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05/21/2002, 1 - HISTORIC SOUTHERN PACIFIC FREIGHT WAREHOUSE REHABILITATION REPORT
council " ft D May 21,2002 j acEnaa nEpont i`=b. CITY OF SAN LUIS O B I S P O FROM: Mike McCluskey,Director of Public Works � Prepared By: Peggy Mandeville, Transportation Associate fM SUBJECT: HISTORIC SOUTHERN PACIFIC FREIGHT WAREHOUSE REHABILITATION REPORT CAO RECOMMENDATION: 1. Receive report on the structural, historical, architectural and probable cost assessment for rehabilitation of the Southern Pacific Freight Warehouse and direct staff to proceed with the development of plans for architectural review, environmental review and construction documents. 2. Direct staff to pursue other grant monies to help pay for the rehabilitation of the freight warehouse and encourage the San Luis Obispo Railroad Museum (SLORRM) to also pursue grants and other funding sources. DISCUSSION Background In 1999, the City applied for and received a Federal TEA grant for $440,000 to rehabilitate the historic freight warehouse building. The grant required an 11.5% ($57,175) City match of which $8,600 has been appropriated from the General Fund for design services. On March 6, 2001 the City Council authorized the distribution of Request for Proposals(RFP's) for the Historic Southern Pacific Freight Warehouse rehabilitation and the CAO to execute a contract if the proposal was within the budget of$75,000.00. The staff report indicated that the amount of funding currently available would not be sufficient to fully rehabilitate the building because what. had started as a "building stabilization and partial restoration project has evolved into a turn key project for the San Luis Obispo Railroad Museum (SLORRM), with SLORRM supporting the cost of interior tenant improvements only. The RFP included a requirement to produce cost estimates at an early stage of the design so the cost implications of the rehabilitation could be fully realized. The request for proposals included a range of design services from preliminary design through the preparation of construction documents. During the interview process, it became apparent that the cost of the building rehabilitation (and associated design services) could differ.dramatically depending on the outcome of the building's assessment. This new information could dramatically affect the City's ability to fund the complete project. To address this issue, staff divided the design services for this project into two components: 1-1 1 Council Agenda Report:Southern Pacific Freight Warehouse Rehabilitation Report Page 2 Component A: Building assessment, a workshop with key stakeholders,estimate of probable cost and a presentation to the City Council. Component B: Environmental review, review of the design by the Architectural Review Commission, completion of construction drawings, and continued requests for grant monies. Staff is requesting direction from the City Council prior to proceeding with Component B. Consultant services for both components is anticipated to remain within the budgeted$75,000.00. Summary of Rehabilitation Report Over the past nine months, the City's consultants (led by RRM Design Group) have performed a variety of tests on the freight warehouse building to develop an assessment of the building's state and determine what work is necessary in order to rehabilitate the building for use as a railroad museum and bus drivers lounge (as required by the grant funding). This information was used to prepare an estimate of probable costs. The good news is that the building "looks" in worse shape than it actually is, therefore, the consultants are recommending that the building be rehabilitated, not reconstructed. Although the building has dry rot, a leaky roof, lead based paint, and asbestos in the asphalt flooring,the building is in relatively good shape for being over 100 years old. What makes this building unique among railroad buildings is that it is located on a raised platform. This unique feature however complicates rehabilitation efforts because stairs,railing and a handicap ramp must be added to accommodate the museum use. Additionally the change of use from storage to museum will necessitate the removal of the interior asphalt flooring that cannot be used for health and safety issues. A summary of the report's findings include: 1. Structural issues. The building does not have a foundation, nor is it braced to the building platform, the sill plates are rotting, there are no shear walls to prevent the building from collapsing in an earthquake, and the roof trusses are not adequately attached to exterior walls. 2. Hazardous Materials. Asbestos was found in the asphalt flooring and lead based paint was found in the building's exterior paint. 3. Historic Features. Deteriorated or missing architectural features include redwood rain gutters, windows, freight doors and hardware, freight destination labels on interior walls,and roofing material. 1-2 Council Agenda Report:Southern Pacific Freight Warehouse Rehabilitation Report Page 3 4. Occupancy Issues. A change of occupancy from storage use to a museum will require the installation of fire sprinklers,utilities,a handicap ramp,and restrooms. The bad news is that the rehabilitation is much more costly than expected. Significant costs include hazardous material removal, selective demolition, structural renovation, and foundation work. The consultant estimates a total cost of$1,420,191.00 to rehabilitate the building if all the work can be completed as a single project and the necessary funding is available: In this scenario, the work would be completed by the Fall of 2003. If the work is spread out into three phases(which may be necessary because currently there is not adequate funding to complete the entire project), the rehabilitation cost increases to $1,981,327.00. The cost increase is a result of an estimated 5% per year cost escalation and inefficiencies associated with breaking up the project into three separate smaller projects. In this scenario, it is assumed the necessary funding for each phase can be allocated to the project when necessary and the project would be completed by the Fall of 2005. Phase 1- Studies to date and immediate building stabilization efforts $ 4249866 Includes materials testing and inspection; building assessment report; planning and engineering services to date; abatement of exterior paint and asphalt surfaces; replacement of sill plates; new footings and stem wall around building perimeter; roof patching; extension of utilities to proposed mechanical room; installation of conduit in concrete stem wall; and preparation on construction plans for Phase 1. Phase 2- Structural and architectural work $ 523,311 Includes removal of interior paint; removal and replacement of metal roofing material; construction of shear walls; repair of roof trusses; repair and/or replacement of wood siding; reconstruction of wood windows; installation of redwood rain gutters and temporary downspouts; exterior painting; installation of new exterior doors; repair of faVade at SW corner of the building; and preparation of construction plans for Phase 2. Phase 3- Building upgrades such as restrooms,ramping and utilities $1,0339150 Includes removal of interior asphalt flooring; construction of new interior walls, flooring, and restrooms; installation of new railing, ramping and stairs; repair of dock edging and platform; interior painting; reconstruction of dock doors; drainage improvements; renovation of the existing freight scale; installation of electrical, phone,fire, mechanical, plumbing and alarm systems; and preparation of construction plans for Phase 3. The Federal TEA grant allocates $440,000 to the project with a required 11.5% match of City funds. The City Council has approved$8,600 of General Fund monies to cover the 11.5%required City match for the$75,000 budgeted for design and engineering studies. To date, $34,293 has been approved for the building's assessment report, the stakeholder's meeting, and the estimate of probable cost. 1-3 Council Agenda Report:Southern PacificTreight Warehouse Rehabilitation Report Page 4 Rehabilitation Phasing Scenarios Phase Estimated Cost Completion Date Funds Available? 1 $ 424,866.00 Fall 2003 Yes 2 $ 523,311.00 Fall 2004 No 3 $1,033,150.00 Fall 2005 No 1-3 $1,420,191.00 Fall 2003 No Staff is recommending that the City: 1) Complete all environmental and design documents associated with the project and divide the preparation of construction plans, specifications and rehabilitation work into three phases as described above; 2) Apply for and help SLORRM apply for significant new grants; 3) Proceed with Phase 1 stabilization efforts because the funds are available and there is a need to stop any further deterioration of the building;and 4) If grants are received in time to proceed with all phases of the project at one time, do not phase the project. Review by the Cultural Heritage Committee A preliminary rehabilitation report was presented to the Cultural Heritage Committee on February 25, 2002. At the meeting, the Cultural Heritage Committee determined that the proposed rehabilitation is consistent with the Secretary of the. Interior's Standards for the Treatment of Historic Properties and will not impact the historic, architectural, or aesthetic significance of the freight warehouse building. Community/Stakeholders Meetin¢ Staff has met on several occasions with the San Luis Obispo Railroad Museum (SLORRM) to discuss their plans and needs for the railroad museum. Preliminary plans were presented to SLORRM, Caltrans (due to the project's Federal funding component), and the Central Coast Area Transit(for review of the required bus drivers lounge). After receiving input from these groups,the schematic plans were changed to reduce the number of handicap ramps from two to one and the number of bathrooms from four to two for cost savings purposes. On February 28, 2002 a community meeting was held at Fire Station One to review the building rehabilitation findings and recommendations. Although several members of SLORRM were in 1-4 I Council Agenda Report:Southern Pacific Freight Warehouse Rehabilitation Report Page-5 attendance, only one member from the public attended. Staff equates this low attendance to working closely with the stakeholders prior to the meeting. FISCAL EMTACTS Directing staff to proceed with the development of plans for architectural review, environmental review and grant applications does not have a direct fiscal impact because the City Council has already earmarked a budget of $75,000 for this work. Funds totaling $497,175.00 (through a $440,000 Federal grant and $57,175 required City matching funds) has been allocated to this project and can be used to stabilize the building as detailed in the estimate of probable cost for Phase One building stabilization. ALTERNATIVES 1. Direct staff to pursue reconstruction efforts in lieu of rehabilitation with the goal of reducing project costs. Staff does not recommend this alternative because it conflicts the Cultural Heritage Committee's recommendation for rehabilitation and may not result in a significant cost savings. It is difficult to determine if there would be a cost savings by reconstructing the building because new construction has different code requirements (ie. Uniform Building Code and Americans with Disabilities Act)from that of historical rehabilitation work. 2. Direct staff to proceed with plans for Phase One building stabilization(which has funding) and not proceed with plans for architectural and environmental review (Component B) until such time as additional funds become available for the building rehabilitation. Staff does not recommend this alternative because approved architectural, environmental and construction documents can be used in applications for grant funding. 3. Direct staff to discontinue work on the project until additional funding becomes available. Staff does not recommend this alternative because grant monies allocated to this project would be lost. ATTACHMENTS 1. Historic Southern Pacific Freight Warehouse Rehabilitation Site Plan(rehabilitation reports are included in Council members packets and available for review at the Public Works Department, 955 Monro Street) 2. CHC Meeting Update L\Council Agenda ReportsTreight warehouse rehab reportdoc 1-5 Attachment 1 $d Z o 0 Q .N a' 16 � O .N i i i m o m � i 10 i ! vJ DEI 13 EID ' Q H aC Do 01 49 3 < W al IL W 1-6 H Meeting U Febru 25 2002 CHC g date p Attachment 2 Page 3 to continue the item to allow staff and the architect to address the concerns noted. DISCUSSION ITEMS: 4. 950 High Street. Review Historic Southern Pacific Freight Warehouse Rehabilitation Study and Recommendations for its Adaptive Reuse as a Railroad Museum and Transit Support Facility. City of San Luis Obispo, Applicant. Jeff Hook and Peggy Mandeville gave background information and introduced Kyle Harris, architect, Lex Palmer, historian, and Marsha Walthers, construction advisor. Mr. Harris explained the project and reviewed details of the Rehabilitation Study submitted to the Committee. Arnold Jonas, representative of the San Luis Obispo Railroad Museum, emphasized the need to involve the warehouse's proposed users, design team and the City in its design. Committee member Carr stated that in addition to features listed on pages 23-24 of the Report, the following building features should be considered "character defining':, Doorways, loading platforms, exterior siding, interior volume (vastness) of building, shipping office treatment, and building orientation. She was concerned about the need to preserve historic surfaces and details in the building. Other committee members agreed. Discussion followed various building features. Mr. Harris noted it was their intent to return to the CHC for review of detailed plans. On a motion by Committee member Wheeler, seconded by Committee member McMasters, the Committee supported action alternative 1 in the staff report and determined that the proposed project is consistent with the Historic Preservation Program Guidelines and Secretary of the Interior's Standards For Rehabilitation and will not impact the historic, architectural or aesthetic significance of the freight warehouse building, and referred the project to the Architectural Review_ Commission with a recommendation to approve the project as proposed, based on findings that. i. The recommendations for rehabilitation are consistent with the guidelines that call for rehabilitation of the freight warehouse (and not reconstruction) as the most appropriate treatment: ii. The recommendations for rehabilitation are consistent with the guidelines that call for the preservation of historic materials and character-defining features such as the freight, scale, sliding freight doors, and freight destination stenciling. iii. The recommendations for rehabilitation are consistent with the guidelines that call for the structure to meet accessibility requirements under the American with Disabilities Act of 1990 while minimizing material loss and visual change to the historic building. 1-7 i I ' 'f $n[lumin-• T � � :r � �.:(y':�[ � T � ✓7: P� 7 X11 "te'''e y s' ^, ;• � � - � I. IF- 1�j1 Pt� City of San Luis Obispo I Historic Southern Pacific Railroad Freight Warehouse Rehabilitation Report i I May 10, 2002 I I I IRRM DESIGN GROUP i I CITY OF SAN LUIS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study ' TABLE OF CONTENTS ' 1. Existing Facility......................................................................................................2 BUILDINGHISTORY..................................................................................................................................2 USEOF EXISTING FACILITY....................................................................................................................2 IPROJECTED USE OF RENOVATED FACILITY.......................................................................................2 II. Architectural Considerations & Recommendations...........................................3 I BUILDING INTERIOR AND STRUCTURE............................................................................................... 3 EXTERIOR RECOMMENDATIONS........................................................................................................... 6 111. Structural Considerations & Recommendations —Taylor and Syfan...............8 I TRUSSES/VERTICAL SUPPORT.............................................................................................................. 8 LATERALSUPPORT................................................................................................................................... 8 FOUNDATIONS............................................................................................................................................9 ICONCLUSION............................................................................................................................................ 10 IV. Materials & Geotechnical Findings —Earth Systems Pacific...........................I i ISUMMARY................................................................................................................................................. 18 V. Historical Findings & Report— Lex Palmer......................................................20 I 1.0 INTRODUCTION............................................................................................................................... 