Cultural Resources Technical Report

Puyallup Station Access Improvements Project

Cultural Resources Technical Report

Submitted to: Sound Transit

Seattle, Washington January 2016

This report was prepared by HRA Principal Investigators Chrisanne Beckner, MS, who meets the Secretary of the Interior’s professional qualification standards for architectural history, and Carol Schultze, PhD, RPA, Jenny Dellert, MA, Lynn Compas, MA, RPA, and Alexander Stevenson, MS, who meet the Secretary of the Interior’s professional qualification standards for archaeology. This report is intended for the exclusive use of the Client and its representatives. It contains professional conclusions and recommendations concerning the potential for project-related impacts to archaeological resources based on the results of HRA’s investigation. It should not be considered to constitute project clearance with regard to the treatment of cultural resources or permission to proceed with the project described in lieu of review by the appropriate reviewing or permitting agency. This report should be submitted to the appropriate state and local review agencies for their comments prior to the commencement of the project.

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

Executive Summary

The Central Puget Sound Regional Transit Authority (Sound Transit) is proposing to improve access to the Puyallup Station for pedestrians, bicyclists, and drivers. Over 1,100 people ride a Sounder train or ST Express bus from the Puyallup Station every day. About two-thirds of Sounder riders drive to the Puyallup Station and park at the Puyallup Station lot or other nearby lots. Another twenty percent use local bus services to access the Puyallup Station. The remaining Sounder riders access Puyallup Station via kiss-and-ride services or non-motorized modes of transportation. Many of these riders find it difficult to access the station because parking is full by the second morning train before 6 am. Traffic congestion already creates delays at intersections around the station, similarly affecting both drivers and buses. Sound Transit is expanding its South Line Sounder rail service, which is planned to include three new round trip trains by 2017 for a total of 13 daily round trips. Sound Transit is also forecasting ridership to increase to 1,600 riders in Puyallup by 2035. Additional parking capacity and congestion management will be required to meet this growing ridership demand. Similarly, additional bicycle and pedestrian amenities will improve non-motorized access to the station. On August 28, 2014, the Sound Transit Board identified the existing Puyallup Station parking lot and Eagles site west of the existing station at 202 5th Street NW, Puyallup, WA as the preferred location for improvements. The project includes maintaining the majority of existing parking spaces at the Sounder station surface lot and building a structured parking garage at the station. The proposed project includes a new five-level, approximately 503-space parking garage and expands an existing surface lot from 68 to 166 parking spaces. The total increase in parking from the project is 601 spaces. The existing 364 parking spaces located immediately adjacent to the Puyallup Sounder Station, and 219 leased parking spaces at the Red Lot would remain. On completion of the project, the total Puyallup Station dedicated parking spaces would be 1,252. The project also includes flashing yellow arrows to improve intersection operations in some locations, and non-motorized improvements, such as sidewalks, curb ramps, street lighting, flashing beacon, and two optional pedestrian bridges. Also included would be bicycle facilities consisting of a new approximately one- mile bicycle lane within existing pavement and bicycle storage in the parking garage. Figures 1 and 2 show these improvements. The proposed parking garage would be the tallest structure of the project, and would be approximately 50 feet tall. The parking garage would be a concrete structure with exterior architectural features. Landscaping, including trees, would be incorporated into the site design. The landscaping would be consistent with the design goals of providing an aesthetically pleasing, functional building that works within the context of its surroundings.

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The project would provide stormwater runoff control and treatment. The final control method would be determined during final design of the project. Sound Transit also would provide water quality treatment for pollution-generating impervious surface. Because the parking facility would be in an urban area, a treatment technology with a small footprint would be used, such as linear modular wetlands or Filterra Biofiltration Units (which are like bioretention areas), as part of the on- site landscaping. The project is anticipated to acquire five private properties and one parcel of city right-of-way. Temporary construction easements will be needed for one or more properties. The project site currently contains: • Two fuel storage tanks surrounded by a concrete enclosure. • A one-story wooden structure (1,983 square feet). • A one-story wooden structure (930 square feet). • A one-story wooden structure (320 square feet). • A two-story masonry structure (16,328 square feet). This is building is currently owned and used by the Fraternal Order of Eagles, Daffodil Aerie 2308. The current use of the project site is the Fraternal Order of Eagles, Daffodil Aerie 2308 meeting hall and two associated parking lots. The project site also includes two parcels of land that are not actively used, which contain some abandoned structures. All structures will be demolished. The project would include removal of a natural gas line and structure that connects to the parcel on which the Eagles building sits. Sound Transit would provide mitigation measures to improve traffic operations, which are proposed as follows: (1) install a traffic signal at the intersection of 7th Street NW and Stewart Avenue with a left-turn pocket on each approach, and (2) construct a right-turn pocket on the eastbound approach of the Meridian/Stewart Avenue intersection. Final mitigation for all traffic impacts would be determined in conjunction with the City. This Project is supported by Federal Transportation Administration (FTA) funds and, as such, is defined as a federal undertaking requiring compliance with Section 106 of the National Historic Preservation Act (as amended). In support of the project, Sound Transit tasked Historical Research Associates, Inc. (HRA), with conducting a cultural resources inventory and evaluation of historic-era resources within one tax parcel of the proposed garage and pedestrian overpasses. HRA identified 15 buildings, structures, and objects within the Area of Potential Effects (APE) that were constructed during the historic-era and had not yet been evaluated by the Washington State Department of Archaeology and Historic Preservation (DAHP) for eligibility to the National Register of Historic Places (NRHP).

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There is a high probability for identifying archaeological resources within the APE. Since the area is paved, an archaeological inventory was not possible at this time. In lieu of an inventory, HRA observed sediments from geotechnical boring samples that are indicative of a relatively low-energy depositional environment, thereby increasing the probability for intact archaeological materials. The structural foundation design for the Puyallup Station is currently not known but may include ground disturbing excavation as deep as 15 feet below surface and pilings or geopiers as deep as 80 feet below surface to support this facility. As a result, HRA recommends the following:  An Archaeological Resource Monitoring and Inadvertent Discovery Plan (ARMTP) would be developed for the construction phase of the project.  The protocols and level of monitoring established by the ARMTP would be informed as the foundation for the project design is developed. Monitoring protocols would include a range of on-site monitoring from daily monitoring, spot checks on a regular basis, to on-call. The level of monitoring would be recommended by the Project Archaeologist and reflect the probability for discovering archaeological materials during the construction. HRA also conducted a reconnaissance-level cultural resources inventory and evaluation of historic- era resources within one tax parcel of the proposed garage and pedestrian overpasses. HRA identified 15 BSOs within the APE that were constructed during the historic era and had not yet been evaluated by the State Historic Preservation Office (SHPO) at the Washington Department of Archaeology and Historic Preservation (DAHP) for eligibility to the National Register of Historic Places (NRHP). As part of the study, HRA completed historic property inventory forms (HPIs) for each resource in the Washington Information System for Architectural and Archaeological Records Data (WISAARD), as per DAHP guidelines. FTA has determined in consultation with SHPO that no historic resources within the APE are eligible for listing in the National Register of Historic Places (NRHP) or the Washington Heritage Register (WHR). Regarding the Burlington Northern Railroad, FTA determined, in consultation with SHPO, that the rail resources within the APE are considered non-contributing elements to a larger, possible NRHP-eligible resource (Sterner 2015 [Appendix A]). Given that there are no cultural resources eligible for the NRHP within the APE, the consultant recommends that there are “no historic properties affected” from the project.

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Table of Contents

EXECUTIVE SUMMARY I

LIST OF ACRONYMS VII

1. INTRODUCTION AND PROJECT DESCRIPTION 1 1.1 PURPOSE OF TECHNICAL REPORT 1 1.2 REGULATORY CONTEXT 3 1.3 AREA OF POTENTIAL EFFECTS 6

2. CONSULTATION 7 2.1 STATE HISTORIC PRESERVATION OFFICER AND OTHER CONSULTING PARTIES 7 2.2 TRIBES 7

3. ARCHIVAL RESEARCH 8 3.1 METHODS AND MATERIALS REVIEWED 8 3.2 RESULTS 8 3.2.1 PREVIOUS CULTURAL RESOURCE STUDIES 8 3.2.2 PREVIOUSLY RECORDED CULTURAL RESOURCES 9 3.2.3 CEMETERIES 9 3.2.4 HISTORIC MAPS 9 3.2.5 HISTORICALLY SIGNIFICANT PROPERTIES 10 3.2.6 DAHP PREDICTIVE MODEL 12

4. ENVIRONMENTAL CONTEXT 13 4.1 TOPOGRAPHY AND GEOLOGY 13 4.2 CLIMATE AND VEGETATION 14 4.3 FAUNA 14

5. CULTURAL CONTEXT 16 5.1 PREHISTORIC BACKGROUND 16 5.2 ETHNOGRAPHIC BACKGROUND 17 5.3 HISTORIC BACKGROUND 17 5.3.1 PUYALLUP VALLEY CONTEXT 17 5.3.2 NORTHERN PACIFIC RAILROAD COMPANY 20

6. EXPECTATIONS FOR PREHISTORIC, ETHNOGRAPHIC PERIOD, AND HISTORIC-ERA ARCHAEOLOGICAL RESOURCES 29

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7. GEOTECHNICAL BORE SAMPLING AND ANALYSIS 30 7.1 GEOTECHNICAL BORE SAMPLE METHODS 30 7.2 GEOTECHNICAL BORE SAMPLE ANALYSIS RESULTS 30

8. HISTORIC-ERA ARCHITECTURAL RESOURCES 33 8.1 ARCHITECTURAL INVENTORY METHODS 33 8.2 ARCHITECTURAL INVENTORY RESULTS 33 8.3 REGISTER CRITERIA 33 8.3.1 NATIONAL REGISTER OF HISTORIC PLACES 33 8.3.2 INTEGRITY 36 8.3.3 WASHINGTON HERITAGE REGISTER 36 8.4 ARCHITECTURAL RESOURCE EVALUATION 37 8.4.1 DISCUSSION OF BNSF RAIL LINE 38 8.4.2 ELIGIBILITY OF BNSF RAIL LINE WITHIN THE APE 40 8.5 DETERMINATION OF EFFECTS TO HISTORIC PROPERTIES DURING CONSTRUCTION AND OPERATION 40

9. SUMMARY 41 9.1 ARCHAEOLOGICAL RESOURCES 41 9.2 HISTORIC-ERA ARCHITECTURAL RESOURCES 41

10. REFERENCES CITED 41

APPENDIX A. AGENCY CORRESPONDENCE 51

APPENDIX B. DAHP STATEWIDE PREDICTIVE MODEL 57

APPENDIX C. HWA GEOSCIENCES GEOTECHNICAL BORE LOGS 61

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List of Figures Figure 1-1. Project location map. 4 Figure 1-2. Area of Potential Effects (APE). 5 Figure 5-1. Puyallup Depot, 1883. Photograph courtesy of the Washington State Historical Society. 22 Figure 5-2. Railroad lines constructed between Tacoma and Seattle, 1877–1884. 25 Figure 5-3. Men posing on Northern Pacific Railway tracks, Stampede Pass, ca. 1887. Photo courtesy of University of Washington Digital Collections. 26 Figure 7-1. Locations of geotechnical boreholes within the Puyallup Station APE. 31 Figure 8-1. Historic-era buildings, structures, and objects within the APE. 34

List of Tables Table 3-1. Cultural Resources Studies Conducted within 0.25 mi of the APE. 9 Table 3-2. Properties within ¼ mi of the APE that are Listed in the PRHP, WHR or NRHP 11 Table 7-1. Average Depth and Thickness of Sediment Within the Puyallup APE. 32 Table 8-1. Surveyed Resources within the APE. 35

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List of Acronyms

AIRFA American Indian Religious Freedom Act APE Area of Potential Effects ARMTP Archaeological Monitoring and Treatment Plan BH bore holes

BNSF Burlington Northern Santa Fe B.P. before present DAHP Department of Archaeology and Historic Preservation EO Executive Order FMR fire-modified rock FTA Federal Transportation Authority GLO General Land Office HPI Historic Property Inventory Form HRA Historical Research Associates, Inc. NEPA National Environmental Policy Act NHPA National Historic Preservation Act NPRR Northern Pacific Railroad Company NPRW Northern Pacific Railway Company NRHP National Register of Historic Places PRHP Puyallup Register of Historic Places RCW Revised Code of Washington RTA Regional Transit Authority SEPA State Environmental Policy Act

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SHPO State Historic Preservation Officer TCP Traditional Cultural Property USSG U.S. Surveyor General WHR Washington Heritage Register

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1. Introduction and Project Description

The Central Puget Sound Regional Transit Authority (Sound Transit) is proposing to improve access to the Puyallup Station for pedestrians, bicyclists, and drivers. Over 1,100 people ride a Sounder train or ST Express bus from the Puyallup Station every day. About two-thirds of Sounder riders drive to the Puyallup Station and park at the Puyallup Station lot or other nearby lots. Another twenty percent use local bus services to access the Puyallup Station. The remaining Sounder riders access Puyallup Station via kiss-and-ride services or non-motorized modes of transportation. Many of these riders find it difficult to access the station because parking is full by the second morning train before 6 am. Traffic congestion already creates delays at intersections around the station, similarly affecting both drivers and buses. Sound Transit is expanding its South Line Sounder rail service, which is planned to include three new round trip trains by 2017 for a total of 13 daily round trips. Sound Transit is also forecasting ridership to increase to 1,600 riders in Puyallup by 2035. Additional parking capacity and congestion management will be required to meet this growing ridership demand. Similarly, additional bicycle and pedestrian amenities will improve non-motorized access to the station. On August 28, 2014, the Sound Transit Board identified the existing Puyallup Station parking lot and Eagles site west of the existing station at 202 5th Street NW, Puyallup, WA as the preferred location for improvements. The project includes maintaining the majority of existing parking spaces at the Sounder station surface lot and building a structured parking garage at the station. The proposed project includes a five-level, 503-space parking garage and an expanded existing surface lot of 166 parking spaces. The existing 364 parking spaces located immediately adjacent to the Puyallup Sounder Station, and 219 leased parking spaces at the Red Lot would remain. On completion of the project, the total Puyallup Station dedicated parking spaces would be 1,252. The project also includes flashing yellow arrows to improve intersection operations in some locations, and non- motorized improvements, such as sidewalks, curb ramps, street lighting, flashing beacon, and two optional pedestrian bridges. Also included would be bicycle facilities consisting of a new approximately one-mile bicycle lane within existing pavement and bicycle storage in the parking garage. Figures 1 and 2 show these improvements. The proposed parking garage would be the tallest structure of the project, and would be approximately 50 feet tall. The parking garage would be a concrete structure with exterior architectural features. Landscaping, including trees, would be incorporated into the site design. The

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landscaping would be consistent with the design goals of providing an aesthetically pleasing, functional building that works within the context of its surroundings. The project would provide stormwater runoff control and treatment. The final control method would be determined during final design of the project. Sound Transit also would provide water quality treatment for pollution-generating impervious surface. Because the parking facility would be in an urban area, a treatment technology with a small footprint would be used, such as linear modular wetlands or Filterra Biofiltration Units (which are like bioretention areas), as part of the on- site landscaping. The project is anticipated to acquire five private properties and one parcel of city right-of-way, and obtain a permanent easement for one property. The project site currently contains: • Two fuel storage tanks surrounded by a concrete enclosure. • A one-story wooden structure (1,983 square feet). • A one-story wooden structure (930 square feet). • A one-story wooden structure (320 square feet). • A two-story masonry structure (16,328 square feet). This is building is currently owned and used by the Fraternal Order of Eagles, Daffodil Aerie 2308. The current use of the project site is the Fraternal Order of Eagles, Daffodil Aerie 2308 meeting hall and two associated parking lots. The project site also includes two parcels of land that are not actively used, which contain some abandoned structures. All structures will be demolished. The project would include removal of a natural gas line and structure that connects to the parcel on which the Eagles building sits. Sound Transit would provide mitigation measures to improve traffic operations, which are proposed as follows: (1) install a traffic signal at the intersection of 7th Street NW and Stewart Avenue with a left-turn pocket on each approach, and (2) construct a right-turn pocket on the eastbound approach of the Meridian/Stewart Avenue intersection. Final mitigation for all traffic impacts would be determined in conjunction with the City. This Project is supported by Federal Transportation Administration (FTA) funds and, as such, is defined as a federal undertaking requiring compliance with Section 106 of the National Historic Preservation Act (as amended). In support of the project, Sound Transit tasked Historical Research Associates, Inc. (HRA), with conducting a cultural resources inventory and evaluation of historic-era resources within one tax parcel of the proposed garage and pedestrian overpasses. HRA identified 15 buildings, structures, and objects within the Area of Potential Effects (APE) that were constructed during the historic-era and had not yet been evaluated by the Washington State

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Department of Archaeology and Historic Preservation (DAHP) for eligibility to the National Register of Historic Places (NRHP). Figures 1-1 and 1-2 show the location of the proposed parking garage and the other potential project improvements.

