HomeMy WebLinkAbout2002/04/24 - Agenda Packet~~ Co~~-
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CITY OF RANCHO CUCAMONGA
~~ HISTORIC PRESERVATION
COMMISSION AGENDA
WEDNESDAY APRIL 24, 2002 7:00 PM
Rancho Cucamonga Civic Center
Council Chamber
10500 Civic Center Drive
Rancho Cucamonga, California
I. CALL TO ORDER
Pledge of Allegiance
Roll Call
Chairman McNiel _ Vice Chairman Maaas _
Coin Mannerino _ Com Stewart _ Com Tolstoy _
II. ANNOUNCEMENTS
III. APPROVAL OF MINUTES
March 27, 2002
IV. PUBLIC HEARINGS
The following dems are public hearings m which concerned ~nd~wduals may voce
their opinion of the related pro/ect Please waR to be recognized by the Chairman
and address the Comm~ss~on by stating your name and address All such
opinions shall be l~mded to 5 minutes per ~ndiv~dual for each project Please sign
m after speaking
A HISTORIC LANDMARK DESIGNATION DRC2002-00214 -CITY OF
RANCHO CUCAMONGA - A request to designate the Paafic Electric
Railway corridor as a Historic Landmark on approximately 85 acres
of land, with an average width of 80 feet, generally bisecting the
middle of the city in an east-west direction - APN 207-141-35, 207-
571-86, 207-101-39 and 40, 208-091-65, 208-431-02, 202-091-47,
202-151-25 and 26, 1076-261-76 and 78, 1076-301-18 and 19,
1076-441-60, 1076-591-14 through 18, 1089-291-01, 1089-031-02,
05, 22, and 23, 1089-531-78, 1089-561-54 through 56, 1089-562-51
through 53, 1089-071-27 and 28, 227-121-35, and 227-141-64 and
78
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V. PUBLIC COMMENTS
This is the bme and place for the general public to address the commission Items
to be discussed here are those that do not already appear on this agenda
VI. COMMISSION BUSINESS
VII.
1, Gad Sanchez, Planning
Cucamonga, or my designee
foregoing agenda was poste
meeting per Government Co
Rancho Cucamonga
ADJOURNMENT
Commission Secretary of the Cdy of Rancho
hereby cert~(y that a true, accurate copy of the
d on Apnl 18, 2002, at least 72 hours pnor to the
de Section 54964 2 at 10500 Civic Center Dnve,
,Oa..~ ~~.~..,
Page 2
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Vicinity Map
Historical Preservation Commission
April 24, 2002
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T H E C I T Y O F
RANCriO CUCAMONGA
Staff Report
DATE April 24, 2002
TO Chairman and Members of the Historic Preservation Commission
FROM Brad Buller, Clty Planner
BY Dan Coleman, Principal Planner
SUBJECT HISTORIC LANDMARK DESIGNATION DRC2002-00214 -CITY OF RANCHO
CUCAMONGA - A request to designate the Paclflc Electric Railway corridor as a
Historic Landmark on approximately 85 acres of land, with an average width of
80 feet, generally bisecting the middle of the city In an east-west direction -
APN 207-141-35, 207-571-86, 207-101-39 and 40, 208-091-65, 208-431-02,
202-091-47, 202-151-25 and 26, 1076-261-76 and 78, 1076-301-18 and 19,
1076-441-60, 1076-591-14 through 18, 1089-291-01, 1089-031-02, 05, 22, and 23,
1089-531-78, 1089-561-54 through 56, 1089-562-51 through 53, 1089-071-27 and
28, 227-121-35, and 227-141-64 and 78
BACKGROUND
A Historical Significance The Pacific Electric Railway was once the world's largest
interurban and street railway system, extending from Los Angeles to Its outlying regions
The building of the railway through the Inland Empire was crucial to the development of
the area, particularly to support the agricultural industry that fueled the local economy
Determined local ranchers, led by Captain Peter Demens, organized a committee that
raised the funds needed to bring the railway further north closer to their ranches The
ranchers were hauling their citrus fruit by horse and wagon from 2 to 7 miles to reach the
railway The committee successfully raised the funds to purchase the northern right-of-
way and the railway subscribers voted to name the new station Alta Loma, rather than
loamosa, which was the area's previous name
When completed on January 20, 1914, the Pacific Electric Railway was responsible for
putting "on the map" the area that was to become the Clty of Rancho Cucamonga
Passenger service began on January 25, 1914 The Ilne was extended all the way to San
