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It's Pennsylvania Heritage
(Visit the Railfan's Guide to the Altoona Area for further information on the PRR and the Altoona Area)
Table
of Contents
Norfolk Southern
Conrail / Pennsylvania Railroad
(Visit the Railfan's Guide to the Altoona Area for further information on the PRR and the Altoona Area)
Conrail Employees Represent At Least 19 Predecessor Lines
PRR President William Wallace Atterbury
William H. Rau, Noted Portrait and Landscape Photographer
PRR Morrison's Cove, PA Branch
Freight Train Wreck at 17th Street Bridge, Altoona, PA, November 30, 1925
Related Links
Click Here for Altoona Track Charts
Hollidaysburg, PA, Car Shop & Track Charts
The Flood of 1936: Impact on the Pennsylvania Railroad
Pennsylvania Railroad Volunteer Relief Department Enrollment Cards - PRR worker or family sick and death benefit records
ICC accident report site for historical information - David Seidel writes: "By accessing this location, under table of contents for year, I found accident reports for the wreck of the Red Arrow, February 18, 1947, as well as another accident at Gallitzin February 28, 1947 where in the Pullman Cascade Mirage disconnected from the rear of train No. 3 and traveled backward down the mountain until derailing about 3 miles east of Gallitzin tunnel. Also found was the report of the wreck of The Federal in Washington D. C. January 15, 1953.
This is a fascinating historical resource."
The Pennsylvania Railroad Company was the largest of the railroads that connected the East Coast of the United States with the interior. It was chartered in 1846 by the Pennsylvania legislature to build a line between Harrisburg and Pittsburgh. Its first passenger train ran in 1848 between Philadelphia and Pittsburgh. After buying the Pittsburgh, Fort Wayne and Chicago Railway, the railroad reached Chicago in 1856. The railroad expanded to St. Louis, Mo., and Cincinnati, Ohio, in the west and to New York City, Washington, D.C., and Norfolk, Va., in the south and east, ultimately becoming a 10,000-mile (16,000-kilometre) system. In 1910, with the completion of a tunnel under the Hudson River, it became the only railroad to enter New York City from the south. It also acquired control of the Long Island Railroad Company. Throughout most of its history the Pennsylvania was a prosperous railroad, losing money for the first time in 1946. It suffered from the disadvantage that its route to Chicago had to cross the Appalachians, with grades of greater than 0.5 percent.
Its chief competitor, the New York Central, had a water-level route to Chicago. In February 1968 the two railroads merged to form the Penn Central Transportation Company, which absorbed the New York, New Haven and Hartford Railroad Company the following year. The new corporation also had a number of subsidiaries in real estate, oil refining, and a variety of other industries. Penn Central encountered serious management and financial difficulties, however, and was forced into bankruptcy in June 1970. Its passenger services were taken over by the federally established National Railway Passenger Corporation (Amtrak) in 1971. The Penn Central continued to lose money, and, when efforts at reorganization failed, the assets of the railroad were acquired by Consolidated Rail Corporation (Conrail) in April 1976. Operation of the New York-Washington route was later transferred to Amtrak. The Penn Central Corporation continued in business as a diversified corporation not connected with the railroad industry.
Conrail was a publicly owned American railroad company which was established by the federal government under the Regional Rail Reorganization Act of 1973 in order to take over six bankrupt northeastern railroads. Conrail commenced operations on April 1, 1976, with major portions of the Central Railroad Company of New Jersey, Erie Lackawanna Railway Company, Lehigh & Hudson River Railway Company, Lehigh Valley Railroad Company, Penn Central Transportation Company, and Reading Company. In 1987 the government put its stock up for sale to the public.
Conrail carried freight traffic in the northeastern and mid-western states. Its tracks extended from the Atlantic Ocean to St. Louis and from the Ohio River north to Canada. All passenger traffic was turned over to Amtrak or to regional transportation authorities in 1983. Conrail was set up to be an independent profit-making corporation though in its early years, even with the aid of federal loans, it lost more than the bankrupt lines had lost before consolidation. Stockholders in the roads taken over received Conrail stock in exchange. By 1983 the corporation had become profitable. The system operates in 15 states over some 12,000 miles (about 19,000 km). (4) On June 1, 1999, Conrail was sold to the Norfolk Southern Railroad.
