Structural Analysis for the NORTHERN PACIFIC RAILWAY PASSENGER DEPOT 820 FRONT STREET BOZEMAN, MONTANA
JULY 2013
SUBMITTED TO: Department of Planning and Community Development Courtney Kramer 20 East Olive Street Submitted by: Bozeman, Montana 59771
Funding Provided by: CTA Architects Engineers 411 East Main Street, Suite 101 Bozeman, Montana 59715 (406) 556-7100
Northern Pacific Railway Passenger Depot – Bozeman, Montana Table of Contents
TABLE OF CONTENTS INTRODUCTION ...... 1 Property Information ...... 1 Project Objectives & Methodology ...... 2 General ...... 2 Acknowledgements ...... 3 Images ...... 3 Site and Building Assessment ...... 3 Research ...... 3 Construction Drawings ...... 3 Stakeholder Meeting...... 4 Public Outreach ...... 4 CURRENT IMAGES ...... 5 Photographs ...... 5 Current Floor Plans ...... 9 A-1: First Floor - Existing Conditions ...... A-2: Basement – Existing Conditions ...... EXECUTIVE SUMMARY...... 11 Significance Statement ...... 11 Benefits of Original Construction ...... 11 Summary of Findings – Adaptive Reuse ...... 11 Zoning ...... 11 Building Size ...... 11 Current Use ...... 11 Building Suitability of Spaces ...... 11 Summary of Findings – Immediate Repairs Required ...... 12 Summary of Findings – Work Required ...... 12 Site ...... 12 Roofing & Roof Drainage ...... 12 Masonry ...... 12 Soffits and Knee Braces/Brackets ...... 13 Windows & Doors ...... 13 Interior Finishes ...... 13 Handicapped Accessibility ...... 13
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Table of Contents Northern Pacific Railway Passenger Depot – Bozeman, Montana
Structure ...... 13 Mechanical System ...... 13 Electrical System ...... 14 Environmental Hazards ...... 14 Construction Cost Estimate ...... 14 CONTEXTUAL HISTORY ...... 15 A Contextual History of Railroad Business, Operations, and Landscape ...... 15 Prologue ...... 15 Introduction ...... 15 Station Location And Setting: The Northern Pacific In Bozeman ...... 15 Freight Business and Freighthouses ...... 18 The Business Of The Station In The 1910s ...... 20 Passenger Travel ...... 20 Express and Mail ...... 20 Telegraphy ...... 21 The Trains Of The Passenger Station ...... 22 Scheduled Trains...... 22 Extra Trains ...... 23 Passenger Station for a College Town ...... 24 The Bozeman Station Rebuilt And Expanded ...... 25 Decades Of Decline And Eventual Abandonment ...... 26 Decline of Telegraphy ...... 26 The Last Decades of Decline, And After...... 27 Ownership of the Right-of-Way ...... 28 A Plea on Plywood ...... 30 ARCHITECTURAL CONTEXT ...... 31 General ...... 31 Turn-of-the-20th Century Railroad Stations ...... 31 Bozeman’s Turn-of-the-20th Century Railroad Stations ...... 31 CHRONOLOGICAL HISTORY ...... 35 General ...... 35 1891 Evidence ...... 35 Chronological Analysis from 1891 to 1923 - Floor Plan ...... 38 Modifications since 1924 ...... 45 CH-1: Changes since 1923 Construction - Plan ...... 47
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HISTORICAL ANALYSIS ...... 49 Period of Significance ...... 49 Character-Defining Features ...... 49 General ...... 49 Style ...... 50 Massing ...... 50 Roof Shape ...... 50 Dormers ...... 52 Knee Braces / Brackets ...... 53 Brickwork ...... 54 Terra Cotta Monad ...... 55 Tall Narrow Windows ...... 55 Doors ...... 56 Interior Volumes ...... 56 Interior Tilework – Flooring, Walls ...... 57 Interior woodwork ...... 59 Coffered Ceiling ...... 59 V-Groove Board Finishes in the Freight Areas ...... 59 Scales ...... 60 Site ...... 60 ROOM DESCRIPTIONS ...... 61 ZONING & BUILDING CODE ANALYSIS ...... 65 Code Analysis ...... 65 Neighborhood Conservation Overlay District ...... 65 Applicable Code ...... 66 Code Comparison Chart ...... 67 Code Compliance Provisions ...... 67 Summary of Revisions Required by Code ...... 74 HANDICAPPED ACCESSIBILITY ASSESSMENT ...... 75 General ...... 75 Standard Provisions – Americans with Disabilities Act (ADA) ...... 75 Alterations to Qualified Historic Buildings ...... 75 Code Provisions – International Existing Building Code ...... 75 Areas of Compliance ...... 76
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Table of Contents Northern Pacific Railway Passenger Depot – Bozeman, Montana
Areas of Non-Compliance ...... 76 Options for Complying ...... 76 Restrooms ...... 76 Accessible Path to Entrance ...... 76 Door Operation ...... 76 ARCHITECTURAL ASSESSMENT - EXTERIOR ...... 77 General ...... 77 Note about Hazardous Materials and Abatement ...... 77 Lead Testing ...... 77 Asbestos Testing ...... 77 Pigeons ...... 78 Roofing ...... 78 Roof Drainage & Collection...... 79 Walls ...... 81 Soffits and Knee Braces/Brackets ...... 83 Openings – Windows ...... 85 Opportunities for Energy Savings - Windows ...... 85 Openings – Doors ...... 87 Exterior Wood Trim ...... 87 Grade Immediately Adjacent to Building ...... 88 Site...... 89 Special Finishes and Features ...... 90 ARCHITECTURAL ASSESSMENT - INTERIOR ...... 91 Walls ...... 91 Ceilings ...... 93 Flooring ...... 94 Trim & Doors ...... 94 Special Finishes and Features ...... 95 Insulation ...... 96 STRUCTURAL ASSESSMENT ...... 99 General ...... 99 Overall Assessment ...... 99 General Description ...... 99 Foundations ...... 99 Floor ...... 99
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Exterior Walls ...... 99 Interior Walls...... 100 Roof Structure ...... 100 Prioritized Recommendations: ...... 100 CIVIL / SITE ASSESSMENT ...... 101 Identification of Areas of Concern ...... 101 Mapping of Existing Utilities ...... 101 Prioritized Recommendations ...... 101 MECHANICAL ASSESSMENT ...... 103 HVAC System ...... 103 Description ...... 103 Condition ...... 103 Plumbing System ...... 104 Prioritized Recommendations ...... 104 General ...... 104 ELECTRICAL ASSESSMENT ...... 107 Electrical Service/Distribution/Devices/Branch Wiring ...... 107 Lighting ...... 108 Telephone Data Wiring ...... 111 TREATMENT PLAN ...... 113 Statement of Integrity ...... 113 Overall Treatment Philosophy ...... 113 Restoration Target Date...... 113 Recommended Intervention Level ...... 113 Zoning Criteria ...... 113 Standards for Rehabilitation ...... 114 Treatment Zoning Plan ...... 115 Summary of Recommendations for Treatment ...... 117 Severe Impact Items ...... 117 Moderate Impact Items ...... 117 Low Impact Items ...... 117 Strategies for Mothballing the Building ...... 118 Mothballing List...... 119
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Table of Contents Northern Pacific Railway Passenger Depot – Bozeman, Montana
ADAPTIVE REUSE OPTIONS ...... 121 General ...... 121 Ownership / Leasing ...... 121 Income Tax Credits ...... 121 Types of Use ...... 122 Successful Examples of Adaptive Reuse of Railroad Depots ...... 122 Billings NPRY Passenger Depot; Billings, Montana ...... 122 Livingston NPRY Passenger Depot; Livingston, Montana ...... 123 Missoula NPRY Passenger Depot; Missoula, Montana ...... 124 Bismarck NPRY Passenger Depot; Bismarck, North Dakota ...... 124 Following the Examples ...... 125 Public Outreach ...... 125 APPENDIX ...... 127 1. Stakeholder Meeting Minutes (March 21, 2013) ...... 2. Asbestos Inspection by Environmental Solutions LLC ...... 3. Lead Paint Inspection by Environmental Solutions LLC ...... 4. Construction Cost Estimates ...... 5. National Register Nomination – Northern Pacific/Story Mill Historic District ...... 6. Sanborn Fire Insurance Maps ...... 7. 1923 Construction Drawings – Bozeman NPRY Passenger Depot……………………………………………………….
Page vi Northern Pacific Railway Passenger Depot – Bozeman, Montana Front Matter - Introduction
INTRODUCTION Property Information
Property Name: Northern Pacific Railway Passenger Depot (Depot)
Property Location: 820 Front Street Bozeman, Montana
Owner (Original): Northern Pacific Railway (NPRY and NP)
Building Owner (Current): Montana Rail Link, Inc. Missoula, Montana
Land Owner (Current): Burlington Northern Santa Fe Railway Company
General Building Configuration & Orientation: Figure 1: 1927 Sanborn Fire Insurance Map. The NPRY The building has a long rectangular footprint that parallels, Passenger Depot and the flanking parks are circled. and is sandwiched between, the train tracks and Front
Street that follow the southeast-northwest orientation of (for freight traffic). The Pea Warehouse2 to the northwest the right-of-way. For the purposes of this report, the and the Lindsay Fruit Company to the southeast are southwest elevation is described as the south, the tangible reminders of the role the railroad played in the northwest as the west, the northeast as the north, and the commercial growth of Bozeman. southeast as the east. Historical Status: Long linear parks flank the building on the west and east. Contributing (primary architectural) feature of the Northern Pacific/Story Mill Historic District (listed in the National Site Area: Register of Historic Places in 1996). 0.28508 acres 12,418 square feet1 1891 Architect: Charles E. Joy of St. Paul, MN Building Area: First floor: 4620 square feet 1923 Architect: Basement: 958 square feet Chief Engineer, Northern Pacific Railway
Historic Integrity: 1923 Contractor: The building retains a high degree of integrity. It is located Winston-Grant Construction Company of St. Paul, on its original site with much of the original context intact; Minnesota3 its massing, design, materials, and workmanship remain; and its association with the railroad is intact, due to the 2 Referred to as the Benepe Elevator Warehouse building continued presence and operation of the railroad tracks (feature No. 9) in the Northern Pacific/Story Mill Historic District nomination. 3 Walter Gustafson, Burlington Northern Public Relations and 1 Property Record Card, Montana Cadastral, accessed on line, Advertising Department, letter to Mr. Wayne Bingham of March 18, 2013. Bozeman, 12/21/1970. Winston-Grant Construction Company
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Front Matter - Introduction Northern Pacific Railway Passenger Depot – Bozeman, Montana
Construction Dates: The extant mechanical systems and determination of 1891 (original on this site) useful remaining life. 1923 (addition and remodeling) Identification of hazardous materials and site and remediation recommendations. Weather Patterns – Prevailing Winds: Identification and mapping of existing utility services The prevailing winds are from the south or southeast for within and to the structure, and determination of every month of the year, except for April and June, when useful remaining life. the wind comes from the west.4 ADA accessibility issues and recommendations for Building Use: improvement. The building is currently used by the Treasure State Oil Assessment of structural soundness of the building Company for storage. Treasure State’s offices are located and recommendations for improving structural in a building directly west of the Depot. stability. Assessment of site conditions such as drainage, relationship to property lines; other site features. Project Objectives & Methodology The condition and longevity of exterior finishes to seal General the building from weather, with prioritization of CTA Architects Engineers (CTA) was engaged by the City mothballing efforts. of Bozeman in February 2013 to provide architectural and Identification of life/safety issues in the building and engineering services for a structural analysis for the on site, with recommendations for improvement. Northern Pacific Railway Passenger Depot (Depot) in Bozeman. Funding for this report has been provided by A paramount component of this study is to only provide the National Trust for Historic Preservation and the recommendations that comply with the Secretary of the Northeast Urban Renewal Board (NURB) of Bozeman. Interior’s Standards for the Treatment of Historic The following additional stakeholders have been identified: Properties. The sensitivity of this approach is discussed Montana Rail Link, the Bozeman Historic Preservation further in the Treatment Plan and is woven into the Advisory Board, and the North East Neighborhood discussions of every discipline represented herein. Association. This report is intended to be the first step in promoting adaptive reuse of the Depot. CTA’s team visited the site on March 7, 19, and 29, 2013. The visits included investigations by the electrical, This analysis includes identification and documentation of mechanical, structural, and civil engineers; the the historic character-defining features of the interior and environmental hygienists, the historian, and the exterior of the building and the overall site, and an architectural team. All of the visits were facilitated by the assessment of their condition. Treasure State Oil Company and were permitted by Montana Rail Link. The following additional items are included, as conditions of the contract: Input and assistance from the City of Bozeman planning staff and a Stakeholders’ Committee were instrumental in Investigation of the building’s and overall site’s tailoring the preparation of this report. A 95% draft architectural evolution and historic integrity. document was submitted on April 16, 2013; review by the The extent of deterioration of historic and non-historic full group of stakeholders facilitated improvements physical features. incorporated into this final document.
was also the contractor for the 1923-1924 construction of the Northern Pacific Railway Depot in Miles City, Montana. National Register Nomination, August 2009. 4http://www.wrcc.dri.edu/htmlfiles/westwinddir.html
Page 2 Northern Pacific Railway Passenger Depot – Bozeman, Montana Front Matter - Introduction
CTA’s team was comprised of: other images used throughout are credited accordingly. CTA’s generation of the AutoCad drawings was based Alan Bronec, PE, Electrical Engineer – CTA upon dimensioned hardline drawings prepared for the David French, PE, Structural Engineer – CTA 1923 construction, supplemented by field measurements Lesley M. Gilmore, AIA, Director of Historic taken by CTA. The 1891 and 1923 drawings are from the Preservation Services – CTA Northern Pacific Railway archives and MSU’s Special Dale Martin, Historian Collections, respectively. Todd Newswanger, PE, Mechanical Engineer – CTA Scott and Sonia Rogers, Environmental Solutions Site and Building Assessment Todd Swinehart, PE, Civil Engineer - CTA The project team surveyed the building systems and performed visual evaluations to help determine each Acknowledgements system’s conditions and performance levels. This report is based upon observations of the visible and apparent CTA acknowledges that no work is performed in isolation. condition of the building and its major components on the Much of the work involved in preparing this report involved dates of the inspections. The inspections were based on coordination with many individuals who have been those building components accessible to view; unless intimately involved with the site over a number of years. otherwise noted, no inspection openings were made for CTA thanks the following for their kind assistance with the this study. CTA makes no representations regarding preparation of this report, with apologies to those we might latent or concealed defects that may exist. This report is have neglected to mention: made only in the best exercise of our ability and judgment. Not all locations of all materials are described herein, yet Bob Arnold, Neighbor all areas of concern – within the Scope of Work – are Jim Christianson, NorthWest Companies addressed. Life expectancy is estimated, and based upon Johnna Eisenmann, Director of Asset Management, the expectation that the building will not be maintained. Washington Development Tom Ferris, Photographer – Montana Historical Research Society Information has been gathered from a variety of sources Joe Gentri, Montana Rail Link and compared against the physical evidence on site. The William Hoy, Author following repositories have been examined: Mark Hufstetler, Bozeman Historic Preservation Advisory Board Gallatin Historical Society / Pioneer Museum Steve Jackson, Curator of Photography – Museum of Historic American Buildings Survey the Rockies Montana Historical Society Courtney Kramer, City of Bozeman Montana State University’s Special Collections Erik Nelson, Northeast Urban Renewal Board Museum of the Rockies Photography Collection Tom Noble, Northeast Urban Renewal Board National Register Nominations of other depots Jay O’Neill, Treasure State Oil Company Northern Pacific Railway’s Online Archives Bob Pavlic, Neighbor of the Depot Loween Peterson, Billings Depot, Inc. Rachel Phillips, Gallatin Historical Society Construction Drawings Kim Allen Scott, MSU Special Collections Construction drawings from the 1891 construction on this Craig Townsend, Montana State University site are in the NPRY archives in Minnesota and available online. They include the foundation plan, floor plan, and Images exterior elevations. The construction drawings for the remodeling and addition, dated June 14, 1923, were Unless noted otherwise, all photographs included herein have been provided by CTA and their consultants. The
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Front Matter - Introduction Northern Pacific Railway Passenger Depot – Bozeman, Montana
“corrected to show work as constructed.”5 This, and enabling this document to be practical and useful for physical evidence indicates that the drawings accurately potential users of the site. depict the 1923 construction, enabling more reliability in interpretation. These latter drawings are also available The outcome of these Public Outreach meetings are from MSU Library’s Special Collections. folded into this report and stated more fully in the final chapter, Adaptive Reuse Strategy.
Stakeholder Meeting
This project stems from active community involvement and concern about the historic features of the northeast neighborhood of Bozeman. This neighborhood is “…historically significant for its association with Bozeman’s steady economic and demographic evolution during its Village, Civic, Progressive and Nationalization phases of development.”6 It is currently a vibrant neighborhood with a healthy mix of single-family housing and commercial enterprises. The 2007 demolition of the imposing Lehrkind Brewery building west of the Depot, however, has spurred activity aimed at preventing further erosion of the neighborhood.
The parties with a vested interest in the neighborhood and the Depot site are best represented by the Northeast Urban Renewal Board (NURB), one of Bozeman’s seven neighborhood boards. In order to help guide this project to a fruitful conclusion, a Stakeholder Meeting was held on March 21, 2013. The minutes for this meeting are in the Appendix.
One component of import that was discussed at this meeting was the need for this report to provide a streamlined process for potential developers to follow – particularly in terms of how to resolve ownership/lease arrangements for adaptive reuse of the property. To that end, CTA has explored how other railroad depots have been converted successfully for reuse.
Public Outreach Two public outreach meetings were held; one on Thursday, May 9, 2013 at the Bozeman Public Library, and another at the May 30, 2013 meeting of the North East Neighborhood Association, at City Hall. The purpose of the meetings was to share findings, receive feedback and information, and develop strategies, with the aim of
5 In the title block of most of the drawings. 6 James R. McDonald, Bozeman Historic Resource Survey (Missoula, Montana: Privately Printed, 1984), 11-118.
Page 4 Northern Pacific Railway Passenger Depot – Bozeman, Montana Front Matter - Current Images
CURRENT IMAGES Photographs The current photographs of the exterior of the NPRY Depot and surrounding site components are keyed to the location map below. These images are intended to provide a brief introduction to the exterior of the building and the site, for orientation purposes. The building and site are more thoroughly documented with photographs and drawings in the course of the report that follows.
6 8 7 6 9 5
11 3 4 11 13 12
14
Figure 2: Bozeman, Montana. Location map by Google. North
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Front Matter - Current Images Northern Pacific Railway Passenger Depot – Bozeman, Montana
Figure 3: East Elevation. Figure 4: Southeast Elevation.
Figure 5: South Elevation, from the southwest. Figure 6: Southwest Elevation.
Figure 7: West Elevation. Figure 8: Northwest Elevation.
Page 6 Northern Pacific Railway Passenger Depot – Bozeman, Montana Front Matter - Current Images
Figure 9: The ticket booth extension for the Figure 10: The Northeast Elevation. telegraphers, at north (track) side of addition.
Figure 11: The east elevation from eastward by the Figure 12: Looking east from the platform area north of tracks. the building.
Figure 13: Looking east toward the tracks, from Front Figure 14: Looking west towards the building. The Pea Street. Warehouse is at the rear left.
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Front Matter - Current Images Northern Pacific Railway Passenger Depot – Bozeman, Montana
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Page 8 Northern Pacific Railway Passenger Depot – Bozeman, Montana Front Matter - Current Images
Current Floor Plans
The current floor plans are based upon the 1923 construction drawings, supplemented by field measurements taken by the CTA team.
A-1: First Floor - Existing Conditions A-2: Basement – Existing Conditions
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Front Matter - Current Images Northern Pacific Railway Passenger Depot – Bozeman, Montana
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Northern Pacific Railway Passenger Depot – Bozeman, Montana Executive Summary
EXECUTIVE SUMMARY Summary of Findings – Adaptive Reuse Significance Statement Zoning The significance and importance of Bozeman’s Northern The site is in a Light Manufacturing District, allowing for Pacific Passenger Depot is derived from its architecture mercantile, business, and assembly use. As part of the and landscape, as an intact site illustrating the role the larger Neighborhood Conservation Overlay District, all railroad played in the growth of Bozeman and Montana. exterior work is required to receive a Certificate of As such, it is an important contributing feature to the Appropriateness. This umbrella of review provides history of Bozeman and Montana. The railroads ushered assurance that any changes made to the building would in sweeping changes to Bozeman and Montana, be respectful of its historic character-defining features. connecting small towns to the larger United States even before statehood was achieved in 1889. The railroads Building Size were also heavily linked to the tourism industry: the Northern Pacific Railway line, dubbed the “Main Street of The building’s 4,620 square foot area is divided into three the Northwest” included the byline “Yellowstone Park Line” major components, each of sufficient size to below its monad icon. This connection was particularly accommodate a variety of uses. pertinent for the Bozeman and the Livingston depots, which provided direct access to the west and north Current Use entrances of Yellowstone National Park. The current use of the building for storage is not the highest and best use, as the barrels of motor oil could be The Bozeman Depot was heavily used through the 1920s- stored in any utility building, the architectural character of 1950s, transporting tourists, college students, soldiers, the spaces is not taken advantage of, and no income is and workers to and from Bozeman. The station also generated from this use. In addition, the motor oil storage facilitated mail and parcel delivery and housed the presents a potential combustible hazard, should any telegraphy service until the late-1950s. leaking occur and temperatures exceed 100 degrees Fahrenheit. Advanced technology and the popularity of the automobile replaced most of the functions provided by the Depot, Building Suitability of Spaces prompting the building’s closure in 1979. The building stands as a powerful visual reminder of our past The size, character, and volume of the main spaces in the technologies, particularly since it is still located adjacent to Depot – General Waiting Room, Women’s Waiting Room, active train tracks (used for freight only now). As such, it Baggage Room, and Express Room – are flexible and still conjures a strong connection to its – and Bozeman’s – adaptable to many uses. Fully restoring these spaces is past. not prohibitive to adaptive reuse. In contrast, as fully restored spaces, they can be applied to various functions.
Benefits of Original Construction The gracious and durable nature of the spaces deserves Bozeman’s Northern Pacific Railway Passenger Depot to be the primary design focus, within which creative and was extremely well designed originally (both in 1891 and respectful furnishings and appointments can be inserted. in 1923), constructed of fine and durable materials, and of The adaptive reuse of other historic depots can be used good workmanship. While some of the materials and as examples for reuse of such spaces while retaining their detailing are unique by today’s standards, well executed historic character. (See Adaptive Reuse Options.) repairs should also be durable. For instance, repointing of the exterior brick should last 50 to 75 years; properly laid roofing should last at least 50 years. Hence, once renovation activities are completed, continued efforts to maintain the building should result in an exterior that is in excellent condition.
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Executive Summary Northern Pacific Railway Passenger Depot – Bozeman, Montana
Summary of Findings – Immediate Repairs Required A brief overview of the recommendations for each aspect The structure of the Depot is in need of repair to mitigate of work follows: the conditions and deterioration that threaten its longevity.
The following time sensitive critical issues require immediate attention: Site The site has seen little maintenance or attention since the 1. Removal of deteriorated asbestos roofing shingles by 1979 removal of the brick platform that surrounded the qualified asbestos accredited personnel. entire building. The replacement asphalt pavement is 2. Patching of deteriorated sheathing. greatly deteriorated and missing in large chunks. This 3. Installation of roll roofing, or a 20-year asphalt shingle paving should be removed and replaced with new hard roofing. surface walkways around the building. 4. Removal of pigeon guano on exterior timbers. 5. Removal of flaking lead-based paint from exterior When renovated, a new city water service, water meter, wood components; repainting of the wood. and gas service should be provided. The storm sewer 6. Replacement of roof drainage components – gutters might need to be replaced as well; this can be determined and downspouts – where missing. after rodding the line. 7. Repointing of open mortar joints in brick at cambered base of wall. Roofing & Roof Drainage 8. Removal of loose and flaking paint from interior of The asbestos asphalt shingle roofing material needs to be building. replaced immediately. In the long term, a roofing product
similar in appearance to the original should be installed. A These components are the most critical items necessary few locations of the roof sheathing will need to be patched to mothball the building, allowing it to be protected until a at this time. This work should include venting of the ridges renovation strategy can be developed. The estimated and lower eaves, to create a cold attic. The gutter and Construction Cost of these repairs ranges from $105,000 downspout drainage system is nearly dysfunctional and to $125,000. These costs include professional should be replaced. Note that the roof framing itself is in architectural and engineering design services; the work of excellent condition. professional contractors and their overhead and profit; general conditions; and contingency factors. Masonry The detailed Construction Cost Estimate is included in the The brickwork on the building is in good condition, yet Appendix. several areas of open mortar joints will ultimately contribute to deterioration of the structure. The lowered The full Mothballing List is included in the Treatment Plan. cambered walls should be repointed to prevent entry of moisture into the wall structure. When the platform was removed, several brick at the base of the wall were heavily Summary of Findings – Work Required abraded and should be replaced. Minor cracking has The report that follows includes descriptions of the occurred at the window jambs to which iron bars have materials and systems, the current conditions, and been anchored. The steel has rusted and expanded, recommendations for rectifying the cause of related causing slight cracks in adjacent brick. This can be deterioration. treated with retardation of the rusting and filling of the cracks with a flexible mortar. The prioritized recommendations are summarized in the Treatment Plan, which presents the deficiencies into three An extensive display of graffiti mars the trackside walls categories of priority: within one year, within five years, and, while not damaging to the brick or structure, are and within ten years. Regular maintenance items are not unsightly and encourage further graffiti application. The included, yet should be incorporated at the earliest graffiti should be removed and the walls treated with an possible date.
