Altoona Railway Museum Club: Railfan's Guide - Altoona-Juniata
Overview
History of Altoona
Altoona was created by the Pennsylvania Railroad Company. In the year 1849, a few little cleared patches of farms set in wilderness, formed, with some of the wilderness itself, the site of what is now Altoona. The 224 acres of farm and woodland, on which the original Altoona was built, constituted the farm of David Robeson. The railroad company, then pushing to completion its line from Philadelphia to Pittsburgh, and looking for a site for their shops, decided that this location was ideal.
Archibald Wright of Philadelphia, acting presumably for the railroad company, purchased the Robeson farm for $11,000, although said to be worth only $2500 for farming purposes. The deed was dated April 24, 1849. On this tract of land original Altoona was laid out and the first units of the railroad shops were built during the later part of 1849 and 1850. It is believed that Altoona's name was derived from the Cherokee word, "Allatoona", meaning "the high lands of great worth." The name was bestowed after the picturesque "Allatoona Pass" in Georgia by Archibald Wright, who was long a resident of the Cherokee country in Georgia and an admirer of the musical names of the
Indian language. There is also some debate as to whether or not the city was named for the a major railroad town Altona, Germany.
In 1850 the erection of the Altoona shops on a small scale had began. In 1854
when the railroad line and "Horseshoe Curve" was
completed westward. The village of Altoona began to grow rapidly and had a population of 3,591. Then came the Civil War and Altoona became a place of importance as a rail terminal.
Altoona was incorporated as a borough in 1858 and chartered as a city in 1868.
By 1870 its population (Mostly composed of Native Americans, Germans, Irish, and Scotch who worked for the Pennsylvania Railroad Company) had grown to 10,610.
Approximately 20,000 people were employed by the railroad in the Altoona area during the railroad's heyday in
the mid 1920's with about 16,000 in the shops and another 4,000
working as crew members in the railroad yards. Altoona's
population coincided with the growth of the railroad, reaching a
peak of 90,000.
The Sanborn Map Company, the best known of the US fire-insurance map producers, has made maps since 1867. The fire insurance maps produced by Sanborn show building footprints, building material, height or number of stories, building use, lot lines, road widths and water facilities. The maps also show street names and property boundaries of the time. This collection of maps is historically significant as it is sometimes the best detailed map of a town or city dating from the mid 1800s.
Penn State University Maps Library has a near complete collection of Sanborn Fire Insurance maps for the state of Pennsylvania as well as for Altoona.
"Ghosts, skeletons,
and otherwordly visitors filled the locomotive storage and freight car
deadlines around the yard and shops in Altoona on August 5, 1994. The
points of interest here were numerous - ex-Santa Fe C30-7s awaited
rebuild with a GP35 or two peeking through in the background (is that
Reading paint I saw?), scores of end-cab switchers including a
white-lined SW1, and various other locomotive oddities.
The car
graveyard had a variety of Conrail predecessor logos visible, with a
solitary keystone serving as a reminder of whose railroad this was
originally. The black-and-yellow SW1500s were a mystery, but shortly
after returning home I discovered they were the remaining power for the
nearby Cambria & Indiana Railroad which had shut down recently. One
mystery I never solved - what were the spine cars doing in cold storage,
old prototypes maybe?"
The east end tower ("BELL") was located at MP 230.0. Between 1955 and 1961,
"BELL" became an unattended interlocking.
West bound freights would enter the Westbound Empty Receiving Yard at
"HOMER", travel through the Westbound Empty Classification yard, and progress to Rose.
"HOMER" was a two story stone structure built on top of the passenger mains. It was demolished in 1969 or 1970.
"ANTIS" was located at MP 232.1. This tower segregated the Passenger Mains (Tracks #3 and #4) to the (RR) north and the freights operating on tracks #1 and #2.
Tracks #1 and #2 left the Eastbound Departure Yard here.
USPS near Antis late 1960's. Old westbound receiving yard on bluff.
David Seidel
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The passenger mains snaked under the west bound hump near "HOMER" Tower and continued on to
"WORKS" Tower (MP
235.5).
At 17th Street, Juniata, south of and adjacent to the freight mains was the famous East Area Engine House Complex. This was the side of the largest round house in the world.
"HOUSE" interlocking controlled the west end of the Complex. Note that the iron bridge at 17th Street,
Juniata is partially dismantled today. The East Altoona Passenger Station was located at 15th Street Juniata.
South of the engine house were the East bound yard tracks. Many of these tracks are still in
existence today. They lead to "FARM", then to the Eastbound Classification Yard, to the hump at the Scales. The tracks then enter the Eastbound Receiving Yard, continue on to
"SOUTH", and then to "ALTO" where they connect with the passenger mains.
Up until 2010, the Eastbound Classification yardswere used
for storage. Over the years, they became overgrown with brush and small trees.
However, Conrail, in 1997-8 cleared the area of them. In 2010,
Norfolk Southern removed the remaining rolling stock and removed all rail.
17th Street Juniata
Bridge. Looking SE. Date: Fall 1995
Looking NE from the 8th St Bridge into the
old "Eastbound Classification yard.". 12/96
Looking East toward
the old "passenger mains and westbound loaded classification
yard" from the 8th St Juniata Bridge. Date Unknown.
Westbound locomotive shifting cars in the
old "westbound loaded classification yard". The old
"freight mains" are to the right. Looking
East. 12/12/97
Looking East from the
8th St Juniata Bridge toward the old "Westbound Loaded
Classification Yard". Date Unknown.
April 1963, The parlor car
"COURAGEOUS" at East Juniata, white-lined, in storage pending
disposition. Disposition unknown. Photo by David Seidel.
East Altoona Roundhouse
Altoona was known world-wide for its reputation as a railroad center and for
the advanced standards adopted by the industry based on the Pennsylvania
Railroad's Altoona motive power development and testing. As a major railroad
center and division point in the steam era, the East Altoona roundhouse was the
hub of locomotive servicing with 50 stalls which gained it the reputation of the
largest roundhouse in the world. In its peak years during WWII, a new turntable
was installed in 1942 with a 110 ft beam to accommodate the newest and largest
locomotives being developed. This accommodated the largest and last steam
locomotive class built by the PRR in Altoona, the class T-1, which was
identified by his "shark-nose" appearance.
At it's peak, the East Altoona roundhouse serviced 325-350 steam locomotives
daily and employed about 1200 persons which included inspectors, machinists,
boilermakers, laborers and engine hostlers.
Just east of the roundhouse, was the mammoth East Altoona Coal dock which
refueled steam locomotives for the Pittsburgh and Middle Divisions. This Coal
Dock was constructed of concrete over a steel frame, was 135 ft high, and, when
filled to capacity, held 1,250 tons of coal; at peak operation, 35 hopper
car-loads of coal were required daily to replenish supplies. After removal of
scrap steel, the base of the structure was dynamited and dropped into a huge pit
prepared for that purpose, by Robert J. Kruise, demolition contractor. However,
the structure was so huge, that the first attempt only resulted in dropping the
structure in a tilted position (similar to the Leaning Tower of Pisa), but was
subsequently dropped into the pit with a second blast some weeks later.
Dale S. McCracken was the last foreman of the largest roundhouse in the
world. Mr. McCracken, of 1012 24th Avenue, Altoona, assumed the position June 1,
1953 until the closing of the facility in 1968 with the advent of the Penn
Central merger on February 1st of that year. The East Altoona Roundhouse
facilities were demolished during the next 6 months.
Mr. McCracken died December 18, 1995 at the age of 80.