Bernardino on July 11, 1914 The railway's two depots, completed In 1915, formed the
. nucleus for development of the original downtowns for the communities of Alta Loma and
Etiwanda In Alta Loma, citrus fruit packinghouses were built near Amethyst Avenue
This line to San Bernardino was the Pacific Electric's longest Ilne and gave the Pacific
ITEM A
HISTORIC PRESERVATION COMMISSION STAFF REPORT
HISTORIC LANDMARK DESIGNATION DRC2002-00214
April 24, 2002
Page 2
Electric the distinction of being classified as a, true interurban operator Rail passenger
service ended in 1941 Special passenger trains rolled through to San Bernardino at
various times up to 1950 During World War II numerous troop trains could be seen on
their way to and from San Bemardmo
Paafic Electric began hauling freight on this line almost immediately after its opening and
became one of its most lucrative sources of income The principal freight hauled was
estrus, followed by cement, otl, gravel, and manufactured products When estrus crops
were threatened by freezing weather, oil-fired orchard heaters were brought in. Pacific
Electric gave heater oil trams priority over all other freight Freight service continued to
decline until the early 1980s The nation's last interurban Railroad Post Office service was
operated by the Pacific Electric on its San Bernardino line from 1947 to 1950. The San
Bernardino line was the first of Paafic Electric's mayor Imes to be converted entirely to
diesel-electric locomotives By late 1951, all operations on this line were dieselized and
the overhead electric wires removed The conversion from ahigh-speed interurban
operation to a low-speed diesel freight line was now complete Ownership of the line
changed hands through the ensuing years In the late 1950s, the line was sold to the
Southern Paafic Railroad, who continued freight service through the 1980s A complete
history of the development of the Paafic Electric Railway through Rancho Cucamonga is
attached (Exhibit "B") •
B Site Characteristics The railway corridor extends for approximately 7 miles, and averages
80 feet in width (Exhibit "A"). The land is essentially flat with slopes along the edges in
portions of the corridor The tracks have been removed and the matonty of the corridor
consists of non-native vegetation and/or ruderal speaes of shrubs and grasses. The
corridor contains various structures, primarily drainage faalities and bridges that are not
included in this proposed landmark designation In the Cucamonga community, adtoining
the railway corridor east of Vineyard Avenue, is the Casa de Cucamonga, a County
museum listed in the National Register of Historic Places In the Etiwanda community,
adtoining the ratlway corridor at 7083 Etiwanda Avenue, stands the Historic Landmark
Etiwanda Depot Single-family residential homes adtoin most of the railway corridor
ANALYSIS
A General The City of Rancho Cucamonga, acting as the lead agency, has Coined together
with the regional transportation authority, San Bemardmo Assoaated Governments
(SANBAG), and surrounding sties, to develop a 21-mile multi-purpose trail that would link
the sties of Claremont, Montclair, Upland, Rancho Cucamonga, Fontana, and Rialto The
Paafic Electric Inland Empire Trail Master Plan design concept includes historical markers
to celebrate our rich heritage The rail trail would also connect to the Citrus Regional
Bikeway 6 9-mile rail trail project being planned from Claremont to San Dimas The Master
Plan identifies potential funding sources, including a variety of grant programs that are
available for historic preservation purposes
B Landmark Designation The railway corridor certainly qualifies for landmark designation
based upon much of the criteria from the City's Historic Preservation Ordinance, including
such significant areas as historical, cultural, and neighborhood and geographic setting
Details concerning these areas of significance are contained in the "Facts for Finding"
~a
HISTORIC PRESERVATION COMMISSION STAFF REPORT
HISTORIC LANDMARK DESIGNATION DRC2002-00214
April 24, 2002
Page 3
section The requested designation area includes only the railway wrndor and does not
include any structures within the corridor Further, the landmark designation is not
