P378 .P8724 Bm n> w €rs flfrytata* state University Library. Bozemak Creative Arts Library Statement of Permission to Copy In presenting this thesis in partial fulfillment of the requirements for a Bachelor of Architecture degree at Montana State University, I agree that the library shall make it freely available for inspection. I further agree that permission for extensive copying of these for scholarly purposes may be granted by my thesis advisor, or, in his absence, by the director of the Libraries. It is understood that any copying or publication of this thesis for financial gain shall not be allowed without my written permission. Undergraduate Thesis In Architectural Design By Bill Powers Submitted to the School of Architecture as a partial fullfillment the requirements for the degree of BACHELOR OF ARCHITECTURE Pete Kbmmers, Committee Person Pam Bancroft, Thesis Advisor /pg72M TABLE OF CONTENTS Introduction Defining the Problem History Design Goals Architecture as Reuse Site Analysis Programming Code Search r ( I n t r o d u c t i o n INTRODUCTICDN Architecture is the response to a problem. The problem of this thesis project is to provide a passenger train depot for a new railroad line. The response is the reuse of an existing station in Helena, Montana. This book defines the problem and examines the implications of the response. r r r r r r c c i. i L L L L Pefininq the Prob Urn NOR-RAIL Dorothy Bradley, state legislator, and Bob Stevens, a travel consultant, are planning a new passenger train line across southern Montana. The project proposed here is to design a major depot for this line in Helena. There are two major reasons for choosing Helena as a center for this line: 1) Helena is the only city where rail line will branch. Phase I is a line from Billings to Spokane; phase II is a line from Helena to Shelby, Mt. Connections to the Amtrak line will be made in both Spokane and Shelby; 2) Helena is the state capital; state employees often must travel around the state, and people from around the state often have to travel to the capital for business. j|( This passenger line, called NOR—RAIL , is planning on allowing local communities developing their own stations, using existing stations wherever possible. NQR-RAIL is also planning on applying for various government grants to develop these stations. This project proposes to use both government grants and local private funds to develop a center at the train station. NOR-RAIL will be a small scale passenger line. Between three to five reconditioned passenger cars, carrying up to fifty people, is the scope of this line. Montana Rail Link, a newly formed freight railroad line, owns the track which NOR-RAIL plans to use. NOR-RAIL will will use the secondary passing railroad track *NOR-RAIL is still in the preliminary planning stage; throughout this project I have made assumptions to the direction in which NOR-RAIL would take. SPOKANE SHgUBY PAHO I I < « I « < Q X I I l > ( > > t I I « 1 1 I I , | | , , i " " ' " • • " i n u m . t i t / / 4~ HEUENA MONTANA o PIL-UING-S X NOR-RAlu- PHASE I — NOR-RAIU PHASE II AM'TRyAK i L 12 11 -*jjr 10 Stt HitCNA VAUIV NU .",-n y. LEGEND NugtH i±2J±21 mmi Cw HMjl %1 VO-TCCH • H^OAT Mil ICotCI' Ci»»C :iNiu 1 Of < I PCM «P*il t' ST PI tfH t H'JSriTAt wherever possible to avoid conflicts with Montana Rail Link s (MRL) "freight traffic. All other depots on the NOR—RAIL line will be smaller than Helena's. NQR-RAIL does not plan on being a nostalgic passenger line. The nationally funded Amtrak line served southern Montana from 1971 to 1979, however the sparse population in this area failed to return a profit. NQR-RAIL will be an economically competitive form of transportation by using a smaller amount of investment capital than frntrak did. One of the goals of NDR-RAIL is to interface with other forms of transportation wherever possible. This includes airports, bus depots, city bus lines, and major highways. Another goal is to eventually have a connection from Yellowstone National Park to Glacier National Park. Helena would be on this line and be near the mid-point between the two parks. Eventually NQR-RAIL would like to have a line connecting to Salt Lake City, which already has a passenger train line to southern California.^ QTTF qn FRTTHN Factors for determining a site for the NQR-RAIL depot are: 1) Availability to interface with other modes of transportation, i.e. close to airport, bus depot, city bus system, etc. 2) Location on a passing or secondary railroad track instead of the main MRL freight track. COMM&RCIAL- STRI P M R U P R O P E R T Y P'PZ^MAN AVtS- Z £ z o L z L i t U T V PARK a A U U l T A N A V f UgWIS AVE q ° n Q n a n • D D D ° • • 0 £1 H p • p a n a £ K 6 • • a • • UYNPAUg AV£ O' -I ICO' 200' 3) Easily accessible to local traffic. 