The concrete floor is basically still in place. The concrete blocks for the wall have been used to fill in everything. But I also found that the shed has been torn down. The row is stoned for walking or riding about 1 mile or so north and south of the depot. I parked the car at the Marienville depot and got the bike out. Having not been in Marienville for several years, I couldn't remember where the stall was. Mostly for either hiking or riding horses. " onclick="window.open(this.href) return false Īlong the way to Marienville and through the Alleghany Forest, the row was not improved, at least not for biking. I plan on riding the trail and visit the church during the summer. Hence, I found the depot purely by chance or.….influence? Hmmmmmmm. I stopped across the street but didn't want to turn around on such a steep road so I just kept going until I could easily turn around. It was due to stopping to photograph the St Joseph Church around noon. This is a picture of the Lucinda depot: " onclick="window.open(this.href) return false Ī side note: I had no idea that the Lucinda depot existed. But upon approaching the JCT of 66 and 36, it is dirt and barely maintained at all. ![]() Just north of Lucinda the row goes back to dirt but looks maintained. But the row in the immediate area of the Lucinda Depot is stone. ![]() There are some sections of the ROW that have been "upgraded." From some starting point in Clarion and heading north to the Lucinda depot, appears to be asphalted the whole way. I usually take 219N to get back to Buffalo but decided to head over to Clarion and head North on 66 and retrace the my original trip described on page 1. I ordered a pizza this time and ate the whole thing! I recommend it. It appears to be quite popular as the 3 times I've been there, the bar is always full of people. The introduction of larger and heavier locomotives made it necessary to strengthen the bridge.Īfter the tornado, the Kinzua Bridge gives new meaning to the phrase "Bridge to Nowhere.I have been taking up an interest in Dubois, Pa due to the Little Depot Restaurant. The bridge was rebuilt using steel, and reopened for use on September 25, 1900. After decades of use, the bridge would be uncrossed until from 1959 until 1987, when the Knox and Kane Railroad began running excursion trains for tourists. In 2003, the bridge was struck by a tornado. A large portion of it collapsed, rendering the bridge impassible.įrom the day the bridge opened, in 1882, it was hailed as “the eighth wonder of the world.” During the bridge’s reconstruction in 1900 many changes and adaptations were made. One improvement was the implementation of building techniques such as sliding plates and free moving spans, which reduce the stress of braking trains upon the bridge. Wind was also taken into account, as engineers placed the fixed ends of the lower legs in the north side, the direction in which the wind typically comes from at that location. As the American Society of Civil Engineers (ASCE) noted, “The maximum stress in the towers from the supposed combination of loading does not exceed 14,000 lbs. per square inch, while the elastic limit of the steel used is between 33,000 and 35,000 lbs.” The bridge’s reconstruction took approximately 120 men about four months to complete. ![]() The Kinzua Bridge is seen here in its original form before the reconstruction. The ASCE identifies two significant changes that distinguish the Kinzua Bridge, or viaduct, from other related structures. First, the tops of the two battered post of each bent are brought closer together than with most viaducts, forming a near isosceles triangle as opposed to a quadrilateral one. Second, all transverse diagonal bracing was omitted on the reconstructed bridge. There has been much research done and calculations as to whether or not these were beneficial features to include. Many engineers disagree as to what approach should have been taken. Either way, the overall construction was still looked highly upon, and was added to the National Register of Historic Civil Engineering Landmarks in 1977. In 1970, the area around the Kinzua Bridge opened as a state park. The excursion trains enabled brave passengers to traverse the viaduct long after it stopped being used for its original purpose of hauling material. In a May 1998 New York Times article entitled “Steaming Through Pennsylvania,” Dan Behrman describes what one of these train rides was like, saying, “When No. 38 eases over Kinzua viaduct (after stopping to let squeamish passengers disembark), the sensation is more akin to ballooning than railroading.” This sensation is largely produced because the bridge, 301 feet above the ground, had no high guardrails, a feature that distinguishes Kinzua from most highway bridges, according to Behrman.
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