Rock Island Passenger Station, Anadarko Oklahoma

Located at 301 East Main Street in Anadarko Oklahoma, the Rock Island Passenger Station was erected in 1911 on Block 24, the Chicago, Rock Island & Pacific Railway Company's property lies east of downtown Anadarko. It remains today set in a semi-industrial, semi-residential district whose character has not changed since the building's construction. Historically, the rail path through Anadarko comprised of five tracks that ran east-west to the north of the depot and along on the north edge of downtown and a sixth track that ran past the depot on the south, curving southward to serve another industrial area. Within the immediate vicinity there was the railroad's water station and platforms, privately owned elevators, warehouses, corn cribs, and other facilities. A block away to the north, south, and east were residential areas and to the west, downtown. The setting has changed only slightly, with the removal of the rail tracks north of the depot and razing of private warehouses and platforms. The track to the south remains in use.

The Chicago, Rock Island, and Pacific (CRI&P, or Rock Island) entered southwestern Oklahoma in the late 1890s in preparation for the opening of Native American reservation lands to settlement by non-Indians. In 1900 it completed 98 miles from Chickasha to Anadarko to Hobart to Mangum; in 1901 it completed 36 miles from Anadarko to Lawton and in 1902 extended south to Waurika. The routes lay across the Kiowa, Comanche, and Apache reservations, opened by lottery in August 1901. The company constructed several small depots at new towns (which later served as county seats) along its route from Chickasha (on the east) to Mangum (on the west). Anadarko's first Rock Island depot was built in 1899-1900. It was a small, wood-frame, combination passenger/freight station house building. Other depot-related facilities were also constructed at the same time.

The CRI&P's confidence in the future of southwestern Oklahoma was not misplaced. Anadarko's town lot auction, which drew twenty thousand people on August 6^th, 1901, resulted in a permanent population of several thousand almost overnight. Anadarko became an agricultural service center for a surrounding region that grew great volumes of corn, cattle, and hogs, which provided a good shipping business for the railroad in the community's first decade. Cotton was added as a prime crop and shipping product. The population grew from 2,100 in 1907 to 3,400 in 1910, and traffic remained steady and lucrative for the railroad. As traffic burgeoned along that line through the 1900s, the earlier buildings became inadequate for the volume of traffic. Further, they were generally deteriorating due to the CRI&P's poor maintenance.

By the time of Oklahoma's statehood in 1907, passengers and shippers across the state were generally decrying the shabby state of the CRI&P facilities. Although many of these were relatively new by railroad standards and by Oklahoma's short transportation and commercial history, the company had intermittently faced hard times. Neglect caused passenger discomfort, occasional fatal accidents to occur in Oklahoma and elsewhere, and lawsuits to be filed. In 1907, after a serious fatal accident at Dover, near Kingfisher, Oklahoma, pressure mounted. Shippers petitioned President Theodore Roosevelt for assistance, saying that they were losing business because of railroad intransigence. Early in 1907 the CRI&P announced a new program of improvements, promising massive expenditures in Oklahoma. Meanwhile, Oklahoma's Governor Frank Frantz, pressed by citizens and businessmen, called on the railroad management to improve depots and passenger facilities. Subsequently, along Anadarko's line, Hobart's (Kiowa County) depot was erected in 1907 and Chickasha's (Grady County) in 1910.

Anadarko citizens campaigned for a new depot for two years, badgering CRI&P management with newspaper editorials, articles, and letters from the Anadarko Commercial Club. For example, a front-page diatribe from the February 24^th, 1910, Anadarko Daily Democrat described the "Old Depot Nuisance" and its "vile conditions": "To see men, women, and children packed into a little room while about one-third of the crowd is forced to stand outside on the platform in the snow makes the mind get busy and wonder why Anadarko is not given a decent depot." A March 1^st article called it an "old barn" that should be condemned as a "menace to health" and "a public nuisance" because smokers (men) and chewers of tobacco were allowed inside during cold weather, and women and children had to mix with them. Passengers, it said, sometimes found tobacco spittle on the handles of their suitcases. In an era when tuberculosis was rampant, and a time when expectorating on floors and sidewalks in public areas was being outlawed by city governments, this was an appropriate condemnation of a health hazard.

