499:, 5 miles (8.0 km) beyond Dougherty. However, it does not appear that this extension was, in fact, built. By 1909, the railroad had built two short branches of 1.4 miles (2.3 km) each at the Juniata end of the line. The Kipple Branch left the main line near Broadway and Penn Avenue, Juniata, and circled around to the north, serving a few local industries and reaching the PRR's main line at Juniata Junction, near 2nd Avenue and 10th Street. The Fairview Branch ran southwest from a wye near 25th Avenue and Broadway to end in the Fairview neighborhood of Altoona, at 23rd Avenue and 10th Street.
363:
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488:, which would extend the Altoona and Beech Creek from Juniata to a new terminal at 9th Street and 15th Avenue in Altoona. However, he was unable to carry out these plans, and his lease was invalidated on March 27, 1900. Through appeals and legal maneuvers, Langdon was able to hold out until December 27, 1901, when the Sheriff of Blair County ejected the PJE&E employees and returned the Altoona and Beech Creek to its stockholders. The Altoona and Beech Creek Terminal was dissolved in 1905–6.
33:
810:. However, due to the depleted state of the railroad's finances, it was unable to pay for #3. Samuel Langdon forestalled legal proceedings by having the locomotive transferred to his United Collieries Co., which paid Baldwin in coal. Nothing is known of #4, if it ever existed. The Altoona & Beech Creek bought #5 and #6, both Baldwin
574:
Despite the battle waged for possession of it, the railroad had not been very profitable. Passenger traffic to
Wopsononock had been declining, and coal traffic from Dougherty was rather limited. Shellenberger installed a rock crusher atop the mountain, which also provided revenue. A major forest fire
704:
Andrew Kepple, one of the original
Altoona & Wopsononock directors, was elected president of the newly organized company. The board remained largely unchanged, although Shellenberger finally severed his association with the railroad. It remained unprofitable, and Davis, in turn, sold the line to
370:
Patterson and
Langdon both claimed to control a majority of the company's stock, and in February 1893, rival boards of directors were elected by stockholders loyal to those two figures. The issue of 600 shares to Patterson, authorized in 1891, turned the issue, and its validity was ultimately upheld
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Rails were finished to the top of the
Alleghenies on June 6, and the first train arrived in Wopsononock on June 11. The railroad was formally opened on July 2, 1891. An extension to Dougherty, 5 miles (8.0 km) beyond Wopsononock, was begun on September 31, in order to serve mines of the newly
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The conversion failed to make the railroad pay, and the company went into receivership again on August 8, 1918. The last passenger train was operated on July 16, 1919, and the last coal train on July 30. Negotiations with the bondholders to resume service were not successful, and the rails were
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installed at
Wopsononock and Juniata in late 1894 so that the railroad's engines did not have to back down the mountain. The co-receivership was lifted on July 6, 1896, and Patterson took full control of the railroad again. However, the railroad failed to cover its operating expenses shortly
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destroyed both the
Wopsononock Hotel and the coal tipple at Dougherty on April 30, 1903. When the railroad became insolvent again, Shellenberger was appointed receiver on June 4, 1909. It was once more sold under foreclosure on April 30, 1910, to H.A. Davis, and reorganized as the
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Shellenberger and his fellow bondholders had good reason to seek control of the railroad. After their failure to deliver control of the road to
Langdon, he brought suit against them. In exchange for his dropping the suit, they agreed to lease the Altoona and Beech Creek to the
853:
Details of the railroad's rolling stock are obscure. In 1891, it owned five passenger and three freight cars. In addition to the coaches that supported passenger runs to
Wopsononock and Dougherty (fourteen trains per day during the 1899 season), the railroad had at least one
351:, at whose Juniata station the line terminated. However, before Patterson could transfer the stock to Kerr, several other directors of the railroad, including Shellenberger, contracted to sell a majority interest in the railroad to Samuel P. Langdon. Langdon controlled the
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thereafter, and
Patterson was re-appointed receiver on September 28, 1896. On February 29, 1897, it was sold under foreclosure to William L. Shellenberger, on behalf of the bondholders—the group which had allied with Langdon. On March 17, 1897, it was reorganized as the
333:. To finance the extension, the shareholders, in November 1891, authorized a $ 60,000 mortgage on the property, and allowed Patterson to issue himself 600 additional shares of stock. He did so, but never paid the money due for them to the company's treasury.
