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Converting memories from the late-steam era
By Tony Koester
into an HO layout is offering new challenges
•t all started with a move from Iowa to
• Indiana in 1951 so my Dad could
i manage a brickyard in Cayuga. This
plunked me in the middle of some of
the best steam action in the country: the
Nickel Plate Road's Clover Leaf District
main between Frankfort, Ind., and the
eastern shore of the Mississippi at
Madison, Ill. For the next four years, I
spent a lot of time watching a parade
of Berkshires and light Mikados storm
thi·ough town. Alco PAs on late-night
passenger trains were the icing on the
cake for this young railfan and modeler.
Cayuga is a modest town near the
Illinois state line west of Indianapolis. It
was also the spot where the doubletrack, and dieselized, Chicago & Eastern Illinois crossed the NKP - more
formally, the New York, Chicago & St.
Louis - as it angled southwest from
Toledo to St. Louis.
What made Cayuga special in terms
of the NKP is that it sits in the Wabash
River valley, which meant that the NKP
64
had to drop down to bridge the river,
then climb out again. That was an especially nasty chore westbound, where a
twisting 1.29 percent grade - a remnant
of this line's narrow-gauge days - could
slow Mikado and even Berkshire powered trains to a walk and often required
crews to double their trains over
Cayuga Hill.
And I, for one, was right there
watching the whole thing.
Building a time machine
Alas, steam disappeared from that
part of the NKP on July 18, 1955, when
Berkshire 730 made the last run. New
GP7s and later GP9s from EMD, complemented by Alco RS-3s, took over the
role the light Mikes and 700-series
Berkshires had handled for so long. The
passenger trains went away in 1958.
The Nickel Plate itself disappeared
into the Norfolk & Western on October
16, 1964, and finally much of the old
Clover Leaf- a nickname left over from
© 2014 Kalmbach Publishing Co. This material may not be reproduced in any
MODEL
SEPTEMBER
formRAILROADER
without permission from
the publisher. 2000
www.ModelRailroader.com
prior to 1922 when it was the Toledo,
St. Louis & Western - was pulled up in
the late 1980s. If I wanted to see this
railroad run again, I needed either a
time machine or a place to build a new
ca. 1955 model railroad.
I had the latter, but there was a catch:
My basement was already occupied by
the HO Allegheny Midland, a free-lanced
Appalachian bridge line and coal hauler.
But the AM had provided me with a lot
of challenges and enjoyment for a
quarter-century, and therefore was fully
amortized. It was clearly time to move
on to my lifelong goal of modeling the
NKP's Third Sub, which ran 113 miles
from Frankfort, Ind., to Charleston, Ill.,
and through my boyhood hometown. So
in mid-December 1999, the AM was dismantled and hauled away.
Modeling a flatlands race track
By good fortune, the S and S-1 Berks
of my youth migrated to Ohio coal
fields after the St. Louis Division was
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Frankfort, Ind., was a major NKP yard and
shop facility in the 1950s. It will also serve
as one end of Tony Koester's new HO line.
dieselized and hence had ventured ontO
the Midland Road. Moreover, most AM
steam was based on NKP prototypes,
so I can reuse a lot of the nonarticulated locomotives. Building accurate
models of town and railroad structures
is not a concern, -as 'I enjoy scratcht:':titcl.have extensive •les on
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JIM OSTLER, FRANKFORT PUBLIC LIBRARY COLLECTION
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But miniaturizing key rolling stock
and structures is to model only the rail1 '
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roading as well as the railroad, I would
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have to replicate key characteristics of,
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aspects of the jobs routinely performed t-'= M6deled segment
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by NKP employees.
Modeling jobs
There's a growing trend toward
slower fast clock ratios, allowing us to
model more of the jobs performed by
professional railroaders. Some railroad
jobs are boring, but others are quite fascinating, and not just the high-profile
jobs - engineer, yardmaster, and dispatcher - that we concentrate on today.
Consider, for example, the station
agent and operator. At almost every
town along the NKP, as elsewhere,
there was an agent of the railroad. He
handled LCL (less-than carload-lot)
shipments. The agent often handled
the operator's chores as well, copying
train orders and messages from the dispatcher. To the appreciative ear, the cadence of a dispatcher dictating a train
order is among the most memorable
sounds of railroading. Why aren't we
SEPTEMBER 2000
·
MODEL RAILROADER
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WILLARD HARVEY
Above: The arched entryway of the NKP depot at Veedersburg, Ind., replicated the style of
depots at Marion and Bluffton. The Nickel Plate crossed the New York Central's Peoria & Eastern line and the Chicago, Attica & Southern in Veedersburg. Today only the P&E and NKP passenger depots remain.
locals' crews to ensure that the needs of
the local shippers are met.