Norfolk Southern began operations in Pennsylvania on June 1, 1999. Its predecessors were Conrail and the Pennsylvania Railroad.
"Conrail began operations in April 1976, although its origins go back to the earliest days of railroading in North America. The oldest segment of what became Conrail was the Granite Railway Co., built in 1826 to carry granite blocks for the Bunker Hill Monument in West Quincy, Massachusetts.
The Pennsylvania Railroad Company was incorporated as a Pennsylvania Company on April 13, 1946. The company was known as the railroad "standard of the world until it was merged with the New York Central Railroad on February 1, 1968 and became the Pennsylvania New York Central Transportation Co. This name lasted only a few months as it was changed to the Penn Central Company on May 8, 1968 and was reorganized once again as the Penn Central Corp. on October 24, 1 968.
Nearly 150 years later, scores of railroads in the Northeast and Midwest had been acquired or merged into six different lines: Central Railroad of New Jersey, Erie Lackawanna, Lehigh & Hudson River, Lehigh Valley, Reading, and the largest, the Penn Central Railroad.
In the early 1970s, one by one, these six railroads entered bankruptcy. Although there were many reasons for the economic difficulties they faced, chief among them was competition from trucks, subsidized by the federally-built Interstate highway system, and an archaic system of economic regulation which prevented railroads from responding to the needs of the market. As freight revenues declined, railroads deferred maintenance, allowing tracks and equipment to fall into poor condition, and as service levels deteriorated, more business went to trucks. Requirements to run money-losing passenger service added to the rails decline.
The federal government, recognizing the national economic importance of the six railroads, responded by creating Conrail and appropriating the funds needed to rebuild tracks, locomotives and freight cars. While Conrail succeeded in rebuilding the railroad, the problem of severe economic regulation remained. With the passage of the Staggers Act in 1980, many of these constraints were loosened, giving railroads more freedom to compete with trucks. Later, other legislation transferred the burden of operating money-losing commuter rail service from Conrail to state agencies. (In the 1970s, Congress created Amtrak to take over intercity passenger service from the nation's freight railroads.)
Even though several bankrupt railroads, including the Penn Central Railroad, were taken over by the Federal Government to create Conrail in 1976, the Penn Central Corp. continued to exist as a real estate holding company. The name Penn Central Corp. was s changed to American Premier Underwriters, Inc. on March 25, 1994 and merged into American Premier Group, Inc. on April 3, 1995. The name was changed once again to American Finance Group, Inc. on June 9, 1995. It is now a property damage insurance company operating out of Cincinnati, Ohio and trades on the New York Stock Exchange under the symbol AFG and is worth about $42.00 a share as of mid-January 1999.
Another railroad that went into Conrail was the Reading Railroad, which was owned by the Reading Company, also incorporated under the laws of Pennsylvania. The Reading Company filed for bankruptcy under chapter 11 of the Federal Bankruptcy laws on December 31, 1980. The common stock of the company became valueless five years later on December 31, 1985; however, several classes of preferred stock still existed and were converted into shares of a new Reading Company common stock at the same time. This company continued to exist as a real estate trust and continued to trade in the over-the-counter markets u under the symbol RDG. The company changed its name to become Reading Entertainment, Inc., under the laws of the state of Delaware on October 15, 1996, with their headquarters still in Philadelphia.
One other noteworthy railroad company worth mentioning is the New York, New Haven and Hartford Railroad Co., better known as the "New Haven" which was also merged into Penn Central at the time. It was declared insolvent on December 24, 1968, and there was no stockholder equity. By 1981 Conrail began its financial turnaround. After June 1981, Conrail would no longer require federal investment, and finished the year with the first profit in its history. With Conrail continuing to succeed in providing high quality service for its freight customers and improving its financial outlook, the federal government sold its ownership interest in Conrail through what at the time was the largest initial public stock offering in the nation's history. This March 26, 1987 transaction, with added cash payments from Conrail to the U.S. Treasury, produced about $1.9 billion for the taxpayers and returned the Northeast-Midwest rail freight system to the private sector as a for-profit corporation, as Congress had envisioned when it created Conrail as Consolidated Rail Corporation.
