spend, the money to relocate the original
main, and made the decision to install 'lock and block' signals on the single
main instead. They were ultimately able to get by for a long time, because the
single main was still in existence in 1933 when CTC was installed between
Chariton and Shannon, and it was 1936 before the second (EB) main was
constructed. The original main was never relocated, and exists today as the
Westbound track.
I suspect the segment from Oregon to Savanna was another one of those segments
that management wrangled with, wondering if the money necessary to fix the
undulating profile of the track was worth it. In 1946, when CTC was installed
between Flag Center and Savanna Tower, information provided indicated that
traffic consisted of 12 passenger trains and from 9 to 12 freight trains daily.
Also important was the fact that all but a couple locals were in fast through
service. The proposed siding capacity was to be 140 cars, which exceeded by
quite a bit the average freight train consist of 80 cars. This, coupled with
the close siding spacing of about 6 miles average, was projected to enable most
meets to occur without stopping. Whether the actual operation was this smooth
or not, the expenditure for CTC probably put to rest any further discussion
that might have taken place about the need to add a second track.
Glen Haug
To: CBQ@yahoogroups.com
From: rgortowski@aol.com
Date: Mon, 1 Nov 2010 11:30:32 -0400
Subject: [CBQ] Flagg Center to Savanna Mainline
List,
This may have been discussed before, but I don't recall it. I'm curious about
the decision the Q made not to double track the Minneapolis mainline on the C&I
from Flagg Center, IL to Savanna, IL. This was (and remains) an awfully busy
stretch of track for a single main. I know this was one of the earliest
installations of CTC in the US, but I'm interested as to why this stretch was
never double tracked.
Thanks,
Rich
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