1.1 Purpose of Technical Report

The purpose of this report is to document the cultural resource studies that have taken place for the project thus far. This document reports the results of background research, probability for archaeological resources, and the evaluation of architectural resources located within the APE for the project.

1.2 Regulatory Context

This Project includes funding from the FTA and, as such, is defined as a federal undertaking subject to compliance with the National Historic Preservation Act (NHPA) of 1966, as amended, and implementing regulations under 36 CFR 800 (Section 106). NHPA states that any federal or federally assisted project or any project requiring federal licensing or permitting must consider the project’s effects on historic properties listed in, or eligible for listing in, the NRHP. FTA is the lead agency for Section 106 implementation, and DAHP is a consulting party. NHPA provides for consultation with American Indian groups when the proposed Project might affect cultural or traditional places or resources that have value to an Indian tribal group derived from the role the property plays in the community’s historically rooted beliefs, customs, and practices (NHPA Section 101). In addition, the American Indian Religious Freedom Act (AIRFA) of 1978 and Executive Order (EO) 130007 that protects Indian Sacred Sites must be considered when investigating archaeological sites and traditional cultural properties (TCPs). NHPA encourages coordination with the environmental review process required by other statutes, including the National Environmental Policy Act (NEPA) and Section 4(f) of the United States (U.S.) Department of Transportation Act of 1966. Section 4(f) mandates that the Federal Highway Administration and other Department of Transportation agencies cannot approve the use of land from significant publicly owned parks, recreational areas, wildlife and waterfowl refuges, or public and private historic sites unless there is no feasible and prudent alternative to the use of the land, and the action includes all possible planning to minimize the harm to the property resulting from use.

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Figure 1-1. Project location map.

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Figure 1-2. Area of Potential Effects (APE).

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Cultural resources are also considered under NEPA, and NHPA encourages maximum coordination with NEPA. NEPA establishes national policies and goals for the protection of the environment, including cultural resources. One of the mandates of NEPA is to “preserve important historic, cultural, and natural aspects of our national heritage” (Section 101 [42 USC § 4331]). The Project is also subject to laws of the State of Washington, including the Revised Code of Washington (RCW), particularly RCW 27.44 regarding Indian Graves and Records, and RCW 68.60 regarding Abandoned Historic Cemeteries and Historic Graves. The Project is not subject to review under the City of Puyallup’s Historic Preservation Code (Ord. 2986 § 1, 2011), as the ordinance only applies to historic resources listed on the Puyallup Register of Historic Places (PRHP). However, if optional pedestrian overpasses are constructed within the city’s central business district, the Project may be subject to design review (Ord. 2986 § 1, 2011). The proposed garage is planned for a parcel outside the city’s central business district and is not subject to design review.

1.3 Area of Potential Effects

The APE is defined as the area in which a federal undertaking may affect NRHP-listed or -eligible properties and takes into account both direct effects, such as destruction of the property, and indirect effects, such as visual changes affecting the character and setting of the property. The proposed garage will be located on 2nd Avenue NW between 5th and 6th Streets NW in the City of Puyallup, Township 20 North, Range 4 East, Section 28, of the Willamette Meridian. An optional pedestrian overpass may be constructed over the Burlington Northern Santa Fe (BNSF) rail line used by Sound Transit within the APE. Pursuant to 36 CFR 800, FTA has determined in consultation with DAHP that the APE is defined as extending one parcel beyond the footprint or area of ground disturbance. The APE is bound by 7th Street NW to the west, 2nd Street SW to the east, and W Main Avenue to the south. To the north, the APE extends north of the BNSF railroad tracks by up to one block (Figures 1-1 and 1-2). DAHP concurred with the proposed APE by letter on May 4, 2015 (DAHP to FTA, May 4, 2015).

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2. Consultation

2.1 State Historic Preservation Officer and Other Consulting Parties

In accordance with 36 CFR 800, FTA is the lead federal agency who determines whether a resource is eligible to the NRHP and WHR, in consultation with the State Historic Preservation Officer (SHPO). Other consulting parties include the City of Puyallup and the Tribes. All correspondence is located in Appendix A.

2.2 Tribes

As required by 36 CFR 800, FTA sought government-to-government consultation with potentially affected Native American Tribes, and initially provided Project information and followed up by telephone. Consultation with the Tribes has identified no information regarding TCPs that the Project would affect. The tribes consulted with include the Puyallup Tribe, Nisqually Tribe, Muckleshoot Indian Tribe, and Confederated Tribes and Bands of the Yakima Nation. FTA will continue to consult with tribal governments throughout duration of the Project in accordance with Section 106.

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3. Archival Research

3.1 Methods and Materials Reviewed

HRA project archaeologist Jenny Dellert, MA, consulted DAHP’s WISAARD database for cultural resource reports, previously recorded archaeological sites, and/or historic properties listed in or eligible for listing in the NRHP or WHR within ¼ mile (mi) of the proposed locations. Research archaeologist Carol Schultze, PhD, reviewed historic-era General Land Office (GLO) plats and maps. HRA’s architectural historian Chrisanne Beckner, MS, also searched the Pierce County Assessor’s records to determine the number and age of structures located on the tax parcel(s) proposed for the Project and those immediately adjacent. Both Dellert and Beckner accessed WISAARD to locate any historic property inventory forms (HPIs) already created for the same parcels. Beckner also reviewed the Pierce County Register of Historic Places and the PRHP for locally significant properties. Unless noted in the following sections, the reader can assume that results of the research conducted in a particular document or record were negative.

3.2 Results

3.2.1 Previous Cultural Resource Studies

There have been three studies conducted within 0.25 mi of the APE (Table 3-1). Two of these documented historic-era properties within the City of Puyallup (BOLA 2007, 2010), and one was an inventory for a parking lot expansion project (Marken et al. 2009). The historic properties studies identified and inventoried 129 commercial and civic buildings in the Puyallup region. None of these, however, were within the APE. The parking lot expansion inventory identified historic-era cement bollards (or posts) and nails, possibly related to use as part of Camp Harmony during World War II (Marken et al. 2009).

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Table 3-1. Cultural Resources Studies Conducted within 0.25 mi of the APE. Reference NADB Title Distance to APE Cultural Materials Number Location Identified Within or Adjacent to the Project

BOLA 2007 1350128 Puyallup Historic Survey Report, Encompasses APE Inventoried 96 historic- Puyallup, Washington era properties

Marken et al. 1352898 Draft Cultural Resources Survey 0.02 mi to the south Historic-era cement 2009 for the Puyallup Sounder bollards (or posts) and Commuter Rail Station Parking nails Expansion, Puyallup, Pierce County, Washington

BOLA 2010 1681284 Puyallup Northwest Residential Encompasses APE Inventoried 33 historic- Survey-Appendix to Puyallup era properties Historic Survey Report, August 2007

3.2.2 Previously Recorded Cultural Resources

No previously recorded archaeological sites or isolates were identified within 0.25 mi of the Puyallup Station APE. The nearest archaeological site to the APE is Site 45PI1276, the Bray Site (Gustafson 2012), which is a precontact camp on a bluff overlooking the Puyallup River. It is located approximately 3 mi northeast of the Puyallup Station APE. This site was a dense concentration of lithic artifacts, fire-modified-rock (FMR), and organic midden, with numerous possible earth ovens. Projectile point types suggest an Olcott occupation (Chatters and Fairbanks 2013).

3.2.3 Cemeteries

No previously recorded cemeteries were identified within 0.25 mi of the Puyallup Station APE. The nearest cemetery is the Sumner Cemetery, located 1.5 mi to the northeast of the Puyallup Station. It is the original pioneer cemetery for the town of Sumner, with burials as early as 1850 (DAHP 1982).

3.2.4 Historic Maps

HRA reviewed historic-era maps and plats depicting the development of Puyallup through time. The United States Surveyor General (USSG) GLO plat from 1864 depicts the location of the Puyallup Indian Reservation and roads that lead to the current town of Puyallup. The area along the Puyallup River is platted, but no ownership patents are noted. An unnamed road continues on to Sumner, but no further subdivisions of the land are shown in that area. Two unnamed roads cross through the

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APE, one of which transects the northwest ¼ of the proposed subsurface parking area. The other road crosses east of all of the project elements and is in the portion of the APE that will not be directly impacted (USSG 1864). The 1865 GLO plat indicates that land surrounding the APE has been platted and some claims have been made; however, no owners, buildings, or structures are depicted in the project location. The roadways noted on the 1864 GLO are not depicted (USSG 1865). The first maps indicating development within the APE and in the locations of some of the project elements are the Sanborn Fire Insurance Maps (Sanborn map). Development within areas where ground disturbance will occur during construction and demolition of the Eagles Hall is first depicted on the 1900 Sanborn map. This development appears to be residential. Additionally, the BNSF tracks are present (Sanborn 1900). By 1909, the residential buildings are still present, along with the BNSF tracks. The biggest change was that the Evergreen Lumber Company was depicted as having a building, platform, and dry kiln next to the railroad tracks (Sanborn 1909). The 1927 Sanborn map indicates that the neighborhood within the APE is becoming more commercialized, with fewer dwellings present. Instead, property was owned and developed by Standard Oil and John Dower Lumber Company. The Northern Pacific Railroad Company (NPRR) had moved in and built a warehouse and freight depot. The railroad track was also reconfigured sometime between 1909 and 1927 (Sanborn 1927). Between 1927 and 1945, the Sanborn map indicates that the neighborhood is still mostly commercial, with only three dwellings, an out building, and a grain barn. Standard Oil was still present and has expanded operations. The White River Lumber Company had moved in, and John Dower Lumber Company was still present. Additionally, the railroad track had been reconfigured (Sanborn 1945).

3.2.5 Historically Significant Properties

Five buildings have been listed in either the WHR or the NRHP within 0.25 mi of the Puyallup Station APE (Table 3-2). Some buildings appear on both registers. These include two private residences, two churches, and one area that formerly held temporary buildings associated with World War II activities. The PRHP includes eight properties within the city limits, five of which are within 0.25 mi of the APE (City of Puyallup 2013).

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Table 3-2. Properties within ¼ mi of the APE that are Listed in the PRHP, WHR or NRHP Property Reference Distance to Comments Address Nearest APE Location

Ezra Meeker DAHP 2014a; 0.12 mi southeast Private residence constructed between 1886–1890, also Mansion Nickel 1971 marks the end of the Oregon Trail (45PI18) Listed in the WHR and NRHP on 8/26/1971 312 Spring Street

Puyallup DAHP 2014b; 0.25 mi south Former site of temporary buildings associated with Assembly Center Reese n.d. internment of Japanese American citizens and (45PI565) noncitizens of Japanese ancestry during World War II (also known as Camp Harmony) Meridian Street S at 10th Avenue Listed in the WHR on 2/13/1970 SE

Christ Episcopal DAHP 2014c; ~0.12 mi Gothic Revival–style church designed by Harold C. Church McCroskey 1994 southwest Whitehouse and Ernest V. Price, constructed in 1926– (45PI605) 1927

210 5th Street SW Listed in WHR and NRHP on 12/15/1994

Peace Lutheran DAHP 2014d; ~0.12 mi Oldest church facility in Puyallup, built in 1898 Church Anderson 1998 southeast (45PI626) Listed in the WHR on 6/5/1998

214 E Pioneer Avenue

Stewart-Brew DAHP 2014e; ~0.12 mi north Private residence built circa 1889 for local pioneer House (45PI976) Lowry n.d. family; Queen Anne style

219 5th Avenue Listed in the WHR on 11/5/2009 NW

Tribune City of Puyallup ~0.05 mi Commercial building constructed in 1909 for the (Montgomery) 2013 southeast Puyallup Valley Tribune Building Appears in the 2013 PHRP 200–202 S Meridian

Knight Building City of Puyallup ~0.05 mi east Commercial building constructed for Edward Knight in 2013 1910 300 N Meridian Appears in the 2013 PRHP

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Table 3-2. Properties within ¼ mi of the APE that are Listed in the PRHP, WHR or NRHP Property Reference Distance to Comments Address Nearest APE Location

Transit Building City of Puyallup ~0.02 mi east Commercial building constructed for the Puyallup- 2013 Tacoma Transit Co. which ran the city’s earliest bus 107 W Stewart system Ave Appears in the 2013 PRHP

Karshner City of Puyallup ~0.03 mi Constructed in 1915 for Warner Karshner, a prominent Building 2013 southeast Puyallup citizen and doctor

124 S Meridian St Appears in the 2013 PRHP

Pihl Brothers City of Puyallup ~0.03 mi Constructed in 1911 for the Pihl Brothers, who opened Building 2013 southeast a general store

101 S Meridian Appears in the 2013 PRHP

Portions of the BNSF rail line that runs through the APE are also part of a larger BNSF rail corridor that runs north and south through the state of Washington. Although no portions of the railroad within 0.25 miles of the APE have been found eligible, DAHP has determined that other sections of the line, including sections in or within the vicinity of Cheney, Conway, Arlington, Oroville, Woodinville, Camas, and Prindle are eligible for listing in the NRHP (DAHP 2015).

3.2.6 DAHP Predictive Model

The DAHP predictive model for archaeological sites is based on statewide information, using large- scale factors. Information on geology, soils, site types, landforms, and from GLO maps was used to establish or predict probabilities for archaeological resources throughout the state. The DAHP model uses five categories of prediction: Low Risk, Moderately Low Risk, Moderate Risk, High Risk, and Very High Risk. The model indicated that the Puyallup Station APE is in a High to Very High Risk location for the discovery of cultural resources (Appendix B).

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4. Environmental Context

Human land-use patterns would have been affected over time by environmental factors such as topography, climate, geology, fauna, and flora. The following sections provide a summary of the environmental and cultural background for the project vicinity. They present resources that could have been available during prehistoric and ethnographic times to groups traveling through, residing in, or using the project vicinity.

4.1 Topography and Geology

The Project is situated within the Puget Trough physiographic province, which extends south from the Canadian border to the confluence of the Willamette River and the Columbia River, and is bounded on the east by the Cascade Range, and on the west by the Olympic Mountains (Franklin and Dyrness 1973; Troost and Stein 1995). A gently rolling terrain with elevations within 525 feet above mean sea level characterizes the Puget Trough. Several episodes of ice sheet advances and retreats occurred during the Late Pleistocene, with the Vashon Stade of the Fraser Glaciation being the latest. The Cordilleran Ice Sheet covered Puget Sound approximately 14,000 years ago, carving and scouring the topography during advances and retreats. Glacial outwash materials consisting of porous gravels and sands, and hard till with pockets of silt and clay were deposited as the ice retreated (Booth et al. 2004; Franklin and Dyrness 1973). Floodwaters from the melting ice also influenced the landscape. The glacial activity caused large depressions in the topography of Puget Sound, which later formed bays, inlets, and fjords as the ice melted and sea levels rose (McKee 1972). More specifically, the Project is located near the confluence of the Puyallup and White Rivers in the Tacoma watershed. Within this river basin, between approximately 1,300 and 1,800 feet of unconsolidated sediment overlies bedrock, including glacial and post-glacial sediments (Jones 1996). Infilling occurred within the Puyallup River basin throughout much of the early and middle Holocene, a process that was controlled by relative sea level within Puget Sound. Sea level in Puget Sound did not stabilize to near modern levels until approximately 6000 years before present (B.P.) (Clague et al. 1982; Mosher and Hewitt 2004). Throughout the Holocene, the river has transported and deposited sediment from the Cascade Mountain Range, including lahar deposits from Mount Rainier, near present-day Tacoma (Borden and Troost 2001). Around 5,700 years ago, a catastrophic lahar, the Osceola Mudflow, buried more than 125 square mi of the Puget Lowland in rock debris, glacial ice, and clay-rich sediment (Crandell

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1971; Crandell and Waldron 1956; Dragovich et al. 1994; Vallance and Scott 1997). The mudflow originated as a massive, deep-seated avalanche that swept down the north face of Mount Rainier and flowed into the nearby drainages, including the Puyallup River basin. Mid- to Late Holocene deposits overlaying the Osceola Mudflow have been measured up to 280 feet thick near Fife (Dragovich et al. 1994). In many places, modern fill overlays this recent alluvium. Landforms adjacent to river systems have the potential to contain deeply buried archaeological sites, because they are generally very active zones of deposition. Archaeological sites in these areas may also be encountered at or near the surface.