intended to affect the ability of SANBAG to re-establish rail service in the future The
Pacific Electric Inland Empire Trail Master Plan calls for reserving the middle 45 feet of the
corridor for future rail
C Environmental Assessment The protect is categorically exempt under Section 15331
(Class 31) of the Guidelines for the California Environmental Quality Act
FACTS FOR FINDING
A Historical and Cultural Significance
Finding 1 The proposed landmark is particularly representative of a historical
period, type, style, region, or way of life
Facts The Pacific Electric Railway
when local ranchers banded
haul their citrus fruit crops
identifies a historic period of the early 1900s,
together to obtain direct freight rail service to
Finding 2 The proposed landmark is an example of a type of bwiding, which was
once common but is now rare
FacUs The Paafic Electric Railway, with its distinctive red trolley cars and
overhead electric Imes, was once the world's largest interurban and street
railway system
Finding 3 The proposed landmark was connected with someone renowned or
important and/or a local personality
Facts The coalition of local ranchers who fought to obtain this Paafic Electric
Railway line was led by Captain Peter Demens, a prominent member of
the loamosa/Alta Loma community Peter Demens (Piotr Demetieff) had
been a captain in the Russian Imperial Guard at the palace of Czar
Alexander II A successful entrepreneur, his vaned business interests
included sawmill owner, road promoter, contractor, banker, estrus grower,
President of the Cucamonga Citrus Fruit Grower's Assoaation, and water
Captain Demens was one of the most influential pioneers in the
community
Finding 4 The proposed landmark is connected with a business or use, which was
once common but is now rare
Facts This Paafic Electric Railway line played an important part in the estrus
industry and was the impetus for the development of downtown areas for
both the Alta Loma and Etiwanda communities The estrus industry has
vanished and all that is left are a few remnant groves
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HISTORIC PRESERVATION COMMISSION STAFF REPORT
HISTORIC LANDMARK DESIGNATION DRC2002-00214
April 24, 2002
Page 4
B Neighborhood and Geographic Setting
Finding 1 The proposed landmark materially benefits the historic character of the
neighborhood
Facts The Paafic Electric Ratlway corridor adjoins several of the most important
historic landmarks throughout the community, including the Sycamore
Inn, Casa de Cucamonga (listed on national register), and the Etiwanda
Depot
Finding 2 The proposed landmark in its location represents an established and
familiar visual feature of the neighborhood, community, or aty
FacUs The Paafic Electric Railway corridor is a very prominent community
feature stretching approximately 7 miles through the heart of the City of
Rancho Cucamonga The corridor is unique because it offers rare
unobstructed views through the community
CORRESPONDENCE The Historic Landmark designation was advertised as a public hearing
in the Inland Vallev Daily Bulletin newspaper, a notice was marled to the property owner, and
staff notified by telephone the San Bernardino Assoaated Governments (SANBAG), who is the
owner of this railway comdor
RECOMMENDATION Staff recommends that the Historic Preservation Commission adopt the
attached Resolution for Historic Landmark Designation DRC2002-00214 recommending
Landmark Designation approval by the City Council
Respectfully Submitted,
Brad Buller
City Planner
BB DC/~c
Attachments Exhibit "A" -Location Map
Exhibit "B" -History of Pacific Electric Railway
Exhibit "C" -Photographs of Corridor
Draft Resolution Recommending Approval of Landmark Designation DRC2002-00214
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Existing Conditions
History of the Pacific Electric Railway
San Bernardino Line Baldwin Park Branch
The Beginning
The Pacific Electric Rahway Company dates back to 1899
Pacific Electric hoes once stretched from Santa Monica to
Newport Beach on the coast and east to Redlands and
Riverside The San Bemardino Lne was Pacific ElectrTc's
longest line It was unique in that it was the company's only
