HomeMy WebLinkAboutR-1995-027 Yakima Interurban Lines AssociationRESOLUTION NO. R95 -27
A RESOLUTION Accepting the Yakima Interurban Lines Association
Capital Program and authorizing an application for
I.S.T.E.A. matching funds.
WHEREAS, the City Council in 1994 directed the Board of the Y.I.L.A.
to focus on immediate needs in their proposed Capital Improvement
Program; and
WHEREAS, the Y.I.L.A. Board has completed this process and
submitted a revised Capital Improvement Program; and
WHEREAS, Council approval of the revised Capital Improvement
Program would allow the Y.I.L.A. Board to apply for a matching federal
grant from I.S.T.E.A. to allow for the restoration of track and electrical
systems; and
WHEREAS, the Board has requested that the Council authorize
$73,756 from the Trolley Capital Fund to serve as matching dollars for the
1995-1996 Capital Improvement Program; and
WHEREAS, the current Trolley Capital Fund balance is $142,507 and
the requested expenditure will leave a 1995 balance of $39,507; and
WHEREAS, the City Council deems it to be in the best interest of the
City that the Trolley Capital Improvement Program, as revised, be accepted
and that the requested matching funds be approved, now therefore,
BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF YAIKIMA:
Attachments 1 and 2, as submitted, revising the Capital
Improvement Program for 1995 are accepted and approved and an
expenditure of $73,756 from the Trolley Capital Fund for 1995 is hereby
authorized.
ADOPTED BY THE CITY COUNCIL this 14th day of February, 1995.
ATTEST:
Acting {City Clerk
Mayor
KENNETH G. JOHNSEN TEL
YAKI MA 11y'T
P O BOX 649
YAKIMA, WASHINGTON
98907-0649
509/575-1700
Feb 06,95 10:58 No.002 P.02
February 4, 1995
SOCIAT1ON
Mr. Glenn Valenzuela, Director
Department of Community & Economic Development
129 North Second Street
Yakima, WA 98901
Dear Glenn:
A NON-PROFIT
HISTORIAL AND
EDUCATIONAL
ASSOCIATION
We have made the changes to the YVT Co. Restoration Study
which were requested by the City Council. The document is now a
restoration plan for only the parts of the YVT that remain today
with all references to long range plans removed. We ask that the
Council accept and adopt this plan as its master plan for the YVT
Railroad.
We want to apply for funding to begin implementing parts of
the restoration and the timing is optimal right now to apply for
an ISTEA grant and a STEP grant. To make the 13.5% match for both
of these grants we will need a total of $73,756. The sheets I
sent over earlier show how these figures break down. We ask that
the Council approve designating $73,756 from the Trolley Capital
Improvement Fund for these matches. We also ask that the City of
Yakima agree to be named lead agency for these two grant applica-
tions. (This is required by the grants.)
i want to point out that these grants could mean as much as
a half million dollars in improvements to the YVT for which the
city would not have to pay a single cent. And these improvements
would all be on portions of track and overhead wire that lie within
the Yakima City Limits and are on property owned by the City of
Yakima. Please call me if there are any questions.
Sincerely,
Kenneth G. Johnsen, D.D.S.
YILA Board of Directors
IRS E.I. NO. 91-1294567
crerI nG \A/e CHi\m".• ,MN TAX NO f )fl Fi9n 788
YAKIMA VALLEY TRANSPORTATION COMPANY
Table of Contents
• Introduction
• Scope, Purpose and Goals
• Restoration Program
• Methodology
• Historic Overview and Significance
• General Restoration Approach
• Condition Assessment of Buildings
• Car Repair Barn
. Description and Recommended Repairs
. Drawings
. Cost Estimates
• Main Substation
. Description and Recommended Repairs
. Drawings
. Cost Estimates
• YVT Yard and Stone Shed
. Description and Recommended Repairs
. Drawings
. Cost Estimates
• Condition Assessment of Overhead Contact Systems
• Cost Estimate
Introduction
T� an outsider the people of Yakima look to be geniuses. Yakima already has an opera-
tional and actually historic trolley system. If you were to make a list of things that make a
City fun to live in and visit, the ease and excitement of moving around on an interesting
transit system would surely be on it. Most, if not all, major cities in the USA are looking
at how they can improve public transportation and attract riders. The recent installation of
new light rail or subway systems in Vancouver, B.0 , Los Angeles, San Francisco,
Portland and Seattle's Waterfront trolleys are evidence of the direction of transportation
trends, now and in the next century.
