Turtle Creek Industrial Railroad
| Company type | Subsidiary |
|---|---|
| Industry | Railroad transportation |
| Predecessor | Turtle Creek Valley Line (Conrail) |
| Founded | 1982 |
| Founder | Dura-Bond Corporation |
| Defunct | 2009 |
| Fate | Operations ended due to flood damage; rail corridor converted to trail |
| Successor | Westmoreland Heritage Trail (rail-trail conversion) |
| Headquarters | Export , United States |
Area served | Western Pennsylvania (Export to Trafford) |
Key people | Wayne Norris (owner/operator) |
| Products | Freight rail services (steel pipe, lumber, aluminum, rubber) |
| Owner | Dura-Bond Corporation |
Number of employees | 4 (1980s–2000s) |
| Parent | Dura-Bond Corporation |
The Turtle Creek Industrial Railroad (reporting mark TCKR) was a short-line freight carrier operating in western Pennsylvania, running between Export and Trafford with a connection to the Pittsburgh Line. It functioned as a fully owned subsidiary of the Dura-Bond Corporation, a steel products manufacturer based in Export. The railroad was purchased from Conrail, which had succeeded the Pennsylvania Railroad, in 1982.
For nearly three decades, TCKR operated three to five weekly trains along just over ten miles of track, primarily moving steel pipe to its parent company’s facilities in Export and delivering lumber to yards located in nearby Murrysville. Typically, trains consisted of approximately four freight cars, powered by one of two switcher locomotives dating from the 1940s and manned by a two-person crew.
Operations came to an end in 2009 after severe flash flooding along Turtle Creek caused extensive damage to the railroad’s infrastructure. Following this event, much of the former rail corridor was sold to Westmoreland County and transformed into the Westmoreland Heritage Trail.
Founding and acquisition by Pennsylvania RR: 1886-1982
The origins of the Turtle Creek Industrial Railroad trace back to 1886 when George Westinghouse established the Turtle Creek Valley Railroad to capitalize on natural gas resources in Murrysville. The route commenced in East Pittsburgh, where it connected with Andrew Carnegie's Union Railroad, then extended eastward along Turtle Creek to a junction near SZ tower. It crossed the Pennsylvania Railroad main line at Trafford and reached Murrysville by 1891, continuing onward to Export in 1892. By 1893, a 3.86-mile branch line was constructed along Lyons Run from Saunders Station to Pleasant Valley. The main line was further extended eastward from Export to coal mines in Slickville by 1917.
The Pennsylvania Railroad Company began managing the line in 1891 and acquired full ownership in 1903. It designated several branches: the section downstream from Trafford was known as the East Pittsburgh Branch and was leased back to Westinghouse for its Interworks Railway until it was disrupted by a flood control project in 1962; the Lyons Run Branch served coal mining operations but was abandoned by 1950, with part of its right-of-way later overlain by the Pennsylvania Turnpike; and the primary route from Trafford through Export was called the Turtle Creek Branch, which eventually evolved into what became known as the Turtle Creek Industrial Railroad.
At its height, the Turtle Creek Branch stretched from Westinghouse’s facilities in Trafford through Saltsburg, mainly hauling coal. Passenger service initially utilized steam locomotives before transitioning to a diesel-powered "Doodlebug" railcar. Stations along this line included North Trafford, Blackburn, Saunders, Murrysville, Newlonsburg, and Export. Weekend passenger numbers once reached approximately 1,000 riders but dwindled over time until passenger operations ceased entirely in 1936. Coal shipments declined as mining activity diminished; remaining freight customers were businesses situated along Old and New William Penn Highway.
In 1968, the Pennsylvania Railroad merged with the New York Central Railroad and New York, New Haven and Hartford Railroad to form Penn Central, which declared bankruptcy within two years. Conrail assumed control of freight services thereafter and reclassified many lines as "Industrial Tracks," renaming this route the Turtle Creek Industrial Track. After deregulation under the 1980 Staggers Rail Act, Conrail identified unprofitable lines for abandonment, including this particular industrial track.