4) Having an existing track for a train to turn around; or having enough space to build a turnaround track. 5) Having an existing platform for the loading and unloading of passengers. Preliminary studies were done using a site on the west side of Roberts Street, just south of the railroad tracks. (See site map.) However, when more elements were added to the program, it became apparent that reusing the old Northern Pacific depot on Railroad Avenue was a better choice. Besides satisfying the five requirements listed above, the old depot has beauty, charm, historical importance, and clearly presents the image of a railroad station. EXPANDING THE PROGRAM A new transportation system can provide an economic gain throughout the community, fin increase in travelers is an increase in money flow. This explains why transportation systems are often the beneficiary of public funds. Therefore economic incentives will be made to entice other businesses to move into the Northern Pacific stations. (Although Montana Rail Link now owns the station, it is still commonly known as the Northern Pacific station). The only inter-city bus depot in Helena is the Intermountain Ekjs Depot. Their present depot is a small (about 1,000 square feet) cinder block building on Last Chance Gulch, about six blocks from the Northern Pacific depot. Both NCR-RAIL and Intermountain Bus Line would benefit from sharing a depot. A Western Lhion office is also located in the bus depot. This office would also move into the Northern Pacific station. The bus and train depots would still leave a large portion of the North Pacific depot unused. Given the nature of the building and the neighborhood, it would provide a good atmosphere for a dinner restaurant. The New Asia Kitchen, an Oriental restaurant in Bozeman, will decide to expand and move to Helena. The remainder of the space shall be used as shop space for light bus and train repairs. Areas within the depot are already set up as shop or garage areas and both buses and train could benefit from having this space. Montana Rail Link is presently using the old Northern Pacific depot as a switching station and maintenance yard. However, the grandeur of this station was obviously intended for public use. New facilities will be built for Montana Rail Link on another site. Historical significance plays an important role in the reuse of this train station. The next chapter examines the history of the image of train stations, of Helena, and the Northern Pacific depot. PROPOSED SCHEDULE £QE NOR-RAIL Hi HELENA Arrival Departure 9 a. m. 9: 15 a. m. 11 a. m. * 11: 05 a. m. * 5 p. m. * 5: 15 p. m. * 8 p. m. 8: 15 p. m. * two trains at same time. 3-5 passenger cars per train, up to 60 passengers per train. INTERMOUNTAIN EH& DEPOT SCHEDULE Arrival Departure 5: 10 a. m. 5: 15 a. m. 11: 05 a. m. * 11: 10 a. m. 1: 10 p. m. 1: 10 p. m. 5: 10 p. m. * 5: 15 p. m. * 6: 45 p. m. 6: 50 p. m. *two buses at the same time. -up to 30 passengers per bus. r r r f i i L L L I History IMAGE OF THE STATION Railroad stations have traditionally been a hub for local communities. Stations first started appearing in the Uhited States in the mid 19th Century. The building of a station symbolized the advancement of technology and the coming of the 2 industrial age. Both the United States and England had working railroads by 1830. There were no precedents for railroad stations, therefore, early stations often took the form of Greek and Roman revival buildings. Engineers usually designed these stations, and architects would be involved only at the end of the project to create the front facade that would face the street and the public. The Greek and Roman forms were a familiar image, disguising the new technology of railroading that many people distrusted.^ As the functions of a train station developed, so did new styles. Trains ran on a time schedule, and as clock watching became more important, the presence of the clock gained prominence. The adaptation of the Italian villa style allowed the use of a campanile for a clock and bell tower, keeping clear track of time announcing train arrivals. This style was also practical for building large structures at a low cost.