“superchief” asked for some information about modeling Santa Fe trains of the early 1960s...and when I wrote about the “Oil Flyer” passenger train, “superchief” mentioned living on its route in Ottawa, Kansas. I started looking for pictures of trains in that particular area, and found some interesting information about Ottawa and the Santa Fe’s Southern Kansas line. AND I have designed a layout. I was in Ottawa twice in 1998. On my way to a relative’s wedding, my old car conked out. It was steaming like a steam train. Not good for an automobile. I chugged the car to a shop in Ottawa which was not optimistic about repairs, rented a car to get to the wedding and checked again 4 or 5 days later. Nope, no hope for the car. I had to buy a used car to get home. But I did get to see Ottawa’s neat old Santa Fe station, being made into a museum. Ottawa was also interesting because it was about a mile from Ottawa Junction, where there was a wye. The track through Ottawa wyed with the Santa Fe’s double-track Second District (Eastern Div.) mainline that runs Kansas City- Olathe- Ottawa Jct- Emporia... The Santa Fe in Ottawa might make an interesting subject for a layout. The town proper had two Santa Fe passenger trains a day in each direction in the early 1960s- the streamlined Tulsan between Kansas City and Tulsa, and the heavyweight Oil Flyer over the same route. A mixed train operated between Ottawa and Gridley via Burlington Jct. south of Ottawa as late as 1961. Out on the Second District line through Ottawa Junction, the Grand Canyon and Texas Chief passed. So did the Super Chief and El Capitan but without a scheduled stop. A photo of the "Fast Mail Express" passing Ottawa Jct in 1963 is shown in Santa Fe Trackside w/ Bill Gibson p.43 . There was a mixed train between Ottawa Jct. and Lawrence over the Lawrence District in 1942. By 1973, the line was torn up between Lawrence and Baldwin and the remainder renamed the Baldwin District. In the 1990s, a railroad museum train ran between Baldwin and Ottawa. I took an imaginary tour of Ottawa via books, timetables and the internet. I will start out at Ottawa Junction just east of the east leg of the wye. A quaint iron curved-chord truss bridge ran over the mainline carrying North Main Street. A 1962 photo with the streamlined Tulsan passing under is shown on p.43 of Santa Fe Trackside with Bill Gibson by Lloyd Stagner, Scotch Plains, NJ: Morning Sun Books, 1999. A close but not exact model of the bridge could be made with Vollmeer curved-chord truss bridge kit #770-7302. (You can view a picture by going to www.walthers.com -- main page and searching for N scale structure item #770-7302) The line through Ottawa used to cross the double track at Ottawa Junction and continue north to Lawrence (Lawrence District). Between that line and the east leg of the wye was an unusual combination interlocking tower and depot. You may view a photo at Kansas Memory. Atchison, Topeka and Santa Fe Railway Company tower Ottawa, Kansas - Kansas Memory The combination tower- depot was so unusual, there were many model construction articles and scale drawings in the model railroad press down through the years. Here are a few: pix _Railroad_ magazine Jan49 p.34 color proto pix, _Santa Fe Modeler_ 1Q93 p.1 construction article _Santa Fe High Iron_ NovDec71 p.16 (reprint of _Model Railroader_ Aug52 p.16) plan _Railroad Station Planbook_ (Kalmbach) p.64 (reprint of _Model Railroader_ Aug52 p.16) Ottawa Jct, KC. tower/depot MR Guide to Junctions p.80 color N model, _Santa Fe Modeler_ 1Q93 p.2 view from Nbound "Tulsan" loco cab, 1968 _Trains_ July 71 p.29 That little depot-tower obviously could serve as a stop for Ottawa passengers on Second District through trains. If they needed to get downtown they would need to get a taxi or other ride. But what about passengers to or from west of Ottawa who wanted to transfer to a train toward Tulsa? Did they have to hitch a ride a mile and a quarter to the downtown station? Apparently the Tulsa trains stopped at BOTH the Ottawa and Ottawa Jct. depots. Maybe an agent at the Junction flagged the train when there was a transfer passenger. At any rate, it would be a prototype excuse for our model trains that run only a few feet from one station to another. If the train is flagged ONLY when there is a transfer passenger, that is a reason for variety in the operation from one session to another. A new modern depot was built at Ottawa Junction in 1956, between the North Main bridge and the old tower-depot. A 1956 photo is shown in Kansas Memory: Atchison, Topeka Santa Fe Railway Company depot and interlocking tower, Ottawa, Kansas - Kansas Memory A 1963 photo of the station has so many cars parked, it appears this has become the main depot for Ottawa. Atchison, Topeka and Santa Fe Railway Company depot, Ottawa, Kansas - Kansas Memory The old stone depot was closed and Ottawa Jct. renamed Ottawa on timetables. It appears both the Second District trains and the Kansas City-Tulsa trains made only this one stop for Ottawa. From Ottawa Junction south through the town of Ottawa proper and on to Chanute was the Third District in 1942. From Chanute to Tulsa, the line was the Southern Kansas Division, First District. By 1973, the entire line from Ottawa to Tulsa was called the Third District. The line through Ottawa proper has been pulled up except for a few industry spurs. The portion of the old Southern Kansas Division in the state of Oklahoma is now operated as a spin-off short line called Southern Kansas Railroad. I have more on Ottawa and I have drawn a track plan. More another time.
