The scope of this papers research revolves around a two hypotheses. The first, (alternate) hypothesis states that "cities will develop towards or along the most efficient transportation route. As these routes become obsolete and a more efficient route becomes available, the cities main growth spine will change to encompass the new route. The growth of Bowling Green Kentucky has occurred along 4 transportation routes: The Barren River, the Louisville and Nashville Railroad, State route 31W, and interstate 65. As each of these transportation routes became available, the main direction of urban growth has changed from the older obsolete routes to the newer, more efficient routes."

The second (Null) hypothesis promotes the opposite, stating, "Transportation routes played no effect on the growth pattern of Bowling Green Kentucky." I will test these hypotheses by analyzing historical maps of the city, in order to determine the direction of growth along wedges formed by the primary directions of the compass. First, however, let us examine the history of Bowling Green and it's historical relation to its transportation routes so we can understand the context in which they developed.

The founding of Bowling Green

The settlement of Kentucky began at the end of the American Revolutionary war as the British prohibition for settling beyond the Appalachians was lifted. In May 1779, Virginia awarded 200 acres to its revolutionary war veterans in the area bounded by the Green River, Cumberland Mountains, the Carolina State line, and the Tennessee and Ohio rivers, (Barter p 4) spawning a large migration into the region. Other settlers, predominantly from Virginia, Pennsylvania, and North Carolina, immigrated to Kentucky along several routes. From the North, they followed the Ohio River to the Green River, and up into the valley. From the south, they traveled the Cumberland Gap to the Cumberland Ohio-Falls Trace, following the path taken by the present day L&N Railroad Line (Barter p 3-4).

In 1790, Robert Moore left McFaddens Station, a trading outpost on the Barren River, and built the first house of what would be Bowling Green (Nazero p 9). After the founding of Warren County in 1796, the Moore house became the meeting place for the county court , which met for the first time in 1797 (Nazero p 10). Shortly thereafter, 2 acres were offered from the Moore estate as public land, and Bowling Green was founded, named for the bowling alley of the Moore house. (Nazero p 10) The original location of the city was based solely on the location of the Moore house, which was situated next to a large spring. (Nazero p 9) With the growing of the town, however, the influence of the nearby Barren River began to exert its inexorable pull.

The History of the River.

On November 4 1805, the city of Jeffersonville was established on the shore of the Barren River to take advantage of the waterway as a source of supply and distribution. The new town competed with Bowling Green for the county seat on basis of its locational importance until 1809, when Bowling Green won the battle by building
the new county courthouse in its boundaries. (Nazero p 11) Jeffersonville soon faded away, but the importance of the river to early Bowling Green's development never ceased to be a factor from there on.

In the era where funds were not available for bridges, The upper river towns, located on the fords, such as Bowling Green, Greensberg and Munfordville, grew quickly being the only crossings for the river (Barter p 12). Beginning around 1830, John Rumsey Skiles became a protagonist in getting the Barren and Green Rivers navigable, motivated by a wish to speed the growth of Bowling Green where he owned his business. Under his leadership, volunteers cleared the river by hand, working up to their necks in water, until the river was improved enough that boats could make it to Bowling Green during high water. As a result of their efforts, in January of 1828 the first packet steamer, the United States , arrived in Bowling Green (Barter p 15) and commenced trade during the high water season.

In 1830, the Green and Barren River Navigation Company was founded to seek the construction of locks and dams to improve trade in what was to be known as the Slackwater system. Represented by Skiles in the state congress, a plan was soon surveyed by the engineer Abner Lacock, placing 5 locks and dams on the river, making Bowling Green the head of Green river navigation (Barter p 16-17). In addition, Skiles organized Bowling Green for river trade, financing the construction of the waterfront facilities and the Portage Railroad. These improvements impressed congress enough that three more locks were added to the system to improve it's access to Bowling Green (Barter p 18). After many delays and severe budget overruns, the system was finally opened and on December 29, 1842, The Governor Brethit arrived in Bowling Green, and became the first packet to make a regular trip to the new river city. (Barter p 22-23) From then on, Bowling Green exports went down river to
New Orleans, Louisville or Cincinnati, but soon Evansville became the destination for Slackwater goods, located at the strategic confluence of the Green and Ohio rivers, and became the export market of Bowling Green and the region. (Barter p 23)