The CRI&P did take action. In late March, railroad superintendents, managers, and other officials traveled the southwestern Oklahoma line on a special train to meet with city officials and the Anadarko Commercial Club. The railroad men promised to send a delegation "within thirty days" to consult with locals "on the kind and location of a new depot" that they would like. For their part, Anadarko civic leaders promised that the city government and businesses had pledged a half-million dollars for civic improvements that would benefit the railroad, including paving and sidewalks accessing the depot property. Before the end of 1910 the Commercial Club reported that they were satisfied with the plans as presented by the railroad, which promised to begin work shortly after the first of 1911. When that did not become reality, canny citizens kept writing letters and asking questions. In late January, a general manager of the CRI&P in Oklahoma and Texas sent copies of the blueprints to the Commercial Club, and noted that a contract was going to be signed in a few days and that "in the meantime, we kindly solicit your further forbearance in the matter."

For the new Anadarko passenger station, shovel work began in March 1911, and by mid-April, the foundation work was complete. The brick-and-stucco building was substantially finished by the first of August. The cost was unknown but may have been around $50,000, as the building is similar in size to Waurika's $50,000 building. As promised, the city provided street paving, but the railway also put in sidewalks and Macadam crossings of the nearby streets. Anadarko's CRI&P depot area was large, strung out along five tracks north of the passenger station and one to the south; the water station, corn cribs, cotton platforms and warehouses, and other railroad-owned and private facilities stood along the northern tracks. The old combination station building was moved a block west and served as a freight house only. Of all of these facilities, only the passenger station is extant.

Anadarko's Rock Island Passenger Station served the community and the region for more than six decades. After World War II, however, the automobile and trucking industries became the nation's transportation of choice; fewer people took the train, and fewer businesses shipped via rail. Passenger travel by rail had peaked in the United States in 1920, and by the 1930s, due to the Great Depression's dampening effect on travel, had dropped by two-thirds. Although it recovered during World War II due to troop movements and related travel, by the 1950s, passenger business no longer provided profit for railroad corporations. By the 1970s, most railroads had curtailed or ended it. The Chicago, Rock Island, and Pacific Railway, never very efficient, began to decline in the 1960s and went into receivership in 1975. Its passenger service had ended almost everywhere in the United States, and the passenger station in Anadarko closed in 1974. A freight office was maintained in the building for several years by arrangement with the operating railroad. A similar agreement had allowed the City of Anadarko and the Anadarko Philomathic Club to operate a museum in the building since 1979. Since then, the lessees have maintained the building. The stucco was repaired, and the deteriorated roof tiles were replaced with identical material in 2012.

In 1980, the State of Oklahoma purchased the CRI&P's north-south trunk line through central Oklahoma and also its side line through Anadarko to Lawton. This included the Anadarko depot property (and the passenger station). From October 1982, the State maintained a "lease-purchase and operating agreement" with a succession of owners. that operated the track and maintained a freight agent in the passenger building for a few years. Since that same time, the City of Anadarko has sub-leased the passenger station and immediate area from the lessee for the use of the Anadarko Heritage Museum. In 2012, the State sold outright all of its railway holdings to the Union Pacific Railroad, which owns all of the property and leases the passenger station building and immediate area to the City of Anadarko for the use of the museum.

The Anadarko building presents the defining visual characteristics of a typical small-town transportation center in western and southwestern Oklahoma. The buildings have a massing and a sameness of appearance and feeling that made them easy for a potential traveler or shipper to locate and use. At a distant view, these buildings are strongly horizontal with a low-pitched (sometimes flat) roof; in CRI&P buildings, the roofing usually comprised red tiles. At a medium view, the visual characteristic is one of many doors and windows; most had several passenger doors of normal size and several large "barn" doors for baggage and freight.

Each railroad had several standard floor plans for depot buildings, the selection and design depended on the size of the town being served and the volume of freight/number of passengers that would pass through the depot/passenger station. In the CRI&P's initial foray into western Oklahoma, it used its standard one-story, wood-frame building that accommodated freight and passengers in one building, often called a "combination depot." Such was Anadarko's first depot, erected in 1899-1900. The stingy management at CRI&P often maintained these first flimsy buildings for long past their useful life.