"Ottawa, an ATSF RR town to model"- contd. Part 2. In the early 1960s, a freight yard extended from the Ottawa Junction wye to the old stone depot, about a mile. It is now gone except for a spur or two to grain elevators, as the entire Third District line is gone, replaced by a rail-trail through Ottawa. The yard had industries on both north and south sides. One was the Co-Op Elevator, seen in the background of my photo of the old stone depot in the previous post. In the early 1900s, Santa Fe had a roundhouse and shops just west of the depot. Railroad car shops in Ottawa, Kansas - Kansas Memory One block south of the depot, the Third District line crossed the Marais des Cygnes River. (“Marsh of the Swans”) I don’t know what the railroad bridge looked like. The downtown business district is two blocks east of the old stone depot and south of the river. It looks as if it was assembled from Design Preservation Miniature (DPM) kits. One more city block south of the river, a Missouri Pacific line running east and west along First Street crossed the north-south of Santa Fe’s Third District. MoPac’s Colorado Eagle passenger train between Saint Louis and Denver ran over this line. It does not appear on Google maps or recent Ottawa photos so the line must have been considered redundant after the UP merger and abandoned. I found a photo of the MoPac’s Ottawa depot, but I can’t find the exact location. Missouri Pacific Railroad depot, Ottawa, Kansas - Kansas Memory South of downtown, the Santa Fe’s Third District ran down the middle of Walnut Street. A 1968 photo out the cab window of the Tulsan as it traverses Walnut Street is shown in the book Route of the Warbonnets by Joe McMillan, p. 34. The tall Co-Op elevator is visible in the distance, and the photo caption says the train would enter the Second District is a couple miles, so the photo was apparently taken looking north. Google maps shows a “rail trail” to one side of Walnut Street, but I am going to believe the photograph. Now we have explored Ottawa as it was in the early 1960s. Here is how I translate that to an N scale layout. For our two passenger trains, I selected 15 inches as a mainline minimum radius. At Ottawa Junction, the 15 inch radius left a triangle on the east leg of the wye just a bit too tight to squeeze in the tower-depot, which I considered a “must.” Using the 17 inch radius of the outside curve of the double track in the upper left corner of the plan, just for the section past the junction wye curve made the triangle space just big enough for the depot-tower. I drew in the newer 1956 on a curve (where the double track actually continued on a tangent) and the let the curve go around to the “back” of the layout. The crossing at Ottawa Jct is 60 degrees, an angle readily available in commercial track. The line toward Lawrence is a dummy that dead-ends off the end of the layout. The Second District double-track also dead-ends off the front of the layout. It could possibly be continued on a shelf. But first, let’s look at the other decisions made it fitting Ottawa onto a “table-sized” layout. The west leg of the wye is suggested by a dummy track truncated at the front edge of the layout. It should actually go to the LEFT of the yard ladder access, but that would extend the space needed for the yard, without being actually functional, so I put it to the right of the yard ladder access switch. In the prototype, this would mean that a train entering Ottawa from the Second District on the west leg o the wye could not proceed directly into the yard. Compromises..compromises...but it is a dummy.... A double ended yard takes lots of length. I drew this to allow a train five feet long. This should accommodate either of the two Santa Fe passenger trains that passed through Ottawa- although that is not necessary since they apparently made their station stop in the early 1960s at the new 1956 depot on the Second District at the Junction, not at the old stone depot downtown. The five foot train length works out to 2 F-units or 2 GPs, a caboose and 14 40-foot freight cars, a respectable train for a “table-size” layout. Then to the right of the yard, I wanted to work in the old stone depot, a (short) city-block’s distance to the river, the river crossing, another block’s distance to the MoPac crossing, and maybe two blocks of street running before an end curve to go to the back of the layout. How long for 2 blocks of street running? A city block is typically 300 to 