20 2.0 PROJECT DESCRIPTION.................................................................................................................20 3.0 PREVIOUS RESEARCH....................................................................................................................20 I 3.1 HISTORICAL RESEARCH................................................................................................................20 4.0 FIELD DOCUMENTATION..............................................................................................................21 5.0 SAN LUIS OBISPO RAILROAD HISTORY OVERVIEW..............................................................21 5.1 FREIGHT WAREHOUSE CONSTRUCTION HISTORY................................................................22 I 6.0 PERIOD OF SIGNIFICANCE AND INTERPRETATION................................................................23 6.1 CHARACTER-DEFINING FEATURES AND FINISHES................................................................24 7.0 DETERMINATION OF INTEGRITY LEVEL..................................................................................25 I 8.0 RECOMMENDATIONS.....................................................................................................................25 9.0 STANDARDS FOR REHABILITATION..........................................................................................26 10.0 APPENDIX D.....................................................................................................................................27 11.0 REFERENCES....................................................................................................................................27 IVI. Probable Cost Outcome.......................................................................................29 IAppendix ......................................................................................................................36 I l of 36 CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I I. Existing Facility E BUILDING HISTORY The original building was constructed in 1895 by the Southern Pacific Railroad. At the time, the railroad was the primary resource for shipping goods and products into San Luis Obispo. The I building was placed adjacent to the tracks and housed the warehouse and office functions associated with the railroad business. USE OF EXISTING FACILITY The structure is'currently leased by Daylight Gardens, a local retail establishment in San Luis I Obispo, to warehouse their merchandise. Over the last several years the structure has fallen into disrepair, which is the one of the elements driving this study. Earth Systems Pacific has completed the material testing and the findings (Section IV) are included in this report. The ' Historical Assessment (Section V) in this report deals with the constraints of the historic nature of the building. PROJECTED USE OF RENOVATED FACILITY The City of San Luis Obispo has entered into an agreement with The San Luis Obispo Railroad ' Museum for the facility to become the new Railroad Museum. The details of this agreement provide a space for the museum to operate but do not fund the operation. The agreement also stipulates that a space is to be provided for the transit workers to have a layover area with a lounge and restrooms. The scope of the City's involvement will be the rehabilitation of the structure and utility services and make the building habitable. The SLO Railroad Museum and the Transit Authority will be responsible for the tenant improvements in their respective areas. ,1 v - i _ � - Pap�oF thorn Poe1f1�Ra,kaaa. � . ti a _ l; 2 of 36 J CITY OF SAN LUIS OBISPO J Historic Southern Pacific Freight Warehouse Rehabilitation Study JH. Architectural Considerations d& Recommendations l BUILDING INTERIOR AND STRUCTURE J Our initial investigation of the old railroad warehouse structure took place in July 2001. During the course of investigation, several interesting and unique features were found. The single story l wood frame structure contains a built-in freight scale that is architecturally and historically J significant and can be renovated to working status in the overall J upgrade of the facility. Also of note are the sliding freight \ doors, exterior wood siding and J the various interior treatments \> and overall spaciousness of the structure. There are also a number of sheet metal walls inside the building, indicating that the space may have been used as a J cooler to store perishable freight. This concept needs to be further explored in the Jdevelopment of the interior Redwood rain gutters are a significant character-defining layout and space definition. element The sheet metal roof is another important character defining element, which should be retained or replaced with "in-kind" materials. Achieving this may be a challenge given current construction methods and building J codes. Adequately waterproofing the sheet metal to prevent leakage into the museum is a major concern. ——� The main structural elements of the building, such as wood substructure, brick ( retaining walls, posts and trusses, metal / tension rods are historically significant and will be retained in the final design documents. Other character-defining architectural i" features include the existing wood rain J gutters, concealed down spouts, and ibrackets under the wide eaves typical to the period. These features are intended to be l restored and/or replaced where they have J Decorative brackets support wide eaves been removed. J 3 of 36 CITY OF SAN LUIS OBISPO J Historic Southern Pacific Freight Warehouse Rehabilitation Study J Of particular concern is the southern portion of the building. This area has been added onto the original structure and has settled substantially. The Structural and Materials Engineers have recommended stabilizing and rebuilding this area of the facility. (Refer to Earth Systems Pacific Jsummary, Section IV.) Another area of concern is the degradation of the J _ original sill plates on the majority of the perimeter walls. The sill plate and posts are in direct contact with the built-up platform base and do not appear to be treated with a corrosive inhibiting material. We recommend replacing the entire perimeter sill. plate and extending the new concrete �L foundations above the existing floor level by J y approximately 12" to 18" to allow a new, more sound structural connection between the existing walls and platform base. The new concrete J Settling of southern portion of the building foundation will also allow for electrical conduit seen from the West and boxes to be installed without degrading the historical appearance of the walls by running the conduit overhead and down the exposed stud framing. (See Structural details 1 and 2 in PS-5 — J Appendix B). It is also recommended that the floor area and sub-floor (pit) around the freight scale be shored and reinforced prior to installing the new colored concrete floor. J V � J V,• cs e Deterioration of perimeter sill plate &post bases ] A third area of concern is the floor surface. While historic in nature, the tar sand asphaltum has tested positive for asbestos. The floor itself while relatively level, has some irregularities that J could prohibit wheelchair and ambulatory disadvantaged people from accessing the facility. It is recommended that the existing floor surface be completely removed and replaced with colored concrete to mimic the existing floor, while complying with all safety codes. By installing a new J floor slab, it is possible to install power, data and communications boxes in the new floor surface for the future use of the Railroad Museum. 1 4 of 36 CITY OF SAN LUIS OBISPO JHistoric Southern Pacific Freight Warehouse Rehabilitation Study J The historic nature of the interior walls, ceilings and doors is intended to be kept in tact as far as possible J a ! and restored to an "as used" state. The bead-board walls and tongue and groove ceilings in the offices on the J North of the building should be protected and restored during the renovation process. JThe schematic floor plan following this section of the report shows the J �) intended layout for the new Railroad J Museum and Transit Layover. The 1 Existing wall and ceiling materials to be restored schematic configurations were J derived by meeting with key J and preserved in place representatives of each group and discussing the needs and potential Jimprovements for each type of space and function. John Marchetti, a local civil engineer and member of the Railroad Museum, had prepared some initial space layouts. These studies were given to RRM Design Group as a basis from which to proceed with a conceptual design. As Jmany of the existing door and window openings as possible J should be utilized to provide access and visibility to the space. The existing door hardware and J structural elements should be preserved and renovated as required to enhance the historic J qualities of the building while allowing public use and access. 1 J J 5 of 36 i CITY OF SAN LUIS OBISPo ' Historic Southern Pacific Freight Warehouse Rehabilitation Study I The required mechanical and electrical ! °E, support spaces will be shared to conserve '+ space. New utility stubs to the building I were installed during the recent parking lot project. The main electrical room should be located at the southwest comer for ease of access. e n One of the most notable exterior character- defining features is the Pacific Coast Railway coach window (ca 1870). This feature, according to the draft Historical ' Assessment, should be "retained in the highest degree possible" to highlight the Existing door hardware and one example of building's historic character. Ioriginal signage to be restored and preserved EXTERIOR RECOMMENDATIONS ?• ' In order to facilitate access to the building, an access ramp and stair will need to be installed at the north end of the building to allow the users to enter ' the building from the dock elevation (approx. 38" above the current walks). A stair will also be - �} installed at the south end. I Railway Coach Window The exterior paint has been tested and ' determined to contain lead. The paint will have to be removed according to current ' abatement standards before any work can be done on the exterior of the building. Several recommendations and documents are available for the process of removing and abating lead paint on historic buildings (see Appendix A). The exterior surfaces can then be repaired and restored, including painting with modem, non-harmful coatings that reflect the historic color and original "as constructed"design. ' 6 of 36 CITY OF SAN LUIS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study Repair of platform edge as ' mentioned in the Materials and ; Geotechnical Findings section, ; ' I is another area of concern. V t t The existing rail at the edge of the platform has sloughed off T_ ' and has allowed water and debris to penetrate the subsurface of the platform. While installing the new concrete slab mentioned earlier, the platform edge should be repaired and if necessary, replaced with new, -� ;;;ait.. �• historically correct steel railing r ' ' that will be structurally anchored to the platform. Existing steel rail at platform edged should be repaired ' and structurally anchored to the platform. ' Additional Testing On May 1St, 2002, Earth systems Pacific conducted in-place masonry brick shear testing. This ' testing was conducted at the request of Tom Baasch, Chief Building Official of the City. The test results are included in the Materials Testing Section of this report. ' Upon discussion with the structural engineer, Rye Syfan, the results are"spectacular" according to Rye, for a building of this type and age. He sees no need for additional modification to the existing foundation. I ' 7 of 36 CITY OF SAN LUIS OBISPO JHistoric Southern Pacific Freight Warehouse Rehabilitation Study JIII. Structural Considerations & Recommendations —Taylor and Syfan JTRUSSES/VERTICAL SUPPORT The existing roof trusses are adequate for the existing loads. It is not planned or recommended J to install any additional loads. However, any additional loading on the structure such as plywood sheathing, additional roofing, and/or insulation will require upgrading the truss connections and the flat top chord member. Connections may also require new plates and bolts J depending on the extent of the increase in roof loading. The truss elevation on sheet PS-5 shows our preliminary.recommendation. All roof trusses will require this strengthening if additional _l-• - _ loading is applied. We do not recommend creating a storage area within the attic area of the trusses. The trusses cannot handle a t load of this magnitude and would have to J _ be reconstructed. The existing two 2x posts supporting each Jtruss should be replaced with a new 4x6 r . post as shown on the plans. A recommended post to truss connection detail can be seen in detail 3 on sheet PS-5 �^L 6 T (Appendix B). All damaged members (i.e. rotted)will also need to be replaced. J Certain door openings in the structure have been widened. At these locations the existing two � g 2x truss supports are removed and the end of the truss is cut off and placed nearby at the edge of the door. In these cases, the door headers will need strengthening if any additional loading is added to the roof. JLATERALSUPPORT To properly strengthen the 5,000 s.f historic warehouse for seismic and wind loads, it is recommended that shear walls be incorporated into the building. In the long axis of the structure (153 lineal feet), four walls will need to be added (two on the west side at each end and two on the east side at each end). In the short axis of the building (33 feet), five walls will be necessary (two exterior on the north and south sides and three interior). Each shear wall will require holdowns as noted on the plans (sheets PS-2 & PS-3 — Appendix B). These shear walls will be applied to the interior of the structure as to preserve the exterior integrity of the historic railroad warehouse. A continuous double top plate will also be necessary; any damaged (i.e. rotted) existing members will need to be replaced and proper nailing or strapping will be required as shown in detail 5 on sheet PS-5. 8 of 36 J - CITY OF SAN LUIS OBISPO JHistoric Southern Pacific Freight Warehouse Rehabilitation Study We do not anticipate having to add plywood to the roof, given our recommended shear wall layout. Some cross bracing may be required; however, this could easily be done with tie-rods due to the low stresses involved. J FOUNIDATIONS JThere are two distinct foundation conditions. The first occurs along the loading dock portion of the building (the north and east sides). We propose to add a new concrete curb that will be -j drilled and epoxied into the existing unreinforced masonry foundation. All existing studs resting J on this new curb will need to be cut to remove the rotted portion. The curb will be carried up l to a height above the rot line of these studs, a J new pressure treated plate provided, and the existing studs reattached. A 4" concrete J topping slab will replace the existing asphalt j floor. Please see detail 4 on PS-4. Also note that a new steel railroad rail should be added at the slab edges of any new features such as ramps to be compatible with the existing 1 historical condition. J The second foundation condition occurs along ' the south and west sides where the walls bear 1 on the edge of the asphalt platform. A new concrete footing will be required here with an 18" J minimum depth into the existing undisturbed soil. (See detail 2 on PS-4.) Just as in the first J condition, the footing will need to be constructed with a curb carried up to a height to replace the rotted wall studs and sill plate. J A freight scale exists on the inside of the warehouse in the northeast region of the plan. The pit for the scale which can be viewed by lifting some floor boards is formed by a wood retaining wall that is rotted at the top; additionally, sand and gravel backfill are coming through the spaces J ` _ between the planks. We recommend a new concrete pit that will tie into the new 4" thick concrete floor slab. Detail 5 on PS-4 shows this - condition. The southwest portion of the structure has a raised \ c� wood floor supported by a wood substructure. This is the area of the warehouse that used to be a ramp leading up to the train loading dock. This wood substructure is rotting where it is in contact with the ground. A new concrete footing and stem wall around this area including new concrete piers at each floor support post will be necessary. 9 of 36 i CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I Caltrans / CHC have suggested maintaining this structural feature, and additional research will be required before recommendations can be made. We also recommend the addition of three new continuous interior footings at the location of the interior shear walls (see LATERAL SUPPORT section of this report). Detail 3 on sheet PS-4 (Appendix B) shows this situation. I CONCLUSION This historic freight warehouse is in surprisingly good shape for being over 100 years old; nevertheless, to bring the building up to the current standards of the Uniform Code for Building ' Conservation, the structural improvements recommended in this report are necessary and crucial to create a safe and habitable historic railroad museum. I This report and the attached plans are preliminary and are provided as a recommended summary of the findings to date. A more thorough and detailed analysis may reveal the need for additional structural strengthening. I I I I ' 10 of 36 CITY OF SAN LUIS OB[sPo Historic Southern Pacific Freight Warehouse Rehabilitation Study ' 1V. Materials & Geotechnical Findings— Earth Systems Pacific The old railroad warehouse that lies between the railroad tracks and the Santa Barbara Street I parking lot is being considered for renovation and potential use as a railroad museum. Observations with respect to aspects of the building materials in the existing structure that would need to be taken into account were made over several site visits. Observations of the building I interior were made on August 24 and September 4, 2001. For purposes of description, the north end of the building is nearest the train station, and the west side of the building faces Santa Barbara Street. The building is a single story wood frame building with posts and trusses. The floor is although asphalt there are a few concrete _•- ---g" f p y;�. __ jr features in the floor such as thresholds at some doorways and possibly footings of old ' improvements that no longer exist. The building is set on a raised platform consisting " Iof a brick retaining wall around the perimeter and asphalt surfacing over the backfill. ' The platform is an exposed loading dock on the north and east sides. On the south and west sides, the building extends to the edge Figure 1 ' of the platform. The retaining wall/loading dock on the east side curves to conform to the sweep of the rail lines in the area. There was probably a railroad siding that enabled trains to unload directly to the loading dock. ' There is a steel railroad track rail that rests on top of the brick wall and provides an edge to the asphalt pavement. The rail is bolted to a "tieback" approximately every 10 feet. The tieback ' consists of a steel rod approximately 5/8 inch in diameter that extends to the inside edge of the brick retaining wall and then bends down behind the wall. An R-meter was used to measure the horizontal length of the tieback under the floor of the building on the west side and it measured 18 inches. y In the one case where the vertical part of the rod was measurable, it was found to be 8 inches long. The rod was originally encased in mortar but the mortar has been broken away in some cases. Some of the rods are broken at the bend Figure 2 (Figure 2). The brick wall is 13 inches (3 bricks) thick. I ' 11 of 36 CITY OF SAN LUts OB1sP0 ' Historic Southern Pacific Freight Warehouse Rehabilitation Study I The south end of the building has a raised wood floor supported by a wood substructure. The raised wood I floor is over the area where a ramp used to be and remnants of the ramp are still under the building. The ' wood substructure is rotting where in k contact with the ground and has settled substantially. I 77 l ' Figure 3 IThe southwest corner of the building is resting on a level area at the top of the ramp. The ramp does not seem to have any r„�w.