The new 1911 Anadarko station's exterior and ornamentation is typical of the CRI&P county-seat passenger stations of the 1910s and 1920s. The buildings had to be similar, because of their function, but the designers used period detailing to make similarly sized and planned stations along the same line vary in outward appearance, which they did by combining decorative elements from various periods or styles. While Anadarko's Rock Island Passenger Station is generally identifiable as a Mission Revival-style building because of its hipped roof and wide overhang (the latter element being functional and therefore typical of nearly all passenger buildings of the era). Its red-tiled roof varies with unboxed eaves and exposed, shaped rafter tails that are carved into graceful curves on the underside and the ends are also stylistic. The Anadarko station's use of multiple wall cladding, beige stucco over red brick, was sometimes used in Mission-style buildings. Further, in the center of the north and south elevations, at the ticket agent's window area, the wall projects outward two feet and rises above the eave-line into an angular, up-stepped (rather than curved) parapet that is decorated with a raised pattern in the shape of the CRI&P logo (all four letters layered and intertwined).

Of the fifteen Rock Island passenger facilities identified as extant in Oklahoma in 2018, this pattern of architectural variety holds true. Seven, all in the western part of Oklahoma, date from the early statehood/pre-World War I era, 1907-1917 (seven others scattered around the state date from 1920-31). The seven comparable properties are in El Reno (1907, Prairie), Hobart (1909, Prairie), Chickasha (1910, Mission Revival), Enid (1910, Mission Revival), Elk City, (1910, Tudor Revival/Jacobethean, still extant as of 2014), Anadarko (1911, Mission Revival), and Waurika (Jacobethean/1912). The Anadarko and Lawton passenger stations, erected on separate lines in 1911 and ca. 1920, respectively, appeared to have varied only in fenestration, but Lawton's was razed in 1966. Thus, Anadarko is one of the state's three extant examples of the CRI&P's use of generalized Mission Revival style.

The Anadarko's Rock Island Passenger Station's interior arrangement and decoration remain true to the original plan of 1911. The interior retains its original racially segregated spaces, which adds to the building's importance (interior significance is not being argued). The building's main section, arranged around a centrally placed agent's office and ticketing window area, served, separately, men, women, and "colored persons." There were three waiting rooms. One accommodated smokers and chewers (men) and had decorative wood paneling and a plain terrazzo floor. The spacious main waiting room had an arched ceiling, elaborately patterned terrazzo flooring, and decorative wood paneling; this space was intended for women (and children) but also for men of a more genteel sort. The room had separate men's and women's restrooms; one is operable. State law mandated a segregated waiting room for African American (and Native American) passengers. The "white" and "colored" waiting rooms were separated by a small room comprising the ticket office, with a separate ticket window for the segregated passengers. The "colored waiting room" had much less elaborate, simple bead-board paneling and plain terrazzo. The adjacent baggage room was accessed from the "colored waiting room" so that those passengers would not mingle with the others. White passengers apparently gathered their bags from an entry under a covered breezeway that connected the main building with a separate Railway Express room.

Property Description

Constructed in 1911 at 301 East Main Street in Anadarko, Caddo County, Oklahoma, the Rock Island Passenger Station is a detached, one-story, horizontally massed building measuring 146 feet east to west and varying in depth from 36 feet to 26 feet north to south. The surrounding area remains as in 1911, with downtown and residential areas to the west and north, and light industrial and residential sections to the east and south. A typical CRI&P passenger station design of the era, the building comprised passenger waiting areas and a ticket office as well as a baggage room and Railway Express office. The architectural style is Late 19^th and Early 20^th Century Revivals/ Mission Revival, featuring brick and stucco wall cladding, carved parapets, and a low-pitched, red-tiled, full-hipped roof slightly flared at the eaves, with wide, unboxed overhang and exposed, shaped rafter tails. Windows and doors are numerous, and all but four windows are original. Interior arrangement, including segregated waiting areas, and materials, such as doors, wood paneling, and terrazzo flooring, are original except for light fixtures and minor alterations to the baggage room. The building's exterior has experienced few alterations, mainly placing security bars over doors and windows. The Express room has seen the enlargement of two windows in the south wall (date unknown) and boarding of four small window openings and a freight door on secondary elevations (date unknown). Around the building, original metal gutters/downspouts were replaced (2012). Deteriorated original roofing was replaced with almost identical material circa 2012.

