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CHAPTER V - ROUTE ALIGNMENT SUMMARY OF RECOMMENDED ALIGNMENT A large part of the charm of Eureka Springs' Historic District is due to the narrow, winding streets which stair-step up the hillside. These streets have remained more or less constant for over a century, and no doubt caused many problems for the engineers who laid out the first streetcar line in the town. Today, with the added influx of auto traffic, and far more visitors than were recorded nine decades ago, the challenge of incorporating an electric streetcar alignment into the Historic District is a significant one. The recommended alignment for the Eureka Springs streetcar line is virtually identical to that first laid out by the Citizens Electric Railway over a century ago. This is both a tribute to the engineering ability of that pioneer company and also a recognition of the paucity of alternatives available due to the topography of the area and the built-up nature of the Historic District. The route begins at the present Trolley Terminal, runs on Main Street to Spring, then on Spring Street to Harmon Park. The line is predominately single-track, with a short section of double track on Main Street and a passing siding at Hillside and Spring. Track construction is such that the trackway can be driven on, which allows for two-way traffic on the double track segments and for emergency use of the single track section. When the streetcar is not operating, the trackway can be used for a loading zone. The constricted nature of Spring Street means that restoration of the electric streetcar requires that either the street be made one-way, or that on-street parking be largely eliminated. The consultant recommends that on-street parking be retained and that Spring Street be made one-way southbound. This means that northbound traffic will use Center Street from the Basin Park Hotel to Hillside. North of Hillside, it is recommended that Spring Garden Street be completed in the right-of-way set aside for that street. A possible extension to an intercept parking lot at the top of Planer Hill can be built following State Highway 23; and an extension to the railroad Depot may be possible using the historic route down Hillside Avenue. Clearly, the issue is not whether a streetcar can be reinstated along Spring Street: the alignment used by the Citizens Electric Railway nine decades ago can be used today, with minor variations. However, the need to accommodate vehicular traffic and vehicular parking along Spring Street will require some major adjustments. The following paragraphs describe the issues and suggest two possible design solutions. Issue One - Right-of-Way Width One of the key factors in determining the feasibility of a vintage streetcar serving the Historic District of Eureka Springs is whether such a system can be built within the available right-of-way. A major consideration is the fact that such a line actually existed for 30 years over most of the proposed route. In order to design and engineer the exact alignment, a detailed survey of Spring Street and that portion of Main Street to be used will be necessary. Unfortunately, no such survey is available at the present time. The most reliable data is found on the so-called Sanborn maps held by the Eureka Springs Historic Society. These maps were prepared by the Sanborn Company for the use of insurance underwriters in assessing the risk of major fire damage. They provide information on building sizes, construction and locations of water supply. They also yield data on building line to building line dimensions. The series of maps for 1914 was examined by the consultant. Although over 80 years old, due to the nature of the Historic District, the maps are generally consistent with today's development in the District. They show the following widths:
The width of sidewalks must be subtracted from the above figures in order to arrive at the available street width for the trolley. While the actual street paving width varies, spot measurements indicate a width of roughly 28' to 30' curb to curb along Main and along Spring from Main to the Library. From Hillside Ave. north the street is typically 24' to 28' in width. However, there is evidence in several places of older curbing which was a foot or two in back of the present curbs. The length of the proposed initial operating segment is approximately 1.35 miles. From the Trolley Depot to Spring Street is about .1 mile; from the foot of Spring Street to the Post Office is about .3 miles; from the Post Office to Hillside Ave. is about .3 miles; and from Hillside Ave. to Harmon Park is about .65 miles. Grades along the proposed line are not severe, except for the stretch on Spring Street between the Basin Park Hotel and Owen Street. In this segment, the grade is uphill from the Basin Park Hotel to Owen Street, and varies somewhat in steepness. However, electric streetcars operated up and down this hill successfully for over 20 years, with only two 35 hp. motors and with only hand brakes. Streetcars of the type proposed, by contrast, have four motors and full air brakes. While the proposed route has many curves, only two -- at the New Orleans Hotel and at the Post Office -- are right-angle turns. In both cases, the detailed design may be difficult, but possible, within the confines of the right-of-way. In summary, the proposed right-of-way alignment for the Eureka Springs streetcar poses a number of design issues and will require some difficult decisions as to traffic and parking issues. However, as detailed elsewhere in this report, there are potential mitigation measures which can be adopted to make the alignment feasible. Issue Two - Parking A major concern in implementing the historic streetcar alignment is the issue of parking. In order to assess this issue, the consultant conducted an inventory of existing parking spaces for the length of the proposed line. The results are as follows:
In summary, there are 38 metered spaces (nine on Main St. and 29 on Spring St.) and 35 unmetered spaces, plus several loading zones, between the Trolley Depot and Hillside Ave. North of Hillside Avenue parking is generally permitted on one side or the other of Spring St. Observation over several days indicates that this area is almost fully occupied by parked vehicles from Hillside Ave. as far north as the sharp turn to the west. There is little parking usage from that point to Harmon Park. Details of Proposed Streetcar Alignment Stage 1 Route - Present Trolley Terminal to Spring and Hillside The proposed route begins at the present trolley terminal on North Main Street. The track loops around the site along the outside edge of the property, operating in a clockwise direction. Leaving the terminal, the line is double track on North Main, with one track for each direction, and with vehicular traffic using the same lanes. The tracks and vehicular lanes are offset in the right-of-way to the east in order to preserve the existing parking on the west side of the street. The double track continues through the intersection of North Main and Spring Street, and follows Spring Street to its intersection with Center Street. At that point, the line becomes single track, located on the east curb lane of Spring Street, just as was the original Citizens Electric Railway. A key reason for the choice of the east side of Spring Street is to allow for the curve at the New Orleans Hotel to be of as wide a radius as possible. Opposite the Post Office, the track changes to the west side of Spring Street in order to traverse the right angle curve at Pine Street using a larger radius curve. Once north of Pine Street, the alignment hugs the west curb line of Spring Street to the intersection with Hillside. At this point, a short passing siding is proposed, as was the case with the original line. This initial stage of revenue operation is approximately .7 miles in length. Stage 1A Route - Spring and Hillside to Harmon Park Stage 1A trackage should be constructed concurrently with Stage 1, because it provides access to the vehicle storage and maintenance facility at Harmon Park. However, for the purpose of revenue operation, it is treated as a separate stage. This is because the parking and traffic mitigation measures for this section of Spring Street may be implemented to a different schedule than those of Stage 1. By providing for the possibility of a phased revenue operation, the line can be implemented at the earliest possible date. The alignment of the track for Stage 1A is the west curb lane of Spring Street to a point just beyond the sharp curve at Dairy Hollow, where the track swings to the east side of Spring Street and then off to the east at the entrance to Harmon Park. This is where the former car storage facility was located, and where it is recommended that the new storage facility be built. Please see the section on the vehicle storage facility for additional discussion. This section of the route is approximately .65 miles in length. Stage 2 Route - Trolley Terminal to Planer Hill Parking Intercept Transportation studies of the Eureka Springs area have often recommended an intercept parking facility to be located at or near the intersection of US Highway 62 and State Route 23. When and if such a facility is implemented, it would be desirable for the streetcar to serve it directly and thus provide direct connection to the Historic District. The recommended track alignment for this extension continues a double track line south from the present trolley terminal for about 800' - past the sharp reverse curve on South Main St. - then transitions to single track on the west side of South Main Street for the remainder of the run up Planer Hill to Highway 62. Present plans by the Public Works Department of the City of Eureka Springs for construction of a sidewalk/bike path on the west side of South Main Street have been reviewed. The addition of a streetcar line will require some adjustments to these plans, and will also require close working cooperation with State Department of Transportation plans to repave Highway 23. However, at present, it appears that a satisfactory combined engineering solution can be developed. Because of the proposed timing for both the Highway 23 work and the proposed sidewalk/bike path development, it is recommended that the detailed design for a Stage 2 extension be undertaken as part of the engineering phase of the Eureka Springs Streetcar project. It should be noted that several caverns are reported to exist near the upper end of this alignment, and that these should be carefully reviewed