Through the initial public stock offering in 1987, Conrail shares were brought to market at a split-adjusted equivalent of $13 per share. When shareholders sold Conrail to CSX Corporation and Norfolk Southern Corporation in 1997, the price was $115 per share. The U.S. Surface Transportation Board approved the railroads' application for operating control in mid-1998. Under the operating plan approved by the U.S. Surface Transportation Board in July, 1998, CSX and Norfolk Southern began operating most Conrail lines and facilities on June 1, 1999. In much of New Jersey and portions of the Philadelphia and Detroit metropolitan areas, however, some lines and facilities remain under Conrail's control to manage and operate. Customers along these lines can be served by both CSX and Norfolk Southern, with Conrail acting as their local switching and terminal management agent. (CONRAIL Website & J. Shelley Hopkins, The Baltimore Chapter, NRHS Interchange, February 1999)
What Conrail is Today
"Conrail still exists, as a terminal operator for owners Norfolk Southern and CSX in three "shared assets areas" in Michigan, Pennsylvania, and New Jersey, and sent out this summary of its role.
Conrail's heritage of providing safe and efficient rail service continues today for many local rail freight customers in Detroit, New Jersey, and Philadelphia. As of June 1, Conrail owners CSX Transportation and Norfolk Southern absorbed most of Conrail's former operations in 12 Northeastern and Midwestern states, so today Conrail's role is to provide customers along its remaining lines with access to CSX, NS and, through them, to the nation's rail network.
Although Conrail no longer handles most commercial matters for customers, it plays a critical role in serving shippers and receivers as agent for its owners. As agent, it's Conrail's job as local rail service provider to make sure that customers' freight shipments are safely and efficiently moved between their sidings and the long distance freight trains operated by CSX and NS. In addition, CSX and NS operate trains over Conrail tracks to reach major yards, terminals, and distribution facilities located in Detroit, New Jersey, and Philadelphia.
In the Detroit area, Conrail operations over nearly 90 miles of railroad are focused in the north-south corridor connecting Trenton, Detroit, and Sterling Heights/Utica, Mich. Major yards served by Conrail include Livernois, North, River Rouge, and Sterling yards. Geographic limits include Trenton on the south, Carleton on the southwest, and CP Townline in Dearborn on the west.
In northern New Jersey, Conrail operates nearly 200 miles of railroad concentrated in Essex, Hudson, Middlesex, Monmouth, Ocean, and Union counties. The hub of CR activities is Oak Island Yard in Newark, with smaller yards in Bayonne, Greenville (Jersey City), Linden, Manville, Metuchen, Newark, Old Bridge, Port Reading (Woodbridge), and Red Bank. Conrail also operates new automobile distribution facilities in the area on behalf of its owners, and provides local freight service along Amtrak's Northeast Corridor between Newark and Trenton.
In the Philadelphia/southern New Jersey area, Conrail operates about 250 miles of railroad, providing local freight service on virtually all lines south of Trenton, and provides connections with the short lines serving the remainder of the region.
In Pennsylvania, Conrail lines serve many customers in Philadelphia, and along or near the Delaware River in Chester and lower Bucks counties. Conrail also provides local service for customers along Amtrak's Northeast Corridor between Philadelphia and Trenton.
The hub of Conrail operations in the region is Pavonia Yard in Camden, N.J., with local yards in Chester, Morrisville, and the Midvale, Port Richmond, and South Philadelphia areas of Philadelphia. In New Jersey, local yards are at Burlington City, Mount Holly, Paulsboro, and Woodbury.
Conrail's company headquarters are located at 2 Commerce Square, Philadelphia. In addition to the company's office of the president, other functions located in the Center City headquarters include community relations, employee and corporate communications, finance and administration, human resources, labor relations, and law. Conrail's Mount Laurel (N.J.) office houses Conrail's operations functions, including engineering, mechanical, police, and transportation, including a computer-assisted train dispatching facility. A customer service office will be transferred to Mount Laurel from Pittsburgh later in 1999. " (Trains; posted 6/16/99)
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Conrail Employees Represent At Least 19 Predecessor Lines
"The current employees of at least the portion of Conrail going to Norfolk Southern come from a background as diverse as its many predecessor lines, NS reports, with 19 predecessor firms represented. The greatest number of employees with prior service on a predecessor railroad , more than 8500, originated with the Pennsylvania, while a single current employee had prior service on the Lehigh & Hudson River.