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anti-graffiti coating, which will greatly ease future graffiti The General Waiting Room has several special features removal efforts. that have been modified. Restoration of the phone booth, the train schedule board, and the Ticket Counter which Soffits and Knee Braces/Brackets can occur later, as funding becomes available, will be essential to recreating the ambience and function of the All of the exterior wood components are finished with lead- original Depot. based paint that is worn and flaking off the substrate.
These loose finishes should be removed (with proper The building can be made more energy efficient with the precautions taken by the workers, during removal and removal of the matted and inefficient blanket insulation disposal) and the wood refinished. between the attic floor joists, and replacement with
insulation with a higher R-value. The resultant “cold attic” The heavy timber roof eave supports are in excellent will be coordinated with venting of the ridges and lower condition. The wood soffit boards and rafter extensions eaves. are generally in excellent condition, yet some of the soffit boards are rotted from roofing leaks and should be replaced. The wood fascia boards – where visible – are Handicapped Accessibility rotted and warped due to lack of protective paint cover Since the building was built at grade with wide openings to and adjacency to leaking gutters. Several of these fascia accommodate passenger and freight traffic, there are few boards should be replaced in kind. areas that are not easily accessible. The current pathways to the building entries are below the door Windows & Doors thresholds and so fragmented that they are not considered accessible; they are tripping hazards. Installation of a Most of the windows have been covered with plywood at raised platform would provide accessible entry. The their exterior faces, and plywood or oriented strand board restrooms should be reconfigured to become accessible, on their interior faces. Where visible, the wood is in and the operating hardware of several of the doors needs excellent condition; the exterior paint is typically flaking. to be modified to provide non-twisting operation. Due to the high quality old-growth wood and solid construction, the windows can be easily rehabilitated and reused. Energy conservation can be increased with the Structure incorporation of storm windows. The foundation and walls of the Depot are in good condition; repointing of the 1891 stone foundation (within The exterior wood doors were intended to withstand the the piping tunnels) and some of the exterior brick is abuse associated with heavy use – of passenger traffic necessary. The lower cambered brick walls are noted for and transport of luggage and freight. Where visible, the repointing in the Architectural Assessment. doors are in good condition and require minimal repairs to the bottom rails, as well as repainting. The roof structure is in excellent condition, but should be analyzed for resistance to seismic and lateral loads. Interior Finishes Plywood sheathing, straps, and blocking will be required to provide lateral strengthening. The interior finishes of the building were designed to be attractive, functional, and durable. The condition of most substrates – quarry and ceramic tile, plaster, and wood- Mechanical System clad walls – is excellent. The plaster is decomposing, and The existing mechanical system, with boiler and the paint is flaking, in the few areas where water has distribution piping to cast iron radiators, has reached the penetrated through the deteriorated roofing. The end of its useful life. A replacement heating system could Women’s Waiting Room, Ticket Booth, Parcel Check, and potentially reuse the radiators, but would most likely be Men’s Smoking Room have been remodeled with 1960s comprised of a combined heating/cooling system. The finishes that should be removed. These cosmetic repairs plumbing piping is heavily corroded and should be should occur after the roofing and plaster are repaired. replaced. It is conceivable that some of the plumbing fixtures could be reused, yet they are not low-flow fixtures.
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Executive Summary Northern Pacific Railway Passenger Depot – Bozeman, Montana
contractors, timing of bidding, and unknown conditions Electrical System discovered during construction.
The electrical service, distribution, and branch circuit The detailed Construction Cost Estimate is included in the wiring is currently deactivated, is in very poor condition, Appendix. and has exceeded its useful life. The size of the electrical service and branch panel does not have enough capacity to accommodate adding air conditioning to the building.
The entire electrical service, distribution, branch circuit wiring, and wiring devices should be replaced. The few remaining original light fixtures could be rewired or replaced with period fixtures with more efficient lamping.
Environmental Hazards The building has been tested for lead and asbestos. All of the paint has sufficient lead content to warrant incorporation of lead-safe practices during removal of all exterior paint. The interior paint is in better condition than the exterior paint and can generally be encapsulated.
The presence of asbestos was confirmed in the boiler mortar and insulation, insulation fragments in the tunnels, floor tile in the Storage Room, and in the asphalt roofing shingles. The latter is the component of most concern, given its fragile and deteriorated state which makes the fibers airborne. Proper precautions for both workers and material disposal should be followed.
Pigeons roosting at the exterior eave brackets have deposited guano. Fortunately, the birds do not appear to be roosting in the attic, yet the roof openings could lead to this future occurrence. The guano should be remediated, preventive netting installed, and all roof holes sealed.
Construction Cost Estimate The estimated Construction Cost to rehabilitate the building is from $1,495,000 to $1,795,000, assuming that the mothballing work has not occurred. These costs include professional architectural and engineering design services; the work of professional contractors and their overhead and profit; general conditions; and contingency factors. The estimate does not include fixtures and furnishings; kitchen design, construction, and equipment; and restroom facilities greater than can be accommodated within the existing restrooms. Final cost is dependent upon receipt of at least three bids from qualified
Page 14 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Contextual
CONTEXTUAL HISTORY A Contextual History of Railroad Business, Operations, and Landscape
By Dale Martin Prologue People in Bozeman came to the Northern Pacific station and tracks even for a train that did not stop. In the late Figure 15: 1883 Bozeman NPRY Passenger Depot. summer of 1919 President Woodrow Wilson was touring Photograph courtesy Gallatin Historical Society. the nation, trying to persuade the public, and through them the U.S. Senate, to ratify the Treaty of Versailles. The treaty would formally end the United States' suspended Station Location And Setting: The Northern Pacific In state of war with Germany and make the U.S. a member Bozeman of the new League of Nations. The special train carrying As the Northern Pacific built its main line across southern Wilson and his party crossed southern Montana in mid- Montana Territory on its route from Minnesota to Puget September. After a stop in Billings, the train headed Sound, it laid tracks past a few existing settlements, toward Wilson's next public appearance, in Helena. including Miles City, Bozeman, and Helena. In such Although it would not pause in Bozeman, townspeople cases, it usually located its line and associated structures went to trackside to see the train and perhaps catch a away from the developed towns. This was for a glimpse of the President. The editor of the Bozeman combination of two reasons. For towns situated on high Chronicle began his editorial, "To those citizens of ground, locating engineers favored a route minimizing Bozeman who lined up along the railroad track yesterday gradient and curvature. Railways also sought low-cost afternoon and got a good view of President Wilson as the undeveloped land away from settled town grids for their long train slowly swept by…." He noted that Wilson, seen right-of-way and facilities, as well as anticipated trackside through the windows of the last car, was of unremarkable businesses that shipped by rail.8 appearance.7 Introduction In the case of Bozeman, which was almost two decades old when the Northern Pacific built past the town in 1883, The former Northern Pacific passenger station in the NP selected a route across the Gallatin Valley with a Bozeman is located in the northeastern part of town, on nearly straight southeast-northwest alignment. Passing the south side of the main line track and passing siding. Bozeman the rail line was in low ground along Rocky During the Northern Pacific era, Bozeman was located on Creek. The NP's track was almost a mile away from and the railway's transcontinental main line, 1023 miles west of fifty feet in elevation below downtown Bozeman. The St. Paul and 868 miles east of Seattle. From its consequences of this distance included land open for completion in 1891 until 1970 the station hosted commercial and industrial development near the NP and passenger trains of the Northern Pacific (NP), then of the plenty of traffic for taxi and dray businesses working Burlington Northern (BN, which absorbed the NP) for between downtown and the railway.9 another year, and finally of Amtrak, until it ended service across southern Montana in 1979. The freight trains passing the station have been operated by the NP and the 8 For history of the NP, see Louis Tuck Renz, The History of the BN, and since 1987, Montana Rail Link (MRL), a regional Northern Pacific Railroad (Fairfield, Wash.: Ye Galleon Press, railway based in Missoula. 1980). 9 With the efficiency of steel wheel on steel rail and low ratio of horsepower to tonnage, railroads are very sensitive to grade. Thus, the NP ran the line north of two low ridges rising slightly 7 Bozeman Chronicle, 12 September 1919, 2. above the valley floor immediately north and northeast of
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
Northern Pacific Railway line
Three Forks Belgrade Bozeman
Figure 16: 1895 USGS Three Forks Sheet (surveyed in 1885), depicting the NPS alignment crossing Gallatin Valley northeast of Bozeman. Broadway Avenue. Bozeman's rapid growth after the The properties of the Northern Pacific at Bozeman in the arrival of the NP led the company to build a new first decades consisted of the main line single track and passenger station within a decade. sidings, a switchyard, and spur tracks to businesses; the pole line with multiple crossarms carrying wires for The year 1891 was significant for the town of Bozeman. telegraph and telephone communications; a locomotive The town's population more than doubled between the roundhouse and related facilities for steam engines in U.S. census of 1880 and 1890, to 2,143 residents local service and helping heavy eastbound trains up to the reported in the latter year. The resulting growth in railway Bozeman Pass tunnel; and track maintenance ("section") business led the NP to build a new brick passenger station crews. To retail its services to the traveling and shipping on Front Street, across the tracks from the roundhouse, public, the NP began with a wood-frame combination and about one-quarter mile northwest the original station, passenger-freight station just east of the north end of which the NP converted into a freight house. Most of the construction of the new passenger station occurred during 1891; the Bozeman Chronicle estimated that in that year Bozeman. A route intersecting these ridges would have the NP spent about $15,000 on the Depot. Completion of required excavation of long, deep cuts.
Page 16 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Contextual
the project included extensive rearrangement of telegraph poles and lines. Before the first passenger trains stopped at the new station on 12 February 1892, the building hosted a "dancing party." At this time, four passenger trains per day served Bozeman: a pair of trains on the St. Paul-Helena-Tacoma-Portland run, and connecting trains between Bozeman and Butte. Passengers could also ride the cabooses of the "way freights" that served communities on the main line.10
In the November 1892 election Bozeman was one of seven contenders for the location of the permanent state capital. Partly in preparation for the vote, investors built a street railway running along the street grid in two directions from downtown: northeast to the new NP passenger station and southwest to the optimistically named but undeveloped Capitol Hill Addition. While Bozeman failed to win the state capital in the 1892 election, the following year the legislature selected the town as the location of the land-grant college of agriculture and mechanic arts, which settled on its Capitol Hill location by 1898. The presence of Montana State College (renamed Montana State University in 1965) would boost Bozeman's role in the state, and for decades brought significant traffic through the NP passenger station.
In many larger towns, railroads maintained parks at their Figure 17: Bozeman Daily Chronicle, February 17, 1891, passenger stations. These plots included some p.4, five days after Northern Pacific began use of its new combination of carefully tended grass, gardens, and trees. passenger station on Front Street, Bozeman. In Bozeman the NP had fenced parks flanking both ends of the station, filling the strip between the southernmost track and the alignment of Front Street. Trees lined the southern edge. West of the station it extended about 260 feet, on the east side about 240 feet. The east park became the location of the grave of Bruno, a stray dog adopted by the Bozeman switch crew in the mid-1920s. Bruno died under the wheels of the switch engine in March 1929, and NP's Bozeman employees placed a stone marker on the grave, a little east of the station.11
10 Bozeman Chronicle, 30 December 1891, 5; 10 February Figure 18: 1891 Bozeman NPRY Depot in 1919. 1892, 3; 17 February 1892, 4. Photograph courtesy Montana Historical Society. 11 Clipping from unidentified newspaper, dated 10 April 1929, in Rufus Cone and Warren McGee, "Brief History of the Northern Pacific in the Livingston-Bozeman Area," for the Northern Pacific Railway Historical Association, 1990. The stone marker for Bruno is now at the Livingston Gateway Museum.
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
Freight Business and Freighthouses downtown. The second was built in response to the first While a century ago the public saw railways primarily rail competitor to challenge the NP in Bozeman. The through their passenger service, most rail revenue came Chicago, Milwaukee & St. Paul Railway (CM&StP, by the from carrying freight. Railroads handled freight in two 1920s called the Milwaukee Road) completed a branch categories. Carload freight was by far the most common. line from the town of Three Forks, on its new A single shipper would completely fill one or more cars on transcontinental main line, across the Gallatin Valley to a spur track next to their business Freight shipments too Bozeman. There, on the south side of East Main Street, small to fill an entire boxcar, and not requiring the urgency the CM&StP built separate freight and passenger stations. of express, moved in less-than-carload (LCL) lots. Bulky In order to compete more closely with the Milwaukee's goods, often in wooden crates, such as furniture, large LCL freight business, the NP built another brick freight appliances, small machinery, and wholesale orders to house, located directly across East Main from that of the retailers were sorted, loaded, or unloaded at freight Milwaukee. The almost new freight building at the end of houses resembling warehouses. North Broadway was then leased out, for decades housing a sequence of seed pea companies.12 NP's first freight house (the original 1883 wooden station) was destroyed by fire in August 1909, and quickly By the 1910s the Northern Pacific was the second largest replaced by two brick freight houses. The first was located employer in Bozeman; only Montana State College and close to the just-burned freight house, about a mile from the associated Montana Agricultural Experiment Station had more workers. In 1916 the NP employed over sixty workers at its various properties and operations in Bozeman. This included at least twenty in two section
Figure 19: 1898 Bird's Eye Map (Cropped) of Bozeman, courtesy of the Gallatin Historical Society.
12 Bozeman Republican-Courier, 31 August 1909, 1; 22 November 1910, 1.
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crews, seven at the roundhouse and coaling facilities, eleven in engine service, and fifteen at the passenger station and freight house.13
Figure 20: 1907 Bird's Eye View (Cropped) of Bozeman, courtesy of the Gallatin Historical Society.
13 R.L. Polk & Co. Bozeman City Directory and Gallatin County Directory, 1916-1917 (Helena: R.L. Polk & Co., 1916). The numbers of employees in each category are minimums, derived from individuals in the alphabetical list of names, pp. 39-175, with the NP specifically listed as employer.
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
The Business Of The Station In The 1910s Passenger Travel By many measures--such as mileage and employment-- railways of the United States reached their peak of activity and dominance of inland transportation during the decade of the 1910s. In tens of thousands of towns, railroads retailed their business to the public at stations. At Bozeman, the NP passenger station on Front Street was the town's focus for intercity travel from the 1880s into the mid-twentieth century. For instance, in the summer of 1913, ten scheduled passenger trains stopped every day at the station, bound for Chicago, St. Paul, St. Louis, Seattle, Butte, and Billings. Five of these paused in the Figure 21: RPO cancellation stamp. Trains Magazine, March 1961. seven hours after midnight. Four more were scheduled to stop within two hours of the late afternoon.14 NP's Company employed drivers to shuttle between downtown competitor, the Milwaukee Road's subsidiary Gallatin and the station as well as for pick up and delivery. Before Valley Railway, also operated ten trains a day out of the arrival of a train, a Northern Express vehicle arrived Bozeman, but on a very different scale. An electric with parcels from the downtown office. Also appearing interurban car made three daily round trips to Salesville just before train time was another vehicle, with U.S. Mail. (now Gallatin Gateway) and steam trains reached Three
Forks. Into the middle of the twentieth century, nearly all long-
distance mail moved in passenger trains. In a town on a Train time at the station was obviously a busy time, with main line, like Bozeman, the post office listed the cutoff the station waiting rooms--general and women's--and times, for eastbound and westbound mail, when mail was platforms peopled with passengers as well as those either taken to the railway station for loading on trains.15 Many seeing them off or meeting them. Flatbed wagons with passenger trains included a car with a mobile post office-- large spoked wheels piled with luggage moved between a Railway Post Office (RPO)--staffed by postal the baggage room in the central part of the station and the employees. In RPOs clerks picked up, sorted, cancelled, platforms. Also evident was the express and mail that or dropped mail at nearly every town along the line. When was an important component of the passenger train the trains stopped, the RPO could briefly serve local business, carried just behind the locomotive in "head-end purposes. On each side of the RPO cars were letter slots cars." where townspeople and travelers could drop letters and
postcards, knowing that within minutes the mail would be Express and Mail on its way. All mail cancelled on RPOs was specially The Northern Pacific's express subsidiary, the Northern marked. An example from the last decade of railway mail Express Company, had two offices in Bozeman. For the through Bozeman is MILES C. & SEAT. E.D. R.P.O. / TR convenience of townspeople it had a downtown office, on 26 / JUN 7/ 1960.16 East Main Street., as well as occupying the western portion of the passenger station. The Northern Express
14 Information in this report on passenger train schedules, frequencies, and consists (the types of cars within trains, whether coach, sleeper, dining, or parlor) are derived from NP 15 Bozeman Chronicle, 3 February 1912, cited in 3 February public and employee timetables, the monthly publication The 2011. Official Guide of the Railways, and train times published 16 Miles City & Seattle Eastern District [between Miles City and regularly in Bozeman newspapers into the early twentieth Butte], [Northern Pacific] train no. 26, the "North Coast Limited." century. For example, the information on 1913 is from Northern RPO cancellations identified the train number, but not the Pacific Railway, Time Tables, July 1913, 14. railway.
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Telegraphy The train orders were delivered to crews either when the An important function housed in the station was train stopped at the station or while the train passed telegraphy, supplemented by telephones. The telegraph without stopping. In the latter case, the operator held up a operators worked in the ticket office at a desk built into the hoop with the train orders folded and tied in a string that windowed bay with a view of the main line in both detached from the hoop when grabbed by someone on directions. They sent and received messages for NP the train. In Bozeman by the mid-20th century, the NP operations and business as well as for the traveling public, installed swiveling train order stands that held the hoops. decades before long-distance phone calls were common. (Most townspeople were closer to the Western Union telegraph office downtown, on Main Street.) One of the main tasks of the telegraph operators was to copy and deliver special instructions to train and engine crews (called "train orders") from dispatchers in a distant operating headquarters, such as Livingston or Missoula.
Baggage Express cars
RPO car; mail on baggage truck on platform
Engineer’s side of cab
Figure 22: Northern Pacific train No. 4, the "Alaskan" from Seattle to St. Paul, 1938. Photograph by Warren McGee, courtesy of the Gallatin Historical Society. From the end of the 1920s to 1952, this east-bound train was a regular afternoon feature at the Bozeman station. It was pulled by steam locomotives into the late 1940s, when it was then powered by streamlined diesel-electric power.
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
The Trains Of The Passenger Station comfortable tourist sleeping cars or chair cars for overnight travelers, first-class sleeping cars, and the range Scheduled Trains of dining, lounge, and parlor car services. At the end of Almost all passenger trains that served NP's Bozeman many trains was a parlor-observation car, with open station were scheduled daily runs shown in public and brass-railed platform (until the streamlined trains of the employee timetables. All stopped at the station. The late 1940s). Traveling politicians and celebrities often trains that stopped at the Bozeman station were primarily posed for photographs standing on the open platform. runs over the entire Northern Pacific main line between St. Secondary trains on the transcontinental route often had Paul and Seattle; some reached Chicago over connecting as many cars of mail and express as for passengers. Midwestern lines (mostly the Chicago, Burlington & Also running through Bozeman during the first three Quincy--the Burlington Route). Over the decades, these decades of the twentieth century were two other pairs of trains carried the cars and services of long-distance trains: trains. One was a long-distance operation between St. mail, express, and baggage in the head-end cars, day Louis-Kansas City and Seattle, operated east of Billings coaches for passengers traveling short distances, more by the Burlington Route through Sheridan, Wyoming and
Train Order Signal: For eastbound trains For westbound trains
Swivel Train Order with light and hood
Figure 23: Three-unit diesel-electric locomotive stopped at the Bozeman station in 1948. Photograph taken by Ron V. Nixon, as housed in the Museum of the Rockies Photo Archive, photograph #RVN14681.
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Lincoln, Nebraska. The NP also operated a main line local between Billings and Butte, a train that slowly worked its way across south central Montana, subject to stop at almost every town, village, and rural station.
Extra Trains There were also "extra" passenger trains--chartered runs for special occasions. These included troop trains, especially during the two world wars; political campaign trains; trains chartered by fraternal orders for travel to national conventions; special trains operating to expositions, major sporting contests, and other events that attracted thousands of people. Many of these extra trains passed through Bozeman without stopping. A few originated in Bozeman.
For over a century the most-followed sports event in Montana has been the annual football game between the University of Montana and Montana State University. During the second quarter of the twentieth century, when the schools were named Montana State University (Missoula) and Montana State College (Bozeman), these yearly games were played in Butte, about twenty miles east of the midpoint between the two institutions and then Figure 24: The Bozeman Daily Chronicle, October 29, the location of the stadium with the largest seating 1937, p.4. capacity in the state.17 These events, including the train rides, were sometimes featured on one or two pages of Before campaigning presidential candidates took regularly the college's yearbook The Montanan. For the 1937 to air travel in the mid-1950s, residents in towns on rail game, the Northern Pacific advertised a special train that main lines sometimes got to see them and other was scheduled to depart Bozeman at 6:00 a.m., reach candidates for major offices. Special campaign trains Butte at 9:15 a.m., and return with a departure from Butte carrying the candidates, staff, local politicians, and at 8:45 p.m., which probably resulted in an arrival in journalists stopped frequently and briefly in many towns. Bozeman at about midnight. The round trip fare was At each stop, the candidates and families appeared on the $1.95.18 This long day explains the photo caption in the open platform of the observation car at the end of train 1938 yearbook, "The Bozeman fans remember the and spoke briefly to the hundreds or thousands gathered parade, the pretty girls and a somewhat vague impression at the station to see them. Before Barack Obama's visit in of the game, as they doze on the east-bound train."19 2008, the last stop in Bozeman by a presidential candidate nominated by a major party was in 1952. In early October, Dwight Eisenhower rode an eighteen-car train westward on the Northern Pacific main line across 17 Pat Kearney (edited by Doug Ruffier), The Divide War: southern Montana. Just after noon on the 5th, the train Montana's Golden Treasure (n.p.: Skyhigh Communications, stopped in Bozeman. It was estimated that "more than 2004), 65-149. The years of the games in Butte were 1926- 5,000" people showed up to see him, introduced by the 1941 and 1946-1950. The games were played first in Clark Republican candidate for the U.S. Senate, Zales Ecton Park on the Flat until 1937, then in Naranche Memorial Stadium from the Gallatin Valley.20 at Butte High School. 18 Bozeman Chronicle, October 29, 1937, 4. 19 The Montanan of 1938 (Bozeman: Associated Students of Montana State College, 1938), 152-153. 20 Bozeman Chronicle, October 7, 1952, p.1 & 2.
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
Passenger Station for a College Town In the western U.S., most state institutions of higher education were established in cities and towns on main or secondary railway routes. These universities, land-grant colleges, schools of mines, and the numerous normal schools (later teachers' colleges) thus had access to the full range of railway services. In the early twentieth century this often included two or more pairs of daily passenger trains. In Montana, three of the four original components of the state university system were located along the main passenger line of the Northern Pacific. This offered direct services on a well-populated east-west corridor that the NP was crucial in creating. In addition, at Figure 25: Eisenhower campaign train entering Butte and Billings, the NP connected with railways with Bozeman on October 5, 1952. Photographed by NP main lines reaching, respectively, south to Utah and employee Bamford Dodge III. Photograph courtesy of southeast to Colorado and Nebraska. Bill Taylor.
The Northern Pacific passenger station in Bozeman was for decades the principal portal between Montana State College and places beyond the Gallatin Valley. During the regular school year, the station staff handled surges of students and their luggage at the beginning and end of regular school terms. In September, dray wagons carried students' trunks unloaded from baggage cars to boarding houses, sororities and fraternities, and the one dormitory on campus, Hamilton Hall. Many college students from outside Bozeman regularly sent their laundry home by railway express, which also brought back the clean clothes, sometimes with food treats from the family kitchen. Attendees of other programs, such as short courses for farmers and the annual mid-winter Farm and Home Week also passed through the station. In addition, Figure 26: College Training Detachment troops the spacious buildings on campus hosted a range of boarding train at the Bozeman depot, on their way “to annual events, such as the state high school basketball Santa Ana.” MSC Montanan 1944, p.29. tournament beginning in 1911. almost all of the 676 students from the rest of Montana, The importance to Montana State College of the NP and another 75 from other states.21 station and the passenger trains that stopped there can be detailed for the school year of 1924-1925. This was the first complete school year after the NP completed the depot's rebuilding and expansion as well as before paved roads and intercity busses took away significant numbers of rail passengers. At this time, MSC had a total of 1,120 students in all programs, with four-fifths in full-year courses. Of the total, 369 students were from the Gallatin Valley. Relying on rail transport to reach Bozeman were 21 Montana State College, Thirty-Second Annual Catalogue, 1924-1925 (Bozeman, May1925), 190-192.
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The pages of the MSC yearbook for the school year 1924- 1925, The Montanan 1925, convey the variety of events reliant upon NP passenger trains. MSC hosted Vocational Conferences for high school student delegates from several northwestern states, which attracted 302 girls in December and 1,179 boys in February. The fourteenth annual state high school basketball championships brought sixteen teams and their supporters to games in Romney Gym. And the NP carried away competitive teams representing MSC. Football, basketball, track, and debate teams headed to competitions in state, for example at Missoula, Butte, Helena, and Livingston, all reached without intermediate layovers. Transfers were required to compete in Rocky Mountain Faculty Athletic Conference events in Colorado (Denver, Greeley, Colorado Springs), Utah (Logan, Salt Lake City, Provo), and Laramie, Wyoming. And of course opponents traveled to Bozeman for MSC home matches. Students in the competitive teams judging grain and livestock went to the Pacific International Show in Portland; subsequently the grain judging team won third place in Chicago. Men in ROTC traveled to Camp Lewis (now Fort Lewis) near Tacoma for annual training and rifle marksmanship competition. Figure 27: 1910 The Montanan MSC yearbook advertisement of the train services. The Bozeman Station Rebuilt And Expanded The 1920s was the last decade in Montana in which only to give the people of Bozeman and Gallatin county railways did not face significant competition from road [sic] something to which they were entitled to in the way of transportation. This decade saw a major rebuilding and a handsome building, but also to give the transcontinental expansion to the NP passenger station in Bozeman. The traveler some idea of the importance of the community people and businesses had for years believed that their through which he passed."23 Eight scheduled trains per town deserved a larger, improved station. Since day stopped at the station. Gone from the station setting completion of the station's construction in 1892, the town's were the streetcars. The Bozeman Street Railway population had tripled, to 6,183 reported in 1920 census. (controlled since 1910 by the CM&StP) stopped running Over the decade of 1910-1920, the enrollment at Montana its last operating car in December 1921 and, with the State College had more than doubled, from 374 to 878 approval of state regulators, dismantled the track in students in full-year courses.22 The dedication of the 1922.24 station, completed at an approximate cost of $55,000, on 28 January 1924 brought officials of the NP to Bozeman.