400 feet long and longer. Condense that to 4 40-foot wide lots, plus 4 inches for a narrow street, sidewalks and easements and you earily take up a foot and a half per block. Two blocks of street running would add 3 feet of length at the right end of the plan. And there would still need to be an unrealistic turnback curve at the end. I opted to disguise the turnback curve as a connection to the MoPac east-west line. My Santa Fe employee’s timetable show there was SOME kind of connection between the Santa Fe and MoPac at Ottawa at about this point, but satellite imagery did not show any trace of a where a curve would have been. I just located it conveniently at the northeast quadrant of the ATSF-MoPac crossing. This makes the Santa Fe train run onto the “wrong track” leaving the layout southbound, but it does leave the trackage in the Ottawa scene as a (greatly condensed) reflection of the prototype arrangement. This arrangement is analogous to a return loop with the back of the loop hidden but the reverse loop switch sceniced to resemble a junction. The still-life appearance of the trackage approximates a realistic junction, even though a train that disappears onto one leg returns on the other leg, the “wrong leg.” A dummy track off the front of the layout provides a short space to interchange 2 or 3 cars with the MoPac. Making these decisions, and admittedly first laying out what I think nis desireable rather than designing for a specific limited space, the layout to represent Ottawa would be 41 inches deep front to back (3 feet 5 inches) and 10 feet 8 inches long. Quite a bit bigger than a hollow core door layout (my original target). Would require access to the “back.” To be continued with how the layout would operate, possible variations, and the real-life INDUSTRIES of Ottawa. Tune in again- same trainboard.com site, same Ottawa thread.
I was going to post my maps and pictures of ottawa that I have but my worthless scanner decided that it didn't want to work with me today so I only have this one picture to share, Maybe after some more cussing at the scanner I can get some more of my maps and pictures on here Here is the freight house in ottawa, the building was destroyed in the flood of 1951 I don't know what the replacement looked like. This photo is looking to the west, the stone building in the background is part of the RR shops.
"Ottawa, an ATSF RR town to model"- continued. Part 3. The Ottawa layout could host the two passenger trains that passed through Ottawa proper in the 1950s and 60s, the streamlined Tulsan and the heavyweight Oil Flyer. If modeling the 1960s, southbound trains would emerge from staging around the curve at the left end of the layout and stop there on the curve to service the 1956 depot, then proceed through Ottawa yard, past the old stone depot, through the town and disappear around the right end into staging. Northbound trains would do the opposite. If modeling the period before the 1956 depot went in to service, trains would make their station stop at the old stone depot. Occasionally, an additional stop might be needed at the junction tower depot for a passenger from somewhere south of Ottawa transferring to a westbound train on the Second District, or transferring from an eastbound Second District train to board a train towards Tulsa. However, the layout has no reverse loop, so there is no easy way for the train that went north-east to Kansas City to come back on the return trip from the direction where it disappeared. Perhaps we could just operate PART of a 24-hour-day in which one passenger train traverses one direction and the other train runs the opposite direction. Let’s look at the timetable of trains passing through Ottawa. I have 3 timetables handy. 1958 3:35AM “Oil Flyer” southbound 11AM “Tulsan” northbound 6:05PM “Tulsan southbound” 7:350PM “Oil Flyer” northbound 1963 1:20AM “Oil Flyer” southbound 11AM “Tulsan” northbound 5:50PM “Tulsan southbound” 8:43PM “Oil Flyer” northbound 1966 1:20AM “Oil Flyer” southbound 11AM “Tulsan” northbound 5:55PM “Tulsan southbound” 8:40PM “Oil Flyer” northbound If we operated an afternoon and evening schedule, we could run the Tulsan southbound (counterclockwise around the oval) and the Oil Flyer in the evening norhbound. (If we have lots of building and street and platform lights, we might want to turn off the room lights and model night, something I “plan” to do “someday” on my layout: This is a Lightwave 3D rendering of my not-yet-built