Sale from Conrail to Dura-Bond: 1982
In November 1981, Conrail declared its intention to discontinue the Turtle Creek Valley Line due to unprofitability. This line was vital for several companies, including Dura-Bond, a protective coatings manufacturer owned by the Norris family, which depended on it for shipping. Wayne Norris understood that losing this rail service would severely impact Dura-Bond, especially given their requirement to transport bulky steel products and the unreliability caused by regional truck strikes. Confronted with options such as relocating operations, subsidizing Conrail’s continued service, or acquiring the line themselves, Dura-Bond chose to purchase it outright. The railroad was then renamed the "Turtle Creek Industrial Railroad" and operated as a privately held subsidiary.
To help cover initial expenses, Dura-Bond received a $313,240 grant from the state of Pennsylvania. This support was backed by Governor Dick Thornburgh and facilitated through low-interest bonds provided by the Westmoreland County Industrial Development Authority. The acquisition cost was set at $125,000, reflecting the deteriorated state of the track infrastructure. Additionally, Dura-Bond secured a bank loan aimed at financing necessary track improvements.
Operations officially commenced on June 6, 1982; however, within the first month, there were 12 derailments attributed to poor track conditions and sharply banked curves ill-suited for slow-moving, heavy trains. In response, contractors were promptly engaged to carry out urgent repairs. The first year saw track rehabilitation expenditures totaling $418,000 while the railroad operated at a loss; in the second year, costs decreased to $225,000 as efforts focused on reaching a break-even point. These financial commitments aligned with Dura-Bond’s pledge to maintain operations for a minimum of two years and retain ownership for at least five.
Short line operations: 1982-2009
A member of the Norris family with engineering expertise summarized their operational approach succinctly: "Conrail utilized a crew of seven to manage this line; we do it with just two men and a dog." The Turtle Creek Industrial Railroad employed only four personnel—two engineers and two brakemen—who were responsible not only for train operations but also for maintaining locomotives dating back to the 1940s and performing track maintenance. Their skill set included handling minor derailments and manually replacing rail ties when necessary.
The railroad typically ran up to three round trips daily, with trains averaging four cars and operating three to five times per week. A typical shipment cycle involved Conrail delivering loaded cars at Trafford while collecting empties left behind by TCKR. Subsequently, TCKR would distribute loaded cars among customers located in Murrysville and Export. Freight consisted primarily of steel products, lumber, aluminum, and rubber. Sidings situated at Trafford, Murrysville, and Export allowed TCKR locomotives to efficiently uncouple cars destined for multiple clients. After completing deliveries, empty cars were gathered and returned to Trafford for Conrail to pick up. This streamlined logistics system earned commendations from customers who noted faster service compared to previous experiences under Conrail.
Despite initial efforts to expand its customer base, the number of shippers steadily declined over time: starting with 11 customers (including Dura-Bond), then dropping to 9 during 1982–83; further reducing to 7 by 1984; down to 5 in 1991; 4 in 1996; and ultimately only 2 remaining by 2009—Dura-Bond itself and Weyerhaeuser, which became the railroad’s largest long-term client. This contraction reflected wider challenges facing the industry.
When operations began in 1982, TCKR anticipated moving between 500 and 1,000 cars annually at first, targeting profitability around 1,500 cars per year and hoping for growth up to 2,000 if economic conditions improved. These goals were not realized; annual car counts remained near 500 throughout the 1990s and increased slightly to approximately 700 by 1999. Financially, revenues sufficed for routine maintenance but fell short of funding new locomotive acquisitions. The primary locomotive had been purchased for $44,000 in 1982 with initial shipping rates set at $250 per car. By 2009, engineering assessments indicated that roughly 150 cars crossed bridges each year. Declining freight volumes were partially linked to closures of Pittsburgh steel mills.
The railroad’s persistence despite limited growth was driven in part by its role in transporting materials for its parent company as well as Wayne Norris’s personal dedication. Norris admitted that sentimental reasons influenced his decision to acquire the line: "I was born and raised here... Trains were a part of our lives... I’m proud to be running a piece of Turtle Creek Valley history." He also highlighted the emotional toll on communities losing rail service, emphasizing that the railroad’s value extended beyond financial considerations alone.