Here's a road-by-road list of CR predecessor companies and the number of present Conrail-to-NS employees who once worked for them, according to NS:
Pennsylvania, 8533; New York Central, 2398; Erie Lackawanna, 1243; Reading, 630; Lehigh Valley, 400; Monongahela Railway, 158; Central of New Jersey, 146; Indiana Harbor Belt, 97; Penn Central (newly hired after PC merger), 82; Merchants Dispatch Co., 50; Pennsylvania-Reading Seashore Lines, 43; Chicago River & Indiana, 25; Akron & Barberton Belt, 15; Detroit Terminal, 10; New York & Long Branch, 7; Dayton Union Terminal, 4; Cleveland Union Terminal, 2; Penn Truck Lines, 3; Lehigh & Hudson River, 1.
If employees on the CSX side of Conrail and the Shared Assets areas are included, presumably many of the remaining CR predecessor lines would also be represented. A Conrail employee in Buffalo reports he still works with people who hired out on the Lackawanna, Erie, Pennsy, NYC, Niagara Junction, Lehigh Valley, and Buffalo Creek, and that the Indianapolis yard roster still includes Indianapolis Union veterans. He also notes that in the above NS list, that Indiana Harbor Belt and Akron & Barberton Belt are technically not Conrail predecessors; IHB is still independent, and A&BB is part of Wheeling & Lake Erie." (Norfolk Southern Website)
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PRR President William Wallace Atterbury
William Wallace Atterbury served as president of the Pennsylvania Railroad, a Conrail predecessor, from 1925 to 1935. As a young man working through an apprentice course at the railroad's Altoona, Pa., shops, Atterbury, like many of today's students, sought ways to earn extra income. In particular, he rented out his bed during the day to a railroad police officer who worked nights. Eight years before his presidency would begin, Atterbury spent time in France overseeing a part of the French railway system that was assigned to the American Army for maintenance and everyday operation. While there, he was nicknamed "General Attaboy" by local troops. Atterbury is most closely identified with the electrification of the 245-mile multitrack main line between New York and Washington, D.C., a project that cost $250 million and began in the late 1920s. Completed in 1935, it was the largest capital improvement plan undertaken at the time by an American railroad. One project, though, captivated Atterbury more than electrification-the development of the M1 class steam locomotive. Atterbury was able to assist in the creation of the first M1, which was outshopped in Altoona in 1923 and used mainly for freight service.(Norfolk Southern Public Relations, 2/12/99)
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William H. Rau, Noted Portrait and Landscape Photographer
In an attempt to lure the public to travel by rail and to show off its engineering marvels, the Pennsylvania Railroad, a Conrail predecessor, commissioned William H. Rau, a noted portrait and landscape photographer, to take photographs of the PRR. The railroad provided Rau with his own specially designed rail car - Car 1832 - equipped with an elevated platform on the roof and a darkroom inside, and a dedicated steam locomotive and crew. Throughout the 1890s, Rau traveled the PRR system, documenting the company's expansion, architectural contributions and relationship with nature. The PRR was so delighted with Rau's pictures that it staged exhibitions of his work on parlor cars throughout the system. In 1901, the PRR had Rau return to Horseshoe Curve near Altoona when the railroad expanded the route between Philadelphia and Pittsburgh from two to four tracks. Rau had to construct a panoramic camera able to encompass an angle of 170 degrees in order to capture the full majesty of the curve. The resulting photograph is the signature piece of Rau's collection, which is now on display in the Southern Allegheny Museum of Art at Altoona. (Norfolk Southern Public Relations, 3/5/99)
Rau Exhibit at Southern Alleghenies Museum of Art, Altoona - by Dave Seidel
William Herman Rau (1855-1920), is credited with some of the most superb Pennsylvania Railroad photography at the turn of the (last) century. Rau was to the Pennsylvania Railroad what Matthew Brady was to the Civil War, recording grand geographical vistas on the PRR route (for public relations/travel promotion purposes) and the meticulously maintained infrastructure of this still emerging giant of transportation. Outfitted with a special railroad locomotive, a car specially equipped with darkroom for processing on-site, glass plate negatives, and the resulting allbumen photographic prints, Rau traversed the PRR (and Lehigh Valley RR) systems recording for posterity, images recognized today as extremely valuable by museums and historical facilities everywhere.
