Jerold:
I will expand on replies made to your question about the grades and second tracks at Albia.
I have actually been doing research on this because I intend to write an article.
In the late 1870’s CB&Q found itself in a situation across eastern Iowa, and particularly between Ottumwa and Chariton, where traffic had grown to a point that they were having difficulty handling
all the business on a single track line.
There were 3 grades between those two points that restricted freight trains to 16 loaded cars (with a 4-4-0 American locomotive).
Those grades were called the Frederic grade, the Albia grade and the Russell grade.
In those days, grades were defined in feet per mile as opposed to percentages.
The Frederic grade was 1.8 miles of 65’ grade ascending westward, the Albia grade was 2.2 miles of 70’ grade eastward, and the Russell grade was 1.3 miles of 70’ grade westward.
Because the grades were so steep, and CB&Q wanted to construct 35’ grades (0.66%) to handle 30 (loaded) car trains, the second track had to be relocated some distance from the original track.
All three second track projects were constructed in 1879.
The Frederic grade was lowered with a second track built to the north of the original track, from a station called Kirfman’s near the Wapello/Monroe County line, to Central Crossing (Maxon).
The original track and grade still exists today as the south (eastward) track.
Portions of both mains have subsequently been relocated in the 1940's. The Albia grade was lowered with a second track built to the south of the original track, from Central Crossing to Monroe
(Halpin).
The original track and grade still exists today as the north (westward) track.
The Russell grade was different.
It was lowered with a second track built to the SOUTH, from a station called Zero (at the west end of Curve 323) to the top of Russell Hill, about a mile east of Russell.
But because the flatter grade was on the south, the operation on double track had to be left-handed.
The left-handed operation expanded as double track was added, eventually extending all of the way between Halpin and Whitebreast (west of Chariton).
The operation was changed to normal direction running in 1905 when a new 2nd
track was constructed next to the 1879 south track, and the original north track was removed.
As to your other question about the spur track, I seem to recall other posts about this. I believe it was built during the BN era, evidently as an alternative connection to the service via the M&StL which
may have become sporadic and/or unreliable. I think it is interesting that it leaves the BNSF mainline very close to the station that was named Kirfman's.
Glen Haug
I wondered if anyone can tell me why the CB&Q double track mainline split into two separate routes in the town of Albia and near Avery, both in Iowa.
Where was the Albia depot situated so that it could service railroad passengers from both directions?
I also can not remember which track would have been eastbound and which one was westbound. I have been confused ever since I started following the Chicago & NW Railroad and can not remember which way either one is,?
I noticed somewhere in a map somewhere that the C&NW (nee M&STL) that the original intersection in Maxon is no longer there having been replaced by a private rail connection to the CB&Q a bit farther east. Can someone share what the story is with that change?
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Jerold Crawford
Citrus Park FL, formerly from Corydon (Wayne County) and Des Moines, IA
jeroldincitruspark@gmail.com