^ Examples of Italian villa style stations By the 1850s, railroading traffic had expanded beyond expectations. Relatively new stations were torn down and replaced by larger ones, or new additions were built. The newly developed iron truss was used to make new breakthroughs in unsupported roof suspension. Rivaling engineers competed in train shed construction to set new records in spanning distances, similar to the competition for the world s tallest skyscraper tod£y. As budgets for stations and their role within the community grew, so did the articulation and character of the image of the train station. During the second half of the 19th Century, the dominant architectural style was known as "picturesque." This combined several revival styles (Gothic, Greek, Roman, etc.) on a single building. Other characteristics of the picturesque included the use of a variety of shapes in the roof line, visual expression of structural elements, microcosm of industrial society, a public place where all social classes could rub shoulders. Grand Central was the first station to use elevated walkways for cross pattern circulation. This method is still being used in airports today. Soon after 9 Grand Central, other frnerican cities built large stations, forming urban landmarks. r r r i i i i Grand Central Depot, | New York & Harlem, New York Central, and New York and New Haven railroads, New York, New York, 1869-71. Designed by Isaac C. Buckhout and J. B. Snook for Commodore Vanderbilfs New York Central L During the 1880s, two American architects, Henry Hobson Richardson and Frank Furness, played key roles in developing the image of smaller railroad stations. Richardson's use of massive stone walls, wide rounded arches, and an asymmetrical, picturesque roofline suggested the power and permanence of railroad travel. Furness used a wide variety of exotic styles within a single building to create rich, yet cohesive forms. Richardson's style was easier to imitate, but both of these architects influenced the style of smaller stations that were to be built during the western expansion of the United States. r i r Frank Furness Railroad stations were often the first permanent structure of a town in the frontier. The local school and store were built nearby. The original town station was built of wood, usually by untrained builders, in an ornate Gothic or vernacular style. If the town was successful, this structure would be replaced by a larger stone or masonry station. The following 1868 Currier and Ives etching show the 14 relationship between the railroad and the frontier town. L In areas of the United States with large Spanish influences, such as California, Spanish Mission style stations were built. During the early 1900s, the Beaux Arts style became the last significant style for railroad stations.17 The great depression of the 1930s seriously hampered the building of new stations, as did World War II. After the war, automobiles and airplane traffic replaced the railroad as a popular means of transportation. Of the post WWII stations that were built, most were done in the International style. The flat roofs IB and glass walls somehow lost the image associated with the railroad station. 226. Bur l ington, Iowa, Chicago, Bur l ington, and Quincy Rai l road Sta t ion . By Holabi rd and Root , 1944. Genera l v iew. •f the 40,000 railroad stations built in the 19th Century, about half remain standing today. Most cities have moved their business centers away from the railroad tracks. These old stations have been abandoned to warehouse districts, since freight traffic has far outdistanced passenger traffic since WWII. Because these stations are still existing, and there are few new stations, we are left with a very strong 20 visual image of the railroad station. HFI FNQ QND THE NP In the summer of 1864, four desperate gold miners struck paydirt on a dry gulch of Prickly Pear Creek that they had named "Last Chance Gulch." News of the claim traveled fast, and the town of Helena was born. By late 1864, surveyors had plotted out an irregular street system, following the contours of the land and staying within the proximity of water.^ Also in 1864, Abraham Lincoln signed a charter to form the Northern Pacific Railroad Company. The primary goal of this organization was to build a line from Duluth, Minnesota to the Pacific Coast. This would be the first trans-continental railroad line across the northern United States, connecting civilization to places that were not yet on the map. Over the next seventy-five years, the development of Helena and the Northern Pacific Railroad would be closely interwoven. By 1869, scouting parties for Northern Pacific were traveling across the territory of Montana, plotting out difficult: river T . . 