Several hours of operation flew by
in what seemed like minutes. By then I
knew I was on solid ground with "the
Nickel Plate project." This was going to
work if I focused on the primary objective, which turned out to be more difficult than I expected.
working harder to model such aspects
of the prototype?
Some of us are. Jack Ozanich, a professional railroader, and Bill Darnaby
run their sizable HO railroads using
timetable and train orders (TT/TO).
What really impresses me about this
method is the way it moves the decision
making out of the dispatcher's office,
where it firmly resided in the AM's
"Simon-says" centralized traffic control
(CTC) environment, and into the locomotive cab. [For more on TT/TO operations, see the August 1999 MR. - Ed.]
Bored crews sitting in "the hole" waiting for a signal to change colors are
replaced with rule book sharks trying
to figure out how they can move on
down the line. There's little risk of a
A little help from my friends
The devil is indeed in the details, but
you can drive the demons out by having
the right people banging on the drums.
In my case, three individuals made
especially important contributions.
The first was Don Daily, a retired
NKP-N&W-Norfolk Southern engineer
who was the last fireman to qualify on
steam in Frankfort. In addition to being
a close friend since the 196Os, Don is a
tireless researcher and font of knowledge about things Clover Leaf.
I sketched a track plan for the Third
Sub and sent it around to a number of
experienced operators, including Bill
Darnaby, for critique. Bill objected to
its relatively short main line and the
placement of the west-end staging yard
Top: Alco-built Berkshire 707 completes its descent of Cayuga Hill and crosses the C&El diamonds in Cayuga, Ind., the author's boyhood hometown. Towerman William Schwab descends
the stairs to observe the eastbound's passage. Westbounds had a tough time of it on the 1.29
percent between here and the Illinois state line.
66
MODEL RAILROADER
·
SEPTEMBER 2000
serious accident occurring from a mistake, but a sense of doing ajob well that
develops among modelers who practice
TT/TO operation makes the simulation
extremely realistic and rewarding.
Participating in TT/TO operating
sessions
on
Darnaby's Maumee,
Ozanich's Atlantic Great Eastern, and
the La Mesa Club layout in San Diego's
Balboa Park led me to believe that a
model of the NKP's Third Sub that
replicated the most important and
interesting railroad jobs could be well
worth creating.
The busiest crew members on the
Maumee are the agent-operators, who
not only copy and distribute train
orders and set train order signals but
also work with the yardmaster and the
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JOE COLLIAS
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in the middle of the Third Sub at the
Indiana-Illinois state line -the result of
its single-level design.
Instead, he advised, I should model
the yards and engine facilities at both
ends of the division so crews would
have the sense of going to work, getting
on the engine, making an extensive run
over the division, and then tying up at
the end of the run.
That would require double-decking
the railroad and, I protested, I didn't
like multilevel railroads. Bill noted that
he, the guy who built the multi-deck
Maumee, didn't really like them either.
"But I like what they let me do." He
went on to say that in order to re-create
the type of high-speed, single-track railroading featured on the NKP's Third
Sub, I'd have to figure out liow to
include eight scale miles (480 feet) of
main line. Ten scale miles - 600 feet as on the Maumee, would be even betten Yikes! .
.Nickel Plate S-1 class Berkshire no. 724 eases a westbound freight by the yard office and into
Charleston, 111., in the summer of 1950. The desire to re-create this kind of railroading has
lead Tony Koester to design a large multideck Nickel Plate layout to replace his AM.
The prime directive
Remarkably, the instant I understood that to meet the primary objective - to create an accurate model of the
Garages are for... turnback curves?
The plan that accompanies this article is largely Frank's work. I sent him
topographic maps and official NKP
NKP's Third Sub that supports TT/TO
operation during runs between division
points - I would have to build a multilevel layout, my attitude about them
changed overnight.
I had relearned an important lesson
of layout design: Define your primary
objective very tightly. When major compromises in reaching your objective
loom ahead, either change the primary
objective or compromise only subordinate objectives. Then decide whether
you can live with the result.