►---�"`" surfacing material in the locations checked. Bricks were removed to install structure extension over the ramp. I I � _ IFigure 4 I I I I I12 of 36 CITY OF SAN LUIS OBISPo IHistoric Southern Pacific Freight Warehouse Rehabilitation Study IThe posts that support the ends of the roof y trusses are two 2 x 4s sandwiched. Steel r. w ' straps with two or three bolts and/or screws penetrate one of the 2 x 4s. On the east side of the building, straps appear to penetrate the L' asphalt. Excavation was not done to examine the depth of the strap. An R-meter was used ` q�,► to verify that there was no lateral steel embedded in the asphalt in the area of the =" o strap. '; I Figure 5 On the west side of building, the straps that are I attached to the posts extend past the rail steel that forms the edge of the platform. The straps have been cut with a torch and it is not known ' r = how or to what they used to attach. The end of a tieback rod can be seen to the left of the strap. Figure 6 Posts rest (usually) on the base plate. The base ' plate is rotted in some areas. This is on the west side of the building and the strap is on the _ outside of post. -— I f ' Figure 7 ' 13 of 36 CITY OF SAN Luis OBISPO JHistoric Southern Pacific Freight Warehouse Rehabilitation Study Figure 8 shows an area at the exterior of the north end of the building where the base plate has rotted away adjacent to the raised floor in J - the office. Metal tension rods, approximately 7/16 inch in l diameter, rest in grooves on top of the original J diagonal braces. The rods have threaded ends and nuts on top of the rafters and on the inside l of the vertical posts inside building wall. The J downspouts from the wood gutters drain to vertical pipe inside the building and then out J the face of the brick retaining wall. J Figure 8 Four trusses appear to have been previously replaced. The last truss at the south end of the building appears to be original but the J next four trusses appear to be more recent J and do not have the tension rods that the other trusses have. J J Figure 9 ] Figure 10 shows a scale with an approximately 4 x 7-foot platform at floor level is located inside the building. The scale o apparatus is beneath the platform and used to connect to the indicator and balance bar in the adjacent green pedestal. There is a subscale area about 3 feet deep with wood retaining walls that extend under the green pedestal. J Sand/ gravel backfill is coming through the spaces between the retaining wall planks. The floor structure beneath the scale is either rotted or only a framework. Some of the upper wood is also rotted. 1 Figure 10 1 14 of 36 CITY OF SAN LUIS OBISPO J Historic Southern Pacific Freight Warehouse Rehabilitation Study l At the north end of the building are two rooms of what is presumed to have been an office. A J raised floor in the office was probably to provide a dry floor and for the installation of plumbing. The floor was not taken up, but in areas that could be checked the wood floor was installed over l the asphalt of the rest of the platform. Some parts may have had equipment installed and may not J have asphalt below (Figure 11). J V c Figure 12 ! «' The office area at the north end of the building is the only portion of the building with an attic. The two end walls of the attic over the office are not trusses like the roof supports in the rest of the building. The rafters are supported by posts resting on frame interior and end walls (Figure 12). JFigure 11 J The wood members of the structure of J the attic above the offices appear to be sound but there is a variety of nailing O and there have been past modifications (Figure 13). 13 J J Figure 13 J l 15 of 36 J CITY OF SAN LUIS OBISPO J Historic Southern Pacific Freight Warehouse Rehabilitation Study J Figure 14 shows the location where the end of the truss was cut off, apparently to obtain clearance from the doorway. Pieces of truss were installed a few feet J over to provide eave support but do not penetrate to the inside of the building. Tension rods that were part of the diagonal brace were also cut off. JFigure 14 Figure 15 shows one place where the door was widened, as the end of the truss was cut off. Additional eave support was placed nearby at the edge of the door but is not part of a truss. The truss rests on top of the door header in this case. — — — f Figure 15 The northeast corner of the warehouse area appears to have been an interior room. Sheet metal walls indicate that it might have been a cooler. The presence of a J second door into the office indicates that the area was enclosed. There is also an impression in the asphalt that indicates that there may have been an enclosure (Figure o e 16). Figure 16 16 of 36 CITY OF SAN LUIS OBISPO J Historic Southern Pacific Freight Warehouse Rehabilitation Study Two excavations were made adjacent to the retaining wall foundation on the north and l east sides of the building. It was found that J the brick wall rests on approximately 18 inches of mortared quarried stone that J - extends out approximately 4 inches from the face of the brick. The top of the stone footing is approximately 12 inches below J the elevation of the ground surface (Figure 17). 1 J Figure 17 Borings Two borings were manually drilled in the loading dock adjacent to the building. The first, near the north corner of the building, encountered 2 inches of an unknown asphalt mix over sand and gravel. The asphalt mix appeared to be very fine grained with no visible aggregate. The sand and gravel was very firm and included many large gravel/small cobble sized rocks. The sand and gravel was encountered to a depth of 58 inches below the surface. At a depth of 58 inches, a soft dark gray clay soil was found. The clay soil was moist and highly plastic. In the second boring, approximately mid-way along the loading dock, the asphalt was approximately 2.5 inches thick and the clay was encountered at a depth of 60 inches. Both borings in the loading dock were terminated in the clay layer. A third boring was done adjacent to the loading dock with a Mobile B-24 drill rig. The third boring encountered a sandy, gravelly fill material in the upper foot and stiff, dark brown clay soil below that. At a depth of 6 feet, soft, weathered sandstone/siltstone rock was encountered. The boring was drilled down to a depth of 10 feet. The loading dock is approximately 42 inches above the ground surface near the third boring so the rock is approximately 9 to 10 feet below the top of the loading dock. Foundations While there are no plans for new foundations at this time, it is likely that some type of new support will be necessary for the building improvements. The sand and gravel fill within the dock area is firm enough to support continuous footings designed using a bearing capacity of no more than 1500 psf total load. The depth of footings should be 18 inches below the top of the asphalt. Any footings adjacent to excavations, such as near the scale pit, will require special consideration. If heavier loads requiring deeper footings or piers into rock are necessary, recommendations for those can be developed once plans are available. l 17 of 36 CITY OF SAN Luis 08isP0 ' Historic Southern Pacific Freight Warehouse Rehabilitation Study I It should be noted that there will be difficulty in constructing clean trenches and maintaining sidewalls in the dock fill material due to the gravel and cobbles that may be present. Evaluation of the strength of the retaining wall around the dock is beyond the scope of this report. The wood ' retaining wall around the scale pit is failing due to dry rot and must be reconstructed or eliminated. SUMivLARY I The majority of the platform upon which the building rests is sound. The retaining walls do not appear to have suffered from settlement or differential movement. The rail at the top of the wall needs to be repaired and a new system of attachment for the rail would be required for its continued use. There are isolated areas of the platform such as around the scale and under the office floors where the backfill of the platform has been disturbed and there is localized instability or lack of compaction. Remnants of utility penetrations in the backfill and through the retaining wall of the platform should be removed or repaired to prevent future erosion or damage. The building was set directly on a pavement of fine-grained asphalt (tar sand). The asphalt compressed over time and left the base portions of the building structure in a configuration where water accumulated and was trapped around the wood of the base plates. This led to dry rot and deterioration of portions of siding, base plates, studs and posts. There does not appear to be any anchorage of the building to the platform that is consistent or effective. ' Except for the south end of the building, where the wood floor above the ramp is present, the structure is relatively level and the walls are vertical. Some of the trusses have been modified I and some have been replaced so the integrity of the system must be evaluated by a structural engineer. The south end of the building will need substantial jacking and complete replacement of the underpinnings including installation of a foundation for the southwest comer. I I I18 of 36 CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study May 8, 2002 IFile No.: SL-12841-SA I Mr. Kyle Harris RRM Design Group 3765 South Higuera, Suite 102 San Luis Obispo, CA 93401 PROJECT: RAILROAD WAREHOUSE SANTA BARBARA STREET, SAN LUIS OBISPO ISUBJECT: In-place Brick Masonry Shear Tests I On May 1, 2002 two in-place brick masonry shear tests were performed on the building located at the referenced address. The tests were performed by the undersigned on the loading dock retaining walls. The tests were conducted in accordance with Uniform Building Code, 1997 ' edition. Results of these tests are tabulated below. Sheared Surface Area Total Load to Estimated % Test No. Location in sq. in., (includes both Failure Collar top and bottom surfaces) lbs. Joint Filled 1 North wall, 16' from northeast corner, 20" below loading dock level 66.0 14,050 70 2 East wall, 20' from southeast comer, 20" below loading dock level 68.0 13,800 55 I Thank you for the opportunity to have been of service. If there are any questions concerning this report, please do not hesitate to contact the undersigned. ISincerely, Earth Systems Pacific Bradley Huggins, Technician IDoc. No.: 0206-045.INS/rl 19 of 36 CITY OF SAN LUIS OBISPO ' Historic Southern Pacific Freight Warehouse Rehabilitation Study V. Historical Findings & Report— Lex Palmer I1.0 INTRODUCTION This draft Historical Assessment for the historic San Luis Obispo Southern Pacific Railroad I freight warehouse was prepared by consulting architectural historian Kevin (Lex) Palmer of Santa Barbara in conjunction with RRM Design Group of San Luis Obispo. The report begins with a project description, followed by a discussion of previous and current research. Field I documentation techniques are then presented. An overview of the San Luis Obispo railroad yard and history of the freight warehouse help frame the ensuing discussion of the period of significance and interpretation. Character-defining elements and finishes are identified, and followed by recommendations for treatment options. 2.0 PROJECT DESCRIPTION ' The City of San Luis Obispo has determined the historic freight warehouse (circa 1895), located in the City's historic Railroad District, is eligible to the National Register of Historic Places (NRNP). The City proposes to rehabilitate the freight warehouse and turn it into a San Luis Obispo Railroad Museum facility. Because the project will use federal transportation funds, it is considered an undertaking (per 36 CFR 800.2[o]) subject to the authority of federal historic preservation law. The City of San Luis Obispo Department of Public Works requires a preliminary structural and historical assessment of the building to develop a draft treatment plan. I The City is applying for additional Intermodal Surface Transportation Efficiency Act (ISTEA) funding, which will be used to complete the final treatment plan for review by the State Historic Preservation Office (SHPO). 3.0 PREVIOUS RESEARCH City of San Luis Obispo Historic Resources Survey members initially recorded the freight warehouse building in 1983, and found the building historically significant. The California Department of Transportation (Caltrans) performed additional research and documentation of the building in 1994 for the study of the proposed San Luis Obispo Railroad Historic District. The I Caltrans report (Pavlik) determined the building to be eligible to the National Register of Historic Places, and placed its construction date at circa 1895. ' 3.1 HISTORICAL RESEARCH The physical evolution of the Pacific Coast Railway and Southern Pacific Railroad yards is well- documented (Pavlik 1994; Signor 1994; City of San Luis Obispo 1998). The current research I effort focused on locating historical images, floor plans, and records for the freight warehouse building, to assign a period of significance, and determine what degree of alterations had occurred. Research facilities consulted include the San Luis Obispo County Historical Society, California State Railroad Museum, Los Angeles Public Library Main Branch, San Luis Obispo Public Library History Room, City of San Luis Obispo Community Development History Archive, and the South Coast Railroad Museum. Contacts were also made with individuals from the Southern Pacific Railroad and San Luis Obispo Railroad Museum. This research was incorporated with the field documentation results. Historic images of the freight warehouse during its period of use could not be located. Available images of the San Luis Obispo railroad ' yards are characterized by views of the depots, rolling stock, and roundhouses. While some overviews depict the building (Signor 1994), they do not provide enough detail to be of use. ' 20 of 36 CITY OF SAN LMS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study ' 4.0 FIELD DOCUMENTATION Documentation of the freight warehouse existing conditions took place between 5 April and 25 July 2001. Extensive changes have occurred on the surrounding setting to the north, south, and I west. This included building over the concrete ramp (see Appendix D, Plot Plan) and features that led to the warehouse and the installation of a parking lot. Our inspection focused on the identification of exterior and interior character-defining elements, integrity levels, and I determination of structural stability the building retains. We achieved this through our inspections, a review of previous site records, Sanborn Fire Insurance maps, and the materials testing and structural inspection report(Sims 2001). I5.0 SAN LUIS OBISPO RAILROAD HISTORY OVERVIEW Rail service to San Luis Obispo began in 1874 with the arrival of the Pacific Coast Railway ' (PCR). The new line linked San Luis Obispo to Port Harford, where a wharf serviced passenger and cargo ships. The PCR yards were established at the intersection of Broad and South streets (City of San Luis Obispo 1998:18). The Southern Pacific Railroad (SPR) began construction of I the San Luis Obispo yards and roundhouse in 1894. The SPR donated land to the PCR to construct the freight warehouse and a transfer platform to facilitate cargo handling (Best 1964:47; Community Development files). The SPR Coast Line was completed in 1901, linking San Luis Obispo with Los Angeles and San Francisco. The PCR and SPR serviced the city until 1930, when the PCR succumbed to fiscal problems. The Southern Pacific Railroad adopted the freight warehouse and other PCR 2V buildings, and demolished the PCR 21 roundhouse. 22 ' .� ,:.. The onset of World War II and establishment of the army training = � Camp San Luis Obispo marked a huge 6 increase in San Luis Obispo rail traffic. Steam locomotives were phased out in 1957, and the Southern Pacific Railroad demolished the remaining roundhouse. Over time, the yard area declined and became unsavory. Local residents ' - T-J '`.� \ '• ° worked with the City of San Luis �� _ ``* .