During the U.S. Civil War, the Green and Barren Rivers were the front line between the Union and Confederate armies, beginning on September 18, 1861. On Jan 14, 1862, the rebels pulled out of Kentucky, after the loss of Ft. Henry on the Tennessee river, and Ft. Donaldson on the Cumberland, threatened Nashville", the supply line of the Confederates in Kentucky. During the retreat, they jammed Green River lock 3 and Barren River lock 1 with logs and boulders (after being convinced by the locals to not blow them up permanently). This ruined the river system for a large part of the war, eliminating a vital Union supply route to their armies to the south. (Barter p 26)

The system remained closed to non military traffic until the wars end in 1865. The locks and dams was in disrepair due to the sabotage and lack of maintenance (Barter p 27). On March 9, 1986, the state leased operations of the Slackwater System to the Green and Barren River Navigation Company, for thirty years in order to fix the system as the state didn't have the funds or will to do so itself (Barter p 27). For the first time, the river trade became profitable, as the company developed the valleys resources, and levied tolls on the locks (Barter p 32).

The Green and Barren River Navigation Company did well until competition from the railroads eventually undercut the market due to their tax, financial, and legal advantages and the ability to expand their markets away from the river. These advantages eventually undercut the steamboat markets until the river boats became subservant to the rail lines. (Barter p 36) On Dec. 11, 1888, the Green and Barren River Navigation Company sold its lease to the Federal Government. (Barter p 28-45) The Slackwater System operated under the jurisdiction of the Army Corps of Engineers from 1888-1931. On Jan 1 1906, the last dam was built in the system (Barter p 49) and on July 25, 1931, the last packet steamer, the Evansville, burned in Bowling Green, drawing a close the packet era. The system deteriorated through 1950 until only locks 1 and 2 on the Green River were maintained for barge traffic. (Barter p 72) Through 1950-1970 only flood control dams were constructed on the upper river. (Barter p 77-80) Finally, through 1970-76, I-65 took over transportation for the area stopping the need to revitalize the system . (Barter p 83-86)

The pre-L&N coach lines

Before the coming of the Louisville and Nashville railroad, commuters traveled between the two cities by stage coach. The route taken was along the Louisville and Nashville Pike, built in 1840 and following the path taken by the present day L&N Railroad Line (Kentucky Echoes p 32). The stage was drawn by 12 horses, that were changed every 10 miles for an average speed of 12 MPH (Park City Daily News, 1930). At this speed the trip from Louisville to Nashville took 27 hours (Ballard).

The Portage Railroad

With the construction of the Slackwater System on the 1830's, John Skiles began development of the Bowling Green waterfront on the Barren River. (Barter p 18) In 1836, the General Assembly of Kentucky, passed a charter for Bowling Green Portage Railway, (Kentucky General Assembly, 1836) whose purpose was to haul passengers and steamboat freight to and from the boat landing on the Barren River to the town center. Starting from the station that resided where the courthouse stands today (Park City Daily News, 1930), the line ran down Tenth St., to Kentucky St., then along the old right away to the river near the Kentucky Asphalt Company's present location (Park City Daily News, 1930). The Portage Railway was horse drawn, (Kentucky Library Collection) and was the first tramway of its type to be equipped with iron cars. (Park City Daily News, 1930). The system preformed admirably and in 1853, the L&N Railroad purchased it and took over operations adding the first steam engine to be used on the track, the George B. McLeod (Kentucky Library Collection, Park City Daily News, 1930). At this point the line from the L&N tracks into town was closed and was soon abandoned and reclaimed by its original owners (Bush's Kentucky Reports). The rest continued to operate as a part of the L&N Railroad.

The establishment of the L & N Railroad

The construction of the Louisville & Nashville railroad was one of the major steps in the prosperity of Bowling Green and the region around it. Like the other railroads of the time, the L&N was formed by competing towns and businessmen as they fought over their shares of the market. Before I describe the role of the L&N in the history of Bowling Green, I need to describe the parts of the history of the L&N in the region that are relevant to that which effects Bowling Green. In this way one can understand the role of Bowling Green not only as a stop on the main line, but as a part of the entire network in which it plays a part.