Seattle recently extended its new waterfront trolley, that runs restored vintage cars pur-
chased in Australia, to now run from the Pike Place Market through Pioneer Square to the
China Town/International District. Seattle has spent over $12 million creating the two
mile waterfront streetcar line and by all accounts its been well worth it as a tourist attrac-
tion and a public carrier The system is now operated and maintained by King County
Metro
The "Willamette Shore Trolley" is a new 6.5 mile system for tourists, running between
Portland and the City of Lake Oswego. It is owned by a consortium of cities, counties,
the State and Tri -Met. They have just received an $800,000 Federal I.S.T.E.A. grant for a
$1.2 million line extension and trolley barn. The original railroad track portion of the line
was purchased in 1988, including bridges and a tunnel.
The recently constructed Tri -Met MAX line in Portland connects Gresham and downtown
Portland, a 12 mile run costing $11 million per mile. The line runs in the street similar to
Yakima's downtown system. Now an 8 mile extension is being added connecting
downtown to Hillsbourgh (including a three mile tunnel) at a total cost of almost One
Billion Dollars. The MAX system uses some old time historic looking replica cars.
Typically today a new light rail system such as MAX, with a double track and electric
overhead system, costs $15 to 20 million per mile, not including streetcars and right-of-
way acquisition.
Lets put it in perspective. Yakima is not Portland or Seattle. To build the Yakima Trolley
today with the run to Selah and to build a new substation and maintenance barn and buy
some new modern and replicated street cars would cost a lot and probably nobody would
do it But seeing as we already have the line, and if it can be restored and maintained
relatively cheaply, why not use it?
To study the feasibility of restoring the line we have come up with two plans. Plan #1
looks at just restoring the existing track, ties and ballast, and does some repairs to the
Naches River Bridge. Plan #2 the proposes to replace all of the track with new track.
1
Plan #1 proposes to permanently keep the 60 pound rail as opposed to Plan #2 which
would replace all rail with new 115 pound rail. Plan #1 proposes not only to keep the
track, but the swing and sway character of the old trolley line. The plan is based on the
assumption that people don't mind the cars running slower and that they would prefer to
see the original stuff.
Plan #1 fits in well with historic preservation goals of the state and federal government.
Federal grant conditions will be easier to satisfy if a solid historic preservation approach
for the restoration of the lines and buildings is followed, such as is outlined in this study.
Plan #2, however, anticipates a time when the lines will be used more intensely with
newer, heavier, faster streetcars
The estimated restoration and development costs are as follows:
Plan #1 (Maintaining original track permanently)
Main Substation/Museum $ 273,695
Car Barn Restoration $1,405,531
Pine Street Site Development $ 164,095
Overhead Contact System $ 651,914
Track Restoration, Plan #1 $ 484,964
Grand Total $2,980,199
Plan #2 (Temporary repair of track and full replacement after five years.)
For track replacement with all new systems add $6,000,000 to the above estimate.
In summary, the Yakima Trolley is a tremendous asset. It has a lot of value in it as its
physical condition is fairly good. It can be put into a good, more usable, safe condition
with the implementation of Restoration Plan #1. It could be made into a state-of-the-art
trolley system for higher speed transit with the implementation of both Plan #1 and
optional Plan #2.
The obvious approach is to implement Plan #1 and worry about Plan #2 in 5 to 10 years.
The completion of Plan #1 will provide terrific transit enhancement to the City of Yakima
and Selah It will add to the excitement of tourists and Yakima residents.
The great thing about it is that the trolley system already exists as a fascinating part of
Yakima's colorful history.
2
Scope, Purpose and Goals of Study
The major goal of this study is to prepare an Action Plan that will lead to and facilitate the
preservation, restoration and reuse of the surviving elements of the Yakima Valley Electric
Interurban Railroad system originally constructed in 1907 and called the Yakima Valley
Transportation Company or the YVT. The current operators and caretakers of the line,
the Yakima Interurban Lines Association, would like to turn the YVT railroad into a first
class museum that will be the pride of Yakima and a Mecca for those who would like to
see and ride a genuine turn -of -century Interurban Electric Railway System.
The primary focus of this document is the evaluation of the current condition of the rail-
way's existing track, poles and wires, bridge and the Car Repair Barn and Main Substation
located at the South Third Avenue and Pine Street site. It also focuses on recommen-
dations and cost estimates for their restoration and repair and for further improvements
necessary to implement the new plan for the reduced size site.
Along with historic preservation and restoration, attention must also be given to the
possibilities Y.V.T. possesses for renewed transit service. A rail corridor between Selah
and Yakima holds much promise for getting commuters off the already crowded highways.