ADDENDUM; During 1968, the Penn Central Merger year, many PRR structures and
facilities in the greater Altoona area were razed. Among the most notable losses
to the city were the PRR Test Department on 16th Street, and the famous steam
locomotive test rack, which was housed in a separate building at the rear of the
Test Department laboratories. The locomotive test rack was the only one of its kind in the world and was
designed as an exhibit for the St. Louis Exposition in 1904. When the exposition
ended, the test rack was shipped back to Altoona and installed in the new
Locomotive Test building at the PRR's Test Plant. A recollection of Mr. Dale
McCracken, Foreman of the East Altoona Roundhouse, "only the best engineers
and firemen were ever assigned to the test rack to operate locomotives
undergoing tests. Many engineers vied for this position, for the man thus
assigned was considered the best in his line." One of the last steam
locomotives tested on the rack, was the experimental class Q-2 which showed a
maximum of 7,897 horsepower at a speed of 57.4 mph. This was the greatest
horsepower developed by any locomotive at that speed. However, many locomotive
tests were run at speeds of 100 mph and the plume of coal smoke from the
buildings ventilation chimney was a familiar site to Altoonans as was the roar
from the structure. (Submitted by David Seidel; from his Altoona
Mirror acrhives)
A view of a T-1 locomotive at the East Altoona Enginehouse. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection
8th Street Juniata - Works
Rose Tower
Regarding Rose Tower, on February 21, 2003, Bill Volkmer recalled:
The
attached photo shows an A&LVERY trolley crossing "Red Bridge" in Juniata during the PRR steam era. Also pictured is the "old" Rose Tower prior to being demolished in a fire. Photographer unknown. Date unknown. Collection of David Seidel.
"This is far different appearance than the way I remember Rose Tower in 1958 when I worked in Altoona. The roof had been entirely rebuilt and did not have anything in the way of cupolas, dormers or whatever you call the stuff on the roof. Also the tower portion had been amputated.
The view looks southeasterly, and the two tracks in the foreground were the passenger main tracks, which brings up a funny story.
Take a look at the window in the lower left hand corner of the building. Note particularly how close to the track it is. I would say 15 feet would be a good guess as to how close to the CENTERLINE of the track that window was. Well, that happened to be the Trainmaster's Office. Not only was it the Trainmaster's Office, but the TM, Ralph Decker in those days, used to sit in his chair with the back tilted up against the windowsill and his head literally resting against the glass.
I will never forget the first day I visited Ralph in that office. He was sitting in the tilted position, when an eastbound passenger train (probably 50 the Admiral running a little late) roared past. When I say roared past, I mean ROARED past. Every window pain in the entire building shook and rattled. I personally was looking for a window to jump out of.
Ralph kind of grinned, never moved a muscle, and pointed over his shoulder, "Best damned maintained piece of track on the entire Pennsylvania Railroad! Gets inspected EVERY DAY by the Trainmaster himself!"
In the wake of the Penn
Central Merger, NYC #4016 and PRR G5 #5741 sit at the Juniata E&M shops. 6-16-1969. By David
Seidel.
Jan. 27,1950...A steam engine approaching Juniata,
looking east off of the 8th. Street bridge in Juniata. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
1939...The
S1 locomotive as seen from the 8th. street bridge in Juniata , near
Altoona, in 1939, just before it went to Flushing , NY. for the 1939
World's Fair, where it was ran on a specially built treadmill for
display. This was designed by Raymond Loewy, built in the Juniata Shops,
and it was almost twice the size of the
K4 locomotive. The PRR only made one of these, (this was
#6100),and this only ran for four years before it was cut up for
scrap.(NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
PRR S-1 #6100. Photographer and location unknown. Date Unknown. Presumed to be on display at the World's Fair. Collection of Chris
Behe
PRR _ #5149 travels west. View east from 8th St Juniata Bridge (Red Bridge)
in the vicinity of Rose Tower. Note the white guard rail posts in
background, which is the drive into Eastbound from the bridge. The drive off
the bridge into the yard at 17th Street, was very steep and dropped into the
roundhouse area.
Date unknown.
Arlington J. Wolfe photograph William Burket Collection.
Nov-Dec
1980. Tanks at Rose Yard being shifted. By David Seidel
Nov-Dec
1980. Tanks at Rose Yard being shifted. By David Seidel
March 28, 1953: The Pennsylvania Railroad's ROSE TOWER was destroyed by fire. Seven employees on duty escaped the flames uninjured.
Collection of David Seidel.
"ROSE" (at 8th Street Juniata) is currently used for: Helper layover and staging, crew
change point, maintenance staff area, the site of relay tracks,
as well as local yard work.
A westbound helper
set passes "Rose" and a stopped Eastbound empty coal
train. Both trains are on the old "passenger
mains". Looking West from the 8th Street Juniata
Bridge. 12/12/97
Looking West to the old "Westbound
Departure Yard" from the 8th St Juniata Bridge. Date Unknown
The old
"Pittsburgh Cabin Tracks" are visible in this SW view
Looking towards the Juniata Scales
("JS"). Date: Unknown
Juniata Shop complex. Looking NW from
the 8th St Juniata Bridge. Fall 1995
The Scales
("JS") and old "Pittsburgh Cabin Tracks" are visible
in this SW view from the 8th St Juniata Bridge. Note the door on the
trailer at left. 5/26/2000
The E&M shop complex. Looking NW
across the old Eastbound Classification yard" from the 8th St
Juniata Bridge. Fall 1995
USPS opposite Juniata Scales late 1960's.David Seidel
July 1970. Note Bell Telephone truck on bottom.
David Seidel
Eastbound Yard east side of Red Bridge. Note the Santa Fe lettering
along roof. REX 4085. Note brakeman.
David Seidel
Of course, the Juniata Shops are still in use.
The turntable is located at 6th Street.
1972 (?) Mercurys. Note old lower eleventh avenue buildings.
Photo by David Seidel.
Ford Trucks (above and below) Feb 1976 Photo by David
Seidel.
A view of a new Hopper near Enginehouse #3, located near 15th Street, Altoona. Date unknown. Photographer unknown.
William Burket Collection.
Norfolk Southern Railroad, Juniata Shop, January 28, 2015. On the turntable is Boston MA locomotive from the Massachussetts Bay Transit Authority. A fleet of these locomotives received mechanical repairs at Altoona, PA.
The Wopsononock (Wopsy) Railroad, originally a narrow-gauge railroad but standard gauged in 1916, extended about 15 miles from Juniata near Altoona, Pennsylvania west to the plateau of Wopsononock Mountain and then to Dougherty in Cambria County and was first operated to the mountain top on June 11, 1891. See
A History of the Wopsononock Railroad & Resort.
Juniata - by Jim
Logrando - Norfolk Southern Juniata Quality Assurance Department
"The growing business of the Pennsylvania Railroad and crowding
at the original 1850 Altoona Machine Shops Complex led PRR
officials in 1886 to begin developing plans for construction of
additional shops for locomotive repair and building of new
locomotives. The site selected was a large tract of land in the
eastern section of Altoona known as Juniata. The reason that an
entirely new location was needed for locomotive repairs was the
ever increasing size of locomotives used in road service. Prior
to 1880, most American locomotives were relatively small machines,
rarely over 30 tons. Individual parts could be moved with hand
power, swing cranes, blocks, jacks, and human muscles. New power
cranes with large clearances were now needed to clear a finished
engine above its neighbor on the shop floor.
As far as size of locomotives used on the PRR, the first real
jump in size came in 1885 with a new design (Class R)
Consolidation engine built in Altoona weighing 57.3 tons. The old
design Consolidation engine had weighed only 48 tons. Larger
capacity cranes planned for the Juniata Erecting Shop would
effectively solve both locomotive size and weight handling
problems at the same time. Railroad officials in their 1886 plan
determined that the Juniata complex would contain a paint shop,
boiler shop, blacksmith shop, boiler house, electric and
hydraulic house, two story office and store room, paint
storehouse and gas house, and hydraulic transfer table and pit.