The incentives in Louisville for founding the L&N were twofold: Geographical, and commercial. Geographically, Louisville was suffering from the unreliable water levels in the Ohio River which would drop to levels too low for riverboat trade whenever there was a drought (Maury p 2). Commercially, Louisville was in a competition for the tobacco markets of the south. To their northeast, Cincinnati was attempting to found a rail line between itself and Charleston so it could link the southern markets to its connections to the north. (Maury p 3) To their south, Nashville was attempting to take the southern markets through it's link to Chattanooga, who had an existing link to Atlanta and, through it, the world markets beyond (Maury p 4). Finally, Charleston and Savannah were sending railroads of their own northward, slowly stripping the tobacco market from Louisville through their own connections. (Maury p 4) Therefore, if Louisville did not have a railroad, it would become tributary to Nashville or Cincinnati instead of controlling the markets through their own road. (Maury p 5) As a result they had to build their line connecting to Nashville and Memphis to bar their competitors entry into the market they claimed as their own.

Bowling Green began its role in the construction of railroads in December 1849 when it passed resolutions committing itself to the to acquirement of a railroad line between Louisville and Nashville (Maury p 4). On March 5 ,1850, The Kentucky state legislature approved a charter to build a line between Louisville and the Tennessee state line, and side spurs from Lebanon Junction to Lebanon, and from Memphis Junction (5 miles south of Bowling Green) towards Clarksville and Memphis Tennessee. (Maury p 4, Park City Times, 1900) Two routes could be taken with the rail line. The first was the Upper "Air-Route" through Bardstown, Glasglow, Scottsville and New Haven. The second, Lower Route, ran through Elizabethtown, Bowling Green and Franklin (Maury p 6, Park City Times, 1900) Meanwhile, on March 5 and 6, 1850, the Bowling Green commission for the railroads, passed a bill authorizing two lines, one between Bowling Green and Nashville, and another between Louisville and Bowling Green. A clause was placed in each charter allowing the railroads to consolidate if future environments permitted. (Park City Times, 1900) This purpose of the charters were to play Louisville and Nashville off one another, for if one city completed a railroad to Bowling Green, the other would be forced to lay a line of their own or loose the Bowling Green market to their competitor. (Park City Times, 1900)

On September 29, 1851, in order to decrease its building costs, the L&N stated a position of "no preference" between the "High" or "Low " routes in order to start a bidding war between the competing cities along the potential lines. The financial battle eventually focused between Bowling Green and Glasglow. Bowling Green gained the upper hand in 1850 when it announced a charter for the Bowling Green Tennessee Railroad. On February 13, 1852, The Bowling Green & Tennessee Railroad was formed with $1,000,000 of stock (Maury p 7). As a result, on May 29, 1852, the L&N negotiated a consolidation of the 2 companies, thus proclaiming in the lower route as the winner of the bidding war. The added bonus of easier terrain along the lower
route, the proximity of the Western Kentucky coal beds, and the fact the lower route reduced the length of the Memphis side spur, also contributed heavily to the route decision (Maury p 7).

On August 10, 1859, the first rail line line opened into Bowling Green from the Nashville side. (Maury p 16, Nazero p 11) Final completion of the main line occurred on October 23, 1859, near Smiths Grove, and a celebratory train ran from Louisville to Nashville , completing the trip in ten hours (Ballard). On September 24, 1860, The line between Bowling Green and Guthrie Ky. was opened, making Bowling Green the hub between the main line and the Memphis & Clarksville & Louisville RR. (Maury p 22)

During the Civil War, the L&N was the main supply line for the Union Army of the Cumberland. General Buell of the Union went up against, General Buckner, then General Morgan's cavalry raiders, then General Bragg of the Confederate army. All the battles were attempts to sever the Union supply lines, particularly the L&N, to their troops fighting around Nashville Memphis and Chattanooga. As a result, the railroad suffered grievously during the war, grinding non-military traffic to a stop as its bridges and lines were continuously ruined or captured. (Maury p 27-36) At wars end, however, the L&N was in a perfect position to rebuild, ripe with the federal dollars it was paid for transporting Union troops, and with its competition in the south ruined and vulnerable for takeover. As a result, the postwar L&N railroad branched out into one of the largest rail networks in the country, with Bowling Green strategical astride one of its major line junctions to share in its prosperity.

The Bowling Green Railroad Company

As Bowling Green grew and its population expanded, the city decided to develop a mass transit system to ease travel downtown and increase the cities prestige as a modern urban area. On April 17, 1889, work commenced on the Bowling Green Street Railway (Park City Times Gazette, 1889) resulting in a three pronged system of mule driven cars (Sledge).