1200-volt electrified Lne and the line on which the system's
highest average speeds were consistently maintained
The San Bemardino Line, with its several branches, did more
than any other Ime to give Pacific Electric the distrnchon of
being classified as a true interurban operator Stations on the
San Bernardino Lne, in order, were Claremont, Upland, Alta
Loma, Etiwanda, Fontana and Rialto, where Riverside cars
cut off running south via Bloomington to Riverside
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Los Angeles Circa 1905
Construction of the San Bernardino Lane began in 1906 and
ultimately connected Pacific Electric's Northern District with
Imes of its Eastern District (San Bemardino, Redlands, and
Riverside) Next came the construction of the Pomona-
Claremont-Upland segment (built by the Ontano & San Antonio
Heights Railway which Paufic Electnc absorbed m 1912), this
line opened for service on December 1,1910
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Pacific Electric Railway 1926 Route Map
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By about 1912, farmers north of the ewshng reilway line were
beginning to realize the need for a railway Ime closer to their
nos and ranches The farmers were hauling then fruit by horse
d wagon to the paclunghouse at Cucamonga and Upland, but
it was a long, slow haul
On April 11, 1912, a committee was elected to secure ~ght-of-
way for the Pacific Electric Railway Company north to the
loamosa area (now northern Rancho Cucamonga) The
committee consisted of Captain Peter Demens as Chairman, Dr
Reid, Ernest Goerlitz, C F Thorpe, Henry Albert, FrankA Kelly,
and Robert Wagner They attended meetings in San Bernardino,
Upland, and Etiwanda, and held many conferences with
railroad officals m Los Angeles The Paufic Electric Railway was
already completed from Los Angeles to Upland The next
extension would be shorter, traveling straight through
Cuujnionga to San Bernardino However, the committee was
able to persuade the officals that a railway line was needed
farthernorth
Money was needed to obtain this right-of-way, and the loamosa
committee solicted funds from property owners on a per ace
basis as follows citrus orchards, $15 00, decduous fmit and
vineyards, $1000, gram land, $5 00, mountain land $1 00
Ranchers and Farmers from the areas that are now Upland,
Rancho Cucamonga and Fontana all contributed A total of
$19,434 42 was raised
Even before the right-of-way alignment was completely settled,
the Railway Company applied to the committee for a name for
the new northern station Several names were suggested, and a
letter was sent to all subscribers to the railway asking for then
vote An ovenuhelming majority selected the name Alta Loma in
April 1913 [mhally, the station had temporary offices m a
packinghouse building until the $10,000 station building was
completed on April 1,1915
By February 1913, enough money was appropriated to build the
extension dosing the 20-mile gap between Upland and San
Bernardino Work actually began on June 7, 1913, when the
contractors (Grant Bros) started grading Rails were laid east
from Upland and had reached Attendee on January 25, 1914
The line was formally opened for seance on July 11, 1914
Pacific Elednc patrons had immediate access to points reached
by the affiliated San Bernardino Valley Traction Company,
inducting Highland, Colton, Patton and Redlands Riverside was
reached wa a connecting line built from Rialto to Riverside by
the Crescent City Railway Company Th~ connection Ime
opened for seance on March 24,1914
On November 28, 1914, Pacific Electrc Railway Company
offered a $50 prize for a name and a suitable symbol for a new
all-day trolley trip being offered from Los Angeles to Redlands
Thus was born the famous "Orange Empire Trolley," destined to
become Pacific Electric's outstanding excursion, wrth seance
beginning January 3, 1915 The Orange Empire tram left 6th &
Main at 900 AM arrived at Rialto at 10 36 AM and at Riverside
at 11 OOAM
IFIC„ ELECTRIC
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Pacific Electric Advertisement
In 1927, halos from Los Angeles to San Bernardino typically
operated on a two-hour headway with modifications to meet