The company's president, Charles Donnelly, spoke at a 23 Bozeman Chronicle, 24 January 1924, 3; 29 January 1924, 1, celebratory luncheon jointly hosted by Bozeman's 8. Ten days before the dedication of the Bozeman station, other Chamber of Commerce, the Kiwanis, and Rotary. The NP officials presided at the dedication of the new NP station at newspaper paraphrased his remarks, including that "the Miles City, on 18 January 1924. National Register of Historic opening of the new Bozeman passenger station was not Places, Registration Form, "Northern Pacific Railway Depot," Miles City (August 2009), 8. 24 Reports of Cases and Proceedings Before the Board of 22 Montana State College, Seventeenth and Twenty-Seventh Railroad Commissioners of the State of Montana Volume 15 Annual Catalogue for, respectively, 1909-1910 and 1919-1920. ([Helena], 1922), 516.
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History - Contextual Northern Pacific Railway Passenger Depot – Bozeman, Montana
For the Northern Pacific in Bozeman, the decades of the of U.S. 10 had been paved. With such improvement, 1930s through the 1960s brought continued traffic at its private automobiles and intercity busses offered passenger station as well as growing competition with transportation that was, in contrast to trains, a combination other forms of transportation. For almost four decades, of less expensive, faster, or more flexible in timing. By from the early 1930s to 1970, the NP (and BN 1970- 1937, the Northland Greyhound Lines depot in Bozeman 1971), ran two pairs of daily passenger trains through (at 28 N. Tracy, with the associated "Greyhound Grill" Bozeman, providing the range of passenger, express, and restaurant) offered daily service on the Chicago-Seattle mail services to the traveling and shipping public. The run. In 1941 Greyhound offered more daily departures "North Coast Limited" was the pride of the railway, each way (three) than did the NP (two).28 And in 1947, especially after an upgrade in the mid-1950s, with four scheduled airline service began at Bozeman's airport, cars in each train with glass domes for better viewing of Gallatin Field. Across the northern Great Plains and the scenery. A secondary train--named the "Alaskan" until Rockies, Northwest Airlines replicated Northern Pacific 1952 and then renamed the "Mainstreeter"--carried many service to half a dozen of the largest cities. Yet another cars of mail, express, and perishables in refrigerated cars, blow to NP passenger traffic was the incremental and passengers on shorter trips, whose numbers surged upgrading of U.S. 10 to Interstate Highway 90 and, east of when "induced by weather, school breaks, and sporting Billings, I-94. By the mid-1960s enough segments had events."25 The presence of these trains four times a day been completed, including bypasses around towns and made the station a continuing place of importance in cities, to markedly improve driving time and conditions. Bozeman's public and family lives. In 2003 Marjorie Smith Decades later, NP official Norm Lorentzen remarked in an recalled, "We old-timers and 'U-turners' remember coming interview that "the Interstate system had a substantial and going [at the NP depot]. We saw General Dwight D. adverse impact on the NP's short haul traffic, such as Eisenhower campaigning on the back of a train in 1952. Billings to Butte. The Great Northern [roughly parallel to It's where I first saw my in-laws when they arrived from the NP, 100 to 200 miles north of I-94 and I-90] was less Boston a couple days before the wedding. Now there's a impacted than the NP."29 place teeming with memories."26 Into the early 1960s, however, the management of the Northern Pacific, under President Robert Macfarlane, Decades Of Decline And Eventual Abandonment retained optimistic about the company's main line However, the passenger trains of the Northern Pacific passenger trains, counting on crucial earnings from faced growing competition from road travel, largely carrying mail and express. Travel associated with the beginning in the 1930s. The first challenge was motor Seattle World's Fair in 1962 was reassuringly strong. vehicles on public roads improved with federal and state Around this time, the railway invested in modifying some funds. In 1926, the federal government linked existing, of the passenger stations. It focused on installing modern mostly unpaved roads to create a trunk route, designated materials and designs--such as suspended ceilings--in U.S. 10, between Minnesota and Washington. For almost building interiors. Included in this program was the all of its length between Minneapolis and St. Regis, west waiting room of the Bozeman station. of Missoula, U.S. 10 was located next to the Northern Pacific main line, in part to serve the corridor of towns and Decline of Telegraphy cities that the NP was instrumental in creating. U.S. 10 The role of telegraphy at the station also declined. Long- passed through Bozeman on Main Street and North 7th distance telephone service eventually supplanted Avenue.27 About half a decade later, by 1932, almost all
Highways, 1900-1930 (Missoula: Pictorial Histories Publishing 25 Kurt E. Armbruster, "In the Shadow of the Limited -- Northern Company, Inc., 2000). Pacific's Mainstreeter, Part 1: 1952-1962," The Mainstreeter 16 28 Polk's Bozeman (Gallatin County, Mont.) City Directory, 1937- (Fall 1997), 10. 38 (Salt Lake City: R.L. Polk & Co., 1937), 72, 120; Greyhound 26 Bozeman Chronicle, 15 August 2003, A4. Bus Time Tables, Corrected to Aug. 8, 1941, 14-15. 27 On the predecessor to U.S. 10 see Harold A. Meeks, On the 29 William R. Kuebler, "An Interview With Norm Lorentzen: Part Road to Yellowstone: The Yellowstone Trail and American 4," The Mainstreeter 13 (Winter 1994), 15.
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telegrams for travelers' communications at stations. the BN, continuing only about half the trains running just Changing railroad technology replaced telegraphy for train before the takeover. Initially the former NP route across orders. Beginning in the 1940s and 1950s train crews Montana was excluded from Amtrak's abbreviated system. received instructions from trackside signals controlled by U.S. Senator (and Senate Majority Leader) Mike Mansfield distant dispatchers, in a system called Centralized Traffic protested effectively and a triweekly "North Coast Control (CTC), supplemented by two-way radio. At Hiawatha" was restored in June 1971 across southern Bozeman in August 1958, the use of telegraphy was Montana and through Bozeman. Passenger trains on the reduced when the NP reduced the two main tracks over former NP line across southern Montana towns fell from Bozeman Pass with one track with CTC. After decades of four per day through April 1971 to six per week three around-the-clock operations, the telegraph office was months later. In early autumn of 1979 the Carter closed four hours every day, between 3:30 and 7:30 administration ended service on several major Amtrak p.m.30 routes, including through Bozeman. A court injunction briefly continued the service, but the last scheduled The Last Decades of Decline, And After passenger train through Bozeman, a westbound, stopped at the station on 7 October 1979.32 Shortly after, BN The late 1960s brought a significant decline in passenger relegated the building to use for storage. The BN agency traffic and revenue in the U.S. In particular, in the summer remained in the freight house on East Main. of 1967 the U.S. Post Office announced the withdrawal of most mail traffic from passenger trains, including first- In the years since 1979, the passenger station has been class mail sorted on Railway Post Offices. This was a boarded up. It was briefly returned to the appearance of crucial loss of income from passenger train operations. an operating station (representing Missoula) in July 1991 for filming "A River Runs Through It."33 Crews repainted gutters and wood trim on the track side and built a temporary station platform of planks and wood resembling concrete. They also removed (permanently) the "Bozeman" station signs at each end of the building and tall steel latticed mast formerly used for radio transmission between dispatchers and train crews.34 Figure 28 "Bozeman bids farewell to the ‘70s." Bozeman Daily Chronicle, December For over three decades, 30, 1979. proposals for restoring passenger trains across southern Montana As a result, the NP immediately sought, in vain, federal have foundered on the resistance of the freight railroads permission to end operation of the "Mainstreeter." who own the tracks and Amtrak's shortage of money and President Louis Menk even raised the possibility that the equipment. NP would seek to end all of its passenger service.31 Then in May 1971 government-supported Amtrak took over The station is a crucial survivor within the NP historic intercity passenger trains on almost all railroads, including railroad landscape of Bozeman. To the southeast is the
30 Northern Pacific Railway, Rocky Mountain Division, Bulletin 32 Craig Sanders, Amtrak in the Heartland (Bloomington: Indiana No. 39, 8 August 1958. University Press, 2006), 157-172. 31 Kurt E. Armbruster, "The Northern Pacific's Mainstreeter, Part 33 Bozeman Chronicle, 9 July 1991, 1, 16. 2: A 'Strange and Curious' Decade," The Mainstreeter 17 34 Author's observations. Thanks to D.T. Sprau for information (Winter 1998): 18-24. on the radio mast.
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first brick freight house, now occupied by Universal Sportscreen. A few features have recently disappeared. In February 2009, MRL dismantled the former NP telegraph pole line; its final purpose was to carry electrical current and codes for the trackside signals. The last surviving structure of the roundhouse complex across the track--a small brick oil house, intended to store flammable liquids, was demolished in the early summer of 2010. Elsewhere in Bozeman, the other former rail passenger station--that of the Milwaukee Road--was demolished in August-September 2003, to make way for a new city public library. The former NP freight house on East Main survives as Montana Ale Works; across the street the Milwaukee freight house is a building supply store.35 By the turn of the millennium, the former NP station had become the focus of community attention and advocacy for historic building preservation.
Trains comprising the basic business of a freight railroad frequently pass the station. Between Sandpoint, Idaho and the Billings area, MRL conveys trains of the Burlington Northern Santa Fe Railway (BNSF) that run between the Pacific Northwest and destinations to the east and southeast, such as Minneapolis, Kansas City, Lincoln, Nebraska, and Springfield, Missouri. Every day a dozen or more freight trains pass the former NP passenger station, carrying cargoes as varied as soybeans, lumber, automobiles, steel beams, chlorine, and the fuselages of Boeing 737s. MRL stores materials Figure 29: November 14, 1990 photograph by Dale for track maintenance on the north side of the track. Martin. Ownership of the Right-of-Way The former NP passenger station is located within the right-of-way acquired from local settlers by the Northern Pacific a year before construction crews reached Bozeman.
Figure 30: July 6, 1991 photograph of the Bozeman deport dressed up for filming "A River Runs Through It." Photograph taken by Dale Martin.
35 Author's observations.
Page 28 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Contextual
The Northern Pacific acquired its right-of-way from public buildings, workshops, depots, machine shops, switches, lands for most of its length. In unsettled areas, the act of side tracks, turn-tables, and water-stations…."36 In the Congress that created the NP in 1864 granted to the rare developed areas, such as in the vicinity of Bozeman, railway "the right of way…two hundred feet in width on settlers owned much of the land. Thus, in January 1882 each side of said railroad where it may pass through the the NP purchased from Perry McAdow, William McAdow, public domain, including all necessary ground for station and Florence McAdow about a mile of right-of-way beyond
Future site of 1891 NPRY station
1883 NPRY station
Figure 31: 1883 Plat of the Northern Pacific Addition to Bozeman, from the Gallatin County Clerk and Recorder.
36 United States, Statutes at Large Vol. XIII, 365-372. Section 2 concerns the right-of-way; Section 3 concerns the land grants.
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the northeast edge of developed Bozeman, with the same 2047. When BN sold to Montana Rail Link in 1987 its 400-foot width as across public lands.37 The southern operations on the former NP between northern Idaho and boundary is 200 feet south of the original track alignment the Billings area, the bond-encumbered right-of-way was (the main track was partially realigned in the early 20th kept by BN; MRL leases it.41 MRL does own the century). North of the track, an additional purchase structures and buildings that are on the land. extended the railroad property up to 900 feet north of the track, more than necessary space for the locomotive A Plea on Plywood facilities there from the 1880s into the 1940s.38 The Northern Pacific Addition, platted in August 1883 by John On the north side of the station, amidst much graffiti, V. Bogert, Trustee, subsequently surrounded the right-of- painted letters on plywood covering a door read "BRING way and station.39 Much of this land remained AMTRAK." undeveloped, with only the western portion now densely settled.
The Northern Pacific's right-of-way is separate from the better-known federal "land grant" that made the NP the owner of mile-square sections of public land in checkerboard pattern in a band at least eighty miles wide across Montana. This granted land made the Northern Pacific the owner of about one-seventh of all the land in Montana in 1900. These lands remain a controversial part of the history and legacy of the Northern Pacific.40
In November 1896, three years after bankruptcy, the Northern Pacific issued a $190 million, 150-year bond to pay for corporate reorganization. The bond was intended to consolidate existing debts and pay J.P. Morgan & Co. for managing the reorganization. Security for this bond included railroad property such as the main line right-of- way. Thus the right-of-way now owned by BNSF, corporate descendent of the NP and BN, cannot be sold and transferred until BNSF (or its successor) makes the final payment of the 1896 bond on the 1st of January
37 Gallatin County, Clerk and Recorder, Deed Book 2, pp. 240- 241, dated 9 January 1882. This transaction provides for the right-of-way through parts of sections 6, 7, and 8, Township 2 South, Range 6 East. For an early modification of this purchase, see Deed Book 4, pp. 233-234, dated 17 August 1883. The station is located near the center of the southeast quarter (SE ¼) of Section 6. Figure 32: A plea to return Amtrak service to the depot. 38 Northern Pacific Ry., "Station Map: Bozeman, Gallatin Co., Montana," scale 1"=100' (Livingston, 1926). 39 Gallatin County, Clerk and Recorder, "Plat of the Northern Pacific Addition to the City of Bozeman, Gallatin County, 41 Steve Glischinski, "Main Street of Big Sky Country," Trains Montana," 7 August 1883. (April 1993), 38. Commercial & Financial Chronicle 63 40 Ross Ralph Cotroneo, "The History of the Northern Pacific (December 5, 1896): 1017-1019. The full name of the Northern Land Grant 1900-1952" (PhD dissertation, University of Idaho, Pacific bond is "General Lien Railway and Land Grant 3% 1966), 147. Bond."
Page 30 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Architectural Context
ARCHITECTURAL CONTEXT General The following discussion helps to place the Bozeman NP Passenger Depot into a larger architectural framework. It is not meant to be inclusive of all architectural styles expressed on train stations in the growing communities throughout the West. It is intended, however, to demonstrate that the Bozeman Depot has commonalities with those of other similarly sized stations that NP built across the state. The larger trends of station design are Figure 33: 1883 Bozeman NPRY Passenger Depot. only briefly touched upon herein, as they are subjects of Photograph courtesy Gallatin Historical Society. more lengthy analysis.
See Chronological History in the following section for a more in-depth analysis of the modifications made to the Bozeman NP Depot since its original construction. Turn-of-the-20th Century Railroad Stations The concept of railroad stations evolved in the 1830s and 1840s, with the use of existing structures to accommodate waiting passengers and to store and protect freight. When the railroads were more financially stable in the following decades, they constructed their own depots or remodeled the privately-owned structures they had been using previously.42 Figure 34: The first Miles City depot was similar in size and style to Bozeman's first NPRY depot. Photograph According to H. Roger Grant, author of Railroads and the courtesy NP Railway Historical Association. American People: passengers and freight - and was a good example of the When railroads erected their own depots, what rural form of station. Its massing was comprised of a emerged by the 1880s was a popular design. This simple rectangular form protected with a jerkin hipped roof was the single-story combination depot that with deep overhangs at street- and track-side. The bulk of comfortably (and inexpensively) served the needs of the 120-foot long building was used for freight, with the most smaller communities. This concept provided east end dedicated to passenger use. The building was space for an agent’s office (usually located in the of the Stick Style popular in the late 1880s, with wood and center with a protruding bay window that faced timber as the structure and as the predominant exterior trackside), waiting room, and freight section.43 finish. Trim boards compartmentalized sections within the wall plane and timber brackets supported the eaves and rakes. Natural light provided by tall narrow windows was th Bozeman’s Turn-of-the-20 Century Railroad Stations supplemented by gas lighting fixtures.44 Bozeman’s rail Bozeman’s 1883 depot was of this popular type – called a stations’ parallel with Miles City’s stations is evident in combination depot because it accommodated both
42 H. Roger Grant, Railroads and the American People 44 Bozeman’s first electric plant did not open until February (Bloomington & Indianapolis: Indiana University Press, 2012, p. 1886; it became more firmly established in 1891. Phyllis Smith, 95-97. Bozeman and The Gallatin Valley (Guilford, Connecticut: The 43 Grant, p. 97. Globe Pequot Press), p. 177.
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both city’s early and later depots; both are representative the ticket booth. The double-sloped roof with bellcast of the standardized plans favored by the railroads. eaves was a hallmark feature of this standardized type. This plan was typical of many of the Northern Pacific Some of the depots from the 1880s through the early stations, in that it was “…developed in the main Office of teen’s included living quarters for the agents, typically to the Engineer in St. Paul, Minnesota. Company architects address a housing shortage in the community. These paid attention to current styles and used easily obtainable apartments were built according to standard plans as well; materials that adapted well to particular shelters.”47 the living quarters were typically in a dedicated second floor or at one end of the main depot plan. The NPRY Newspaper accounts indicate that the city of Bozeman depot in Red Lodge was a classic example of the upstairs might have been required to pay $6,000 of the $10,000 apartment configuration. Bozeman did not have a need cost of the 1891 Depot. Despite reported “civic for in-station housing. grumbling,” the new Depot was welcomed and well received by the citizens.48 Bozeman’s growth paralleled that of many other communities that actively used their depots for both freight and passenger travel. The original wooden depot was replaced with a more substantial building. “The result might be a stylish brick passenger building and an adjoining freight house (sometimes the former depot)…”45 Bozeman fit this model exactly; the 1883 station was used for freight storage after the brick Depot was completed in 1892.
Bozeman’s 1891 Depot was indicative of the plan changes that occurred primarily to accommodate the variety of users and the need for protected Figure 35: The NPRY depot in Red Lodge, MT had a station freight storage. It became common to have manager’s apartment above the public spaces of the depot. separate waiting rooms for women and children Photograph courtesy of the NP Railway Historical Association. “…because of the perceived coarseness of tobacco-chewing, loud-talking, and profane males 46 and ‘loafers.’” This situation was formalized in the 1923 At the end of 1891, the Bozeman Weekly Chronicle version of Bozeman’s Depot, with the naming of the reported: “Smoking Room” next, and providing entry, to the Men’s Toilet Room. “The railroad depot just completed to fill the requirements of an increasing business is an Bozeman’s 1891 replacement Depot was about twenty architectural exotic. It is of brick, with stone feet shorter than the prior depot, but six feet wider (thirty trimmings, 30’ x 92’. Gentlemen’s waiting room, 20’ x feet, rather than twenty-four), and constructed of solid 28’ ladies the same size. Five foot passage way brick. Physical evidence reveals that the face brick was a between. Baggage room, 17’ x 28’, express office deep red smooth hydraulic pressed brick (with sharp same. Finished throughout in hardwood and provided corners and precise form). Newspaper accounts indicate that it also had sandstone trim. The station was a long rectangular mass with roofing as the major component, featuring several small dormers and a large dormer above 47 William S. Hoy, Railroad Stations in the Gallatin Area, Montana (Montgomery Village, MD: Keystone Press, 1998), p. 45 Grant, p. 101. 9. 46 Grant, p. 98. 48 Hoy, p. 12 and 13.
Page 32 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Architectural Context
with fixtures for water, gas and electricity. It has a 700 foot platform.”49
Classifying this simple Queen Anne style building as “an architectural exotic” was an over statement, yet the building did have several very attractive primary features. The expansive roof had deep overhangs supported by knee braces common to the Arts & Crafts Movement and a large trackside dormer with round-arched window. The roof was finished with wood shingles which also enveloped the dormer, reflective of the Shingle style. That this building should present an eclectic mix of styles was not uncommon, particularly for a building type that was still being developed around the country. The bellcast eaves Figure 36: The 1891 Bozeman NP station in 1919. allowed for approximately 5’-6”-deep soffits on all sides, Photograph by Warren McGee. providing protection from the weather. Deep eaves were a hallmark feature used consistently on NPRY’s small passenger depots from the mid-1880s through the 1920s.
The 1923 expansion of Bozeman’s Depot proved to be remarkably consistent with its 1891 design, yet yielding even greater restraint. The exterior walls were treated similarly, yet now faced with a brick indicative of 1920s construction – a tapestry brick of rugged texture and varying colors. In lieu of sandstone trim, a cream-colored hydraulic pressed ironspot brick was used for windowsills, beltcourse, and accents. The picturesque wood shingle roofing was removed or covered with fire-proof asbestos Figure 37: Partial north - trackside - elevation of the 1891 diamond-shaped roof shingles. Bozeman NP Depot. Drawing courtesy of the NPRY digital archives. The existing roofline was retained, along with the bellcast flare at the eaves; yet the eaves were actually shortened slightly, and the knee braces reconfigured (see Figure 69). The minor modifications to the openings were primarily stylistic: the 1891 multi-raised paneled doors were replaced by doors with larger flat panels, and the multi-lite transoms were replaced with vertical-lite transoms. These simplifications were indicative of changing stylistic trends away from the more ornate Victorian styles of the past century, to the more honest, calm nature of the Arts and Crafts style.
The 1923 Miles City NP Depot displays similar features to the Bozeman Depot, yet is faced in an Italian Renaissance Figure 38: The Miles City Passenger Depot, c.1923. style evident primarily in the tall arched windows of the Photograph courtesy of the NP Railway Historical Association. waiting room and the narrower eaves. Much of the
49 Bozeman Weekly Chronicle, December 30, 1891.
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remainder of the building is strikingly similar to Bozeman’s Depot.
The styles of the passenger depots in the larger towns of the west and Montana varied vastly from these smaller stations. The towns that were designated division headquarters were provided with larger, taller stations. These headquarters addressed locomotive and track maintenance, providing the equipment and crews necessary to remove snow, clean up wrecks, etc. Upper stories housed the division’s managers, civil engineers, telegraphers, clerks, and more. “These structures were as much office buildings as they were stations for passengers, baggage, express, and 50 commercial telegraphy.” Figure 39: Butte’s NP Depot designed by Reed and Stem. Photograph courtesy of the NP Railway Historical Association. The division headquarter stations in Butte and Livingston, for example, were considerably larger and able to accommodate more functions and people in the buildings; hence the need for the deep protective eaves was obviated. Division of space – for large freight and baggage purposes, distinct from large waiting rooms – resulted in larger, more imposing buildings that demonstrated the company’s strength and permanence. The larger depots were often designed by prominent architects. The NP passenger depots in Livingston, Missoula, and Butte were designed by Reed and Stem, a nationally renowned architectural firm in St. Paul, Minnesota. Figure 40: Livingston‘s NP Depot, also designed by Reed and Stem. Photograph courtesy of the NP Railway Historical Association.
50 Information about the division headquarters was provided by Dale Martin, in a July 15, 2013 email to the author. Montana’s division headquarters were located approximately every 200 to 250 miles.
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CHRONOLOGICAL HISTORY
Item 5
Item 6 Item 2
Item 3
Item 1
Figure 41: 1891 Bozeman NP Depot plan, rotated 180 degrees for consistency in orientation. Circled areas are referenced in the list of 1891 components visible today (solid circles for wall components; dashed circles for those in the attic).
General
The Contextual History and Architectural Context sections 2. Brick wall construction at the interior surfaces in the above highlight the major construction periods of the 1923 Express and Baggage Rooms. Bozeman NPRY passenger Depot. 3. 1891 window and door locations, whether now
bricked in or used as 1923 openings, as demarcated, 1891 Evidence at the interior brick, by segmental brick arches above The 1891 and 1923 construction drawings clearly depict – the 1891 openings. (See Figure 45.) in plan – the 1891 configuration and the modifications 4. Roof framing in attic above 1891 portion of building. made in 1923. In broad terms, the 1891 station was This framing consists of full 2” x 8” roof rafters and full retained with slight modifications, and nearly doubled in 2” x 6” attic floor joists, spaced at 24” on center. This size with the 1923 addition. is distinguished from the 1923 framing members of standardized dimensions: 1-5/8” x 7¼” and 1½” x Some components of the 1891 construction remain 5¼”, respectively, spaced at 16” on center. (See visible, as follows: Figures 46-48.) 5. North chimney location, as outlined by covered hole 1. Brick wall construction: at area of wall guard removal. in roof framing and ceiling framing. (See Figure 46.) See oval on plan above, and photographs. The 1891 6. Potential 1891 dormer locations, as depicted with face brick appears to have been a deep red pressed patches in the roof decking – some with solid boards brick with red mortar. The image of Montana Hall at and some with plywood. Evidence is not consistent. MSU, constructed in 1896, depicts how this would (See Figure 47.) have appeared. (See Figures 42-44.)
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Figure 44: Montana Hall, constructed on the MSU campus in 1896, has exterior face brick and red mortar similar to that used on the Depot in 1891.
Figure 42: The 1891 wall section is clearly visible here where the wall guard has been removed. The 1923 tapestry face brick was adhered to the outer face of the Figure 45: Brick arch from 1891 freight opening is 1891 wall, and used to face the jamb above the guard. visible on the south wall of the Express Room, where See Figure 43 for close-up of circled area. circled.
