The history of the Kinzua Bridge begins with the New York, Lake Erie
& Western Railroad a system that was the immediate predecessor of
the Erie Railroad. In the early 1880s, with the railroad stretching
from New York City to Buffalo and northwestern Pennsylvania, officials
of the company were interested in extending a branch to tap the coal
fields around Johnsonburg, Pennsylvania in Elk County. To do so,
however, would require a route that twisted around valleys and hills
particularly at its northern end. It was ultimately decided that the
branch would divert southward from Carrollton, New York (just southeast
of Salamanca) and connect with Johnsonburg with spurs extending from
that point to reach nearby mines.
In an attempt to make the route not only shorter but also with fewer
curves and grades the railroad's president, Thomas Kane, offered to
simply span the entire Kinzua Valley. Perhaps the most surprising event
regarding this plan was merely
the speed at which it all happened. The idea to bridge the valley was
first discussed in 1882. Work began on May 10th of that year and by
August 29th the massive structure was completed, just 94 days later!
The viaduct was designed by Octave Chanute and contract work
was carried out by the Phoenix Iron Works located in Phoenixville,
Pennsylvania which used straight wrought iron in the construction
process, not steel. The foundation was sandstone, acquired from local
quarries, and required 110 piers to span the valley.
These piers supported 20 towers, with the tallest standing 301
feet from the valley floor (which included the height to the top of
rails). Overall, the viaduct was 2,052 feet long and was billed
as the "Eighth Wonder of the World" when it opened (an interesting name
considering that more than one railroad engineering feat during that
time claimed the same, or similar, title!). The structure was also the
tallest in the world at the time but it soon lost this title in 1884.
Interestingly, while it was meant mostly as a freight line it quickly
drew large crowds of tourists hoping to experience a trip high above the
valley and the breathtaking views available. As a novel marketing idea the railroad began hosting regular excursions over the line which helped to greatly pay for the bridge's construction.
In 1893 the New York, Lake Erie & Western fell into bankruptcy once
more which prompted yet another reorganization, emerging as simply the
Erie Railroad in 1895 (the company had already been known as the Erie
Railway between 1861 and 1878). At the turn of the century in 1900 it
was concluded that the bridge needed to be completely rebuilt with
stronger materials to allow for the heavier trains and equipment now in
regular use. In late May of that year worked commenced to take down the
old structure and simultaneously replace it with new towers and deck
plate girders. The new Kinzua Viadcut was designed by C.R. Grimm and
constructed from much more durable steel fabricated by the Elmira Bridge
Company. Overall, the bridge appeared quite similar to the original
save for its more rigid look.
By September 25 of that year the rail line was reopened to traffic and could more than accommodate loaded coal trains and the heaviest steam locomotives of that time. The bridge remained in use for the next 50 years into the coal mines around Johnsonsburg began to play out. On June 21, 1959 the Erie ran its last scheduled train over the branch and subsequently sold the line to the Kovalchick Salvage Company of Pennsylvania soon afterward. Not wishing to see the bridge scrapped the company resold the structure to the state, which created the Kinzua Bridge State Park on August 12, 1963. The route, however, remained dormant for nearly 25 more years until 1987.
That year, on July 31, tourist trains would again operate over the Kinzua Viaduct when the Knox & Kane Railroad purchased a short section of the line, which included the bridge, for the sole purpose of hosting excursions. The K&K dated back to 1982 as a shortline operating about 65 miles of former Baltimore & Ohio trackage between Knox and Mt. Jewett, Pennsylvania (property that was originally owned by the Buffalo, Rochester & Pittsburgh). Its new addition continued northeast for about five miles to reach the bridge. Just as the structure had done when it first opened, thousands rode the K&K annually to experience the thrill of riding high above the Kinzua Valley. These trips continued until 2002 when engineers decided that the bridge needed major structural work for trains to continue using it. For more reading about the history of the Kinzua Viaduct please click here.
This was funded by the state but unfortunately, as work had
commenced a devastating severe thunderstorm hit the region on July 21,
2003 spawning an F1 tornado, which destroyed many of the central
columns. With a price tag of $45 million estimated to rebuild the viaduct it was decided to simply repair the remaining approaches
and turn them into a walking trail at the park. With the loss of the
bridge the Knox & Kane saw an immediate decline in passengers for
its tourist trains, ultimately resulting in the railroad suspending the
service. In 2006 the K&K ended all operations with its equipment
and trackage sold by the same company that had once owned the bridge,
the Kovalchick Corporation (formerly known as the Kovalchick Salvage
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