The study's immediate objectives are to provide a clear and feasible Master Plan that will
secure approval and support from the Yakima City Council and City Government agencies
and regional transportation agencies, and that will lead to the securing of new funding
from government grants and private donations
3
An immediate planning goal is to acquire and restore several of
Yakima's original 1930s street cars. Brill Master Units are
currently available but may soon be lost to out-of-state purchasers
Possible Future Expansion of Transit/Commuter
Service to Selah
N l aster
Unit
1930
a k iin a
Electric
Railway
Photos:
Kenneth G
'tinsel]
Res-ora3 i on Program
A. Track and Overhead
1. City of Yakima place a moratorium on further track reductions.
2. Install new track onto the Pine Street Yard from Pine Street in an easterly direction,
past the east side of Car Repair Barn then splitting into two lines of track and
extending south to the Main Substation Building. (Note: This has already been
completed as of December, 1994.)
3. Repair all other existing track and overhead systems. Rebuild existing track in city
streets and coordinate this work with city's regular street repair program. Also
coordinate this work with the City of Selah track relocation program.
4 Reactivate existing track and install new poles and wire on the section of track now
located on Second Avenue between Pine Street and Yakima Avenue. Create a stop at
Yakima Avenue.
B. Buildings:
1. Restore Main Substation: Restore and renovate main substation building into
museum, ticket office, theater and gift shop. Provide accessible public toilets.
2. Restore Car Repair Barn: Provide additional public toilets. Reinstall original roof
monitors and provide general structural upgrade as outlined in structural section of
report.
3 Disassemble metal storage building now located at southwest end of site and relocate
it off-site, possibly to a site on South Second Avenue between Pine and Walnut, now
owned by the Union Pacific Railroad.
4. Restore small stone storage building or relocate structure on site if current location is
in conflict with new track to be installed on east side of Car Repair Barn.
4
C. Site:
1. Develop a passenger loading area with covered canopies, benches and some land-
scaping between parking area and track along Third Avenue. Provide paved areas for
• parking and passenger waiting areas with mechanical passenger loading devices for
handicapped passengers that are A.D.A. conforming. It should be noted that most old
cars do not have wide enough doors to allow wheelchair access. It may not be
possible to meet A.D.A. and State Handicapped Accessibility Requirements, and
waivers should be sought.
2. Develop parking on the east side of the Yard with entrances and exits off of South
Third Avenue.
3 Restore rock surfaces of existing yard. Provide a site drainage system. Provide
historically sensitive, possibly iron style, fencing around site for security and safety.
4. Provide a historically accurate site lighting system with a combination of fixtures
mounted on the railroad poles and some along the streets that resemble historic street
lighting.
5. Provide landscaping and street trees in the parking strip at the Pine Street Yard.
6 Obtain rail link property now owned by Union Pacific Railroad at Pine Street and
South Second Avenue.
D. Equipment
1. Acquire and restore Yakima's 1930s Brill Master unit cars which are currently leased
to Y.I.L.A. (and available) but may be sold out of state.
5
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CITY OF YAKIMA - PARTIAL MAP
YAKIMA VALLEY TRANSPORTATION COMPANY
N e 500' -O'
Tonle in/Hoyne Inc. p.s.
204 FIRST AVENUE SOUTH SEATTLE, WASHINGTON 98104
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Methodology
T� determine the current status and condition of the system and to prepare a preservation/
restoration action plan the consultant team has met with members and officers of the
Yakima Interurban Lines Association (YILA), Yakima City staff, and transportation
planning staff from the Yakima Valley Conference of Governments.
Initially the study team, consisting of architects, civil and structural engineers, conducted
on site field investigations, reviewing all portions of the Pine Street site and buildings, and
the existing YVT lines from Yakima through to the City of Selah. The team has reviewed
the available information about the system, such as maps, books, photographs, historic
inventory and nomination forms.
The team has photographed and video-taped the Pine Street site and structures and
prepared measured, as -is plan and elevation drawings of the existing buildings and site.
Alternative schemes for redevelopment and restoration of the site, buildings and track
system were prepared and reviewed by the YILA, city officials and other study
participants Through the alternatives review process the preferred plan was selected.
Related cost estimates for the Immediate tasks were prepared as part of this study.
The study utilizes two consulting engineers for the review of the condition of the track,
which gives us several scenarios to the track restoration or replacement approach.
1. Richard Seelye, an engineer with King County's Metro and with much experience
with Seattle's Waterfront Trolley System, advocates that the existing track is
salvageable and argues for keeping the historic integrity of the line, including the
swing and sway.
2. Mike Strider from the Portland based B.R.W., Inc., Transportation Planners and
Engineers, suggests that the old system can be maintained for a few more years, but
ultimately the track must be replaced with new track and a more state-of-the-art
system if newer, faster streetcars are to be added.
Both approaches are valid. The final decision to replace the track with new can be made
in the future, and will be dependent on the actual and projected use of the system at the
time For the purposes of this study we have included costs for repair of the existing track
in Plan #1 and the cost of replacement with new track in Plan #2, all in today's dollars
A final portion of the study will involve providing review of the museum and tourist
programs to provide recommendations for further development and expansion of the
museum, interpretive exhibits and providing recommendations and ideas as to how to
improve the public visibility of YVT and increase ridership and support.
