Horseshoe Curve National Historic Landmark

North East Rails
Horseshoe Curve National Historic Landmark
Altoona, PA

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Gallitzin, PA, west of the curve, where 3 tunnels are located. | Horseshoe Map

Also see: Altoona Railroaders Memorial Museum/Horseshoe Curve
The Curve | Altoona Archives
Horseshoe Curve Chapter, NRHS | Guide to the Curve

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The best train watching in North America!

Horseshoe Curve, near Altoona PA
CR stack car consist John Senchak	CR SD50#6769 Stack car consist John Senchak	CR GP40 #3126 Brian Thompson	CR SD45-2 #6654 Robert Davis
PRR on Horseshoe Curve Randy Masales-BS	CR B36-7 #5021 Kenneth Buckman	CR B36-7 #5047 Kenneth Buckman	CR SD40 #6315 Kenneth Buckman
CR SD40 #6321 Kenneth Buckman	CR Horsehoe Curve, PA Kenneth Buckman	PC GP38 #8109 John Van Scoyk	CR GP35 #3620 downhill East side David W. Dupler
CR SD45 #6140 E. downhill - Helpers using dyn brakes David W. Dupler	CR GP40-2 #3340 Kenneth Buckman	PC U25B @ Horseshoe #2516 Steven M. Geisler	PC GP35 @ Horseshoe #2289 Steven M. Geisler
PC SD40 near Horseshoe #6071 Steven M. Geisler	PC SD45 @ Horseshoe #6195 Steven M. Geisler	PC GP38 near Horseshoe #7800 Steven M. Geisler	PC GP38-2 near Horseshoe #8051 Steven M. Geisler
The Bottom of the Hill John Senchak	The Bottom of the Hill Jeff	Funicular to the top Bill Blomgren	Funicular to the top Jeff
PRR GP7 #7048 at Horseshoe Curve Robyn Black	Horseshoe Curve Lake Bill Blomgren	PRR 2-10-4 Horsehoe Curve, 1952 Marvin Cohen-Bud Laws	PRR 2-10-4 Horsehoe Curve, 1952 Marvin Cohen-Bud Laws
PRR M1 4-8-2 Horseshoe Curve 1956 #6940 Bob Waton-Bud Laws	CR GP15-'s & GP38's Robyn Black	Horseshoe Curve, 10/94 Harry Fitch	CR on Horseshoe Andrew Koenigsberg
AMTK F40PH #372, Horseshoe Curve PA 1989 Tim Hildreth-BL	Middle Grade Tower, 1mile west of Horseshoe Curve Jeff Lubchansky	Curve, 1934	Watchman's Tower, HS Curve Kennedy How
HS Curve mine spur Bud Laws
Steam on the Curve PRR M1/M1a 4-8-2's were rare on the Curve (in freight service). J1/J1a 2-10-4's and I1s/I1sa 2-10-0's, used in multiples of 2 or more with pushers on the rear were the power of choice from the early 40's up to dieselization. Some of the M's were used in passenger service early in their careers and these reportedly were able to handle a relatively short passenger train up the Curve without a helper. But they went into freight service pretty quickly and were utilized mainly in fast freight service on the more level areas of the PRR due to their horsepower and speed. The J's and the I's had higher tractive effort and were more suited to mountain work, although the J's could run pretty well on the level. The Pennsy never had a fleet of huge articulated steam locos like other Eastern roads such as the Baltimore & Ohio, Chesapeake & Ohio and Norfolk & Western which also crossed the Allegheny/Appalachian mountains. The adhesion problems with the T1 4-4-4-4's helped bring about the dieselization of PRR mainline through passenger service in the late 40's. Doubleheaded K4s 4-6-2's did a better job of pulling passenger trains up the grade, but 2 engine crews were needed. The diesel's ability to be "lashed-up" into as much power as needed controlled by 1 engine crew and its ability to add dynamic braking on the downhill side sealed steam's fate on the Curve and everywhere else for all time. Per Tugboat rickstug@optonline.net

Click on Photo
The 220 degree arc that forms Horseshoe Curve comprises two curves; the north side has a radius of 637 feet while the south side tightens to 609 feet. It was opened on February 15th, 1854.