� . ;< �'•, Obispo to clean up the area (City of San Luis Obispo 1998:18). A Caltrans ' zl report recommended creation of the San '�B/ Luis Obispo Southern Pacific Railroad Historic District in 1994 (Pavlik). The 3 City of San Luis Obispo Community Development Department issued design and preservation guidelines in the .: __,-__ Railroad District Plan (1998), which ;o-_. "°'° 24 �' advocated preservation of the freight IFigure 18 warehouse. ' 21 of 36 CITY OF SAN Luis OBISPO ' Historic Southern Pacific Freight Warehouse Rehabilitation Study I 5.1 FREIGHT WAREHOUSE CONSTRUCTION HISTORY The Railroad Vemacular-style freight warehouse was constructed circa 1895 on Southern Pacific Railroad (SPR) land (Best 1964:47; Pavlik 1994). Strategically placed, the warehouse lay I between the Pacific Coast Railway (PCR) to the west and SPR tracks on the east elevation. The West Coast Land Company built the warehouse to facilitate freight transfer between the PCR and SPR (Community Development files). Chauncy Hatch Phillips, a former San Luis Obispo ' banker who founded the West Coast Land Company, played a significant role in managing and financing the PCR (Nicholson 1980:n.p). Phillips developed towns like Templeton through the land company (Krieger 1990:78-81; Community Development files). Phillips is a significant individual in San Luis Obispo County history through his involvement with the Pacific Coast Railway, banking, and real estate development. As with any historic building, the freight warehouse fabric mirrors an evolution that extends over a century. The building illustrates the transition from the Pacific Coast Railway to the Southern Pacific Railroad. A 1909 Sanborn Fire Insurance map (Figure'18) depicts the freight warehouse. ' An office is portrayed on the north end of the building. The PCR used asphaltum from the Price Canyon deposits to cover the floors and build the platform, a practice utilized on walks and driveways around the 1893 PRC depot (Johnson and Westcott 1998:107; Community Development files). The Sanborn map indicates a 4-foot-high bituminous rock platform surrounded the warehouse and extended north to a freight shed. A ramp existed on the south end of the feature (1909 Sanborn map). The platform incorporated steel rails from the Scranton, ' Pennsylvania steel mills with bricks and concrete (Norris 1987:33; Sims 2001:10). A 1926 Sanborn map (Figure 19) provides information on the building prior to the failure of the ' Pacific Coast Railway in 1930. A roof had been constructed over the northern platform between the warehouse and freight shed after 1909 (1926 Sanborn; Southern Pacific Drawing 6992). An ' inclined ramp had been constructed on the warehouse south elevation, dating this feature between 1910 and 1925. ' A set of plans located at the California State Railroad Museum provide the most detailed rendering of the building(Appendix D). Known as Building 6526, Southern Pacific proposed to extend the north elevation and install toilets in 1944 (Southern Pacific Drawing 6992). Based on ' the current floor plan, the extension proposal was not accepted. A sliding freight door on the west elevation was moved south to accommodate the installation of a toilet, which is evident in the exterior fabric. The warehouse interior has been altered several times in the course of the ' building's history, but the,precise chronology of alterations is difficult to trace. The 1944 plans indicate the freight office had a record room and scales. Southern Pacific removed the shed roof on the north elevation after the war (Figure 20) (1982 Southern Pacific plans). The remainder of the concrete and asphalt platforms have been removed more recently. The most substantial impact to the building's integrity has been through vandalism, which has altered the door and fenestration fabric. This has been compounded by poor quality repair work and the effects of weathering. 1 22 of 36 CITY OF SAN LUIS OBisPO ' Historic Southern Pacific Freight Warehouse Rehabilitation Study 6.0 PERIOD OF SIGNIFICANCE AND INTERPRETATION The building evolved under the direction of the Pacific Coast Railway from circa 4._ \`� 1895 to 1930. The railroad played a G �� significant role in the 19 Century ' { development of San Luis Obispo. Local agricultural and mining products could be �' 'y%yNTL shipped from Port Harford to outside markets, and manufactured goods could be imported and sold by local merchants. *: \ The freight warehouse is associated with Chauncy Hatch Phillips, a locally - —,T- — important individual who financed and managed the Pacific Coast Railway, and .. ,,.. founded the West Coast Land Company. I �.. - ••..,., The association with San Luis Obispo transportation history and circulation patterns is further strengthened by the o-' 4�. �� • building's role as a transshipment point between the Pacific Coast Railway and Southern Pacific Railroad. Finally, the warehouse played a role in the San Luis Obispo yards during World War I1, a period of great activity. 1 ' Figure 19 The primary period of significance ' and interpretation is associated with the Pacific Coast Railway ' tenure from circa 1895 to 1930. - - The second period option would be from 1941-1945, when the building was altered in 1944 to 1 accommodate the high volume of freight associated with the World War II effort. ti ' Figure 20 ' 23 of 36 CITY OF SAN LUIS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study ' 6.1 CHARACTER-DEFINING FEATURES AND FINISHES United States Secretary Standards for Rehabilitation (1995) of historic resources recommends I that architectural character-defining elements including location and orientation be retained in the highest degree possible. These elements are important in highlighting the overall historic character of the warehouse. I - Exterior features and finishes include the Pacific jCoast Railway coach I _ window (1870's) located on / the west elevation (see ' Plans, Appendix Q. The roofline character-defining features include the ' redwood rain gutters, brackets under the wide �— eave, and corrugated metal panels that give the building ' an industrial feel. The �- exterior sliding wooden freight doors serve as a I -- reminder of the building's original function. ' While the interior floor plan Figure 21 has evolved over a century of use, a number of I character defining elements exist. The freight scale is an important feature that should be retained and restored. The interior roof bracing and tie rods also lend to the industrial feeling the warehouse presents (Figure 21). ' Exposed corrugated panels, i '« plumbing, electrical fixtures and 4+ outlets, rail dock edging and floor ' material, and rough framing are part of the industrial character-defining f elements. The tongue-and-groove ' wall cladding in the former office is , �, ; a reminder of the building's function. AY Finally, the freight destination I stenciled on the interior of the west freight doors ("Morro Bay," "Avila" to name a few) (Figure 22) are Ifinishes associated with the Pacific Coast Railway. These stencils must ' be treated by a professional Figure 22 conservator to insure their retention. I24 of 36 i CITY OF SAN LUIS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study I 7.0 DETERMINATION OF INTEGRITY LEVEL This preliminary study addresses integrity levels and treatment options for the warehouse building. Complete documentation of the existing conditions is required prior to the initiation of I any work to avoid damaging features associated with the period of significance. We recommend that a Historic Structure Report be prepared for the building. This would involve large format black-and-white photography of the interior and exterior by a professional photographer and I qualified architectural historian using Historic American Building Survey standards. Historic Structure Reports are employed as a management tool to address maintenance needs, and serve as a record for future decisions. They can also serve as a public information document. We I additionally recommend that potential historical archaeological resources located underneath the building be considered prior to any foundation work. —`- 11 Overall, the building retains i' sufficient physical integrity to convey its primary period of I significance. We recommend a r rehabilitation approach that would repair elements in poor condition I using in-kind materials and techniques, and replace features � ) that are missing (i.e., wood rain I gutters, galvanized metal roof, s etc.). A Historic Structure Report would detail such problem areas I and make specific preservation recommendations and treatment options for each element of the building. ' Figure 23 Of greatest concern are the vandalized wooden sliding freight doors and window muntins. While the west fagade doors retain a high degree of integrity, the ' east elevation doors retain approximately 50 percent of integrity. The window muntins have deteriorated due to the glazing being vandalized which allowed the sashes to break down (Figure 23). ' 8.0 RECOMMENDATIONS We recommend the building be treated using a rehabilitation approach. A Historic Structure I Report following National Park Service standards, in tandem with the HABS level photography would properly document specific existing conditions, give specific preservation recommendations using the Secretary of the Interior Standards and Guidelines, and serve as a ' public information document on the Railroad District project. All treatment options should be dovetailed with the City of San Luis Obispo Architectural Guidelines for the Railroad District, and State Historical Building Code. During the rehabilitation effort, a qualified architectural historian should confirm that the building fabric is being treated using Secretary of the Interior Standards and Guidelines. A professional conservator should be retained to insure the interior 25 of 36 I CITY OF SAN LUIS OBIsPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I west wall freight destination stencils are properly treated. Potential historical archaeological resources located underneath the building should be considered prior to any foundation work. Applicable National Park Service preservation briefs that must be consulted to rehabilitate the building include: Preservation Brief 10-Exterior Paint Problems on Historic Woodwork(Weeks and.Look 1982); Preservation Brief 17- Architectural Character: Identifying the Visual Aspects of Historic Buildings as an Aid to Preserving Their Character(Nelson 1982); Preservation Brief 18-Rehabilitating Interiors in Historic Buildings(Jandl 1988).- Preservation 988);Preservation Brief 24- Heating, Ventilating, and Cooling Historic Buildings: Problems and ' Recommended Approaches (Park 1991); Preservation Brief 28-Painting Historic Interiors (Chase 1992); Preservation Brief 32-Making Historic Properties Accessible(Jester and Park 1993). IWe have included the following excerpts from the Standards and Guidelines for reference on the rehabilitation approach. ' "In Rehabilitation, historic building materials and character-defining features are protected and maintained as they are in the treatment Preservation; however, an I assumption is made prior to work that existing historic fabric has become damaged or deteriorated over time and, as a result, more repair and replacement will be required. Thus, latitude is given in the Standards for Rehabilitation and Guidelines for I Rehabilitation to replace extensively deteriorated, damaged, or missing features using either traditional or substitute materials. Of the four treatments, only Rehabilitation includes an opportunity to make possible an efficient contemporary use through alterations and additions" (Standards 1995). 9.0 STANDARDS FOR REHABILITATION(from Standards and Guidelines) 1. A property will be used as it was historically or be given a new use that requires minimal change to its distinctive materials, features, spaces, and spatial relationships. 2. The historic character of a property will be retained and preserved. The removal of distinctive materials or alteration of features, spaces, and spatial relationships that ' characterize a property will be avoided. 3. Each property will be recognized as a physical record of its time, place, and use. Changes I that create a false sense of historical development, such as adding conjectural features or elements from other historic properties, will not be undertaken. ' 4. Changes to a property that have acquired historic significance in their own right will be retained and preserved. I 5. Distinctive materials, features, finishes, and construction techniques or examples of craftsmanship that characterize a property will be preserved. ' 26 of 36 I CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study 6. Deteriorated historic features will be repaired rather than replaced. Where the severity of deterioration requires replacement of a distinctive feature, the new feature will match the old in design, color, texture, and, where possible, materials. Replacement of missing features will be substantiated by documentary and physical evidence. 7. Chemical or physical treatments, if appropriate, will be undertaken using the gentlest means possible. Treatments that cause damage to historic materials will not be used. 8. Archeological resources will be protected and preserved in place. If such resources must be disturbed,mitigation measures will be undertaken. I9. New additions, exterior alterations, or related new construction will not destroy historic materials, features, and spatial relationships that characterize the property. The new work shall be differentiated from the old and will be compatible with the historic materials, features, size, scale and proportion, and massing to protect the integrity of the property and its environment. 10. New additions and adjacent or related new construction will be undertaken in a such a manner that, if removed in the future, the essential form and integrity of the historic Iproperty and its environment would be unimpaired. 10.0 APPENDIX D Southern Pacific Railroad Company Alterations to Office and Sanitary Facilities Freight House, San Luis Obispo, California,August 30, 1944, Drawing 9692, Sketch D, Drawer 46. Located in the California State Railroad Museum, Sacramento, California. i11.0 REFERENCES ISecondary Sources Best, Gerald M. I Ships and Narrow Gauge Rails The Story of the Pacific Coast Company. Berkeley, CaliforniaHowell-North, 1964. City of San Luis Obispo Community Development Department. Railroad District Plan. City of San Luis Obispo, California, 1998. Johnson, Curtiss H., and Kenneth E. Westcott. The Pacific Coast Railway Central California's Premier Narrow Gauge. Los Altos, Califoma:Benchmark Publications, 1998. Krieger, Daniel E. Looking backward into the middle Kingdom San Luis Obispo County. Chatsworth, California:Windsor Publications, 1990. 27 of 36 I CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study INicholson, Loren Rails across the Ranchos. Fresno, California: Valley Publishers, 1980. Pavlik, Robert C. Historic Architectural Survey Report San Luis Obispo Southern Pacific Railroad Historic District 05-633901. San Luis Obispo, California:California Department of Transportation, District 5, 1994. ' Signor,John R. Southern Pacific's Coast Line. Wilton, California: Signature Press, 1994. IPrimary Sources I Sims,J.M. Letter report to RRM Design Group regarding structural inspection and materials testing at Railroad Warehouse. Earth Systems Pacific: San Luis Obispo, California. Files regarding the freight warehouse and Railroad District, in possession of Jeff Hook, Planner, Community Development Department, City of San Luis Obispo, California. ISouthern Pacific Railroad Company Alterations to Office and Sanitary Facilities Freight House, San Luis Obispo, California, August 30, 1944, Drawing 9692, Sketch D, Drawer 46. Located in Ithe California State Railroad Museum, Sacramento, California. 1982 Southern Pacific Plans IAs-built RRM Design Group 2001 I I I28 of 36 CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study IVI. Probable Cost Outcome ' CITY OF SAN LUIS OBISPO Southern Pacific Freight Warehouse Rehabilitation CONCEPTUAL PROJECT-BUDGET May 10,2002 L Construcfion Costs BASE ' QUANT UNIT COST ADD ON TOTAL REMARKS Item: Demolition I LS $45.200 $45.200 Remove decoyed sillplate&studs ' Concrete Foundation Work / LS $31,355 $31,355 New footing and stem wall otperkneler Wood ShucturalRenovation/Restorohor, / LS $81,650 $81,650 Structural reinforcement and wood sl repair I New Concrete Floor Slab Interior and@Dock, 1 LS $52,200 $52,200 Install new cont.floor New exterior tamp@ North and stairs@ ea.eno1 LS $27,500 $27,500 Conc.romp and slam to access buildin __ ' Ga/v. Metal Roof 5,505 SF S4.32. $23.773 Install new metal roofing auvwp Roofin 1.530 SQ $219 $3,351 Instollnew asphalt roof ' Extenor Painting 1 LS $9,785 $9,785 Point and sea/erl.of bldg. Window renovation 1 LS $7.500 $7,500 Repair or replace in kind existwindows and doors Landscaping I LS $10,000 $10.000 I Install landscaping oround bldg. - - Site Utilities 1 LS $18,750 $18.750 New Wood Gutters and Downspouts I LS $23,800 $23,800 ' Install new in-kind"rain guttersonblog. Railing @ Loodin Dock I LS $25,000 $25,000 Fumim and install wrought iron x0ing @ dock NewlntedoiS aces 1 LS $42584 $42,584 ' Construction of interior walls and spaces IntenorPainting 1 LS $27,948 $27,948 Paint existwalit trusses etc. Freight Scale renovahon 1 LS $8,000 $8= ' Restore freight scale to working order Interior Wall Renovation/Restoration, 1 LS $14,750 $14,750 Restore existhistoric signage Door and Hardware Renovation 1 LS $19,600 S19,600 Repair and restore sliding fief ht doors&hardware ' MechonicalS stems _ _5.049 SF $ 7.85_ $39,635 Install new heating system Plumbing Systems 5,049 SF $ 2.50 $12,623 Install new plumbing system ' Electrical Systems 5,049 SF $ 16.00 - $80,784 Install new elec.service and fixtures _ FkeSprinkletSystem _ 1 L$ $35,000 535.000 lruto,4hie sprinkler ryslem per code Phase Total 640,787 29 of 36 i I CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I ll. Hazardous Materials Removal ' BASE QUANT UNIT COST ADD ON TOTAL REMARKS Item., ' Lead and Asbestos Abotemenr 1 LS $86.448 Removal of all asphalt(int&ext and lead paint Haz Maf.Total: 86,448 I Ill. General Conditions and Contractor Fees BASE QUANT UNIT COST ADD ON TOTAL REMARKS General Conditions I % 6% $43.634 ' lnsuronce and Bond Fees 7 % 2.50% $18.181 General Contractors Fee Unforeseen Conditions I LS $50,000 G.C.'s and Fees Total: 199,083 Hard Construction Costs Total. $926,318 I IV. FEES BASE QUANT UNIT COST ADD ON TOTAL REMARKS ' Archifectural&Engineering Design Fees 7 LS $138,948 Survey I LS $5.000 7n—dependent cost Estimctor . 1 LS $7,500 L ili Hook-up Fees ewer&Water) 7 LS S 15,000 ' PG&E Fees T LS S5,0w Poc Bel!Fees I LS $5.000 . Materials Testin and S eciaf Inspection I LS $10,000 Construction Mono ementI Project h ecfion 7 LS $58,910 Building and Grading Permits. 7 LS So Fee Contin enc (2%) LS $4,907 Construction Escalation to Mid oint of Const. 5%per ear $57.895 ' Fees Subtotal: 308,160 V. OWNER SYSTEMS, ADMIN. 8r CONTINGENCY BASE QUANT UNIT COST ADD ON TOTAL REMARKS Communications&Equipment 1 LS $100 Phone 1 LS $150 I Data _ 0 LS _ So _ Construction Contingency(20%) 7 LS $185,264 Security 0 LS $0 Printing of Construction Documents 7 LS $700 I Advertisement for BidsT #ISS $7,500 Reimbursable T $2.000 Owner Confing e, ncy and Admin.Subtotal: $795,714 IProject Total. $1,430,191 I I30 of 36 ' CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study CITY OF SAN LUIS OBISPO Southern Pacific Freight Warehouse Rehabilitation CONCEPTUAL PROJECT BUDGET Phased Construction May 10,2002 I Phase I Construction-Projected MaymJuly May-July2003 BASE QUANT UNI COST ADD ON TOTAL Demolition _ I Is $45.200 Remove d&ccyed&1lp1&e&studs Concrete Foundafion Work I LS $31,355 New foohng andstem wollot`enmeter Wood Struch=lRano vation/R6sforation 7 LS $10,000 Sill late replocemen, Lead and Asbestos Abatement 1 LS $18,000 Remove asphaltum floor& a/nf @ erimeter SiteUfl/ifles 7 LS $18,750 Stub utilities into Mech.rooms. ' Patch ExIshng Roof 7 LS $3,000 Tempormy roof patch w/mastic Stub Elec.