4.2 Climate and Vegetation

Following glacial retreat and the uplifting of landforms around Puget Sound and the Cascades, the newly exposed glacial sediments were likely barren of vegetation. Rapidly, between approximately 13,000 and 12,000 years ago, a much cooler and drier climate fostered and supported an ecosystem characterized by lodgepole pine (Pinus contorta), sedges (Cyperaceae sp.), sage (Artemisia), and a variety of grasses and herbs. After 12,000 years ago, the climate warmed while continuing to dry, and Douglas fir (Pseudotsuga menziesii), western hemlock (Tsuga heterophylla), and red alder (Alnus rubra) joined the developing parkland forest. During this time, terrestrial mega-fauna, black-tailed deer (Odocoileus hemionus), and elk (or wapati, Cervus elephus) would have browsed on grasses, shrubs, and herbs in the newly emerging forest parkland. This warm, dry period lasted from approximately 12,000 to 7,000 years ago, with relatively high summer temperatures and more frequent summer droughts than in modern times (Barnosky et al. 1987; Brubaker 1991; Whitlock 1992). By around 6,000 years ago, the climate of the region had cooled and moistened to levels comparable to today’s maritime regime, producing the current western hemlock vegetation zone. Floodplain Forest communities dominated the landscape. Red alder and Oregon ash (Fraxinus latifolia) growth prevailed along the major floodplains (Collins and Sheikh 2005:52–69). Western red cedar (Thuja plicata) and Douglas fir grew in abundance throughout the bottomlands. The main understory plants in wetland or riverine environments included horsetail (Equisetum sp.), salmonberry (Rubus spectabilis), bull rushes (Scirpus sp.), salal (Gaultheria shallon), and rose (Rosa sp.). Camas (Camassia quamash), wapato (Sagittaria lancifolia), and a variety of edible berries were available along the Puyallup and White Rivers prior to Euroamerican colonization in the late 1800s (Franklin and Dyrness 1973; Suttles and Lane 1990:489).

4.3 Fauna

Larger terrestrial mammals roaming the vicinity of the testing location would have included elk, deer, black bear (Ursus americanus), coyote (Canis latrans), and mountain lion (cougar, Felis concolor).

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Smaller mammals would have included snowshoe hare (Lepus americanus), red fox (Vulpes vulpes), and weasel (Mustela frenata) (Kruckeberg 1991; Larrison 1967). Lacustrine and riverine faunal resources included beaver (Castor canadensis), otter (Lutra candensis), and muskrat (Ondatra zibethica). Freshwater fish, such as trout, whitefish, and eels, were netted or fished. Important aquatic mammals included the harbor seal (Phoca vitulina), river otter (Lutra sp.), and as many as twenty species of waterfowl (Suttles and Lane 1990). Most important for the local human populations, salmon and steelhead species (Oncorhynchus sp.) seasonally migrated up the Puyallup River (Kruckeberg 1991; Larrison 1967; Suttles and Lane 1990; Williams et al. 1975). Also, Chinook (O. tsawytscha), coho (O. kisutch), pink (O. gorbuscha), and chum (O. keta) salmon utilize the Puyallup and Stuck River watershed (Williams et al. 1975:103).

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5. Cultural Context

5.1 Prehistoric Background

The landscape of the Pacific Northwest may have been available for human occupation after the retreat of the continental glaciers, approximately 15,000 B.C. (Dixon 2013). Radiocarbon and DNA analysis from the Manis Mastodon Site (45CA218), located on the Olympic Peninsula in northwestern Washington, dates pre-Clovis occupation to 13,800 years ago (Waters et al. 2011:351). This is one of the oldest archaeological sites in North America. Recent excavations at the Bear Creek site in eastern Seattle have confirmed that there was a late Pleistocene human occupation there, dating to before 13,000 B.P. (Kopperl et al. 2010). Ames and Maschner’s cultural chronology indicates changes are based on technological advances and the increase in sedentism (1999:57–112). An archaic assemblage, locally known as Olcott, appears during the early Holocene, circa 8000 to 5000 B.P. These sites are generally located upland settings on glacial till or inland foothill valleys where settlement was possible as climate and landforms stabilized (Blukis Onat et al. 2000; Chatters et al. 2011). As the climate and sea-level reached near-modern conditions in the mid-Holocene, prehistoric people appear to have intensified the use of coastal resources. Sites cluster along the shorelines and often include extensive midden deposits of shellfish, fish, birds, and a range of game animals (Ames and Maschner 1999; Larson and Lewarch 1995). Use of a variety of microenvironments in different locations throughout the year encouraged the development of the seasonal round for fishing, hunting, and gathering plants and other materials. Ames and Maschner (1999:25) suggest this is indicative of a complex hunter-gather economy, a transitional time from the foraging economy to a collector economy with decreasing residential mobility. Over time, changes in settlement patterns included the use of semi-subterranean pithouses in semi-permanent and permanent village sites, indicating an increase in sedentism (Nelson 1990:483). Overall demographic increase and resource intensification gave rise to additional innovations in technology, sedentism, extra-local contacts, and social stratification (Ames and Maschner 1999:87). These dynamics accelerated throughout the Late Prehistoric and the Ethnographic Periods.

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5.2 Ethnographic Background

The Project is within the aboriginal territory of the Puyallup and Muckleshoot Tribes. These modern group names incorporate a number of previously independent smaller groups who were consolidated during the reservations period (Lane 1975; Smith 1940). The Puyallup and Muckleshoot peoples had close ties with their neighbors, including the Nisqually, Steilacoom, and Duwamish. These groups share a Southern Coast Salish cultural tradition (Carpenter 1986; Haeberlin and Gunther 1930; Lane 1972a, 1972b, 1973, 1975; Smith 1940). They pursued a seasonal round that incorporated diverse ecological resource niches in marine, riverine, and terrestrial environments (Haeberlin and Gunther 1930). Salmon and shellfish were a dietary staple (Thrush 2007:237–238). Semi-permanent and permanent winter villages were located along water courses, many near key fishing locations. Dwellings in the villages consisted of cedar plank longhouses designed to hold multiple families (Haeberlin and Gunther 1930). Seasonal camps were utilized during the spring, summer, and fall to obtain specialized resources in a variety of locations, such as berry gathering and hunting at inland locations. Waterfowl and other birds contributed to the diversity of the diet and were especially hunted during spring and fall migrations (Thrush 2007:237). Early twentieth-century ethnographer Thomas Talbot Waterman recorded Native American place- names in the vicinity of Puyallup (Hilbert et al. 2001). The locations Waterman recorded are frequently tied to watercourses or resources available at the site or nearby. However, he recorded no locations in the vicinity of the Puyallup Station.

5.3 Historic Background

5.3.1 Puyallup Valley Context

The Puyallup Valley, located east of Tacoma, began to attract the attention of Euroamericans in the 1850s. In 1853, a wagon train broke north from the Oregon Trail and headed through Walla Walla and then northwest over Naches Pass to the Puyallup Valley on its way to the Puget Sound (Becker 2006a). Those settlers who explored the site of present-day Puyallup were impressed with the valley’s rich soil and began to build their homes on the ancestral lands of the Puyallup Tribe (Price and Anderson 2002:19). Also in 1853, Territorial Governor Isaac Stevens arrived in the Washington Territory. Within the first years of his term, Stevens negotiated treaties with local tribes in order to secure rights to their lands and remove the Native Americans to reservations. In 1854, the Treaty of Medicine Creek established the Puyallup Reservation, but the Puyallup Tribe resisted resettlement. When the Indian Wars of 1855–1856 broke out, Euroamerican settlers abandoned the Puyallup Valley and fled to Fort Steilacoom, east of Tacoma (Chesley 2008). The settlers were slow to return, but in 1859, James

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Porter Stewart chose a claim on the Puyallup River, the first registered in the Puyallup Valley since the Indian Wars (Price and Anderson 2002:24). Other settling families also appeared, including Ezra and Eliza Meeker, who followed Jacob and Nancy Meeker to the valley. Ezra Meeker was responsible for establishing one of the region’s most profitable crops. Through a relationship with an Olympian brewer named Charles Wood, Meeker planted a small number of hop roots near his Puyallup home in the 1860s and was pleased to see the plants flourish (Price and Anderson 2002:38). Other local farmers quickly added hops to their crops, and Meeker regularly increased the acreage of his own hop farm. The Puyallup Valley was soon an international leader in hop production (Chesley 2008). Ezra Meeker platted the town of Puyallup in 1877, and Stewart soon added new acreage, including land within the APE. Both Stewart and Meeker grew into active and engaged civic leaders. Stewart, a school teacher, was elected Pierce County Probate Judge in 1861, and served as both postmaster and director of the Puyallup Valley School District. He also farmed hops and raspberries and became a successful banker (Anderson 2013:20; Evans 1889:581). Meeker served two terms as mayor of Puyallup, farmed, and became a tireless advocate late in life for the preservation of the famed Oregon Trail. In the same year Puyallup was platted, the NPRR constructed a rail line through Puyallup on its way to creating a northern transcontinental route. The train ran south of the Puyallup River on its way from Tacoma east to Wilkeson. The line to Wilkeson was opened in November 1877 and runs through the APE (Robertson 1995:236). Puyallup was incorporated by its citizens first in 1888, but after Washington attained statehood, the incorporation was invalidated. In 1890, the city was officially incorporated under the laws of the newly founded Washington State. Ezra Meeker was named the city’s first mayor. By that time, the Meeker family had made a substantial fortune in hops and had put the finishing touches on a new, elaborately ornamented, Italianate family home, donating the site of the family’s original cabin to the city as Pioneer Park (Price and Anderson 2002:49). At the end of the nineteenth century, land in the Puyallup Valley was dotted with specialized hop kilns. In Puyallup, “Meeker had several large hop kilns along South Meridian Street and a cluster of five more near the Puyallup River, which were said to be the largest in the world” (Price and Anderson 2002:40). Farmers in the Puyallup Valley also grew raspberries or blackberries, and some lumber milling occurred throughout the 1870s and 1880s, but the region’s early fortunes were in hops. Hops were said to have contributed $20 million to the Puyallup Valley economy before 1891. In 1891, however, hop lice appeared, decimating the region’s crop as farmers struggled to eliminate the pest. The year’s harvest was ruined, and the industry never completely recovered (Price and

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Anderson 2002:42). Farmers were soon looking for other, hardier crops, and berries grew increasingly popular. In 1893, the towns of the Puyallup Valley, along with the rest of the nation, fell into an economic depression that wiped out fortunes, left many American workers unemployed, and left newly prosperous regions like the Puget Sound with few stable resources for recovery. Banks failed, mines shut down, and shipping from producers in the west to the rest of the country slowed, hurting local industry. In 1897, the Klondike Gold Rush began to ease the economic pressure as Americans flooded into Washington, and specifically Seattle, on their way to the goldfields (Pierce 1999). Agricultural production, fueled by the gold rush, continued to grow in the Puyallup Valley in the early years of the twentieth century. In 1900, Puyallup hosted its first “Valley Fair,” featuring local produce. This event would evolve into the Puyallup Fair, an annual event that has since grown into the Washington State Fair. By 1912, the Puyallup and Sumner Fruitgrowers’ Association claimed 1,300 members. The association’s cannery had by then preserved almost three million pounds of produce (Becker 2006b; Price and Anderson 2002:74). Crops that thrived in the valley included berries of all kinds, rhubarb, and daffodil bulbs, all of which became lucrative crops for valley farmers. Lumber was also a popular commodity, and the Evergreen Lumber Company launched in 1907 directly east of the proposed garage site in Puyallup (Sanborn 1909). However, the region’s economy was changing in the early years of the twentieth century as interurban rail lines and other modes of transportation gave way to the personal automobile. The Pierce County Auto Company was founded in Puyallup in 1912, and the city began to develop a reputation as a marketplace for cars. At the same time, the Puyallup City Council decided to change the names of the city’s streets to accommodate regular postal delivery. Against Ezra Meeker’s wishes, the original street names, many associated with early pioneers, were replaced with numbers (Price and Anderson 2002:75). The towns of the Puyallup Valley flourished during World War I, benefiting from increased demand. Prosperity continued through the 1920s as farmers identified new markets for berries, daffodil bulbs, and new products like silver fox pelts. In 1923, the city of Puyallup entered a great building boom, with almost a million dollars’ worth of construction projects in the works, including new lumber sheds constructed by the John Dower Lumber Company on the site of the currently proposed garage in Puyallup (Pierce County Assessor 2015; Price and Anderson 2002:92). After the 1929 stock market crash, the towns of the Puyallup Valley sank again into economic depression with the rest of the nation, although the populace was quick to launch fund drives and to donate to relief efforts. The Puyallup Valley suffered less than some, as many were able to continue farming their land and others found work through government programs like the Works Progress Administration (Price and Anderson 2002:99).

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As the world braced itself for what would become World War II, local industry began to ramp up production again and employ people in new fields. For instance, in 1940, the Boeing Company announced that it would need 7,500 additional workers to meet government contracts (Price and Anderson 2002:101). In Puyallup, a detention center known as Camp Harmony was constructed at the fairgrounds, southeast of the APE, and 2,000 Japanese-born internees were sent there in April 1942. Internment disrupted lives, businesses, educational trajectories, and split friends and family. Camp Harmony was short lived, and most internees were sent to Idaho by August 1942, where they would spend the remainder of the war (Price and Anderson 2002:104). In the late 1940s, the Puyallup Valley received returning servicemen anxious to start families and return to civilian jobs. The postwar years saw new construction as well as improvements to local roadways and the deepening and rechanneling of the Puyallup River (Price and Anderson 2002:109). The rail line through Puyallup that linked Tacoma and Seattle fell out of favor in the 1940s as trucking grew in popularity. Historic maps show that throughout the early and mid-twentieth century the APE remained devoted to manufacturing and industry, with residential and commercial development radiating out from the railroad tracks. Southeast of the tracks were lumber companies, hay and grain storage, Standard Oil Company, and a large cannery building that a packing company later took over. North of the APE were a box and basket manufacturer, planer and veneer manufacturer, lumber yards, dry kilns, auto parts warehouses, and NPRR’s passenger depot and warehouses (Sanborn 1927, 1945). In 1990, Washington’s High Capacity Transportation Act authorized King, Pierce, and Snohomish Counties to establish a high-capacity transit system. The three-county Joint Regional Policy Committee, a precursor to the Regional Transit Authority (RTA), began meeting in 1992 and put forward a tri-county plan for light rail, commuter trains, and regional bus service that voters adopted in 1996. RTA changed its name to Sound Transit in August 1997. Sounder commuter trains began carrying passengers between Seattle and Tacoma with service along the BNSF rails in Puyallup in 2000 (Hamilton 2006).

5.3.2 Northern Pacific Railroad Company

In the early nineteenth century, on the heels of the Lewis and Clark expedition, entrepreneurs and other advocates anxious to claim the western territory and its abundant raw resources advocated for a transcontinental railroad. In 1853, Congress appropriated $150,000 and sent multiple survey teams to examine four possible routes to the Pacific Ocean. Isaac Stevens, who was heading west to serve as Washington’s first territorial governor, performed a portion of the survey on his way. Stevens’ team traveled from Minnesota to Olympia, exploring various options for what was then known as the northern route. Although they proved a northern route through the Cascade Mountains was possible, Stevens and his men found the terrain to be mountainous, snowy, and treacherous. Events,

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including the California Gold rush, convinced the Union Pacific Railroad to construct the first transcontinental line along a southern route that reached the Pacific Ocean by way of California (Armbruster 1999:3–16; Lewis 1912:187). Washington’s territorial leaders, including A. A. Denny and Governor Stevens, helped keep alive the dream of a northern route. In 1864, President Abraham Lincoln signed the act that created the NPRR (Northern Pacific Railroad Company 1865). The new railroad received the nation’s largest land grant ever given to a railroad, 470 million acres spanning the western half of the United States, with Lake Superior as the eastern terminus, and Puget Sound as the western terminus (Lewis 1912:187; Schwantes 1996:173). The railroad was initially designed to cross over the Cascade Mountains, as Stevens recommended. However, the city of Portland, located along the Columbia River to the south, was booming, and the NPRR feared competitors would build rail lines to the region first. The company’s leaders amended their charter and changed the plan to instead construct a line along the Columbia River to Portland and then head north to Puget Sound. This line became known as the Pacific Division of NPRR’s transcontinental line. The Cascade line through the mountains, relegated to branch status, would have to wait (Lewty 1987:2–5). NPRR’s boosters were surprised to find that neither option inspired enough investors to fund construction. In 1870, as the project stalled, Congress granted the young railway company permission to sell bonds to help raise capital. With the help of the venerable financial firm, Jay Cooke and Company, which was charged with managing the railway’s finances, bonds were sold, and the monies raised to enable construction to begin at Thompson Junction, west of Duluth, Minnesota. That same year, construction began on the western end of the route at the town of Kalama, Washington. New track was laid north on the Columbia River heading toward Puget Sound (BNSF 2015:31; Lewis 1912:189). In 1872, the NPRR decided to locate its western terminus at Tacoma, leaving the growing city of Seattle off the mainline, a move that baffled Seattle residents and led to a long-standing animosity between the Seattle press and the NPRR. A small settlement with numerous acres of undeveloped shoreline, Tacoma undoubtedly appealed to NPRR’s larger development plans. Historians of the era argued that the city of Tacoma was “purely the creation of the railroad” and that its “advance to the position of an important town” only dated from 1872, “when it received a great stimulus from the certainty that it had only a year to wait for the connection of the Northern Pacific track in Montana, which would unite the Sound with the Atlantic Coast by unbroken rail connection” (Smalley 1883:375). Construction continued north of Kalama toward Tacoma throughout 1873, but NPRR’s funds were running short. It was not the only railroad struggling. In early September, the New York Warehouse & Securities Company, which financed other railroads, declared itself insolvent, followed soon after by Kenyon Cox & Company, which financed Canada Southern Railway. On September 18, 1873, Jay Cooke & Company also shut its doors. The Pacific Division line was still 12 miles from

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Tacoma (Lewty 1987:12). Work came to a virtual halt until Captain J. C. Ainsworth financed the completion of the line with his own resources. The first train from Kalama to what was then known as New Tacoma arrived on December 16, 1873 (Robertson 1995:236). Both the east and the west sections of the transcontinental line lay nearly dormant until the late 1870s (Renz 1973:31). In 1877, under the presidency of Charles B. Wright, the NPRR employed Chinese and European laborers to build a short, 26-mile branch line from Tacoma through Puyallup and southeast to what is now known as Wilkeson. There, trains could collect coal mined from the foothills of Mount Rainier. According to historian Louis T. Renz, “Coal wharves and storage sheds were ready at Tacoma, and the Kalama shops built 100 four wheel coal cars. This branch plus the wharves and mine development cost $600,000 and of this $300,000 was from earnings and the rest from temporary loans” (Renz 1973:31). NPRR investors bought up the coal mines, and coal was soon moving to Commencement Bay by rail through Puyallup (Hogerhuis 2015). By 1891, railroad warehouses, hop houses, and two depot buildings appeared alongside tracks in central Puyallup (Sanborn 1891) (Figure 5-1).