Construction of these structures began on September 15, 1888 with
most of the construction work completed in 1890. The first
locomotive was built in 1891. The layout of the four principal
shops in the Juniata complex capitalized on the success of the
longitudinal (assembly line style) layout of the old Altoona 12th
Street Erecting Shop, which was laid out parallel to the machine
shop. At Juniata, the Boiler, Blacksmith, Machine, and Erecting
Shops were laid out on an identical parallel relationship. This
arraignment made possible a smooth, orderly production flow. Raw
material came in at the west end of the Boiler shop. As it passed
through the building, it was flanged, punched, assembled, riveted
and exited at the opposite end as a completed boiler. From there,
the boiler was moved to the Erecting Shop (present day, Welding
Shop building) directly opposite. From the Blacksmith Shop,
frames and forgings entered the west end of the Machine Shop
directly opposite it. The layout of the Machine Shop was such
that the forgings were finished as they passed through it,
without going over the same path twice, reaching a completed
stage at the center of the building.
Cylinders and other castings entered the Machine Shop from the
east end, reaching a completed stage at the center of the
building where they met the finished frames and forgings. From
the Machine Shop, matched parts were delivered through an outside
door to the Erecting Shop, where they were met by the boiler
which had come in from the Boiler Shop. With all of the parts
delivered to the west end of the Erection Shop, assembly of the
locomotive could now begin with the finished locomotive coming
out of the east end of the shop about one week later. The Juniata
Erection Shop had three run-through tracks. Tracks on the left
and right were used for locomotive assembly and the center track
served as access for supplying parts and materials. Work
increased steadily at the Juniata Locomotive Shops and by 1895,
the number of people employed rose to 789. In 1902 and 1903, the
original Erecting Shop, Blacksmith Shop, Machine Shop, and Boiler
Shop were increased in size, with the Machine Shop more than
doubled in length. In addition, a new storehouse and Blacksmith
Shop (No.2) were constructed.
In 1917, a second Machine Shop was constructed. This building,
completed in 1918, served as a Tank Shop to repair and construct
locomotive tenders. Tender repairs lasted only until 1925 when
the building was refitted for heavy machining work. In 1952, this
structure became the first Diesel Engine Shop. When diesel engine
repairs were moved to the Erecting and Machine (E&M) shop in
the early 1960’s, the building was converted to a storehouse.
An extensive modernization program of the Juniata Locomotive
Shops in 1983 included upgrading of the storehouse to modern
"high-rise" material storage center for parts needed
for locomotive repairs at both Juniata and the entire Conrail
System.
In 1924 and 1925, the PRR further expanded the Juniata
Locomotive Shops with construction of a 50 stall E&M shop (present
day A through D bays) on the east side of the existing shop
buildings. A three story storehouse and a small flue shop were
also constructed. All of this new construction was part of
management’s long term plan to move the locomotive work away
from the aging Altoona Machine Shops Complex. Today, under
Conrail Management, the 1925 Erecting and Machine Shop building
is the primary location for locomotive component re-manufacturing
and locomotive overhauls. The 1925 three-story storehouse serves
as the general office building for the Altoona Manufacturing
Division of Conrail. By 1926, the Juniata Locomotive Shops
contained two Blacksmith Shops, a Boiler Shop, two Machine Shops,
a Tank Shop, two welfare buildings, and an E&M shop. The
Juniata Shops at this time could repair four locomotives a day
and build 12 new locomotives a month.
Juniata
Shop Complex. Looking SE from Chestnut Ave. Fall 1995
A disastrous fire broke out at the Altoona Machine Shops
Complex on December 27, 1931. The fire and the resulting damage
sealed the fate of the Altoona Machine Shops as the principle
locomotive shop of the Altoona Works. In the succeeding years,
more and more locomotive work was transferred or eliminated.
Finally on August 1, 1938, all locomotive work was transferred
completely to the Juniata Locomotive Shops.
The Juniata Shops were busy during the WWII years with
increased locomotive maintenance work due to greatly expanded war
material movement on the PRR and a fair amount of war related
work as well. Related work included machining castings for gins
and straightening armor plate for tanks. After the war, the PRR
began converting from steam to diesel electric locomotives. This
decision had a significant impact on operations at the Juniata
shops. The new diesel electric type locomotives required less
maintenance than the old steam engines. Less maintenance resulted
in less need for shop space and repair facilities. The
predictable outcome was a number of furloughs, layoffs, and
recalls.
In the 1950’s, the PRR began moving shop facilities away
from Altoona and reducing the workforce. The company announced in
1953 that by the end of December, the steam locomotive program
would be abolished. In spite of this order, the Juniata Shops
still repaired steam locomotives for the next several years.
Juniata also repaired electric, gas electric and diesel electric
locomotives during this period. By 1957, steam work at the
Juniata Locomotive Shops ended.
In 1964, the E&M shop (A through D bays) was partially
upgraded by the Pennsylvania Railroad to better accommodate
repairs to diesel locomotives. In addition, the Juniata
Locomotive Shops adopted a disassembly and assembly line
technique known as the "process line." This technique
meant that the locomotives moved from one work position to
another on a time schedule until all work was completed and the
finished locomotive was ready for final testing.
Merger of the PRR and New York Central Railroad on February 1,
1968 to form the Penn Central had dramatic impact on the Juniata
Locomotive Shops. In the first year, many furloughed employees
were called back to work to overhaul locomotives as part of Penn
Central’s $6,500,000 modernization program. Success for the
shops was short lived. On June 21, 1970, the Penn Central
Railroad was forced to declare bankruptcy. The shops struggled
through three years of uncertainty. In 1973, Congressional action
prevented collapse of railroad transportation in the Northeast
section of the U.S. by having the United States Railway
Association (USRA) step in to manage the bankrupt railroad, study
the problem, and submit a railroad reorganization plan to
Congress.
The USRA study recommended that a private corporation, to be
known as Consolidated Rail Corporation (Conrail), be formed from
the Penn Central and five other bankrupt railroads. Part of this
study selected the Juniata Locomotive Shops as the major
locomotive repair shops for the new railroad. On April 1, 1976,
Conrail took over operations from the six bankrupt railroads,
including management of the Juniata Shops.
Legislation to form Conrail took over also provided money (later
paid back) to upgrade the shop facilities and a three year
modernization program completed in 1983 brought the Juniata Shops
up to state-of-the-art technological standards for locomotive
maintenance and overhaul work. It was during Conrail’s 1983
Modernization program that the large open-air "midway"
area between the west end of the Erecting and Machine (E&M)
Shop building and the east of the Main Storehouse, Machine Shop
and Welding Shop buildings were covered over with a huge addition
to form the present day (E bay). The new E bay addition was the
first major new building construction work at the Juniata Shops
since the 1925 completion of the E&M shop and the three story
General Office Building. Several of the original 1889 buildings
still remain in use today, although all have been modified over
the years. The original boiler shop burned to the ground in 1981
and a new, modern Locomotive Paint Shop was erected on the site
in 1982.
Insert fire news article here
Today, Conrail’s Juniata Locomotive Shop is the most
modern locomotive heavy repair facility in the railroad industry.
Juniata’s capability includes repair and overhaul of
complete locomotives, traction motors, main generators and
alternators, diesel engines, power assemblies, air brake
equipment, engine governors, fuel injection equipment, fans,
blower motors, and virtually all of the other components used on
Conrail’s own fleet of locomotives as well as for a variety
of commercial contract customers who take advantage of Juniata’s
Insourcing Program, which began in 1990. In 1995, the Juniata
Locomotive Shops received a contract from EMD to assemble, test,
and paint brand new SD60I locomotives. This group of units were
the first new locomotives to be built completely at the shops
since 1946. (From 1891 through 1946 over 7,000 locomotives of all
types were built from the ground up at Juniata.).