Bill suggested I send a copy of the
plan to another NKP modeler, Frank
Hodina. Frank made another key observation: Putting Frankfort yard in the
alcove where South Fork yard was on
the AM [see February 1997 MR for the
AM track plan. - Ed.] forced a similar
bend in the middle. Frankfort is
straight as an arrow, he reminded me,
and compromises to such an important
prototype feature like that shouldn't be
taken lightly.
I revised the plan to a two-level
design featuring around six scale miles
of main line, then fired it off to the
board of .chosen critics. This plan
included the second yard at Charleston
but located it on the top level above the
central peninsula, thus potentially clogging not one but two main aisles with
people who invariably gather around
yards like relatives in the kitchen during the holidays. And it still had a bend
in Frankfort yard, the result of my
desire to retain the AM's staging yards.
"Still too short," said Bill. "That bend
at Frankfort has to go," said Frank, who
closed off further debate by saying that
he'd put a revised plan in the mail. "I
think youlllike it," he ventured.
That was a major understatement. It
was stunning.
SEPTEMBER 2000
· 'MODEL RAILROADER
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Frankfort was and is an industrialized city of modest size, with feed and grain elevators scattered along the NKP main adjacent to the business district. The two tracks are the former
Clover Leaf and Lake Erie & Western mains - after 1922 both were in the NKP fold.
track diagrams for each town I wanted
to include. During a field trip along the
Third Sub, I located some scale engineering drawings of key sections of the
line in Illinois, and Don provided drawings of Frankfort yard. Then Scott
Stephenson did Frank and me a huge
favor by redrawing Frank's plan in
AutoCAD, which makes updates and
even major revisions much easier.
Frank ignored the mental baggage
that I was carrying around from my
quarter-century of living with the
Allegheny Midland. While I looked at
the adjoining garage as a place exclusively for a car, for example, Frank saw
it as a place for a turnback curve - and
another 50 feet of main, counting both
levels. The front of the car could nestle
under one side of that curve, we later
decided, as long as the stepped partition wall was properly fireproofed.
Frank's plan moved Frankfort to the
long wall of the basement, which had
been made even longer - about 63 feet 68
MODEL RAILROADER
.1
*
SEPTEMBER 2000
by removing the wall that had divided
the original AM from the newer Coal
Fork Extension in what had once been
the family room, and by using part of
the garage. The bend was, of course,
now gone.
Frank located Charleston on the
upper level above where South Fork
had been on the AM. Since Charleston
• needed to be high above the floor due to
the around-the-room spiral climb as the
railroad progressed westward, he moved
the yard out from the wall and provided
an isolated and elevated yardmaster
work area between the yard and wall.
Sanity check
When the new Third Sub plan was
posted at a regional NMRA convention
next to a plan for an Appalachian coal
hauler, which featured the flowing
curves so typical of that region's followthe-river railroads, a friend wondered
aloud as to my sanity. Where, he asked,
are all of the flowing curves so typical of
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the AM? Why is the main line so boringly straight? Why is .it on a narrow
shelf unrelentingly parallel to the fascia
and aisle? And why was I trading beautiful mountain vistas across parallel
ridges for the unending blandness of
the prairies tucked into the shadow-box
constraints of multilevel benchwork?
He had a point. When Bill Darnaby,
Don Daily, Perry Squier, and I recently
drove along the entire Third Sub and
found ourselves in the middle of a featureless prairie where one had to squint
to see a grain elevator on the distant
horizon, I couldn't help but mutter,
" How could anyone consider a Colorado or West Virginia setting when
they could model 'scenery' like this?"
Bill saw it differently. Since I had
but a narrow shelf upon which to place
the railroad, a constraint of having to
squeeze at least eight scale miles of
main line into the basement, the very
lack of major scenic elements was a
bonus. There was nothing to edit out,
no towering mountains to be truncated
by a closely spaced upper deck. Besides,
small towns with grain elevators and
interchanges are cool.
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JIM OSTLER, FRANKFORT PUBLIC LIBRARY COLLECTION
I
Severely, and deliberately, linear
The long, narrow, and perhaps
monotonous shelves are a key aspect of
the railroad's design. In fact, the backdrop was kept close to the main even at
the end of the peninsula, although there
was room for a deeper scene on both
levels, as this reinforced the linear
nature of the railroad.
The railroad was arranged to get as
much mainline run out of the floor
space as we could manage while replieating the prototype's long tangents.