Figure 5-1. Puyallup Depot, 1883. Photograph courtesy of the Washington State Historical Society.

Vitally important in the late nineteenth century, coal fueled the region’s growing network of railroads, which were the most efficient option for connecting markets coast to coast. Seattle residents were so angry over the loss of the NPRR and so anxious to connect to coal mines in Renton that city residents built their own line. In 1877, the Seattle & Walla Walla Railway, a locally constructed rail line, began hauling coal from Renton to Seattle’s Elliott Bay. By 1878, Seattle had extended the line to new coal mines in Newcastle (Kirk 2003:281; Williams 2013). The Seattle &

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Walla Walla provided coal to Seattle, and in turn, the coal mines provided profit for the railroad. According to author Ruth Kirk, by the 1880s, “the towns of Newcastle and Coal Creek comprised the second largest community in King County. As the county’s earliest sizable industry, Newcastle coal mining caused Seattle to grow from a small village in the 1860s to a major port city in the 1880s” (Kirk 2003:347). Although the line was a financial success, Seattle’s citizens were not able to advance the Seattle and Walla Walla any farther south (Williams 2013). In the late 1870s, the NPRR was attempting to complete its transcontinental line along the Columbia River to Portland. In 1879, the NPRR negotiated with noted railroad financier and one- time newspaper reporter Henry Villard to use the Oregon Railway and Navigation Company’s tracks between Wallula, Washington, and Portland, Oregon. That year, under NPRR’s new president Frederick Billings, construction along the transcontinental line began anew. By 1881, tracks from Minnesota had reached the eastern edge of the Montana Territory (BNSF 2015). Although the NPRR line terminated in Tacoma, roughly 30 mi south of Seattle, and Seattle was growing rapidly, the NPRR did not immediately build a link between the two cities. This left the door open to other investors interested in Seattle, its port, and its nearby natural resources. Villard formed the Oregon Improvement Company to purchase the Seattle & Walla Walla rail line, expand it, and manage associated transportation assets including steamers, docks, and wharves. Villard also promised to build Seattle a link to the NPRR near Wilkeson and thereby use the transcontinental route to connect Seattle with the nation. In 1880, the Seattle Daily Intelligencer confirmed as much, stating that it was “reliably informed” that Villard himself would put 50,000 to 60,000 dollars toward construction of the Cascade route through the Cascade mountains. According to the Intelligencer, “everything points to the conclusion that the road will be built across the mountains next summer” (Seattle Daily Intelligencer 1880). In 1881, Villard took his plan further, convincing investors to add to a pool of money even though they had no idea what the investment was for. In what became known as the “blind pool,” the popular financier was able to collect the funds needed to buy a controlling interest in the NPRR without alerting competitors. Villard then became president of NPRR and formed a new holding company, the Oregon & Transcontinental Company, to manage shared interests in both the NPRR and the Oregon Railway & Navigation. The new company would also raise the funds needed to finance construction of both companies’ railroads (Villard 1904:297). To form the needed link between Seattle and the NPRR, Villard first identified a connection point on the existing NPRR line to Wilkeson. He chose Meeker, just east of Puyallup, and then requested bids for construction of a line north to Stuck Junction, roughly 6 mi away. In 1882, Joseph F. Nounan Company of San Francisco and J. R. Myers of Portland received the contract. Using 250 Chinese laborers and 50 Euroamerican laborers, the partners made slow progress north of Meeker, halting construction when nearby rivers overflowed their banks (Armbruster 1998; Seattle Daily Post- Intelligencer 1882). By the end of 1882, the NPRR had completed the line from Meeker to Stuck

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Junction, terminating north of Sumner near Auburn (Lewis 1912:191). At the same time, the Oregon & Transcontinental Company constructed a new line from Seattle south to Stuck Junction (Smalley 1883:430). Named the Puget Sound Shore Line, this new line became the link between Seattle and the NPRR (Renz 1973:49). However, as the two lines prepared to finalize their connection in 1883, Villard’s vast network of companies, which were overextended and low on funds, crashed. Villard stepped down from the NPRR and retreated in nervous exhaustion. First, the Seattle press quoted critics who characterized Villard as defiant, careless, and cold-hearted, a great, wealthy lover of money who would remain a millionaire. Then they grew sympathetic, casting Villard as a pauper, a poor and sick victim of his own enthusiasms, who gave his all for the success of the NPRR and lost everything (Seattle Daily Post-Intelligencer 1883, 1884a). In the wake of Villard’s retreat, the new president of the NPRR, Robert Harris, announced that he would complete the line through the Cascades and would also complete the Puget Sound Shore Line (Armbruster 1998). Fourteen hundred Chinese laborers completed the last few miles of track between Tacoma and Seattle. However, Harris was busy trying to finance the Cascade branch of the transcontinental line and untangle Villard’s financial records. The line between Tacoma and Seattle, finally complete, sat idle (Armbruster 1999:85). The line became known in the media as the “orphan road,” as neither the NPRR nor any other company claimed responsibility for it or worked to furnish it with regularly scheduled service (Lewis 1912:191). It was not until June 1884 that the first train along the orphan road arrived in Seattle, carrying a small number of NPRR men. They stayed in Seattle a short while before taking a steamer back to Tacoma, as the railroad into town included no side track, had no way for the train to turn around, and the tracks had not yet been extended to the bay (Armbruster 1999:91). By July, irregular service between Seattle and Tacoma had begun (Armbruster 1999:92). The train operated briefly under difficult conditions, running to Seattle and then backing up to return to Tacoma. By August 1884, a brief statement from NPRR management called a stop to even this minimal service (Seattle Daily Post-Intelligencer 1884b). In June 1885, articles in the Seattle Daily Post-Intelligencer suggested that once again, railroad men were traveling to Seattle on behalf of the orphan road, “the only piece of property in King County assessed to ‘unknown owner’” (Seattle Daily Post-Intelligencer 1885). By July 5, 1885, the orphan road was back in business. The road was suddenly opened to traffic and daily trains began to depart Tacoma for Seattle in the middle of the night and then back up along the track to Tacoma the following afternoon. In fall 1885, the orphan road was reinspected, a turntable was installed at the northern end, ballast was added, and on October 26, the orphan road was yet again back in business, running two trains a day between Tacoma and Seattle, although travel times remained inconvenient (Armbruster 1999:103) (Figure 5-2).

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Figure 5-2. Railroad lines constructed between Tacoma and Seattle, 1877–1884.

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While the orphan road was still improving, the NPRR focused on completing the Cascade route through Stampede Pass. In 1887, the NPRR completed a switchback above an incomplete tunnel in order to allow the first train to come through the Cascades to Tacoma in July (Lewis 1912:191). Trains clearing the pass ran west through Buckley, Orting, and then north through Puyallup and into Tacoma, using a portion of the early coal road from Tacoma to Wilkeson. The Puget Sound was finally linked, via the northern route, to the east (Armbruster 1999:108, 117) (Figure 5-3).

Figure 5-3. Men posing on Northern Pacific Railway tracks, Stampede Pass, ca. 1887. Photo courtesy of University of Washington Digital Collections.

Railway World, an industry journal, claimed that this event was so important to citizens of eastern and western Washington Territory, “on account of its practical removal of a barrier which has heretofore prevented free intercourse between the inhabitants of opposite sides of the Cascade mountains,” that they were planning a reunion at the tunnel (Railway World 1887) The Railroad Gazette celebrated the completion by running details provided by Northern Pacific vice-president Thomas F. Oakes: “On July 1, 1887, we began operating the switchback over the Cascade Mountains, which has a grade of 297 ft. per mile. The distance is 3.7 miles from foot of grade on east side to summit, and 3.5 miles from foot of grade at west side to summit” (Railroad Gazette 1888). The Gazette went on to document just how treacherous train travel could be at this time. In 1888 alone, Northern Pacific

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trains were partially derailed after running over cattle, running into other trains, breaking wheels, or hitting landslides (Railroad Gazette 1888). By the late 1880s, the NPRR was producing route maps that celebrated the cities along its transcontinental route, bolstering its decision to terminate at Tacoma by praising the city’s deep water port and noting that Commencement Bay had developed “a larger shipping business than any other port in the Pacific Northwest.” By that time, its ships carried wheat to Europe, coal to San Francisco, and lumber to California, South America, China, Australia, and New Zealand (Northern Pacific Railway Company n.d.). The NPRR went on to claim that the Tacoma was the grandest hotel in the Pacific Northwest, and that the city was fully equipped with waterworks, gas and electric lights, cable and motor street railroads, and two colleges, one for men and one for women (Northern Pacific Railway Company n.d.). Relations between the NPRR and Seattle improved after the city suffered a tremendous fire in June 1889. The southern half of downtown, along with rail resources like the depot, wharves, and docks, was destroyed. Tacoma and the NPRR responded by sending rail cars full of volunteers and supplies, including, eventually, brick and Wilkeson sandstone (Armbruster 1999:110). Soon after the fire, in November 1889, Washington joined other western states along the NPRR route in claiming statehood. Washington was officially a part of the union. In 1890, the NPRR purchased the Puget Sound Shore Line outright and the new line from Puyallup to Seattle was then operated by the Northern Pacific & Puget Sound Shore Railroad Company (Robertson 1995:235). Progress continued throughout the early 1890s. However, in 1893, the national economy slid back into economic collapse, and the NPRR and other railroads went bankrupt. In 1896, the NPRR was sold to the Northern Pacific Railway Company (NPRW). Partially bolstered by the Klondike Gold Rush, Seattle and the Puget Sound region emerged from the depression stronger, and cities including Seattle and Tacoma continued to prosper while new railroad routes proliferated throughout Washington (Armbruster 1999:138). In 1898, the Seattle Daily Intelligencer detailed the spider web of main routes and branch lines that crisscrossed Washington: An advantage with Washington possesses over any other Pacific state is that it is traversed from east to west by two competing transcontinental railroads, the Northern Pacific and Great Northern, while the Canadian Pacific comes in from the north, both to Seattle and Spokane... The Northern Pacific, in addition to its main line, has the Spokane and Palouse branch from Spokane to Genesee and Farmington, the Grays Harbor branch from Olympia along both shores of Grays harbor, the Willapa harbor branch from Centralia to South Bend, the Puget Sound Shore Line from Meeker Junction to Seattle, the Central Washington branch from Cheney to Coulee through the Big Bend country, the Spokane and Seattle from Spokane to Davenport, the Seattle and International from Seattle to Sumas, the Snoqualmie, the Hunt system of 111 miles in Walla Walla country, its total mileage in the state being 1,355. [Seattle Daily Intelligencer 1898]

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In 1901, the NPRW partnered with Great Northern Railway Company to purchase the majority of remaining stock in the Chicago, Burlington, & Quincy Railroad. The two companies partnered again in 1905 to construct the Spokane, Portland, & Seattle Railway. By 1909, the NPRW had constructed a new passenger depot north of the railroad tracks within the Puyallup APE. The old depot was relegated to a freight depot, and was gone by 1945 (Sanborn 1909, 1945). In 1970, the relationship between the two lines was finalized when the NPRW merged with Great Northern and others and became part of Burlington Northern Inc. (BNSF 2015:34). As noted above, the Sounder commuter trains began carrying passengers between Seattle and Tacoma along the BNSF rails in Puyallup in 2000 (Hamilton 2006). New depots and other associated resources along the line date from this period.

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6. Expectations for Prehistoric, Ethnographic Period, and Historic-Era Archaeological Resources

Based on the background review and archival research documented in Sections 3 through 5, HRA developed probabilities for prehistoric, ethnographic, and historic Native American, and historic Euroamerican, archaeological resources. The Project is located along the Puyallup and White/Stuck Rivers and locations of ethnographic places and other landmarks indicate long-term settlement at the confluence of these two rivers. This is a prime location for human settlement, as it affords access to travel routes and an abundance of marine and riverine resources. Use of the region for travel and/or settlement during the prehistoric and ethnographic periods is likely. The area has been previously disturbed by past historic and modern period use and the amount of disturbance and or fill is currently unknown. However, in previously undisturbed areas below the ground surface, there is a high potential for prehistoric, ethnographic, and historic Native American cultural resources. Prehistoric and ethnographic period resources could include lithic, bone, and shell artifacts, as well as the food and technological materials from plants and animals. Evidence for fishing is also expected. The Puyallup Station Project is located in the oldest portions of Puyallup. The potential for encountering historic-era sites and artifacts is high. This area has a long history of settlement by Euroamerican which began in the 1890s for agricultural, residential, and commercial purposes. The proximity to the World War II period Camp Harmony also increases the likelihood that important cultural material may be present. Historic-era resources may include, but are not limited to, artifacts and features associated with these uses, such as glass bottles, vessels, or fragments; ceramic dishware or vessels; metal fragments, cans, or machinery parts; concrete; brick; and milled wood. Given the high probability of identifying archaeological resources within the APE, we recommend that an Archaeological Monitoring and Treatment Plan (ARMTP) be developed for the project.

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7. Geotechnical Bore Sampling and Analysis

7.1 Geotechnical Bore Sample Methods

HRA archaeologists reviewed geotechnical bore logs provided by HWA Geosciences (HWA) (Appendix C) and examined sediment samples taken by HWA during geotechnical boring. Samples were reviewed over a period of three days and included both split spoon samples and sediment extruded from Shelby tubes, which were taken using mud rotatory drilling. Sediment samples were taken at approximately 2.5 foot intervals up to 25 feet below surface, and at 5 foot intervals below this. The samples were bagged in the field by HWA, and HRA reviewed these bagged samples in HWA’s laboratory. Structure and orientation of samples (up and down) were therefore not retained. HRA archaeologists examined all samples from between 5 and 130 feet below surface (or to the depth of the bore, whichever was shallower). All examined samples—with the exception of those interpreted as Osceola mudflow deposits—were deposited on a paper towel outside of the sample bag and broken apart to view the structure of the sediment. Osceola mudflow deposits were examined in the sample bag visually and manually to ensure that no larger artifacts were present. In bores extending below 130 feet below surface, HRA examined selected samples at deeper depths when the bore log description suggested the presence of a partly exposed or stable surface (e.g., peat deposits). HRA compared the sediment characteristics (i.e., consistency and notable inclusions) against that noted by HWA in the bore logs, photographed the sample, and examined the sample for the presence of cultural materials or sediments that might be indicative of a stable surface suitable for habitation. HRA archaeologists made notes on sediments where information pertinent to archaeological recommendations was not noted by HWA staff.