In 1998, another historic event took place at the Juniata
Shops. For the first time ever, both new EMD and new GE
locomotives were assembled under the same roof. Currently,
employees are assembling, testing, and painting new GE D9-40CW’s
for Norfolk Southern. This project, along with a growing list of
other projects, such as painting of the GE P42 for Amtrak,
assembling, testing, and painting of the SD70MAC for CSX and BNSF
and the SD709DC) for Norfolk Southern serve as a few recent
examples of the excellent work the Juniata Locomotive Shop’s
workforce has achieved on a continuous basis since 1889.
Reference:
A Special History Study, Pennsylvania Railroad
Shops and Works. U.S. National Park Service, 1989.
Blair County and Cambria County, Pennsylvania:
An Inventory of Historic Engineering and Industrial Sites. U.S.
National Park Service. 1990.
Photo of K-4 from the Altoona Railroader’s Memorial Museum
archives"
1906 -1946 Juniata Shops Production List
The Record Beaten - The Big Class A Engine Built in Ten Minutes Less Than
Seventeen Hours
The Baldwin locomotive works, of Philadelphia, can no longer claim that they
have made the best time in building an engine. Their time is twenty-four hours.
On Monday morning the Pennsylvania railroad company began the building, at their
shops in this city, of a class A anthracite burner, weighing 110,000 pounds,
which when finished was to be used on the New York division. There were twenty
men in the gang and they were in charge of Gang Foreman John Griffith. As noted
in the Tribune of yesterday morning, the work was so far completed Monday
evening that all were satisfied that the record could be easily beaten. The
locomotive was finished at ten minutes of 3 o'clock Tuesday afternoon, thus
making the record ten minutes less than seventeen hours and beating the Baldwin
time seven hours. During this time there were two hours when no great amount of
work could be done because of the parts being hot from the testing. The
locomotive was afterwards run out into the yard. This feat of rapid workmanship
again places the Altoona mechanics in the front ranks.
The work was done under the direction of Master Mechanic G.W. Strattan and
those having it in preparation in the different departments were William B.
Ford, general foreman in charge; A.C. Davis, foreman erecting shop; Peter Moore,
foreman lathe shop; John Griffith, gang foreman; William Cook, foreman smith
shop; Thomas Wiggins, foreman flue shop; Joseph Nixon, foreman boiler shops;
Charles Pimlott, foreman tin shops; Frank McNolty, foreman cab shop; L. Keifer,
foreman vise shop; Pat. Halton, rod man; John Lawrence, links and eccentric
rods; Charles Mason, foreman paint shop; William Alloway, pipe connections;
Thomas Goodfellow, foreman air brake department; Joseph Hoopnagle and the
assistants in each department. (Altoona Tribune, June 21, 1888;
submitted by Duane Miller)
Prior to the Penn Central merger, I had the opportunity to
work for the Pennsylvania Railroad during the railroad’s
last 2 and ½ years as a clerk in the Trainmasters department.
This involved work as a clerk in the Altoona Yard alternating
between Rose Tower,
South Tower (4th
Street opposite WORKS tower), and Juniata
Scales. Looking at the vast Yard real estate today, it’s
hard to visualize how things were 30 years ago. Much is similar
and much is not.
Viewing the Scales and the area of the
"Pittsburgh Cabin Track" from the 8th St, Juniata
Bridge. 5/22/00
Viewing the Scales from the Home Nursing
Agency parking lot along Chestnut Avenue. 5/22/00
Viewing the scales and
eastbound classification yard from the 8th St, Juniata Bridge. 5/22/00
The daily routine at the Juniata Scales. After each car is weighed, it
would coast down the back side of the "hump", each carrying a
brakeman who would control the brake and couple them together with other
cars in the yard. (Photo by Tom
Lynam and Altoona Archives) (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Viewing the scales and eastbound
classification yard from the 8th St, Juniata Bridge. photo by Chris Behe, taken on 1/27/2000
"The
ladder" in the Freight Yards, Altoona, PA. (C.E Wheelook & Co
Postcard. Date unknown. Collection of Chris Behe.)
The Altoona Yard, pre-Penn Central, was indeed a busy place,
although not necessarily cost-efficient, particularly in the
eastbound operation. While much freight was sent into the Altoona
yard and re-classified for other destinations, the primary
business was coal. The Juniata scales weighed and made-up trains
for various eastern destinations (westbound will be reviewed
later). Eastbound freight arriving at Altoona entered the
eastbound receiving yard at South Tower, adjacent to the 4th
St. pedestrian bridge. The clerk working there would record the
car numbers passing the tower and matched them with the waybills
the conductor threw off the end of the train (caboose, nee’
cabin days). Missing those numbers meant a long walk down in the
yard to recapture the order of the train, not a pleasant activity
at 3:00 a.m., lantern in hand. After arranging the waybills (with
wheel report) in the correct order of numbers recorded, the pack
was sent to Juniata Scales and pigeon-holed in a case
corresponding to the track number the cars were located-on.
As late as 1965, Juniata Scales operated on three
shifts per day but had waned to one shift by late 1967 and early
1968. Trains for classification were pushed in the usual manner
over the twin scales hump, with weighing if appropriate. However,
unlike modern hump operations, the Altoona classification was by
gravity and cars were slowed manually by a brakeman who rode the
cars down the incline to their designated track. The Yardmaster
operated the switches pneumatically, but there were no automatic retarders. One can only image what it was like to ride those cars
down on a dark foggy night to couple onto what lie ahead.
Obviously, the operation was labor-intensive and the
‘company’ gradually whittled away at the many crews
that dotted the crew dispatchers board.
After the initial classification, the waybills were realigned
in their pigeon hole case for the corresponding track,
preparatory to the clerk preparing the wheel report &
waybills for the new eastbound crew. The final element was for
the yardmaster at the FARM yard office (near the East
Altoona engine house) to have crews ‘pull’ the
classified tracks into a final consist. The prepared wheel report
and waybills were sent to FARM for the new crew and when
the train departed, the clerk at the ‘Scales" would
transmit the wheel report to destination by teletype. Leaving the
yard from FARM, trains exited the Altoona Yard at
Antis
Tower, where the freight mains through Altoona Yard rejoined
the passenger main.
The Altoona yard was established in (obviously) eastbound and
west-bound operations. However, westbound train classification in
the 1960’s was never the operational parallel of the
eastbound yard. Traffic dictated that most eastbound cars were
‘loads’ and most west bounds were empties. Westbound
classification in the 1965-1968 period was via flat-shifting
operations by ROSE Tower and the westbound departure
controlled by the operator at WORKS Tower (located
parallel/opposite SOUTH Tower at 4th St).
Movements were controlled by the Trainmaster in the Master
Mechanic building at 9th avenue & 12th
street, Altoona. Westbound exit was controlled by ALTO.
Westbound operations pre-1930 operated quite differently from
that described in the preceding paragraph. Westbound freight
trains left the main line just west of Bellwood at BELL
Tower with a gradual ascent to the westbound receiving yard on a
bluff above the mainline in the vicinity of ANTIS Tower.
This gave elevation for the westbound gravity hump at WJ
and WH (atop the east Altoona tunnel carrying the
passenger main bypassing the Altoona yard), and offering a superb
panoramic view to the west. WJ Tower was a magnificent
limestone structure with Spanish tile roof and pediments,
reminiscent of structures captured on film by William H. Rau
during the late 19th century and early 20th.