terminal based on Galveston. Several of Santa Fe’s famous Chicago-California streamliners pass Ottawa Junction (NOT Ottawa proper) on the double-track Second District line, generally after dark and some pass without stopping.....from a 1958 timetable: Super Chief & El Capitan nonstop around 3AM both directions The Chief 6:40PM WB 9:05PM EB conditional stop only for those traveling to or from 150 miles or more west of Ottawa. San Francisco Chief 2:55AM WB 1:35AM EB Grand Canyon Southern Section 10:14PM WB Our Second District double-track runs off the edge of the table so we don’t really have a place to run these. “BUT WAIT, THAT’S NOT ALL!!!!” (as the announcer screams in the TV mail-order offer infomercial... ) There are some additional passenger services that CAN be run on the Ottawa layout. Actually MIXED train services. A mixed train ran north from Ottawa across the junction to Baldwin and Lawrence. Our “line” across the Junction towards Lawrence is a dummy, but we can run a Lawrence mixed train through the east leg of the wye and have it disappear into staging. We can make up the train at Ottawa yard with whatever freight cars are going that direction, and add a combine on the end for passengers. There was also another mixed train out of Ottawa. It ran from the Ottawa yard a few miles south to Burlington Junction, then ran up the Burlington District with freight and a few passengers. We don’t model the line as far as Burlington, but we can have the Burlington mixed run around the right end turnback curve to disappear into staging. In fact, the two mixed trains might swap identities with each other and the outbound Burlington train south re-appear from staging as the returning inbound mixed from Lawrence. I have used up my train time for today and have to get back to writing a history thesis. I still have to write about other freight trains at Ottawa, switching and industries. Stay tuned.
I got my scanner working now so here are some of my maps and pictures I think will help (you will have to click on the pictures to make them bigger) here is a map showing the yard and track placement from 1914 here are two maps showing in great detail the south end of the yard and shops the first is from 1910 and the second from 1931 on my next post I will show some pictures of the roundhouse shops and industries.
here are some pictures of the shops and industries in ottawa this is a view of the car shops. Ottawa made new freight cars up through the 20's This is a undated picture of the back of the shops the cars on the right are new cars being built the second pic down is the back side of the bennet creamery just south of the depot you will have too zoom in to read the other captions for the other pictures of the shops If you can zoom in on this page you can read some on the bennet creamery, the middle picture is the only one regarding the layout as I had to scan the whole page finally here is a pic of the interlocking tower north of town you may have to save the pictures and zoom in on them to see all the detail The ottawa manufacturing co. made gas pumps, small engine, fences and many other products and most likely had a lot of rail shipments. The bennet creamery ceased rail shipments in the late 50's and then used trucks. The ross mill behind the depot had a spur and so did the bennet ice co, which was also behind the depot
The Campbells Scale Models Kiowa Junction kit looks like the Ottawa Junction interlocking structure: 0423 Kiowa Junction HO scale
"Ottawa, an ATSF RR town to model"- continued. Part 4 I wrote in part 3 about the passenger trains through Ottawa and the two mixed trains, which were mostly freight locals that happened to carry passengers. There would have been freight traffic over the Third District from Ottawa and on to Tulsa. The timetables I have do not show freight trains, but most Santa Fe freights ran as extras, not on the timetable. A typical pattern for a line like this-- a secondary mainline somewhere between a transcontinental main and a stub end country branch, would be one through freight daily in each direction, and a local out one back and back the next. The through freight from Ottawa would likely go to Chanute and on to Tulsa with possible additional stops at points where branches broke off. The local would dcarry traffic from Ottawa to Chanute, and switch towns where cuts of cars were dropped off by the through trains. Whole fleets of freight trains passed through Ottawa Junction on the