1923 face brick 1891 face brick The south exterior wall of the 1891 building that adjoined the new part of the structure was: “… taken down to the bottom line of concrete floor in smoking room and a new tile partition wall…built as shown on plan.”51 Thus, where the wall is currently visible at the expanded opening accessing the Checking & Parcel Room, the 1891 east end exterior wall had been removed, hence is not visible for documentation.
51 Figure 43: Close-up of the 1923 face brick in front of the Drawing note on 1923 construction documents, Sheet 7. 1891 face brick.
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Oral history indicates that the 1891 Depot had sandstone trim.52 This is supported by the 1891 drawings which appear to indicate stone windowsills. These appear to have been removed in order to facilitate the 1923 façade work
Figure 47: The circled area of decking patching might represent an 1891 dormer location.
Figure 46: Rafters headered off at 1891 chimney Figure 48: Nominal rafters in the 1923 building portion, location. These rafters are full 2” x 6” members spaced spaced 16" on center. 24” on center.
52 Walter Gustafson (Burlington Northern Public Relations and Advertising Department) letter to Mr. Wayne Bingham, December 21, 1970.
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Chronological Analysis from 1891 to 1923 - Floor Plan The Depot’s transformation in 1923 is well documented in the construction documents. The modifications can be well established by study of the 1891 and the 1923 plans and elevation drawings. The following pages highlight the changes while showing the sensitivity of the new design to the 1891 version. There are remarkable similarities between the two portions of the building. Yet enough time passed between the two periods of construction that some material changes are noteworthy.
1. The prevalent use of concrete in the 1923 construction reflects concrete’s quick rise to common use for foundations and floor slabs. The 1891 stone Figure 49: 1891 stone foundation, at left, with 1923 foundation is still visible in the utility tunnels. (See concrete foundation at right, as visible in south utility Figure 49.) tunnel. 2. The national standardization of framing lumber in the 1920s resulted in nominal (less than full 2”, 6”, etc.) sizes in the 1923 construction. (See Figures 50 & 51.) 3. The improvements in electrical conduit, as evident in the switch from the typical knob-and-tube wiring in the 1891 attic, to rigid metal conduit in the 1923 attic. (See Figures 50 & 51.) 4. The increase in use of materials with fire-resistant, durable asbestos from the 1900s on. This resulted in the use of asbestos shingles for the 1923 roofing. It is conceivable that they were laid directly over the 1891 wood shingle roofing,53 as encouraged by Johns-Manville asbestos roofing advertisements (see Figure 50: 1891 framing lumber of full size, with Figure 52). However, both the 1891 and the 1923 porcelain knob-and-tube from 1891 electrical roofing materials have since been removed from the distribution system. roof.
53 It is believed that the 1891 roofing was of wood shingles. This Figure 51: 1923 nominal framing lumber, with rigid is supported by the 1904 and 1912 Sanborn Fire Insurance conduit for electrical distribution (see arrow). maps and historic photographs.
Page 38 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Chronological
Figure 52: Manufacturer’s encouragement to lay new asbestos shingle roofing over existing roofing. Johns-Manville, The Book of Roofs, 1923.
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1891 building wrapped into 1923 brick facing. Dashed lines in 1923 plan below show removal of 1891 walls 1923 addition with new General Waiting Room, Women’s Waiting and bay. Room, and Women’s Toilet Room.
Figure 53: 1891 plan (at top) aligned with the 1923 remodeling of it. The circled areas show the removal of the 1891 Ticket Booth bay.
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1891 Streetside Elevation 1923 addition
The 1923 streetside elevation, with relocated doors and windows; several windows were shortened. Figure 54: The 1891 streetside elevation aligned with the remodeled 1923 version, and eastern addition at the right.
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ChimneyChimney to be Dormersremoved
Freight Doors
1923 addition 1891 Trackside Elevation
Chimney removed Dormers retained Figure 55: Trackside elevation from 1891 (above) incorporated into 1923 remodeling. Note the 1891 Ticket Booth bay removal, designated in the ovals. Door removed Door retained
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Modifications since 1924 b. Removal of “Bozeman” signs from the exterior of the eaves. The 1923 construction drawings reflect the as-built conditions when the building was completed in January These changes are annotated on the floor plan, CH-1, 1924. Changes to the building have been minimal since that follows. then, and are summarized in ascending chronological order below. The dates provided are derived from photograph comparison, written archival data, and knowledge of building materials; references are cited.
1. Asbestos shingle roofing and dormers removed, replaced with asbestos asphalt shingle roofing, between 1952 and 1978. 2. c. 1963:54 a. Paneling installed, transforming Women’s Waiting Room into an office. Partitioning of the foyer to the Women’s Toilet was probably coincident with this construction. b. Installation of solid ceiling over Ticket Office, and 1’x1’ acoustic tile ceiling. c. Expansion of Parcel Room, transforming Smoking Room into a passageway (studs are post-1960). d. Reconfiguration of ticket booth windows from three into one, removing booth dividers and grilles, and black marble counter. Installation of plastic laminate countertop. e. Reconfiguration of Express Room to: i. Borrow 5’-11” from the Baggage Room (full width of building). ii. Remove fish rack and refrigerator. iii. Remove Office Public from trackside; expand room for storage. 3. Between 1972 and 1979: a. Expansion of Checking & Parcel Room pass- through to include full-height opening. b. Removal of benches (loose furniture) from General Waiting Room. 4. c.1979: a. Removal of brick platform. b. Removal of weights (assumed). 5. c.1985: Installation of suspended acoustic ceiling in Women’s Waiting Room. 6. 1991: Filming of “A River Runs Through It” – a. It is purported that the changes made were removed after completion of the filming.
54 Walter Gustafson, letter, 12/21/1970, stating that the last remodeling, some interior alterations, was completed in 1963.
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CH-1: Changes since 1923 Construction - Plan
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exploration/settlement, and architecture. The Depot is HISTORICAL ANALYSIS respected and interpreted as a vital component of Bozeman’s history. Period of Significance
Bozeman’s Northern Pacific Passenger Depot is an Character-Defining Features important contributing feature to the history of Bozeman, and – by extension – the State of Montana. The building General was built northwest of the site of Montana’s first Northern Significant structures are comprised of various Pacific Railway Depot (of 1883). The railroads ushered in components that contribute to their significance and help sweeping changes and ultimate growth for Bozeman and define their historic use. A character-defining feature is a the state. “prominent or distinctive aspect, quality, or characteristic of a historic property that contributes significantly to its physical character.”55
The following inventory highlights the features and contributing components that are paramount to expressing the architectural and historical significance inherent in the Depot, providing a basic level of understanding what needs to be protected and remain unharmed.
The descriptions below are not meant to be inclusive of all the aspects of these primary Figure 56: 1933 image of the streetside of the Depot during its heyday. Photograph by features; they are intended to Ron V. Nixon (#RVN 1541), courtesy of the Museum of the Rockies Photo Archives. provide an overview that relates
The architecture of the final Depot on this site and the extent of the side parks are intact and generally highly representative of its appearance and the experience it yielded during the 1920s – the period generally regarded as the highpoint of the passenger railroad, before the use of the private automobile and trucking (and the required roadway improvements) substantially diminished the Depot’s use. The Depot did remain in use, however, serving Amtrak passengers until 1979. Thus, the full period of significance should be considered 1923-1979, to reflect continuation of its originally intended use and association with the operations of the railroad. Figure 57: The 1923 addition in the foreground bears strong similarity to the 1891 building, yet also reveals The neighborhood – and adjacent Story Mill complex – subtle differences. was listed in the National Register of Historic Places in 1996, for a broad spectrum of influence: commerce, 55 U.S. Department of the Interior, National Park Service.
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the features to the significance and style of the Depot.
Style The general stylistic treatments of both of the recent – 1891 and 1923 – versions of the Depot are moderately distinct, reflective of the thirty-year gap between them. Both versions were built during America’s Progressive Movement, the period from 1890-1930, which promoted “advanced political and social attitudes and their heavily moral implications.”56 The architecture of this period was “modern and American,” and covered a broad range of Figure 58: The mass of the 1923 addition in the styles primarily stemming from the Arts and Crafts foreground reflects the significance of the General Movement. This movement was a precursor of the Waiting Area within, as viewed from the southeast. Modern Movement in that the architects eschewed applied ornament and embraced instead the nature of materials. The 1891 Depot is considered simplified Queen Anne; the 1923 modifications to the Depot are of the Arts and Craft style.
Massing The massing of the Depot reveals its evolution from a smaller station into a larger, more sophisticated station with a sizable portion dedicated to freight and mail handling. Befittingly, the taller (newer) portion houses the Figure 59: This 1919 photograph depicts the long waiting rooms, ticket office, and restrooms. The adjoining shadows cast by the deep overhangs of the 1891 lower portion (1891) houses the baggage and express Bozeman Depot, as viewed from the northwest. rooms. Both portions are one-story, simple rectangular Photograph courtesy of the Gallatin Historical Society. masses which rely on their sizable attics to more than double their respective heights. This strategy makes the two building parts appear substantial and impressive.
Roof Shape The hipped roofs of both building masses are accentuated with bellcast eaves which flare outward at the lower edge of the roof. Bellcast eaves were a common feature of railroad depots from the late 1800s through the 1920s. The 1891 Depot originally also had bellcast eaves, which were approximately 1’-0” deeper than the 4’-6” deep ones that replaced them in 1923. Photographs taken before the 1923 addition reveal the deep shadows cast by these earlier eaves on the Depot walls. Figure 60: The roof's slope decrease at the eaves prompts the “bellcast” designation.
56 Alan Gowans, Styles and Types of North American Architecture: Social Function and Cultural Expression (NYC, NY: HarperCollins Publishers, Inc., 1992), page.257.
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The roof was clad in 1923 with hexagonal flat gray asbestos shingles that was accentuated with roll ridges. Unused samples of each original grey-colored roofing component are stored in the basement. The manufacturer’s name – Johns-Manville – is stamped on the back, with No. 70 (for hexagonal style) and color indication (Gray). The field tile is 16” x 16” x 1/8” thick and cast with irregular parallel grooves to appear like wood. The ridge roll piece is 3/8” thick at the edges and tapers to 5/16” thick at the center. This 16”-long piece has a 6” diameter at the base and a 4½” diameter at the top.
This 1923 roofing material was removed between the early 1950s and 1978. Figure 62: Enlarged image of 1923 asbestos roofing on the Depot roof. Photograph, early 1950s, by E.R. Augustin, courtesy of the Gallatin Historical Society.
Figure 61: 1930 Johns-Manville catalogue depicting the Figure 63: 1930 Johns-Manville catalogue depicting the hexagonal shingle, as circled, used on the Depot. ridge roll, as circled, used on the Depot.
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History – Historical Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Figure 65: Enlarged image of dormer in early 1950s photograph, courtesy of the Gallatin Historical Society.
Figure 64: 1930 Johns-Manville catalogue depicting the hexagonal shingle, as circled, used on the Depot.
Dormers Small gable-roofed dormers were constructed on the 1923 roof, to match existing dormers on the 1891 roof. There is no clear evidence of the dormer framing in the attic. It appears in the detail “Section thru Dormer,” on Sheet 4 of Figure 66: Dormer detail from Sheet 4 of the 1923 the 1923 construction drawings, that the dormers were construction drawings. open to the attics (see Figure 66).
Figure 67: Enlarged image of dormers from 1933 Ron V. Nixon photograph #RVN1541, courtesy of the Museum of the Rockies Photo Archive.
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Knee Braces / Brackets Wooden knee braces provide a substantial appearing (and actual) support for the extended rafters of the bellcast eaves. The use of knee braces of some sort was 1923 necessary to support the open soffits. The design hypotenuse decision to use open soffits reflects the trend towards e structural honesty that was a common hallmark of the Arts and Craft style. The wooden knee braces that support the 4’-6” deep eaves were modified during the 1923 remodeling/addition, in conjunction with narrowing the eaves. The braces are of heavy timber and support a heavy timber beam (which was reused from the 1891 braces; see Drawing Sheet 16 in the Appendix and Figure 69) which, in turn, supports the extended roof rafters. The upper hypotenuse is fastened with steel plates to the other 1891 hypotenuse two members of the triangular support system. (brace removal depicted by The configuration of the knee braces was modified in 1923 dashed lines) from the 1891 downward-facing hypotenuse of the right triangle to an upward-facing hypotenuse. This latter, “Reuse old timber” unusual orientation, is more subtle, yet also less of an obstruction to the Depot visitor.
Figure 69: The 1923 construction documents depict the 1891 knee braces as dashed lines, indicating their removal. The lower drawing depicts the 1923 bracket at the addition
Figure 68: The brackets are distinctive in their orientation.
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Brickwork The brickwork on the building is a unifying element to both portions of the building, as both were faced with the same brick in 1923. The facing brick is predominantly a wire-cut tapestry brick of colors that range from light orange to deep brown that imbues a rich texture to the wall surfaces.57 This style of brick is a hallmark of the 1920s and can be seen on many Bozeman buildings of this vintage. A vertical soldier course of this textured brick at the base of the lower cambered wall enhances the tapestry effect. The soldier brick butt into outside corners defined by three courses of stretchers.
This deep colored brick is accented with a cream-colored Figure 71: The walls are imbued with the rich texture of ironspot pressed brick beltcourse (laid in a vertical, the brick material, bonding and orientation, and color soldier, course) that incorporates the sloped rowlock sills differentiations. The cambered wall base is a trademark of the windows. Ironspot brick was commonly used in of the Arts & Crafts style.
Figure 72: The smoothness of the cream-colored Figure 70: The tapestry brick of the 1923 addition uses ironspot brick contrasts with the rough texture of the headers, depicted in circles, to bond the wall every fifth tapestry brick. course.
Prairie Style buildings and valued for its precise sizing. This beltcourse, and the strong eave line of the roof, accentuate the horizontality of the building; this is neatly balanced with the tall narrow windows.
57 “Tapestry Brick” was a trademark of the Fiske Brick Company, representing their wirecut brick of varying colors. Fiske Brick Company Inc. catalog, 1913. The term has since been used Figure 73: Ironspot brick is set in rowlock courses at the generically to refer to similar brick by other manufacturers as windowsills. well.
Page 54 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Historical Analysis
The “red rough-face brick” was purportedly from Helena, of the Northern Pacific, first saw a similar design on the whereas the ironspot brick was purportedly from Hebron, Korean flag at the 1893 Columbian Exhibition in Chicago. North Dakota.58 The tapestry brick is 8-1/8” long, 2¼” He adapted the symbol for the railroad’s purpose after high, and 3-7/8” deep; the ironspot brick varies only in its investigating the symbol’s Chinese origin as a 3¾” depth. The brick coursing and bonding vary on the representative of the Yang and the Yin – the positive and two building portions, in response to the substrate. On the the negative. The Chinese used it as a charm to ward off 1891 portion, the new face brick is set in running bond, evil; this was translated into a good luck charm in with no brick units penetrating the 1891 solid brick three- America. Whereas the Chinese version appeared in wythe wall. At the one exposure location, no metal ties various color combinations, the NPRY selected red and were apparent; the face brick black.59 might be bonded solely with “A wall built of ‘Tapestry’ Brick shows the soft mortar. The joints here are shades and delicate tones of a fine Persian rug, The Bozeman Depot’s consistently ½” wide. translated into the unfading permanency of monad is of terra cotta – burned clay. The colors of ‘Tapestry’ Brick are glazed black and red – On the 1923 addition, the brick soft and rich.” located at the top of the are set in a running bond with a telegrapher office bay wall, Flemish bond every fifth row, to “Nature has no smooth and polished surfaces… on the track side of the establish greater cohesion We give to ‘Tapestry’ Brick a peculiar rough building. It is circumscribed between the wythes of brick. The texture…The play of sunlight upon it does not with the ironspot brick which flush vertical mortar joints are ¼- develop the high lights which mar the is also used in the flanking ½” wide flush, and the struck conventional brick wall. It is to ordinary brick what brick panels. horizontal joints are ½” – ¾” wide. Arts and Crafts furniture is to the gilt and velvet of the last century.” (Fiske Brick Company, Inc., Tall Narrow Windows Terra Cotta Monad 1913 catalogue, page 17-18.) Tall narrow windows are The monad is the recognizable located regularly across the emblem of the Northern Pacific length of all four facades, in and a feature on their depots and trains from the Midwest punched openings that span from the brick beltcourse at to the North Pacific Coast. This emblem was adopted by sill level to the base of the knee braces on the addition, the NPRY soon after E.H. McHenry, then Chief Engineer Transom Double-hung window
Figure 74: The terra cotta monad is located prominently at the top of the Ticket Booth bay of the track side Figure 75: Tall, narrow windows are attenuated with elevation. transoms above.
59 Northern Pacific Yellowstone Park Line (Main Street of the 58 NP passenger station will be dedicated Monday, Bozeman Northwest), The Story of the Monad: The story of the Monad at Daily Chronicle, January 24, 1924, page 3. work. In the Gallatin Historical Society collection.
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History – Historical Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
and from the beltcourse to nearly the top of the wall on the 1891 portion. The lesser number of windows on the 1891 portion – combined with the two large sliding freight doors – expresses the difference in the functions of the two parts of the building.
As discussed above, the building is fitted with deep overhanging eaves, increasing the need to maximize the infiltration of natural light into the building. Use of tall narrow window openings also provided for greater ventilation, as the uppermost transoms and the double- hung sash below were operable.
Doors Figure 76: The large sliding freight doors are fitted with The doors in the 1923 addition continue the expression of transoms above. the tall narrow windows. The doors fill similarly sized punched openings, with transoms that align with those of the adjacent windows. Glazed doors at the waiting area reveal its purpose; solid, flat paneled sliding doors at the 1891 building reveal the more private and secure nature of the functions beyond.
All of the doors are stile-and-rail wood doors with wooden or glass panels. The primary entry doors are 2¼” thick; the sliding freight and express doors are 3¼” thick.
Interior Volumes The building is divided into the primary public spaces – the General Waiting Room, Women’s Waiting Room, and the Figure 77: The large volume of the General Waiting Men’s Smoking Room – and the back work areas – the Room is apparent upon entry. Baggage Room and the Express Room. The latter support services are located in the 1891 structure, whereas the 1923 addition for the public waiting areas incorporated greater height, enabling the General Waiting Room to have gracious proportions and a tall ceiling (15’). This main volume also has a deeply coffered ceiling with classical plaster moldings. This space is the essence of the Depot – the place where memories of arrivals and departures were made.
The Women’s Waiting Room is a more intimate space than the General Waiting Room, even though originally longer than it currently is. An elegant ceiling with a simply detailed plaster cove remains above the suspended Figure 78: The volume of the Women's Waiting Room ceiling. The glossy enamel ceiling finish complemented has been altered by the addition of a suspended ceiling the white glazed tile on the walls. and the truncation of the room. Photograph taken looking south, toward the c.1963 wall.
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The remainder of the spaces are more utilitarian, yet the construction drawings refer to this feature as “Norman Baggage and Express Rooms are large spaces with tall flashed mosaic tile.”61 ceilings that slope at the perimeter walls, below the roof rafters. This same mosaic tile and marble cap detail was used at the Miles City NP Depot, also constructed in 1923. Interior Tilework – Flooring, Walls As befitting a building which will receive a lot of traffic and general wear, the materials used throughout are durable. The flooring in the public areas (the addition) is of 6” x 9” red quarry tile set in a running brick pattern with black grout joints 5/8” wide. A matching (9”-wide) 5”-high coved base with a bullnose top profile completes the easy maintenance package. This type of tile was used in entry vestibules, sport stadia, and other public venues from the 1890s through the 1930s.
The lower portions of the walls in the addition are also finished with tile, of two types, with smooth plaster above. The General Waiting Room and the Smoking Room are finished with a mosaic tile 5’-6” high wainscot capped with a 3”-high marble trim identified as “…a strip of pink Figure 80: The quarry tile flooring is extremely durable, Tennessee marble.”60 The mosaic tiles are ¾” x ¾” while adding rich texture to the interior.
Figure 79: Mosaic tile capped with Pink Tennessee Figure 81: Identical mosaic tile and marble cap Marble lines the wainscots of the General Waiting Room treatment at the 1923 Miles City NPRY depot. and the Smoking Room. Photograph courtesy of Steve Craddock (National Register nomination). square-edged tile with narrow (1/16”) grout joints. Their color variance from pale pink to deep purplish-brown provides a tapestry akin to the exterior brick. The 1923
60 “Northern Pacific passenger station will be dedicated 61 Plans of Alterations and Addition to Passenger Station, June Monday,” Bozeman Daily Chronicle, January 24, 1924. 14, 1923, Sheet 10.
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History – Historical Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
The lower walls of the other public rooms in the addition – the Women’s Waiting Room, Women’s Toilet Room, and the Men’s Toilet Room – are finished with 6” x 6” glazed white wall tile, set with staggered joints, and finished with a 6’ x 2” bullnose cap. The coved quarry tile base was continued in these rooms. This glazed tile borders the mirror location in the Women’s Waiting Room, a detail mentioned in the local newspaper during dedication: “…full height bevel plate mirror encased in glazed tile and built into the wall.”62 The tile wainscot, and plaster above, in the Women’s Waiting Room is currently concealed behind thin wall paneling up to the height of the suspended ceiling; the mirror is no longer extant. Figure 82: The glossy white glazed ceramic tile in the restrooms was a popular sanitary finish.
Figure 83: Curved tile is used to navigate the exterior corners of the Ticket Booth.
62 “Northern Pacific passenger station will be dedicated Monday,” Bozeman Daily Chronicle, January 24, 1924.
Page 58 Northern Pacific Railway Passenger Depot – Bozeman, Montana History - Historical Analysis
Interior woodwork The original interior doors, trim, and casework are of plain sawn oak with a clear finish. The picture rail in the General Waiting Room is now painted. The door and window trim are similar and as detailed on the 1923 construction drawings. The square-edged casings are 4¼” wide, whereas the head trim is 4¾” and finished with a profiled cap. The window stools extend beyond the casings and cap a plain apron. Oak fillers provide alignment of the trim at the plaster walls with the trim at the thicker tile-clad lower walls.
The predominant built-in feature of the building is the Figure 84: The oak trim is the same at the doors and enclosure for the Ticket Office and the ticket counter. This windows. room penetrates the General Waiting Room, as it extends from the trackside bay window. This office does not extend full height into the room; it is presented more as a piece of furniture. The walls are finished with a 3’-6” high mosaic tile wainscot capped with flat oak panels that are, in turn, capped with an oak entablature, with classically inspired architrave, frieze, and cornice. The wainscot is differentiated with curved corner tile pieces and a thick oak cap and apron. The counter, supported by angled wood corbel blocks, extends into the waiting space. While the original black marble counter has been replaced with a plastic laminate clad counter, and the grilles and dividers removed, the entirety of the Ticket Office is clearly legible as the prime activity area. Figure 85: The windows have extended oak stools with aprons below, even at the tiled walls. Coffered Ceiling The General Waiting Area is dignified with a plaster ceiling ornamented with nine deep coffers arranged symmetrically and defined by classically inspired plaster moldings. The Women’s Waiting Room ceiling has graceful coved moldings with two triple-beaded profiles.
V-Groove Board Finishes in the Freight Areas The 1923 construction of the Baggage and Freight areas are finished with 3¼”-wide V-groove boards oriented horizontally. This finish extends from the walls up to the ceiling, following the roof line at the perimeter walls. These finishes cleanly delineate where new finishes and Figure 86: The Ticket Booth is the most prominent walls have been installed. The non-original walls, installed feature of the General Waiting Room. c.1936, are clad with 5¼”-wide horizontally laid shiplap boards.
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History – Historical Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Scales The portions of the 1923 scales that remain are indicative of the traditional support services provided for handling of passengers’ baggage, freight, and mail. A scale’s floor plate remains (and presumably the cavity below) in each the Baggage Room and the Express Room. The incomplete weight-and-balance device remains in the Baggage Room. This apparatus is supported by fluted cast iron columns. As recently as 1972, the “old brass weights on the freight scales” were extant.63
Site The building was originally flanked by parkland which remains, yet is currently unimproved. The trees, shrubs, Figure 88: The coffered ceiling in the General Waiting and fences that used to define these spaces are no longer Room is delineated with classically inspired plaster extant. Remnants of the brick platform, and its concrete moldings. curb, that paralleled the tracks remain in places. While the original features and subsequent improvements no longer remain, the spatial footprint remains as a strong indicator of where these integral features were.
Figure 89: The V-groove board finishes in the Baggage and Express Rooms are indicative of the original 1923 utilitarian treatment.
Figure 87: This 1925 photograph depicts the brick paving and simple metal rail fencing at the east end of the station. Ron Nixon photograph #RVN1543 courtesy of the Museum of the Rockies Photo Archive.
Figure 90: The decorative cast iron scale support is 63 Rob Geiger, “A Place for Memories,” Bozeman Daily indicative of the original functioning of the Baggage Chronicle, October 8, 1972. Room.
Page 60 Northern Pacific Railway Passenger Depot – Bozeman, Montana Room Descriptions
ROOM DESCRIPTIONS The following table provides a concise accounting for the materials currently present in each primary space.
Room Name Ceiling Finish Wall Finish Floor Finish General Waiting Plaster ceiling with coffers formed with ornamental cast plaster. 1923 detail in inset image. Plaster above mosaic tile. The 1923 quarry tile flooring remains. Room
Ticket Office Originally open (with a screen frame), the ceiling of the Ticket Office has since been enclosed with plywood and The 1923 plaster walls with oak baseboard are extant. The 1923 quarry tile flooring with coved base. finished with 1’ x 1’ acoustic tile typical of the 1960s.