In 1895, The Bowling Green Railway Company went electric, placing new cars on it's six miles of track, throughout the city. The first line ran from the boat landing to the town center, while the second line ran down Broadway to the Bypass, then onward to the fairgrounds at the southeast terminus of the city. The final line ran east to Fairview Cemetery and the county toll road near Base Tell Park. (Park City Daily News, 1911, Sledge) The lines were single tracked throughout the city except for a small area of double track in the town square that was the only place that the cars could pass within the system. (Sledge) The cars were double ended and cost 5 cents a trip (Sledge)“ and ran on battery that was recharged once or twice a day from the 1000 HP capacity power station. (Park City Daily News, 1911, Park City Times Gazette, 1889)

Bowling Green converted from the streetcar age to the automobile age as the blooming of the Western Kentucky oil fields promoted the use of the automobile. This displaced the streetcars as the number of automobiles grew and the number of riders decreased (Park City Daily News, 1921). The company continued to run until 1918, when a streetcar accident killed a child and the damage settlement drove the line into bankruptcy, drawing the streetcar era for Bowling Green to a close. (Sledge)

The building of 31W "The Dixie Highway"

The history of the Dixie Highway begins with the Louisville and Nashville Pike. it was built in 1840, similar to the Napoleonic roads in construction and was used as a supply line during the civil war. In June 1916, the Dixie Highway was completed modernizing the highway and allowing its ascendance during the 40's and 50's as the main route between the North and Florida (Kentucky Echoes p 32). The highway spawned a large tourist industry in highway towns as vacationers traveled through the region to Florida, or stopped at Mammoth Cave (Kentucky Echoes p 33). The building
of 1-65 in the late 60's and early 70's took all the traffic from the highway (Kentucky Echoes p 33) and its role as a transportation route in the region was effectively reduced in importance.

The building of I-65 and the Green River Parkway

Beginning in the mid 1960's, Kentucky was the location of many highway projects. Of these projects, only 2 effected Bowling Green: The 1-65 project and the Green River Parkway. 1-65 went through the Park City area in 1967 (Kentucky Echoes p 32) and finally reached completion on September 16, 1973, stealing away the traffic load from the Dixie Highway. (Kentucky Echoes p 33, Park City Daily News) Green River Parkway opened on December 15, 1972 (Higgins) placing Bowling Green at a prime intersection of highways. The effects of these projects have only begun to show themselves but these are now the main transportation routs effecting to growth of the city.

Growth patterns during the history of Bowling Green

At this point I will begin to examine how the growth of the city has changed in direction over time. To do this I have examined several maps of the city at different time periods. To determine growth, I have located the position of new streets in the city, relative to the previous map. From this information I have constructed rose diagrams based on the number of new streets in wedges defined by each major point of the compass. By comparing the geographic features of the city (See Figure 1) to the largest axis of growth, I then determined which features had the greatest impact on the growth of the city.

1860-1863

During this time period, the main axis of growth was along the N-NNW wedge of the rose. The was along the Portage Rail Way as the military constructed warehouses and a road alongside it for their troops and stores. (See Figure 2)

1863-1871

During this time period the city grew along the NW-NNW wedge of the rose. This coincides with the wharves and factories that were built up around the railroad and waterfront. (See Figure 3)

1871-1877

During this time period the main growth axis switched to the WNW-NW wedge, although the NNW-NW wedge was almost as active. This accounts mostly for the filling of the NW/NNW wedge during the previous period of growth and represents further development along the waterfront and rail spur. In addition three smaller wedges occur along the SW-SSW, SSE-SE, and ESE-E wedges representing residential growth along Russelville Rd., Broadway, and Cemetery Pike respectively. (See Figure 4)

1877-1914

The growth during this time was along a W-WNW axis along the railroad in town, and the Old Morgantown Road area. Another axis formed in the S-SSE wedge along the area around Nutwood and Kenton Roads. Both of these were predominantly residential although the W-WNW axis was along side the industrial zone and was probably partially commercial as well. (See Figure 5)

1914-1932

During this time, the main axis of growth was along the SSW-S wedge. A large buildup of residential neighborhoods occurred within the entire southwest quarter of the city, probably because the river blocked movement to the northeast and the northern areas were already filled with housing. The proximity of Nashville Road (The Dixie Highway) and Broadway also had an impact on the direction of growth. (See Figure 6)