21 and mountain crossings, while dodging the areas of hostile Indians. Mining and ranching were booming in Montana and people were eager for a transportation route. In 1873, the legislature passed a bill for $3,500,000 in 22 territorial bonds to Northern Pacific for completion of track to Bozeman. The ISP laid track at a hurried pace, working east from Wallula Junction, Washington, and going west from Duluth, Minnesota. Huge labor camps, including hundreds of Chinese working for as little as fifteen cents a day, pushed their way across some of the roughest terrain and harshest climatic conditions in the United States. Transcontinental railroad lines were a major accomplishment. The Union Pacific Railroad Company had the first line, NP was second. Most of the investors became millionaires, and industrial deaths or low wages were common among the laborers. The first train rolled into Helena on June 13, 1883. By September 8th of that year- the last spike was driven at Gold Creek, Montana, about tra 5 r H /J<20 F #22 -> • i ".LLATI N E nm Sal, 2 «l A339 N^/j tj / * m dro. I? t . . \Om / o a * -It rj Visfr SAN&ORN INSURANCg MAP ca. 1884- /JW<7 Jfcharts SQmiAs. I* T^=. o»«. f\#*0 owAiec? sr #*rm . «s*t / / * / X D%>x) SSr«K0 CO <6FS> SANBORN I NSURANCg MAP ca. 1124 I4U6 1410 1412 GALLATIN 828 S r . s SCHOOL & fc C/VV/?Crt (/? c ) //£/rr //or /r//r overs JI i f ) cr LLI Q Z < iO /5M 5(77 /SDS tfi.*. * r/«v fj/7 /5/9 r""~1 11 \Tfc$ J ? ! I l 1 u~ r? *i D *""55 R 74 tJ y (kin*i) ft R ' m 1 / o 7~c /!• Vj? *-P.|. •in SANgORN I NSLJ RANC£ MAP ca. I15M- FF & SHCD 5c»u 50 FT TO ONE INCH 0 5C GALLATIN= Copv'ifM i930 tw tr* S*n50rn Wi; It m RT ln_ I/) q: LlJ r/ .-| • J2L_., L (7~TL4 I ^ iVL • | / V j? /' |f i > !—r - il_A ' HEAVY M R U P R O P E R T Y P P Z ^ M A N A V ^ Wmaete*. t r a f f i c P L O W © & A U U I T A N A V £ ' H 1C2<£ " • • nD dq • Qfl 'D c £ 'v .U^WIS AV^ ill P • DP • S 0a na a Lr • B P a p • ••" a' ' £ • • i -YN PAU£ AV£ CLOCK TOWgR T^RMINAT^S VI £W O N T W O S ^ R A R A T £ A X ^ S 1 O' • 1GO' BOO' CHANGES NggPgi? RgSTORg ORIGINAL CHARACTER 1. REMOVE WOOP PIUU IN ARCHEP WINPOWS 2.R.EM0VE E2RICK FILL l|N POORWATS 3. REMOVE PAUS£ C^IUINGr ANt? MOST INTERIOR WAULS 4-. REMOVE RAPIO TOWg-R nn iri milium: niitnnu: ! HI_1. r NORTHERN PACIFIC PtSPOT 30' H ^ U P N A , M t O 10' 60 CLIMATIC DATA Helena precipitation Jan Fib Mer Apr May Jun Jul Aug Sep Oct Nov Dec months Serlee A Helena Temperature ANQ. Daily Temp. Jan Fab Mar Apr May Jun Jul Aug Sep Oct Nov Dec MONTHS COlrlM&RCIAL STRI P M R U P R O P ^ R T V rR^VAIUlNCr WINPS 20 l L v~ - UOCKgP 3V RARK^P -TRAINS CITV PARK 0 -... (S-AUUITAN AVE \ fTdo •" ° 0" °ri n OflTl u LgWIS /AVE • D-.P •JpD0 1-VNPAU^ AV£ • 0 D Da 6 • D ^ - . n • O' -I- IOO' 300' AV£ .,.'>7JJ UtSWIS AVg L-VNPAL-g AVg EXI5TINGc UANP USU I WAREHOUSES COMMERCIAU ResipeNTiAU- O' - M.R.U UANP 100' 300' COMM&RCIAL 5TRIP M R U P R O P E R T Y CITY 'PARK AV£ GrAUUTAN AVg UgWIS AVE UVNPAL-g AVE ii gj NgLGWPORHOOP BUSINESS DISTRICT [y | E3 R-a singtU^ pamiuy r^sip^nt iau igo ' 300 ' • C L M COWMgRCIAl- & L-IQ-HT MANUFACTURING: SI I "I I IN* Vtltll MAP l ."•**» tf. LEGEND JK*ST2Z IWC-TF CH COi.HCt M >iUu>*| • >> »v"t ••< TO POWNTOWN To AIRPORT TO CAPITOL 12 11 -Vtir 10 X l S T l N G r B U S P £ P O T LEGEND %C"OOl CAMturr locrimj M4MMAULUNC ftAYWAt 0*IVt VO-TCCH • OOP* I H*Tt »t *« *«*» • Cl/I T R A I N R O U t e S 1 1 I T £ R - C I T Y g U S USER PROFILE NOR-RAIL plans on being competitive with automobile traffic in both cost (the price of a NOR-RAIL ticket will be about the same as the ga cost of driving, ) and time (it will take roughly the same amount of time to travel between cities on NOR-RAIL as it would to drive). Therefore anyone who would drive between cities on the NOR-RAIL route is a potential NOR-RAIL passenger. The following characteristics describe the probable NOR-RAIL users who would in turn be stopping at the Helena station: -anyone traveling between cities on NOR-RAIL route. -anyone traveling between cities near NOR-RAIL line that can be interfaced with bus transportation. -more likely by those who either don7 t own a highway-worthy car or who don't like to drive: -16-20 year-old age group -60 and over age group -low-income people -tourists; out-of-state tourists can travel on NOR-RAIL via airports, Amtrak, or interstate bus lines (Glacier-Yellowstone connection). -people who find the notion of train travel more appealling than other forms of