Women’s Plaster ceiling with ornamental plaster cove moulding, currently concealed above suspended acoustic tile ceiling. The 1923 glazed tile wall is visible where the c.1960s paneling The 1923 quarry tile flooring is visible beneath the Waiting Room 1923 detail in inset image. has been removed from the west wall. Furring strips remain carpeting. The tile base remains exposed below the from the panelling installation. c.1960s wall paneling.
Location of 1923 mirror, since removed.
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Room Descriptions Northern Pacific Railway Passenger Depot – Bozeman, Montana
Room Name Ceiling Finish Wall Finish Floor Finish Women’s Toilet The 1923 smooth plaster ceiling and upper walls remain. Plaster above glazed ceramic tile, with marble walls and The 1923 quarry tile flooring with coved base. Room partitions at the water closets.
Women’s Foyer Originally part of the Women’s Waiting Room, the 1923 coved ceiling remains above the ceiling shown here. The The 1923 ceramic tile wall at left, where c.1960s panelboard The 1923 quarry tile flooring with coved base. lowered ceiling is of 4’x 8’ painted wood (probably plywood) boards. wall intersects (and partitions the space from the 1923 Women’s Waiting Room).
Smoking Room The 1923 plaster ceiling is sloped to conform to the roof shape above. The 1923 quarry tile flooring with coved base. cum Hallway
For image to the right: The 1923 wall, at left, is finished with the mosaic tile wainscot and plaster wall above. The non- original gypsum board wall, at right, allocated Smoking Room space to the Checking & Parcel Room.
Page 62 Northern Pacific Railway Passenger Depot – Bozeman, Montana Room Descriptions
Room Name Ceiling Finish Wall Finish Floor Finish Baggage Room The 1923 V-groove board ceiling remains, sloping down at Left Image: The 1923 V-groove board walls, with rounded corner molding, remain. The 1923 unpainted concrete floor remains. the sides to conform to the roof shape. Right Image: A gap in the 5¼” shiplap boards of non-original west wall reveals the studs and plywood finish of the Express Office/Storage Area beyond.
Express The 1923 V-groove board ceiling remains. Left Image: The 1891 brick walls (at left) remain. The wall at right is the plywood wall visible in the right image above. 9”x9” vinyl tile flooring conceals the locations of the Office/Storage Right Image: The plywood finish of non-original walls defines the west and south edges of the storage space. 1923 Public Office walls.
Express Room The 1923 V-groove board ceiling remains. Left Image: The perimeter brick wall is exposed, as it was originally, in 1891. The 1923 unpainted concrete floor remains. The Right Image: The built-out wall forming the Storage Room is finished with shiplap siding. The 1923 wall portion, with V- steel plate marks the location of the scale. groove board finish, remains at the rear right.
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Room Descriptions Northern Pacific Railway Passenger Depot – Bozeman, Montana
Room Name Ceiling Finish Wall Finish Floor Finish Basement The 1923 board-formed concrete ceiling (floor structure) Left Image: The 1923 board-formed concrete walls remain. The utility tunnel is still used for distribution piping. The 1923 unpainted concrete floor and structure remains. Right Image: The left wall shows the 1923 coal storage area, with coal delivery chute at top of the darkened area. remain.
Left Image: Close-up view of the interior coal chute. Right Image: Exterior delivery chute for the coal.
Page 64 Northern Pacific Railway Passenger Depot – Bozeman, Montana Zoning & Building Code Analysis
important buildings and sites that make up the historic ZONING & BUILDING CODE ANALYSIS core of Bozeman.”63 Code Analysis Applicable Code The Depot is an existing historic building. As such, it is 2009 International Existing Building Code not required to comply with all the code requirements that a new building must follow. However, it is imperative that Construction Type: the building be made as safe as possible, within the Type IIIB parameters of its historic character, its use, and its specific location. The following analysis addresses each aspect of Occupancy Type Options – Broad- and Sub-Categories: the 2009 International Existing Building Code (IEBC) that relates to this building; where required for definitions and 1. Mercantile: basic occupancy analysis, the 2009 International Building a. Department stores Code (IBC) is referenced. With few exceptions, where an b. Drug stores article does not apply to this building type, size, c. Markets configuration, etc., the article is not included herein. As d. Retail or wholesale stores with the application of all codes, any questionable areas e. Sales rooms should be reviewed with local code officials or the 2. Assembly: appropriate authority having jurisdiction. A specific a. A-1: Motion picture theater, theater, symphony application statement is made where interpretation is and concert hall, television and radio studios required. admitting an audience. b. A-2: Use intended for food and/or drink Construction Date: Constructed 1891 and 1923 consumption, such as: Banquet halls, night clubs, restaurants, taverns, and bars. Zoning Category: c. A-3: Use intended for worship, recreation or Light Manufacturing District amusement, including: art galleries, community This district allows for mercantile, business, and assembly halls, dance halls, gymnasiums (without use. spectator seating). i. Lecture halls ii. Libraries Neighborhood Conservation Overlay District iii. Museums The Depot is located in Bozeman’s Neighborhood iv. Places of religious worship Conservation Overlay District which is a large area v. Pool and billiard parlors created by the City of Bozeman to recognize the historic 3. Business: core of the Bozeman community. All exterior work a. Ambulatory health care facility proposed for properties within the district is required to b. Animal hospitals, kennels, and pounds receive Certificate of Appropriateness (COA) approval c. Banks prior to issuance of a building permit and/or construction. d. Barber and beauty shops All COA projects are reviewed by the Department of e. Civic administration Planning’s design review Staff and are subject to design f. Clinic – outpatient guideline standards to ensure the historic appropriateness g. Educational occupancies for students above the of the alteration. “The essential idea behind the 12th grade Conservation Overlay District concept is to protect h. Print shops Bozeman against alteration and demolition that might i. Professional services (architects, attorneys, damage the unique fabric created by the hundreds of dentists, physicians, engineers, etc.)
63 Neighborhood News, March 2006, by the City of Bozeman. The full paragraph is paraphrased from this publication. Accessed on-line at bozemanonline.com on June 1, 2013.
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Zoning & Building Code Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
j. Radio and television stations (3) Performance Compliance Method: Repairs, k. Training and skill development not within a alterations, additions and changes of occupancy school or academic program comply with applicable provisions of Chapter 13 of this code. Occupancy Load: Based upon occupancy type, the occupancy load varies The Work Area Compliance Method is typically more from 32 (Business occupancy) to 637 people (nightclub, feasible for historic buildings, hence is recommended as museum) for use of the primary public spaces: General the code-compliance approach for the Depot. Specific Waiting Room, Ladies’ Waiting Room, Baggage Room, applications are highlighted in the summary analysis on and Express Room. See Code Comparison Chart on the following pages. page 67 for required occupancies, occupant loads, plumbing fixture counts, and exiting requirements for the The areas used for the calculations are as follows: various occupancies. Space Gross Area Summary of Code Compliance Determination: General Waiting Area* 1277 sf Per Article 101.5 of the 2009 International Existing Baggage Room 595 sf Building Code, there are three allowable compliance Express Room 1310 sf methods, one of which needs to be followed for an Women’s Waiting Room 310 sf existing building’s renovation work to comply with the Total Area used for code. They are as follows: Comparison Chart 3,492 sf
(1) Prescriptive Compliance Method: Repairs, alterations, additions and changes of occupancy comply with Chapter 3 of this code and the *This area does not include the Ticket Booth. International Fire Code. The International Fire Code is not mandatory for the alteration and repair of historic buildings when such buildings or structures do not constitute a distinct hazard to life or property.64 (2) Work Area Compliance Method: Repairs, alterations, additions and changes of occupancy comply with applicable provisions of Chapter 4- 12 of this code. This is the recommended method for compliance for the Depot. (a) There are three alteration levels, organized in increasing order of work performed on the building. (b) Code compliance factors for each alteration level include, by definition, the compliance factor of the preceding alteration level. For example, Alteration Level 3 compliance includes compliance with Level 1 and Level 2. (c) The three levels of alteration are defined in the summary of Chapter 4 below (Code Compliance Provisions on page 67).
64 2009 International Fire Code, Section 102.5, p. 1.
Page 66 Northern Pacific Railway Passenger Depot – Bozeman, Montana Zoning & Building Code Analysis
Code Comparison Chart
Occupancy Occupancy Plumbing Fixture Counts** Number of Exits per Space Type Load* and Building at Maximum65 M’s WC, W’s WC, Drinking Lavatory Lavatory Fountain Mercantile 54 1, 1 1, 1 0 2 Business 32 1, 1 1, 1 0 2 Theater 455 2, 1 4, 2 1 2 Nightclub 637 8, 4 8, 4 0 2 Restaurant 213 1, 1 1, 1 0 2 Hall, Museum 637 3, 2 4, 2 1 2 House of Worship 455 2, 1 3, 2 1 2
*Based on Montana Code Annotated. **Based on combined areas - of 3,492 sf - shown on previous page. Note that Occupancy Type and Use Group are used interchangeably.
Code Compliance Provisions Chapter 2: Definitions Code Code Provision Code Application Reference 202 Occupancy: Application: Either no change in occupancy – if it remains assembly – or - Change in occupancy if converted to mercantile or business use. 202 Historic Building: Application: The Depot is a contributing feature of a historic district listed in the National Register of Historic Places.
Chapter 4: Description of Alteration Levels (Work Area Compliance Method)
403 Alteration Level 1: Level 1 alterations include the removal and replacement or the covering of existing materials, elements, equipment, or fixture using new materials, elements, equipment, or fixtures that serve the same purpose. Such alterations shall comply with the provisions of Chapter 6. Application: This level is sufficient for mothballing the building, but insufficient for the proposed renovation.
404 Alteration Level 2: Level 2 alterations include the reconfiguration of space, the addition or elimination of any door or window, the reconfiguration or extension of any system, or the installation of any additional equipment. Application: This level is insufficient for the proposed renovation.
65 The Women’s Waiting Room will only require one exit if there are 49 or fewer occupants, which is the case for all but the Assembly use with standing only (at 5 sf/occupant).
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Zoning & Building Code Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Code Code Provision Code Application Reference 405 Alteration Level 3: Level 3 alterations apply where the work area exceeds 50% of the aggregate area of the building. Application: This level applies to the Depot for the current proposed scope of work, unless a Change of Occupancy is proposed.
408.1 Historic Buildings: Except as specifically provided for in Chapter 11, historic buildings shall comply with applicable provisions of this code for the type of work being performed.
Chapter 6: Alterations – Level 1 (Work Area Compliance Method)
602.1 Interior Finishes: All newly installed interior finishes shall comply with flame spread requirements of the IBC.
603.1 Fire Protection: Alterations shall be done in a manner that maintains the level of fire protection provided.
604.1 Means of Egress: Repairs shall be done in a manner that maintains the level of protection provided for the means of egress.
Application: The Depot’s means of egress and exit access travel distances comply with the 2009 International Building Code (IBC). There are two exits and the maximum travel distance is 46 feet (200 feet is code maximum).
605.1 Accessibility: A building or element that is altered shall comply with the applicable provisions in Sections 605.1.1-605.1.12, Chapter 11 of IBC, and ICC A117.1, unless technically infeasible.
605.1.1 Entrances: Where an alteration includes alterations to an entrance, and the building has an accessible entrance on an accessible route, the altered entrance is not required to be accessible unless required by Section 605.2.
605.1.4 Ramps: Where steeper slopes than allowed by Section 1010.2 of the IBC are necessitated by space limitations, the slope of ramps in or providing access to existing buildings shall comply with Table 605.1.4. Application: Not applicable.
605.1.9 Toilet Rooms: Where it is technically infeasible to alter existing toilet facilities to be accessible, an accessible unisex toilet facility is permitted. The unisex facility shall be located on the same floor and in the same area as the existing facilities. Application: The existing restrooms will need to be altered; it is technically feasible to accommodate the required fixture counts for the lower occupancy levels. For the more intensive uses with greater occupant counts, additional restroom facilities will be required.
Page 68 Northern Pacific Railway Passenger Depot – Bozeman, Montana Zoning & Building Code Analysis
Code Code Provision Code Application Reference 605.1.11 Thresholds: Maximum height of thresholds at doorways shall be ¾”. Shall have beveled edges on each side. Application: The existing entry thresholds comply.
605.2 Alterations affecting an area The route to the primary function area shall be accessible. The containing a primary function: accessible route to the primary function area shall include toilet facilities or drinking fountains serving the area of primary function. Exception 1: the costs of providing the accessible route are not required to exceed 20% of the costs of the alterations affecting the area of primary function. Application: The exterior grade at the building perimeter will need to be paved to align with the interior floor elevation.
606.2 Structural – Additional dead Where addition or replacement of roofing or replacement of equipment loads: results in additional dead loads of more than 5%, structural components supporting such reroofing or equipment shall comply with the vertical load requirements of the IBC. Application: It is not anticipated that any of the renovation recommendations would increase the roof load by more than 5%.
606.3 Structural – Roof diaphragm: Where roofing materials are removed from more than 50 percent of the roof diaphragm of a building or sections of a building where the roof diaphragm is a part of the main windforce-resisting system, the integrity of the roof diaphragm shall be evaluated and if found deficient because of insufficient or deteriorated connections, such connections shall be provided or replaced. Application: If the roofing is replaced, as recommended, the diaphragm can be strengthened and tie straps and blocking installed.
607.1 Energy Conservation: Level 1 alterations are permitted without requiring the entire building to comply with the energy requirements of the International Energy Conservation Code. They shall comply as they relate to new construction only. Application: If the insulation layer is added to the attic floor joist cavities, the R-value would be required to be R-38 in compliance the 2009 International Energy Conservation Code.
Chapter 7: Alterations – Level 2 (Work Area Compliance Method) 703.4 Interior Finish: The interior finish of walls and ceilings in exits and corridors in any work area shall comply with the requirements of the IBC. If they don’t comply, Chapter 11 allows for retention of historic finishes.
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Zoning & Building Code Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Code Code Provision Code Application Reference 703.5 Guards: 703.5.1 Minimum requirement. Every portion of a floor, such as a balcony or a loading dock, that is more than 30 inches above the floor or grade below and is not provided with guards, or those in which the existing guards are judged to be in danger of collapsing, shall be provided with guards. Application: Not applicable.
704.2.2 Fire Protection: For Occupancy Groups including Type A, work areas that include exits or corridors shared by more than one tenant or that serve an occupant load greater than 30 shall be provided with automatic sprinkler protection where all of the following conditions occur: 1. IBC requires automatic sprinkler protection for new construction. 2. Work area exceeds 50% of the floor area. 3. Sufficient municipal water supply without the installation of a new fire pump. Application: IBC requires an automatic sprinkler system for Assembly Types A-1 and A-3 with an occupant load of more than 300 and for Assembly Type A-2 with an occupant load of more than 100. The work area will exceed 50% of the building’s floor area. Fire protection & fire alarm and detection are required by code. Regardless of the use of the building, it is recommended that it be fully sprinklered and protected with a code-compliant fire alarm system. Installation of such systems is more easily incorporated into a full renovation project than during a later retrofit.
705.1 Means of Egress: Requirements of Section 7 shall be limited to work areas that include exits or corridors shared by more than one tenant within the work area in which Level 2 alterations are being performed. Application: The Depot has sufficient exiting.
705.4.1 Two Egress Doorways Work areas shall be provided with two egress doorways. required: Application: There are more than two egress doorways at the Depot.
705.4.2 Door swing: In the work area and in the egress path from any work area to the exit discharge, all egress doors serving an occupant load greater than 50 shall swing in the direction of exit travel. Application: The Depot’s exit doors currently swing away from the direction of exit travel; the swing will need to be reversed if the occupant load is greater than 50.
705.4.3 Door closing: In any work area, all doors opening onto an exit passageway at grade shall be self-closing or automatically closing by listed closing devices. Application: The Depot’s exit doors are equipped with door closers, which will need to be checked for compliance and replaced as required.
Page 70 Northern Pacific Railway Passenger Depot – Bozeman, Montana Zoning & Building Code Analysis
Code Code Provision Code Application Reference 705.4.4 Panic hardware: In any work area, and in the egress path from any work area to the exit discharge, in buildings of Group A assembly occupancies with an occupant load greater than 100, all required exit doors equipped with latching devices shall be equipped with approved panic hardware. Application: None of the Depot’s exit doors are equipped with panic hardware. Panic hardware should be installed in assembly occupancies when the occupancy load is greater than 100.
705.7 Means-of-egress lighting: Means-of-egress lighting shall be provided in accordance with the requirements of the IBC. Application: The Depot is not equipped with egress lighting. Egress lighting should be installed.
705.8 Exit signs: Exit signs shall be provided in accordance with the requirements of the IBC. Application: The Depot is not equipped with exit signs. Exit signs should be installed at designated exits.
707 Structural: Where alteration work includes installation of additional equipment that is structurally supported by the building such that portions of the building become subjected to higher gravity loads (5% greater than existing), then this section applies. Application: The addition of additional gravity loads is not anticipated.
708.1 Electrical – new installations: All newly installed electrical equipment and wiring relating to work done in any work area shall comply with the materials and methods requirements of Chapter 5.
708.2 Electrical - existing Existing wiring in all work areas in Groups A-1, A-2, A-5, H, and I installations: occupancies shall be upgraded to meet the materials and methods requirements of Chapter 5. Application: This article applies to the Depot for Use Groups A-1 & A-2.
709 Mechanical: In mechanically ventilated spaces, existing mechanical ventilation systems that are altered, reconfigured, or extended shall provide not less than the air exchanges required by ASHRAE 62. Application: An exhaust system will have to be provided to comply with ASHRAE 62.
Chapter 8: Alterations – Level 3 (Work Area Compliance Method) 801 General: Level 3 alterations have been defined above as those where the work area exceeds 50% of the aggregate area of the building. Application: The proposed renovations at the Depot will exceed 50% of the aggregate area of the building and will apply, unless the building undergoes a change in occupancy.
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Zoning & Building Code Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Code Code Provision Code Application Reference 804.1 Fire Protection: Automatic sprinkler systems shall be provided in all work areas when required by Section 704.2. See 704.2 for application.
804.2 Fire alarm and detection Fire alarm and detection systems complying with Sections 704.4.1 and systems: 704.3 shall be provided throughout the building in accordance with the IBC.
805 Means of Egress: The means of egress shall comply with Section 705 and all follows: 805.2. Means of egress lighting to the floor of exit discharge shall be provided. 805.3 Exit signs shall be provided in accordance with IBC.
807 Structural: All structural elements of the lateral-force-resisting system in buildings undergoing Level 3 structural alterations or buildings undergoing Level 2 alterations as triggered by Section 707.5 shall: 1. Have an engineering evaluation and analysis that establishes the structural adequacy of the altered structure. 2. Where more than 30 percent of the total floor and roof areas of the building are involved in structural alterations within a 12-month period, the evaluation and analysis shall demonstrate that the altered building complies with IBC for wind loading and with reduced IBC level seismic forces. This section might apply to the Depot.
808 Energy Conservation: Level 3 alterations are permitted without requiring the entire building to comply with the energy requirements of the International Energy Conservation Code. The alterations shall conform as they relate to new construction only.
Chapter 9: Change of Occupancy 908 Electrical: Special Occupancies: NFPA 70 requirements apply to the following occupancies (only those that apply to the Depot are listed): (NFPA = National Fire 1. Places of assembly. Protection Association) 2. Theaters, audience areas of motion picture and television studios, and similar locations. 3. Motion picture and television studios and similar locations.
908.2 Unsafe conditions: Where the occupancy of an existing building is changed, all unsafe conditions shall be corrected without requiring that all parts of the electrical system comply with NFPA 70.
908.3 Service upgrade: Where the occupancy is changed, electrical service shall be upgraded to meet the requirements of NFPA 70 for the new occupancy.
908.4 Electrical outlets: Where the occupancy is changed, the number of electrical outlets shall comply with NFPA 70 for the new occupancy.
Page 72 Northern Pacific Railway Passenger Depot – Bozeman, Montana Zoning & Building Code Analysis
Code Code Provision Code Application Reference 909 Mechanical: Where the occupancy is changed to a use subject to different kitchen exhaust requirements or increased mechanical ventilation requirements, the new occupancy shall comply with the intent of the respective International Mechanical Code provisions.
910 Plumbing: When the occupancy is changed such that it is subject to increased or different plumbing fixture requirements or increased water supply requirements, the new occupancy shall comply with the intent of the respective plumbing provisions of the Montana Code Annotated.
910.2 Food-handling occupancies: If the new occupancy is a food-handling establishment, all existing sanitary waste lines shall be panned or protected to prevent leaking pipes from contaminating food or drink. If grease or oil-laden wastes will be produced, interceptors shall be provided.
911 Light and ventilation: Light and ventilation shall comply with the requirement of the IBC for the new occupancy.
912 912.8 All changes shall comply with 912.8 Accessibility. . 912 Fire sprinkler system: If IBC requires new occupancy to have fire sprinkler system, it shall (where the change of occupancy occurs). This applies to Use Group A only. Use Group B isn’t required to have a system; Use Group M is only required to if the fire area exceeds 12,000 sf (Depot area is 4,620 sf). Application: If the Depot undergoes a change in occupancy from Group A to Group B or Group M, it would not be required to have an automatic sprinkler system. If portions of the Depot change to a Group A use, then they will be required to have an automatic sprinkler system.
912.4 Means of Egress: This provision applies when there is a change to an occupancy of greater relative hazard. The Baggage and Express Rooms might currently be considered storage occupancy, which has a lesser hazard than assembly. Application: If changed to Assembly use, minor provisions regarding stairway compliance will apply.
912.5 Heights and Areas: This provision applies when there is a change to an occupancy of greater relative hazard. Assembly Use is the highest relative hazard – higher than S, M, and B. Application: This clause is not applicable to the Depot.
912.6 Exposure of exterior walls: This analysis of hazard categories is not applicable, since no building is within thirty feet of the Depot.
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Zoning & Building Code Analysis Northern Pacific Railway Passenger Depot – Bozeman, Montana
Code Code Provision Code Application Reference 912.8 Accessibility: 912.8.1: For partial change in occupancy – that portion shall comply with Sections 605 and 706.
For a complete change in occupancy, the building shall comply with Section 912.8.1 (Section 605 and 706) and shall have all of the following accessible features:
1. At least one accessible building entrance. 2. At least one accessible route from an accessible building entrance to primary function areas. 3. Signage complying with Section 1110 of the IBC. 4. Accessible parking, where parking is provided. 5. At least one accessible passenger loading zone, where loading zones are provide. 6. At least one accessible route connecting accessible parking and accessible passenger loading zones to an accessible entrance.
Where it is technically infeasible to comply with the new construction standards for any of these requirements for a change or group or occupancy, the above items shall conform to the requirements to the maximum extent technically feasible. Application: The above requirements are believed to be readily achievable at the Depot.
Summary of Revisions Required by Code 7. Egress lighting should be installed. 8. Exit signs should be installed. The following revisions summarize the findings noted in 9. All newly installed electrical equipment and wiring the Applications of the code sections above: relating to work done in any work area shall comply
with the materials and methods requirements of 1. All newly installed interior finishes shall comply with Chapter 5. flame spread requirements of the IBC. Existing 10. All existing wiring in all work areas for Use Groups A- historic finishes may remain. 1 and A-2 shall be upgraded to meet the materials 2. When the roofing is replaced at the Depot, the and methods requirements of Chapter 5. diaphragm and connections should be evaluated and 11. The exhaust system shall comply with ASHRAE 62. replaced. 12. The building should be provided with an accessible 3. New insulation added to the attic floor joist cavities route to the entry. shall be of R-38, to comply with the 2009 International 13. Where more than 30% of the total floor and roof areas Energy Conservation Code. are involved in structural alterations within a 12-month 4. Fire protection & fire alarm and detection are required period, a seismic and wind loading evaluation shall be by code if the building is used for Assembly purposes. performed to demonstrate compliance with IBC. A sufficient water supply system should be confirmed. 14. Electrical service shall be upgraded if the occupancy 5. The exit door swings should be reversed to swing in group is changed. the direction of travel, if the occupancy load is greater 15. Electrical receptacle number shall comply with NFPA than fifty. 70, if the occupancy group is changed. 6. Door closers and panic hardware should be installed
at the exit doors, if Assembly occupancy load is
greater than 100.
Page 74 Northern Pacific Railway Passenger Depot – Bozeman, Montana Handicapped Accessibility Assessment
HANDICAPPED ACCESSIBILITY ASSESSMENT Such exceptions would be difficult to apply to the Depot, given that it is only one story and access is generally General “readily achievable” and not threatening to the historic Adaptive reuse of the Depot will most likely include a significance of the building. function that will be open to the public. Existing buildings Code Provisions – International Existing Building are subject to two documents that mandate incorporation Code of accessibility features, depending upon the level/extent of construction work engaged in. If a building is repaired See Code Analysis above. In summary, the International (i.e. maintained), then it need only have barriers removed, Existing Building Code (IEBC)69 requires only that where readily achievable (as described below). When a elements that are altered shall comply with the applicable building is altered, each altered element or space shall accessibility provisions of the International Building Code comply with ADA, unless compliance is technically (IBC), unless technically infeasible. Code-compliant infeasible. In this case, the alterations shall comply with repairs do not subject the building to accessibility the requirements to the maximum extent feasible requirements by code.