(Similar construction can be seen in period photos of Kittanning
Point station, and IA Tower west of Horseshoe Curve). (Note: A
superb image of this operation has been captured in watercolor,
entitled "Hump Operations 1936" by Charles Burchfield
(1893-1967) which is in the permanent collection of the Southern
Alleghenies Museum of Art).
"Nothing is as constant as change", as the popular
quote goes. With the advent of Penn Central, the Juniata Scales
was closed, and much of the Altoona yard operation was
transferred to a flat-shifting operation at nearby Hollidaysburg
Yard (Jones St). Hollidaysburg, home to the then SAMUEL
REA CAR SHOPS, also had (has) a large east-west
configuration. However, in the Penn Central era (and PRR),
Hollidaysburg had a direct connection to the main line east at
Petersburg (Huntingdon County) via (Petersburg Branch) and
Gallitzin (Cambria County) via the New Portage Branch, as well as
Altoona via the branch to ALTO. With the advent
of Conrail, the Petersburg and New Portage branches were
dismantled; Hollidaysburg Yard and ROSE yard
continue flat-shifting operations. The Petersburg Branch is now
host to a Rails-to-Trails enterprise from Williamsburg to Water
Street. The New Portage branch is gone and I still have to wonder
if this was a wise decision. New Portage from Duncansville (WYE)
to Gallitzin Tunnel (SF) was always a prudent
by-pass in case of derailments on the mainline mountain.
The Altoona Yard had one other yard office not previously
mentioned: BRUSH. The early-mid 1960’s saw the start
of through "relay" freight trains…which did not
require re-classification at Altoona, operating between Conway
and Enola yards. Operating at schedule as preference freight,
these trains passed Altoona on the passenger main or through
Altoona Yard for re-crewing and only a minimal delay. These
trains were essentially complete consists although it could
include a minor "set-off" or "pick-up", and
continued through the yard re-entering the main at ANTIS
interlocking. Westbound relay trains were handled by the Rose
& Brush Yard Offices. Brush Yard included those tracks close
to center line between eastbound and westbound with the longest
trackage within the enter-exit switch points.
JUNIATA SCALES & SOUTH closed not long
into the Penn Central era and yard areas became storage space for
class-repair equipment and, in ensuring years many were gradually
removed. The Scales Classification Yard in the post-Penn Central
era also became an interesting storage site for white-lined
passenger equipment of all descriptions. With the merger of the
New York Central & Pennsylvania railroads, and the gradual
reduction in passenger trains or downgrading of "name"
train consists, a great deal of the blue-ribbon fleet was white-lined...removed from revenue service. Much of this equipment
was scrapped or sold, sadly, while some of the heavyweight cars
were converted into MW (Maintenance-of-Way) service, and painted
yellow. Although many of you may remember, it was quite a visual
experience to stand on that 8th street Juniata Bridge
(Red Bridge) and observe a sea of tuscan red passenger equipment
before you. These were the "named" cars of the Blue
Ribbon Fleet, e.g., the bedroom cars (RAPIDS series etc.), the
section sleepers, the parlor and dining cars, all of which was
pre-NRHS, and pre-Railroaders Memorial Museum. Much was lost in
the late ‘60’s and early 70’s while the Horseshoe
Curve Chapter NRHS was in its infancy, circa 1968. Sadly we saw
the demolition of the cathedral of industry at the PRR Test
Plant, PRR Locomotive Test Rack, most of the original Machine
Shops at 12th Street, the East Altoona Roundhouse, the
various power plants at 12th St., 4th St.,
etc.
In 1971, "SOUTH" was taken out of service. "WORKS" tower closed in 1973, being remotely controlled by
"ALTO". "ROSE" closed in April of 1974.
April 1963, The parlor car
"COURAGEOUS" at East Juniata, white-lined, in storage pending
disposition. Disposition unknown. Photo by David Seidel.
ADDENDUM; Juniata Scales opened for service April 15,
1927. First man to ride a car off the hump was S. C. Witts, Group
# 6, at 7:05 a.m. Homer Hump (WJ) closed on 8-25-1957 and
crews abolished. Furnace Hump (WH) closed 2-13-1957, and
crews abolished.
POST-SCRIPT; Track profiles in the vicinity of ROSE
yard office have changed over the years. Much of the remaining
active yard takes place in the westbound and BRUSH
yard office geography and very visible from the 8th
street Juniata Bridge. A great place to watch trains. Further
along the bridge toward the east end, the old Juniata Scales is
visible to the west, as are the remnants of the Scales
Classification yard under the bridge. In recent years the cars
stored here were in a forest of mature birch foliage, but
vegetation was finally removed in 1998 and storage cars
re-classified by type, giving the appearance of what-used-to-be.
Future plans may see an industrial park developed here and,
possibly, a bridged highway link to I-99 at Pinecroft. But, those
of us with rose-colored-glasses in the minds-eye, will still see
and remember what used to be…the late, GREAT, Pennsylvania
Railroad. (By David Seidel, posted 2/6/99)
Altoona Yard - PRR Statistical Data
Although many remnants remain today, only an aerial view would, perhaps,
indicate the true magnamity of the Altoona Yard and the real estate involved.
Once rails are removed and vegetation matures in any form, the distinct
character of the terrain alters significantly. However, according to a blueprint
of the Altoona Yard, correct as of January 1, 1946, the following statistics
dramatize the local yard operations:
"WORKS" allows access from the yards, across the passenger mains, to theJuniata Shops. At milepost
235.7, "WORKS" is the western exit for the relay tracks. It is also the
eastbound entrance into the yards.
Fourth Street, Altoona Pedestrian Bridge Closed
An item of dismay to area rail fans
has been the closing of the 4th St, Altoona, pedestrian bridge that provided an
excellent view of "Works" and the Altoona yards to the East. The
bridge has been closed for several months at direction of Conrail but we area
unable to confirm the reason why. The bridge linked the North and South sides of
Altoona. We hope this will not cause problems for the railroad because of
trespassing. The closest areas to cross the tracks are 7th St (one side of this
bridge is also closed to pedestrian traffic), 8th St Altoona, or 8th St Juniata.
At present, we can't tell you when the bridge was built but it did survive the
recent clearance adjustments for double stack trains The bridge was originally a
wooden structure (with steel frame) and, up to about 3 years ago, still had
wooden decking and stairs/railings. Recently, the wooden decking was removed and
replaced with steel grates. (by Chris
Behe and David
Seidel; posted 12/28/98)
Two views of the 4th Street, Altoona,
Pedestrian Overpass. Looking North. 12/96
Note: Located along Chestnut avenue between 7th St and 1st Street are the former PRR
Passenger car shops, now home to Union Tank Car company (the
transfer table is still being used) and the Home Nursing Agency. The small Agency building near 2nd Street is a former
PRR fire house.
PRR Plan of the Altoona Machine Shop Yard --
This view encompasses the Hollidaysburg Branch from 19th Street to 17th Street & the Mainline from 17th Street to 11th Street Altoona. This includes the 12th Street Altoona Shops. Dated 2/1/1908. William Burket Collection.
PRR Plan of the Altoona Machine Shop Yard --
This view encompasses the Mainline from 11th Street to 4th Street Altoona. This includes the freight warehouses along 11th Avenue, Altoona. Dated 2/1/1908. William Burket Collection.
Works" (aka "RO"). A
Westbound Freight shifts tracks. Looking NE from the 4th St
Bridge. Date Unknown.
A view of the old "West and East Bound
Preference Yards" from "Works. A Westbound freight waits at the signal
bridge as a priority westbound freight passes. A helper
set waits on a shifting track. Looking East from the 4th St
Bridge. 3/13/97
A view of the
old "Westbound Preference Yard". Looking NE from the 4th street
bridge ("Works" / "South"). 11/29/96
A view of the
entrance to the old "Eastbound Receiving yard" from the 4th street bridge. Looking East. Date
unknown.