866:. Contemporary photographs show that the railroad built some of its own open-air cars for excursion service. Photographs taken after the destruction of the Wopsononock Hotel and the decline in passenger traffic show a number of
243:) narrow gauge line. The board ultimately decided to complete the remaining 4 miles (6.4 km) to the same gauge. Frank G. Patterson, an Altoona attorney, was elected president, and William L. Shellenberger vice-president.
235:, to terminate at the newly established resort town of Wopsononock. By the time the first annual meeting of the stockholders was held on January 13, 1891, 5 miles (8.0 km) of the road had been completed as a
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s, in 1901, while still under
Pittsburg, Johnstown, Ebensburg & Eastern control. After the PJE&E lost its lease on the railroad, litigation ensued over the ownership of #3; by the time the
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841:), numbered #101–103. They were found to be unsuitable for the light track and steep grades, and were sold in 1917. They were replaced by #104 and #105, new two-truck
79:
986:
Scenic points along the road included Mule Shoe Curve, the trestles and cut at Sandy Gap Bend, and the high bluffs along the right-of-way at Butcher Knife Point.
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on November 7, 1912, to acquire the line, and the Altoona, Juniata and Northern was merged into it on January 16, 1913. Morris planned to convert the railroad to
468:, a holding company formed by Langdon, on highly favorable terms. The new company was to operate the Altoona & Philipsburg Connecting, planning to convert to
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to reflect the projected extension, which was built that year as far as Dougherty. However, a struggle for control of the railroad now ensued.
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that used a 36" gauge mule-powered tramway. Given that the mine's gauge was the same that of the railroad, and was accessible by a horizontal
757:
investors took over the railroad about 1916. They converted the railroad to standard gauge, operating initially with ex-Pennsylvania Railroad
845:, and the railroad bought #106, a three-truck Heisler, in 1918. They were sold to various lumber companies when the railroad was abandoned.
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359:, about 17 miles (27 km) from Dougherty, in 1894. He intended to connect the two railroads and use the AC&N to enter Altoona.
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and extend the two railroads to a junction at East Frugality, near Dougherty. The PJE&E would be extended further south through
247:
formed Richland Coal Company, headed by Shellenberger. Patterson was also involved in the coal company, serving as its secretary.
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484:. During this period, the line was known as the "Altoona Division" of the PJE&E. On December 17, 1898, Langdon chartered the
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cars for coal traffic. The railroad continued to maintain a standard gauge gondola fleet in the last years of its existence.
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62:
that operated during the late ninteeth and early twentieth centuries. It carried passenger traffic from the vicinity of
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and the Tacajo Sugar Company, respectively, when the railroad was converted to standard gauge in 1916.
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Originally constructed to facilitate the development of coal mines and resorts atop the
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Altoona, Clearfield and Northern train at Wopsononock, ready to back down the mountain.
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and Patterson's board of directors ordered seated. Langdon promptly petitioned for a
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declared in favor of the A&BC in 1903, United Collieries had sold it to the
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in 1916 did not improve the situation, and the railroad was abandoned in 1919.
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1234:. Engineering - University of Toronto. New York McGraw-Hill pp. 845–846.
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The following stations existed along the line, going from south to north:
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The Altoona & Wopsononock initially owned two engines. #1 was a
753:. However, Morris was unable to execute these plans. A group of
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On January 22, 1892, the railroad's name was changed to the
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when the 2-6-0s were found to be unsuitable for the track.
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Patterson had agreed to sell 60% of the company's stock to
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Coal mining catalogs, including directory of manufacturers
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Sigmund Morris, of Altoona. Morris had incorporated the
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The Altoona Northern initially purchased three ex-PRR
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Topographic map showing the railroad's route in 1920.