Standard Provisions – Americans with Disabilities Act In addition, for alteration Levels 1, 2, and 3, the following (ADA) provisions apply to the Depot: For the purposes of the brief analysis provided herein, the most recent edition of the U.S. Department of Justice: 1. Accessible route to primary function is required, 2010 ADA Standards (dated September 15, 2010)66 – as unless the cost is more than 20% of the cost of adopted by the Department of Justice (DOJ) - has been altering the primary function space. followed. These standards apply to facilities covered by 2. Ramps steeper than 1:12 may be used, if ADA, including places of public accommodation, necessitated by space limitations. This should not be commercial facilities, and state and local government necessary for the Depot. facilities. The Depot’s adaptive reuse will most likely be 3. Toilet rooms: If technically infeasible to alter existing considered a place of public accommodation, which is toilet facilities, construction of an accessible family or covered by DOJ’s Title III regulations. assisted-use toilet facility is permitted. This must be on the same floor and area as the existing facilities. Alterations to Qualified Historic Buildings Given the space restrictions in the existing toilet rooms, this could take up valuable space outside of Alterations to a qualified historic building67 shall comply the existing toilet rooms. with the above requirements, unless “the State Historic
Preservation Officer or Advisory Council on Historic Per IEBC Section 912.8, a complete Change of Preservation determines that compliance with the Occupancy will include the following accessible features: requirements for accessible routes, entrances, or toilet facilities would threaten or destroy the historic significance 1. At least one accessible building entrance. of the building or facility.”68 With such an exception, the 2. At least one accessible route from an accessible DOJ ADA regulations allow alternative methods to be building entrance to primary function areas. used to achieve program accessibility. 3. Signage complying with Section 1110 of the IBC. 4. Accessible parking, where parking is provided. 66 This document provides the scoping and technical 5. At least one accessible passenger loading zone, requirements mandated under the Americans with Disabilities where loading zones are provided. Act of 1990 (ADA). 67 The Depot is considered a contributing building to a historic district listed in the National Register of Historic Places, hence is considered a qualified historic building. 68 U.S. Department of Justice, 2010 ADA Standards, Section 69 For purposes of this report, the 2009 editions of both IEBC 202.5, p. 20. and IBC are referenced.
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6. At least one accessible route connecting accessible parking and accessible passenger loading zones to an accessible entrance. Areas of Compliance The Depot has many features that facilitate access without extensive alterations. The entry and interior doors are all more than 3’ wide, the interior floor surfaces are all on one level, and some of the interior doors have pull handles. It appears that all the doors have sufficient maneuvering clearances at their latch sides, for front approach. Areas of Non-Compliance The two major areas of non-compliance are the restrooms and the accessible path to the entrance. In addition, some doors are operated with knobs that require twisting. Options for Complying Restrooms Depending on the use of the building – and the required number of plumbing fixtures - the current restroom areas could be remodeled to be compliant. This would require removal of the existing plumbing fixtures and reconfiguration of the space and toilet stalls, but would allow for retention of the 1923 wall finishes and doors.
Additional restrooms could be added to attain increased plumbing fixture counts.
Accessible Path to Entrance The path to the entrances can be made accessible – as it was in 1923 – with the addition of a platform that is level with the interior floor level. The platform could still have sufficient slope to drain away from the building; this slope should be no more than 2%.
Door Operation The operating hardware on the doors should either be replaced with levers which require a non-twisting operation, or be fitted with lever attachments on the existing knobs.
Page 76 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
ARCHITECTURAL ASSESSMENT - EXTERIOR General The scope of the exterior condition assessment includes both the Depot and the site. The exterior components to be addressed include the roofs, drainage systems, exterior masonry, wood trim, and the openings. These are the typical components that protect the exterior envelope of the building, hence the integrity of the interior as well. The following assessment will begin with the Depot, from the top of the building sequentially down to grade. Then the site will be addressed. Figure A-1: The mortar on the boiler contains asbestos.
Note about Hazardous Materials and Abatement This physical assessment included a cursory visual and XRF evaluation of surfaces for lead content and a comprehensive asbestos inspection. The testing reports are included in the Appendix.
Lead Testing Lead-containing surfacing materials were found throughout the building, resulting in the recommendation “…that all interior and exterior painted surfaces and ceramic wall tiles be considered lead containing and treated as such during all renovation plans and work.” Most of the exterior paint is in poor condition, hence lead Figure A-2: The existing 3-tab asphalt shingles at the safe work practices will be required during removal of this east end of the lower, 1891, roof. These shingles contain paint. Where intact, interior paint can be encapsulated. asbestos. Loose and flaking paint removal will require lead safe practices. See Lead Paint Inspection in the Appendix.
Asbestos Testing Of the 64 representative samples taken throughout the building, five (5) materials were found to contain asbestos quantities greater than 1%:
1. Boiler mortar 2. Boiler insulation 3. TSI (Thermal System Insulation) in the tunnels 4. 9” x 9” vinyl floor tile and mastic in Storage Room 5. Asphalt roofing shingles Figure A-3: The roof shingles at the east slope of the 6. Asbestos roofing shingles and caps (assumed) – 1923 addition (above the Women's Waiting Room) have pieces stored in basement fallen, exposing the roof sheathing to the weather. Water has penetrated this area, damaging the plaster ceiling below.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
It is recommended that asbestos accredited personnel remove the loose and damaged asbestos containing materials, such as the boiler insulation, the TSI (and the surrounding 3” of soil in the tunnels), the asphalt roofing shingles, and the few remaining asbestos roofing shingles and caps in the basement. If the 9” x 9” floor tile is retained, no remediation will be required. If it is removed, the removal should be performed by qualified personnel. See Asbestos Inspection Report in Appendix.
Pigeons The building does not appear to currently have pigeons living in the attic, despite the number of holes in the roofing. Future attic roosting is highly probable. However, Figure A-4: One of several hips with multiple cap shingles missing. pigeons and other birds are roosting around the building, particularly at the horizontal surface of the beam of the knee braces. Pigeon guano should be remediated, all roof holes sealed, and preventive netting installed when the building is renovated.
Roofing
Description: The roof is currently covered with one layer of 3-tab asphalt asbestos shingles installed between 1952 and 1978. The shingles are installed directly over a layer of roofing felt.
Condition: Their age – be it 61 or 35 years old – and weathering conditions has resulted in shingles with no useful life left in them. All of the shingles are curled, many have fallen, Figure A-5: The recent reroofing of Many Glacier Hotel and much of the aggregate has sloughed off into the included a hexagonal roofing material. gutters. There are several areas where the shingles have holes or have fallen, causing for water to directly penetrate qualified personnel. Most roofing contractors now have the roof sheathing and roof. The amount of deterioration this licensing. of the sheathing at these locations indicates that this condition is long-term. At least three leaks have directly The sheet metal flashing – now painted – appears to be in impacted the interior of the building: generally good condition, yet sealant at the reglets is worn, allowing penetration into the walls/substrate. 1. The ceiling between the passenger doors at the south elevation of the General Waiting Room. Recommendations: 2. The east ceiling of the Women’s Waiting Room. Qualified asbestos accredited personnel should remove all 3. The ceiling of the Hallway to the Men’s Toilet Room. the roofing shingles and felt paper. Areas of rotted sheathing should be replaced. All of the sheet metal As noted above, the asphalt shingles contain a sufficient flashing should be replaced in kind. Pre-finished amount of asbestos to require removal and disposal by
Page 78 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
galvanized sheet metal can provide a durable finish with fewer maintenance needs.
New roofing should be installed that replicates the appearance, as much as possible, of the 1923 hexagonal roofing material, including the ridge rolls at the ridges and hips. Hexagonal roofing products are currently uncommon, particularly in the larger (16”) size of the originals. Replication products of steel and asphalt can be considered. The recent renovation of the Many Glacier Hotel included use of a replication hexagonal roof shingle; however, it is purported to be an expensive product that does not withstand hail and wind well.
There are several manufacturers of sheet metal ridge rolls that provide a durable alternative for the 1923 ridge and Figure A-6: 1923 detail of galvanized sheet metal gutter hip cap material. for both portions of the building.
The ridge and lower eaves should be ventilated to create a cold attic. See Insulation in Interior Architectural Assessment. Roof Drainage & Collection
Description: When remodeling in 1923, a consistent appearance was provided with a galvanized sheet metal box-style gutter, fastened to the fascias at the end of the exposed rafter tails. This gutter remains on the addition, yet has been replaced with a galvanized K-style gutter with classically inspired profile at the 1891 portion of the building. Figure A-7: The 1923 box style sheet metal gutter The gutters are drained by corrugated round downspouts, remains at the 1923 addition. where remaining.
Condition: Neither gutter was detailed to accommodate the typical movement expected with sheet metal gutters, thus the joints have broken and consistently leak water. The box gutters are rusting at most of the seams and downspout locations. Several of the runs of K-style gutter on the 1891 portion are heavily deformed. Aggregate has loosened from the roof shingles and filled the gutters. Some of the downspouts are missing. The cast iron soil pipes, which the downspouts drain into, appear to be in good condition, yet some of their clean-outs are currently inaccessible. See Civil Assessment for storm drainage. Figure A-8: A K-style gutter has subsequently been The gutters and downspouts are no longer fulfilling their installed at the 1891 portion of the building. functions.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Recommendations: would be most in keeping with the character of the Replace the gutters and downspouts with properly sized building, and can be detailed with appropriate expansion and detailed gutters and downspouts. A box-style gutter joints.
Figure A-9: The gutter at the west end of the 1891 Figure A-10: All of the joints in the box style gutters are portion of the building is partially deformed, partially leaking. missing, and partially replaced.
Figure A-11: Close-up of Figure A-10, showing the joints without expansion capabilities.
Page 80 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
Walls
Description: The exterior walls of the 1923 and 1891 portions of the building are solid brick load-bearing walls, three wythes and four wythes thick respectively. The 1891 wall thickness is greater due to the addition of the tapestry face brick, providing a consistent appearance with the 1923 addition. For bonding and brick patterning, see description in Character-Defining Features.
Condition: With a few minor exceptions, the exterior masonry walls are in excellent condition. The following deficiencies were Figure A-12: The mortar of the bottom soldier course is noted: typically eroded and several of the brick have either spalled or been chipped off. 1. Almost all the mortar joints of the bottom soldier course are open. 2. About 50-75% of the mortar joints of the lower, cambered portion of the wall are open. This is partly due to the cambering (stepping out of brick), the proximity to moisture and piled snow, and to water splashback. 3. Several areas of the brick at the bottom soldier course are abraded, presumably caused during removal of the adjacent brick platform c. 1979. Some of this spalling might also be caused by moisture penetrating and freezing behind the outer face of the brick; the adjacent open mortar joints would easily allow moisture into the brick. Figure A-13: Many of the walls are heavily coated with 4. The brick at the outer northeast and southeast corner graffiti. Brick at outer corners - such as the door jamb - have been chipped from impact. cambered courses is abraded, typical of such vulnerable locations. 5. The brick at the outer northwest corner of the Ticket Office was deteriorated enough to require replacement (it appears to date from the 1980s). Replacement was made with a smooth brick that is distinctively different from the tapestry brick. 6. Mortar joints at the base of most window openings are open, promoted by expansion of the iron sill guard anchor bars. This has resulted in cracked mortar joints, and a few cracked brick. Two of these sill guards however, and the adjacent brick, have been removed from windows at the north elevation. This might have been prompted by greater brick damage Figure A-14: This ticket booth window is one of two (from the steel expansion) at these locations, or it from which the iron sill guard has been removed, as could have been an act of vandalism. have the brick adjacent. The outer corner below has 7. Most open mortar joints at the east end of the building been rebuilt with non-matching brick. (greatest sun exposure) are filled with boxelder bugs.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
The bugs cause no harm and are merely indicators of accessible cavities. 8. Most of the north elevation wall, some walls at the 1891 portion of the south elevation, and the east wall have been coated with excessive amounts of graffiti applied with various media. 9. Brick adjacent to the window bar anchors (of the security grilles) at the Express and Baggage Rooms has cracked from expansion of the rusted steel/iron anchors. 10. The brick jambs at the furthest west Express Room door (at south elevation) are exposed, since the metal guards have been removed. Figure A-17: Some of the iron sill guards have expanded from rust, exerting pressure on the adjacent brick jamb. The brick rowlock sills are generally in excellent condition.
Figure A-15: The dark area on this west section of the south elevation represents an area of eroded mortar. This could be caused by piled snow, the lack of gutter at this location, or a roof leak.
Figure A-18: Brick has cracked at the 1891 window Figure A-16: Typical wall condition, where the wall jambs which are fitted with security grilles. above the beltcourse (ironspot soldier course) is in good condition, whereas the cambered wall below has many open mortar joints.
Page 82 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
Generally the ironspot rowlock sills and mortar joints are in good condition. The sills are sloped, forcing the water to run-off, rather than rest on the sills. The mortar joints above the beltcourse are typically in good condition, with few exceptions.
Recommendations: Repoint only the open mortar joints; there is no need to repoint the sound joints. Replace the damaged and missing brick. Remove the graffiti, experimenting with the gentlest removal methods first. Abrasive blasting should not be considered or attempted. There are several reputable companies, such as ProSoCo, that make proprietary chemicals specifically for this purpose. Consideration should be given to the application of a graffiti guard coating after the graffiti removal; this will make future graffiti removal efforts considerably easier.
Provide new guards to protect the brick at the door jamb of the south Express Room door.
Soffits and Knee Braces/Brackets
Description: The soffits are the underside of the roof decking that extends out across the rafter extensions. The rafters are supported by a wood beam that is supported by the reverse wood bracket. All of these components are painted. Figure A-19: The southeast corner of the building depicts the typical condition of the underside of the Condition: soffit, with deckboards rotting at the bottom edge and The framing members (the brackets) of the overhanging some where the roof slope changes. soffits are in excellent condition. Several of the decking boards are rotted, from water leaking through the roofing above. Some of the fascia boards – where visible – are rotted and warped due to adjacency to leaking gutters and to lack of paint protection. The paint tested positive for lead content. Some of the support beams are coated with the guano of roosting pigeons.
Recommendations: Strip the paint from all the members. Replace the rotted and warped members; this will probably be all the fascias of the 1891 portion of the building. Remove pigeon guano from the timbers, repaint, and provide bird deterrent netting. Figure A-20: The more exposed fascia boards at the 1891 portion of the building have been exposed to water leaking from open joints in the gutter.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Figure A-21: The run of fascia along the south side of the 1891 portion of the building is greyed from exposure.
Figure A-22: Bird-deterrent netting application, intended to prevent birds from nesting on horizontal architectural building components. Photograph courtesy of Bird-B-Gone.
Page 84 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
Openings – Windows providing new hardware where missing or broken (assuming 50%). Provide storm windows and Description: weatherstripping. Most of the windows are not accessible to view, due to the application of plywood on both the outside faces, and oriented strand board or plywood on the inside faces, of the openings. The exterior - ¼”-thick, unpainted - plywood is screwed into the wood brickmold (trim) of the window openings. Separate plywood pieces are fastened to the brickmolds of the transoms above. The openings are comprised of wood double-hung one-over-one windows with multi-lite (3 glass panes) transoms above.
Condition: At the Express and Baggage Rooms, where the windows are fitted with exterior metal grilles, plywood has not been installed. The windows accessible to view here reveal wood windows, brickmold (wood trim), and sills in excellent condition, with broken glass. Testing reveals that the glazing putty does not contain asbestos.
These windows have a long life span, as they were constructed of solid old-growth wood and are in good condition, despite lack of maintenance. The deep soffit has provided some protection to the windows and upper walls. It is assumed that at least half of the operating hardware remains (yet it is not visible) and that the other half of it is inoperable or is missing. Typical double-hung window hardware would comprise of sash weights and pulleys, sash handles, and a sash lock. The transoms were probably originally operable, with hinges at the bottom, a sash lock (perhaps with hook and eye for ease of operation), and a transom chain at each side. The Figure A-23: An accessible window at the 1891 building historic photographs and drawings do not indicate the use portion is in good condition, with the expected paint of transom operators. wear.
The joint between the wood trim (brickmolds) and the masonry is filled with sealant that has dried and is falling out. Opportunities for Energy Savings - Windows The existing wood double-hung and transom windows, The remaining life in these components is fifty to one with single-pane glazing, are not energy efficient and there hundred years, depending upon maintenance. is probably draft from the sides of the windows. The Recommendations: windows can be fitted with exterior wood storm windows Strip the paint from all surfaces, remove the glass, and which provide for efficiency equivalent to that of modern insulated glass windows and for protection against remove the sealant from brickmold joint. Reglue the joints intrusion and breakage. The joint between the window as required, reglaze with period glass, and reinstall. Provide continuous backer rod and sealant at the trim and the masonry opening can be sealed, and the brickmold joints. Refurbish and lubricate the hardware;
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
window fitted with weatherstripping (if it doesn’t currently have weatherstripping) to prevent draft and improve comfort.
Several recent studies have demonstrated that historic windows can be modified to be as energy efficient as a replacement units would be. One such study states: “Our algorithm demonstrates that it is far more cost effective to add a storm window to a well maintained historical window than to replace the window with a new IG [insulated glass] unit. The thermal performance of the two window options is similar. Therefore, the substantial upfront cost differential is never overcome.”70 They cite the approximate comparable U-value of 0.35 for both replacement and modified historic windows.
This study is supported by the recent National Trust publication Saving Windows, Saving Money: Evaluating the Energy Performance of Window Retrofit and Replacement. Results of the National Trust’s analysis demonstrate that a number of existing window retrofit strategies come very close to the energy performance of high-performance replacement windows at a fraction of the cost.
Additional rationale for retaining the existing windows is that it retains use of a precious old-growth wood, the parts are repairable, and that their renovation retains fabric original to the building.
70 Frank Shirley, Fred Gamble, and Jarod Galvin, A Comparative Study of the Cumulative Energy Use of Historical Versus Contemporary Windows, Dec. 3, 2010, page 19-21.
Page 86 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
Openings – Doors
Description: The freight doors are heavy and well-built wood stile-and- rail doors. The large freight door openings are protected with metal bumper guards, as depicted on the 1923 construction drawings. These guards are missing from the furthest west opening on the south elevation.
Condition: The lower rail at the base of the freight doors has been subject to piled snow and excessive moisture, as well as general abrasion. Some of the bottom rails are splitting. The remainder of the doors, where visible, appear to be in Figure A-24: The bottom of the wood doors has been fair to poor condition, from impact damage and abuse. subject to standing snow, breaking down the wood of Much of the operating hardware has been removed (to the bottom rail. prevent intrusion). Most of the doors are concealed with plywood.
Where remaining, the metal bumper guards are rusting at the base, resulting in full erosion of the material.
The remaining life in these components is fifty to one hundred years, depending upon maintenance.
Recommendations: The doors should be refurbished, with scope of work as follows:
1. Replace bottom rails that are deteriorated. Figure A-25: Where visible, the wood trim at the door 2. Tighten all joints. jambs is in good condition, despite its vulnerable 3. Strip lead based paint and repaint. location where it easily can wick standing water. 4. Oil and lubricate all working hardware.
Exterior Wood Trim
Description: Exterior wood trim at the building is relegated to the brickmolds of the windows and doors. It is painted. See Soffits and Knee Braces/Brackets above.
Condition: Where visible, the exterior brickmolds appear to be in good condition. Plywood has been screwed to the brickmolds of most of the windows, probably damaging the wood. The paint tested positive for lead content. Figure A-26: The window jambs are typically not visible behind the plywood panels screwed to the trim. These components should last another one hundred years, depending upon maintenance.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Recommendations: Strip off the lead-based paint, condition, and repaint all wood trim. If any component – potentially at base of windows or doors – is rotted, replace the rotted section to match the adjacent trim section. Provide wood patches at the window brickmolds, where damaged by screws. As noted in the Window section above, provide continuous backer rod and sealant between the brickmolds and the masonry of the openings.
Grade Immediately Adjacent to Building
Description: In 1923 the building was surrounded by a brick platform, Figure A-27: The exposed concrete base of the 1923 which was removed c.1979. Removal has exposed the addition is eroding from water penetration. concrete foundation of the 1923 portion of the building, and the edges of the window wells.
A concrete curb which extends horizontally from the walls of the 1891 portion of the building was originally protected with an iron bumper guard which appears to have been level with the brick platform. The concrete, however, butts into the lowest soldier course of brick.
The surface around the building is now paved with asphalt that was probably laid in 1979 or soon thereafter.
Condition: The act of removing the brick platform appears to have caused damage to the adjacent brick and concrete of the Figure A-28: The edges of the concrete window wells building. The removal has also exposed the 1923 are spalling and the asphalt paving is often missing and concrete foundation to water penetration, which has cracked. caused some spalling of the concrete face.
The concrete curb around the 1891 portion of the building is generally in poor condition, with spalling and top delamination occurring regularly. This is due to impact damage and water penetration (water freezing and expanding under the surface of the concrete).
The asphalt paving around the building is in poor condition; large sections of it are missing or cracked.
Figure A-29: The top of the concrete curb around the 1891 portion of the building is delaminating.
Page 88 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Exterior
Figure A-30: Close-up image of the spalled concrete curb Figure A-31: Portions of the concrete curb, that edged abutting the base of the 1891 portion of the building. the brick platform, remain on site.
Recommendations: Remove the delaminating concrete and patch. Patch the spalling concrete. Remove the asphalt paving and replace either with a stamped concrete to appear like brick paving or with brick paving (to match the 1923 appearance). See Site discussion below.
See also discussion of Handicapped Accessibility for recommendations at entrances to the building.
Site
Description: The building remains flanked by parkland which is currently unimproved. The trees, shrubs, and fences that used to define these spaces are no longer extant. The 785’-long brick platform that paralleled the tracks was removed after Amtrak’s 1979 departure; it is believed that the brick was sold. Remnants of the brick and of the concrete curb remain in places.
The brick paver remnants reveal that the pavers were solid, a deep purplish red color, and 3¾” x 8” x 2 3/8”. A c.1950s photograph reveals that the pavers were laid on Figure A-32: The brick platform was extant while MSU their broad sides, in a running bond that was students boarded the train in October 1968. Philip R. perpendicular to the building. Hastings photograph in the Don L. Hofsommer collection. Condition and Recommendations: See Civil/Site Assessment.
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Architectural Assessment - Exterior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Special Finishes and Features
Description: The terra cotta monad – the logo of the Northern Pacific Railway – is located at the top of the wall of the ticket booth, on the track side of the building. It is currently painted black.
“Wrot” [sic] Iron brackets for the “Bozeman” sign at the east end of the building remain, matching the detail shown on Sheet 14 of the 1923 construction drawings. Similar brackets do not remain at the west end of the building.
Condition: The condition of the terra cotta monad is unclear, as it is painted. It does not appear to be heavily crazed or spalled. If it is, it could be “reglazed” in place with high gloss masonry paint. Figure A-33: The terra cotta monad on the track side of the building is painted, concealing its original coloring The brackets are in good condition and could easily be and condition. reused for their original purpose.
Recommendations: Strip the paint from the monad and “reglaze” if required. Retain the brackets for reuse.
Figure A-34: Three brackets at the east end of the building supported the "Bozeman" sign, per the 1923 construction documents.
Figure A-35: 1923 detail for sign mounting, Sheet 14.
Page 90 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Interior
Figure A-36: Undated photograph of the General Figure A-37: A section of the marble cap has been Waiting Room, courtesy of the Gallatin Historical removed from the east wall of the General Waiting Society. Based on physical and photographic analysis, Room. photograph was taken between 1972 and 1979. ARCHITECTURAL ASSESSMENT - INTERIOR The 1923 interior finishes in the building remain, with few modifications over the years. See CH-1 for changes. The basement is clean and nearly empty, whereas the first floor is used for storage.
Walls
Description: The walls in the public spaces are finished with smooth plaster and ceramic tile, and with wood V-groove board Figure A-38: Adhesives and paint have been applied to walls and painted brick (exterior) walls in the Baggage and the glazed tile on the west wall of the Women's Waiting Express Rooms. The plaster and wood boards are Room. painted. The glazed ceramic tile walls in the Women’s Waiting Room were covered with plywood paneling c. 1963. Some of the paneling has been removed, revealing the adhesives used in the installation.
Condition: With the exception of some water damage, due to roof leaking, the plaster walls are in excellent condition. The mosaic tile and marble cap in the waiting rooms is in excellent condition – although soiled - except for one short section of wall where the marble cap has been removed. The white glazed tile is in excellent condition as well. Adhesives and paint were applied to the tile in the Figure A-39: The wood V-groove board walls in the Women’s Waiting Room, for the application of the wall Baggage Room are in excellent condition. paneling.
The wood board walls are in excellent condition.
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Architectural Assessment - Interior Northern Pacific Railway Passenger Depot – Bozeman, Montana
The plaster tested negative for asbestos. The paint and the ceramic tile glaze tested positive for lead content, yet most of these surfaces are intact (see exceptions, of flaking paint, noted below).
The exterior brick walls in the Baggage and Express Rooms are structurally sound, yet have evidence of moisture accumulation at the base of the walls. Typically, the lower six courses are affected, yet the brick at the western portion of the Express Room walls are affected for an increased height of 3 feet. This condition, which is difficult to see behind the stored materials, has resulted in heavy layers of efflorescence (salts exuding from the brick – a sign of moisture in the wall) and spalling of the outer Figure A-40: The stored items in the Express Room faces of the interior brick. The moisture could be coming prevent access to the exterior walls. from the exterior cambered portion of the wall, where many of the joints are open and the brick are sequentially stepped out of plane. This is a four-wythe wall, which is a long way for the moisture to travel (from exterior to interior brick), yet the 1891 brick does appear to be soft and porous. This direction of moisture movement is consistent with the principles of moisture, as vapor travels from warm to cold (the prevalent condition for this unheated building).
This symptom appears to be part of a larger moisture issue exacerbated by the lack of heat and active ventilation of the spaces; yet the damage is relegated only to the lower walls. A quick hygrothermal analysis, Figure A-41: Spalling and efflorescing of the brick just modeling this unheated four-wythe masonry portion of the east of the south Express Room door. building, indicates that the temperature inside the wall construction reaches the dew point (thus will condense) in February and March.71 This condensation causes a build- up of moisture within the brick wall, and it transpires out through the interior brick, bringing salt crystals (from the brick and/or the moisture) with it. This moisture can also freeze in the brick, causing the outer surface of the brick to spall. These conditions appear to be occurring only at the interior brick, and not the exterior brick. This supports the hypothesis that the condition is not one of rising damp.