Detailed Description

The Rock Island Passenger Station, erected in 1911 at 301 East Main Street in Anadarko, Caddo County, Oklahoma, is a detached, one-story, horizontally massed building. It is sited with its long axis aligned with but not parallel to the former Chicago, Rock Island & Pacific Railway (now Union Pacific) track to the south and between that track and a long strip of land on the north where originally ran four more sets of tracks. Along these four were Rock Island water and storage facilities along with private warehousing facilities. To the west are the main business district and residential areas, to the south and immediate east is a light industrial property, and to the north and further east are residential areas.

The station is sited in the center of a brick platform, original to the property. The main platform presently measures approximately 120 feet along the south (paralleling the existing track), 70 feet along the east, 130 feet along the north, and 150 on the west edge. Originally, it had brick walks that extended another 120 feet east and 120 feet west along the northern track. The platform extends under a breezeway on the west end of the building. On the south, a chain-link fence separates the brick platform from a graveled area and the present Union Pacific tracks. Parts of the platform and walkways were removed by the railroad at an unknown date between 1990 and 2004 when the northern tracks were removed.

Like most county seat railroad depot buildings in Oklahoma and elsewhere, Anadarko's passenger station is visually distinguished by its long, low profile, arranged to provide both street and rail access on the south side and rail access on the north. Roofing material was historically and remains Spanish pantiles. The deteriorated originals were replaced in 2012. Several plumbing vents and an original brick chimney protrude through the roof. The exterior walls are wood-frame, clad with mixed materials. Red brick extends roughly halfway up the wall, ending at a water table, and above it, the wall is stucco and painted a dark beige. In the passenger sections some of the windows extend below the water table. The building rests on a concrete foundation that is visible by about a foot. The roof has overhanging eaves that extend another three feet outward from the building on all sides and steps inward two feet at the west end.

The station exists in three sections (two volumes and a void), which are all under one continuous hip roof. The volumes include the three-section Passenger Station proper and the Railway Express Room. The first volume, comprising the passenger areas, and not counting the three-foot overhang, has an overall east-west width of 146 feet and a north-south depth varying from 36 feet, in the center at the agent's office/track-view, to 30 feet in the flanking waiting areas. The roof height drops approximately eighteen inches to cover the breezeway and express room, the void and second volume respectively. The breezeway which separates the two volumes is 24 feet east-west and 26 feet north-south. A soffit runs the full width of the openings on either side, which partially encloses the breezeway at the top. The second volume, the Railway Express room, also measures 24 feet east-west and 26 feet north-south.

The Anadarko Rock Island Station provided passenger access to tracks on both sides. Further, waiting areas were segregated by race and (voluntarily) by gender. Thus, along its length on north and south, the facility is mainly marked by multiple entries and large windows. All of the passenger amenities were placed in the larger of the two volumes, which has three bays, and Railway Express package handling took place in the smaller volume, with entry only under the breezeway. All of the entry doors are original, wood, half-light panel doors under a three-light transom. Existing windows are single-hung wood units in patterns and shapes of tall 6-over-1 wood single-hung, tall and narrow 4-over-1, or square 6-light; headers are wood and sills are concrete.

The South elevation is the primary facade and is approached from Main Street via a curving gravel drive. The volume serving passengers has three parts, or bays, each with irregular placement of openings. In the first bay, the easternmost bay, are openings accessing the historically white passenger waiting rooms. From east to west, there is a 6-over-1 window and a half-light panel door accessing the men's smoking room; to the west, a half-light panel door into the main waiting area is flanked by one 6-over-1 window on the east and two on the west. Outside this entry an inconspicuous low-angled concrete ramp with pipe rails has been added for handicapped access. The second bay projects outward two feet from the building. In the short walls on either side is a 4-over-1 window, lighting restrooms inside (the northern opening is boarded). In the center are three contiguous windows comprising a central 6-over-1 unit flanked by 4-over-1 units. To the west is the third bay, comprising an entry with a half-light panel door and a 6-over-1 window to its west, accessing the historically segregated waiting room, and west of that, two 6-over-1 window units light the baggage. The doorway into the segregated waiting room has a pipe railing at one side, and is the main entrance to the museum (current function). Outside the wall is a functioning fire plug. There are new, low-walled, bright-red brick flower beds against the foot of the south wall in various places. A red fire plug sits close to the wall in the east end.

The second section is the breezeway. Its walls are stucco and the ceiling is beadboard. The side walls project two feet out into the open area and support a three-foot soffit wall that extends from the ceiling. The combination provides a partial enclosure and windbreak. Under the breezeway, in the wall of the main volume, is a west-facing opening for a rolling freight door (now fixed in place) with three lights at the top.