Second District. If we added to the suggested layout with a track and ran around the room, we could run 2 or 3 long mainline trains out of staging and around the room, if we want to build that big AND give ourelves a duckunder to duck under. It would not be practical to try to model them on this layout as shown- BUT we can model the east-west traffic that affects Ottawa. Some of the through trains used a siding at Ottawa Junction parallel with the through double-track to set out cars for Ottawa and connections toward Chanute and Tulsa, Lawrence, and Burlington District, and to pick up cars from those points going east or west. We can’t have much of a siding along the double track at Ottawa Junction without crossing the Lawrence District dummy line, which woulkd seriously restrict the usable length of the siding. We can however pretend the siding is somewhere out of side around the curve from Ottawa Junction, running a switcher from Ottawa yard to staging to pick up and set out blocks of cars to and from the mainline. Finally we have the local industries in Ottawa. Ottawa Steel Products existed in 1963, (1963 photos Interior scenes of Ottawa Steel Products, Kansas - Kansas Memory Plant scenes from Ottawa Steel Products - Kansas Memory and the co-op and one or more additional elevators existed then. A farm supply distributor and a bulk oil distributor would also have been likely, though I don’t know that for a fact. And then the Ottawa switch would also have the yard to switch. In fact, that is where much of the action would be. Notice that Ottawa yard has cuts of cars coming and going to and from SEVEN different directions: 1. Second District East- Kansas City, Chicago, connections to all northeast US 2. Second District West- western and south-central Kansas, California and Texas 3.Third District through freights- Chanute, Tulsa and some intermediate points 4.Third District local- Ottawa to Chanute 5.Lawrence mixed 6.Burlington mixed 7.Ottawa local industries Notice that we do NOT model the traffic going THROUGH east and west. It is not switched here. Let’s imagine how cars would be switched at Ottawa--- 1. FROM Second District East- Steel shapes flatcar & gondola to Ottawa, Third Dist thru Steel pipe flatcar & gondola for pipelines- Burlington, Third District local Farm machinery flatcar to Lawrence, Burlington, Third Dist local Industrial machinery boxcar, flatcar to Ottawa, Third Dist thru Dressed meat private-owner reefers Third Dist thru Lumber boxcar, bulkhead flatcar all lines EXCEPT 2nd Dist Automobiles automobile boxcar Ottawa car dealer (frt house) AND Third Dist. Automobiles auto racks Third Dist thru (Tulsa) 2. FROM Second District West California produce Santa Fe reefers Third Dist thru (to city distrib warehouses) Ag chemicals boxcar, tankcar to all lines EXCEPT 2nd Dist Lumber boxcar, bulkhead flatcar to all lines EXCEPT 2nd Dist Canned food prods boxcar Third Dist thru 3.FROM Third District through freights- (Chanute, Tulsa and some intermediate points) Cattle & hogs stockcars Second District east Wheat boxcars, cov hop 3 bay Second Dist west\ Coal open hoppers Ottawa mft., Second District east and west Machinery boxcar, flatcar Second District east and west Portland cement cov hoppers 2 bay Second District east and west Refined petroleum products multiple tankcars Second District east Refined petroleum products single tankcar bulk oil dealers Ottawa, Burl., Lawrence Petroleum would normally NOT be carried to customers in railroad-supplied cars, but in private tankcars owned or leased by the refiner, like these models: 4. FROM Third District local- Ottawa to Chanute Cattle & hogs stockcars Second District east Wheat boxcars, cov hop 3 bay Second Dist west\ Coal open hoppers Ottawa mft., Second District east and west Portland cement cov hoppers 2 bay Second District east and west Portland cement would normally be carried in cars like these-- 5. FROM Lawrence mixed Wheat boxcars, cov hop 3 bay Second Dist west\ Cattle & hogs stockcars Second District east 6. FROM Burlington mixed Cattle & hogs stockcars Second District east Portland cement cov hoppers 2 bay Second District east and west Wheat boxcars, cov hop 3 bay Second Dist west\ 7. FROM Ottawa local industries Portland cement cov hoppers 2 bay Second District east and west Wheat boxcars, cov hop 3 bay Second Dist west\ Mft products boxcar District east and west We may want to have more staging tracks than I showed, and some could be shorter....