for their impact on the extension. The Stage 2 extension adds about .5 mile of line to the system. Stage 3 - Hillside Avenue to the Railroad Depot and Potential Parking Intercept In recent years, a suggestion has been made that intercept parking be provided in the vicinity of the Railroad Depot. This extension would serve the Depot and the proposed parking intercept. It would consist of a single bi-directional track on the east side of Hillside, and would be about .5 miles in length. TRAFFIC AND PARKING IMPACTS AND MITIGATION ALTERNATIVES Stage 1 - Trolley Terminal to Spring and Hillside As previously described, there would be no impact on parking on Main Street between the present Trolley terminal and the intersection of Main and Spring Streets. However, on Spring Street between Main and Hillside, either traffic or parking will be impacted. The reason for this is that the available street width is restricted. It can accommodate the streetcar track and either two very narrow traffic lanes or it can accommodate the streetcar, one lane of traffic, and a parking lane. It cannot handle the streetcar, two traffic lanes, and a parking lane. (It should be noted that the streetcar track can be driven on, and thus can be used for emergency vehicles, short-term loading activities, or to pass stalled or stopped vehicles). Thus, there appear to be two options to consider. The first is to make Spring Street one-way southbound, with northbound traffic using Center Street between Spring Street and Hillside. In this case, parking can be preserved in the amount and general location where it exists today. From the standpoint of available street width, this is the preferred solution. The second option is to retain two-way vehicular traffic on Spring Street but to eliminate most on-street parking. Specifically, parking in front of the Post Office can be retained by a parking duck-out in front of the Post Office, and a few spots can be provided at the Post Office corner, just north of Pine Street by encroaching on the Post Office site with a widened Spring Street right-of-way. However, to handle two traffic lanes, all other parking would be eliminated. To mitigate this loss of some 54 spaces (24 metered and 30 unmetered) a parking lot or structure could be built at Center and Mountain Streets. It is possible that funding for this parking mitigation could be part of the streetcar project. The consultant recommends that Spring Street traffic be made one-way southbound and that any displacement of on-street parking be mitigated by a lot or structure at Center and Mountain Streets. Stage 1A - Spring Street between Hillside and Harmon Park The issue here is the same as for Stage 1; namely the available street width. Similarly, there are two available options. If on-street parking is to be preserved, Spring Street will have to be made one-way southbound. To do this, the dedicated but un-built Spring Garden Street could be constructed from King Street to Dairy Hollow Road in order to provide a northbound route paralleling Spring Street. This would allow on-street parking to remain on Spring Street and would add on-street parking and provide additional access to the rear of buildings along the east side of Spring Street. It would also open up some additional sites for development. This is the preferred alternative, particularly if funding can be made available through the streetcar project as a traffic mitigation measure. The second option is to retain two-way traffic on Spring Street and to provide alternative parking. In some cases this can be done by building duckouts between trees; but this possibility is very limited. The construction of Spring Garden Street could provide parking for buildings along Spring Street at the rear of such buildings, and would effectively replace parking on Spring Street for buildings on the east side of that street. Buildings on the west side of Spring Street would not have convenient parking, unless space for an off-street lot could be found. The consultant recommends that Spring Street be made one-way southbound and that Spring Garden Street be constructed as the northbound route, with parking allowed. Stage 2 - Trolley Terminal to Planer Hill Parking Intercept State Highway 23 between these two points is currently a two-lane road with no on-street parking. The proposed design for inclusion of the streetcar is not expected to impact this situation. Thus, there is no need for parking or traffic mitigation measures for Stage 2 extension of the streetcar route. Stage 3 - Hillside Avenue to the Railroad Depot and Potential Parking Intercept Although the available right-of-way is extremely limited, it is necessary to maintain two-way traffic on Hillside, because there is no paralleling street which can be used as part of a one- way pair. Accordingly, some parking may be impacted. A detailed analysis of mitigation measures should be made during the engineering work program if this extension proceeds. PASSENGER STOPS The exact number and location of passenger stops will not be finally set until the engineering phase is completed. Indeed, the system should be designed so as to permit the addition or deletion of stops as ridership and land uses change. Stops should be located so as to provide passengers with convenient access to stores, hotels and other points of interest. On the other hand, stops spaced too closely impede schedules and increase the capital cost of the system. Furthermore, stops must be located so as not to interfere with traffic excessively, and must not compromise safety. Thus, a balance must be struck. Therefore, for the purposes of this feasibility study, the consultant proposes passenger stops at the following locations: Stage 1 - Trolley Terminal to Hillside
