Beech Creek Railroad
| Company type | Private |
|---|---|
| Industry | Railroad transportation |
| Founded | 1882 |
| Founder | William A. Wallace, B. L. Wallace, Israel Test, E. H. Bigler, S. R. Peale, William H. Brown, John G. Reading, Joseph M. Gazzam |
| Fate | Leased by New York Central and Hudson River Railroad in 1890 |
| Headquarters | Pennsylvania , United States |
Area served | Central Pennsylvania |
Key people | William A. Wallace (president), George Magee (general contractor) |
| Products | Freight rail service (coal and pulpwood transport) |
The Beech Creek Railroad operated as a rail line in central Pennsylvania, connecting Jersey Shore and Mahaffey. Established through a charter in 1882, it came under lease by the New York Central and Hudson River Railroad (which later became the New York Central Railroad) in 1890, after which it was managed directly by that company. Although much of the route was discontinued during the latter part of the 20th century, segments at both termini remain in service.
Origins and construction
Initially incorporated as the Susquehanna and South Western Railroad on August 12, 1882, the enterprise aimed to construct a railway stretching from Williamsport, Pennsylvania to southern Clearfield County. Supported by the New York Central Railroad, this initiative was part of a strategic plan to gain access to bituminous coal deposits. Since New York Central lacked a direct rail link to these coalfields, it faced dependency on coal producers and competitors such as the Pennsylvania Railroad. The Clearfield Bituminous Coal Company—formed by coal operators from Tioga and businessmen from Clearfield with Vanderbilt financial backing—acquired coal lands discreetly. The Fall Brook Coal Company’s railway network extended to Jersey Shore, serving as a starting point for the Susquehanna and South Western’s westward route through Beech Creek and along Moshannon Creek toward Clearfield.
Among the founding members were William A. Wallace (who became president), B. L. Wallace, Israel Test, and E. H. Bigler from Clearfield; S. R. Peale and William H. Brown of Lock Haven; along with John G. Reading and Joseph M. Gazzam from Philadelphia. Samuel Brugger, a skilled civil engineer who had previously surveyed part of this corridor for the unsuccessful Pennsylvania and Western Railroad project, completed a survey that received approval in September 1882.
The Pennsylvania Railroad took minimal action to obstruct construction, likely influenced by an 1883 report indicating that major coal seams near Philipsburg were becoming exhausted. The report advised focusing on emerging coal fields while permitting New York Central access to remaining reserves, suggesting an implicit agreement between the two railroads that favored Beech Creek's progression.
Funding for the project included $4 million in stock primarily acquired by Wallace, Peale, and Reading but financed through Vanderbilt interests and George Magee of the Fall Brook Coal Company. Construction commenced late in 1882 at Beech Creek, advancing westward toward Mountaintop near Snow Shoe. On March 20, 1883, the company changed its name to the Beech Creek, Clearfield, and South Western Railroad, increased its stock capitalization to $5 million, and issued $5 million in bonds with fifty-year maturities. The Clearfield Bituminous Coal Company secured exclusive shipping rights over this railroad; George Magee served as the general contractor for construction.
Designed specifically for heavy coal transportation with gentle grades but numerous curves and bridges following Beech Creek’s path, significant engineering feats included the Hogback tunnel near Hurxthal's Summit. Track installation began in September 1883. Additional construction involved the Peale tunnel located west of the summit near Moshannon Creek—completed on October 30, 1883—and a tall iron viaduct spanning Moshannon Creek that opened on November 11, 1884.
NYC subsidiary
The enterprise ultimately failed and was acquired by the newly established Beech Creek Railroad on June 29, 1886. Subsequently, the New York Central and Hudson River Railroad took over the lease of the company on December 15, 1890, with the lease retroactively effective from October 1 of that year. On May 11, 1898, the New York Central consolidated the Cambria County Railroad into the Beech Creek Railroad.
According to a New York Central timetable dated April 29, 1951, the route was identified as the "Pennsylvania Division," whereas by October 30, 1960, it was referred to as the "Syracuse Division."
Passenger service began its decline in the 1920s; by mid-1923, New York Central had reduced train frequency as a cost-saving measure. During the Great Depression era, service was limited to a single daily train running between Clearfield and Williamsport, Pennsylvania. Passenger operations incurred losses amounting to $24,000 annually by 1932, leading New York Central to petition for termination of these services. The last passenger train from Clearfield to Jersey Shore ran on February 18, 1933, marking the end of nearly five decades of passenger transit. Following this cessation, the line functioned exclusively for freight.
Freight transportation persisted well into the late twentieth century, with portions of track remaining intact into the early 1990s despite official abandonment declarations. Over time, segments of the railroad were dismantled, with rails and ties removed by the late 1990s. Certain stretches have since been repurposed as "Rails To Trails" recreational pathways. There have been initiatives proposed to restore rail service in proximity to former industrial locations such as a landfill site at Gorton.
This line played a vital role in serving regional freight demands including coal and pulpwood shipments, supporting industries around Clearfield and Snow Shoe. Although experiencing decline, its infrastructure continued to represent an important local freight corridor under Penn Central and later Conrail until operations ceased in the early 1990s.