Upon opening, the bridge company also offered the Daisy Line, an early steam locomotive commuter train service.
In 1893, the Daisy Line trains became electrified, the first steam to electric conversion in the U.S.  This train was subject of feature articles in technical journals and was pictured in "Engineering News".
Louisville's heavy rail electrification even preceded the electrification of the famous Chicago's 'L' trains by two years.

Passengers traveled in multi-unit three-car elevated electric trains from 1st, 4th and 7th Street elevated stations and other stations en route between Louisville and New Albany.
This rapid transit service was wildly popular, with its 15-minute service and convenient schedules from 6am to midnight, ridership soared exponentially from day one.
By 1906 a ridership survey found 3,425 commuter passengers crossing daily and 1,250,000 passengers per year, crossing the K&I Bridge on these rapid electric trains.
Even by modern standards this would be considered a heavily used line.

Expenditures made for replacing wooden bridge railings and retrofitting west Louisville wooden el segments with steel, resulted in receivership for the Kentucky and Indiana Bridge Company.
The company reorganized in 1899 now renamed the Kentucky and Indiana Bridge and Railroad Company.
There was no interruption of the electric commuter train or other bridge heavy rail, line hauled freight and passenger trains.

In late 1907, the K&I Bridge and Railroad Co sold its commuter train equipment to another company, completely exiting the commuter rail business.
By spring of 1908, the elevated west Louisville, the downtown Louisville elevated trackage and elevated stations were no longer used.

In March 1908 the new operator changed all of the equipment gauge, making crossings via a broad gauge gauntlet track over the bridge, with a down ramp immediately afterward, to connect to  Louisville's 5 ft (1,524 mm) gauge streetcar tracks.
The 1908 version of service was essentially converted to trolleys including single car runs, but two car trains were retained for rush hour to meet the heavy patronage and ridership expectations built up over the decades.
Upon opening, the bridge company also offered the Daisy Line, an early steam locomotive commuter train service. In 1893, the Daisy Line trains became electrified, the first steam to electric conversion in the U.S.  This train was subject of feature articles in technical journals and was pictured in "Engineering News". Louisville's heavy rail electrification even preceded the electrification of the famous Chicago's 'L' trains by two years.
Passengers traveled in multi-unit three-car elevated electric trains from 1st, 4th and 7th Street elevated stations and other stations en route between Louisville and New Albany. This rapid transit service was wildly popular, with its 15-minute service and convenient schedules from 6am to midnight, ridership soared exponentially from day one. By 1906 a ridership survey found 3,425 commuter passengers crossing daily and 1,250,000 passengers per year, crossing the K&I Bridge on these rapid electric trains. Even by modern standards this would be considered a heavily used line.
Expenditures made for replacing wooden bridge railings and retrofitting west Louisville wooden el segments with steel, resulted in receivership for the Kentucky and Indiana Bridge Company. The company reorganized in 1899 now renamed the Kentucky and Indiana Bridge and Railroad Company. There was no interruption of the electric commuter train or other bridge heavy rail, line hauled freight and passenger trains.
In late 1907, the K&I Bridge and Railroad Co sold its commuter train equipment to another company, completely exiting the commuter rail business. By spring of 1908, the elevated west Louisville, the downtown Louisville elevated trackage and elevated stations were no longer used.
In March 1908 the new operator changed all of the equipment gauge, making crossings via a broad gauge gauntlet track over the bridge, with a down ramp immediately afterward, to connect to  Louisville's 5 ft (1,524 mm) gauge streetcar tracks. The 1908 version of service was essentially converted to trolleys including single car runs, but two car trains were retained for rush hour to meet the heavy patronage and ridership expectations built up over the decades.
Kentucky & Indiana Terminal Bridge