requirements of travel Practically all hams wnsisted of two cars,
one of which cut off at Rialto and operated to Riverside while the
other continued on to San Bernardino Two of the San
Bernardino trams were operated as strictly limited trains These
were 'The Angel City Limned", inbound to Los Angeles and
'The Citrus Belt Limited" outbound to San Bernardino These
made the Los Angeles-San Bernazdino run in 1 hour 45
minutes
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loamosa/Alta Loma area of Rancho Cucamonga
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Moving Freight as Well as People
Paafic Electnc began hauling freight on the San Bernardino
Line almost immediately after its opening Thcs business
down through the years became one of Paafic Electric's most
tua-ative sources of income San Bernardino was one of
Pacific Electric's 'big three" freight lines along with Los
Angeles Harbor and EI Segundo
The pnnapal freight hauled on the San Bernardino Line was
citrus, followed by cement, oil, gravel, and manufactured
products As of 1928, a freight train left State Street Yard daily
at 1 45 PM, picked up citrus cars en route and delivered them
to the Southem Pacific-Union Pacific at Colton, then returned
to State Street with cement cars from the Southem Paafic
Yard at Colton, the Union Pacific at Poole Yazd, and the
Atkinson Topeka & Santa Fe mil facility at San Bernardino
All penshable freight onginating east of San Dimas went to
San Bemazdino, while penshable freight onginating west of
Sari Dimas went to Los Angeles
The Pacific Electnc San Bemazdino Line was directly
competing with the Santa Fe Railroad for most of its freight
business, espeaally afros products Most packinghouses
were already Santa Fe patrons, and to reach them, Paafic
E]ectric had to lay its rails so as not to interfere with Atkinson
Topeka & Santa Fe spurs In some instances tha resulted in
Pacific Electnc spur tracks at far ends of packinghouses or in
other undesirable locations Santa Fe continued to get most
of the business To combat th>s, Paafic Electnc brought about
the construction of new packinghouses at more
advantageous locations such as Alta Loma and Upland
Some of Pacific Electric's fastest freight movements combined
its two heaviest hoes, the Harbor and the San Bernardino
When afros crops were threatened by freenng weather, oil-
fired orchard heaters were brought in, burning night and day
as long as they were needed A constant supply of fuel oil was
essential to the afros growers Pacific Electric gave heater oil
hams pnonty over all other freight, speeding them from the
Harbor to Redlands area in five hours It took 2,000 carloads
of ail to make one filling of heaters
,'- w
By 1938, freight trams lefr San Bernardino at 7 00 PM, made
the trip to Southem Paafic's yards at Colton, then took the
San Bernardino I.me west to State St Yard, amving at 3 30
AM On the return top the crew left State Street at 10 30 PM,
followed the San Bernardino [roe beyond La Verne, took
penshables to Colton and returned to San Bernardino,
signing-off at 6 30 AM Dunng World War 11, so heavy dtd
freight movements become that several steam locomotives
were leased from Southem Pacific, these were always
double-headed with the electric motors, so trolley-actuated
signals could operate
The nation's fast interurban Railroad Post Office (RPO)
service was operated by Pacific Elecfric on it's San
Bernardino Line Th~ RPO sernce was inaugurated
comparatively late, being started on September 2, 1947 It
left Los Angeles at 12 45 PM and San Bernardino at 440
PM , taking three hours for the top It did not operate on
Sundays or holidays This last RPO ceased operation on May
6,1950
The San Bernardino Lne was the first of Paafic Electric's
maior lines to be given over to the diesel-electric locomotive
100°16 On October 1, 1951, all operations between Los
Angeles and San Bernazdmo were diesehzed and the trolley
wire was removed shortly thereafter A major iob was
converting crossing signals from trolley activated-Direct
Current to low voltage track an:uit operation It took suc
weeks afrer dieselvation before th>s conversion was
completed, and in the intenm diesels either were equipped