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Pittsburgh, Johnstown, Ebensburg and Eastern Railroad
1316:
Biographical and Portrait Cyclopedia of Blair Co, PA
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347:, who was expected in turn to sell the stock to the
1278:, Stanford, California: Stanford University Press,
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994:Unlike most coal mines in Pennsylvania, which used
491:The Altoona and Beech Creek reported itself in the
219:The railroad was chartered on May 27, 1890, as the
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1297:Railroads of Pennsylvania Encyclopedia and Atlas
953:Site of the Wopsononock Hotel, a popular resort
1380:Transportation in Cambria County, Pennsylvania
800:, both of which were purchased used from the
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27:Defunct narrow-gauge railroad in Pennsylvania
1375:Transportation in Blair County, Pennsylvania
1149:Sanborn Maps, Altoona 1909 and Juniata 1910
353:Altoona and Philipsburg Connecting Railroad
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36:Map of the Altoona and Beech Creek Railroad
1339:: CS1 maint: location missing publisher (
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1140:Time Table and Tourist Guide, Season 1899
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18:Altoona, Juniata and Northern Railway
1266:, Victor, New York: Richard D. Adams
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913:Site of an amusement park; now the
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826:Ohio River and Western Railroad
802:Pittsburgh and Western Railroad
1370:Defunct Pennsylvania railroads
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1295:Taber, Thomas T. III (1987),
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824:. #5 and #6 were sold to the
818:Supreme Court of Pennsylvania
737:, electrify it to make it an
373:Supreme Court of Pennsylvania
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478:Baltimore and Ohio Railroad
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1262:Adams, Richard D. (1980),
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251:Extension and legal battle
170:Blair County, Pennsylvania
1313:Wiley, Samuel T. (1892),
747:New York Central Railroad
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168:
164:
161:
158:
154:
149:
145:
140:
129:
126:
120:1,435 mm
98:
96:
92:
88:
83:
81:
77:
73:
69:
65:
61:
57:
49:
43:
34:
30:
19:
1325:, retrieved
1321:the original
1315:
1296:
1275:
1263:
1230:
1224:
1215:
1210:
1198:
1186:
1145:
1104:
993:
985:
877:
858:and several
852:
837:s (built at
830:
781:
767:
706:
703:
612:Pennsylvania
598:Headquarters
576:
573:
527:Pennsylvania
513:Headquarters
497:Fallentimber
492:
490:
485:
462:
416:Pennsylvania
402:Headquarters
385:
377:receivership
369:
342:
337:
335:
324:
280:Pennsylvania
266:Headquarters
245:
220:
218:
156:Headquarters
99:
84:
82:to Altoona.
60:Pennsylvania
58:railroad in
56:narrow gauge
41:
39:
29:
1097:Hilton 1997
950:Wopsononock
791:, and #2 a
778:Locomotives
686:914 mm
680:originally
640:Track gauge
566:914 mm
557:Track gauge
455:914 mm
446:Track gauge
317:914 mm
308:Track gauge
241:914 mm
233:Juniata Gap
211:914 mm
200:Track gauge
68:Wopsononock
52:914 mm
1364:Categories
1327:2008-09-27
1285:0804717311
1256:References
1203:Adams 1980
1191:Adams 1980
1179:Adams 1980
1164:Adams 1980
1124:Adams 1980
1109:Adams 1980
1082:Taber 1987
1059:Adams 1980
1040:Wiley 1892
1025:Adams 1980
1000:drift mine
856:parlor car
739:interurban
345:James Kerr
1274:(1997) ,
1240:cite book
996:42" gauge
977:Dougherty
773:Equipment
682:3 ft
634:Technical
629:abandoned
626:Successor
562:3 ft
551:Technical
541:Successor
482:Johnstown
474:Ebensburg
451:3 ft
440:Technical
430:Successor
313:3 ft
302:Technical
294:Successor
237:3 ft
206:3 ft
194:Technical
184:Successor
80:Dougherty
47:3 ft
1335:citation
965:Highland
958:Richland
874:Stations
843:Heislers
784:National
763:Heislers
725: in
659: in
593:Overview
508:Overview
397:Overview
327:Coalport
261:Overview
231:through
151:Overview
116: in
972:Walker
917:campus
910:Ivyside
903:Coleman
892:Juniata
868:gondola
862:-built
793:Baldwin
720:⁄
688:) gauge
654:⁄
371:by the
225:Juniata
111:⁄
64:Altoona
1303:
1282:
887:Notes
759:2-6-0s
751:Patton
608:Locale
523:Locale
412:Locale
276:Locale
166:Locale
76:timber
44:was a
1010:Notes
990:Mines
943:Homer
929:Parks
860:Brill
834:2-6-0
813:2-6-0
807:4-6-0
797:4-4-0
788:2-6-0
749:) at
357:Ramey
1341:link
1301:ISBN
1280:ISBN
1246:link
1004:adit
922:Gwin
884:Name
381:wyes
74:and
72:coal
70:and
40:The
480:at
329:on
66:to
1366::
1337:}}
1333:{{
1242:}}
1238:{{
1171:^
1154:^
1131:^
1116:^
1089:^
1066:^
1047:^
1032:^
1017:^
731:)
665:)
579:.
388:.
122:)
97:.
54:)
1343:)
1248:)
727:(
722:2
718:1
715:+
713:8
684:(
661:(
656:2
652:1
649:+
647:8
568:)
564:(
457:)
453:(
319:)
315:(
239:(
213:)
209:(
118:(
113:2
109:1
106:+
104:8
50:(
20:)
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