Looking NW,
an eastbound Amtrak ("The Broadway Limited") passes "works". 12/96
A west bound view of
"Works" from the 4th St bridge. A helper set, moving
eastbound, shifts tracks. 3/13/97
7th Street bridge. Looking West
from the 4th Street Bridge. 11/29/96
PRR E-8's heading a westbound passenger
train at 7th Street. Looking East. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
PRR GP units heading a westbound coal
train at 7th Street. Looking East. Note the abundance of passenger
equipment present. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
SW Switcher. Looking west from the 7th Street Bridge. All the siding tracks at extreme right are the leads into the
Altoona Freight Station, often referred to as the Ben Hur siding.
Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
PRR GP units heading a westbound coal
train at 7th Street. Looking East. Note the abundance of passenger
equipment present. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
A view of the "Aerotrain" passing
Westbound under the 7th St Altoona Bridge. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
The next interlocking was FG (with a tower at 10th St, Altoona; MP 235.8), the Altoona Station, the 14th Street Tower {MP 236.10), Alto Tower (17th Street; MP 236.3) and Slope Tower (24th St, MP 236.10).
FG controlled the passenger tracks at the east end of Altoona Station. In January of 1935, operations moved to ALTO.
14th street tower controlled the west end area leading to Alto. In May of 1933, operations moved from here to ALTO.
A clipping from Altoona Mirror, August 8, 1972 showing dedication of 7th Street Bridge in 1912, the 50th anniversary year of the Loyal War Governor's Conference at the Logan house hotel.
A plaque on the Bridge reads: Built Jointly By Pennsylvania RR Co Altoona & Logan Valley Electric Railway and the City of Altoona W.M.C. Craine Harry E. Gamble George A. Klesius Board of Public Works Frams Emgstrp, City Engineer Bridge
article submitted by David Seidel
View east from 8th Street, Altoona, Pa., circa 1931. PRR Passenger ready tracks under 7th Street Bridge, and possibly a class I-1 facing east toward the Altoona Receiving Yard at the 4th street pedestrian bridge in distance. The locomotive is probably ready to push another train of the hump at Juniata Scales while an Altoona and Logan Valley Electric Railway car passes over the 7th street bridge. At this location there were "approximately" eight tracks across plus industrial sidings. Today, only four tracks remain. The passenger ready tracks are vacant ground in the center (with bridge piers for a new bridge at 8th St). The 7th Street bridge remains in modified form, minus A&LVERY, rusting and painted sky blue. It is scheduled for replacement. text submitted by Leonard Alwine. article submitted by David Seidel
A PRR K-4 (1554?) leads a westbound
passenger train past the Freight warehouses. The 7th Street bridge
is in the background. Most likely taken from the 9th Street Bridge.
Date unknown. Arlington J. Wolfe photograph.
William Burket Collection. Note: Copies of these are available by contacting
William Burket.
A PRR locomotive (3554) travels westbound past the Freight warehouses. The 7th Street bridge is in the background. Most likely taken from the 9th Street Bridge. Date unknown.
Arlington J. Wolfe photograph.
. William Burket Collection. Note: Copies of these are available by contacting
William Burket.
A view
of a local shifting cars at "Works" from under the 8th Street
Bridge. Looking East. (NOTE: Tom's pages have been taken off line but I'm keeping this as a place holder until I can see if something else can be worked out.)
(4/13/97)
The 7th Street bridge.
Looking towards "Works" (East, from 8th Street). (NOTE: Tom's pages have been taken off line but I'm keeping this as a place holder until I can see if something else can be worked out.)
Date unknown.
Steam locomotive taken from 7th.
Street looking east. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Apr.17,1949...Steam locomotive filling with
water, looking east from 7th Street. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Apr.17,1949...New diesel engine from 8th
Street, looking east. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Apr.17,1949... Two diesels getting water,
looking east from 7th. Street. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
"The Altoona Shops of the Pennsylvania System embrace five general departments as follows: Altoona Machine Shops, Altoona Car Shops, Juniata Shops, East Altoona Engine House and South Altoona Founderies. They cover a yard area of 242 acres and embrace a floor area of 48 acres.
Altoona Machine Shops comprise all that body of buildings extending from below Twelfth Street to Sixteenth Street. Here are located buildings having an aggregate frontage of more than three miles, all constructed of stone or brick, and occupied by the best machinery for locomotive building and repairing that modern ingenuity can devise. The Altoona Machine Shops include thirty-six departments, the total floor area being nearly 16 acres giving employment to over 4,000 men.
At the Altoona Car Shops, in the southern section of the city, is located the yard enclosing the immense round house (largest in the world) and the construction and car shops. They cover an area of 65 acres, while the floor area of the buildings is 16 acres, divided into thirty departments, giving employment to nearly 4,000 men. Here are manufactured and repaired passenger, mail, parlor and sleeping cars. Like the Altoona machine shops, it is a giant plant, one of the largest of its kind in the world, but even by this statement their magnitude cannot be comprehended. It is necessary to see them running to realize their extent and capabilities.
The Juniata Locomotive Shops are located a short distance from the eastern boundary of the city. Their total area is 6 1/2 acres and the number of men employed about 1,600. These men are employed solely in the production of steam and electric engines. There are two immense blacksmith shops in which are employed over 1,000 men.
The East Altoona Round House is one of the largest structures of its kind in the world, and is said to have cost one million dollars. It is 395 feet in diameter. There is a turn table 75 feet in diameter, and the total area of all the shops of this department is 4 1/2 acres, while the yards cover 34 acres, an average of 300 locomotives are handled per day, and 750 men employed.
The South Altoona Foundries, including shops and cover a tract of 84 acres, the floor area of the buildings being 7 1/2 acres. Here are manufactured all wheels used in the various departments of the locomotive and car shops, the operations giving employment to 950 men. The shipping facilities of Altoona are therefore unexcelled, and the city has sixty passenger trains daily." ("Story of Altoona", Clarence E. Weaver, 1911)
A December 27, 1931 fire destroyed the machine
shop in the Altoona Works at 12th Street and the decision not to
rebuild it marked the first signal the railroad sent out that it
was considering consolidation. Today, Altoona remains linked to
the railroad through Norfolk Southern's Juniata
locomotive shops.
The Altoona Railroaders
Memorial Museum is the former PRR Master Mechanics
building and was part of the former PRR 12th Street Altoona Locomotive Shops
and Test plant. Also located here is the Altoona Pipe and Steel
Company. Another former PRR shop building (Erecting Shop #3). The small building
located at the intersection of 12th St and 9th avenue (to the
east of the Museum) used to be a PRR firehouse.
1972 (?) Mercurys. Note old lower eleventh avenue buildings.
Photo by David Seidel.
Ford Trucks (above and below) Feb 1976 Photo by David
Seidel.
A view of a new Hopper near Enginehouse #3, located near 15th Street, Altoona. Date unknown. Photographer unknown.
William Burket Collection.
March 1968 - Army medical car converted from white-lined pullman
PRR plus old buildings of lower eleventh avenue in background,
now long gone. This car parked in Freight Station yard trucks
down around 9th St. That signal mast is no longer there.
Photo by David Seidel.
Ford Trucks (above and below) Feb 1976 Photo by David
Seidel.
Ford Trucks (above and below) Feb 1976 Photo by David
Seidel.
Looking West towards 12th Street. Viewed from
8th Street. Date Unknown.
Helpers
on the rear of a Westbound Freight. Viewed from 9th Street.
Looking NW. (4/13/97)
An
Eastbound Triple Crown (CR,CSX,NS) "Roadrailer" consist.