The curve is 1800 feet across

Length of curve is 2375 feet

Degree of curvature 9 degrees 15 minutes(radius 619')

Central Angle 220 degrees

Elevation at east end 1594 feet (A.S.L.)

The grade is 91 feet per mile.

The west side is 122 feet higher than the east side

HorseShoe Curve Map

Click on a photo to retrieve it. Click on the name below the photo to contact the OWNER of the photo.

Horseshoe Curve, near Altoona PA

CR stack car consist
John Senchak
CR SD50#6769
Stack car consist
John Senchak
CR GP40 #3126
Brian Thompson
CR SD45-2 #6654
Robert Davis

PRR on Horseshoe Curve
Randy Masales-BS
CR B36-7 #5021
Kenneth Buckman
CR B36-7 #5047
Kenneth Buckman
CR SD40 #6315
Kenneth Buckman

CR SD40 #6321
Kenneth Buckman
CR Horsehoe Curve, PA
Kenneth Buckman
PC GP38 #8109
John Van Scoyk
CR GP35 #3620
downhill East side
David W. Dupler

CR SD45 #6140
E. downhill - Helpers using dyn brakes
David W. Dupler
CR GP40-2 #3340
Kenneth Buckman
PC U25B @ Horseshoe #2516
Steven M. Geisler
PC GP35 @ Horseshoe #2289
Steven M. Geisler

PC SD40 near Horseshoe #6071
Steven M. Geisler
PC SD45 @ Horseshoe #6195
Steven M. Geisler
PC GP38 near Horseshoe #7800
Steven M. Geisler
PC GP38-2 near Horseshoe #8051
Steven M. Geisler

The Bottom of the Hill
John Senchak
The Bottom of the Hill
Jeff
Funicular to the top
Bill Blomgren
Funicular to the top
Jeff

PRR GP7 #7048 at Horseshoe Curve
Robyn Black
Horseshoe Curve Lake
Bill Blomgren
PRR 2-10-4 Horsehoe Curve, 1952
Marvin Cohen-Bud Laws
PRR 2-10-4 Horsehoe Curve, 1952
Marvin Cohen-Bud Laws

PRR M1 4-8-2 Horseshoe Curve 1956 #6940
Bob Waton-Bud Laws

CR GP15-'s & GP38's
Robyn Black
Horseshoe Curve, 10/94
Harry Fitch
CR on Horseshoe
Andrew Koenigsberg

AMTK F40PH #372, Horseshoe Curve PA 1989
Tim Hildreth-BL
Middle Grade Tower, 1mile west of Horseshoe Curve
Jeff Lubchansky
Curve, 1934

Watchman's Tower, HS Curve
Kennedy How

HS Curve mine spur
Bud Laws
Steam on the Curve PRR M1/M1a 4-8-2's were rare on the Curve (in freight service). J1/J1a 2-10-4's and I1s/I1sa 2-10-0's, used in multiples of 2 or more with pushers on the rear were the power of choice from the early 40's up to dieselization. Some of the M's were used in passenger service early in their careers and these reportedly were able to handle a relatively short passenger train up the Curve without a helper. But they went into freight service pretty quickly and were utilized mainly in fast freight service on the more level areas of the PRR due to their horsepower and speed. The J's and the I's had higher tractive effort and were more suited to mountain work, although the J's could run pretty well on the level. The Pennsy never had a fleet of huge articulated steam locos like other Eastern roads such as the Baltimore & Ohio, Chesapeake & Ohio and Norfolk & Western which also crossed the Allegheny/Appalachian mountains. The adhesion problems with the T1 4-4-4-4's helped bring about the dieselization of PRR mainline through passenger service in the late 40's. Doubleheaded K4s 4-6-2's did a better job of pulling passenger trains up the grade, but 2 engine crews were needed. The diesel's ability to be "lashed-up" into as much power as needed controlled by 1 engine crew and its ability to add dynamic braking on the downhill side sealed steam's fate on the Curve and everywhere else for all time. Per Tugboat rickstug@optonline.net

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