unth trolley poles or dragged a dead electric locomotive, with
enough current being maintained in the trolley unre to
activate the sgnals
On November 30, 1951, all substations and electrical
energinng faalities on the San Bernardino Line were taken
out of service and the San Bernardino Irne had completed its
transition from ahigh-speed interurban operation to a low-
speed diesel freight line
Station Architecture
Stations between Upland and San Bernardino were a more
substantial type of building, not the usual wooden type
typical of Pacific Electnc standards of the "pre-1911" era
Etiwanda, Alta Loma and Ralto had wncrete stations costing
about $10,000 each Fontana had a huge concrete structure
built in co-operation with a real estate company The
Claremont, Upland, Etiwanda, Rialto and a portion of the
Fontana Station remain
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Rialto Station
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Claremont Station
Etiwanda Station
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Upland Station
Fontana Station
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End of the Line
The first abandonment of mil passenger service occurred on
July 20, 1936, when San Bernardino-Redlands service was
discontinued, reel was removed from Redlands to Sunkist,
with that portion from San Bernardino to Sunkist kept to
serve packing houses Regular service was abandoned on
June 9, 1940, between Riverside and Rialto On the same
day passenger service on the Los AngelesSan Bernardino
Line was cut to four round taps daily, with the service being
provided by rehabilitated cars An augmented bus service
that bed in with the rail schedules was used
On November 1, 1941, rail passenger service beyond
Baldvnn Park was discontinued, except for rush hour service
through to Covina The last car left San Bernardino for Los
Angeles at 6 45 PM ,the last car from Los Angeles pulled into
the San Bemazdino at 9 30 PM
-
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Station Interior 1940's
Special passenger trams roiled through to San Bernardino at
various times up to 1950 During World War 11 numerous
troop trams made the complete trip, while the post-war
sessions of the Los Angeles County Fair at Pomona were
served by Pacific Electric passenger trams, four-car trams
were run as needed, unth as many as eight such trams running
on Saturdays and Sundays
At the end of World War II, the Mayor s office in Los Angeles
hued consultants to make proposals to meet the postwar
transportation needs of Los Angeles metropolitan azea The
consultants' reports were presented to an audience of 800
civic and business leaders in 1945 This meeting prompted
the Los Angeles Chamber of Commerce to organize a
committee to boost the rapid transit plan the Rapid Transd
Action Group (RTAG) RTAG had the support of Pacific
F~ectric Railway and Los Angeles Transit Lanes
RTAG drew up the enabling legislation for RTAG's proposed
"Metropolitan Rapid Transit District" and proposed to have
the governor call a special session of the state legislature in
1948 to consider the proposal With the establishment of the
state gas tax after the war, the region was gearing up for
massive freeway construction Thu aeated an opportunity to
acquire rapid transit rights of way at relatively low cost by
placing them in freeway medians The state Public Uhhhes
Commisswn stated m a 1947 report "It is estimated that rail
raprd transit m a freeway can be provided at approwmately
16% to 20% addibonai to the cost of the freeway alone, while
a separate raprd transit system would cost several hmes this
amount "
"light Rail Rapid Transit" seems the appropriate name for
RTAG's proposal given that it would have combined Pacific
Electric Railway's surface rights of way (with grade crossings
and low-level boarding) with grade-separated sections
enloymg third-rail current collection and high-level
platforms The RTAG brochure prepared at the time included
a detailed description of a new generation of rail equipment
to replace Pacific Electric's aging fleet on the improved
system The proposed raft vehicle was to have a seating
capacity of approwmately 110 The low-slung RTAG cars