transportation. -Helena college students who may be going to school at UofM (Missoula) or MSU (Bozeman), home for weekend visits. The profile for Intermountain Buslines users is similar to the NOR- RAIL user profile. There will be more tourists using this line than other bus lines because it does interface with NOR-RAIL. The following characteristics describe the probable users of the New Asia Kitchen: -professionals, and other people in the upper-income group. -groups of 2-4 people. -people who want a leisurely dining experience, not just a quick meat, -most customers will live in the Helena area. Programming Proaramming: DEPOT WAITING AREA Capacity: Room for a maximum of 120 people at 14 sq. ft. per person. Total: 1800 sq. ft. Use: A comfortable waiting area for travellers waiting for buses or trains; circulation for people between automobile/ train, and bus modes of transportation; cluster seating for people travelling in groups, and overflow seating for peak use periods. Proximity: Accessible for train, bus, and automobile travellers, adjacent to baggage areas, ticket counter, and restrooms. Environmental Controls: lots of natural lighting, good ventilation, adequate artificial lighting for reading while waiting. Existing Conditions: Although much restoration is needed, the central main hall is the most suitable area for this use. Programming; TICKET SALES AREA Capacity: It would benefit NOR-RAIL and Intermountain Bus to share a ticket sales area. Space for up to 20 people to buy tickets. Use: Sales to the public, information, and storage of records and money for employee use. Desk with telephone and computer terminal needed. Proximity: Should be a focal area for the waiting area and easily seen from all entrances. Environmental Controls: Extra lighting may be needed around this area. Existing Conditions: There is no evidence of a ticket sales area on the interior; however there is a bay window on the North side which has been enclosed by new concrete walls. Programming: WESTERN UNIQN OFFICE Capacity: Small office space and public access; 100 sq. ft. Use: Transfer messages and money orders. A telephone and safe are required. Proximity: Public access; near ticket sales area would be best. Environmental Controls: Ample lighting. Existing Conditions: There are no existing conditions on site, however the current Western Union ofiice in Helena is operated by the Intermountain Bus office. Programming: BUS BAGGAGE AREA Capacity: Space for baggage of up to 40 passengers; approximately sq. ft. Use: Controlled access to bus parking area and to passenger hall. Proximity: Adjacent to bus arrival area and to passenger hall. Environmental Controls: None. Existing Conditiong: None. Proaramming: TRAIN BAGGAGE AREA Capacity: Space for baggage of up to 50 passengers; approximately 100 sq. ft. Use: Controlled access to train platform and waiting area. Proximity: Adjacent to train arrival area and to passenger waiting area. Environmental Controlg: None. Existing Conditions: None. Programming: LIGHT FREIGHT AREA Capacity: Approximately 300 sq. ft. of shelf space for light freight; maximum size for freight is lenght plus girth not to be over 108 inches. Use: Delivery access by bus and train, public access for pick-up. Proximity: Convenient public access adjacent to passenger hall area. Environmental ControlB: None. Existing Conditions: None. Programming: DEPOT RESTRQQMS Capacity; Men's and Women's, about 150 sq.ft. each. Use: Public restrooms. Proximity: Easily accessible from waiting area. Environmental Controls: Good ventilation, durable building materials. Existing Conditions: The men's restroom in the southeast corner of the central hall is one of the few interior spaces that reflects the original style of the depot. Marble wainscoating, oak panel stalls, and a cast iron sink are still intact. Programming: PUBLIC TELEPHONES Capacity: 2 to 4 public telephones. Use: Public use for travellers. Proximity. Easy access from waiting area, but some acoustical separation is needed. Environmental Controls: Ample lighting directly over phones. Existing Conditions: None. Proqrammina: VENDING MACHINE AREA Capacity: 2 to 4 vending machines. Use: Provide light snacks, soft drinks, or newspapers to travellers. Proximity: Adjacent to the main passenger hall. Environmental Controls: Electrical outlets for machines. Existing Conditions: None. Programming: OFFICE SPACE Capacity: Space for 2 to 3 desks, copy machine, filing cabinets; about 400 sq. ft. Use: Administration work space for NOR-RAIL, Intermountain Bus , and New Asia