The State College Train Station: A Bygone Era of Connectivity
Before the convenience of modern travel, such as driving along Route 322 or flying into University Park Airport, reaching State College, Pennsylvania, presented a significant challenge. The establishment of a train station in State College marked a pivotal moment in connecting the university and its burgeoning community to the wider world.
The Inaccessibility of Early Penn State
In the early days of Penn State, its location was described as “equally inaccessible from all parts of the state.” Until George Atherton’s tenure as president, the university lacked a nearby railroad station. Traveling students were forced to take trains to Tyrone or Bellefonte, and later to Struble or Lemont, before completing their journey to campus via buggy. Ironically, this isolation was initially intentional, aimed at shielding students from external distractions.
The Arrival of the Bellefonte Central Railroad
In 1892, the Bellefonte Central Railroad (BCRR) extended its line to State College, forever changing the landscape of travel to the area. A Queen Anne style station was constructed on the site of the current Hammond Building along College Avenue. The 20-mile trip between Bellefonte and State College was scheduled to take 50 minutes.
The Bellefonte Central Railroad began in 1886 as the Buffalo Run, Bellefonte, and Bald Eagle Railroad, primarily used for hauling iron ore. As the iron industry declined in Bellefonte, the railroad was sold. A branch from Struble to State College was extended in order to carry passengers to Penn State. The university’s growth created a demand for transportation, and students needed a way to get to State College. The Penn State Power Plant also became a major revenue source for the railroad company, as the plant needed shipments of coal. The company began to haul passengers along with the coal on the short branch from Struble to State College.
G. Ross Parker and the "Parker's Boat"
The early days of the BCRR were defined by a unique character: conductor G. Ross Parker. Affectionately nicknamed "Parker's Boat" by students, the train became a campus legend. The train's slow pace was a common point of discussion. Freight cars were often added to passenger service, further reducing the speed. Passengers would frequently disembark to pick flowers and berries, relying on the engineer to slow down for them to re-board. Livestock on the tracks was another common cause for delays. Fred Pattee recalled Parker's explanation for one such stop: "Calves on the track."
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The Pennsylvania Railroad's Influence
The Pennsylvania Railroad (PRR) played a significant role in the broader transportation network, connecting State College to major cities. The PRR started as a desperate attempt to keep Philadelphia competitive with New York and Baltimore after the Main Line Canal/Portage Railroad system failed. Built westward from Harrisburg, the 61-mile line followed the Pennsylvania Main Line Canal along the Juniata River.
The PRR expanded into a trunk line, connecting Philadelphia, New York, Baltimore, and Washington with Cleveland, Cincinnati, Indianapolis, St. Louis, and Chicago. Lewistown became a junction point with facilities like an engine house, turntable, and freight and passenger stations. In 1865, the PRR opened a feeder line to stimulate local growth, and in 1871, the Sunbury and Lewistown Railroad connected at Sunbury for Buffalo, Canada, Erie, Harrisburg, Baltimore, and Washington. In 1892, the Kishacoquillas Valley Railroad opened between Reedsville and Belleville, with trains steaming directly to Lewistown station.
By the middle teens, 30 passenger trains a day stopped at the Lewistown station. Many of those travelers were Penn State University students, connecting with buses to or from the campus at State College, 30 miles north.
The Decline of Passenger Rail Service
The advent of the automobile gradually diminished the reliance on passenger rail service, despite resurgences during the world wars. In 1930, a freight depot was added near the State College station to accommodate increased freight traffic. By 1946, passenger service was reserved for special occasions. Even President Dwight Eisenhower traveled to campus by train during his brother Milton's presidency at Penn State.
The Bellefonte Central discontinued regular passenger trains in 1917, operating a mixed passenger and freight train until 1945. The Pennsylvania Railroad handled occasional football and other passenger specials over the BCRR as late as 1964. The Pennsylvania ended passenger service on its own tracks through Lemont shortly after World War II.
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The Rise of Automobiles and Air Travel
Automobiles and buses became popular, despite the poor highway network in central Pennsylvania. Route 322 was built through State College as part of a lakes-to-sea highway. Greyhound bus service was introduced around the same time. Interstate 80's completion in 1970 made long-distance highway travel more satisfactory.
Airlines replaced railroads. Sherm Lutz opened the area's first airport near Boalsburg in 1929, offering charter services and flying lessons. Lutz moved to the new State College Air Depot in 1946. All American Airlines began scheduled flights with DC-3s in 1949 but ended service in 1951. Allegheny's planes landed at Black Moshannon Airport (Mid-State) until the 1970s. Penn State assumed the lease and assets of a small airport north of State College in 1972, making improvements. Allegheny shifted flights to the closer University Park Airport, overseen by a public airport authority.
The End of the Line
By the 1970s, the tracks to State College had been largely abandoned. Following damage from flooding and Hurricane Agnes, the decision was made to remove the tracks permanently.
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