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The name change to Kentucky and Indiana Terminal Railroad Company, in 1910, bears
explaining. In connection with building the new bridge it was decided to expand the Youngstown yard. This meant streets running east to west between Montgomery and Market streets would have to cross many more tracks at grade level. It was decided to close some streets, put in fill embankments and build viaducts for automobile traffic to go under the terminal tracks at Montgomery, Portland, Bank, and Market streets. This brought violent objections from some Portland citizens and the newspapers had a field day with this situation in 1911. It was said Portland would be cut off from Louisville, and called the railroad "K&Isville" and referred to Mr. Mitchell as "Baron". However, the work was endorsed by the city, in fact, they had proposed the viaducts, but the protests resulted in the canceling of the ordinance whereby the city was to put up $ 45,000.00 toward the work. |
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Prior to 1900 each road (Southern and B&O) did their own switching in the Youngstown yard with
their own power. The K&I Bridge Company had sold to them small plots within their yard (1 to 3 acres). B&0 and Southern thus had their own small yards and roundhouses. After the 1900 agreement these plots were deeded back to the Kentucky Indiana Bridge and Railroad Company. The Monon waited till the 1910 expansion and new bridge to bring their New Albany shop work to the K&IT RR. It was also at this time that the old K&I shops at 29th and High streets were moved to the expanded terminal. The location of the old shops was just north of the tracks across from the old mansion at 2910 Northwestern Parkway. These old shops burned to the ground in 1915 not having been used after 1910. |
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The speeches made at the 1912 opening of the new bridge are very interesting, in particular the one by
Bennett H. Young who built the first bridge (1881-1885). An interesting feature on both bridges was a turn span on the Indiana shore side, required by the U.S. Corps of Engineers to be opened in high water situations. The span could be turned manually by inserting poles in a spindle, with the men pushing the poles around like a key. The intricate set of gears slowly opened the span and specifications called for only six men to be able to do it. A picture of the 1913 trial opening shows more like 20 men turning the spindle, rather than the six in the specs. The bridge was only opened three times. In 1915 for a trial on July 7th, then on Jan.18, 1916 it let the steamer "Tarascon" go through, and on March 28th, 1920, the steamer convict (German) ship " Success " went through. In 1948 the steamer Gordon & Greene was not let through because Telephone and Communications lines, etc., would have to be severed, but the K&I and LG&E, had to pay damages to the boat owners. In November 1955 the Corp of Engineers authorized permanent tie down of the span. |
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Following the 1910 expansion, in 1918 the yards were again expanded, the present day 24 stall
roundhouse and turntable were built. A new Gen. Mgr./Chief Engineer (promoted to President and General Manager in 1938) Mr. W.S. Campbell started and expanded an industrial development program. His twenty-eight year reign (1917-1945) resulted in the K&ITRR serving over 200 industries. Perhaps the most notable, the Rubbertown complex. Following Mr. Campbell (1944) the next 20 years an astute former Southern R.R. man, Mr. C.W. Ashby, retained and refined the fine industrial base built by Mr. Campbell. Then on board came a former B&0 man, Mr. J.J. Gaynor, in 1964 and he upheld the fine traditions of the former President/Gen. Managers Young, Mitchell, Campbell, and Ashby until the Southern purchase of 12-31-81. |
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From 1900 to 1938 the President of the K&I was always one of the owner line's Presidents. The
man in charge locally was titled Chief Engineer/Gen. Manager until Mr. Campbell's 1938 change in title to President/general Manager. Earlier I told how in 1910 the viaducts were built from the bridge to Market Street where the tracks narrowed down from about 50 to 3 tracks. In 1931, after much pressure from the city, more viaducts were constructed, five of them Market Street to and including Broadway. The Pennsylvania R.R. viaducts from their 14th Street bridge past Broadway were constructed around this 1931 period also. Then in 1937 the K&I built two more viaducts at 18th Street and 22nd Street. Another interesting thing about K&IT RR history is that for 40 plus years 1885-1929 their bridge was the only way to cross the Ohio River at Louisville for horse wagons and automobile traffic. The opening in 1929 of the Second Street Municipal Bridge (also a toll bridge) did not materially affect the K&I bridge tolls. However, when the Sherman Minton bridge opened tolls diminished greatly and forced the elimination of toll collectors. Seventy five thousand car crossings had dropped to 17,000 in 1969. An honor system of toll collections then failed, and when an overweight truck almost went in the river, the roadways were permanently closed in 1979. |