1932-1950

The main axis of growth for this period was along the ESE-E wedge following Cemetery Pike. Another axis of nearly the same size was along the SW-SSW wedge indicating the growth along Russleville and Nashville roads. Both of these were a combination of commercial and residential and were the onset of the suburbanisation pattern that soon followed. (See Figure 7)

1950-1964

The main axis of growth during this period was along the SSW-S wedge. This growth was mainly residential as the post WWII suburban expansion came to Bowling Green. (See Figure 8)

1964-1972

The main growth axis during this time was the S-SSE wedge as businesses located along Scottsville Road, the main route to 1-65. Two secondary axes also appeared along the WSW-SW and SSW-S wedges as suburbs continued to grow along Scottsville, Smallhouse and Nashville Roads and initiated along Russelville road. (See Figure 9)

1957-1983 Industrial Maps

Between 1957 and 1983 I was unable to locate maps that showed the development of the city, except for the USGS quadrangle that I used for the construction of figures 8 and 9. I was, however, able to find maps of Bowling Green's industrial sites from 1957-1983. The location of these sites showed a strong influence of the Dixie Highway and the L&N railroad in the zoning of industry in Bowling Green. With the completion of the Green River Parkway and 1-65, the concentration of new industry focused at the interchange of 31W and I-66, and along Russelville and Nashville roads near the Green River Parkway. Again , the Railroad and the Dixie Highway played a locational role, but the Interstate and Parkway dictated where along their lengths the industries were located.

Conclusions

After observing the growth patterns of the city in their historical context I have come to these conclusions concerning the effects that the transportation routes had on the growth of Bowling Green.

The effect of the Barren River on growth.

The Barren River had a strong influence on the early prosperity of Bowling Green. The initial settlement of the city was made possible by the river, and its proximity to river fords was the first factor that guaranteed its growth. The Barren River wielded its greatest influence on Bowling Green during the steamboat era from 1830-1931. During this time, it spurred growth along the waterfront and prompted the building of the Portage Railroad line which helped define the industrial commercial core of the city. Only with the coming of the railroads did the influence of the river wane and fade to nothingness.

The effect of the L&N Railroad on growth

Although the L&N Railroad had a major effect on the businesses of the city as the route to market of their goods changed, it initially had little effect on the city growth pattern. The reason for this conclusion is that the Portage Railroad, which was built and operated by the river businessmen, had already defined the direction of city rail growth through the riverfront. Therefore, when the L&N bought the Portage Rail Road in 1853, it inherited part of the city founded by the river men, not the railroad. Although it did impact the prosperity of the city by taking over shipping when the riverboats left, it had little guidance in the inner city growth except directly in the right of way. The railroad increased in importance during the late 50's as it was a major factor in the location of the industrial parks of the city. Consequently, along the Russelville Rd., Industrial drive corridor, and along 31W a large number of industries located to take advantage of the rail line.

The effect of 31W on growth

The Dixie Highway spread most of its influence on growth along its southerly route from the city. Many suburbs developed along it from about 1914 on. The Highway also guided industrial park growth towards the northeast and southwest. The southwest developments ceased primarily due to ground water problems, but growth to the northeast continues even to the present.

The effect of I-65 and Green River Parkway ( Natcher Parkway) on growth

The main effect of I-65 is the explosive growth along Scottsville road that has occurred since its completion in 1973, The subsequent growth of Campbell Lane, Dishman Lane, Cave Mill Road, and the inter meshed suburbs is a direct result of this major change of the growth axis of the city. Another area of growth influenced by the interstate is the industrial growth at the 31W and I-66 interchange. Additional growth occurs down 31W as well due to the interstate influence.

The most visible effect that the Green River Parkway had on the development of Bowling Green is the growth of Hobson Lane. Although this beltway loop has not begun to extensively develop, it was intended to attract business through its connections to the Parkway which would allow trucks to bypass the congested downtown. The interchanges between The Green River Parkway and Morgantown, Russelville, and Nashville Roads, also speed access to current industrial parks in the city. As a result, future of growth towards the highway is likely in the city.

Future growth

The future growth of Bowling Green will be influenced by the following transportation routes. I-66 will continue to be the dominant factor of city growth as the city grows on either side of it along Scottsville Road and 31W. Natcher Parkway will also have an influence on the west end of the city, although growth will be tempered by environmental concerns due to the Lost River. The L&N Railroad, now part of the CFX system, will also influence growth at both ends of the city, although this influence will be to a lesser degree than the growth around the interstates. Finally, the Bowling Green Airport will be a focal point for growth as evidenced by the convention center and the increase of growth around Lovers and Campbell lanes.