7.2 Geotechnical Bore Sample Analysis Results

A total of five bore hole (BH) samples (BH-1, -2, -3, -4, and -5) were reviewed for Puyallup Station (Figure 7-1). The following is a general description of observed sediments and geologic interpretation made by HWA staff and HRA archaeologists. A basic discussion of the archaeological potential for each sediment type is also included because this information is used to generate recommendations.

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Figure 7-1. Locations of geotechnical boreholes within the Puyallup Station APE.

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Four distinct deposits were noted in the bores drilled at the Puyallup Station location (Table 7-1). Fill measuring 3 to 5 feet in thickness was noted in bores BH-1, -2, -4, and -5; no fill was noted in BH-3. Fill has little to no potential to contain intact archaeological deposits. In each of the bores, below the fill, fine to coarse sand within varying amounts of gravels was noted and was interpreted as recent alluvium. Recent alluvium was noted to a depth of approximately 40 feet in Bores BH-1, - 2, and -3 (Bores BH-4 and -5 were terminated at approximately 30 feet below surface). Organics were observed in this sediment, but they appeared to be suspended in sediment and were not indicative of a stable surface that was subaerially exposed for an extended period of time. Alluvium indicative of a lower energy depositional environment, like much of that observed at these depths, has a moderate to high potential to contain intact archaeological deposits. No soil development was noted in the samples. The recent alluvium was underlain by grey silt and sand containing subrounded unsorted gravels. These were interpreted as Osceola Mudflow sediments, which were deposited in the area about 5700 B.P. (Crandell 1971). Osceola sediments have no potential to contain intact archaeological deposits. This layer at Puyallup Station was approximately 20 to 25 feet thick and overlaid sediment interpreted as older alluvium. The older alluvium generally consisted of silt with occasional bedding and suspended organics. It formed the deepest depositional package at Puyallup Station. Again, alluvium indicative of a low energy depositional environment has a moderate to high potential to contain intact archaeological deposits. A peat deposit was noted in BH-2 approximately 160 feet below surface, indicating a once stable, subaerially exposed surface (e.g., wetland). BH-2 reached the deepest of all the bores and was terminated at 241.5 feet below surface, although not all samples from BH-2 were examined. No cultural materials were observed in any samples from the Puyallup Station bores.

Table 7-1. Average Depth and Thickness of Sediment Within the Puyallup APE. Sediment Type Depth Thickness

Fill 0-5 feet 5 feet

Recent Alluvium 5-40 feet 35 feet

Osceola 40-60 feet 20 feet

Lower Alluvium Below 60 feet Unknown

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8. Historic-Era Architectural Resources

8.1 Architectural Inventory Methods

HRA’s architectural historian performed site visits on January 20 and May 27, 2015, and prepared photographs and field notes for all historic-era resources within the APE. HRA identified 15 historic-era resources that needed to be inventoried and evaluated (Figure 8-1), including commercial buildings, school buildings, industrial structures, and the BNSF rail line, which runs east–west through the APE. HRA prepared HPIs for all inventoried resources.

8.2 Architectural Inventory Results

The following table provides detailed information for each resource along with FTA’s eligibility determinations (Table 8-1).

8.3 Register Criteria

8.3.1 National Register of Historic Places

The criteria for listing a resource in the NRHP require that, in addition to a resource generally being over 50 years of age and possessing integrity, it must meet at least one of the following criteria, outlined in 36 CFR 60.4 (NPS 2002): A. Resource is associated with events that have made a significant contribution to the broad patterns of our history; or

B. Resource is associated with the lives of persons significant in our past; or

C. Resource embodies the distinctive characteristics of a type, period, or method of construction, or represents the work of a master, or possesses high artistic values, or represents a significant and distinguishable entity whose components lack individual distinction; or

D. Resource has yielded, or is likely to yield, information important in prehistory or history.

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Figure 8-1. Historic-era buildings, structures, and objects within the APE.

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Table 8-1. Surveyed Resources within the APE. Address Tax Parcel(s) Year Current Use Eligible for Eligible for the WA Built NRHP? Register?

9008770010

1 239 W Stewart Ave 9008770020 1962 Commercial No No

9008770030

2 211 W Stewart Ave 7940400090 1950 Commercial No No

3 209 W Stewart Ave 7940400080 1950 Commercial No No

4 207 W Stewart Ave 7940400070 1955 Commercial No No

5 201 W Stewart Ave 7940400060 1924 Commercial No No

6 121 W Stewart Ave 7940400050 1960 Commercial No No

7 203 5th St NW 0420281000 1940 Manufacturing No No

Single Family 8 110 5th St NW 5870000010 1904 No No Residence

Single Family 9 504 2nd Ave NW 5870000090 1910 No No Residence

Puyallup High 10 105 7th St NW 5870000151 1958 No No School

11 625 3rd Ave NW 5870000140 1910 Industrial No No

12 302 5th St NW 5870000110 1965 Commercial No No

13 BNSF railroad None 1877 Transportation * *

7940700020 14 308 W Stewart Ave 1966 Commercial No No 7940400160

15 202 5th St NW 2002200000 1923 Commercial No No

* FTA has determined in consultation with SHPO that the resources of the BNSF railroad within the APE are non- contributing elements to a larger, possible NRHP-eligible resource (Sterner 2015 [Appendix A]).

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8.3.2 Integrity

Integrity is related to how a property’s physical features are tied to and convey its significance. It is based on “why, where and when a property is important” (NPS 2002). In order to retain integrity, a property must retain most of the seven aspects of integrity, which are as follows:  Location: the place where the property was constructed or the place where the historic event occurred.  Design: the combination of elements that create the form, plan, space, structure, and style of a property.  Setting: the physical environment of a historic property.  Materials: the physical elements that were combined or deposited during a particular period of time, and in a particular pattern or configuration, to form a historic property.  Workmanship: the physical evidence of the crafts of a particular culture or people during any given period in history or prehistory.  Feeling: a property’s expression of the aesthetic or historic sense of a particular period of time.  Association: the direct link between an important historic event or person and a historic property (NPS 2002).

8.3.3 Washington Heritage Register

To be eligible for listing in the Washington Heritage Register, historic resources must meet the following criteria:  A building, site, structure or object must be at least 50 years old. If newer, the resource should have documented exceptional significance.  The resource should have a high to medium level of integrity, i.e. it should retain important character defining features from its historic period of construction.  The resource should have documented historical significance at the local, state or federal level. The Washington Heritage Register application identifies the following criteria for significance: o The property belongs to the early settlement, commercial development, or original native occupation of a community or region.

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o The property is directly connected to a movement, organization, institution, religion, or club which served as a focal point for a community or group. o The property is directly connected to specific activities or events which had a lasting impact on the community or region. o The property is associated with legends, spiritual or religious practices, or life ways which are uniquely related to a piece of land or to a natural feature. o The property displays strong patterns of land use or alterations of the environment which occurred during the historic period (cultivation, landscaping, industry, mining, irrigation, recreation). o The property is directly associated with an individual who made an important contribution to a community or to a group of people. o The property has strong artistic, architectural or engineering qualities, or displays unusual materials or craftwork belonging to a historic era. o The property was designed or built by an influential architect, or reflects the work of an important artisan. o Archaeological investigation of the property has or will increase our understanding of past cultures or life ways (DAHP 2015).

8.4 Architectural Resource Evaluation

HRA inventoried 15 historic-era resources within the APE. FTA has determined in consultation with SHPO that no historic-era resources within the APE are eligible for listing in the NRHP or the WHR. A small section of the Burlington Northern Railroad corridor between Tacoma and Seattle is found within the APE. FTA determined, in consultation with SHPO, that the rail sections within the APE are non-contributing elements to a larger, possible NRHP-eligible resource (Sterner 2015 [Appendix A]). The larger corridor along with the smaller BNSF section within the APE is discussed in more detail below because of its role in Washington State’s history, although it is not evaluated for eligibility for the NRHP. Determining the eligibility of the Seattle-to-Tacoma BNSF corridor is beyond the scope of the present undertaking. A conclusion about the corridor’s eligibility would require an analysis of the existence and significance of remaining elements throughout the corridor and an assessment of their relationship to one another.

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8.4.1 Discussion of BNSF Rail Line

Physical Description: The BNSF rail line, constructed in 1877 by the NPRR (Figure 5-2), runs generally east and west through Puyallup within the APE. It is part of the larger railroad corridor between Seattle and Tacoma. The resource within the APE consists of the rail corridor, the tracks, and associated rail beds, with two parallel standard-gauge lines running directly south of W Stewart Avenue. The lines are made up of gravel rail beds, iron rails, and wood ties. Commercial buildings are located north and south. The two sets of tracks are separated by a chain link fence. The northern line runs north toward Seattle and is currently used by the Sounder, a commuter rail line. The southern line bends southeast and terminates in Orting. Within the APE, the line is crossed by 5th Street NW. At this location, the tracks are embedded in concrete panels and include crossing protection gates with lights both north and south of the road crossing. East of the crossing are the northbound and westbound Puyallup Stations. These were constructed outside the historic era and consist of new, wide, concrete platforms with multiple passenger shelters of plywood or wood sheet with brick veneer skirting and vinyl-framed windows. The line was first constructed to bring coal from the foothills of Mount Rainier to Commencement Bay in Tacoma. One of the earliest branch lines on the NPRR in Washington, this line not only provided access to local fuel, but provided a route for Puyallup resources, including hops, to reach shipping channels along the Puget Sound in the earliest days of train travel in Washington. The line is associated with the “orphan road,” a line constructed in pieces between Tacoma and Seattle that was the subject of controversy and financial trouble and was the central cause of friction between the two burgeoning cities during the late nineteenth century, causing residents in both Tacoma and Seattle to make great strides in their local transportation systems. The line is also associated with the Cascade Division of the transcontinental railroad. When the line from Minnesota to Tacoma was completed, it used a portion of the existing coal road, integrating Puyallup’s section of the line into the Cascade Division of the transcontinental line. Locally, the line is also associated with the growth of the Puyallup Valley, a great agricultural region that relied on the NPRR to move resources. The BNSF rail line, particularly where it runs through the APE, is not associated with the lives of persons significant in our past. The rail line is loosely associated with leadership for the NPRR, including President Charles B. Wright, who served from 1874 to 1877 and oversaw the recovery of the NPRR after the panic of 1873 (Armbruster 1999:45). Although the rail line was constructed under Wright’s presidency, he is only one of many NPRR managers who contributed to its construction, none of whom appear to have a personal attachment to the location of the railroad. Instead, this group of industrialists constructed this branch line, along with many others, as part of a decades-long effort to fund and construct a transcontinental railroad.

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The line is also associated with a noted historical figure, hop farmer Ezra Meeker, who “spiked the Puyallup branch into the foothills” (Armbruster 1999:45). While Meeker is well known, many other resources, including Pioneer Square, the site of his homestead, and the Meeker Mansion, currently used as the home of the Puyallup Historical Society, are more closely tied to his life and work and better represent his legacy in the Puyallup Valley. The line has a loose association to Henry Villard, a railroad magnate who helped build the “orphan road” to Seattle. However, the orphan road was a construction project that began east of the APE and only utilized the existing coal road through Puyallup. The BNSF rail line in the Puyallup APE is not distinctive for its architectural or engineering qualities or as an example of a particular type, period, or method of construction. It does not represent the work of a master, or possesses high artistic values, or represent a significant and distinguishable entity whose components lack individual distinction. Standard gauge rail lines are consistent in design, materials, and workmanship and are not, in and of themselves, significant for their architectural or engineering characteristics. The line through the Puyallup APE exhibits no unique characteristics, such as a trestle, bridge, or historic depot that distinguishes it from others of its type. The BNSF rail line within the Puyallup APE is not expected to yield information important in prehistory or history. The rail line is of typical construction and is not likely to yield any new information about our history or prehistory.

8.4.1.1 Integrity

The BNSF rail line within the APE continues to run through its original rail corridor in Puyallup’s APE and retains integrity of location. The rail line features standard gauge tracks supported by gravel ballast along a long, linear corridor and retains integrity of design. The rail line’s associated features, including warehouse buildings, hop houses, side tracks, wood plank platforms, and most significantly, Puyallup’s original depots, have all been removed. Crossing streets and traffic controls have been upgraded, as has the rail line itself, which now includes associated modern safety features. In light of these changes, the line no longer retains integrity of setting. Wood ties, iron rails, and gravel ballast have been repaired or replaced in kind, and the rail line retains integrity of materials and workmanship. The line remains part of a larger Puget Sound rail network that continues to connect Tacoma to Seattle. The current rail line continues to serve its original function, to use the original rail corridor, and to follow its original path through the city, flanked by development that is permanently altered by a diagonal rail corridor passing through an otherwise gridded city. The line, therefore, retains integrity of feeling. As an active rail line, the resource retains a direct link to its historic past and retains integrity of association.

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8.4.2 Eligibility of BNSF Rail Line within the APE

FTA has determined, in consultation with SHPO, that the BNSF rail resources within the APE are non-contributing elements to a larger, possible NRHP-eligible resource (Sterner 2015 [Appendix A]).

8.5 Determination of Effects to Historic Properties during Construction and Operation

There are no historic resources eligible for the NRHP within the APE. Therefore, the consultant recommends that there are “no historic properties affected” during construction and operation of the project.

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9. Summary

9.1 Archaeological Resources

There is a high probability for identifying archaeological resources within the APE. Since the area is paved, an archaeological inventory was not possible at this time. In lieu of an inventory, HRA observed sediments from geotechnical boring samples that are indicative of a relatively low-energy depositional environment, thereby increasing the probability for intact archaeological materials. The structural foundation design for the Puyallup Station is currently not known but may include ground disturbing excavation as deep as 15 feet below surface and pilings or geopiers as deep as 80 feet below surface to support this facility. As a result, HRA recommends the following:  An Archaeological Resource Monitoring and Inadvertent Discovery Plan (ARMTP) would be developed for the construction phase of the project.  The protocols and level of monitoring established by the ARMTP would be informed as the foundation for the project design is developed. Monitoring protocols would include a range of on-site monitoring from daily monitoring, spot checks on a regular basis, to on-call. The level of monitoring would be recommended by the Project Archaeologist and reflect the probability for discovering archaeological materials during the construction.

9.2 Historic-Era Architectural Resources

FTA has determined in consultation with SHPO that no historic resources within the APE are eligible for listing in the NRHP or the WHR. FTA determined, in consultation with SHPO, that the Burlington Northern Railroad resources within the APE are non-contributing elements to a larger, possible NRHP-eligible resource. Given that there are no cultural resources eligible for the NRHP within the APE, the consultant recommends that there are “no historic properties affected” from the project.