&Data @ Perirnefer _ 7 L_S' $3.375 Install condultin cont.stem wall _ ' ......................................_.------......_........._..LS _..._._......._Cost Esflmote ] _ $2.500. U doted cost control Matenals Teshng and Inspecfion 7 LS $5,000 Tesfitia&!ns lion I Sewer&Water Hook-W fees ) LS $15.000 City fees Sub-Total $152,180 Contractors General Conditions 10% % $15,218 Contractors Overhead and Profit 15% % $22,827 Unforeseen Conditions LS $10,000 Bond Fees 2.59/ % S3,805 Sub-Total of Phase I Hard Construction Costs $204,030 1 soft Costs Design Fees(Architect,Engineers&Specialty ConsuttantsL $30,604 Construction Monogement $31,600 Fees and Permits stimated _ $7.500 I Fee Contingency - -- $1, Conshuchon Confingency $40.80,80 6 Pnnflng ofConshucf on Documents $3,000 Asbestos/LeodConsulfanf _.._..-.......-......._..._.._... _ __._._.__...__......._ W$3,000 Naz MatenalsConsultdnt $4,000 H/stoncal Architectural Consultanf $6,000 Reimbursob/es $2,000 Advertkement for Sid $700 I Sub-Total of Phase I Soft Costs $130,604 Cost Escalation 5%/yew $16,732 1 Investigation and Project Planning cosh $73,500 Total Phase I Costs $424,866 31 of 36 CITY OF SAN LUIS OBISPO IHistoric Southern Pacific Freight Warehouse Rehabilitation Study IChase 11 Conshueflon--Projected May-Sept 2004 BASE QUANT UNR COST ADD ON TOTAL Item., Remove Remaining Lead&B.U.R 7 LS __ _ $45,248 Remove point&roofing material ' Remove Eysting MetolRoofin 7 LS $7,000 Remove and dispose ofexlatalv..metalroofi a _ Install Sfiuctural Shear Walls&Re air Trusses 7 LS $41,313 Structural modlficah'ons to building I Re airand/orep loce cerott n wood siding -T --- — 1 - LS - — $41,250 Re air/re lace rotten woad sidin and trim _ Remove and Repair Wood Shingles q�GOb/es _ 7 LS $4,000 Remove&repair wood shin les and structure Renovate&Rebuild ExWing Windows / LS $24,000 ' Renovate andrebuildcoochand 77 other.windows — New Gutters and Temporary Downsooufs / IS $15,000 lnsfollnewredwood rain putters and temp.downs/qoufs Install New Metol and Built-up Roofs 1 LS - $27,124 Instollnew roofing materials to match h/stonc. -- Point Fxtenor of BuA*V 7 LS $10,000 Pointext.ofbuilding ZI/L rlccolo% Repair Fa ode at S.W.Comer ofBui/din-g _7 LS $4,500 Re it andpaint fa ode lrista/l New 3'00V "Doors @ Ext ofBldg, 7 LS 561 500 Install new redwood rain guffels and renovdtedowris outs Sub-Total of Phase II Constriction Cosh 4225,935 Contractors General Conditlons 10% % $22,594 Contractors Overhead and Profit 15% % $33.890 Bond Fees 2.5% % $5,648 Unforeseen Conditions LS S15,000 Sub-Total of Phase II Hard Construction Costs $303,067 Soft.Costs Design Fees Architect Enineers&S cial Consultonts $45460 ConsirucHon Management $44,460 ' Fees and Peimits(Estimated) _._.__�._._. ._._._. --. $8,500 22-51 22 Contingency _ _______ __ _ $1,968.40 Fee Confin enc $1,968 Construction Contingency — $60,613 ' Prinfing of Construction Documents $4,000 Asbestos/Lead Consultant __ „$3,000 Reimbursab/es $2,000 Advertcsement for Bid $700 Sub-Total of Phase II Soft Costs $172,670 Cost Escaldtl&n 5%/ye`dr $47,574 ' Total Phase 11 Cosh $523,311 ' 32 of 36 I CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I ' Phase III Construction-Projected May-Oct.2005 BASE QUANT UNIT COST ADD ON TOTAL Item., Interior Walls and Restrooms 1 LS $54,300 Install new walls Noonn ,etc. Remove Memoinina Asphaltum 7 LS $26.200 Remove and dispose of interior and exterior asphaltum install New Concrete Floor Slab I LS $52,200 Interior and exterior slab Install Guardrail at Dock 1 LS $25,000 Ornamental iron to match RR ,desmon —_ New Handicap Romp and Stair @ North Side /—LS $31,500 1 New cont.romp and stair to imitote bldg,desi n NewStair and Ralin @South Side 7 LS $5,000 Newton.stair andiailin Painting 1 LS S27,948 General interior and restoration of exist painted si no e,touch up ext. Renovate and Rebuild Dock Doors 1 LS $19,600 Renovate B exist.doors SIo e Grade @ Dock for Drain e 1 LS $3,000 ' Install class//base out 5'-0",compacted and sled away ham dock Renovate Downspouk 2nd Draina a Pie ___--_,_,--,—_, 1 LS $8,800 —._._.__ Interior and exterior slob NewB_ike Rack @ West Side 1. LS $785 Install new bike rack in exist.Plaza area _ ' Renovate Freight$Cole 7 LS $8,000 Repair to wofAvkq order Elecfical Data Phone and Rre Alarm S fems 5049 SF $16.00 $80.784 New elecMical,.communicah'onand data s tams I Fires hnkler System I LS $35,000 Newnserandspnnk/ersystem Trash Enclosure 1 LS $3,000 New trash enclosure on site ' MechonicalS tem 5,049 SF $7.85 __— $39,635 New heating system-no A.C.-1 . —._.._._. ...... ... .................................................................................... PlumbingSy_stem —_,,,_...-_.._........-......._..-.............-._._._._......._.._..__.,._._.__. S,OQS SF 2.50 ---- 12623 Newplumbing system Remove and Repair Wood Shin les at Gable__ _ 7 LS $4,000 ' Shingles at South Gable — _—_-,—_ Pe air Fa adeatSouthwest Corner ofBuildin— 1 LS $4,500 Repair fascia structure and utter Install new3'-OX7-0"Door _ / LS $6,500 ' Public entry at east side to match exist Doors Repair Railroad Track at Dock Ede 1 LS $6.000 Repair bent and missing RR track RepairLoad�DockBnck __,__._.._......_.........................-.. 7 LS $5,500 ' --Repair deco ey d back of dock__._...-..-...-...-.._............................................................... . .-_. Landscaping — / LS $10.000 Revseandex�ndexistnglandsce,&„sprinkling Pac-Bell Connections LS — $3,000 le/ephone/Data Connections PG&E _ LS „_ $3,000 Electrical Service Connection Sub-Total of Phase III Construction Costs $474,874 Contractors General Conditions 8% % 1 1 $37,990 ' Contractors Overhead and Profft 10% % $47,487 Unforeseen Conditions LS 525,000 Bond Fees 2.5% % $1.1,872 Sub-Total of Phase III Hard Consfiidtion Costs $597,223 ' 33 of 36 CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study I ' Soft Costs Des n Fees Architect,Engineers&Speclolfy Consulton�2__ $89,584 Construction Management $53.680 FeeConBngency __- $2865 Construction Conhngency 20% 119,445 Plinfiag afCohsfiicfionDocuments LS $5,000 Asbestos/Lead Cotisuftnt _ LS $3,000 Hcz.McteridsConsultant LS $4,000 HWoucclArchilectural Consultant LS $12000 Reimbuimbles LS $2,000 AdvenVement for Bid LS 1 $700 Public Aft 1% % $5,972 Fee Confin enc 2% $2923 Sub-Total of Phase III Soft Costs $301,168 Cost Escalation Myear $134,759 Total Phase III Costs $1,033,150 I 1 1 34 of 36 CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study Phased Construction Cost Breakdown ITotd Phase I Costs $424,866 TotdPhase II Costs $523,311 ITotd.Phose III Cosh $1,033,150 Total-Projected Phased Project Costs $1,981,327 I 1 I 35 of 36 ' CITY OF SAN LUIS OBISPO Historic Southern Pacific Freight Warehouse Rehabilitation Study ' Appendix 1 1 i 1 1 I 1 1 1 1 1 ! 36 of 36 ' Preservation Brief 37: Approp*--te Methods for Reducing Lead-Paint N^-ards in Historic... Page 1 of 17 I x0 ParkNet 37 Appropriate Methods for ❑x appropriate lead Paint abatement Reducing Lead-Paint Hazards in Historic Housing ISharon C. Park, AIA, and Douglas C. Hicks ' >>Lead in Historic Paints *Planning for Lead Hazard Reduction in Historic Housina . *Appropriate Methods for Control ling Lead Hazards *.Maintenance after Hazard Control Treatment ' »LEAD-BASED PAINT LEGISLATION >>Worker Safety >>Further Reading *.Glossary of Terms Lead-based paint, a toxic material, was widely used in North America on both ' the exteriors and interiors of buildings until well into the second half of the twentieth century. If a "historic" place is broadly defined in terms of time as having attained an age of fifty years, this means that almost every historic house contains ' some lead-based paint. In its deteriorated form, it produces paint chips and lead-laden dust particles that are a known health hazard to both children and adults. Children are particularly at risk when they ingest Q residential housing prior towork ' lead paint dust through direct hand-to-mouth contact and from toys or pacifiers. They are also at risk when they chew lead-painted surfaces in ' accessible locations. In addition to its presence in houses, leaded paint chips, lead dust, or lead- contaminated soil in play areas can elevate a child's blood lead level to a degree that measures to reduce APPENDIX A . and control the hazard should be undertaken (see 'Action Level Chart. The premise of this Preservation Brief is that historic housing can be made lead-safe for children without removing significant decorative features and ' finishes, or architectural trimwork that may contribute to the building's historic character. Historic housing--encompassing private dwellings ' and all types of rental units--is necessarily the focus of this Brief because federal and state laws primarily address the hazards of lead and lead-based paint in rehabilitation i housing Is shown prior h housing and day-care centers to protect the health rehabilitation and lead abatement.Photo: ' 9 Y P NIPS rites.: of children under six years of age. Rarely are there file://R:\+2001%20Active%20Proi ects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 IPreservation Brief 37: Approp-`te Methods for Reducing Lead-Paint H--3rds in Historic... Page 2 of 17 mandated requirements for the removal of lead-based paint from non-residential buildings. I Ideally, most owners and managers should understand the health hazards created by lead-based paint and voluntarily control these hazards to protect young children. A stricter approach has been taken by some state and federal funding programs which have compliance requirements for identifying the problem, notifying tenants, and, in some cases, remedying lead hazards in housing (see Lead-based Paint Legislation). With new rules being written, and new products and approaches being developed, it is often I difficult to find systematic and balanced methodologies for dealing with lead-based paint in historic properties. This Preservation Brief is intended to serve as an introduction to the complex issue of historic lead-based paint and its management. It explains how to plan and implement lead-hazard control measures to strike a balance between preserving a historic building's significant materials and features and protecting human health and safety, as well as the I environment. It is not meant to be a "how-to guide" for undertaking the work. Such a short-cut approach could easily result in creating a greater health risk, if proper precautions were not taken. Home renovators and construction workers should be aware that serious health problems can be caused by coming into contact with lead. For this I reason, there are also laws to protect workers on the job site (see.Worker.Safety). Controlling the amount of waste containing lead-based paint residue will also reduce the impact on the environment. All of these considerations must be weighed against the goal ' of providing housing that is safe for children. ILead in Historic Paints ' Lead compounds were an important component of many historic paints. Lead, in the forms of lead carbonate and lead oxides,.had excellent adhesion, drying, and covering abilities. White lead, linseed oil, and inorganic pigments were the basic components for paint in the 18th, 19th, and early 20th centuries. Lead-based paint was used extensively on wooden exteriors and interior trimwork, window x protection ofsignificant interior sash, window frames, baseboards, wainscoting, doors, finishes frames, and high gloss wall surfaces such as those Ifound in kitchens and bathrooms. Almost all painted metals wereprimed with red lead or painted with lead- based paints. Even milk (casein) and water-based ' paints (distemper and calcimines) could contain some lead, usually in the form of hiding agents or pigments. Varnishes.sometimes contained lead. Lead compounds were also used as driers in paint and window glazing putty. Significant architectural finishes should ' not be removed during a project In 1978, the use of lead-based paint in residential incorporating lead hazard controls.Clear housing was banned by the federal government. protective coatings maybe addedby Because the hazards have been known for some time conservators to areas subject to impact , I or abrasion.Photo:Nps files. many lead components of paint were replaced by titanium and other less toxic elements earlier in the 20th century. Since houses are periodically repainted, the most recent layer of paint will most likely not contain lead, but the older layers underneath probably will. Therefore, ' the only way to accurately determine the amount of lead present in older paint is to have it analyzed. Ifile://R:\+2001%20Active%o20Projects\1001037%20SLO%20Railroad%20Warehouse\Proe... 1/31/2002 Preservation Brief 37: Appror-' te Methods for Reducing Lead-Paint F—ards in Historic... Page 3 of 17 I It is important that owners of historic properties be aware that layers of older paint can reveal a great deal about the history of a building and that paint chronology is often used to date alterations or to document decorative period colors. Highly significant I decorative finishes, such as graining, marbleizing, stenciling, polychrome decoration, and murals should be evaluated by a painting conservator to develop the appropriate preservation treatment that will stabilize the paint and eliminate the need to remove it. If such finishes must be removed in the process of controlling lead hazards, then ' research, paint analysis, and documentation are advisable as a record for future research and treatment. Planning for Lead Hazard Reduction in Historic Housing Typical health department guidelines call for removing as much of the surfaces that contain lead-based paint as possible. This results in extensive loss or modification of architectural features and finishes and is not appropriate for most historic properties. A great number of federally-assisted housing programs are moving away from this approach as too expensive and too dangerous to the immediate work ' environment. A preferred approach, consistent with The Secretary of the Interior's Standards for the Treatment of Historic Properties, calls for removing, controlling, or managing the hazards rather than wholesale-or even partial-removal of the historic features and finishes. This is generally achieved through careful cleaning and treatment of deteriorating paint, friction surfaces, surfaces accessible to young children, and lead in soil. Lead-based paint that it not causing a hazard is thus permitted to remain, and, in consequence, the amount of historic finishes, features and trimwork removed from a Iproperty is minimized. Because the hazard of lead poisoning is tied to the risk of ingesting lead, careful ' planning can help to determine how much risk is present and how best to allocate available financial resources. An owner, with professional assistance, can protect a historic resource and make it lead-safe using this three-step planning process: ' I. Identify the historical significance of the building and architectural character of its features and finishes; ' II. Undertake a risk assessment of interior and exterior surfaces to determine the hazards from lead and lead-based paint; and, ' III. Evaluate the options for lead hazard control in the context of historic preservation standards. 1 I. Identify the historical significance of the building and architectural character of its features and finishes The historical significance, integrity, and architectural character of the building always need to be assessed before work is undertaken that might adversely affect them. An owner may need to enlist the help of a preservation architect, building conservator or historian. The State Historic Preservation Office (SHPO) may be able I to provide a list of knowledgeable preservation professionals who could assist with this evaluation. ' file://R:\+2001%20Active%20Proiects\1001037%20SLO%20Railroad%20Warehouse\Prot... 1/31/2002 IPreservation Brief 37: Appror` �e Methods for Reducing Lead-Paint F'--irds in Historic... Page 4 of 17 Features and finishes of a historic building that exhibit distinctive characteristics of an architectural style; 0 avoiding lead contamination represent work by specialized craftsmen; or possess high ' artistic value should be identified so they can be protected and preserved during treatment. When it is absolutely necessary to remove a significant architectural feature or finish-as noted in the first two priorities listed below-it should be replaced with a new feature.and finish that matches in design, detail, color, texture, and, in most cases, material. Finally, features and finishes that characterize simple, vernacular buildings should be retained and preserved; in the process of removing hazards, there are usually reasonable options for their protection. Wholesale removal of historic trim, and other seemingly less important Deteriorating operable windows often historic material, undermines a building's overall character contribute to lead dust in a house.Inhomes with small children,floors and and integrity and, thus, is never recommended. other surfaces should be kept as clean as possible to avoid lead contamination. For each historic property, features will vary in significance. As part of a survey of each historic property, a list of priorities should be made, in this order: ' e Highly significant features and finishes that should always be protected and preserved; I e Significant features and finishes that should be carefully repaired or, if necessary, replaced in-kind or to match all visual qualities; and e Non-significant or altered areas where removal, rigid enclosure, or replacement could occur. This hierarchy gives an owner a working guide for making decisions about appropriate ' methods of removing lead paint. II. Undertake a risk assessment of interior and exterior surfaces ' to determine hazards from lead and lead-based paint. While it can be assumed that most historic housing ' [_ij proper use of x-ray scanner contains lead-based paint, it cannot be assumed that it is causing a health risk and should be removed. The purpose of a risk assessment is to determine, through ' testing and evaluation, where hazards from lead warrant remedial action. Testing by a specialist can be done on paint, soil, or lead dust either on-site or in a laboratory using methods such as x-ray fluorescence ' (XRF) analyzers, chemicals, dust wipe tests, and atomic absorption spectroscopy. Risk assessments can be fairly low cost investigations of the location, ' condition, and severity of lead hazards found in house A licensed professional uses an x-ray dust, soil, water, and deteriorating