This supported the primary operational
objective: giving crews enough railroad
to become immersed in getting a train
over the division. On the Third Sub,
that meant using the rules governing
timetable-and-train-order
operation
overlaid in some areas with automatic
or manual block signals.
We'll cover some of the planned
operations next month but, briefly put,
the movement of trains was governed
by what was printed in the books of
rules and the employee timetable.
When that needed to be modified - if
an extra train was needed, or a train
running late threatened to adversely
... -- 37-'f-3--·--
..4
·r'i
BOTH: TONY KOESTER
"Industry" in Cayuga consisted of an eclectic mix of businesses including a grain elevator
( above). West of town is the brickyard (top) managed by the author's father from 1951 to
1958. Today it operates what are reported to be the last coal-fired kilns in the countrg.
affect train movements - train orders
were issued. Sections of automaticblock and manual-block territory
served as overlays to the IT/rO system
to enhance safety and efficiency.
Covering manual-block operations
in detail is beyond the scope of this article (and this writer) at the present time.
Learning how the manual-block system
worked on the NKP, and then figuring
out how to model it, requires more
homework. Consider the following: A
block operator kept the block signal,
which looked like a train-order signal,
in the stop position until an approaching train whistled to acknowledge it,
then - if the next block was clear raised the blade. The presence of a train
order or message to be picked up was
indicated by a metal banner hung on
the block signal's mast. Modeling the
engineer-operator interplay and somehow "hanging" the banner looks like it
will be a'n interesting challenge.
And why is such a long run needed?
One could obviously model TT/TO
operation with a single town, although '
much of the interaction between the
various players in this game would be
lost. It's important to understand that,
were I modeling a different type of railroad, especially one that was slowerpaced, then a much shorter main line
could have readily supported enjoyable
TT/ID'operation. It was the type ofrailroading I plan to model and the desire
to model a run over the entire subdivision that pushed me toward the eightto-ten-scale-mile goal.
Climbing the walls - literally
An important aspect of multilevel
layout design is the need to climb
between decks. One method is to use a
spiral helix, which looks like a coil
spring. But there can be significant disadvantages, chief among them tlie fact
that a helix takes up a lot of floor space
and mandates a lot of hidden running.
A more comfortable approach for
SEPTEMBER 2000
·
MODEL RAILROADER
69
Swift bean plant
f
1
/ ....•..:
Westbound
caboose
track
-A
Westbound
yard
1,
2 x 4 stud wall
Westbound Oil
yard office company |
\\
1
\
1
7,
\
->
- ··iliz,j,,···7.,··S,.
.-/
·13"
=
Eastbound
•
Icehouse RIE 036track
lick Run
1111•111•111•111•11-1•111 1•1-
!\
-»»=-1 03
=131'nc•.1--coa,1
««"d-1Eastbound ya:d
1 - -11--11--•
•••11 •11•111
Freight house • Elevator
•FRANKFORT, IND.
/
Concrete
Mon611 (Cl&L) \ 9 /Team 0 Monon interchange
•"'·u'*•-9.1.«•,• raIL-c.
LINDEN, IND. •Dept5,4·AA(track
1\
i
Shop • Store
house
9,nder Veedersburg)
· '.........:-:*7.5,.....: 036....31
•:3 ./.. ...11.11" -.'"I-- "-..»" "'..-'.A;"'-•' --.-,
1 Stel•ped"" 1,· -'•TI·Peo,it'• "•1-••- ' " %/
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811
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.
coail
Ballasted\3<3:
" -p&E_-2&¢INY.Cl -._-- Co-•p•.,ittl, ouse
penk.---tanks--F
' -- < : Chioago,'Attic-Q & .1 Creek-deck------:---25.,<'\
f'.Southern,(abandoned 1945) - •
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trestle
:
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i depot VEEDERSBURG, IND.
o• Post
11...t ... 72 - 2-
1.:.1 1
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ilt : .,., -,Deck,girder bridge--i-: - Coal Cree•
1.,--.:: L.....2-:. -t':i
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•'• ,
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; 1.7-:.:.--4.-=- '·T6'middle level•••
4. A•. _.1
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foundation ·,
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1 1 -I
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Second Sub. .-
11•- L;'-1-1 11 ('el"os) stagm,
Scale: •32" = 1'-0"
48' grid
_
...-' 2-
LOWER LEVEL
r
036c-•
', Water heater
1.* i U•
me was to do what Bill had done with
the Maumee: Let the railroad climb
around the room and along either side
of a central peninsula, rising enough
after each lap to clear the lower level
before starting around again.