Ottawa and the Southern Kansas line: Part the LAST? It surprised me, how much operation showed up in a medium-small to medium sized N scale layout based on Ottawa....lots more than I had in the 3x7 foot East Texas layout I ran for some 20 years. Usually I think of a one-small-town layout as just a few through trains, some local industry switching and maybe drops and pickups for a branch. The Ottawa trackplan was drawn to fit in some prototype town and rail features, and might take a bit of tweaking to make the yard and the staging operate as needed- but without much additional size-- just tweaking. I said I found some photos that suggest industries in Ottawa, and superchief already posted a few he scanned. Here are links to some photos I found on Kansas Memory--- Baldwin Ward Mftg Co. Baldwin-Ward Manufacturing Company of Ottawa Kansas - Kansas Memory Ottawa Mftg Co. sometime 1950-1970 appears to make farm machinery Ottawa Manufacturing Company in Franklin County, Kansas - Kansas Memory Ottawa stone quarry Ottawa stone quarry - Kansas Memory My look at Richmond came with checking my files for stations in the territory served by the Tulsan and Oil Flyer passenger trains mentioned in superchief’s original post about early 1960s equipment. I looked in Santa Fe timetables to find a list of stations along the route, then looked up those stations in the alphabetical list of station information I have been keeping for some 25 years...references to about 1800 named places on the Santa Fe-- about 1.75MB of data. Each of these stations or towns might be considered for modeling. I have some notes on published photos and, where available, models. I have not made an internet search for information so there may be plenty more out there. This nis njust what I have... RICHMOND KANS depot scene photo, _Santa Fe Modeler_ 1Q93 p.7 This is a Santa Fe standard depot with a gable bay window very similar to American Model Bldrs N scale kit #152-607. (You can find a picture with “search” at www.walthers.com -- main page.) However the prototype Richmond depot is only 16 feet wide by 40 feet long, but the kit is for a longer and wider depot 24 feet wide x 66 feet long, different windows, etc. I believe there is an HO kit for this specific plan, I couldn’t find an exact match in N commercial kits. I scratchbuilt a small standard depot for “Johnston” on my East Texas layout almost identical to Richmond except for the above-standard-height freight addition on the left end. I have dismantled the East Texas layout and my Johnston depot is now surplus. IOLA KANSAS photo, brick depot w tile roof (does not show complete depot), _Route of the Warbonnets_ p.44 CHANUTE, KANSAS had a yard, roundhouse and was base for a motor car passenger service to Emporia, and another motor car to Wellington, in addition to the Tulsan and Oil Flyer through trains. One would have a lot to model. incomplete view depot, _Route of the Warbonnets_ p.44 platform scene, _Santa Fe 1940-1971 in color_ vol.4 p.11 roundhouse & scene, _Santa Fe Modeler_ 2Q88 p.26 pix _Iron Horses of the Santa Fe Trail_ p.159 Tulsan at Chanute ca.1950 Warbonnet 3Q-2007 p.11 CHERRYVALE, KS county seat depot, _Santa Fe 1940-1971 in color_ vol.4 p.12,13 partial view color, _ATSF Rwy: vol.1_ (Vanishing Vistas) unpaged platform views, 1947 _Pacific Rail News_ Nov95 p.34,35 Tulsan arrives, Audio Visual Designs postcard #RP 1106 Commercial kits for the Cherryvale depot are available in both N and HO scales. The N kit is Walthers #933-3805. It is built to the same plan as the Marion, Kansas depot I photographed in 1998. INDEPENDENCE, KANSAS pix in background of equipment shot _Iron Hoses of the Santa Fe Trail_ p.441 BARTLESVILLE OKLAHOMA masonry depot, _Route of the Warbonnets_ p.34 Freight Houses of ATSF book p.57 TULSA OKLAHOMA terminal scenes, _Santa Fe 1940-1971 in color_ vol.4 p.14 scene, _Iron Horses of the Santa Fe Trail_ p.441 in backgrd of eqpt.shot _ATSF Color Guide to Frt & Psgr Eqpt_ p.108 jct of Frisco, Midland Valley, MKT & ATSF 1951 MR Guide to Junctions p.23 E8 #87 on Tulsan at Tulsa Tower, Tulsa Warbonnet 3Q-2007 p.14 Oil Flyer meets Tulsan at Tulsa Yard ca.1960 Warbonnet 3Q-2007 p.15 Tulsa OK track plat Warbonnet 2Q-2008 p.8 Freight Houses of ATSF book p.58 Well, that’s all I have on Ottawa and the South Kansas line, but I’d be happy to see what anyone else does with this.
I cant stand ottawa! I lived there for about 2 years. I do agree it was a railroad town into the early 1900s but its not that way now by any means. When the 3rd district was still there and running, it wasnt much of a line and all the shops and what not had been gone for a very long time. Not many of the buildings even survived. Also, you need to remember the MoPac crossing in the middle of town. there was street running and curved buildings where they crossed in town too!
