The Horseshoe Curve was constructed entirely by men with picks, shovels, horses, and drags, and was opened to traffic, February 15, 1854. Since then, countless numbers of people have visited the site "and have been thrilled by the sight of trains circling this great amphitheatre high in the Alleghenies."
1950's Postcard of the Horseshoe Curve. Photographer unknown. Collection of Chris Behe
Overview: Altoona to the Horseshoe Curve
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History of the Horseshoe Curve
Engineers had attempted to conquer the Alleghenies, the biggest obstacle for the Pennsylvania Railroad, for two decades. The first attempt was the Allegheny Portage Railroad, built by the Commonwealth of Pennsylvania and opened in 1834. This was a series of steep inclines which the cars were hauled up by ropes connected to a stationary hoisting engine.
In 1839, the Commonwealth commissioned Col. Charles L. Schlatter, an engineer, to survey a direct route without inclined planes. He produced three plans-a northern, a southern, and a 'middle route, but the State took no action on his proposals. However, when J. Edgar Thompson was appointed chief engineer of the PRR in 1847, he re-surveyed and improved the middle route, following the valley of the Juniata River.
This provided a good, level route all the way to the foot of the Alleghenies, to what is now Altoona. The next goal was to find a route across the mountains that would not exceed a grade of 1.8% (a rise of 1.8 feet in 100 feet of distance). They crossed some low ridges southwest of Altoona, then came to a valley that ran westward. They followed the ridge that paralleled this valley, and found they could lay rails there with 1.75% grade. But 5½ miles from Altoona they encountered trouble. The valley ran abruptly into a mountain side and split into two deep ravines.
On the other side of the valley, they saw another mountain ridge which they later found would carry their rails at a satisfactory 1.73% grade. It ran southward for a short distance and then westward again up the mountainside to a spot near Gallitizin, where they had determined to tunnel.
However, the question remained on how to get the tracks the other side. To go directly across the valley would have meant building a bridge with a 4.37% grade, too steep for practical rail operations. It was decided to route the tracks directly westward to the first ravine (Kittanning Run) and build a huge fill to take the tracks across it. Then they would slice off the face of the mountain so the tracks would make a big semi-circle. Then, they would go across the second ravine (Burgoon's Run) via another fill in order to reach the ridge on the other side of the valley. The big semi-circle became known as the Horseshoe Curve.
(used with permission; copyright: Kirk Leidy of Photo Specialists, Altoona, PA)On February 15, 1854, a single track was laid from Altoona to "Summit" and operations began. Over time, it grew to 2 to 3 to 4 (and now back to 3) tracks. It is now part of Norfolk Southern's Pittsburgh Division. (continued next page)
Mileposts:
1. Brickyard; milepost 238.
A stopped eastbound coal train meets a westbound freight train in the area of the Brickyard. Looking East (10/3/98) A Westbound Freight has just crossed the Coburn Crossing and continues upgrade towards Wilkes Curve. Looking West. (11-13-97) Westbound Freight at Coburn Crossing (a.k.a. Brickyard); Looking East (4/13/97) Eastbound, having just crossed Coburn Crossing. The Brickyard is to the left of the train. The signal bridge and Wilkes Curve is visible in the background. Looking West. (11-13-97) Westbound Freight having crossed Coburn Crossing , approaches Wilkes Curve; Looking West (4/13/97) The rear / helper set on the same eastbound train shown above. The train is over Mill Run Road and the lead locomotive is at "Slope" by now. Looking East. (11-13-97) At milepost 240.7, a Dragging equipment detector and AEI scanner is in place.
4. Millers Curve
6. Kittaning Point / Horseshoe Curve; MP 242;
Horseshoe Curve Visitors Center; The former Kittanning Point Station is located at milepost 240.9. The station is long gone but a signal tower marks its location. Note: See photos of PRR K-4s #1361 being removed from the curve in the K-4 Restoration Page.
The Kittanning Point station was built in 1892 it remained open till 1935. It was razed in 1941-42. There were three branches from the curve. Two on either side of the Glenn White Run and one up the West side of Kittanning Run. The branch up Kittanning run ( Beside the freight station) ran to the town of Coupon. It was used mostly for coal. There was some passenger service. This branch also connected via switch back to the overhead coaling bridge. The branch was closed in 1917. Mark Lehman
8. Whipoorwill Straight Line; MP 243
9. McCanns Curve
10. MG Tower, milepost 243.5, was built for the purpose of assisting with the volume of war time traffic during World War II. Currently, it is only used when crossovers are operated for track maintenance. The existing tower is scheduled for demolition in the near future.
Looking East to MG Tower, 197?; Penn Central RR Years. An Eastbound Coal Train. Photo by David Seidel
Looking East to MG Tower, 197?; Penn Central RR Years. An Eastbound Coal Train. Photo by David Seidel 11. MP 244, AG Curve
Looking West to AG Curve, 197?; Penn Central RR Years. An Eastbound Coal Train approaches "MG" Tower. Photo by David Seidel
Photographs are
by Chris Behe unless otherwise noted.
"Eighth Wonder" Logo is a trademark of the Altoona Railroaders Memorial Museum, Inc