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10. References Cited

Ames, K. M., and H. D. G. Maschner 1999 Peoples of the Northwest Coast, Their Archaeology and Prehistory. Thames and Hudson Ltd., London, England. Anderson, Ruth 1998 Peace Lutheran Church (45PI626) Washington Heritage Register Form. Peace Lutheran Church, Puyallup, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. 2013 Legendary Locals of the Puyallup Valley. Arcadia Publishing, Charleston, South Carolina. Armbruster, Kurt E. 1998 Orphan Road: The Railroad Comes to Seattle. Columbia Magazine 11(4; Winter 1997– 1998). Electronic document, http://www.washingtonhistory.org/files/library/orphan- road.pdf, accessed August 18, 2015. 1999 Orphan Road: The Railroad Comes to Seattle, 1853–1911. Washington State University Press, Pullman. Barnosky, Cathy W., Patricia M. Anderson, and Patrick J. Bartlein 1987 The Northwestern US during Deglaciation: Vegetation History and Paleoclimatic Implication. In North America and Adjacent Oceans during the Last Deglaciation, Vol. K-3, edited by W. F. Ruddiman and H. E. Wright, Jr., pp. 289–321. Geological Society of America, Boulder, Colorado. Becker, Paula 2006a Pierce County—Thumbnail History. HistoryLink.org Essay 8001. Electronic document, http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=8001, accessed January 14, 2015. 2006b First Puyallup Valley Fair is held in Puyallup on October 4–6, 1900. HistoryLink.org Essay 8004. Electronic document, http://www.historylink.org, accessed January 2015. Blukis Onat, Astrida R., Maury E. Morgenstein, Philippe D. LeTourneau, Robert P. Stone, Jerre Kosta, and Paula Johnson 2001 Archaeological Investigations at stuwe’yuqw – Site 45KI464, Tolt River, King County, Washington. BOAS, Inc., Seattle. Submitted to Seattle Public Utilities. Contract No. DC 98097. BOLA Architecture & Planning (BOLA) 2007 Puyallup Historic Survey Report, Puyallup, Washington. BOLA Architecture & Planning, Seattle, Washington. Prepared for the City of Puyallup, Puyallup, Washington; Pierce County; and the Department of Archaeology and Historic Preservation, Olympia, Washington. 2010 Puyallup Northwest Residential Survey-Appendix to Puyallup Historic Survey Report, August 2007. BOLA Architecture & Planning, Seattle, Washington. Prepared for the City of Puyallup,

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Puyallup, Washington; Pierce County; and the Department of Archaeology and Historic Preservation, Olympia, Washington. Booth, D. B., H. H. Waldron, and K. G. Troost 2004 Geologic Map of the Poverty Bay 7.5’ Quadrangle, King and Pierce Counties, Washington. Geological Survey Scientific Investigations Map 2854, scale 1:24,000. Borden, R. K., and K. G. Troost 2001 Late Pleistocene Stratigraphy in the south-central Puget Lowland, Pierce County, Washington. Washington State Department of Natural Resources, Report of Investigations 33. Olympia, Washington. Brubaker, Linda B. 1991 Climate Change and the Origin of Old-Growth Douglas-Fir Forests in the Puget Sound Lowland. In Wildlife and Vegetation of Unmanaged Douglas-Fir Forests, edited by Leonard F. Ruggiero, Keith B. Aubry, Andrew B. Carey, and Mark F. Huff, pp. 17–24. U.S. Department of Agriculture, Forest Service, Pacific Northwest Research Station, General Technical Report PNW-GTR-286. Portland, Oregon. Burlington Northern Santa Fe Railway (BNSF) 2015 History and Legacy: The History of BNSF. Electronic document, http://www.bnsf.com/about-bnsf/our-railroad/company-history/overview/#/i/zoomed, accessed September 9, 2015. Carpenter, C. S. 1986 Fort Nisqually: A Documented History of Indian and British Interaction. Tacoma Research Service, Tacoma. Chatters, J. C., J. B. Cooper, P. D. LeTourneau, and L. C. Rooke 2011 Understanding Olcott: Data Recovery at 45SN28 and 45SN303, Snohomish County, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Chatters, James, and Marc Fairbanks 2013 Archaeological Damage Assessment for the Bray Site (45PI1276). Applied Paleoscience, Bothell, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Chesley, Frank 2008 Puyallup—Thumbnail History. HistoryLink.org Essay 8447. Electronic document, http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=8447, accessed June 15, 2015. City of Puyallup 2013 City of Puyallup Register of Historic Places, As of October 2013. City of Puyallup, Washington. Electronic document, http://www.cityofpuyallup.org/files/library/b202f23fc047f898.pdf, accessed June 15, 2015. Clague, J. J., J. R. Harper, R. J. Hebda, and D. E. Howes 1982 Late Quaternary sea levels and crustal movements, coastal British Columbia. Canadian Journal of Earth Sciences 19:597–618.

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Collins, B. D., and D. R. Montgomery 2011 The legacy of Pleistocene glaciation and the organization of lowland alluvial process domains in the Puget Sound region. Geomorphology 126:174–185. Crandell, D. R. 1971 Postglacial lahars from Mount Rainier Volcano, Washington. U.S. Geological Survey Professional Paper 677. Crandell, D. R., and H. H. Waldron 1956 A recent volcanic mudflow of exceptional dimensions from Mt. Rainier, Washington: American Journal of Science 254:349–362. Department of Archaeology and Historic Preservation (DAHP) 1982 Sumner Cemetery (PI00891) Cemetery Detail Report. State of Washington Archaeological Site Inventory Form. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. 2014a Ezra Meeker Mansion (45PI18) Historic Register Report. Department of Archaeology and Historic Preservation, Olympia, Washington. Electronic document, accessed March 18, 2014. 2014b Puyallup Assembly Center (45PI565) Historic Register Report. Department of Archaeology and Historic Preservation, Olympia, Washington. Electronic document, accessed March 18, 2014. 2014c Christ Episcopal Church (45PI605) Historic Register Report. Department of Archaeology and Historic Preservation, Olympia, Washington. Electronic document, accessed March 18, 2014. 2014d Peace Lutheran Church (45PI626) Historic Register Report. Department of Archaeology and Historic Preservation, Olympia, Washington. Electronic document, accessed March 18, 2014. 2014e Stewart-Brew House (45PI976) Historic Register Report. Department of Archaeology and Historic Preservation, Olympia, Washington. Electronic document, accessed March 18, 2014. 2015 Washington Heritage Register. Electronic document, http://www.dahp.wa.gov/washington-heritage-register, accessed June 15, 2015. Dixon, E. James 2013 Late Pleistocene colonization of North America from Northeast Asia: New insights from large-scale paleogeographic reconstructions. Quaternary International 285:57–67. Dragovich, J. D., P. T. Pringle, and T. J. Walsh 1994 Extent and Geometry of the Mid-Holocene Osceola Mudflow in the Puget Lowland - Implications for Holocene Sedimentation and Paleogeography. Washington Geology 22:3–26. Evans, Elwood 1889 History of the Pacific Northwest: Oregon and Washington, Volume II. North Pacific History Company, Portland, Oregon.

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Franklin, J. F., and C. T. Dyrness 1973 Natural Vegetation of Oregon and Washington. USDA Forest Service, General Technical Report PNW-8, Washington, D.C. Gustafson, Bruce 2012 Bray Site (45PI01276) State of Washington Archaeological Site Inventory Form. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Haeberlin, Hermann, and Erna Gunther 1930 The Indians of Puget Sound. University of Washington Publications in Anthropology 4(1):1–83. Seattle. Hamilton, Charles 2006 Sound Transit (King, Pierce, and Snohomish counties). HistoryLink Essay No. 8002. Electronic document, http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=8002, accessed June 14, 2015. Hilbert, Vi, Jay Miller, and Zalmai Zahir 2001 Puget Sound Geography: Original Manuscript from T. T. Waterman. Edited with additional material from Vi Hilbert, Jay Miller, and Zalmai Zahir. Lushootseed Press, Seattle, Washington. Hogerhuis, Donna 2015 Town of Wilkeson History. Electronic document, http://townofwilkeson.com/sample- page/, accessed August 18, 2015. Jones, Myrtle A. 1996 Thickness of Unconsolidated Deposits in the Puget Lowland, Washington and British Columbia. U.S. Geological Survey Water Resources Investigations Report Number 94-4133. Kirk, Ruth 2003 Exploring Washington’s Past: A Road Guide to History. University of Washington Press, Seattle. Kopperl, Robert E., Christian J. Miss, and Charles M. Hodges 2010 Results of Testing at the Bear Creek Site 45-KI-839, Redmond, King County, Washington. Northwest Archaeological Associates, Inc., Seattle, Washington. NWAA Report Number WA09-013. Prepared for the City of Redmond and David Evans and Associates, Inc. Kruckeberg, Arthur R. 1991 The Natural History of Puget Sound Country. University of Washington Press, Seattle. Lane, B. 1972a Anthropological Report on the Identity and Treaty Status of the Muckleshoot Indians. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. 1972b Anthropological Report on the Identity, Treaty Status and Fisheries of the Nisqually Tribe of Indians. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. 1973 Anthropological Report on the Identity, Treaty Status and Fisheries of the Puyallup Tribe of Indians. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington.

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report 45

1975 Identity, Treaty Status and Fisheries of the Steilacoom Tribe of Indians. Prepared for U.S. Department of the Interior and the Steilacoom Tribe of Indians. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Larrison, Earl J. 1967 Mammals of the Northwest: Washington, Oregon, Idaho, and British Columbia. Seattle Audubon Society, Seattle, Washington. Larson, Lynn L., and Dennis E. Lewarch (editors) 1995 The Archaeology of West Point, Seattle, Washington: 4,000 Years of Hunter-Fisher-Gatherer Land Use in Southern Puget Sound Volume 1, Parts 1 and 2. Larson Anthropological Archaeological Services, Ltd., Seattle, Washington. Prepared for King County Department of Metropolitan Services, Seattle, Washington. Submitted to CH2M Hill, Bellevue, Washington. Lewis, Sol H. 1912 A History of Railroads in Washington. The Washington Historical Quarterly 3(3, July:186– 197. Lewty, Peter J. 1987 To the Columbia Gateway: The Oregon Railway and the Northern Pacific, 1879–1884. Washington State University Press, Pullman. Lowry, Nate n.d. Stewart-Brew House (45PI976) Washington Heritage Register Form. Nate Lowry, Edgewood, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Marken, Mitchell, W. Brad Brewster, Kent Hale, and Reema Shakra 2009 Draft Cultural Resources Survey for the Puyallup Sounder Commuter Rail Station Parking Expansion, Puyallup, Pierce County, Washington. Environmental Science Associates (ESA), Seattle, Washington. Prepared for INCA Engineers. Submitted to Sound Transit. McCroskey, Lauren 1994 Christ Episcopal Church (45PI605) National Register of Historic Places Registration Form. State Historic Preservation Office, Olympia, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. McKee, B. 1972 Cascadia: The Geologic Evolution of the Pacific Northwest. McGraw Hill Book Company, New York, New York. Mosher, D. C., and A. T. Hewitt 2004 Late Quaternary deglaciation and sea-level history of eastern Juan de Fuca Strait, Cascadia. Quaternary International 121(1):23–39. National Park Service (NPS) 2002 How to Apply the National Criteria for Evaluation Bulletin. Electronic document, http://www.nps.gov/nr/publications/bulletins/nrb15/index.htm, accessed January 23, 2015.

46 DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

Nelson, Charles M. 1990 Prehistory of the Puget Sound Region. In Northwest Coast, edited by Wayne Suttles, pp. 481–484. Handbook of North American Indians, vol. 7, William C. Sturtevant, general editor. Smithsonian Institution, Washington, D.C. Nickel, Gale 1971 National Register of Historic Places Inventory – Nomination Form, Ezra Meeker Mansion. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Northern Pacific Railroad Company 1865 Charter of the Northern Pacific Railroad Co., Organization, Proceedings, By-laws, and Appendix. Alfred Mudge & Son, Boston, Massachusetts. Electronic document, https://books.google.com/books?id=cNUIAQAAIAAJ&printsec=frontcover&source=gbs_ ge_summary_r&cad=0#v=onepage&q&f=false, accessed September 9, 2015. Northern Pacific Railway Company n.d. Sectional Land Map Showing the Lands of the Northern Pacific Railway Co. in Western Washington and Northern Oregon. Held by the Washington State Library, Olympia, Washington. Pierce County Assessor 2015 Parcel Summary for 5870000100, 202 5th St NW, Puyallup, Washington. Electronic document, http://epip.co.pierce.wa.us/cfapps/atr/epip/summary.cfm?parcel=5870000100, accessed January 27, 2015. Pierce, J. Kingston 1999 Panic of 1893: Seattle’s First Great Depression. HistoryLink.org Essay 2030. Electronic document, http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=2030, accessed January 14, 2015. Price, Lori, and Ruth Anderson 2002 Puyallup, A Pioneer Paradise. Arcadia Publishing, Charleston, South Carolina. Railroad Gazette 1888 Train Running Over the Cascade Switch Back. Railroad Gazette, A Journal of Transportation, Engineering and Railroad News 20:17. Electronic document, https://books.google.com/books?id=OmM2AQAAMAAJ&pg=PA67&lpg=PA67&dq=%2 2Cascade+division%22+%22Stampede+pass%22&source=bl&ots=JVC6ciZpYr&sig=PT8i P7F2dneo0lFENZ3508S2rCA&hl=en&sa=X&ved=0CEcQ6AEwCGoVChMIjbGXsaSzxwI ViS2ICh1vdQBQ#v=onepage&q=%22northern%20pacific%22&f=false, accessed September 8, 2015. Railway World 1887 Opening of the Cascade Division of the Northern Pacific. Railway World: In Which Is Incorporated the United States Railroad and Mining Register 13:458. Electronic document, https://books.google.com/books?id=fi1CAQAAIAAJ&pg=PA458&lpg=PA458&dq=%22 Cascade+division%22+%22Stampede+pass%22+1887&source=bl&ots=nqg1Qn3Q7d&sig =ztUkILeD- mbDj7_X4mA09MYYPUs&hl=en&sa=X&ved=0CCoQ6AEwAjgKahUKEwiU6YaKgOjH

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report 47

AhXFOIgKHWlnCrM#v=onepage&q=%22Cascade%20division%22%20%22Stampede%2 0pass%22%201887&f=false, accessed September 8, 2015. Reese, Gary Fuller n.d. Puyallup Assembly Center (45PI565) National Register of Historic Places Inventory- Nomination Form. Tacoma Public Library, Tacoma, Washington. On file at the Department of Archaeology and Historic Preservation, Olympia, Washington. Renz, Louis T. 1973 The Construction of the Northern Pacific Railroad Main Line during the Years 1870 to 1888. Louis Renz, Walla Walla, Washington. Robertson, Donald R. 1995 Encyclopedia of Western Railroad History, Volume III: Oregon and Washington. Caxton Printers, Ltd., Caldwell, Idaho. Sanborn Map Company 1891 Sanborn Fire Insurance Map of Puyallup, Pierce County. Electronic document, http://sanborn.umi.com.ezproxy.spl.org:2048/wa/9295/dateid-000006.htm?CCSI=2565n, accessed September 10, 2015. 1900 Sanborn Fire Insurance Map of Puyallup, Pierce County. Electronic document, http://sanborn.umi.com.ezproxy.spl.org:2048/wa/9295/dateid-000006.htm?CCSI=2565n, accessed September 10, 2015. 1909 Sanborn Fire Insurance Map of Puyallup, Pierce County. Electronic document, http://sanborn.umi.com.ezproxy.spl.org:2048/wa/9295/dateid-000006.htm?CCSI=2565n, accessed September 10, 2015. 1927 Puyallup, Washington. Electronic document, http://sanborn.umi.com.ezproxy.spl.org:2048/wa/9295/dateid-000008.htm?CCSI=2565n, accessed September 10, 2015. 1945 Puyallup, Washington. Electronic document, http://sanborn.umi.com.ezproxy.spl.org:2048/wa/9295/dateid-000009.htm?CCSI=2565n, accessed September 10, 2015. Schwantes, Carlos A. 1996 The Pacific Northwest: An Interpretive History. University of Nebraska Press, Lincoln. Seattle Daily Intelligencer 1880 The Transfer of the S. & W. W. R. R. Seattle Daily Intelligencer October 15:3. Access provided by the Seattle Public Library, Seattle, Washington. 1898 Gridironed with Railroads. Seattle Daily Intelligencer June 21:1. Access provided by the Seattle Public Library, Seattle, Washington. Seattle Daily Post-Intelligencer 1882 Mr. Nounnan Interviewed. Seattle Daily Post-Intelligencer November 25:4. Access provided by the Seattle Public Library, Seattle, Washington. 1883 Villard Talk. Seattle Daily Post-Intelligencer December 20:1. Access provided by the Seattle Public Library, Seattle, Washington.

48 DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

1884a Villard Poor but Honest. Seattle Daily Post-Intelligencer January 5:1. Access provided by the Seattle Public Library, Seattle, Washington. 1884b Trains Stopped. Seattle Daily Post-Intelligencer August 22:2. Access provided by the Seattle Public Library, Seattle, Washington. 1885 Coming. Seattle Daily Post-Intelligencer June 18:3. Access provided by the Seattle Public Library, Seattle, Washington. Smalley, Eugene V. 1883 History of the Northern Pacific Railroad. G. P. Putnam’s Sons, New York. Smith, Marian 1940 The Puyallup-Nisqually Columbia University Contributions to Anthropology XXXII. Columbia University Press, New York. Suttles, W., and B. Lane 1990 Environment. In Northwest Coast, edited by Wayne Suttles, pp. 16–29. Handbook of North American Indians, Vol. 7, William C. Sturtevant, general editor, Smithsonian Institution, Washington, D.C. Thrush, Collin 2007 Native Seattle: Histories from the Crossing-Over Place. Universtiy of Washington Press, Seattle. Troost, KG and JK Stein 1995 Geology and geoarchaeology of West Point. In Larson and Lewarch ed.s, The Archaeology of West Point. Report to King County Department of Metropolitan Services V. 1, pp 2--28. United States Surveyor General (USSG) 1864 General Land Office Surveyor’s Map, Township 20 North, Range 4 East, Willamette Meridian. Bureau of Land Management. Electronic document, http://www.blm.gov/or/landrecords/survey/yPlatView1_2.php?path=PWA&name=t240n0 40e_001.jpg, accessed September 10, 2015. 1865 General Land Office Surveyor’s Map, Township 20 North, Range 4 East, Willamette Meridian. Bureau of Land Management. Electronic document, http://www.blm.gov/or/landrecords/survey/yPlatView1_2.php?path=PWA&name=t240n0 40e_001.jpg, accessed September 10, 2015. Vallance, J. W., and K. M. Scott 1997 The Osceola Mudflow from Mount Rainier: Sedimentology and Hazard Implications of a Huge Clay-Rich Debris Flow. Geological Society of America Bulletin 109:143–163. Villard, Henry 1904 Memoirs of Henry Villard, journalist and financier, 1835-1900, In Two Volumes, Volume II, 1863- 1900. Houghton Mifflin, New York.