A major concern on any multilevel
layout is that the lowerlevel tends to be
a bit too low and the upper level a bit
high. I decided to start out with Frankfort at 43" off the floor, since the 43.5"
height of Sunrise yard on the AM had
worked well. I wanted to maintain a
modest climb ( 1 percent or less) westbound to put Cayuga, Ind., 12" or so
above the east-end staging yard. This
rate of climb would ensure that a Mike
or Berkshire could handle my "standard" 30- to 35-car freights.
It would also allow me to stiffen the
grade slightly to 1.29 percent west of
Cayuga, replicating the Third Sub's ruling westbound grade. Longer trains
might stumble here and have to double the hill, just as on the prototype.
east. The climb eases to 1 percent or
less west of Humrick. All towns are
level to avoid switching problems.
The summit at Charleston is 69.5".
That's high by anyone's definition, but
there's no way to avoid it. The elevated
yardmaster's platform behind the yard
and pull-out steps for road engineers
should make it tolerable. For me, at
6'-3", it will be at eye level, but even the
modest amount of switching that takes
place at Charleston would be impractical without the raised floor.
Town elevations range from around
48" at Linden and 54.5" at Cayuga,
close to ideal based on AM experiences, to 63" at Metcalf and 66.5" at
Oakland. The latter towns will be fine
for viewing for some operators but too
high for others, and too high for
switching without pull-out platforms
for almost everyone.
Minimum curve radius was set at
42" based on tests Bill made before
designing the Maumee. Sharper curves
30" curves on the AM with no problem
- but with the tender hooked to the last
drawbar-hole position. I'd rather avoid
such visual compromises on the NKP.
Next month
We'll conclude our first look at the
Nickel Plate's Third Sub of the St. Louis
line in October by considering other
design concerns such as people and
lighting. We'11 also take a look at the
planned operations. 0
Tony Koester, shown
here on an early datagathering trip along the
NKP, reports groundbreaking on the Third
Sub was held up as he
edited Model Railroad
Planning 2001, our
annual layout design
magazine. Benchwork
got started in June.
-
. M
JA...'.r · I
1'.
,·,
BOB WALKER
r--=• 442:3==-*.
tre:•S=i,;Siccoenatsitnoufoths,%21• =seexcesesicva•• o•oh• 't-li••; tens•irnsg.
(1•'-•*%1
River valley but an advantage to the
much hotter (and superior by direction) manifests headed to markets in
Toledo, Cleveland, Buffalo, and points
,The story of.the NKP's·Toledo-to-St. Louis
line appears in the Fall 2000 issue of
Kalmbach's quarterly Classic Trains.
·
70
MODEL RAILROADER
·
SEPTEMBER 2000
Tests on 38"-radius curves on the AM
showed that was a little tight for NKP
Berks, suggesting that 42" is also a
good radius. The 2-8-4s negotiated the
Kemps
Canning Monon
co.
(cl&0
/
1 /
17 inspection pits
9
1
1
t
->- 1
1--
-
1
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-
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1
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----- 1
/45•••Z<</
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Ttwer
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\
shop
. I
Co:ch shop / 1 Pennsylvania RR-•
100-ft. tum{abld Operator's shanty- . 1/
EngineeriJg office Cold Bepot), •, ,
C.
.>.39
Sky backdrop
-West passing tra6k
,
North wye
l<
PRR inter.hange
PF R depot< th /22. 1'. 33=••21 -,
PRR-- "
NKP
depot
) cu Ivert
/ / Hougabtracks ·,·
1
AKH<•F e-Lima ) staging
/
H»-
1
To gravel• pit -
IfITI
1 -
--3-
r• -
11*lilI 2
..
-.1\\V
1•
Wabash
River
4
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Star darcI 01
-I-- :
Lumber)'ard'•'
042••••C&,El
CAYUGA IND. < 11
•1* 795<19'pot Fable Hiusr
.1.. .1
Grain elevator•Mf/F\:.362' hotel
. .. ./
19,# .: Cr\
0
...,-·../.
C&El interchange
/·47·· •
· ..... \. ·' CD . .,"'
/.,2 .
1 |-A
MIDDLE LEVEL
section
».1/7/
*f:i,j
211=•k
,
\ Al/
-,"
Through-truss
iridge---Lift-out- ==nil.