Viewed from 10th Street. Looking SW. (6/3/98)
PRR Altoona round-house #3 as viewed from 17th Street Bridge. Date unknown. Photographer unknown.
William Burket Collection.
The Altoona, PA station was built by the
PRR in the 1880's on the corner of 12th Street and 10th Avenue in Altoona,
Pennsylvania and unfortunately demolished in 1971. The Altoona Transportation Center (new station; opened July 1986; @ 13th Street) is located at milepost 236. The old PRR
brick station was demolished in 1974 and for many years, the ornate
hotel known as The Logan House (built in 1855) stood adjacent. The
grade to Cresson begins here.
View of the Altoona Works at 12th St. from "Story of Altoona", by Clarence E. Weaver.
Altoona
Station circa 1970. The Broadway Limited pauses westbound around 11 PM.
Pictured is a diner from the American Railroads Golden Spike Ltd which
toured the United States in 1969 to commemorate the laying of the Golden
Spike at Promontory Utah. The various U.S. railroads contributed rolling
stock for this consist. Penn Central RR contributed this diner (painted
robin-egg blue with silver roof/trucks) as well as three ex-PRR B-60b
baggage/exhibit cars [not shown]. Following the commemorative year, the
loaned equipment, including this diner, was returned to revenue service.
Photo by David Seidel
Another
View of the Golden Spike Ltd. Photo by David Seidel
PRR Altoona round-house #3 as viewed from 17th Street Bridge. Date unknown. Photographer unknown.
William Burket Collection.
ca
1963 Eastbound Passenger PRR
12th
St and 10th Avenue, Altoona PA ca 1963 Note Baldwin Shark's in dead-line
headed to storage or for scrapping. Between 1965-1968 many of these were in
storage in East Altoona. The car at the curb is a 1963 Chevrolet. Car back
along curb is 1963 Ford. Nose of car at immediate right is probably a 1956
Buick with bombsight hood ornament slightly recessed.
1972: A few days prior to station demolition,
from old 12th St Bridge. The post office area was formerly occupied by the
PRR's Logan House Hotel pre-1931. This linear area was replaced by present day PRR
Expressway along the RR. The track that curves in through the station area
(one of which would have passed under the ornate shelter canopy [razed April
1961] was also a casualty for the expressway. The girder bridge (17th st) in
the distance was also replaced for the expressway, and the large building to
the left of the girder bridge was the PRR Test Department, also razed in the
early 1970's, all of which was part of the "re-development" of
the city's infrastructure. The remaining shops at Twelfth St
(site of present day museum and Station Square) were also razed
at that time as well as much of the area near Altoona High
School and the "corridor" for present day 17th St. (16th Street
was eliminated from 4th Avenue to 12th Avenue in this process).
Eleventh Avenue between 11th St and 12th St was totally razed
and eliminated. That's 'another' slide show...
1972....Altoona Station "on the ground". View
east on old 10th Ave at 13th St. In this interim period, the replacement
station was a trailer near 12th St. When Amtrak arrived after the Penn
Central bankruptcy, we affectionately referred to it as Amshack!
View from 11th Avenue
Feb 12, 1969. This is the image that suggested
the poem/rhyme about the Altoona Station; note the "DeSoto at the curb..."
The station carries the Penn Central ID on the sign...the merger which
occured the year prior on 2-1-1968. The parking garage/station sits on this
same site today. 13th Street view from 11th Avenue.
Altoona Passenger
Station. Built by PRR circa 1880's. Corner 12th Street and 10th
Avenue. Demolished 1971. (Photo by David Seidel)
Altoona Station. 1-12-70
(Photo by David Seidel)
4th
Street Shops. C.H Wheelook & Co Postcard. Postmarked 1911.
Collection of Chris Behe.
A view of the Altoona passenger station, train-shed, and the famous Logan House. Circa 1900's. Photographer unknown. William Burket Collection.
1-14-1964 Rear of
Test Dept. Bldg corner at left is locomotive Test Bldg which was to be
razed in 1968 in the PCRR era. Photo taken by David Earl Ehredt
(July 7,1897-Mar 27,1971), who worked at the Test Dept. He walked to work
every day from Kettle St and Pleasant Valley Blvd to
the PRR Test Dept.).
10th
Avenue & 12th Street, Altoona. 1969. The Altoona Station is visible on
the left. (Photo by David Seidel)
This is a photo of the Manhattan Limited at Altoona Station,
circa 1969. This photograph is currently hanging at the Southern Alleghenies
Museum of Art, Loretto, through February 2000. (Photo by
David Seidel)
View of old ex-PRR 12th St
Shops eastward from 17th St just prior to demolition as part of Altoona's
Redevelopment Project. Site is now Station Mall and Railroader's Memorial
Museum in Altoona. The famous locomotive test rack stood at immediate
lower right of photo, razed in 1968 with the onset of the Penn Central
Merger. David Seidel Collection
The all Pullman PRR "Broadway Limited". Late
1960's at Altoona Station.
(Photo by David Seidel)
This photograph is of the
eastbound PRR "Juniata", at Altoona Station, circa 1969. This is one of the
photos recently displayed at the Altoona Area Public Library. (by David
Seidel)
PRR K-4 #5434 headed westbound . Location: 10th Avenue to the rear of the Wolf Furniture Warehouse. Date unknown.
Arlington J. Wolfe photograph. William Burket Collection.
Altoona
Station. 19XX. Photo by Chris Behe
Altoona
Station. 19XX. Photo by Chris Behe
FREIGHT TRAIN WRECK
at 17th STREET BRIDGE ALTOONA, PA
These are copies of official PRR photos from their
Electrical Engineering Department .
The train lost its brakes near Horseshoe Curve, but traveled down the
east slope of the mountain with the wreck occurring at the 24th street
bridge in Altoona.
Altoona Model Railroaders Club Collection
Looking
East from the 12th Street pedestrian bridge. Date unknown.
Looking East from the
12th St Bridge. A Westbound Freight approaches the Transportation
Center. Note the Southern Pacific power. 6-26-98
FREIGHT TRAIN WRECK
at 17th STREET BRIDGE ALTOONA, PA
These are copies of official PRR photos from their
Electrical Engineering Department .
The train lost its brakes near Horseshoe Curve, but traveled down the
east slope of the mountain with the wreck occurring at the 24th street
bridge in Altoona.
Altoona Model Railroaders Club Collection
Looking
West from the 12th St Bridge. An Eastbound Freight approaches the
Transportation Center. 6-26-98
Looking West from the
12th St Bridge. The Eastbound freight passes the Westbound
Freight at the Transportation Center. 6-26-98
FREIGHT TRAIN WRECK
at 17th STREET BRIDGE ALTOONA, PA
These are copies of official PRR photos from their
Electrical Engineering Department .
The train lost its brakes near Horseshoe Curve, but traveled down the
east slope of the mountain with the wreck occurring at the 24th street
bridge in Altoona.
Altoona Model Railroaders Club Collection
Looking
West from the 12th St Bridge. The Helpers on the Westbound Freight
pass the Transportation Center. 6-26-98
A westbound freight
passes the Transportation Center train platform. Looking
East. 7/2/98
4-14-1961 Altoona
Station. '53 Cadillac? Photo taken by David Earl Ehredt (July
7,1897-Mar 27,1971), who worked at the Test Dept. He walked to work every
day from Kettle St and Pleasant Valley Blvd to
the PRR Test Dept.).