Currently a small collection of the albumen prints, 30 in number, are on display at the Southern Alleghenies Museum of Art, in downtown Altoona. 655 images from the archives of the Altoona Area Public Library have been restored by the Conservation Center for Art and Historic Artifacts of Philadelphia. The current exhibit of 30 is the second in a series of exhibitions planned by SAMA to display these images, which have not been seen by the public in many years. Perhaps the most well-known photograph, is a panoramic image of the Horseshoe Curve. This photograph was taken on a camera of his own design which embraced an angle of 165 degrees. The innovative single 18" x 48" celluloid negative it exposed minimized the distortion (although there is some) common to panoramas made by combining a series of negatives in the other methods. The camera pivoted, exposing the negative sequentially. Rau's prints were then printed on albumen photographic paper, a paper coated with egg white mixed with ammonium or sodium chloride. The negative was placed on top of the sensitized paper (which is, essentially, contact printing) and was exposed with the use of sunlight. The desired effect was achieved by the length of the exposure. Albumen prints appear to have a sepia tone which is a result of yellowing of the egg white binder during aging. Initially considered documentary photography, Rau's methods produced particularly aesthetic effects which have endured the test of time with attention to detail in composition that transcends his work into art.
The Rau Collection is owned by American Premier Underwriters, Inc. and the Altoona Area Public Library holds exhibition rights. The preservation and exhibition project is a partnership of the Southwestern Pennsylvania Heritage Preservation Commission, The Altoona Area Public Library, the Altoona Railroader's Memorial Museum, the Pennsylvania Department of Community Affairs, the Allegheny Ridge State Heritage Park, and the Southern Alleghenies Museum of Art.
The current exhibit runs through May at Southern Alleghenies Museum of Art, Brett Building, 1210 Eleventh Avenue, Altoona, Pa., 16601 (814) 946-4464. Hours: Mon-Friday, 10:00 a.m. to 4:00 p.m., Saturday 11:00 a.m - 3:00 p.m., Sunday l:00 pm to 3 p.m. The museum is conveniently reached by parking at Altoona Railroaders Memorial Museum and walking across the new 13th St. Bridge (handicapped accessible with elevators) and a short one block walk to the museum. We highly recommend this visual experience for your consideration. (Jan 15, 2000)
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PRR Morrison's Cove, PA Branch
The Horseshoe Curve Chapter, National Railway Historical Society, has operated several excursions this summer and autumn (July-October 2000) on the former PRR secondary branch, The Morrison's Cove branch. These trips have been operated with the cooperation of the Everett Railroad Company and the Roaring Spring (PA) Historical Society, utilizing power and crews from the Everett RR, chapter owned ex-Lackawanna RR commuter coaches (3) and participation of Chapter members as car attendants. It's been a very rewarding experience for us all and a chance for area residents and visitors to enjoy the countryside between Hollidaysburg-Roaring Spring-Martinsburg. The crown jewel is the finely restored PRR passenger station in Roaring Spring, owned and operated by the Roaring Spring Historical Society.
The Morrison's Cove Branch is still quite active today under the auspices of the Everett Railroad Company, and presently terminates within the two villages (via a wye) Martinsburg, Pa., and Curryville, Pa., primarily farming/agricultural communities. However, at one time in the early part of the prior century, the line terminated in the village of Henrietta in southern Blair County, also a very rural area. Passenger service was provided between Henrietta and Altoona known as the Henrietta Accommodation.
Interestingly, information contained in the publication "Blair County's Postal History and McGraw's Blair County Place Names" published by the Blair County Historical Society in 1947, contains the following:
Henrietta Post Office
" At the completion of the Morrison's Cove Branch of the Pennsylvania Railroad, of which Henrietta was the southern terminal, the post office was established at that place April 4, 1872, with Daniel D. Morrell, manager of the Cambria Iron Company's interests, as the post master.