A control analysis, modeled with heat in the building, indicates that heat would be beneficial for protection of the masonry. The temperature within the wall construction Figure A-42: Spalling and efflorescing of the brick at the 71 Condensation occurs when moist air is cooled to the point west wall of the Express Room. (dew point) at which water in the air can no longer be held as vapor. The WUFI hygrothermal analysis does indicate a high level of moisture at the exterior surface of the wall, which should evaporate under normal conditions.
Page 92 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Interior
never reaches the dew point in the heated scenario, preventing condensation within the wall.
The above moisture accumulation might easily also apply to the remaining exterior walls of the building, yet any moisture accumulation on the interior faces of the brick is concealed by the finished walls (of plaster, tile, and V- groove board). If there is such efflorescence, it has not affected the finishes, and presumably has not affected the structural integrity of the wall.
Recommendations: Remove the paneling, adhesive, and paint from the walls Figure A-43: The roof leak has penetrated the plaster in the Women’s Waiting Room, to reveal the 1923 glazed ceiling of the General Waiting Room. wall tile. Clean all the tiles with non-abrasive tile cleaners. Replace the short portion of missing marble cap in the General Waiting Room. If necessary, borrow a cap piece from the erstwhile Smoking Room.
Move the stored items from the exterior faces of the Express and Baggage Room walls, to expose the conditions for a more thorough examination and analysis. Brush off the salts, as they attract more salts. Repoint the brick where the joints are open. This work should be coincident with repointing the exterior brick.
Perform thorough and accurate modeling calculations to derive a greater understanding of the potential for Figure A-44: The 1' x 1' acoustic tile ceiling in the Ticket condensation within the wall. Consideration should be Booth is in good condition; one tile is missing. given to heating the building in February and March. Ceilings
Description: The ceilings in the public spaces are finished with smooth plaster and with wood V-groove boards in the Baggage and Express Rooms. The plaster ceilings in the General Waiting Room and the Women’s Waiting Room are decorative – with coffers in the former and with a decorative cove molding in the latter.
Acoustical tile ceilings have been installed in the Ticket Office, the Checking and Parcel Room, and the Women’s Figure A-45: Panels have been removed from the Waiting Room. The former – of 1’ x 1’ tiles glued to suspended ceiling of the Women's Waiting Room. plywood – is an earlier installation. The latter two Ceiling plaster and paint have fallen to the floor (below installations – of 2’ x 4’ acoustical panels – are set into the active roof leak). suspended ceiling grids.
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Architectural Assessment - Interior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Condition: sill, are damaged at the main south passenger entry of the The plaster ceilings are generally in excellent condition, General Waiting Room. This damage appears to be from yet paint is flaking considerably in the General and impact of luggage or heavy equipment. These floors have Women’s Waiting Rooms. There are also areas in these an estimated life of fifty to one hundred more years. rooms, and the Hallway to the Men’s Toilet Room, of water damage decomposing the plaster and rusting the Recommendations: metal lath – see Roofing above. This paint has tested Clean the tile floors with standard tile cleaner (for positive for lead content. unglazed tile), and replace the broken tile at the passenger door. Ludowici continues to manufacture the The wood board ceilings are in excellent condition, with same 6” x 9” quarry tile that it has since the 1920s. the exception of minor water staining and open joints at the south sloped ceiling of the Express Room. Trim & Doors
The acoustical tile ceiling in the Ticket Office is in good Description: condition; one tile has disengaged from the plywood The public spaces were originally finished out with a substrate. The ceiling panels have been removed from consistent oak trim package described in Character- the Checking and Parcel Room, yet the suspended grids Defining Features above. The stile-and-rail oak doors are remain. A number of panels are missing from the ceiling part of this package; each with five flat panels. The trim in the Women’s Waiting Room, and several are heavily and doors have a clear finish of shellac or varnish. water stained from the roof leak. Neither of the acoustical ceiling systems tested positive for asbestos. Condition: The trim and doors are in excellent condition, with a few Recommendations: exceptions – such as the main south door, where the door Remove the flaking paint, repair plaster (patch and casing has been pulled from the wall – where the trim has replace portions as required, matching ornamental been scuffed or removed. The hardware is probably moldings) plaster, and repaint. This work should only somewhat stiff in operation. occur after the roofing has been repaired. The window casings in the Women’s Waiting Room were An acoustic tile could be glued back to the ceiling removed when the wall paneling was installed. The trim substrate in the Ticket Office. The suspended ceilings in was reinstalled over the paneling, only below the height of the Women’s Waiting Room and the Checking and Parcel the suspended ceiling. The transoms above the Room should be removed. suspended ceiling are no longer cased. Flooring Recommendations: Refasten the pulled trim at the entry Description: door, and refurbish the rest of the trim. The trim can Flooring in the public spaces of the building is 6” x 9” red probably just be cleaned and not need to be refinished, as quarry tile set with ½”-wide black grout joints, in a running the finish does not appear to be crazed; there are no small bond pattern parallel to the tracks. A border of this same cracks spidering through the finish. In the Women’s tile is set perpendicularly to each wall face. A matching Waiting Room, reinstall the window casing after the coved bullnose base tile neatly forms the transition from paneling is removed. This will require milling of new the floor to the wall. casings for the transoms above. Refurbish (clean, polish, lubricate, and replace missing or broken parts) hardware. Flooring in the non-public, support spaces is the exposed concrete floor structure.
Condition: The tile and the concrete are both in excellent condition, with one exception. The tiles, and adjacent concrete door
Page 94 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Interior
Transom’s casing removed.
Figure A-46: The concrete doorsill and quarry tile have Figure A-48: The window trim of the Women's Waiting been broken by impact. Main south passenger door to Room was modified when the wall paneling was the General Waiting Room. installed.
Figure A-47: The interior doors and trim are of oak with a clear finish.
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Architectural Assessment - Interior Northern Pacific Railway Passenger Depot – Bozeman, Montana
Special Finishes and Features Description: The General Waiting Room has several special features: the Ticket Booth, the telephone booth, and the train schedule board. The train schedule board is not located where shown on the 1923 drawings, yet is believed to be in its original location.72
Condition: The Ticket Booth is in excellent condition, yet it is missing some original components: the three ticket windows and grilles, and the black marble countertop. The telephone booth has been stripped of several wall sections, which probably occurred with removal of the seat. Enough of the booth’s wood paneling and trim treatment remains to be able to recreate the booth if desired. Figure A-49: The Ticket Booth now has one open counter with a plastic laminate surface. The chalkboard is missing from the Train Schedule Board.
Recommendations: Restore the General Waiting Room to its 1923 appearance, including the Ticket Counter, telephone booth, and train schedule board. All of these items contribute to the understanding and flavor of the original functioning of this main public space of the Depot.
Insulation
Description: The cavities between the attic floor joists are filled with batt insulation that appears to have been installed more than forty years ago. The Kraft paper identifies the product and manufacturer as a medium roll blanket of fiberglass by Owens Corning.
Condition: The insulation is very matted and has outlived its life expectancy.
Recommendations: The existing insulation should be removed and replaced with insulation of a higher R-value (R-38 is required by the 2009 International Energy Conservation Code). The location, at the attic floor, is appropriate for this building, allowing the attic to be considered a cold, vented attic. Figure A-50: The telephone booth has been stripped of 72 The location shown on the 1923 construction drawings is in the wall panel that contained the seat (at left). direct conflict with the telephone booth.
Page 96 Northern Pacific Railway Passenger Depot – Bozeman, Montana Architectural Assessment - Interior
This will help prevent ice damming at the eaves. This will need to be coordinated with venting of the ridges and the lower eaves.
Figure A-51: The Train Schedule Board trim is extant on the west wall of the General Waiting Room and in good condition. The chalkboard has been removed, exposing the 1923 clay tile wall beyond.
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Page 98 Northern Pacific Railway Passenger Depot – Bozeman, Montana Structural Assessment
STRUCTURAL ASSESSMENT General This section summarizes the conditions observed during a visual walkthrough of the building on March 6th, 2013. The following is intended to be a generalized assessment of the conditions observed, as not all components of the structure were visible. It is assumed that the original structure was adequately designed, and as such our assessment is limited to identifying those elements that show signs of distress or deterioration that would affect its original intended performance. Figure S-1: Concrete has eroded from water penetration at the juncture of the two building portions (trackside).
Overall Assessment General Description The building is constructed with a concrete foundation at the addition and stone foundation at the 1891 portion of the building; additional concrete foundation walls were constructed beneath the 1891 portion in 1923. The building above grade is constructed primarily of red brick masonry. Some hollow clay tile was also observed at the east wall of the 1891 portion of the building; this wall was rebuilt during construction of the 1923 addition (as noted on the 1923 construction drawings). The roof framing consists of wood trusses, and horizontal plank sheathing. Figure S-2: The 1891 stone foundation wall supports the Foundations brick wall above. View from north tunnel that extends to west side of building. The 1923 addition to the building has a small basement area that houses the boiler and provided room for coal inside face of these chases is of concrete. The portions of storage. The basement is constructed entirely out of the concrete foundation that could be observed look to be board-formed concrete, and appears to be in relatively in good condition. The stone foundation has numerous good condition. There are a few areas of exposed rebar open mortar joints that need to be repointed. in the basement ceiling structure. It appears as though wiring was run through the floor at one location which may have caused the concrete to spall. Other areas appear to Floor just be due to a lack of concrete consolidation during The first floor construction is a mix of structural concrete construction. The exposed rebar should be slab, and concrete slab on grade. Aside from some minor scraped/blasted of rust and painted with a rust-resistant spalling observed at the entrances, there was no evidence industrial paint, and the concrete should be patched with a of distress observed within the slab, and is assessed to be concrete bonding agent to prevent future/continued performing as designed. deterioration of the reinforcing steel. Exterior Walls From this basement area, the 1891 structure’s perimeter The red brick masonry walls also appear to be in good stone foundation is visible, by looking down the steam condition. The areas around the base of the building and pipe chases that feed the west end of the building. The
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Structural Assessment Northern Pacific Railway Passenger Depot – Bozeman, Montana
at the door jambs show the only major signs of wear. See Architectural Assessment.
Around the entire base of the building, the mortar between the joints of the masonry has eroded away, and should be repointed by a professional mason. The cause of this deterioration is most likely due to moisture infiltration as snow banks drift against the side of the building and melt away.
A similar condition appears at the door jambs, where missing bricks is most likely the result of weakened mortar and the impact from people and equipment entering and Figure S-3: The attic framing, looking west from the exiting the building. 1923 addition.
Another area of wear shown in the masonry walls is along Near the west end of the 1923 structure, where it adjoins the window sills. In some locations all that was observed to the 1891 structure, the trusses were modified were a few cracks in the mortar joints. In other areas, the presumably to accommodate the construction of the bricks were missing at the ends of the sill. Again this is chimney. In this area, the angled web members of the most likely due to water infiltration at the sill plate. The trusses have been omitted, leaving only the top and missing bricks should be replaced and the joints bottom chords. repointed.
The majority of the masonry walls showed no real signs of Prioritized Recommendations: distress that would indicate an area of structural Immediate: Re-roof the entire structure to prevent water deficiency. They appear to be performing as designed. damage from deteriorating the existing wood framing. During the re-roofing process, replace any rotted sections Interior Walls. of the tongue-and-groove (T&G) decking. Analyze the structure to ascertain if the straps and blocking should be On the inside of the building, the majority of the structure installed, and if further lateral strengthening methods was hidden behind interior finishes. No signs of distress should be employed. Optionally, plywood sheathing could translate through these finishes, nor are there significant be added over the existing T&G to provide additional signs of any distress at the various wall openings (doors, diaphragm strength. windows, etc.). Within Five Years: Repoint all bearing walls where noted Roof Structure in the Architectural Assessment, replacing bricks as At the eaves, the main joists and knee braces appear to necessary. Repoint the stone foundation (from the be in fair condition. The exterior paint is flaking across the interior). whole of the eave structure, and there are a few locations where the wood connections / joints have begun to Within Ten Years: Repoint all walls where noted in the separate either due to load or environmental conditions. Architectural Assessment, replacing bricks as necessary.
From the attic space, the timbers of the trusses are in good condition with no significant signs of decay. There were some areas of moisture staining, primarily in the diaphragm (roof) sheathing. We also observed a few areas of minor damage to the diaphragm (roof) sheathing.
Page 100 Northern Pacific Railway Passenger Depot – Bozeman, Montana Civil / Site Assessment
CIVIL / SITE ASSESSMENT Identification of Areas of Concern There is no fencing delineating the Depot from the active rail line, nor is there a clear delineation between Front Street and the building. Deteriorated exterior paving along the building frontage has the potential for trip/fall hazard. Erosion at the northwest corner is beginning to expose more of the concrete base poured outside the original 1891 stone foundation.
Mapping of Existing Utilities The current site appears to be serviced by City of Bozeman’s municipal water and sewer, along with overhead electric and below-grade natural gas. An existing 4” cast iron water line services the building but should not be used; the city has clearly directed that it should be replaced. (See Figure C-1.)
Figure C-2: Front elevation with sanitary sewer manhole in foreground.
The existing roof gutters are all connected via downspouts to an underground storm drainage network. At this time it is uncertain what these pipes connect with.
The asphalt paving is deteriorated, yet appears to have actively sloped away from the building. There might be Figure C-1: The City curb-box record for the water some pockets – given the deterioration – where it slopes service at the building. "Line is so old it could break and to the building. flood the building." Prioritized Recommendations The water service has been shut off in the street. A 6” Immediate: None. sewer service connects to a 10” mainline in Front Street. If this is to be re-used it is recommended that this be Within Five Years: None. flushed out and videotaped to inspect the internal pipe condition and determine its useful life. A buried fiber optic Within Ten Years: cable runs the length of the building on the track side, If the building is improved: A new city water service will presumably within the MRL right-of-way. need to be installed including the new water meter. The designed facility use and total demand will determine the water meter size. However for a building of this type and assumed use a 2” service line and meter would be
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Civil / Site Assessment Northern Pacific Railway Passenger Depot – Bozeman, Montana
adequate. Water supply for an automatic sprinkler system should also be provided. The existing sewer service should be flushed out and video inspected to determine its useful life.
The storm line should be flushed out and video inspected where practical.73 It is likely that the gas provider would like to replace the existing service line to the building.
New hard surface walkways should be placed around the portions of the building where pedestrian activities will occur. The surfaces adjacent to the building should be actively sloped away from the building. Special attention should be paid to ADA accessibility where required. Figure C-4: Trackside elevation with lack of pavement and fencing. Not included in the estimated costs are any City of Bozeman impact fees that may be assessed to a future developer. These fees will ultimately be assessed depending on the final re-purposing of the building, and may include fees for water, sewer, streets and traffic.
The City of Bozeman Unified Development Code will need to be followed for the exterior improvements. This includes parking and landscaping requirements. In addition, a fence with a minimum height of 6 feet will have to be installed between the building and the tracks, to comply with MRL safety requirements.
Figure C-5: Track (north) side of the building, with no fence between building and the tracks, no paving, and a cavity at corner foundation (in the foreground).
Figure C-3: This northwest area of the outer concrete base should be examined, then patched to prevent water from penetrating the 1891 stone foundation beyond and below.
73 The 1923 construction drawings depict a 6” perimeter pipe, Figure C-6: Streetside of building without proper with cleanouts, that leads to a catch basin connected to a city pavement or delineation between building and Front storm sewer. City documentation does not indicate that this Street (at left). system exists.
Page 102 Northern Pacific Railway Passenger Depot – Bozeman, Montana Mechanical Assessment
MECHANICAL ASSESSMENT HVAC System
Description: The building’s single source of heat consists of a (originally coal-fired) low-pressure steam boiler (Figure M- 1). This boiler provides steam to wall- and floor-mounted cast iron radiators throughout the building on the main floor for space heating. Steel pipes were used for all steam and condensate lines in the building. The entire heating system was added to the building during the renovation and expansion of the building in 1923. At some point natural gas became available in the building and the boiler was converted from coal burning to natural gas fired.
Given the age of the building it is no surprise that there is not a cooling or ventilation system. When the building was in use natural ventilation by way of open doors and windows was the means for cooling. The building configuration and high-mounted transom windows facilitated cross ventilation.
Condition: The building heating system is greatly deteriorated and for all intents and purposes, beyond repair. The boiler itself Figure M-1: Steam boiler in the basement below the has rusted inside and out and the fire tubes are lined with 1923 addition. corrosion and dirt (Figure M-2).
The steam distribution piping has begun to rust on the exterior surface with significant corrosion happening on the interior surface of the pipes.
The radiators show some corrosion on the exterior surface. The interior surface of the radiators might be corroded as well.
The 22” diameter boiler flue vent is constructed of galvanized steel and is showing signs of deterioration with excessive corrosion at the base.
Recommendations: Figure M-2: Boiler fire tubes. The entire steam system should be demolished. With all components of the system beyond their life expectancy it would not be appropriate to restore/ reuse the system currently in the building. The boiler and all steam piping and valves should be removed.
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Mechanical Assessment Northern Pacific Railway Passenger Depot – Bozeman, Montana
In order to bring the building up to code a system providing ventilation air will need to be installed. This can be accomplished by installing a central air handling station in the basement. This system can then be used for heating and cooling in the building as well as providing ventilation air.
This unit could be gas fired which eliminates the need for a new boiler and would include a component for cooling. The cooling coil would require a heat rejection component in the form of a condensing unit outside the building. This ductwork could be located in the existing tunnels and/or the attic space above.
Air would be ducted throughout the building providing Figure M-3: Domestic Water Pipe. fresh air as well as heating and cooling the space. Condition: Plumbing System As with the heating distribution piping, all domestic lines in the building are corroded and beyond repair (Figure M-3). Description: Domestic hot water for the building is provided by one The sanitary fixtures in the building are in good condition; natural gas fired domestic hot water heater located in the with some restoration these can be reused if a historical basement. Hot water as well as cold water distribution appearance is desired. piping is steel. The sump pump seems to be in working condition, yet is Sanitary fixtures located in the bathroom are vitreous rusting and may have only a few more years of operation china and all sanitary waste piping is cast iron. left.
An electric sump pump is located in a pit at the south end Rainwater systems need maintenance, but overall seem of the basement in order to expel excessive water. The to be in working condition. See Architectural Assessment. water that accumulates in the pit is pumped to a sanitary sewer line. Recommendations: The domestic water heater is beyond its expected life and Rainwater from the roof is directed to gutters at the roof should be replaced. All natural gas piping should be edge where exterior downspouts carry the water to an off- replaced as well. site catch basin via an underground storm pipe. All hot and cold domestic water piping, and all cast iron The 1923 plans show a water cooler that provided cold sanitary sewer line, should be removed and replaced. water to a drinking fountain. This was removed from the The domestic water lines can be replaced with copper building at some point in the past. This location is where they are under 2” and steel where they are larger concealed by stored materials. than 2”. All sanitary sewer piping can be replaced with PVC or cast iron. All plumbing systems in the building seem to be original to the 1923 renovation and expansion project. A thorough inspection of the sanitary fixtures can determine if they can be restored, with the caveat that these are not low-flow fixtures.
Page 104 Northern Pacific Railway Passenger Depot – Bozeman, Montana Mechanical Assessment
The sump pump should be replaced; the new pump can be located in the same pit.
Gutters and downspouts should be cleaned and renovated to ensure all pipes are free of debris and in good working condition. See Architectural Assessment.
The toilet bowls should be filled with a 50:50 mixture of water and glycol, to lubricate the traps and prevent odors from exuding from the sewer lines.
Prioritized Recommendations General If the building is retained for current use, the recommendations stated above should be performed as prioritized below. If the building is renovated for adaptive reuse, all of these items should be included in the renovation plans.
Immediate: None.
Within Five Years: None.
Within Ten Years: 1. Demolish and remove all steam and domestic water pipes from the building. If the original pipes are retained, reach a state of severe degradation (as is likely), then future replacement will be more difficult and more costly. This applies to the boiler flue vent as well. Replace the sump pump. 2. Demolish and remove the water heater. Inspect and test the steam radiators; refurbish if reusable. Convert radiators from steam to hot water. Inspect and remediate gutters and downspouts. See Architectural Assessment - Exterior. 3. Remove and replace boiler. Replace sanitary sewer system with cast iron pipe. Inspect and test sanitary fixtures; retain and refurbish if reusable.
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Page 106 Northern Pacific Railway Passenger Depot – Bozeman, Montana Electrical Assessment
ELECTRICAL ASSESSMENT Electrical Service/Distribution/Devices/Branch Wiring
Description: The existing electrical service originates from a 240/120 volt single phase pole-mounted Northwestern Energy transformer located east of the building. This transformer feeds an overhead service drop which feeds a 200 amp circuit breaker panel located outside the Men’s Toilet Room. All branch circuits are fed from this breaker panel.
The branch circuit wiring within the building consists of conductors concealed in conduit. The majority of the conductors are copper with thermal plastic insulation. Some of the conductors were noted to have cloth insulation. The cloth insulation was tested and found to be absent of asbestos.
The wiring devices (receptacles and switches) are of the grounded type but a ground wire is not present in the conduit as the conduit is utilized as the ground. Some of the existing light switches are push button style; they are part of the 1923 building construction.
Condition: Figure E-1: The main distribution panel is located in The electrical service, distribution, and branch circuit the alcove of the hallway (prior Smoking Room) to the wiring is currently deactivated, is in very poor condition, Men's Toilet Room. and has exceeded its useful life. The electrical circuit breaker panel is missing numerous breakers and its cover has been removed. The size of the electrical service and branch panel does not have enough capacity to accommodate adding future air conditioning to the building.
The quantity of power outlet receptacles is not adequate for the proposed future use of the building.
Recommendations: Complete replacement of the entire electrical service, distribution, branch circuit wiring, and wiring devices is recommended. Reuse of the existing conduit will reduce the need to cut into existing walls and ceilings to install the new wiring. Additional power outlet receptacles should be added as required to support the future building use.
Figure E-2: Original push button switch.
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Electrical Assessment Northern Pacific Railway Passenger Depot – Bozeman, Montana
Lighting
Description: In 1923, the General Waiting Room (and presumably the other tall space, the Women’s Waiting Room) was fitted with pendant schoolhouse fixtures suspended by chains from the ceiling. These fixtures, with their opalescent globes, appear in the one interior historic photograph (undated) located during the preparation of this report. The majority of these 1923 lighting fixtures have been removed from the facility or are missing the opalescent globe originally supplied with the fixture. The restroom lights have been replaced with fluorescent lights that Figure E-4: Original pendant schoolhouse fixture in the utilize T12 lamps. General Waiting Room (the globe is missing).
Figure E-3: Interior of the General Waiting Room, depicting the original schoolhouse pendant fixtures. Undated photograph courtesy of Gallatin Historical Society. (Approximate date between 1972 and 1979.)
The exterior lighting consists of three types of fixtures, only one of which is from the 1923 construction. On the streetside of the building, three incandescent fixtures with RLM (“reflector luminaire manufacturer”; these fixtures do not have diffusers) style shades are mounted under the canopy. These fixtures appear to be the original 1923
Page 108 Northern Pacific Railway Passenger Depot – Bozeman, Montana Electrical Assessment
fixtures installed when the building was renovated; they are powered from wiring mounted in rigid metal conduit mounted to the inward side of the bracket beams.
The above gooseneck RLM’s are supplemented with three non-original c.1960 fixtures and a string of exterior lights mounted all around the soffit at the building exterior. These bare bulb fixtures appear to have originally been continuous around the building, but are no longer. These fixtures don’t appear to have been part of the 1923 construction and might be remnants of the improvements made for the 1992 filming of movie “A River Runs Through It.”
Figure E-6: Non-original utilitarian light fixture at east facade.
Figure E-5: Original 1923 exterior RLM light fixture, on Figure E-7: String of bare bulb fixtures, circled, like the street side of the building. seasonal winter lighting, that runs the perimeter of the building.
The trackside of the building was originally illuminated with regularly spaced street lights that have top-mounted lanterns. These fixtures – which are depicted in the 1923 site plan - were presumably removed when the platform was removed c.1979 (one such fixture appears in a 1978 photograph in William Hoy’s book, Railroad Stations in the Gallatin Area.) It is unclear from the photographs whether the poles were of concrete or metal. (See Figures E-9 and E-10.)
Condition: Overall, the interior lighting is in poor condition due to missing globes and lenses. The exterior lighting is in good condition, yet there are abandoned junction boxes and Figure E-8: Abandoned junction box, circled, hanging at wiring that hang from the soffit area. trackside of building.
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Recommendations: The interior schoolhouse pendant fixtures can be refurbished with the installation of replacement globes and lenses, and replacement of the internal wiring; or period style fixtures (with more efficient lamping) could be installed. Additional lighting will more than likely need to be added to suit the future building use. New lighting will need to be carefully selected to be sensitive to the historic nature of the building.
The 1923 exterior lighting is in good condition and can be reused. The light sources should be upgraded to a screw- in LED style lamp, or the fixtures could be replaced with period lighting fitted with transformer and LED lamp.
The non-original exterior lighting and the string of lights Figure E-9: Regularly space streetlights were located along the edge of the platform adjacent to the building. should be removed. All additional extraneous wiring and c.1938 Warren McGee photograph courtesy of the devices should be removed. Gallatin Historical Society. See Figure E-10 for larger image of streetlights. Overall, all abandoned wiring, devices, and junction boxes should be removed. The building should be completely rewired, reusing existing conduit where possible.
Figure E-10: Enlarged image showing streetlights along the edge of the station platform. Ron Nixon photograph #RVN0973, courtesy of the Museum of the Rockies Photo Archive.
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Telephone Data Wiring
Description: The telephone service entrance and punch down block is located in the attic. This service is fed from an overhead line from the utility company.
Condition: The telephone wiring is in very poor condition and has exceeded its useful life. The cabling does not meet the band width required by current systems.