Kitchen. NOR-RAIL may be the only business to use the office full-time. Proximity: Separareted from busy areas. Environmental Controls: Natural and artificial light. Existing Conditions: One of the upstairs wings is best suited for this use. Programming: EMPLOYEE LQUNGE Capacity: Lounge area for up to 6 employees, with private restroom if possible. Use: Place for employees to eat meals, have a coffee break, store coats, etc. ; if possible a shower for train and bus drivers. Proximity: Separated from passenger hall. Environmental Controls: Natural Light, acoustical separation from busy areas. Existing Conditions: One of the upstairs wings would be well suited for a lounge. Programming: RESTAURANT: LOBBY AREA Capacity: Reception for up to 12 people; small waiting area, 300 sq. ft. Use: Entry area, waiting area, cashier desk, coat closet, and transition area between outdoors and dining room. Proximity: Adjacent to entry and dining room. Environmental Controls: Double door entry if possible. a ting r.nnflH ti ona: There are several existing entries into building which could be used. Programming: RESTAURANT: PINING AREA Capacity: Seating for 70 people at 15 sq. ft. per person (43); 1050 sq. ft. Use: Public dining for groups of 1 to 12 people. Proximity: Adjacent to lobby area and to kitchen. Environmental Controls: Controlled natural light, if any; highlighted lighting in dining area; good ventilation. Existing Conditions: None. Programming: RESTAURANT: KXTCHEN AREA Capacity: Serving a maximum of 100 people per hour and using Time Savers Standard for Building Types estimate of 4-7 sq. ft. of kitchen space for each meal per hour (44); a total of 400-700 sq. ft. is needed. Use: Kitchen use is broken up into the following areas: -Line Area: Final preparation of dinners is done here and wait people pick up orders. Since the New Asia Kitchen will do a lot of quick stir-fried meals, a larger than average line area is needed; 150 sq. ft. -Prep Area: Initial food preparation; cutting up fish, meats, vegetables, making salads, etc. Must be accessible to food storage and line area; 75 sq. ft. -Dry Food Storage: Cool, dry place to store canned and dry foods; 70 sq. ft. -Refrigerated Food Storage: One walk-in cooler and 2-3 smaller reach- in coolers; 60 sq. ft. -Frozen Food Storage: One walk-in freezer; 60 sq. ft. -Dishwashing Area; One small (4'x4'x4' ) automatic dishwasher, 2 sinks for pots and pans. Must be accessible for bus people to bring in dirty dishes; 80 sq. ft. -Beverage Area: Coffee machine# ice machine, water tap, must be accessible to wait people; 30 sq. ft. -Storage: For clean dishes, silverware, linen, and other items for dining room; 50 sq. ft. -Janitor Closet: Brooms, mops, floor sink; 3 5 sq. ft. Proximity: Adjacent to dining room and to outdoor delivery area. Environmental Controls: Good ventilation, ample artificial light; acoustical separation from dining room. Ceiling fans at broiler area. Compressors needed for refrigeration. Existing Conditions: None. Programming: RESTAURANT: BAR Capacity: A fully licensed bar, seating for 15 people; 400 sq. ft. Use: Major function will be to serve drinks to people eating in restaurant. Can also be used by people waiting to be seated in restaurant or by general public, however there will not be a lot of advertising geared towards general public use. Proximity: Adjacent to lobby and to dining room, there must be clear access for wait people to pick up drinks. Environmental Controls: Controlled natural light, atmosphere artificial lighting. Existing Conditions: None. Programming: RESTAURANT: RESTROOMS Capacity: Men's and women's; approximately 100 sq.ft. each. Use: Public restrooms for restaurant customers. Proximity: Adjacent to lobby; close to dining room, yet entrys restrooms should be separated from dining area. Environmental Controls: Good ventilation. Existing Conditions: None. Programming: RESTAURANT: EMPLOYEE LOUNGE Capacity: Seating for 6 people and private restroom; 300 sq. ft. Use: Space fpr employees to take breaks and store clothes; restroom should have room to wash hands and change clothes. Proximity: Adjacent to kitchen area. Environmental Controls: Natural and artificial light. Existing Conditions: None. * i l| i l t l t l l (( i / / l l l l ((/ / M 1111 IM 1 - """ pif(til ii i w»11111 n ' 5 •Jnnnn^ > ~ e n v y ° cp c? o c> a^ - 5 9IH»111'" " , i n i tniM |j£S7Tt«?M5 ij j ,n i i ' imnuii i 11invimi 11=- 1 ~ro "pert* A 1111!