Mr. Morrell served the people of Henrietta faithfully for a score of years until he was succeeded by J. Elvin Hagey on the 16th of Fegruary, 1898. The only compensation he received was what he realized from the cancellation of stamps. His average salary amounted to about $4.00 a month during the early years of his postmastership. The following persons succeeded Mr. Hagey on the dates given and in the order stated:
Chas. A. Brumbaugh..Apr. 3, 1914
Jno. H. Endsley (Act) Mch 6, 1928
Seyphert F. Dunn Oct 16, 1914
Jno. H. Endsley July 3, 1928
Frank H. Teeters Oct 8, 1919
Maud Nicodemus June 14, 1934
The office was discontinued January 15, 1935, and the community served by rural delivery from Martinsburg. During the years when the ore mines were in operation, the office served about 350 persons." (by David Seidel; posted 9/23/00)
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The Rockville Bridge, measuring 3,820 feet, is the longest stone-arch bridge in the world. Located on Conrail's line between Pittsburgh and Harrisburg, Pa., it spans the Susquehanna River and consists of 48 arches. The original wooden span, measuring 3,680 feet, was completed in 1849 as the biggest early project undertaken by the Pennsylvania Railroad, a Conrail predecessor. It had been chartered in 1846 for the purpose of building a line from Harrisburg to Pittsburgh. Construction of the line began in 1847 after permission by the state legislature, at a cost of $18.5 million. A double-track iron bridge replaced the wooden span 28 years later. The current Rockville Bridge was completed in 1902 after being constructed to accommodate four tracks (although it was recently reduced to three). (Norfolk Southern Public Relations, 4/1/99)
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The PRR Aero Train
In 1956 the Electro-Motive Division of General Motors constructed three Aero Trains. The trains were powered by EMD turret-cab LWT1200s, with 567C prime movers and B-1 wheel arrangements. Two of the trains operated as demonstrators on the PRR between New York City and Pittsburgh, and on the NYC between Chicago and Cleveland for approximately one year. A third train, which was the first to be built, was constructed for the Rock Island's Talgo Train and was used as a spare. In 1957 the Aero Trains were sold to the Chicago commuter service, and later in 1966 were donated to the railroad museums in St. Louis and Green Bay. (William Burkett)
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Class T1 4-4-4-4 Duplex Baldwin Locomotives
Designed for fastest passenger service the T1 locomotive was everything: beautiful to behold, unusual, powerful, fast, slippery, success and failure. Pennsy's chunk of "too much experimentation" was born too late and died too soon.
Some interesting specifications of the T1 Locomotive and Tender:
Cylinders -----------------193/4" x 26"
Drivers ----------------- 80"
Steam Pressure ----------------- 300 lbs
Grate ----------------- 92 sq ft
Engine Weight ----------------- 502,200 lbs
Tractive Force ----------------- 65,000 lbs
Tender ----------------- Class 180-P-84
Capacity Water -----------------19,200 gal
Capacity Coal ----------------- 42 1/2 tons
Total Tender Loaded Weight --- 221 tons
Total Length of Engine and Tender - 122 ft
Maximum Speed ---------- 120 mph
Some History of the T1 Locomotive:
There were two experimental engines, the first, the 6110, and the second the 6111, both were built in 1942 by Baldwin for the war time traffic. The 6111 was equipped with a Franklin booster in its trailing truck; this added 13,500 lbs. of tractive effort, no other T1's had boosters. In April 1944, the 6110 was sent to Altoona test plant for a thorough instrument check after compiling 120,000 miles of road service. The test reports were excellent and elated PRR motive power men placed orders for fifty engines. All of the engines were built during 1945 and 1946. Altoona built locomotives 5500-5524, plus all the tenders, while Baldwin built locomotives 5525-5549. Only very slight modifications appeared in the design. The T1 was the last steam locomotive to be built in the Altoona Juniata Locomotive Shops. Their memory will remain strong for many years to come, and sorry to say none were saved. (William Burkett)
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The Decapod breed was built especially for, and used extensively throughout mountainous territory north and west of Williamsport, west of Altoona, PA and stretching as far west as Central Ohio. These locomotives were extremely rugged and with there brute strength, could haul anything over the mountains.
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Freight Train Wreck at 17th Street Bridge, Altoona, PA, 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.
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(Visit the Railfan's Guide to the Altoona Area for further information on the PRR and the Altoona Area)
(The logos for the Altoona Railroaders Memorial Museum, Conrail, CSX, Norfolk Southern, and Amtrak are trademarks of their respective organizations.)
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