1»31.'P%1
••ss./ coal
-1 .13•.5, 1
11
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»'4'401:.1
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water
tower
\1<
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-=»»»»»».,"·\4.2.= n.
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MILW
HUMRICK, I•L. E•evator
H•use track
•ge
1
irtterrhingA
1
Indiana-1 linniq
tracks
E&0
state line
Joint B&) NKP
Interchange
Post-O
depot
tjacks
METCALF, ILL.
\
8&0 1/
Deck g rder
Elevator
• .
. »/=.>
11
bridg" •
' ' · m f-1 ·r ......==3
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13\
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(Veedersburg, Ind.) -
l,
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(Charleston, Ill.)- 036
• LE&W Dist.
A
FT
1
•l•v•o•21-1•ckert••t31'lt'' El,v,tor I
t.km-sa i
.
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p'ccing
track
=Zeeight •house •lf
\
rA
./
, 1 -8/: t..1 :
'-
11
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dipe..........\< . 9:». -/.,/1
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bid gravel pit and dump
1
Eiectric"
-LEl--ri
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panel
·. 1
1.." t '·•=rr==1=rr•·"•.«"'·" < j
1
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Ille Niclcel •late's
\1 ..
.;
Highway through-truss bridge
(3) 2 x 12 beams
\
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Fourth Subdivision
staging (to St. Louis)
691-37
1
,<--*
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access
1 Ils
2bfrr:.s
-• It
:1111
FAIR GRANGE, ILL
El..#
Lift-out section
H.U.1,
45,ialil
t»t», ,
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f,»2
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/
1
CHARLESTON, ILL.
Ogle steel
coal dock
/
• Inspectioi pit
- • "- ----
»-=-, ,-2 -1
To middle leiel
(Oakland 111.)
1
r+ A
|
Oil tank
1i
16 -1-
. ' 01
CROSS-SECTION A-A
... -•'."I'CLesh,P
Big Fc•ur
Freight
conne6tion house
•
Hotel 4 '1 .
1
.\ .\'.41
41 1 To"I•r \D,pot 9 1.:'' . ..
Sand ..'il..,f' 1. .... ..•,
1
1-2'-11.
90-,foot
*j1 .
Raised floor for
· · yard operators
i
Translucent eye-shield panels
Foundation wall
/
\
\
'V
EK Std f 1 uorescent
1 x 3 wall-- t
I f xture beh nd va arce
CHARLESTON, ILL. 7 2' foam boardMILW ·"· f --- HUMRICK ILL
OAKLA , ILL. · t- ·
Elev. 691/2"
METCALF, ILL.
HH 0. wallboardinterchange. E
Elev.
661•2
042
Elev. 601/2 48 f uorescent
Elev. 63'
\4
\
·., CAYU'G,•.---1 i Dell'hos
/ f xture beh nd fasc a
Foundation 1 2. 1VEEDERSBURG , IND r Elev. 54!h'-L 1-1
- (Second Sub)
•4 x3 p ywood
wall
E 1 ev 51
UNDEN IND
7 and Lima
·,
1' FRANKFORT, IND benchwork on
Eev
1 4••7
3staging
Air space • 4 Elev. 43'
upper eve s
.. , ,> 1 -ip» 036-,«,»«
e. J----•4 hardboard
i W raised
,.
\S • fasc a and va 1 ance
-' floor for
Gusset ;
W plywood -• 1
\
Gusset
,; Charleston
sub-roadbedI f
*4 x 3}h p 1 ywood
W , Existing
i yardmaster
' : 1. 2 x 4
benchwork on lower level
: ,-.- stud wall
•216
1 / floor Joists
2 x 2 legs
New
2x
4-4
recessed 9'
i
stud wail
g
101/4for toe clearance
t
-1
2 x 4 spacer• |
1'-334 0421'-33/4'
:
7
1
4'-19
2'-6' -4
3'-6'
3'-2'
r--81:Zfm
• ILLUSTRATION BY RICK JOHNSON
•U • BASED ON CAD DRAWING BY SCOTT STEPHENSON
Steel
water
Yard•office tower•
1
LA
UPPER LEVEL
.
Ohio Oil.·Co.
'
Stock perts
..'
k
'·1
.:.... . ·4
1
., 1
CCC&StL (NYC)
1 0-210 1
SEPTEMBER 2000
·
MODEL RAILROADER
72