(I 1111(1/1 i I I i i i i iuwc i hi a it uicv^hih i t w mini in r £M?LC>Y£& | mm • — s / / / ' / " • ^ C-L£M( • H XXZH** v&n £ ^ ^ • - •pgyszK.AGFs = iHUiui m u m M lAmtir lulu int i t i IMMUIM tvv\» PS-/v«]e^ 5 RESTAURANT PI AG-RAMMING Programming: MAINTENENCE SHOP AREA; WORK AREA Capacity: Area for 1-3 people to work on bus or train parts, storage of tools; 400 sq. ft. Use: Existing doors would allow some (but not all,) inter-city buses to park inside to be worked on. Parts on larger buses and trains could be brought inside to be worked on. Proximity: Adjacent to bus and train parking areas. Environmental Controls: Ample lighting, concrete floors, good ventilation. Existing Conditions: East wing of depot building has 2 garage doors. Proarammina: MAINTENANCE SHOP AREA; OFFICE AREA Capacity: One desk with phone and filing cabinet, could be out in the open; 60 sq. ft. Use: Manage affairs of the shop. Proximity: Close to work area. Environmental Controls: None. Existing Conditions: None. Programming: MAINTENANCE SHOP A£EAi RESTRQQM Capacity: Small restroom for shop use. Use: For shop employees Proximity: Adjacent to work area. Environmental Controls: Good ventilation. Existing Conditions: None. Programming: OUTDOOR SPACES: AUTOMOBILE PARKING Capacity: The following amount of off-street parking will be required: Depot Parking: day use 12 spaces overnight use 8 spaces employee use 4 spaces Restuarant Parking: public use 20 spaces employee use 5. spaces Total 49 spaces 3 of the 4 9 spaces will be handicapped parking. A miminum of 171 sq. ft. required per parking .space; 49x171 = 8400 sq. ft. plus circulation. Proximity: Handicapped parking should be closest to building; employee parking can be farthest away. Overnight parking should be in a well- lit, secure area. Programming: OUTDOOR SPACES: BUS PARKING Capacity: Current schedule has a maximum of two buses at one time; if possible allow for expansion to three buses at once. 450 sq. ft. per bus = 1350 sq. ft. Use: Load and unload passengers; there should be a minimum of backing- up for bus arrivals and departure. Proximity: Adjacent to depot and bus baggage area; circulation should be clear and direct. Programming: OUTDOOR SPACES: DRQP-QFF AREA Capacity: Area large enough for 3-5 cars to drop people off or to pick up passengers. 80-100 ft. of curb space. Use: Loading and unloading of people and baggage. Proximity: Close to depot entry and adjacent street. Proqrammina: OUTDOOR SPACES: WAITING AREAS Capacity: Benches or chairs for people to sit while waiting for train or bus; 3-4 benches. Use: Sitting outside, observing the neighbourhood. Proximity: Should be able to see buses and trains coming. Existing Conditions: The city park adjacent to depot has seating and is well suited for anyone who wants to wait outdoors for an extended amount of time. Programming: OUTDOOR SPACES: DELIVERY AREA Capacity: Area for trucks up to 30 ft. long to make deliveries to kitchen. Use: Unloading food and other items to kitchen. Proximity: Close to kitchen, yet should not block primary circulation routes. Proaramminq; OUTDOOR SPACES: DUMPSTER AREA Capacity: Space for 8' xlO' dumpster, should be visually screened. Use: Store garbage, most of which will be from restaurant. Proximity: Close to kitchen; access for garbage truck. r r i C/SR ACC E2S S\T& PIA&RAMMINGC I 1 L Code Search BUILDING ££D£ SEARCH Project: Depot Center Location: Helena, MT. REQUIRED CODES Building UBC Fire UFC Mechanical UMC Plunbing UPC Electrical NEC Barrier Free UBC OCCUPANCY GROUPS FIRE RESISTANCE OF INTERIOR WALLS OCCUPANCY SEPARATIONS CONSTRUCTION TYPE ALLOWABLE FLOOR AREA MAX. BLDG HEIGHT Depot Main. Shop A-3 B-1 2 hr. < 5' 1 hr. <20' 1 hr. <10' from B-l to A-3 3 hr. , type 5 type 5 6, 000 5, 000 2 stories 1 story Restaurant B-2 lhr. <20' from B-l to B-2 3hr. type 5 5, 000 2 stories FIRE RESISTIVE REQUIREMENTS Exterior Walls Interior Walls Partitions Structural Frame Shafts Floors Roofs PARAPET REQUIRED ROOF CONSTRUCTION and COVERING CLASS EXITS Occupant Load Factor Square Footage Occupant Load # Exits Required Distance Between Exits 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. 1 hr. No No No Class C Class C Class C 120 6 80 4 , 000 800 1 , 600 220 20 130 2 1 2 Distance not less than one half of the lenght of maximum overall diagonal dimension of the building area Depot Main. Shop Restaurant # Exits Required From Second Floor 2 Distance To Exits Not to exceed 150 ft. DOORS Swing Out Required Yes No Yes Special Hardware Required No No No STAIRS Width 36"wide NA NA Rise and Run Rise: 4-7" NA NA Run: 11" Handrails Each Side NA NA Roof Stair Required NA NA NA ZONING CODES Project: Depot Center Location: Helena, MT. ZONE: CLM USES: Transportation center, maintenance shop, and restaurant PERMITTED: Transportation center and maintenance shop CONDITIONAL USE PERMIT: Required for restaurant LOT AREA: Depends upon lease; about 44, 800 sq. ft. required BUILDING HEIGHT: 40' max. SETBACKS: 15' in front; none on other sides OFF-STREET PARKING: Yes; one for every 3 employees +5 spaces for transportation; one for every 3 employees + 4. 