Stage 1A - Hillside to Harmon Park
Stage 2 - Trolley Terminal to Planer Hill Parking Intercept Planer Hill Parking Intercept: Because the route will share right-of-way with State Highway 23, and due to topographical limitations along this stretch, no intermediate stations are proposed. Stage 3 - Hillside to Railroad Depot Parking Intercept This route segment is approximately .5 miles long. To serve the area, there should be one intermediate stop between the end points. No specific location is recommended at this time. The stop at the Depot Parking Intercept should be on the west side of Main Street so as to avoid crossing the highway. VEHICLE STORAGE AND MAINTENANCE FACILITY A modest building will be required in which to house and maintain the vehicle fleet. The original location of the carbarn at the southeast corner of Harmon Park is recommended. Old photographs show that the original mulecar barn located on this site was used for the electric streetcars of the Citizens Electric Railway. The building was wooden, and of distinctive and rather attractive architecture. It is recommended that this basic design be replicated. The car fleet of the Citizens Electric Railway required about 260' lineal feet of track for storage. The recommended fleet for the proposed streetcar line will require about 140' lineal feet. Configured as two parallel tracks, this defines a building footprint about 40' wide and 100' long. This configuration will allow indoor storage of the cars and also provide for a location for car repair and routine maintenance. Because the hillside drops away sharply to the east, it may be possible to provide storage space underneath the easternmost portion of the building. As part of the efforts to provide historic authenticity, it is recommended that the present log building be restored to its original configuration, which took the form of two log structures linked by a gabled roof which served as a gateway to the park. Location of the carbarn in its original site, and the re-use of the log building, will result in displacement of the present occupants. It is recommended that an extension of the maintenance facility to the north be constructed to house these functions. Such an extension was added to the original barn when the Citizens Electric Railway electrified its lines, and would thus be historically consistent. As an added attraction, it is recommended that the streetcar facility serve as a museum of the transportation systems which provided local service in Eureka Springs during the past. The original carbarn had three large openings along its west wall. These should be included in the design and should be arranged to provide visitors with a view of the inside of the barn and allow them to watch its operations, much as is the case with the Powell Street Cable Car barn in San Francisco. One of the two log building portions could be used as an interpretive display area for old trolley photos and artifacts, as well as for displays of the horsedrawn hotel "tallyhos" that preceded the railcars. POWER DISTRIBUTION SYSTEM Virtually all electric streetcars were powered by an overhead contact line. Almost all vintage trolley systems use the same method. In most cases, power is purchased from the local utility company at commercial voltage and fed to a sub-station, whose output is the 600 volt direct current used to propel the cars. The power is distributed by a single overhead wire, about .5" in diameter, suspended at a height of between 18' and 22' above the rails. The current is collected by a swivelling trolley pole mounted on the roof of the car. Along tree-lined streets and in business districts, the wire is virtually invisible, and - as outlined in Chapter IV - has not been a source of complaint on existing vintage trolley operations. The single wire is supported from brackets which are attached to poles, spaced on about 100' centers along straight track and somewhat closer on curves. These poles are often decorative, and can also be used to support street lights and signage. The number of poles required will be determined more precisely during the engineering phase of the project, but for costing purposes the consultant believes that the numbers used by the Citizens Electric Railway are appropriate. This is an average of 65 poles per mile of line, or 88 poles for Stages 1 and 1A. Typically, a sub-station can service about one mile of line. Given the grades to be encountered at the south end of the Stage 1 segment, and the possibility of a future extension from there up Planer Hill, the consultant recommends that two substations be installed. One should be located at the present trolley terminal, and the other at the Harmon Park facility. Modern sub-stations are fully self-contained and automatc, thus requiring no labor cost for monitoring. |
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