7
Buildings may also be altered on the inside and outside (but as little as possible and
necessary) to accommodate building code and new use requirements. Historic preser-
vation officers will review the proposed changes and the final constructed changes as to
whether they are acceptable under the terms of a grant or state and federal tax break
programs All changes and designs should also be reviewed and approved by the granting
agencies or their representatives prior to construction. There will also be flexibility in the
restoration of the track and overhead contact system. New components will be allowed to
be used, but they should link and "feel" like the original systems as much as possible.
Finally, only a very qualified and experienced restoration architect, engineers and con-
tractors should be utilized for design and construction.
10
KENNETH G. JOHNSEN TEL:206-850-8530 Jan 25,95 16:58 No.003 P.03
YAKIMA VALLEY TRANSPORTATION CO.
Repair Scope or Work and Itatimsle
By: ToriKrvFloyne Architect Firmer
Track System Restoration, Phase 1
Retention of Exiatinjl System Approach
Task
Track Repair for 6 tc' 10 year Operation
1 Spraying end brush cutting
2 bitching
3 Removal of Disconnected Track Ofd Spurs
4 Replace crossties
5 Tighten track bolts
6 Replace Rail Joints and OTM
7 Line and surface track and replace bent rail
8 Reconstruct Public :ting
9 Reconstruct Private XI®s
10 Riprepping et Neches River Bridge
11 Rebuild Bridge expansion joint
Total
SUMMARY
1 /25195 Page 1
City ttMMtts Unit Cot -Tett
0 LS 88,000.00 S0
0 IS $21,318.00 $0
4 EA $5,000.00 $20,000
0 EA $65.00 $0
1,000 EA $1.50 *1,500
25 EA $70.00 *1,750
1 LS $20,000.00 $20,000
5 EA $12,000.00 $60,000
1 LS $10,000.00 010,000
0 L$ $50,000.00 $0
0 LS $10,000.00 $,Q
$ 113,250
Subtotal Track Restoration $113,250
General Conditions 5.0% 85,863
Contractor OH&P 10.0% S11,325
Total Construction Cost
*130,238
Permits 2.0% $2,605
Contingencies 15.0% $19,536
Design Fees 12.0% *18,285
Escalation 4.0% $5,210
Sales Tax 8.0% $10,419
Grand Total
$168,282
/3.51,, P TCIJ Z5, 0,9
J.STE-A. GRa-NT: JC1,/43
KENNETH G. JOHNSEN
TEL:206-850-8530
JAN -25-1995 12106 FROM TONK
YAKIMA VALLtY TRANSPORTATION CO.
Repalr Scop* oT Work atlfl Ratirnate
9y, Ton r'Uoyr a ArehNott Planner
Overhead Contact System, Phase I Budget
Task
1 Anchors
2 Poles
3 Down Guy
4 Mast Arm
5 Trolley Wire
6 Cross Span
7 Replace negative feeder jumpers
8 Add negative feeder Jumpers
9 Reconstruction of 6th & Pine curve
10 New Oeedends
11 New Lighting Arresters
12 Relocate feeder and clean poles
13 Repairs to Splices
14 Feeder to Trolley Wire
15 Remove 2 unused feeders
16 Remove unused trolley wire P whse
17 Repair to Supporting Buildings
Subtotal Overhead Contact System
General Conditions
Contractor OH&P
Total Construction Cost
Jan 25, 95 17:01 No .003 P.05
,•: Y.,,,;h >,.q Y: 8508530 P.02
thy Uritts
5.0%
10.0%
1125/95 Pap 1
Unit Coat Total
4 EA $397.00 51,588
55 EA $1,040.00 $57,200
4 EA 898.00 5392
0 EA $331.00 $O
10,000 IF 35.31 $53,100
3 EA $300.00 *900
300. EA $40.00 $12,000
6 EA *200.00 $1.200
1 LS $10,000.00 $10,000
3 EA 8500,00 $1,500
5 EA $250.00 $1,250
100 EA $150,00 *15,000
0.5 LS $10,000.00 $5,000
5 EA $200.00 *1,000
5,000 IF 32.50 $12,500
1 IS 81,250.00 *1,250
LS $4lr,9QQ
Total *218,880
5218,880
510,944
$21,888
8251,712
Permits 2.0% $5,034
Contingencies 15.0% *37,757
Design Fees 12.0% $35,340
ESCeletlon 4.0% *10,068
Sales Tax 8.0% $20,137
Grand Total 1360,049
13.50 M.4701 $48,607
G'C' Giem': ,r 3/t, 442