1 spaces per 1000 gross sq. ft. for restaurant -Screening Required: No -Landscaping Required: No -Number of HC Spaces Required: One for first 20-50 spaces; 1 for every 50 thereafter -Size of HC Spaces: 10' x20' OFF-STREET LOADING REQUIRED: No -footnotes & bibliography Bibliography Baucus, Jean. Gold in the Gulch. Bar Wineglass: Helena, 1981. Binney, Marcus and Pearce, David. Railway Architecture. Van Nostrand Reinhold Co., New York, 1979. Campbell, William. From the Quarries of Last Chance Gulch. Ashton Printing and Engraving Co., Butte, Mt. 1951. Cantacuzino, Sherban. New Uses for Old Ekiildinqs. Watson — Guptill: New York, 1975. Centre Georges Pompidov. Le Temps des Gares ~ All Stationst A Journal—Through—150 Years of Railway History. Thames and HLidon: London, 1978. Grow, Lancaster. Waiting for the 5;05 Terminal. Station and Depot in America. Main St/Universe Books: New York, 1977. Helena Urban Renewal Department (Publisher). Reclaimed Stakes on Last Chance Gulch. Helena: 1974. Jacobs, Jane. The Death and Life of Great American Cities. Random House: New York, 1961. Meeks, Carroll. The Railroad Station an Architectural History. Yale Lhiversity Press: New Haven, 1956. Myers, Rex. Montana Trolleys - I - Helena. Interurbans Magazine: South Gate, California, 1970. National Endowment for the Arts. Reusing Railroad Stations. Educational Facilities Laboratories: New York, 1974. National Endowment for the Arts. Reusing Railroad Stations. Book Two. Educational Facilities Laboratories: New York, 1975. Pena, William. Problem Seeking. Cahners Books: Boston, Mass., 1977. Renz, Louis Tuck. The History of the Northern Pacific Railroad. Ye Galleon Press: Fairfield, Wash., 1900. Wood, Charles. The Northern Pacific Main Street of the Northwest. Superior Publishing Co., Seattle, Wash., 1968. Footnotes 1. Bob Stevens, travel consultant, notes from intervies on 1-6-1988. 2. Lawrence Gorow, Waiting for the 5: 05 (New York: Universe Books, 1977) p. 4. 3. ibid, p. 10 4. ibid, p. 14 5. ibid, p. 15 6. Jean Dethier, All Stations (New York: Thames and Hudson, 1978) p. 43. 7. Marcus Binney and David Pearce, Railway Architecture (New York: Van Nostrand Reinhold Co., 1979) p. 28. 8. Carroll Meeks, Th£ Railroad Station, an Architectural Higtpry (New Haven: Yale University Press, 1956) pp. 10-16. 9. Lawrence Gorow, Waiting for thq 5: 05 pp. 40-48. 10. ibid, p. 42. 11. ibid, p. 36. 12. ibid, p. 38. 13. ibid, p. 80. 14. Jean Dethier, All Stations p. 57. 15. ibid, p. 58. 17. ibid, p. 92. 18. Marcus Binney and David Pearce, Railway Architecture p. 114. 19. ibid, p. 162. 20. National Endowment for the Arts, Reusing Railroad Stations (New York: Educational Facilities Laboratories, 1974) p. 1. 21a. Jean Bacus, Gold in the Gulch (Helena: Bar Wineglass, 1981) p. 2. 21b. Louis Tuck Renz, The History of the Northern Pacific Railroad (Fairfield, Wash.: Ye Galleon Press, 1980) pp. 4-16. 22. ibid, p. 42. 23. Matthew Josephson, The Robber Barons: The Great Americans Capitalists (New York: Hardcourt, Brace, and Co., 1934) pp.3-18. 24. Jean Bacus, Gold in the Gulch, pp. 20-24. 25. ibid, pp. 26-28. 26. ibid, p. 73. 27. Helena Renewal Dept. , Reclaimed Stakes Qn LasJt Cfrflnge gulch (Helena: 1974) p. 4. 28. Jean Bacus, Gold in the Gulch, pp47-52. 29. ibid, p. 78. 30. Norwest Magazine (Sept.,1887) -from the file at Montana Historical Library in Helena. 31. Helena Urban Renewal Dept., Reclaimed Stakes Qn Last Change Gulch, p. 72. 32. ibid, p. 18. 33. Interview with Max McGee, Railroad Historian in Livingston, MT. , on 2-18-88. 34. From Montana Historical Society. 3 5. Interview with Max McGee. 36. ibid. 37. Louis Masotti, quoted in "Time" magazine, vol.130; no. 21, p. 73. 38. Jane Jacobs, The Death Mid Life Q£ American Qiti?S (New York: Random House, 1961) pp. 6-10. 39. ibid, pp. vii-viii. 40. Roger Trancik, Finding Lost Space: Theories Q£ yrban Design (New York: Van Nostrand Reinhold, 1986) pp. 1-8. 41. "Time" magazine, "Spiffing Up the Urban Heritage" (New York: Time Inc., vol 130, no. 21, 1987) pp. 74-76. 42. ibid, p. 75. 43. Lendal H. 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