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[CBQ] Re: Flagg Center to Savanna Mainline, and other similar segments

To: CBQ@yahoogroups.com
Subject: [CBQ] Re: Flagg Center to Savanna Mainline, and other similar segments
From: William Barber <clipperw@gmail.com>
Date: Tue, 2 Nov 2010 09:30:49 -0500
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Glen,

Q's decisions concerning the C&I obviously worked. During the '40s  
and '50s, some of the fastest scheduled passenger operations in the  
country, occurred on that line. As I recall, some of those start to  
stop scheduled speeds were in the range of 84 - 86 MPH. That required  
running at more than 100 MPH. It seems like Oregon to Rochelle was  
the really fast area.

Bill Barber
Gravois Mills, MO

On Nov 2, 2010, at 4:36 AM, CBQ@yahoogroups.com wrote:

> Re: Flagg Center to Savanna Mainline, and other similar segments
> Posted by: "GLEN HAUG" glenehaug@msn.com   zephyr98072
> Mon Nov 1, 2010 9:42 pm (PDT)
>
>
>
>
> 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



[Non-text portions of this message have been removed]



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