were to be capable of loading both from street level and car-
floor-height platforms
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Train at Claremont Tower
Pacific Electric Baldwin Park Branch
Pacfic Electric had made clear its intention to convert to bus if
the RTAG initiative failed (In 1947 Pacific Electric's bus
operations made a slight profit while its rail passenger
operabons lost $3 million) Los Angeles then faced what was
perhaps the most s~gmficant crossroads m its transportation
history The RTAG plan proposed to retain parts of ten Pacific
Electric tines as part of its new fight rail rapid transit system
including the San BernardmoBaldwm Park Lane The RTAG
rapid transit plan projected an eventual finanaal breakeven
point on rail operabons, butthe initiative faded
In 1953, Paofic Electric Railway Company sold its passenger
business to Metropolitan Coach Lanes (MCL), and m 1958
MCL sold out to the Los Angeles Metropolitan Transit
Authority (LAMTA) LAM'fA was chartered to create a rapid
transit network based upon bus routes LAM'i'A transferred
ownership of the former Paofic Electric Railway Canes to the
Southern Paofic Railroad for use as a freight kne on its
Baldwin Park Branch, running between Baldwin Park and
San Bernardino The demand for freight service in the
conidor declined due to competition from trucks and other
factors The Southern Pacific Railroad sought to reduce its
real estate holdings and raise capital by selling back much of
the Baldwin Park Branch The esaow closing for the
Southern Paofic Baldvnn Park Branch was in April 1991 The
- Los Angeles County Transportation Commission, now Los
Angeles County Metropolitan Transit Authority (CACMTA)
negotiated the deal and assigned the portion of nghtof-way
m San Bernardino County to the San Bernardino Associated
~ovemments (SANBAG)
Under terms of the purchase agreement with Southern
Paofic, the railroad reserved the right to operate freight
service over the active portions of the fine After the sale of the
right-of-way and the transfer to SANBAG, Southern Paofic
Railroad made two fillings to discontinue freight service with
the Interstate Commerce Commission, which were
approved The first was to discontinue freight service
between the Los Angeles County line and 11" Avenue in
Upland The second was to discontinue freight service
between 11°' Avenue in Upland and a point east of Cactus
Avenue m Rialto With these two filings only the easternmost
2 3 miles of track on the line remain in active freight service
today
In 1991, SANBAG adopted a policy preserving the Baldwin
Park Branch right-of-way for potential future transit use In
1994, SANBAG adopted another policy allounng possible
joint use of the Baldwin Park Branch right-of-way Joint use
is defined as bikeways or trails, flood control channels,
pipelines and other utilities The SANBAG pokcy Beady
states that the primary use of the Baldwin Park Branch nght-
of-way is for rail transit purposes However, SANBAG also
states that the agency wishes to encourage compatible uses
within the right-of-way, which further public purposes and
improve the quality of fife
In 1999, 100 years after the start of the Paofic Electric
Railway, the six cities containing portions of the old San
Bernardino Lane, Claremont, Montclair, Upland, Rancho
Cucamonga, Fontana and Rialto alongwith SANBAG joined
together to develop a master plan fora 21-mile multi-use trail
In 2000, the City of Rancho Cucamonga, acting as lead
agency for the project, retained a team lead by Boyle
Engineering Corporation to prepare a Master Plan for amulti-
usetrail hnlangClaremont to Rialto
Sources The Electric
Railway Historical
Association of Southern
California, San
Bernardino Associated
Governments, Zhe
History of Alta Loma.
California 1880-1980
by Martha Games
Stoebe
~~
1940's Advertisment
Pacific Electric Motor Coach
PHOTOGRAPHS OF PACIFIC ELECTRIC RAILWAY CORRIDOR
@ Cucamonga Creek Channel Bndge, looking west
@ Amethyst, looking west (former site of Alta Loma Depot)
~-/3
East of Rochester, looking west
-,
@ Day Creek Boulevazd, looking east
4 _. ~!yzi ~y.~.i =z:•~~ .~•r~'~i'~: i`,.~~e-..=~~~T ~* -.ice. '`. ~<~Y~ -e'~t., -. -~a'S'x~. :..L~.~~--;-v~,