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Waters, Michael R., Thomas W. Stafford, Jr., H. Gregory McDonald, Carl Gustafson, Morten Rasmussen, Enrico Cappellini, Jesper V. Olsen, Damian Szklarczyk, Lars Juhl Jensen, M. Thomas P. Gilbert, and Eske Willerslev 2011 Pre-Clovis Mastodon Hunting 13,800 Years Ago at the Manis Site, Washington. Science 334(October 2011):351–353. Whitlock, Cathy 1992 Vegetational and Climatic History of the Pacific Northwest during the last 20,000 Years: Implications for Understanding Present-Day Biodiversity. Northwest Environmental Journal 8:5– 28. Williams, David B. 2013 Seattle citizens start work on Seattle & Walla Walla Railroad on May 1, 1874. HistoryLink.org Essay 924. Electronic document, http://www.historylink.org/index.cfm?DisplayPage=output.cfm&file_id=924, accessed September 10, 2015. Williams, R. Walter, Richard M. Laramie, and James J. Ames 1975 A Catalog of Washington Stream and Salmon Utilization vol 1. Puget Sound Region. Washington Department of Fisheries, Olympia, Washington.

50 DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

Appendix A. Agency Correspondence

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

December 3, 2015

Mr. John Witmer Federal Transit Administration 915 Second Avenue Federal Building, Suite 3142 Seattle, WA 98174-1002

In future correspondence please refer to: Log: 050415-48-FTA Property: Sound Transit, Puyallup Station Access Improvements Re: BNSF Elements Non Contributing

Dear Mr. Witmer:

Thank you for contacting the Washington State Department of Archaeology and Historic Preservation (DAHP). Your correspondence has been reviewed on behalf of the State Historic Preservation Officer under provisions of Section 106 of the National Historic Preservation Act of 1966 (as amended) and 36 CFR Part 800. My response is based upon documentation contained in your communication.

As far as the Burlington Northern Railroad resources that have been identified within the area of potential effect (APE) for the project, DAHP concurs with your determination that these resources should be considered non-contributing elements to a possible, larger National Register of Historic Places (NRHP) eligible resource. As such, we would consider impacts from your project to these resources the same as we would consider impacts to a resource that is considered not eligible for listing in the NRHP.

However, if additional information on the property becomes available, or if any archaeological resources are uncovered during construction, please halt work in the area of discovery and contact the appropriate Native American Tribes and DAHP for further consultation.

Thank you for the opportunity to review and comment. Should you have any questions, please contact me.

Sincerely,

Matthew Sterner, M.A. Transportation Archaeologist (360) 586-3082 [email protected]

State of Washington • Department of Archaeology & Historic Preservation P.O. Box 48343 • Olympia, Washington 98504-8343 • (360) 586-3065 www.dahp.wa.gov

January 20, 2016

Mr. John Witmer Federal Transit Administration 915 Second Avenue Federal Building, Suite 3142 Seattle, WA 98174

In future correspondence please refer to: Project Tracking Code: 050415-48-FTA Property: Sound Transit, Puyallup Station Access Improvements Re: No Historic Properties

Dear Mr. Witmer:

Thank you for contacting our office and providing a copy of the cultural resources survey report completed by HRA. I concur with their professional recommendations and your finding of no historic properties affected for the project. However, I strongly agree with your consultants and your determination that an archaeological resource monitoring treatment plan and an inadvertent discovery plan be drafted and in place prior to any construction on the project. Since the project area is inaccessible for archaeological investigation prior to construction, this plan will form the basis of the archaeological evaluation for the project. Please submit this plan to DAHP for review and approval prior to any construction activities.

We would appreciate receiving any correspondence or comments from concerned tribes or other parties that you receive as you consult under the requirements of 36CFR800.4(a)(4).

These comments are based on the information available at the time of this review and on the behalf of the State Historic Preservation Officer in conformance with Section 106 of the National Historic Preservation Act and its implementing regulations 36CFR800.

Should additional information become available, our assessment may be revised. In the event that archaeological or historic materials are discovered during project activities, work in the immediate vicinity must stop, the area secured, and this office and the concerned tribes notified.

Thank you for the opportunity to review and comment. If you have any questions, please contact me.

Sincerely,

Matthew Sterner, M.A. Transportation Archaeologist (360) 586-3082 [email protected]

State of Washington • Department of Archaeology & Historic Preservation P.O. Box 48343 • Olympia, Washington 98504-8343 • (360) 586-3065 www.dahp.wa.gov

Appendix B. DAHP Statewide Predictive Model

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

Appendix C. HWA Geosciences Geotechnical Bore Logs

DRAFT—Puyallup Station Access Improvements Project Cultural Resources Technical Report

DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 0 0 3 inches A.C.P.

Loose, rust-mottled dark olive brown, slightly silty, fine to S-1a 4-4-4 ML medium SAND, moist. S-1b (FILL) SP SM Medium stiff, light brown with rust banding, plastic SILT, moist. SM (RECENT ALLUVIUM) 5 5 Medium dense, dark olive brown, slightly silty, fine to medium S-2 2-1-1 SAND, moist. Very loose, dark to light brown with heavy rust banding, interbedded very silty, fine SAND and fine sandy SILT, wet.

S-3a 0-0-0 ML Very soft, olive brown with greenish brown at 8.3 to 8.4, S-3b plastic SILT, wet. Scattered organics.

10 10 Light brown grades to dark olive gray, slightly fine sandy SILT, S-4 wet.

SM Dark olive gray, very silty fine SAND, wet.

SP Medium dense, light brown, interbedded slightly silty, fine to S-5 2-4-6 SM coarse SAND and very silty, fine SAND with silt clumps, wet.

15 15 Medium dense, dark olive gray and dark olive brown, silty fine S-6 6-7-6 SAND grading to slightly silty, fine to medium SAND, wet. Abundant black and red (volcanic) sand grains.

Loose, grayish-black, clean to slightly silty, fine to medium S-7a 4-3-3 ML SAND, wet. Finely bedded. S-7b Medium stiff, olive brown, SILT, wet. Finely bedded, plastic and non-plastic. Detritial organics at 18.3 to 18.5 feet, with 1/4-inch lens of peat.

20 20 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 1 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 20 20 Dark olive brown, plastic SILT with reddish black, fine to S-8 medium fine sand, moist.

SM Reddish black, silty, fine to medium fine SAND with dark ML brown silt lenses, moist. S-9a 4-6-8 SM Medium dense, olive brown, fine sandy SILT grading to very S-9b SP silty fine SAND, moist. SM Medium dense, grayish-black, clean to slightly silty (interbedded), fine to medium SAND, wet. Scattered coarse SP sand. Finely bedded. Abundant black grains, some red and 25 25 white (volcanic). S-10 7-8-9 Medium dense, dark reddish-black, clean, fine to coarse SAND, wet. Silty 1/8-inch lens at 26 feet.

GP Gravelly drill action from 28 to 29 feet.

SP

30 30 Medium dense, reddish-black, clean, medium to coarse S-11 10-12-14 SAND, wet. With lenses of fine gravel; one greenstone clast.

35 35 Medium dense, reddish-black, clean, fine to medium SAND, S-12 13-14-14 wet. Scattered fine gravel. Gravel is subrounded red and black (andesite and basalt) and greenstone.

40 40 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 2 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 40 40 Dense, reddish-black, clean, fine to medium SAND, wet. S-13 13-14-18 Scattered fine gravel. Lens of fine to coarse SAND at 40.7 to 41 feet.

ML SM

45 45 Poor recovery. drove rock? S-14 0-1-3 Soft, light olive gray, fine sandy SILT, wet. (OSCEOLA MUDFLOW) SM

No recovery. Shelby tube leading edge bent from pushing NR gravel.

50 50 Very soft, light brownish gray, very silty, fine to coarse SAND, S-15 1-1-1 wet. Scattered fine gravel and woody organics. Unsorted and non-stratified. Gravel is subrounded to subangular basalt and andesite with some pumice.

Light olive gray, very silty, fine to coarse SAND with S-16 subrounded to subangular fine to coarse gravels, scattered woody organics, rootlets, wet. 2-inch angular basalt gravel clast in tip.

55 55 Loose, light gray, very silty, fine to medium SAND, wet. With S-17 1-2-4 scattered gravel, subangular to subrounded.

60 60 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 3 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 60 60 Poor recovery. Loose, light gray, very silty, fine to medium S-18 1-2-3 SAND, wet. Scattered gravel, subangular to subrounded.

Fine woody material in cuttings to approx. 63 feet.

SM

65 65 Medium dense, light brownish gray, very silty, fine SAND, wet. S-19 14-14-14 Finely bedded, with interbeds of fine sandy SILT. Non-plastic. (OLDER RECENT ALLUVIUM)

70 70 Medium dense, fine sandy SILT, wet. Non-plastic. Stratified. S-20 12-13-14

Driller noted organics in cuttings; woody.

75 75 Medium dense, light gray and light brown (stratified), very S-21 8-12-13 silty, fine to medium SAND, wet. Finely bedded, with reddish-brown, silty fine SAND in upper 1 inch.

80 80 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 4 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 80 80 Medium dense, olive gray, silty fine SAND, wet. With lense of S-22 7-8-13 fine sandy SILT and scattered fine woody debris. Finely bedded, non-plastic.

ML SM

85 85 Loose, olive gray, fine sandy SILT, wet, with lense of black, S-23 0-0-5 silty, fine to medium SAND, wet. Finely bedded, non-plastic. Scattered partly decomposed organics (rootlets?).

SP SM

90 90 Medium dense, dark reddish black, slightly silty, fine SAND, S-24 15-12-10 wet. Finely bedded, with fine silt lenses. Scattered gravel (subangular to subrounded basalt).

ML SM

95 95 Dense, dark brown grading to light brown, fine sandy SILT, S-25 12-13-25 wet. Scattered woody debris. Finely bedded. Cuttings lag of gravel on top of sample (volcanic breccia).

SP

100 100 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 5 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 100 100 Medium dense, reddish black, clean, fine to medium SAND, S-26 12-13-13 wet. Finely bedded; volcanic provenance.

105 105 (Same) S-27 14-15-17

ML

110 110 Stiff, light olive gray with light olive brown banding, SILT, wet. S-28 1-5-4 2-inch layer of white volcanic ash at approx. 111 feet with woody material. Rootlets crossing bedding.

SP

115 115 Medium dense, reddish black, clean, fine to medium SAND, S-29 13-16-11 wet. Volcanic provenance. Faintly bedded; with 1/2-inch layer of very silty fine SAND, wet. Woody debris at bottom of sample.

SM

120 120 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 6 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 120 120 Medium dense, dark olive gray, very silty fine SAND with a S-30 5-6-9 few beds of light gray, fine sandy SILT, wet.

ML SM

125 125 Medium dense, olive gray, fine sandy SILT, wet. Finely S-31 2-12-17 bedded, with bands of partly decomposed organics.

ML

130 130 Medium stiff, interbedded olive brown and olive gray, SILT, S-32a 1-2-5 wet. Plastic. With woody organics crossing bedding planes.

SM Loose, olive gray, very silty, fine SAND, wet. Scattered S-32b organics. Finely bedded.

ML SM

135 135 Medium dense, interbedded olive brown and olive gray, very S-33 3-6-6 fine sandy SILT, wet. Scattered white specks (shell fragments) and dark brown organics. Finely bedded.

ML

140 140 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 7 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 140 140 Very soft, olive gray, SILT, wet. Scattered organics. Plastic. S-34 0-0-0 Finely bedded.

145 145 Poor recovery (sampler check-ball valve plugged open). S-35 1-1-1 Very soft, olive brown, SILT, wet. Scattered organics. Plastic.

150 150 Medium stiff, olive gray with olive brown interbeds, SILT with S-36 0-2-3 scattered organics, wet. Abundant organics below 151 feet. Finely bedded grading to laminated. Yellowish gray ASH (?) inclusion at 150.5 feet.

SM

155 155 Medium dense, dark olive gray, silty fine SAND, wet, finely S-37 5-7-9 bedded with olive brown SILT, wet. Scattered organics, increasing below 156 feet.

ML

160 160 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 8 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 160 160 Medium stiff, olive gray with olive brown banding, SILT, wet. S-38 0-3-4 Scattered organics. Large chunk of wood at top. Finely bedded.

ML SM

165 165 Medium dense, olive gray, fine sandy SILT with lenses of S-39 5-8-14 SILT and very silty fine SAND, wet. Scattered organics. Finely bedded.

ML

170 170 Medium stiff, olive gray with olive brown banding, non-plastic S-40 1-2-3 grading to plastic SILT, wet. Scattered organics, crossing bedded planes. Finely bedded.

SP SM

175 175 Loose, reddish black, clean, fine to medium SAND grading to S-41a 7-4-3 ML reddish brown, very silty, fine SAND with laminae of live gray, S-41b fine sandy SILT, wet. Vertical burrow-like structure 2-inches long by 3/8th inch wide. Medium stiff, olive gray, SILT, wet. Plastic.

SP SM

180 180 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 9 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 8/31/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/1/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: B. Thurber/ H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 180 180 Medium dense, reddish black, slightly silty, fine to medium S-42a 10-9-15 ML SAND, wet. Grades to olive gray, very silty, fine SAND with S-42b laminae of fine sandy SILT, wet. Stiff, olive gray, non-plastic SILT grading to very stiff, olive gray, plastic SILT, wet.

SP SM

185 185

190 190 Dense, reddish black, silty fine SAND grading to clean, fine to S-43 17-15-24 medium SAND then to silty fine SAND, wet. Laminations of light reddish-gray SILT. Scattered organics. 1/4-inch thick layer of partly decomposed wood; darkened from tan to dark greenish gray

Borehole terminated at 191.5 feet. Abandoned with bentonite chips.

195 195

200 200 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-01 PUYALLUP, WASHINGTON PAGE: 10 of 10

PROJECT NO.: 2013-075-21 FIGURE: A-2 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 0 0 3 inches A.C.P.

Loose, dark grayish brown, slightly silty fine SAND, moist, S-1 5-4-4 unsorted. (FILL)

5 SM 5 Very loose, olive gray, slightly silty fine SAND, wet, reddish S-2 2-1-1 brown banding, finely bedded. (RECENT ALLUVIUM) ML Very soft, grades from gray to olive gray SILT, wet, S-3 0-0-1 moderately plastic, scattered woody organics crossing bedding, finely bedded.

10 10 MH Light olive gray grades to greenish blue, highly plastic SILT, S-4 black pockets of decaying organics,

ML Very soft, olive gray, SILT, wet, moderately plastic, scattered S-5a 1-1-1 woody organics, finely bedded, reddish brown banding. SM S-5b Very loose, gray, slightly silty fine SAND, wet, scattered woody organics, finely bedded. 15 15 Loose, reddish black to gray grades to reddish black, slightly S-6 2-3-6 silty fine SAND grades to clean fine SAND, becomes coarser with depth, wet, trace organics, finely bedded. Two inch lamination of olive gray, very silty fine sand. ML SM Loose, olive gray, silty fine SAND with some silt lenses, wet, S-7 4-5-3 scattered organics, finely bedded.

20 SM 20 Medium dense, dark olive gray, very silty fine SAND with a S-8 7-7-7 three inch reddish black lense of clean, fine sand, wet, becomes finer and denser with depth.

SP

25 25 Medium dense, reddish black, fine to medium fine, clean S-9 14-16-17 SAND, wet, laminated, layered.

30 30 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 1 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 30 30 Medium dense, reddish black, clean fine SAND, wet, finely S-10 9-12-14 bedded.

35 35 (Same) S-11 9-9-8

GP Becomes harder to drill. Gravelly drill action from 39 to 40 feet 40 below ground surface (bgs). 40 SP S-12 12-19-16 Dense, reddish black, fine to coarse, clean SAND with fine gravels, wet, layered, grades from fine to coarse with depth.

GP Becomes harder to drill. Gravelly drill action from 42 to 43 feet bgs. SM

45 45 Poor recovery. S-13 11-4-3 Very loose, olive gray, silty, fine to coarse SAND with fine gravels, wet, unsorted, non-stratified. (OSCEOLA MUDFLOW)

50 50 Poor recovery. S-14 0-1-1 Becomes very loose, partially decayed scattered woody debris.

55 55 (Same) S-15 1-1-1

60 60 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 2 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 60 60 (Same) S-16 2-2-2

SP

65 65 Dense, reddish black, clean fine SAND, wet, finely bedded. S-17 12-15-19 (OLDER RECENT ALLUVIUM)

70 70 (Same) S-18 14-15-19

ML

75 75 Medium stiff, olive gray SILT with scattered partially decayed S-19 3-5-3 woody organics, wet, finely bedded, moderately plastic.