An
eastbound Amtrak "Three River's" approaches the Transportation
Center train platform. Looking West. 7/2/98
The Amtrak
"Three River's" discharges passengers at the Transportation
Center train platform. Looking East. 7/2/98
Westbound
passenger from Altoona with much head-end equipment in the Penn Central
Era, early 1970's. David Seidel Collection
Track
crews making repairs after the 7/13/95 derailment in front of the
Transportation Center. Looking West. (7/14/95)
Track
crews making repairs after the 7/13/95 derailment in front of the
Transportation Center. Looking West. (7/14/95)
FREIGHT TRAIN WRECK at 17th STREET BRIDGE ALTOONA, PA
On November 30, 1925, The wreck occurred when an eastbound freight train "lost its air" descending the East Slope and ran away, derailing and striking the old Seventeenth Street Bridge moving it 32 inches off its foundation. The bridge had to be rebuilt before it could be used for vehicular traffic again. Date is circa 1927. Photographer unknown. William Burket Collection.
5-5-1962 View from
Test Dept toward AHS. Photo taken by David Earl Ehredt (July
7,1897-Mar 27,1971), who worked at the Test Dept. He walked to work every
day from Kettle St and Pleasant Valley Blvd to
the PRR Test Dept..
5-5-1962 View from
Test Dept S on 16th St toward 9th Ave Photo taken by David
Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the Test Dept. He
walked to work every day from Kettle St and Pleasant Valley Blvd to
the PRR Test Dept.).
FREIGHT TRAIN WRECK
at 17th STREET BRIDGE ALTOONA, PA
These are copies of official PRR photos from their
Electrical Engineering Department .
The train lost its brakes near Horseshoe Curve, but traveled down the
east slope of the mountain with the wreck occurring at the 24th street
bridge in Altoona.
Altoona Model Railroaders Club Collection
5-5-1962 Bridge St
from PRR Test Plant. Alto Tower left center. The new 17th St bridge of today was built to left of old bridge. Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
4-61 Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
FREIGHT TRAIN WRECK
at 17th STREET BRIDGE ALTOONA, PA
These are copies of official PRR photos from their
Electrical Engineering Department .
The train lost its brakes near Horseshoe Curve, but traveled down the
east slope of the mountain with the wreck occurring at the 24th street
bridge in Altoona.
Altoona Model Railroaders Club Collection
4-14-61. Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
4-1961. Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
4-27-61 This dates
the removal of the Altoona train shed approximately. Photo taken by
David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the Test Dept.
He walked to work every day from Kettle St and Pleasant Valley Blvd to
the PRR Test Dept.).
4-14-61.
Photo taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at
the Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
4-14-61 Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.).
4-27-61 Photo
taken by David Earl Ehredt (July 7,1897-Mar 27,1971), who worked at the
Test Dept. He walked to work every day from Kettle St and Pleasant
Valley Blvd to
the PRR Test Dept.)
A handicapped accessible pedestrian crossover is at 13th Street, which allows persons to
crossover the railroad tracks from the station to the Museum. An
older pedestrian crossover is located at 12th street.
Opportunities also exist to watch trains from behind the (former Ames, then Hills department store), now, UPMC Altoona Station Medical Center
and along the "Railwalk" at the base of the 13th street crossover.
Horseshoe Curve Signal Bridge Move "September 06, 2009 —
The position-light signals and bridge at Horseshoe Curve on the
Norfolk Southern RR Pittsburgh Line, was removed from service on August
31, 2009. Replacement was by a cantilever style modern signal. The
former Pennsylvania Railroad Position-Light signal and bridge was
transported by rail to Railroader's Memorial Museum, Altoona, PA." Additional Video by Dave Seidelcan be found here:http://www.youtube.com/user/prrdave1
NORFOLK SOUTHERN RAIL TRAIN ALTOONA PA FEB 2 2012 4PM
"Westbound movement of the maintenance-of-way rail train on Thursday, February 2, 2012 at 4 PM near Slope Interlocking."
Alto tower, built in 1890, located at milepost 236.5 (17th Street), is the
last manned interlocking tower on the the NS (CR) east slope and
the last of 8 towers in the Altoona complex. Block operators have
local control of over 50 trains per day as well as helper
operations using Union Switch and Signal CTC boards. The grade
here is 1%. A person may view operations from either on or beside
the 17th Street bridge. 5 regular and 3 extra operators handle 5 inter-lockings (switches and signals) from here (Antis, Homer,
Rose, Works, and Alto). It is said that these areas could not be
controlled by computer due to the heavy traffic, the need to
control and calculate the amount of helper engines (based on tonnages) needed to assist with trains ascending and
descending the
mountain, as well as taking into account maintenance and weather
conditions. (Note that the track running south is the Hollidaysburg, PA Branch)
Alto
Tower and Signal Bridge. Looking West from the 17th St Bridge
(6-26-98)
Alto
Tower and Signal Bridge. Looking Northwest from the 17th St Bridge
(4/10/97)
Alto
Tower and Signal Bridge. Looking Northwest from the 17th St Bridge
(4/10/97)
Alto
Tower and Signal Bridge. Looking Northwest from the 17th St Bridge
(4/10/97)
Alto
Tower and Signal Bridge. Looking Southwest from the 17th St Bridge
(4/10/97)
Alto
Tower (12-00)
Alto
Tower (12-00)
Crane at 9th Avenue and 16th Street, Altoona. Circa 1969. If you look right behind the crane across 17th St, there is a 1959 De Soto parked there. Photo by David Seidel.
"Slope"
"Slope" is located near 23rd Street, at
milepost 237.2. "Slope" tower once stood here at the base of the grade. Viewing opportunities exist all along 10th Avenue
and at the 24th Street Bridge. Between Alto and "Slope", a small yard, turntable, and pit also served the passenger helpers assigned there. If you look east and to the right,
a large open area and a concrete foundation is visible. This
used to be the site of a turntable and water tower used in helper
operations.
Operations at SLOPE were moved to ALTO in June 1968. 1968 also marked the Penn Central merger era, reduced passenger service, and saw Conway and Enola become the preferred yards for classification. This meant the end of the vast classification system at Altoona. Altoona became merely a crew change point (at ROSE) and helper engine base.
PRR K-4 #5432 on the 24th Street Turntable. Date unknown. Photographer unknown. William Burket Collection.
TURNTABLE at 24th STREET ALTOONA, PA: CIRCA 1940s.
The view of the photograph is looking eastbound tracks towards the
Altoona Machine Shop Yards from the old 24th Street railroad bridge in
Altoona. The 24th Street turntable is in the foreground and Altoona
Steam in the distance. Two steam locomotives are approaching in the
distance. Unfortunately the turntable in now under of mound of dirt.
Arlington J. Wolfe photograph
. William Burket Collection.
This photo is part of an enlargement from the
previous photo. Note the Altoona Shop complex in the distance and the
ladder tracks in the foreground. Circa 1940's.
Arlington J. Wolfe photograph. William Burket Collection.
PRR M-1 #6340 headed eastbound at 24th Street. Note the water tower
on the hill. Date unknown.
Arlington J. Wolfe photograph William Burket Collection.
Triple L-1's Westbound Approaching "Slope" Tower.
Arlington J. Wolfe photograph.
. William Burket Collection.
South Altoona Wheel Foundry. Circa 1900. The Fifth supervisor from the right side (front row) is of Harley E. Burket. Grandfather of Harley W and William E. Burket.
Arlington J. Wolfe photograph. William Burket Collection.
Slope tower at 24th street in Altoona. Notice the PRR Test Plant in the back left and the Jaffa Mosque and turntable off to the right. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Jun.22nd, 1949...Railroad
diesel, taken off of the 24th. Street bridge, looking east towards the
railroad turntable. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
The Circus Train passes "Slope" in Altoona, PA. 196?
Jun.22,1949...A steam engine
in the narrows west of the 24th Street bridge. (NOTE: Tom's pages have been taken off line but can still be found via the Internet Archive Wayback Machine.)
Passing near Scotch Run...1972 ?? Photo by David Seidel.