paint. Risk fluorescence scanner to determine— without disturbing the surface-whether assessments will also address other sources of lead lead is present in underlying layers of from hobbies, crockery, water, and the parents' work paint.Photo:NPS files. environment. A public health office should be able to provide names of certified risk assessors, paint inspectors, and testing laboratories. ' file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Prot... 1/31/2002 ' Preservation Brief 37: Approp----te Methods for Reducing Lead-Paint N--ards in Historic... Page 5 of 17 I These services are critical when owners are seeking to implement measures to reduce suspected lead hazards in housing, day-care centers, or when extensive rehabilitations are planned. IThe risk assessment should record: ' • the paint's location . the paint's condition • lead content of paint and soil ' e the type of surface . (friction; accessible to children for chewing; impact) e how much lead dust is actively present I e how the family uses and cares for the house . the age of the occupants who might come into contact with lead paint. It is important from a health standpoint that future tenants, painters, and construction workers know that lead-based paint is present, even under treated surfaces, in order to take precautions when.work is undertaken in areas that will generate lead dust. Whenever mitigation work is completed, it is important to have a clearance test using ' the dust wipe method to ensure that lead-laden dust generated during the work does not remain at levels above those established by the Environmental Protection Agency (EPA) and the Department of Housing and Urban Development (HUD) (see Action Levels 1 Chart). A building file should be maintained and updated whenever any additional lead hazard control work is completed. ' Hazards should be removed, mitigated, or managed in the order of their health threat, as identified in a risk assessment (with 1. the greatest risk and 8. the least dangerous): ' 1. Peeling, chipping, flaking, and chewed interior lead-based paint and surfaces 2. Lead dust on interior surfaces 3. High lead in soil levels around the house and in play areas (check state requirements) 4. Deteriorated exterior painted surfaces and features ' 5. Friction surfaces subject to abrasion (windows, doors, painted floors) 6. Accessible, chewable surfaces (sills, rails) if small children are present ' 7. Impact surfaces (baseboards and door jambs) ' 8. Other interior surfaces showing age or deterioration (walls and ceilings). III. Evaluate options for hazard control in the context of historic preservation standards. The Secretary of the Interior's Standards for the Treatment of Historic Properties- ' file://R:\+2001%20Active%20Prgiects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 ' Preservation Brief 37: Appror '`te Methods for Reducing Lead-Paint F---Ardsin Historic... Page 6 of 17 ' established principles used to evaluate work that may impact the integrity and significance of National Register properties-can help guide suitable health control methods. The preservation standards call for.the protection of historic materials and ' historic character of buildings through stabilization, conservation, maintenance, and repair. The rehabilitation standards call for the repair of historic materials with replacement of a character-defining feature appropriate only when its deterioration or damage is so extensive that.repair is infeasible. From a preservation standpoint, ' selecting a hazard control method that removes only the deteriorating paint, or that involves some degree of repair, is always preferable to the total replacement of a historic feature. By tying the remedial work to the areas of risk, it is possible to limit the amount of intrusive work on delicate or aging features of a building without jeopardizing the health ' and safety of the occupants. To make historic housing lead-safe, the gentlest method possible should be used to remove the offending substance-lead-laden dust, visible paint chips, lead in soil, or extensively deteriorated paint. Overly aggressive abatement ' may damage or destroy much more.historic material than is necessary to remove lead paint, Q wet sanding to keep lead levels down such as abrading historic surfaces. Another reason for targeting paint removal is to limit the amount ' of lead dust on the work site. This, in turn, helps avoid expensive worker protection, cleanup, and disposal of larger amounts of hazardous waste. ' Whenever extensive amounts of lead must be removed from a property, or when methods of ' removing toxic substances will impact the environment, it is extremely important that the worker Wet sanding of interior surfaces will keep lead owner be aware of the issues surrounding dust levels down,reduce the need for workers' safety, environmental controls, and proper protection,and provide a sound surface for ' disposal. Appropriate architectural, engineering repainting.Photo:NPS file& and environmental professionals should be, consulted when lead hazard projects are complex. Following are brief explanations of the two approaches for controlling lead hazards, once they have been identified as a risk. These controls are recommended by the Department of Housing and Urban Development in Guidelines for the Evaluation and Control of Lead-Paint Hazards in Housing, and are summarized here to focus on the special considerations for historic housing: Interim Controls: Short-term solutions include thorough dust removal; thorough washdown and clean-up of exposed surfaces; paint film stabilization and repainting; covering of lead-contaminated soil; and making tenants aware of lead hazards. Interim ' controls require ongoing maintenance and evaluation. Hazard Abatement: Long-term solutions are defined as having an expected life of 20 years or more, and involve permanent removal of hazardous paint through chemicals, heat guns or controlled sanding/abrasive methods; permanent removal of deteriorated painted features through replacement; the removal or permanent covering of contaminated soil; and the use of enclosures (such as drywall) to isolate painted surfaces. The use of specialized elastomeric encapsulant paints and coatings can be considered as permanent containment of lead-based paint if they receive a 20-year manufacturer's warranty or are approved by a ' file://R:\+2001%20Active%20Projects\1001037%20SL0%20Railroad%20Warehouse\Proc... 1/31/2002 ' Preservation Brief 37: Appror to Methods for Reducing Lead-Paint F--ards in Historic... Page 7 of 17 certified risk assessor. One should be aware of their advantages I ❑x chemical poultice and drawbacks for use in historic housing. paint remover I Within the context of the historic preservation standards, the most appropriate method will always be the least invasive. More invasive approaches are considered only under the special circumstances outlined in the three-step process. An inverted triangle shows the greatest number of residential projects fall well within the "interim controls" section. Most housing can be made safe for children using these sensitive treatments, particularly if ' no renovation work is anticipated. Next, where owners may have less control over the care and upkeep of housing and rental units, more aggressive means of removing hazards may be needed. ' Finally, large-scale projects to rehabilitate housing or convert non- •• residential buildings to housing may successfully incorporate "hazard abatement" as a part of the overall work. The chemical poultice-type paint remover uses a paper backing that keeps the lead waste contained for proper I disposal.Local laws Appropriate Methods for Controlling Lead required containment and neutralization of any after- Hazards wash water run off.Photo: NPS files. In selecting appropriate methods for controlling lead hazards, it is important to refer to Step I. of the survey where architecturally significant features and finishes are identified and need to be preserved. Work activities will vary according to I hazard abatement needs; for example, while an interim control would be used to stabilize paint on most trimwork, an accessible window sill might need to be stripped prior to repainting. Since paint on a window sill is usually not a significant finish, such work would be appropriate. The method selected for removing or controlling the hazards has a direct bearing on the type of worker protection as well as the type of disposal needed, if waste is determined to be hazardous. Following are examples of appropriate methods to use to control lead hazards within an historic preservation context. ' Historic Interiors (deteriorating paint and chewed surfaces). Whenever lead- based paint (or lead-free paint covering older painted surfaces) begins to peel; chip, craze, or otherwise comes loose, it should be removed to a sound substrate and the ' surface repainted. If children are present and there is evidence of painted surfaces that have been chewed, such as a window sill, then these surfaces should be stripped to bare wood and repainted. The 'removal of peeling, flaking, chalking, and deteriorating paint ' may be of a small scale and undertaken by the owner, or may be extensive enough to require a paint contractor. In either case, care must be taken to avoid spreading lead dust throughout the dwelling unit: If the paint failure is extensive and the dwelling unit requires more permanent hazard removal, then an abatement contractor should be ' considered. Many states are now requiring that this work be undertaken by specially trained and certified workers. ' If an owner undertakes interim controls, it would be advisable to receive specialized training in handling lead-based paint. Such training emphasizes isolating the area, putting plastic sheeting down to catch debris, turning off mechanical systems, taping ' registers closed, and taking precautions to clean up prior to handling food. Work clothes should be washed separately from regular family laundry. The preferred method for removing flaking paint is the wet sanding of surfaces because it is gentle to the ' file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Prot... 1/31/2002 IPreservation Brief 37: Appror'-te Methods for Reducing Lead-Paint N^-ards in Historic... Page S of 17 substrate and controls lead dust. The key to reducing lead hazards while stabilizing flaking paint is to keep the surfaces slightly damp to avoid ingesting lead dust. Wet sanding uses special flexible sanding blocks or papers that can be rinsed in water or ' used along with a bottle mister. This method will generally not create enough debris to constitute hazardous waste. ' Other methods for selectively removing more deteriorated paint in historic housing include controlled sanding, using low-temperature heat guns, or chemical strippers. Standard safety precautions and appropriate worker protection should be used. Methods .to avoid include uncontrolled dry abrasive methods, high heat removal (lead.vaporizes at 1100 degrees F), uncontrolled water blasting, and some chemicals considered carcinogenic (methylene chloride). When possible and practicable, painted elements, such as radiators, doors, shutters, or other easily removable items, can be taken to an Ioff site location for paint removal. In most cases, when.interior surfaces are repainted, good quality interior latex or ' oil/alkyd paints may be used. The paint and primer system must be compatible with the substrate, as well as any remaining, well-bonded, paint. ' Encapsulant paints and coatings, developed to contain lead-based paint, rely on an adhesive bonding of the new paint through the layers of the existing paint. The advantages of these special paint coatings is that they allow the historic substrate to remain in-place; reduce the amount of existing paint removed; can generally be applied Without extensive worker protection; and area durable finish. (They cannot, however, be used on friction surfaces.) The drawbacks include their ability to obscure carved details, unless thinly applied in several applications, and difficulty in future removal. If a ' specialized paint, such as an elastomeric encapsulant paint, is considered, the manufacturer should be contacted for specific instructions for its application. Unless these specialized paint systems are warranted for 20 years, they are considered as less ' permanent interim controls. Lead-dust on interior finishes. Maintaining and washing painted surfaces is one of the most effective measures to prevent lead poisoning. Houses kept in a clean ' condition, with paint film intact and topcoated with lead-free paint or varnish, may not even pose a health risk. Dust wipe tests, which are sent to a laboratory for processing, can identify the level of lead dust present on floors, window sills, and window troughs. ' If lead dust is above acceptable levels, then specially modified maintenance procedures can be undertaken to reduce it. All paints deteriorate over time, so maintenance must be ongoing to control fine lead dust. The periodic washing of surfaces with a surfactant, such as tri-sodium phosphate HEPAva lead dust levels levels control ' (TSP) or its equivalent, loosens dirt and removes lead dust prior to a water rinse and touch-up painting, if necessary. This interim treatment can be extremely beneficial in ' controlling lead dust that is posing a hazard. Soii/iandscape. Soil around building foundations may ' contain a high level of lead from years of chalking and peeling exterior paint. This dirt can be brought indoors on shoes or by pets and small children if they play outside a ' house. Lead in the soil is generally found in a narrow band directly adjacent to the foundation. If the bare soil tests high AHEPAvacuum isused asa in lead (see Action Levels Chart), it should be replaced to a method of dust control to depth of several inches or covered with new sod or plantings. paintge In or removebuildings.eba holo: ' Care should be taken to protect historic plantings on the NPS files. building site and, in particular, historic landscapes, while file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 IPreservation Brief 37: Appror`nte Methods for Reducing Lead-Paint IK-lards in Historic.. Page 9 of 17 mitigation work is underway. If an area has become contaminated due to a variety of environmental conditions (for example, a smelter nearby or water tanks that have been sandblasted in the past), then an environmental specialist as well as a landscape ' preservation architect should be consulted on appropriate site protection and remedial treatments. It is inappropriate to place hard surfaces, such as concrete or macadam, over historically designed landscaped areas, which is often the recommendation of typical abatement guidelines. IDeteriorating paint on exteriors. Deteriorating exterior ❑x appropriate replacement paint will settle onto window ledges and be blown into the ' of deteriorated siding dwelling, and will also contaminate soil at the foundation, as previously discussed. Painted exteriors may include wall surfaces, porches, roof trim and brackets, cornices, dormers, and window surrounds. Most exteriors need repainting every 5-10 years due to the cumulative effect of sun, wind, and rain or lack of maintenance. Methods of paint removal that ' do not abrade or damage the exterior materials should be evaluated. Because there is often more than one material (for example, painted brick and galvanized roof omaments), the types of paint removal or paint stabilization systems I need to be compatible with each material. If paint has failed In this successful residential down to the substrate, it should be removed using either rehabilitation,deteriorated wood controlled sanding/scraping, controlled light abrasives for siding was to the from the pofthfi cast iron and durable metals chemicals or low heat. If 1 foundation to the top of the first � � floor windows and replaced with chemicals are used, it may be necessary to have the matching wood siding.The contractor contain, filter, or otherwise treat any residue or building was repainted.Photo: Courtesy,Crispus Attucks rinse water. Environmental regulations must be checked Community Development prior to work, particularly if a large amount of lead waste will Corporation. be generated or public water systems affected. A cost analysis may show that, in the long run, repair and maintenance of historic materials or in-kind replacement can be cost effective. Due to the physical condition and location of wood siding, together with the cost of paint removal, a decision may be ' made to remove and replace these materials on some historic frame buildings. If the repair or replacement of historic cladding on a primary elevation is being undertaken, such replacement materials should match the historic cladding in material, size, ' configuration, and detail. The use of an artificial siding or aluminum coil stock panning systems over wooden trimwork or sills and lintels (as recommended in some abatement guidelines) is not appropriate, particularly on principal facades of historic buildings because they change the profile appearance of the exterior trimwork and may damage ' historic materials and detailing during installation. Unless the siding is too deteriorated to warrant repair and the cost is too prohibitive to use matching replacement materials (i.e., wood for wood), substitute materials are not recommended. The use of specialized encapsulant paint coatings on exteriors-in particular, moist or humid climates, and, to some extent, cold climates-is discouraged because such ' coatings may serve to impede the movement of moisture that naturally migrates through other paints or mask leaks that may be causing substrate decay. Thus, a carefully applied exterior paint system (either oil/alkyd or latex) with periodic repainting ' can be very effective. Friction Surfaces. Interior features with surfaces that-functionally-rub together such as windows and doors, or are subject to human wear and tear, such as floor and steps, ' are known as friction surfaces. It is unclear how much lead dust is created when friction surfaces that contain lead-based paint, but are top-coated with lead-free paint, rub ' file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 ' Preservation Brief 37: Appror'^te Methods for Reducing Lead-Paint F—ards in Histor... Page 10 of 17 together because much of the earlier paint may have worn away. For example, if lead dust levels around windows or on painted floors are consistently above acceptable levels, treating nearby friction surfaces