Railroads played a vital role in Pennsylvania’s economic development, particularly during the Industrial Revolution and beyond. They facilitated the transportation of goods, raw materials, and people, fostering industrial growth, urbanization, and the expansion of markets. The construction of railroads like the Beech Creek Railroad and the Buffalo, Rochester & Pittsburgh Railroad, that primarily transported coal and other materials to homes and factories throughout Pennsylvania, played a significant role in the industrialization of the state.

Railroad bridges are also vital for transportation networks, enabling trains to cross obstacles like rivers, valleys, and other rail lines, and ensuring the efficient and safe movement of goods and passengers.

Project and Mitigation

A metal, three-span Baltimore thru truss railroad bridge was constructed ca. 1893 in Lawrence Township, Clearfield County over River Road (SR 1001) and the West Branch Susquehanna River. The bridge was modified in 1909 and presently supports the RJ Corman railroad line. The railroad bridge will soon undergo improvements to bring it up to current standards.

Looking at two large sections of metal bridge over water.

View of the Railroad Bridge over the West Branch Susquehanna, looking northeast. (Image courtesy of Samantha Smith, JMT Architectural Historian).

The first span, which goes over River Road, currently stands at 12’-7” above the roadway. Today’s minimum clearance standard as required by FHWA is 14’-6”. This insufficient height has caused multiple vehicle crashes that have compromised the span’s integrity and created safety issues for the crossing trains.

Large metal bridge over paved road and grass surrounded by trees and signage.

View of Railroad Bridge over River Road, looking northeast from River Road. (Image courtesy of Samantha Smith, JMT Architectural Historian).

In planning to address the issue, PennDOT evaluated four alternatives: no action, raising the bridge span, lowering River Road, and replacing the bridge span.

After studying each option, it was determined that replacing the span was the most feasible option. It allows the bridge to be updated to current standards without significant social, economic, or natural environment impacts.

However, the bridge replacement will have an adverse effect on two National Register of Historic Places (NRHP) eligible resources: the New York Central Railroad: Beech Creek Railroad (Jersey Shore to Mahaffey Junction; BCR; Resource No. 2008RE01247) and the Buffalo, Rochester & Pittsburgh Railroad (BR&P; Resource No. 2011RE00067). Although the bridge is not individually eligible it is a contributing resource to both railroads.

Due to the adverse effect, it is necessary to consider ways to mitigate or compensate for the loss of integrity to the railroad resources as part of the Section 106 process.  As part of the mitigation effort, PennDOT agreed to create online StoryMaps which tell the history and significance of each railroad and to share project information via this blog post.

The Beech Creek Railroad

The Beech Creek Railroad was established in the late 19th century for the New York Central Railroad, led by Cornelius Vanderbilt, to access coal reserves in Central Pennsylvania. The construction of the Beech Creek Railroad provided jobs and growth to the region, leading to the founding of new towns and the influx of immigrants.

Train engine and car on a track.

Late 19th century photograph of a Beech Creek, Clearfield & South Western Railroad engine. (Image courtesy of the Joseph A. Smith Collection Blog).

By the mid-1880s, the New York Central had gained a significant share of the coal market in the area, disrupting the Pennsylvania Railroad’s monopoly. The construction of the Beech Creek Railroad played a significant role in the industrialization of Pennsylvania and subsequently the nation. It facilitated the movement of coal and other materials to homes and factories.

By the mid-20th century, however, the rise of surface mining in the area led to a decrease in the need for workforce and therefore the population of the surrounding area declined.

Map with thick and thin lines in black, red, blue and green.

1900 map of the New York Central and Hudson River Railroad. (Image courtesy of Library of Congress Geography and Maps Division).

Over the years, the Beech Creek Railroad went through several mergers and changes in ownership, eventually becoming part of Conrail in 1976. The railroad operated until 1993 when it was ultimately abandoned.

In 2009, the Beech Creek Railroad (Jersey Shore to Mahaffey Junction; Resource No. 2008RE01247) was determined eligible as a contributing resource to the NRHP-eligible New York Central Railroad as its sole carrier of coal.

You can learn about the full history of the railroad through the “Beech Creek Railroad” Story Map.

The Buffalo, Rochester, & Pittsburgh Railroad

The Buffalo, Rochester, & Pittsburgh Railroad (BR&P) was established in 1887, following the failures of its predecessors, the Rochester & State Line Railroad (R&SL) and the Rochester & Pittsburgh Railroad (R&P). The main goal of the BR&P was to transport bituminous coal from Pennsylvania to New York and beyond. The Erie Railroad had a monopoly on coal transportation in Western New York after the Civil War, leading to consumer dissatisfaction.

This, along with the limited use of the Erie Canal, sparked interest in creating an alternative transport route, resulting in the establishment of the R&SL in 1869.

Train engine and car on a track.

Late 19th century image of a Rochester & State Line Railroad engine. (Image courtesy of the Gross Collection via Wikimedia Commons).

Initially, the R&SL only ran from Rochester to Salamanca, NY, falling short of reaching the intended coal fields in Pennsylvania. As such, it was limited to transporting agricultural products. This freight proved to be not lucrative enough to sustain the railroad and it was eventually sold to financier Walson H. Brown, who reorganized it as the Rochester & Pittsburgh Railroad in 1881.

The aim of the R&P was to extend tracks north to Charlotte, NY, and south to the Pennsylvania coal fields, providing a direct route for coal shipments. Upon completion, the railroad’s ‘Y’ shape included branches to Buffalo and Rochester, with the main line leading to the Pennsylvania coal fields.

Despite facing financial struggles and fierce competition, the R&P expanded its operations and even ventured into coal extraction. However, by 1885, the R&P faced increasing financial deficits, leading to foreclosure in 1884.

Map with collection of thick and thin lines and circles for lakes.

Early 20th Century map of the Buffalo Rochester & Pittsburgh Railroad. (Image courtesy of Poole Brothers Printing Co. via Wikimedia Commons).

After legal battles and reorganization, the R&P was revived as the Buffalo, Rochester & Pittsburgh Railroad (BR&P) in 1887. The railroad continued to rely on coal revenue until its acquisition by the Baltimore & Ohio Railroad in 1932.

Long train engine with many circular windows on a track with trees in the distance.

Postcard image of a railroad scene showing the BR&P’s “Motor Car 1901” also known as “the Comet.” (Image courtesy of the McKeen Motor Car Company Historical Society).

Overall, the BR&P had a tumultuous history, facing challenges from competitors and financial difficulties before being acquired by the Baltimore and Ohio Railroad. The BR&P Railroad (Resource No. 2011RE00067) was determined eligible for the NRHP in 2020 under Criterion A for Transportation with a Period of Significance (POS) of ca. 1880 to ca. 1930.

You can learn about the full history of the railroad through the “Buffalo, Rochester & Pittsburgh Railroad” Story Map.

Line with dates and words above and below.

Timeline of Beech Creek and BR&P Railroads. (Image courtesy of JMT Staff).

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Today’s Guest Contributors are Senior Architectural Historian Sara McLaughlin, Project Manager and Architectural Historian Samantha Smith of the Johnson, Mirmiran, and Thompson (JMT) Cultural Resources Group, a multi-disciplinary group of architectural historians and archaeologists. Sara and Samantha are based in JMT’s Philadelphia office. Both Sara and Samantha meet or exceed the minimum qualifications for architectural history as established by 36 CFR 61. They worked to survey and mitigate the adverse effects on the River Road Railroad Bridge under a Federal historic preservation law called Section 106.

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