The third section of the building, west of the breezeway, accommodated a Railway Express room. Its east wall, under the breezeway, has an opening for a freight door, but the opening is boarded and has a plain wooden slab door accessing a storage space. Beside the freight door is an original half-light panel door. The south wall of the room has two 6-over-1 windows; these appear to have been enlarged from smaller, square openings at an unknown date.

The West elevation is the rear wall of the express room, which has two square window openings, now boarded; one contains a small air conditioner. Flanking the windows are identical metal wall signs denoting "ROCK ISLAND". A sign suspended from the eave identifies the terminal as "ANADARKO". The wall has various electrical conduits.

The North elevation is similar to the south elevation in respect to number and placement of openings and decorative features. Looking south, beginning at the building's northeast corner and moving west, in the far end of the eastern part of the passenger bay, a half-light panel door provides access to the men's smoking room, and a 6-over-1 window to its west provides light. A few feet west are a two 6-over-1 units, a space, another 6-over-1 unit, and an entry with a half-light panel door; these three windows and door serve the main waiting room. In the projecting center bay are three contiguous windows comprising 4-over-1 windows flanking a 6-over-1 unit. In the short projecting wall on each side, there is a tall, narrow 4-over-1 window; these provided the agent's view up and down the track. To the west is the wall of the segregated waiting room, with a single 6-over-1 window with a half-light panel to its west. Further west, a wall of the baggage room has two square 6-light windows. A portable tool shed has been placed near the northeast corner of the main volume but is not attached to the building, and an air conditioner condenser sits at the foot of the wall. The second section is the breezeway which is identical to that of the south, and to the west, the north wall of the third section, or Railway Express Room, has two square window openings, both boarded.

The East elevation is the east wall of the passenger area. It has two 6-over-1 windows. Flanking them are two metal wall signs denoting "Rock Island." A horizontal sign suspended from the eave identifies the terminal as "ANADARKO". An air conditioner condenser sits at the foot of the wall.

Along its lines in Oklahoma, and in other Western states as well, the CRI&P liked to erect buildings with period references. The Mission Revival style, which this building represents, was often used in the Western states and Oklahoma. That style's principal elements are stucco walls, tile roofs, wide, unboxed eaves. with brackets or exposed rafter tails, and shaped parapets (usually rounded and curved). Some of the railway's buildings were fully Mission, with fully stucco walls and rounded parapets; others, like Anadarko's, combined brick and stucco cladding.

Decorative elements of the CRI&P's Mission style distinguish the exterior of Anadarko's Rock Island Passenger Station. The full-hipped red pantile roof has flared eaves and a wide, unboxed overhang on all sides. Exposed rafter tails extend three feet past the wall to support the eave; bottom edges are scroll-sawn into a graceful S-curve, top edges are notched to support guttering, and ends are shaped and project, similar to vigas, slightly past the guttering. Cove molding covers the inside of the eaves' fascia and also the roof-wall junction. The north and south elevations, on the long axis, offer the building's principal exterior wall elaboration. In both elevations the central section projects outward, providing the agent's view of the track (on the north) and lighting for the women's restrooms (on the south). Here the roof has a small gable, perpendicular to the ridgeline, to bolster the parapet, which resembles the Mission style but instead of being curved, is angular and steps upward. The wall's front section is battered and stucco-clad, and the support wall behind it is brick. Contrasting with the lighter colored stucco, a file of red brick extends upward from the water table and around the outside of the windows. The line of brick is punctuated at the window corners and at the tops of mullions between them by rectangular, white concrete blocks. The stucco parapet is finished with a white concrete coping elaborated with rectangular blocks at the lower corners. At the top is a carved concrete shield featuring the intertwined letters CRIP, approximating a company logo.

The interior plan of the Rock Island Passenger Station remains generally true to the original. There are three passenger areas, restrooms, and a ticket agent's office/ticket windows in the main volume. Each area is defined by its size and by its decoration, which suggests the race and gender of passengers who will wait there. A 1907 state law mandated racially segregated facilities in public transportation in Oklahoma. All waiting areas have terrazzo floors, paneled lower walls, and plastered upper walls, and twelve-foot ceilings. Lighting and plumbing fixtures in the main waiting areas have been replaced.