should be considered. If surfaces, such as ' operable windows, operable doors, painted porch decks, painted floors and painted steps appear to be generating lead dust, they should be controlled through isolating or removing the lead-based paint. Window and door edges can be stripped or planed, or the units stripped on or off site to remove paint prior to repainting. Simple wooden stops and parting beads for windows, which often split upon removal, can be replaced. If window sash are severely deteriorated, it is possible to replace them; and vinyl jamb liners can effectively isolate remaining painted window jambs. When windows are being ' treated within rehabilitation projects, their repair and upgrading are always recommended. In the event that part or all of a window needs to be replaced, the new work should match in size, configuration, detail; and, whenever possible, material. IPainted floors often present a difficult problem because walking on them abrades the surface, releasing small particles of lead-based paint. It is difficult to remove lead dust between the cracks in previously painted strip flooring even after sanding and vacuuming using special High Efficiency Particulate Air (NEPA) filters to control the lead dust. If painted floors are not highly significant in material, design, or craftsmanship, and they cannot be adequately cleaned and refinished, then replacing or covering them ' with new flooring may be considered. Stair treads can be easily fitted with rubber or vinyl covers. ' Accessible, projecting, mouthable surfaces. Accessible, chewable surfaces that can be mouthed by lead-safe housing small children need not be removed entirely, as some ' health guidelines recommend. These accessible surfaces are listed as projecting surfaces within a child's reach, including window sills, banister railings, chair rails, and door edges. In many cases, the projecting edges can have all paint removed using wet sanding, a heat gun or chemical strippers, prior to repainting the feature. If the homeowner feels that ' there is no evidence of unsupervised mouthing of surfaces, a regular paint may be adequate once painted surfaces have been stabilized. An encapsulant paint ' that adhesively bonds existing paint layers onto the substrate extends durability. While encapsulant paint systems are difficult to remove from a surface in the %is recently completed housing,which future, they permit retention of the historic feature Is now lead-sate,could become re- contaminated trod lead safe conditions o itself. If encapsulant paint is used on molded or are not maintained.Damp mopping floor decorative woodwork, it should be applied in several surfaces and regular dusting toiceepthe thin coats to prevent the architectural detail from being house clean will ensure its continuing ' obscured by the heavy paint. safety.Photo:NPS files. Impact Surfaces. Painted surfaces near doorways and along corridors tend to become ' chipped and scraped simply because of their location. This is particularly true of baseboards, which were designed to protect wall,surfaces, and also for doorjambs. Owners should avoid hitting painted impact surfaces with vacuums, brooms, baby ' carriages, or wheeled toys. Adding new shoe moldings can give greater protection to some baseboards. In most cases, stabilizing loose paint and repainting with a high quality interior paint will provide a durable surface. Clear panels or shields can be installed at narrow doorways, if abrasion continues, or these areas can be stripped of ' paint and repainted. Features in poor condition may need to be replaced with new, matching materials. 1 file://R:\+2001%20Active%20Projects\1001037%20SLO%2ORailroad%20Warehouse\Prot... 1/31/2002 IPreservation Brief 37: Appror�-te Methods for Reducing Lead-Paint Ha-ands in Histor... Page 11 of 17 Other surfaces showing age or deterioration/ walls and ceilings. Many flat wall surfaces and ceilings were not painted with lead-based paint, so will need to be tested for its presence prior to any treatment. Flat surfaces that contain deteriorating lead- based paint should be repaired following the responsible approach previously cited (i.e., removing loose paint to a sound substrate, then repairing damaged plaster using a skim coat or wet plaster repair. Drywall is used only when deterioration is too great to warrant plaster repair. If walls and ceilings have a high lead content, and extensive ' paint removal is not feasible, there are systems available that use elastomeric paints with special fabric liners to stabilize older, though intact, wall surfaces. If a new drywall surface needs to be applied, care should be taken that the historic relationship of wall to trim is not lost. Also, if there are significant features, such as crown moldings or ceiling medallions, they should always be retained and repaired. ' Maintenance after Hazard Control Treatment Following treatment, particularly where interim controls have been used, ongoing ' maintenance and re-evaluation become critical. In urban areas, even fully lead-safe houses can be re-contaminated within a year from lead or dirt outside the immediate property. Thus, housing interiors must be kept clean, once lead hazard control measures ' have been implemented. Dust levels should be kept down by wet sweeping porch steps and entrances on a regular basis. Vacuum cleaning and dusting should be repeated inside on a weekly basis or even more often. Vinyl, tile, and wood floor surfaces should be similarly damp mopped. Damp washing of window troughs and sills to remove new ' dust should be encouraged several times a year, particularly in the spring and fall when windows will be open. Carpets and area rugs should be steam cleaned or washed periodically if they appear to hold outside dirt. ' Housing should be inspected frequently for signs of deterioration by both owner and occupant. Tenants need to be made aware of the location of lead-based paint under ' lead-free top coats and instructed to contact the owners or property managers when the paint film becomes disturbed. Any leaks, peeling paint, or evidence of conditions that may generate lead-dust should be identified and corrected immediately. Occupants must be notified prior to any major dust-producing project. Dry sanding, burning, compressed ' air cleaning or blasting should be not be used. Repairs, repainting, or remodeling activities that have the potential of raising significant amounts of lead dust should be undertaken in ways that isolate the area, reduce lead-laden dust as much as possible, ' and protect the occupants. Yearly dust wipe tests are recommended to ensure that dust levels remain below ' actionable levels. Houses or dwelling units that fail the dust-wipe test should be thoroughly re-cleaned with TSP, or its equivalent, washed down,.wet vacuumed and followed by HEPA vacuuming, if necessary, until a clearance dust wipe test shows the area to be under actionable levels (see Action Levels chart). Spaces that are thoroughly cleaned and maintained in good condition are not a health risk. ' Conclusion The three-step planning process outlined in this Brief provides owners and managers of historic housing with responsible methods for protecting historic paint layers and architectural elements, such as windows, trimwork, and decorative finishes. Exposed decorative finishes, such as painted murals or grained doors can be stabilized by a paint 1 file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 ' Preservation Brief 37: Appror'-te Methods for Reducing Lead-Paint I-T wards in Histor... Page 12 of 17 Iconservator with a glazed or varnished layer without destroying their significance. Reducing and controlling lead hazards can be successfully accomplished without ' destroying the character-defining features and finishes of historic buildings. Federal and state laws generally support the reasonable control of lead-based paint hazards through a variety of treatments, ranging from modified maintenance to selective substrate removal. The key to protecting children, workers, and the environment is to be informed about the hazards of lead, to control exposure to lead dust and lead in soil, and to follow existing regulations. In all cases, methods that control lead hazards should be selected that minimize the impact to historic resources while ensuring that housing is lead-safe for children. ACTION LEVELS Readers should become familiar with terminology and basic levels that trigger concern and/or action. Check with the appropriate authorities if you have questions and to verify applicable action levels which may change over time. Blood lead levels: Generally from drawn blood and not a finger stick test which can be ' unreliable. Units are measured in micrograms per deciliter (ug/dl) and reflect the 1995 standards from the Centers of Disease Control: Children: 10 ug/dl; level of concern; find source of lead ' 15 ug/dl and above; intervention, counseling, medical monitoring. ' 20 ug/dl and above; medical treatment Adults: 1 25 ug/dl; level of concern; find source of lead 50 ug/dl ; OSHA standard for medical removal from the worksite Lead in paint.. Differing methods report results in differing units. Lead is considered a potential hazard if above the following levels, but can be a hazard at lower levels, if improperly handled. These are the current numbers as identified by the Department of Housing and Urban Development (1995): Lab analysis of samples: 5,000 milligram per kilogram (mg/kg) or 5,000 parts per million (ppm), or 0.5% lead by weight. XRF reading: in milligram per centimeter squared 1 mg/cm2 Lead dust wipe test: in micrograms per square foot file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Prot... 1/31/2002 Preservation Brief 37: Appror-'-te Methods for Reducing Lead-Paint P-wards in Histor:... Page 13 of 17 IFloors 100 ug/ft2; Window sills 500 ug/ft2; Window troughs 800 ug/ft2 ' Lead in soil: high contact bare play areas, listed as parts per million (ppm) concern: 400 ppm ` interim control 2,000 ppm Ihazard abatement 5,000 ppm ' LEAD-BASED PAINT LEGISLATION ' The following summarizes several important regulations that affect lead-hazard reduction projects. Owners should be aware that regulations change and they have a responsibility to check state and local ordinances as well. ' Federal Legislation ' Title X (Ten) Residential Lead-Based Paint Hazard Reduction Act of 1992 is part of the Housing and Community Development Act of 1992 (Public Law 102-550). It established that HUD issue "The Guidelines for the Evaluation and Control of Lead-Based Paint Hazards in Housing" (1995) to outline risk assessments, interim controls, and abatement of lead-based paint hazards in housing. Title X calls for the reduction of lead in housing that is federally supported and outlines the federal responsibility towards its own residential units and the need for disclosure of lead in residences, even private ' residences, prior to sale. Interim Final Regulations of Lead in Construction Standards (29CFR 1926.62). ' Issued by the Department of Labor, Occupational Safety and Health Administration (OSHA), these regulations address worker safety, training, and protective measures. It is based in part on environmental air sampling to determine the amount of lead dust generated by various activities. ' Toxic Substance Control Act, Title IV. The Environment Protective Agency (EPA) has jurisdiction for setting standards for lead abatement. Also, EPA controls the handling and ' disposal of hazardous waste generated during an abatement project. EPA will develop standards to establish lead hazards, to certify abatement contractors, and to establish work practice standards for abatement activity. EPA Regional Offices can provide ' guidance on the appropriate regulatory agency for.states within their region. State Laws: States generally have the authority to regulate the removal and ' transportation of lead based paint and the generated waste generally through the appropriate state environmental and public health agencies. Most requirements are for mitigation in the case of a lead-poisoned child, or for protection of children, or for ' oversight to ensure the safe handling and disposal of lead waste. When undertaking a lead-based paint reduction program, it is important to determine which laws are in place that may affect your project: Call the appropriate officials. file://R:\+2001%20Active%20Proiects\1001037%20SLO%20Railroad%20Warehouse\Prot... 1/31/2002 Preservation Brief 37: Appror=nte Methods for Reducing Lead-Paint I4^7ards in Histor.... Page 14 of 17 I Local Ordinances: Check with local health departments, Poison Control Centers, and offices of housing and community development to determine if there are laws that require compliance by building owners. Rarely are owners required to remove lead- based paint and most laws are to ensure safety if a project is undertaken as part of a larger rehabilitation. Special use permits may be required when an environmental impact may occur due to a cleaning treatment that could contaminate water or affect water treatment. Determine whether projects are.considered abatements and will require special contractors and permits. Owner's Responsibility: Owners are ultimately responsible for ensuring that ' hazardous waste is properly disposed of when it is generated on their own sites. Owners should check with their state office to determine if the abatement project requires a certified contractor. ( National certification requirements are not yet in place.) Owners ' should establish that the contractor is responsible for the safety of the crew and that all applicable laws are followed, and that transporters and disposers of hazardous waste have liability insurance as a protection for the owner. If an interim treatment is being I used to reduce lead hazards, the owner should notify the contractor that lead-based paint is present and that it is the contractor's responsibility to follow appropriate work practices to protect workers and to complete a thorough clean-up to ensure that lead- laden dust is not present after the work is completed. ' Worker Safety ' Current worker safety standards were established by OSHA's 29 CFR Part 1926, Lead Exposure in Construction; Interim Final Rule, which became effective June 3, 1993. These standards base levels of worker protection on exposure to airborne lead dust. They are primarily targeted to persons working within the construction industry, but. ' apply to any workers who are exposed to lead dust for longer than a specific amount of time and duration. The Interim Final Rule establishes an action level of 30 micrograms of lead dust per cubic meter of air (30 ug/m3) based on an eight hour, time-weighted ' average, as the level at which employers must initiate compliance activities; and it also establishes 50 ug/m3 of lead dust as the permitted exposure level (PEL) for workers. ' The standard identifies responsibilities before, during, and after the actual abatement activity necessary to protect the worker. Before the project begins, it requires an exposure assessment, a written compliance plan, initial medical surveillance, and training. The exposure assessment determines whether a worker may be exposed to lead. OSHA has identified a number of work tasks expected to produce dust levels between 50--and 500 ug/m3 of air, including manual demolition, manual scraping, manual sanding, heat gun applications, general cleanup, and power tool use when the ' power tool is equipped with a dust collection system. It is an OSHA requirement that, at a minimum, a HEPA filtered half-face respirator with a protection factor of 10 be used for these operations. Initial blood lead level (BLL) base lines are established for each I worker. Actual dust levels are monitored by air sampling of representative work activities, generally by an industrial hygienist or an environmental monitoring firm. Protective equipment is determined by the dust level. For all workers exposed at, or above, the action level for over 30 days in a 12-month period, BLLs are tested on a ' regular basis of every 2 months for the first 6 months and every 6 months thereafter. After completing a project, maintenance, medical surveillance, and recordkeeping responsibilities continue. ' HEPA vacuums, HEPA respirators, and HEPA filters, which substantially reduce exposure file://R:\+2001%20Active%20Projects\1001037%20SLO%20Railroad%20Warehouse\Proc... 1/31/2002 Preservation Brief 37: Appror--te Methods for Reducing Lead-Paint N--ards in Histor:... Page 15 of 17 1 � to lead dust, are available through laboratory safety and supply catalogs and vendors. Copies of 29 CFR Part 1926, Lead Exposure in Construction: Interim Final Rule, are ' available from the Department of Labor, Occupational Safety and Health Administration, or may be found in any library with a current edition of the Code of Federal Regulation (CFR). I - tFurther Reading Chase, Sara B. Preservation Brief 28: Painting Historic Interiors. Washington, DC: US IDepartment of the Interior, National Park Service, 1992. "Coping with Contamination: A Primer for Preservationist," Information; Booklet No. 70. IWashington, DC: National Trust for Historic Preservation, 1993. Historic Buildings and the Lead Paint Hazard. Hartford, CT: Connecticut Historical Commission, 1990. "Health Hazards in National Park Service Buildings", NPS-76 Housing Design and Rehabilitation. Washington DC: US Department of the Interior, National Park Service, 1995. Guidelines for the Evaluation and Control of Lead-Based Paint Hazards in Housing. IWashington, DC: US Department of Housing and Urban Development, 1995. Jandl, H. Ward. Preservation Brief 18: Rehabilitating Historic Interiors - Identifying and ' Preserving Character-defining Elements. Washington, DC: US Department of the Interior, National Park Service, 1988. IMacDonald, Marylee."Getting Rid of Lead." Old House Journal,July/Aug 1992. Myers, John H. Preservation Briefs 9; Repair of Historic Wooden Windows. Washington, DC: US Department of the Interior, National Park Service, 1981. OSHA Lead in Construction Standard (29 CFR 1926.62), Occupational Safety and Health Administration, May 4, 1993 (Federal Register). Park, Sharon C. and Camille Martone. "Lead-Based Paint in Historic Buildings," CRM Bulletin. Washington, DC: US Deparartment of the Interior, National Park Service. Vol. 13, No. 1, 1990. Park, Sharon C. "Managing Lead in Building Interiors: An Emerging Approach," Interiors Handbook for Historic Buildings, Vol. II. Washington DC: Historic Preservation Education Foundation, 1993. Park, Sharon C ."What to do about Lead-Based Paint," CRM Bulletin. Washington, DC: U.S. Department of the Interior, National Park Service. Vol. 17, No. 4, 1994. I The Secretary of the Interior's Standards for the Treatment of Historic Properties. Washington, DC: US Department of the Interior, National Park Service, 1992. file://R:\+2001%20Active%2OProjects\1001037%20SLO%2ORailroad%2OWareh'ouse\Prof:.. 