ML 80 SM 80 Very stiff, olive gray, slightly fine sandy SILT, wet, non-plastic, S-20 6-8-10 finely bedded, scattered woody organics, lenses of reddish black very silty fine SAND interbedded.

85 85 (Same) S-21 2-4-6 Becomes stiff.

90 90 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 3 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 90 90 Medium dense, reddish black clean fine SAND with S-22 10-10-9 interbedded layers of olive gray slightly fine sandy plastic SILT, wet, scattered woody organics.

SM 95 95 Medium dense, yellowish brown very silty fine SAND grades S-23 10-10-10 to reddish black clean fine SAND, wet, scattered woody organics, finely bedded.

SP

100 100 Medium dense, reddish black clean fine SAND, wet, scattered S-24a 14-6-7 ML woody organics, finely bedded. S-24b Stiff, olive gray plastic SILT with brown banding, wet, partially decayed scattered woody organics, finely bedded.

105 105 No recovery. S-25 6-7-10

ML 110 SM 110 Medium stiff, light olive gray, plastic SILT grades to reddish S-26 3-3-7 black slightly silty fine SAND, wet, partially decayed scattered rootlets, finely bedded, two inch ashey white layer six inches down from top of sampler.

SM 115 115 Loose, dark olive brown, silty fine SAND with lenses of light S-27 4-5-4 brown, very silty fine SAND, wet, scattered organics, finely bedded.

120 120 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 4 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 120 120 SP Dense, light reddish black, silty fine SAND grades to reddish S-28 19-20-28 SM black, fine to medium fine, clean SAND with brown silt lenses, wet, finely bedded.

SP 125 125 Dense, reddish black, fine to medium fine, clean SAND, wet, S-29 20-21-23 massive, coarser with depth.

130 130 (Same) S-30 17-24-21

ML

135 135

140 140 Very soft, light brownish gray, non-plastic SILT with light S-31 1-1-1 brown banding, wet, finely bedded, scattered organics.

145 145

150 150 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 5 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 150 150 Weight of the rods. S-32 0/18" Very soft, olive gray, moderately plastic SILT with brown banding, wet, finely bedded.

155 155

PT

160 160 Hard, very dark brown PEAT. S-33a 8-17-18 SM (PEAT) S-33b Medium dense, olive gray, slightly silty fine SAND with lenses of light brown, very silty fine sand, wet, finely bedded. (OLDER RECENT ALLUVIUM)

165 165

170 170 Medium dense, reddish brown slightly silty fine SAND with S-34 8-12-17 lenses of very silty fine sand, wet, finely bedded.

175 175

SP SM

180 180 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 6 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 180 180 Very dense, reddish black, fine to medium fine, clean SAND S-35 21-23-27 with layers of reddish black, slightly silty, fine sand, wet, finely bedded.

185 185

190 >> 190 Very dense, reddish black, clean, fine SAND with layers of S-36 19-25-27 silty fine sand, wet, finely bedded.

ML

195 195

200 200 Weight of the rods. S-37 0/18" Very soft, light olive gray SILT with light brown banding, wet, plastic, scattered decayed woody organics, finely bedded.

205 205

SM

210 210 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 7 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 210 210 Dense, olive gray, silty fine SAND with layers of very silty fine S-38 3-15-18 sand interbedded, wet, finely bedded, large chunks of decayed woody organics.

215 215 ML

220 220 Soft, olive to bluish gray clayey plastic SILT with a one inch S-39 0-0-4 lense of very silty fine sand, light brown banding, large partially decayed woody organics, wet, finely bedded.

225 225

SP

230 230 Driller notes that dense drilling at 230 feet bgs changed to very dense drilling at 237 feet bgs.

235 235

240 >> 240 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 8 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 9/2/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 9/4/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 240 240 Overstated blow counts due to coarse gravels lodged in S-40 38-38-50/5" sampler. Broken gravels from drilling action. Very dense, reddish black, clean, fine to coarse SAND with abundant fine to coarse, subrounded to subangular gravels, wet, well sorted.

Borehole terminated at 241.5 feet bgs. Abandoned with 245 bentonite chips. 245

250 250

255 255

260 260

265 265

270 270 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-02 PUYALLUP, WASHINGTON PAGE: 9 of 9

PROJECT NO.: 2013-075-21 FIGURE: A-3 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 10/12/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/13/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 0 0 3 inches A.C.P. SM

Loose, light yellow brown, very silty fine SAND, moist, finely S-1 4-3-4 bedded, red banding, scattered woody organics. (RECENT ALLUVIUM)

5 5 Loose, dark brown grades to light olive gray, very silty fine S-2 3-2-3 SAND, wet, finely bedded, red banding, some silt lenses.

No recovery. S-3

10 10 Medium dense, dark olive gray, very silty fine SAND, moist, S-4 5-7-8 finely bedded.

ML SM Medium stiff, light olive brown, non-plastic SILT grades to S-5 1-2-3 loose, light olive gray, very silty fine SAND, moist, finely bedded, scattered woody organics. ML S-6 Dark olive gray, non-plastic SILT, scattered rootlets, moist. 15 SM 15 Reddish black, silty, fine to medium fine SAND, finely bedded, scattered rootlets, becomes cleaner with depth, wet.

ML Medium stiff, light olive brown, plastic SILT, wet, finely S-7a 0-1-5 SP bedded. S-7b Loose, reddish black, clean, fine to medium fine SAND, wet, finely bedded. 20 ML 20 Soft, light gray, plastic SILT, wet, scattered woody debris, S-8 0-1-1 finely bedded.

Dark olive brown, non-plastic SILT, wet. S-9 SM Reddish dark olive brown, very silty fine SAND, wet.

25 SP 25 SM Medium dense, reddish black, clean, fine to coarse SAND S-10 9-10-11 with silt lenses, wet, finely bedded.

GP

30 30 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-03 PUYALLUP, WASHINGTON PAGE: 1 of 4

PROJECT NO.: 2013-075-21 FIGURE: A-4 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 10/12/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/13/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 30 30 Medium dense, gray, clean, subrounded to subangular fine S-11a 9-12-13 SP gravels, wet, well sorted. S-11b Medium dense, reddish black, clean, fine to coarse SAND, wet, finely bedded.

35 35 (Same) S-12 10-10-10 Subrounded fine gravelly inclusions.

SP 40 SM 40 Medium dense, reddish black, clean, fine to coarse SAND S-13 6-5-7 with layers of light brown, very silty, fine SAND, wet, finely bedded, some rounded fine gravelly inclusions, scattered woody debris.

SM 45 45 Very loose, light olive gray, very silty, fine to coarse SAND S-14 1-1-1 with subrounded fine gravels, wet, unsorted, non-stratified. (OSCEOLA MUDFLOW)

50 50 (Same) S-15 1-1-1 Subangular fine gravels, scattered woody debris, and ash tuffs.

55 55 No recovery. S-16 1-1-1

60 60 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-03 PUYALLUP, WASHINGTON PAGE: 2 of 4

PROJECT NO.: 2013-075-21 FIGURE: A-4 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 10/12/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/13/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 60 60 (Same) S-17 1-1-1 Coarse gravels, scattered woody debris, and ash tuffs.

SP 65 SM 65 Medium dense, reddish black, clean to slightly silty, fine to S-18 9-9-8 medium fine SAND with silt layers, wet, finely bedded, scattered woody debris. (OLDER RECENT ALLUVIUM)

SP 70 70 Dense, reddish black, clean, fine to medium fine SAND, wet, S-19 12-15-16 finely bedded.

SM 75 75 Medium dense, reddish black, silty fine SAND with light brown S-20 8-10-12 silt laminations, wet, finely bedded.

ML 80 80 Soft, light olive gray, non-plastic SILT with light brown S-21 1-2-3 banding, wet, finely bedded, scattered organics and woody debris. S-22 Shelby. No recovery.

85 85 Soft, light olive gray, plastic SILT, wet, finely bedded. S-23 2-2-2

ML Dark olive gray, slightly fine sandy SILT grades to dark olive S-24 SM gray, very silty fine SAND, wet.

90 90 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-03 PUYALLUP, WASHINGTON PAGE: 3 of 4

PROJECT NO.: 2013-075-21 FIGURE: A-4 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 2nd Ave NW DRILLING METHOD: BK-81 Truck Rig, Mud Rotary w/ 5" tricone bit DATE STARTED: 10/12/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/13/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 90 90 Medium stiff, light brown, non-plastic SILT with a 3 inch layer S-25 6-5-2 of reddish black, very silty, fine to medium fine sand, wet, woody organic laminations, scattered organics, finely bedded. S-26 Dark olive gray, very silty fine SAND grades to dark olive gray, slightly fine sandy SILT, organic laminations, wet.

95 SM 95 Medium dense, light brown grades to reddish black, slightly S-27 12-9-5 silty, fine to medium fine SAND, wet, some silt lenses, becomes coarser with depth.

ML

100 100 Very stiff, light olive gray, non-plastic SILT, wet, finely bedded, S-28a 5-7-10 light brown banding, scattered organics. SP S-28b Medium dense, reddish black, clean fine SAND, wet, finely bedded.

Borehole terminated at 101.5 feet. Abandoned with bentonite chips.

105 105

110 110

115 115

120 120 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-03 PUYALLUP, WASHINGTON PAGE: 4 of 4

PROJECT NO.: 2013-075-21 FIGURE: A-4 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling SURFACE ELEVATION: 41.00 feet DATE STARTED: 10/13/2015 DRILLING METHOD: BK-81 Truck Rig, Hollow Stem Auger CASING ELEVATION feet DATE COMPLETED: 10/13/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube LOGGED BY: H. Bray LOCATION: 3rd Ave NW

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS PIEZOMETER SCHEMATIC DEPTH (feet) 0 10 20 30 40 50 0 0 3 inches A.C.P.

Loose, dark brown, very silty, fine to coarse SAND with S-1a 1-2-3 ML subrounded fine gravels, moist, unsorted. S-1b (FILL) SP S-1c Medium stiff, light olive gray, non-plastic SILT, moist, red banding, scattered organics, finely bedded. (RECENT ALLUVIUM) SM 5 Loose, light brown, clean fine SAND, moist, finely bedded, red 5 banding. S-2 1-0-0 Very loose, light olive gray, very silty fine SAND, wet, finely bedded, red banding, scattered organics.

Very loose, light brown, very silty fine SAND, wet, finely S-3a 1-0-2 ML bedded. S-3b SM Very loose, light olive gray, very silty fine SAND, wet, finely bedded, scattered organics, grades to olive green, fine sandy SILT with decaying organics. SM 10 10 Loose, light brown, very silty fine SAND, wet, finely bedded. S-4a 1-3-3 ML Stiff, light olive gray, non-plastic SILT grades to very silty fine S-4b SM SAND, wet, scattered organics, finely bedded.

Medium stiff, dark olive gray, fine sandy SILT grades to S-5 2-2-3 medium dense, light olive gray, very silty fine SAND, some coarse sand inclusions, wet, scattered organics, finely bedded.

15 15 Medium stiff, dark olive gray, fine sandy SILT grades to loose, S-6 3-2-4 light brown, very silty, fine to medium fine SAND, wet, finely bedded, scattered organics.

Very stiff, light olive gray, slightly fine sandy SILT, grades to S-7a 3-4-5 0 20 40 60 80 100 Water Content (%) Plastic Limit Liquid Limit Natural Water Content NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated and therefore may not necessarily be indicative of other times and/or locations. BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-04 PUYALLUP, WASHINGTON PAGE: 1 of 2

PROJECT NO.: 2013-075-21 FIGURE: A-5 PZO 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling SURFACE ELEVATION: 41.00 feet DATE STARTED: 10/13/2015 DRILLING METHOD: BK-81 Truck Rig, Hollow Stem Auger CASING ELEVATION feet DATE COMPLETED: 10/13/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube LOGGED BY: H. Bray LOCATION: 3rd Ave NW

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS PIEZOMETER SCHEMATIC DEPTH (feet) 0 10 20 30 40 50 reddish black, very silty fine SAND, wet, finely bedded, SP scattered organics. S-7b Sand contamination. Loose, reddish black, clean fine to medium fine SAND, wet, finely bedded. 20 20 (Same) S-8a 2-3-3 ML Medium stiff, light olive gray, slightly fine sandy SILT, wet, S-8b SM finely bedded, scattered woody organics. Sand contamination.

SP

25 25 Loose, reddish black, clean, fine to medium fine SAND, wet, S-9a 3-4-4 SM finely bedded. S-9b Loose, light olive gray, very silty fine SAND, wet, finely bedded, scattered woody organics.

30 30 Loose, reddish black grades to light olive gray, very silty, fine S-10 3-2-3 to medium SAND with light brown banding, wet, scattered organics, white sand inclusions in lower 6 inches, finely bedded.

Borehole terminated at 31.5 feet bgs. Monitor well installed. Well Tag # BJX 729

35 35

0 20 40 60 80 100 Water Content (%) Plastic Limit Liquid Limit Natural Water Content NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated and therefore may not necessarily be indicative of other times and/or locations. BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-04 PUYALLUP, WASHINGTON PAGE: 2 of 2

PROJECT NO.: 2013-075-21 FIGURE: A-5 PZO 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Hollow Stem Auger DATE STARTED: 10/16/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/16/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 0 0 Very loose, dark brown, very silty, fine to coarse SAND with subrounded to subangular fine gravels, moist, scattered rootlets, unsorted. (FILL)

Loose, light brown, very silty, fine to coarse SAND with S-1 2-2-2 subrounded fine gravels, moist, scattered rootlets, unsorted.

SM

5 5 Very loose, dark brown, very silty, fine to coarse SAND with S-2 2-1-2 subangular fine gravels, moist, finely bedded, red banding, scattered organics, coal fragments, fibrous woody organics. (RECENT ALLUVIUM)

ML SM Very loose, light olive gray, very silty fine SAND grades to S-3 0-1-1 very soft, light olive gray, slightly fine sandy SILT, wet, finely bedded, scattered organics.

10 10 (Same) S-4 1-1-1 Grades to light brown.

Very soft, light olive gray, slightly fine sandy SILT with layers S-5 2-1-1 of very silty, fine to coarse SAND, wet, scattered organics.

SM 15 15 Loose, dark olive gray grades to dark brown, very silty fine S-6 2-1-7 SAND with subrounded fine gravel inclusions, wet, finely bedded, scattered organics.

ML SM Medium dense, reddish black, very silty, fine the medium fine S-7a 5-10-11 For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-05 PUYALLUP, WASHINGTON PAGE: 1 of 2

PROJECT NO.: 2013-075-21 FIGURE: A-5 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15 DRILLING COMPANY: Holocene Drilling LOCATION: 3rd Ave NW DRILLING METHOD: BK-81 Truck Rig, Hollow Stem Auger DATE STARTED: 10/16/2015 SAMPLING METHOD: SPT w/ Autohammer; Shelby Tube DATE COMPLETED: 10/16/2015 SURFACE ELEVATION: 41.00 feet LOGGED BY: H. Bray

Standard Penetration Test (140 lb. weight, 30" drop) Blows per foot

DEPTH (feet) SYMBOL USCS SOIL CLASS DESCRIPTION SAMPLE TYPE SAMPLE NUMBER PEN. RESISTANCE inches) (blows/6 OTHER TESTS GROUNDWATER DEPTH (feet) 0 10 20 30 40 50 SAND with silt layers, wet, finely bedded, scattered woody SP organics. S-7b Medium dense, reddish black, clean fine SAND, wet, finely bedded. ML 20 SM 20 Loose, reddish black, slightly silty, fine to medium fine SAND S-8 4-3-6 with dark brown silt lenses, wet, finely bedded.

25 25 Medium dense, light reddish gray, slightly silty fine SAND S-9 8-8-4 grades to very silty fine SAND, wet, finely bedded, silt lenses in the lower 6 inches.

30 30 Medium dense, light reddish gray, very silty fine SAND with S-10 3-6-7 silt lenses, wet, finely bedded.

Borehole terminated at 31.5 feet bgs. Abandoned with bentonite chips.

35 35

For a proper understanding of the nature of subsurface conditions, this 0 20 40 60 80 100 exploration log should be read in conjunction with the text of the Water Content (%) geotechnical report. Plastic Limit Liquid Limit NOTE: This log of subsurface conditions applies only at the specified location and on the date indicated Natural Water Content and therefore may not necessarily be indicative of other times and/or locations.

BORING: PUYALLUP STATION ACCESS IMPROVEMENTS BH-05 PUYALLUP, WASHINGTON PAGE: 2 of 2

PROJECT NO.: 2013-075-21 FIGURE: A-5 BORING 2013-075-21 - PUYALLUP.GPJ 11/16/15