Bibliography:

Ballard, Barney, 10-hour Excursion trip opened L&N Through service in 1859, The Courrier Journal, October 23, 1859.

Bush's Kentucky Reports. Louisville and Nashville Railroad Company vs Covinton & c, ans appeal from the Warren Circut Court, Bush's Kentucky Reports, Vol II, (Kentucky Reports, v. 56, (1866) p 526-532.

Crocker, Hellen Barter, The Green River of Kentucky, Univesity press of Kentucky 1976

Higgins Betty, Green River Parkway Opens Today, Park City Daily News, Dec 15 1972

Kentucky Echoes "Cave Country" Dixie Highway: 31W and Cave Country, For years the Pathway to the South, Author and date unlisted, p32-33.

Kentucky General Assembly, 1836, Chapt 135, an act to incorperate the Bowling Green Portage Railway.

Kentucky Genreral Assembly, 1850, Chapt 122, An act to ammend the Charter of the Bowling Green Portage Railroad Company.

Kentucky Library Collection, Incomplete Notes about the Portage Railroad, From the Files of "The Kentucky Library" Under "Transportation Rail: Portage Railroad".

Klein, Maury, History of the Louisville and Nashville Railroad, The Macmillian Company, NY, NY, 1972

Nazero, Jessie, Nashville Division Correspondant, Early History of Bowling Green KY, The L&N Employees Magazine, p 9-12, November, 1925.

Park City Daily News, March 3, 1911, Bowling Green Railway Company, Author Unlisted.

Park City Daily News, March 16, 1921, Trolly Cars Displaced by Automobiles in This City, Author Unlisted, Page 1.

Park City Daily News, September 30, 1930, Courthouse Standing on Station Site, Author Unknown

Park City Dialy News, I-65 strip to be opened, No Author given, Sept, 16, 1973

Park City Times, Nov. 9. 1900, Railroad History, (Author Unlisted)

Park City Times Gazette, April 17, 1889, Street railway, Author Unknown, p 2, col 5.

Sledge, David Hall, Bowling Green had first street car system, The Daily News, Bowling green Ky, June 20, 1985.

The Glasglow Weekly Times, Editorial: Oct. 19 1887, p. 2

Maps

1860 A map of the Settlement of Bowling Green, Kentucky. By J. Wilkson Oakes.

1863 Map of Bowling Green, Kentucky Showing its Approaches & Defenses. Surveyed and drawn under authority of Major J.h. Simpson, Cheif Engineer Dept of Ohio, by Leiutenant N.S. Andrews, 6th Michigan Battery, acting engineer.

1871 Birds eye view of the city of Bowling Green, Warren County Kentucky, Drawn by A. Ruger.

1877 Map of Warren County Kentucky. Compiled and Published by D.G. Beere & Co. 27 south Sixth Street, Philidelphia.

1914 Insurance Maps of Bowling Green, Kentucky. Sanborne Map co, 11 broadway New York.

1932 (Jan.) Insurance Maps of Bowling Green, Kentucky. Sanborne Map co, 11 broadway New York.

1951 (July) Insurance Maps of Bowling Green, Kentucky. Sanborne Map co, 11 broadway New York.

1957 (January) Industrial Resources : Bowling Green Ky, Bowling Green Chamber of Commerce and Frankfort Kentucky.

1958 (September) Industrial Resources : Bowling Green Ky, Bowling Green & Warren County Chamber of Commerce and Frankfort Kentucky.

1962 (June) Industrial Resources : Bowling Green Ky, Bowling Green & Warren County Chamber of Commerce and Frankfort Kentucky.

1967 Industrial Resources : Bowling Green Ky, Bowling Green & Warren County Chamber of Commerce and Frankfort Kentucky.

1970 Industrial Resources : Bowling Green Ky, Bowling Green & Warren County Chamber of Commerce and Frankfort Kentucky.

1973 USGS Topographic Quadrangle, Bowling Green North

1973 USGS Topographic Quadrangle, Bowling Green South

1974 (June) Official Atlas of Bowling Green, Kentucky.

1983 Industrial Resources : Bowling Green Ky, Bowling Green & Warren County Chamber of Commerce and Frankfort Kentucky.