1/31/2002 I Preservation Brief 37: Approp^te Methods for Reducing Lead-Paint N--ards in Histor..,. Page 16 of 17 i Title X (Residential Lead-Based Paint Hazard Reduction Act of 1992) of Housing and Community Development Act of 1992 (P.L. 102-550), October 28, 1992. ' Weeks, Kay D. and David Look, AIA. Preservation Briefs 10: Exterior Paint Problems on Historic Woodwork. Washington DC: US Department of the Interior, National Park Service. 1982. I ' Glossary of Terms Deteriorated Lead-Based Paint: Paint known to contain lead that shows signs of peeling, chipping, chalking, blistering, alligatoring or otherwise separating from its substrate. ' Dust Removals The process of removing dust to avoid creating a greater problem of spreading lead particles; usually through wet or damp collection or through the use of special HEPA vacuums. Hazard Abatement: Long-term measures to remove the hazards of lead-based paint through selective paint stripping of deteriorated areas; or, in some cases, replacement of deteriorated features. ' Hazard Control: Measures to reduce lead hazards to make housing safe for young children. Can be accomplished with interim (short-term) or hazard abatement (long- term) controls. Interim Control: Short-term methods to remove lead dust, stabilize deteriorating Isurfaces, and repaint surfaces. Maintenance can ensure that housing remains lead-safe. Lead-based Paint: Any existing paint, varnish, shellac or other coating that is in excess ' of 1.0 mg/cm2 as measured by an XRF detector or greater than 0.5% by weight from laboratory analysis ( 5,000 ppm, 5,000 ug/g, or 5,000 mg/kg). For new products, the Consumer Safety Act notes 0.06% as the maximum amount of lead allowed in paint. ' Lead-safe: The act of making a property safe from contamination by lead-based paint, lead-dust, and lead in soil generally through short and long-term methods to remove it, or to isolate it from small children. IRisk Assessment: An on'-site investigation to determine the presence and condition of lead-based paint, including limited test samples, and an evaluation of the age, condition, ' housekeeping practices, and uses of a residence. ' Acknowledgements ' Sharon C.Park,AIA, is the Senior Historical Architect for the Preservation Assistance Division of the National Park Service. Douglas C. Hicks Is the Deputy Chief of the Williamsport Preservation Training Center of the National Park Service. Both authors served on the National Park Service Housing Task Force addressing lead-safe employee housing and on various national panels to discuss combining lead-safe housing, worker safety, and historic ' preservation concerns. Vw.A IAluuLe umc to�hnirnt uAIM,fn.foie Ti.n nmin'!ume rnm nlnf•nA ..nAn.hhn Ai.n.+inn of u file://R;\+2001%20Active%20Proj ects\1001037%20SLO%20Railroad%20 Warehouse\Prot... 1/31/2002 IPreservation Brief 37: Appror�`,!e Methods for Reducing Lead-Paint N—ards in Histor.... Page 17 of 17 Ward Jandl, Deputy Chief, Preservation Assistance Division. The authors also wish to thank the following individuals for providing technical information or for supplying case study projects: Claudia Kavenagh, Building Conservation Associates, Inc; David E. Jacobs,Armand C. Magnelli, National Center for Lead-Safe Housing; Ellis Goldman, William Wisner, and Catherine Hillard, HUD Office of Lead-Based Paint Abatement; Ellis Schmidlapp, Landmarks Design Associates(Pittsburg, PA); Crispus Attucks Community Development Corporation (York,.PA); Charlene Dwin Vaughn fand Rebecca Rogers,the.Advisory Council on Historic Preservation; George Siekkinen, National Trust for Historic Preservation; Deborah Birch, Elnhorn Yaffee Prescott Architects; Baird M. Smith and Quinn Evans Architects;Jack Waite, Messick Cohen Waite Architects; Jim Caufleld, Pennsylvania Historical and Museum Commission; Mike Jackson, Illinois Historic Preservation; Martha Raymond, Ohio Historic Preservation Division; Susan Chandler, Connecticut Historic Commission; Steade Cralgo, California Office of Historic Preservation; Christopher Jones, Rocky Mountain Regional Office, NPS; Rebecca Shiffer and Kathleen Catalano Miiley, Mid-Atlantic Regional Office, NPS; Peggy Albee, North Atlantic Regional Office, Cultural Resources Center, NPS; Victoria Jacobson, AIA, Mt. Rainier National Park; E. Blaine Cliver, Anne E. Grimmer,Thomas C.Jester, Michael J. Auer, Charles A. Birnbaum, ASLA, and Charles E. Fisher of the Preservation Assistance Division, the National Park Service, and Thomas McGrath, Williamsport Preservation Training Center. IWashington,D.C. April, 1995 Home page logo:Appropriate lead paint abatement in progress. Photo: NPS files. I This publication has been prepared pursuant to the National Historic Preservation Act of 1966, as amended, which directs the Secretary of the Interior to develop and make available information concerning historic properties. Technical Preservation Services ' (TPS), Heritage Preservation Services Division, National Park Service prepares standards, guidelines, and other educational materials on responsible historic preservation treatments for a broad public. 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I I � - — I I I I ❑❑ I I I I I I �= I .q I � I I I I � I I I IRN - s Yl +YL� I ti F-1 E] MOEI � I I I I Ir p�/��J ❑❑ I I I � ® I I I I I I I zom I - =9 �= Ummns ❑❑ I gm I I cZi o ' I 011 � :❑❑ I _ ❑❑ I ;s I o I I I a° m I co u n I Q Q Q I I rrVr. CI 31 N 0 O p c iv c a m m M a z z I z 6 Co A a ►+ v M � "� • at as 11 I j. 1 _ I I 1 II i I I I f n10 1 � I I t { .t4 7 u; � ; II r Q I j t I zz Nt o 0 { i All t l t J 1 I { � I I I / Z {t Lr it < n -1f 1 I APPENDIX E I Historic Southern Pacific Freight Warehouse Rehabilitation / Feasibility Study Cultural Heritage Committee Presentation ' Monday, February 25, 2002 1 1 1 1 ' plg city of "san Luis oBispo rR :dl OESIGN c ROU- i i Exterior Issues: • Lead-based paint Proposed Resolution: Appropriate gentle removal techniques to prevent ' damage to original building fabric. Rehabilitation Standard 7 and consultation of Preservation Brief 37. Collect paint samples to determine ' original color prior to removal. The results will assist paint research for the period of significance (1895-1930). Reapply non-toxic paint following paint research phase. • Deteriorated or Missing Architectural features: o Raingutters I o Windows & Doors o, Roofing Material Proposed I Resolution: Rehabilitation Standards 4,5,9 and 10 will be carefully reviewed prior to implementing the design and construction documents. The wood raingutters will be repaired and missing sections will be replaced. The existing windows will be restored as well as the existing freight doors and hardware and standard doors. The roofing material will be carefully removed and replaced with new "in-kind" Imaterials to provide the structure a watertight roofing system. • Handicap Access Ramps & Stairs Proposed Resolution: Consult Preservation Brief 32"Making Historic Properties Accessible", involve local disabled community members. Consult with local building officials to determine next steps and possible alternatives. • Site Drainage Proposed Resolution: Consult Rehabilitation Standards; install area drain 1 in front of existing dock to prevent erosion and possible settlement of structure.. I • Utilities and Site Amenities Proposed Resolution: Consult Rehabilitation Standards; install necessary utilities and site amenities (i.e.: bicycle racks, public art, etc.) after close consultation with C.H.0 and A.R.C. I I I Interior Issues: • Structural Integrity of the Building o Rotting Sill Plates I o Shear Walls and Attachment o Roof Truss Integrity o Roof Truss Attachment to Walls Proposed Resolution: Rehabilitation Standards 4,5,9 and 10 will be carefully reviewed prior to implementing the design and construction documents. Initial recommendations that have been made include removing the existing sill plates, installing a foundation-to provide a structural anchor to the platform and installing shear walls in several ' locations throughout the building. A reinforced attachment from the existing trusses to the wall system will also be required. • Lead Based Paint Proposed Resolution: Appropriate gentle removal techniques to prevent ' damage to original building fabric. Careful consultation of Rehabilitation Standard 7 and Preservation Brief 37prior to proceeding with any work. Collect paint samples to determine original color prior to removal. The ' results will assist paint research for the period of significance (1895-1930). Reapply non-toxic paint following paint research phase - • Flooring Proposed Resolution: Rehabilitation Standards 4,5,9 and 10 will be carefully reviewed prior to implementing the design and construction documents. Initial recommendations that have been made include installing a new concrete floor over the existing floor material that contains asbestos. This will also help us to maintain disabled access and allow greater design flexibility for future exhibit layouts. lHistoric Features: o Historic Signage o Freight Scale o WalUCeiling Materials Proposed Resolution: Rehabilitation Standards 4,54 and 7 will be carefully reviewed prior to implementing the design and construction documents IHistoric Signage: Degree of paint removal and reapplication, conservation 1 of freight destination labels. Hire a professional conservator to stabilize the freight destinations labels prior to the initiation of any interior work. Take paint samples for color I analysis, and determine original color. Consider leaving a portion in its original condition as an interpretive element. Consult Preservation Brief 28 "Painting Historic Interiors. " Freight Scale: Retain original hardware to the highest degree possible I and when necessary, renovate with in-kind materials. Stabilize the "pit" with treated lumber or concrete. I Wall/Ceiling Materials: Retain bead board and tongue-and-groove wall surfaces, and when necessary, renovate with in-kind materials ' • Lighting and Power Distribution Proposed Resolution: Final design of the lighting and power systems is not included as a part of this study. Our purpose is to provide the infrastructure to support future designs. ' Firesprinkling Proposed Resolution: Rehabilitation Standards 9 and 10 will be carefully ' reviewed prior to implementing the design and construction documents. We will also review SHBC Chapter 8, which states....`7he sHBC's Chapter 8-8, on Fire Protection, states in its first paragraph that its purpose "is to provide a reasonable I level of fire protection...based primarily on life safety to the occupants and to fire-fighting personnel." Recognizing the primary goal of life safety..." Because the use and occupancy of the structure are changing the building, a firesprinkling system is mandated by City ordinances. • Future Tenant Improvements o Transit Drivers Lounge o Museum Spaces Proposed Resolution: Final design of the tenant improvements is not included as a part of this study. The purpose of this study is for the feasibility of rehabilitating the facility. All future tenant improvements are Isubject to C.H.C. review. i Preservation focuses on the maintenance and repair of existing historic Imaterials and retention of a property's form as it has evolved overtime. (Protection and Stabilization have now been consolidated under this treatment.) Rehabilitation acknowledges the need to alter or add to a historic property to meet continuing or changing uses while retaining the Iproperty's historic character as it has evolved over time. Restoration depicts a property at a particular period of time in its history, while removing evidence of other periods. Reconstruction re-creates vanished or non-surviving portions of a property for interpretive purposes. IIn Rehabilitation, historic building materials and character-defining features are protected and maintained as they are in the treatment Preservation; however, an assumption is made prior to work that existing historic fabric has become damaged or deteriorated over time and,as a result, more repair ' and replacement will be required. Thus, latitude is given in the Standards for Rehabilitation and Guidelines for Rehabilitation to replace extensively deteriorated, damaged, or missing features using either traditional or substitute materials. Of the four treatments, only Rehabilitation includes an opportunity to make possible an efficient contemporary use through alterations and additions (Standards 1995). I Standards for.Rehabilitation. I 1. A property will be used as it was historically or be given a new use that requires minimal change to its distinctive materials, features, spaces, and spatial relationships. 2. The historic character of a property will be retained and preserved. The removal of distinctive materials or alteration of features, spaces, and spatial relationships that Icharacterize a property will be avoided. 3. Each property will be recognized as a physical record of its time, place, and use. Changes that create a false sense of historical development, such as adding conjectural features or elements from other historic properties, will not be undertaken. 4. Changes to a property that have acquired historic significance in their own right will be retained and preserved. S. Distinctive materials, features, finishes, and construction techniques or examples of craftsmanship that characterize a property will be preserved. I6. Deteriorated historic features will be repaired rather than replaced. Where the I severity of deterioration requires replacement of a distinctive feature, the new feature will match the old in design, color, texture, and, where possible, materials. Replacement of missing features will be substantiated by documentary and physical Ievidence. 7. Chemical or physical treatments, if appropriate, will be undertaken using the ' gentlest means possible. Treatments that cause damage to historic materials will not be used. ' & Archeological resources will be protected and preserved in place. If such resources must be disturbed, mitigation measures will be undertaken. 9. New additions, exterior alterations, or related new construction will not destroy historic materials, features, and spatial relationships that characterize the property. The new work shall be differentiated from the old and will be compatible with the historic materials, features, size, scale and proportion, and massing to protect the 'integrity of the property and its environment. 10. New additions and adjacent or related new construction will be undertaken in a such a manner that, if removed in the future, the essential form and integrity of the historic property and its environment would be unimpaired. -- D FILE MEETING2 AGENDA DATE--,T-2/-b ITEM #.. San Luis Obispo Railroad Museum Post Office Box 13260, San Luis.Obispo, CA 93406-3260 5-14-2002 p'COUNCIL 'PIC D 1) DIR Mayor Allen Settle and Council Members ❑'CAO 0 FIN DIR Ma y EJ"ACAO ❑ FIE CHIEF L9�ATTORNEY EZ DIR City of San Luis Obispo p1CLERK/ORIG ❑ POUCE CHF ❑ DPT HEADS 1: REC DIR K'5,J 6 ❑ UTIL DIR of P, Mcwlct Ale.,❑ HR DIR Dear Mayor and Council Members, ✓ 14ae�1� ✓ M, lwAZc, ..___. The San Luis Obispo Railroad Museum Board of Directors have prepared this letter as a means to inform you of our accomplishments, present status and future plans as they involve working cooperatively with the City of San Luis Obispo. In April 1998, we made a presentation to the city council. In this presentation we indicated our interest in working with the city to develop a high quality railroad museum within the newly created Historic Railroad District. The council requested that we show them an organization and show support from the community. We subsequently fulfilled these requests by incorporating as the San Luis Obispo Railroad Museum and having over 150 individual and family members. On 8-30-2000 Mayor Settle signed a lease contract with the museum for our use of the historic Southern Pacific Railroad Freight house for a period of 40 years. The main purpose of this lease is to locate the museum within and around this building. The city, working through the San Luis Obispo Council of Governments, has received a federal grant specifically for restoration work on the Freight house. In furtherance of this restoration, the museum has been working with city staff to develop design plans. These plans are completed and ready for your discussion and approval. As you review the Freight house restoration plans and associated costs, please consider the major benefits to the city and it citizens. As a nonprofit, public benefit educational organization,the museum will educate thousands of people, children of all ages, about their local history. Many schools will bring their students to the museum for field trips to team about the historical development of the city from 1876 to the present. RECEIVE® k.. i9A'i' 1 �a 2�i!2 SLO CITY COUNCIL i Another major benefit to the city will by the many thousands of tourists who will want to come to the city due to a first class railroad museum being located here. Major goals of the city chamber of commerce and the city promotional coordinating committee have always been to keep tourists within the city for a longer period of time by giving them more activities to do or places to go. The museum will accomplish this. The longer these visitors are here, the more money they will spend within the city. These many thousands of dollars will create prosperity for the city and its citizens for many decades to come. As you can see, the costs involved with restoration of the historic Freight house will reap benefits throughout the community, both in the education and enjoyment of our children and citizens, and in the financial gains that the city will receive. There is, a"payback"here, and it comes in a financial and quality of life form This financial"investment"in the future of city is also an investment in the future for you,your children and your grandchildren. We greatly appreciate having been able to work closely with the city in the development of both the Historic Railroad District and the San Luis Obispo Railroad Museum We look forward to continuing this relationship for many years in the future. Sincerely,, Brad�LLaRo��se, President San Luis Obispo Railroad Museum