On the east end of the building is a waiting room for white men only, intended for tobacco users and men traveling alone. It measures 14 feet (east-west) by 28 feet (north-south) with exterior doors and windows on north and south walls. All four walls have eight-foot-high, dark-stained, panel-stile-and top rail wainscoting; the top rail is a foot above the door facings. Walls are plastered above the paneling and across the ceiling. The terrazzo floor is a simple diagonal pattern in a speckled buff color; the flooring has a two-part green terrazzo border all around the room. A doorway in the northeast corner connects this room with the main waiting room (door removed).

Further west is the main waiting room, intended for white women, children, and nonsmoking men. It measures 30 feet (east-west) by 28 feet and is made to feel spacious by a broad-arched ceiling. The walls repeat the eight-foot-high panel-stile-and-rail wainscoting and are plastered above and across the ceiling. The terrazzo floor is speckled buff color in a diagonal pattern with green terrazzo diamonds connecting the diamonds' corners and three bands of green terrazzo around the room. The north and south walls are each provided with a door and several windows. In the northeast corner is an entry into the agent's office, and in the southwest corner is an entry into the white women's restroom; signage on the door that once offered the word "WHITE" has been overpainted with a white rectangle (the suggestion of segregation used as museum interpretive signage). This restroom remains in use.

Further west, near the center of the building, is the agent's office/ticketing/passenger convenience area, which projects further north and south than the other rooms. This area measures 14 feet (east-west) by 34 feet. It is in three parts: the agent's office occupies the north side; in the center is a hallway, and to the south are restrooms. The office is an open room with a terrazzo floor and walls of five-foot-high beadboard paneling with plaster above. The agent's window service counter is a marble slab; the patron's is a wood slab. The southwest corner of the office is chamfered and has a ticket window for white passengers in the opening to a five-foot-wide hallway that extends down the center. The window retains its original arts-and-crafts style grille. The north wall of the hallway has a door into the agent's office, under clerestory windows. On the south is a door to the white men's restroom (now storage). At the west end of the hallway is a wall with an opening for a doorway into the segregated waiting area (door removed).

Past the doorway and to the immediate right (north), in a chamfered corner of the agent's office, is the ticket window for non-whites. The window retains its original grille and wood slab counter. The room measures 18 feet east-west by 28 feet. The segregated men's restroom (now storage) is on the south and opens toward the ticket window. The women's restroom (now storage) is accessed in the southeast corner of the waiting room. The walls are plain, five-foot-high beadboard wall paneling with plaster above, and the floor is speckled buff terrazzo in the diamond pattern, with two green bands around the room. North and south walls each have one window and a door to the exterior.

At the west end of the main volume, a baggage room measuring 17 feet by 28 feet it accessed through a door from the segregated waiting room. The room has a wood floor placed on a shallow slab on grade, one step down from the waiting room. In the south half the walls have been covered with gypsum board but the ceiling structure is exposed. In the north half, a tin ceiling and new wall materials have created a museum exhibit. The exterior freight opening in the west wall has been covered by storage rooms.

The breezeway is open (described above with the exterior), and the Railway Express room is plain and undecorated. It is set on a shallow slab on grade.

A planting area is enclosed by a new, low bright red-brick wall on the south part of the platform. Fixed features immediately south of the building include museum signage, a steel flagpole, and a wooden light pole. The south platform functions as a rest area, with portable park benches and a picnic table. An eight-foot-tall monument base, part of a 1920s World War I sculptural memorial moved on site in 2013, sits at the southwest corner of the platform; the "doughboy" figural sculpture that once graced the top of the base now resides inside the Caddo County Courthouse.

There have been few alterations to the exterior of the Rock Island Passenger Station. These include the enlargement of two small windows in the Express room's south wall into larger, 6-over-1 windows (date unknown), boarding of four small windows in secondary elevations of the Express room (date unknown), installation of burglar bars on all existing windows and doors (2012), and installation of a low-profile handicapped access ramp and pipe railing outside the doorway of one waiting room (2012). One original freight door opening has been boarded (date unknown). The original, but deteriorated, pantile roofing was replaced with near identical material in 2012. These alterations do not affect the building's integrity. Newer guttering extends around the building's eaves on all sides and very similar to the original material from 1911; metal downspouts on all sides of the building are also new but the original concrete standpipes remain against the walls.