End of service and transition to rail-trail: 2009-2019
During June 16–17, 2009, heavy flooding struck western Pennsylvania, particularly impacting Export, where Dura-Bond’s primary facility sustained extensive damage. The floodwaters also eroded five feet of the Turtle Creek Industrial Railroad’s embankment. Uninsured losses reported by Dura-Bond amounted to roughly $1.25 million. Although Governor Ed Rendell sought federal disaster assistance, the request was declined, as state and local authorities considered the damage manageable without federal intervention. This natural disaster brought rail operations to a halt, compelling the railroad’s last active customer to transition to truck transportation.
Transformation of rails into a trail
The Regional Trail Corporation (RTC) had long aimed to repurpose the TCKR corridor into a recreational rail-trail, but initial resistance came from the railroad's proprietors. Following the flood event, RTC collaborated with Westmoreland County in 2011 to devise a plan for converting the rail line into a greenway. In 2013, TCKR formally applied for service discontinuation, confirming that operations had ceased since 2009. Shortly thereafter, Westmoreland County acquired most of the railroad for $863,000. Wayne Norris, president of Dura-Bond, attributed this move to escalating flood recovery costs and increased stormwater runoff caused by suburban expansion.
The conversion from rail line to trail was executed in stages, with portions opening in 2017 and final completion by 2019. Approximately 1.5 miles of track were excluded from the transaction—these included segments near Export that serve Dura-Bond’s facilities and a 0.9-mile stretch at Trafford retained by Norfolk Southern, Conrail’s successor. Westmoreland County has expressed interest in purchasing part of this retained track to extend the trail into Trafford’s commercial area.
Rolling stock: locomotives and caboose
Throughout its operational period, Dura-Bond utilized four diesel-electric switcher locomotives. Two smaller units were dedicated to yard switching tasks: initially a 44-ton Whitcomb switch engine with 300 horsepower owned prior to railroad acquisition, later replaced by a similar General Electric 50-ton switcher. For mainline duties—such as hauling up to ten loaded cars on a 2% grade in Murrysville—the company employed more robust locomotives: a 600-horsepower, 99-ton switch engine designated "TCKR 462" and a heavier model known as "TCKR 550." Official records describe TCKR 550 as a 110-ton unit with either 1200 or possibly 1000 horsepower according to some sources. Engine 462 served as the primary locomotive, while TCKR 550 was used less frequently. After service ended, Engine 462 was moved to Dura-Bond’s facility in Duquesne.
When acquiring Engine 462 in 1982, Dura-Bond also obtained a cupola caboose as part of the deal. Although originally intended for use as a lookout car, cabooses were becoming obsolete in U.S. freight operations by the late 1980s. By 1999, this caboose was largely stationary near Old William Penn Highway in Export and stood as a symbol of the railroad’s history. Dura-Bond preserved it for occasional special occasions such as Christmas events and eventually restored and donated it to the Export Historical Society for exhibition on remaining track in downtown Export.
| Vehicle | Road Number | Model | Builder No. | Manufacture Date | Purchase Date | Previous Owner |
| switcher | Whitcomb 44-ton | |||||
| switcher | unnumbered | GE 50-ton | 29871 | June 1948 | ||
| switcher | TCKR 462 | EMD SW1 | 7509 | August 1949 | May 1982 | Johnstown and Stony Creek Railroad |
| switcher | TCKR 550 | EMD NW2 or EMD SW7 | 8534 | 1947 or October 1949 | 1985 | Union Railroad (Pittsburgh) |
| caboose | TCKR 9 | 1927, 1937 or June 1939 | May 1982 | Johnstown and Stony Creek Railroad |
Operational Statistics
According to data from the Federal Railroad Administration, the Turtle Creek Industrial Railroad maintained steady operations between 1987 and 2008. Covering a 10-mile stretch from Trafford to Export, the yearly train mileage corresponds with the stated schedule of three to five weekly trains. However, the flood in June 2009 led to a sharp decline in train mileage, interrupting routine service; following a three-month suspension, only 64 train miles were logged in October 2009. Despite this disruption, employee labor hours persisted until July 2010.