Recommendations: Complete replacement of the telephone service, wiring, Figure E-11: Telephone wiring in the attic. and outlets is recommended.
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properties functional is appropriate within a TREATMENT PLAN restoration project. 4. Reconstruction: the act or process of depicting, by Statement of Integrity means of new construction, the form, features, and Examination of the Depot’s character-defining features detailing of a non-surviving site, landscape, building, reveals a property with high integrity. Its original form, structure, or object for the purpose of replicating its use, and details remain intact and highly demonstrative of appearance at a specific period of time and in its their original character. The two restrooms in the 1923 historic location.74 addition have been modified – the Men’s Smoking Room Restoration Target Date even more so – yet are recognizable. For the purposes of formulating a treatment approach for As a whole, the property’s integrity is high and is still a the NPRY Bozeman Depot, it is recommended that the contributing feature to the Northern Pacific/Story Mill exterior and main public spaces of the building be restored Historic District. to a Restoration Target Date that coincides with the Period of Significance: 1923-1979. Overall Treatment Philosophy Recommended Intervention Level The Secretary of the Interior has developed four nationally The first step should be preservation in order to retain the recognized treatment approaches for addressing historic property for the future. Once stabilized, rehabilitation, with resources: preservation, rehabilitation, restoration, and restoration of the most significant components (as reconstruction. They are defined as follows: identified on the Zoning Plan) is recommended for the NPRY Depot. 1. Preservation: the act or process of applying measures necessary to sustain the existing form, integrity, and This combination is best depicted on the following zoning materials of an historic property. Work, including plans. The entire property can be divided into three preliminary measures to protect and stabilize the zoning categories. The exterior of the building would be property, generally focuses upon the ongoing restored, and portions of the site could be reconstructed. maintenance and repair of historic materials and Each interior space of the Depot has been assigned one features rather than extensive replacement and new of three zoning categories, as identified on the following construction. New exterior additions are not within plans. These assignments allow for a comprehensive the scope of this treatment; however, the limited and understanding of the significance of each of these spaces sensitive upgrading of mechanical, electrical, and and establish the design parameters for each space. plumbing systems and other code-required work to Each of these zoning designations allows the spaces to make properties functional is appropriate within a accommodate new functions, without negatively impacting preservation project. the historic character of the building. 2. Rehabilitation: the act or process of making possible a compatible use for a property through repair, Zoning Criteria alterations, and additions while preserving those While the zoning criteria are primarily based upon the portions or features which convey its historical, historic significance and integrity of each space, they are cultural, or architectural values. also based upon the historical use of the space. 3. Restoration: the act or process of accurately depicting Secondary support spaces, such as closets and the form, features, and character of a property as it basements, are typically considered viable for redesign appeared at a particular period of time by means of the removal of features from other periods in its history and reconstruction of missing features from 74 Kay D. Weeks and Anne E. Grimmer, The Secretary of the the restoration period. The limited and sensitive Interior’s Standards for the Treatment of Historic Properties with upgrading of mechanical, electrical, and plumbing Guidelines for Preserving, Rehabilitation, Restoring & systems and other code-required work to make Reconstructing Historic Buildings (Washington, D.C.: U.S. Department of the Interior, 1995), p. 17, 61, 117, and 165.
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because they have often incurred previous design create a false sense of historical development, such changes, are not in the public eye, and because they can as adding conjectural features or architectural often provide for badly needed new support functions. elements from other buildings, shall not be The criteria are defined as follows: undertaken. 4. Most properties change over time; those changes that 1. Restoration Zone: Areas exhibiting distinguishing have acquired historic significance in their own right qualities or original materials and/or features; or shall be retained and preserved. representing examples of skilled craftsmanship. Every 5. Distinctive features, finishes, and construction effort should be made to maintain and preserve the techniques or examples of craftsmanship that character and qualities of this zone. characterize a historic property shall be preserved. 2. Rehabilitation Zone: Areas which are modest in 6. Deteriorated historic features shall be repaired rather nature, void of highly significant features, material or than replaced. Where the severity of deterioration conditions, but which may be original and maintained requires replacement of a distinctive feature, the new at an acceptable level. Work in this zone should be feature shall match the old in design, color, texture, undertaken as sensitively as possible; however, and other visual qualities and, where possible, contemporary methods, materials, and designs may materials. Replacement of missing features shall be be selectively incorporated. substantiated by documentary, physical, or pictorial 3. Redesign Zone: Areas not subject to the above evidence. categories and whose modification would not 7. Chemical or physical treatments, such as represent loss of character, code violation, or sandblasting, that cause damage to historic materials intrusion to an otherwise historically significant shall not be used. The surface cleaning of structures, structure. Treatments in this zone, while sympathetic if appropriate, shall be undertaken using the gentlest to the historic qualities and character of the building, means possible. may incorporate extensive changes or total 8. Significant archeological resources affected by a replacement through the introduction of contemporary project shall be protected and preserved. If such methods, materials, and designs.75 resources must be disturbed, mitigation measures shall be undertaken. Any work performed on the building, while complying with 9. New additions, exterior alterations, or related new the above parameters, should be guided generally by the construction shall not destroy historic materials that Secretary of the Interior’s Standards for Rehabilitation. characterize the property. The new work shall be These standards, listed below, are supplemented with differentiated from the old and shall be compatible guidelines that more specifically address their with the massing, size, scale, and architectural interpretation and implementation. features to protect the historic integrity of the property and its environment. Standards for Rehabilitation 10. New additions and adjacent or related new construction shall be undertaken in such a manner 1. A property shall be used for its historic purpose or be that if removed in the future, the essential form and placed in a new use that requires minimal change to integrity of the historic property and its environment the defining characteristics of the building and its site would be unimpaired.76 and environment.
2. The historic character of a property shall be retained
and preserved. The removal of historic materials or alteration of features and spaces that characterize a property shall be avoided. 3. Each property shall be recognized as a physical record of its time, place, and use. Changes that
75 General Services Administration’s Historic Building Preservation Plan guidelines, 1994. 76 Weeks.
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Treatment Zoning Plan
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Summary of Recommendations for Treatment Provide new roofing shingles that replicate the appearance of the 1923 shingles, and ridge rolls, as The following recommendations are presented in closely as possible. descending order of priority, addressing those items 2. Remove pigeon guano on exterior timbers. Provide requiring immediate attention first. For the purposes of protective netting to prevent further roosting. this report, an “impact” is defined as a detectable result of 3. Remove flaking lead-based paint from exterior wood an agent or series of agents having a negative effect on components; prepare and repaint. the significant characteristics or integrity of a feature or 4. Replace roof drainage components – gutters and structure and for which some form of mitigation or downspouts. preventative action is possible. The work items listed 5. Repoint open mortar joints in brick at cambered base below are not meant to be complete descriptions of the of wall. work required; see Assessment portion of report for 6. Remove efflorescence salts from interior brick walls complete scope of work. (to prevent accumulation of more salts) of Express
and Baggage Rooms – where accessible. The condition assessment includes only those impacts 7. Remove loose and flaking paint from interior of likely to affect the structure immediately (within one year), building. Prepare and repaint. with five years, and within the next ten years. The Level of 8. Fill hole at grade by northwest corner, where Impact Severity and their definitions are given below. For foundation is exposed. all levels, two criteria are given. At least one of the criteria must be met for the declared Level of Impact Severity. Moderate Impact Items Severe – within one year All items are listed in descending order of priority and/or 1. The structure/feature will be significantly damaged or logical work sequence. irretrievably lost if action is not taken within one (1) year. 1. Replace abraded brick at bottom solider course of 2. There is an immediate and severe threat to personal walls. safety. 2. Repoint mortar joints at the base of most window openings (at sill guards). Moderate – within five years 3. Repoint open mortar joints (that have not been 1. The structure/feature will be significantly damaged or repointed as noted above). irretrievably lost if action is not taken within five (5) 4. Rebuild brick corner jambs at freight door where years. metal guards have been removed. Provide metal 2. The situation caused by the impact is potentially guards. threatening to personal safety. 5. Replace damaged and missing brick. 6. Examine interior brick walls of Express and Baggage Low– within ten years Rooms for cause of efflorescence and spalling. 1. The continuing effect of the impact will not result in Rectify if able, or brush off all salts and monitor significant damage to the structure/feature. regularly. Repoint open mortar joints. 2. The impact and its effects are not a direct threat to 7. Refurbish exterior doors. personal safety. 8. Restore windows and metal guards (after removing interior and exterior wood infill). Severe Impact Items All items are listed in descending order of priority and/or Low Impact Items logical work sequence. All items are listed in descending order of priority and/or logical work sequence. 1. Remove deteriorated asbestos roofing shingles. Replace any deteriorated sheathing and add plywood sheathing to provide additional diaphragm strength.
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1. Remove Thermal System Insulation (loose) in tunnels 27. Remove interior paneling and adhesive from (assuming that no one accesses these tunnels prior Women’s Waiting Room. Clean ceramic tile. to work requiring access). 28. Clean marble and mosaic tile walls. 2. Remove boiler mortar and insulation – asbestos 29. Clean quarry tile floors. (assuming that no one disturbs these components 30. Clean concrete floors. until work is performed on them). 31. Remove or encapsulate 9” x 9” asbestos floor tile and 3. Provide new city water service. mastic. 4. Provide new gas service to building. 32. Restore Train Schedule Board. 5. Flush out existing sewer service and video inspect to 33. Restore Telephone Booth. determine its useful life. 6. Replace asphalt paving around building with The estimated Construction Cost to rehabilitate the permeable paving, ensuring active drainage away building is from $1,495,000 to $1,795,000, assuming that from building. none of the mothballing strategies noted below are 7. Provide complete replacement of electrical power, implemented.` These costs include professional services, and distribution system. Provide new architectural and engineering design services; the work of branch circuit wiring and wiring devices. professional contractors and their overhead and profit; 8. Provide additional power outlet receptacles as general conditions; and contingency factors. The estimate required to support the future building use. does not include fixtures and furnishings; kitchen design, 9. Provide lighting fixtures – interior and exterior. construction, and equipment; and restroom facilities 10. Provide exit and emergency lighting. greater than can be accommodated within the existing 11. Provide telephone data wiring and devices. restrooms. Final cost is dependent upon receipt of at 12. Replace all plumbing – domestic, waste, and vent - least three bids from qualified contractors, timing of piping. bidding, and unknown conditions discovered during 13. Refurbish and reconnect all plumbing fixtures, if they construction. are salvageable. Provide new fittings and accessories as required. The detailed Construction Cost Estimate is included in the 14. Replace the water heater. Appendix. 15. Replace all heating piping; provide a new heating and cooling system. Strategies for Mothballing the Building 16. Deactivate the boiler and clean. Leave in situ if able, find new owner, or salvage the parts. Funding is not currently available to put the Depot into a 17. Replace the sump pump. useable condition appropriate to its significance, thus it is 18. Provide automatic sprinkler system for fire protection, necessary to close up the building temporarily to protect it with coordinated fire alarm system. from the weather as well as to secure it from vandalism. 19. Remove graffiti from brick walls; provide anti-graffiti This process, known as mothballing, can be a necessary coating. and effective means to protect the Depot until a more 20. Replace replacement brick at outer northwest corner suitable use and user can be identified. Much of this of the Ticket Office. mothballing has already been implemented, yet other 21. Strip paint from terra cotta monad and “reglaze” if measures are required to ensure the longevity of the required. building. 22. Remove lay-in suspended ceilings and acoustical ceiling in Ticket Office. A vacant historic building cannot survive indefinitely in a 23. Restore plaster walls and ceilings. Prepare and boarded-up condition. Having the building even partly repaint. occupied – in this case, for storage – is of some help in 24. Refurbish interior doors and hardware. protecting the building. However, this is not a substitute to 25. Refurbish interior wood trim. full mothballing procedures. 26. Replicate interior window trim at the transom windows in Women’s Waiting Room.
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According to Preservation Brief 13: Mothballing Historic 1. Replace the roofing material with temporary roll Buildings:77 roofing or asphalt shingles. A tarpaulin should not be used, as it is only temporary and can easily be blown “Comprehensive mothballing programs are generally off. This will require complete removal of the existing expensive and may cost 10% or more of a modest asbestos asphalt shingles (by qualified asbestos rehabilitation budget. However, the money spent on accredited personnel) and the roofing paper. (These well-planned protective measures will seem small shingles are too warped and deteriorated to allow for when amortized over the life of the resource.” a new roofing material to be applied over them.) It is recommended that the areas of rotted sheathing be The Brief recommends documentation (such as this patched at this time. assessment), stabilization, and mothballing, in order to 2. Clean out the gutters. protect the building for future use. The Depot structure is 3. Install downspouts where missing. primarily stable; one required repair is included in the 4. Install new gutters along the fascias of the 1891 Mothballing List below. The building is free of mold, pests, portion of the building; connect the existing termites, and rodents. The Depot primarily needs to downspouts. continue to be secured from both animal and human 5. Provide soil fill at the hole by the concrete base at the intrusions. The building’s openings – doors and windows northwest corner of the building. – are already protected with plywood, and the utilities 6. Repoint the open mortar joints of the cambered have been turned off. It is paramount that the building be (lower) portion of the wall. Use mortar with high lime made water- and weather-tight. content, with aggregate and joint profile to match existing. A typical mothballing concern is for moisture accumulation 7. Remove flaking lead-based paint from exterior wood on the interior of the building. While this is most prevalent components; repaint. in humid climates, there has been moisture accumulation 8. Remove salts from interior brick walls of Express and at the exposed perimeter brick walls of the Express and Baggage Rooms (to prevent accumulation of more Baggage Rooms (and perhaps at the interior faces of the salts). Provide heat in February and March – only if concealed brick walls of the remainder of the building). able to be monitored. Temporary heat during the critical months of February and 9. Remove loose and flaking paint from interior of March would help protect the interior brick walls of the building. Express and Baggage Rooms, yet this could be 10. Close up any openings in windows or doors (mostly at problematic as it increases the need for vigilance. The areas of broken glass) that remain open. masonry walls can withstand the continued moisture build- 11. Fill toilet traps with a 50/50 mixture of water and up for several more years. glycol. 12. Remove hazardous (flammable) materials from within Mothballing List the building. The content of the barrels in the Express Room is unknown. The following prioritized (in descending order) scope of 13. Notify the fire and police department that the building work is recommended to effectively mothball the building has been mothballed. Request regular monitoring. until a renovation project occurs, sealing up the envelope, 14. Develop a monitoring plan, to check on the building’s thus protecting the interior. This mothballing work is condition. intended to enable the building to last another five to ten years. An extended scope of work can buy more time. The estimated Construction Cost of these repairs range All of the items listed below are included in the main list of from $105,000 to $125,000. These costs include Recommendations for Treatment. professional architectural and engineering design
services; the work of professional contractors and their overhead and profit; general conditions; and contingency factors. Final cost is dependent upon receipt of at least 77 Sharon C. Park, Preservation Brief 13: Mothballing Historic Buildings, National Park Service.
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three bids from qualified contractors, timing of bidding, and unknown conditions discovered during construction.
The detailed Construction Cost Estimate is included in the Appendix.
Offers have been made in the past for volunteer groups to reroof the building. This option could still be considered, but only for the work performed after the removal of the asbestos shingles by accredited personnel with proper permits. Use of volunteers, and donated materials, could significantly reduce the cost to mothball the Depot.
The masonry work, however, should only be performed by qualified masons who have a successful history of restoring historic buildings.
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5. Leases are on 20-year terms, which are frequently ADAPTIVE REUSE OPTIONS repeatedly renewed.
General MRL leases the land from BNSF; this lease expires in The NPRY Depot is not a singular property, as numerous 2047. MRL representatives have state unequivocally that passenger depots have been taken out of active use since the building is not for sale; they do not sell property in their the departure of the passenger lines. In Montana alone, operating corridor. several other depots have been divested and since Income Tax Credits reverted to other uses. As part of this study, representatives from several of these depots were The Depot is considered a contributing property in a contacted to ascertain a sound strategy to apply to this National Register Historic District, hence it is listed in the property. More importantly, a sequenced strategy has National Register of Historic Places. Thus, it qualifies for been developed for this property, to be used as a guide for historic preservation tax credits and grants; these should a future tenant. Use of an attorney practicing real estate be explored. A business which generates income can law – and preferably one who’s worked with the railroads receive historic preservation tax credits on that income, if – is advisable for every scenario examined herein. the business rehabilitates a historic property in accordance with the Secretary of the Interior’s Guidelines Ownership / Leasing for the Treatment of Historic Properties. Not-for-profit The Depot is currently owned by MRL. It is located on entities can also use this tax vehicle by selling the land leased from the Burlington Northern Santa Fe credits.79 Businesses that lease buildings can also take Railroad (BNSF). MRL has a leasing policy, under which advantage of the tax credits, under different regulations the current lessee – Treasure State Oil Company – leases than those applicable to building owners. An income- the building.78 producing lessee can apply for a 20% Historic Preservation Tax Credit when: Precedents have been established at other NPRY depots throughout Montana. The Missoula NPRY Depot is an 1. The lessee incurs the rehabilitation cost. example of a successful lease of another MRL depot. The 2. The lease term is greater than the 39-year Billings NPRY Depot is a successful example of a recovery period per the Internal Revenue Code – purchase from MRL. A lively Mexican restaurant is or if– housed in the Bismarck NPRY Depot in North Dakota. 3. The lessee rents the building under a short-term The Livingstone NPRY Depot contains a successful lease, then “the rehabilitation tax credit is museum and rental facility. These buildings operate determined by the fair market value of the leased businesses and events, respectively, while making premises multiplied by a fraction, ‘the numerator sufficient funds to maintain the buildings. Summaries of of which is the term of the lease and the these four examples are on the following pages. denominator of which is the class of the property leased [39 years for non-residential rental].’”80 The leasing process would generally be as follows: With the 20% tax credit taken under a short-term lease, 1. Contact MRL – Joe Gentri, MRL’s Real Estate the fair market value of the property (after rehabilitation) is Manager. critical. If the fair market value were $250,000, then the 2. Complete MRL Assignment/Sublease Application. credit would be $25,641. If the fair market value were 3. Receive BNSF approval of lease arrangement. 4. Agree to install 6’-high fence between building and 79 The Ouellette Place Apartments project in Lewistown, the railroad tracks. Montana was able to reap the benefits of both low-income housing and Historic Preservation Tax Credits by selling the latter. This project, completed in 2011, has been managed by Homeword, a not-for profit organization based in Missoula, MT. 78 MRL has stated that the terms of this lease are not public. 80 Mark Primoli, “Use of the Rehabilitation Tax Credit by Email correspondence, May 16, 2013. Lessees” (Internal Revenue Service).
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$500,000, then the credit would be $51,282. Potential users of tax credits should consult with a tax accountant, who specializes in tax credits, early in the process.
Types of Use
The current zoning district in which the Depot is located allows for a range of uses that are appropriate for the property: business, assembly, and mercantile. Specific uses could include a restaurant, local not-for-profit, church, art gallery, etc. See the Code Analysis for the complete list of the specific uses allowed within these categories.
The largest primary rooms – the General Waiting Room and the Express Room – are 1277 and 1310 square feet respectively, and have the ability to house 22 occupants each for mercantile use and 260 each for museum use. Restaurant use would allow for seating of approximately 85 in each of these two primary spaces. With such use, it is conceivable that a kitchen could be located in the Baggage Room between them. Thus the size of the building is compatible for a variety of uses that would not negatively impact the historic character of the building. Figure R-1: Billings Depot, photograph courtesy of Billings Depot, Inc. Successful Examples of Adaptive Reuse of Railroad Depots
Billings NPRY Passenger Depot; Billings, Montana 1. Leasing Arrangement: NPRY donated four buildings to the City who leases them to the not-for-profit Billings Depot, Inc. 2. Billings Depot Inc. operates the buildings. 3. Cost to renovate: $4m renovation c.2000. 4. Building Size: 9000 square feet. 5. Building Use: Rented out for weddings and other events 6. Tracks: BNSF freight tracks still in use; Figure R-2: Billings Depot interior rental space. Photograph courtesy 6’-high security fence required. of Billings Depot, Inc. 7. Website: billingsdepot.org.
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Livingston NPRY Passenger Depot; Livingston, Montana (200 W. Park Street) 1. Ownership Arrangement: BNSF donated the building to the City of Livingston in 1985. 2. Cost to renovate: $800,000 in 1987 (excluding roof and other structural issues currently being addressed). 3. The Livingston Depot Foundation [a 501(c)(3)] is a non-profit membership-based organization dedicated to preserving this monument to the Livingston area’s past. 4. Building Use: Historic exhibits and cultural programs. The building is also rented out for weddings and other events from mid- September to early May. 5. The original Restaurant & Lunch Room building is rented out to The Beanery. 6. The Rib and Chop House is not located in this Depot; it is located several blocks away at 305 East Park Street. 7. Website: www.livingstonmuseums.org. Figure R-3: Livingston Depot, designed by Reed & Stem. Photograph courtesy of the Livingston Depot Foundation.
Figure R-4: The Livingston Depot decorated for a festive wedding. Photograph courtesy of the Livingston Depot Foundation. Figure R-5: The Beanery is located in the original Restaurant & Lunch Room building. Photograph courtesy of The Beanery.
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Missoula NPRY Passenger Depot; Missoula, Montana 1. Leasing Arrangement: MRL bought the depot from a brewery. MRL leases the depot for Class A offices (5 tenants, currently). 2. Washington Development manages the building. 3. Building Use: Rented out for Class A offices. 4. Tracks: BNSF freight tracks still in use; 6’-high security fence required. 5. MRL has stated that they are in the railroad business and do not pursue redevelopment options. This is an isolated occurrence unlikely to happen again. Figure R-6: Missoula Depot, rented for professional office use. Photograph courtesy Washington Development Corporation.
Bismarck NPRY Passenger Depot; Bismarck, North Dakota 1. Ownership Arrangement: Restaurant owner bought the building and leased the land from NPRY in 1982. 2. Leasing Arrangement: Restaurant owner held a 20-year lease on the land, then purchased the land, via “Charter Right-of- Way” c. 2002. 3. Building Use: Popular Mexican restaurant with outdoor patio in back, beside the railroad tracks. 4. Tracks: BNSF freight tracks still in use; 6’-high security fence required. 5. Renovation: 1983, using 25% tax credit
Figure R-7: Bismarck's NPRY passenger depot in the Spanish Revival style, has housed Fiesta Villa, a popular Mexican restaurant, for the last thirty years. Photograph courtesy of NorthWest Companies.
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Following the Examples The above examples are just a few of the successful adaptive reuse stories of passenger depots in MRL and/or BNSF ownership on active train lines. Each situation has required a different approach to respond to the varying economic and legal climates present at the time of negotiation. The next step in developing an action plan for the adaptive reuse of the Bozeman NPRY Depot should include consultations with the managers of other actively used depots, MRL representatives, and legal counsel.
Public Outreach Public outreach could be hugely beneficial to a positive outcome for this historic depot, as many community members are fond of the building for the role it’s played in their lives as well as the role it’s played in the history of the railroad in Montana. Active community members and groups – such as the North East Urban Renewal Board and the North East Neighborhood Association – should be approached for support, as they have an active interest in seeing the building renovated and accessible to the public.
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APPENDIX
The following documents have been used to inform this report and might prove to be valuable resources for those interested in pursuing the development potential of this historic property:
1. Stakeholder Meeting Minutes (March 21, 2013)
2. Asbestos Inspection by Environmental Solutions LLC
3. Lead Paint Inspection by Environmental Solutions LLC
4. Construction Cost Estimates
5. National Register Nomination – Northern Pacific/Story Mill Historic District
6. Sanborn Fire Insurance Maps
7. 1923 Construction Drawings – Bozeman NPRY Passenger Depot
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MEETING MINUTES
PROJECT: Northern Pacific Passenger Depot Structural Analysis
MEETING MINUTES RECORDED BY: Lesley M. Gilmore, AIA, LEED AP
MEETING PURPOSE: Stakeholder Meeting
MEETING DATE: March 21, 2013; 2:00 pm
ATTENDEES: Mark Hufstetler, Historic Preservation Advisory Board Chair (MH) Tom Noble, Northeast Urban Renewal Board (NURB) Courtney Kramer, Bozeman Historic Preservation Officer (CK) Erik Nelson, prior NURB Chair (EN) Lesley M. Gilmore, CTA – Director, Historic Preservation Services (LMG)
Discussion Item Responsibility A. Introductions
B. Status of Fieldwork 1. Architecture and engineering team, and environmental testing firm, have conducted site surveys. Have been at site twice. 2. LMG and historian will visit the site one more time. LMG 3. MRL and Jay O’Neill (tenant) have been very accommodating.
C. Status of Research 1. Dale Martin’s been reviewing newspaper accounts and other sources, to create context and chronology. 2. Looking for patterns in station design, size, and materials. 3. Original (1923-24) drawings from NPRR archives (electronic – don’t print well), and MSU Special Collections (same drawings, print well). CTA to LMG provide MH with a disc of the drawing TIFF files. 1924 as-builts (they supposedly reflect the actual construction), so they’re more accurate than most construction drawings. CTA has found that there are, however, variances in dimensions (actual v. drawing); for instance, were the dormers ever built.
D. Discussion of Site History 1. Bob Pavlic has old pre-addition photo. He’s in the adjacent building, to the southeast. 2. CK referred to 1920s letter from city to NPRR - want to install water meter for steam engines; the RR had been using city water. 3. MH: This station is atypical - not a lot of commonality with the other stations - not normal procedure. a. NPRR had a series of towns as major destinations, and small rural Page 1 of 4
411 E Main St., Ste. 101, Bozeman, Montana 59715 406. 556. 7100 Fax: 406. 585. 3031 http://www.ctagroup.com E-mail: [email protected]