pMk ~gt~ y~`~;W'K ':` i~".~'..a'~Y` -^:~R~F; ~'S :.^~ '~...~'y ~;~.4i~ y:.}/"; ~ti -'~ .~_ts.:^~?'nJ.l,~r~
15~3"~ ~;~}'-~-tr~' pis :-_.53._`1.^ a.l '~t'"~tY•_.... tt~°~<..%t~'2TV~'rF~~~i.S' I:a,d~.Y:~~.=~'~1 d~'"' ~`'4+'+'^'>'',~S'=J
z' a'S..- _;4..~ ~ k.-:. AyY-'~,.u raiil.,n_.i --a~°-..~i,uc.r..«a
@ Etlwanda Avenue, looking east (EUwanda Depot on the left)
1 ~PLANNING~DAMPaafic ElectncNHOTOGRAPHS OF PET CORRIDOR doc
~~y
Red Caz @ Etlwanda Depot
RESOLUTION NO 02-02
A RESOLUTION OF THE HISTORIC PRESERVATION COMMISSION OF
THE CITY OF RANCHO CUCAMONGA, CALIFORNIA, RECOMMENDING
APPROVAL OF HISTORIC LANDMARK DRC2002-00214 DESIGNATING
THE PACIFIC ELECTRIC RAILWAY AS AN HISTORIC LANDMARK,
EXCLUSIVE OF ANY STRUCTURES WITHIN THE CORRIDOR, AND
MAKING FINDINGS IN SUPPORT THEREOF -APN 207-141-35, 207-571-
86, 207-101-39 and 40, 208-091-65, 208-431-02, 202-091-47, 202-151-25
and 26, 1076-261-76 and 78, 1076-301-18 and 19, 1076-441-60, 1076-591-
14 through 18, 1089-291-01, 1089-031-02, 05, 22, and 23, 1089-531-78,
1089-561-54 through 56, 1089-562-51 through 53, 1089-071-27 and 28,
227-121-35, and 227-141-64 and 78
A Rectals
1 The City of Rancho Cucamonga has filed an application for a Landmark as descnbed in
the title of this Resolution Hereinafter in this Resolution, the subject Landmark is referred to as'Yhe
application "
2 On Apnl 24, 2002, the Histonc Preservation Commission of the City of Rancho
Cucamonga conducted a duly noticed public heanng on the application
3 All legal preregwsites to the adoption of this Resolution have occurred
B Resolution
NOW, THEREFORE, it is hereby found, determined and resolved by the H~stonc Preservation
Commission of the City of Rancho Cucamonga as follows
1 This Commission hereby specifically finds that all of the facts set forth in the Recitals,
Part "A", of this Resolution are true and correct
2 The application applies to the former Southern PaGfic Railroad Baldwnn Park Branch line,
approximately 85 acres of land, basically a continuous comdor averaging 80 feet in width, which
bisects the middle of the City of Rancho Cucamonga The comdor contains vanous structures,
including drainage facilities and budges, which are not included in this landmark designation
3 The City of Rancho Cucamonga, acting as the lead agency, hastomed togetherwith the
regional transportation authonty, San Bernardino Associated Governments (SANBAG), and
surrounding cities, to develop a 21-mile multi-purpose trail that would link the cities of Claremont,
Montclair, Upland, Rancho Cucamonga, Fontana, and Rialto The Pacific Electnc Inland Empire Trail
Master Plan design concept includes histoncal markers to celebrate our nch hentage The rail trail
would also connect to the Citrus Regional Bikeway 6 9-mile rail trail protect being planned from
Claremont to San Dimas The Master Plan identifies potential funding sources, including a vanety of
grant programs that are available for histonc preservation purposes
4 The Pacific Electnc Inland Empire Trail Master Plan calls for reserving the middle 45 feet
of the comdor for future rail The proposed landmark designation is not intended to affect SANBAG's
ability to re-establish rail service in the future
5 Based upon substantial evidence presented to this Commission dunng the above-
referenced public heanng on Apnl 24, 2002, including wntten and oral staff reports, together with
~~
HISTORIC PRESERVATION COMMISSION RESOLUTION NO 02-02
LANDMARK DESIGNATION DRC2002-00214
April 24, 2002
Page 2
public testimony, and pursuant to Section 2 24 090 of the Rancho Cucamonga Muniapal Code, this
Commission hereby makes the following findings and facts
A Historical and Cultural Sgnificance
Finding 1 The proposed landmark is particularly representative of a historical
penod, type, style, region, or way of life
FacUs The Paafic Electnc Railway identifies a historic penod of the early
1900s, when local ranchers banded together to obtain din:ct freight rail
service to haul their citrus fruit crops
Finding 2 The proposed landmark is an example of a type of budding, which was
once common but is now rare
Facts The Pacific Electric Railway, with its distinctive red trolley cars and
overhead electric lines, was once the world's largest interurban and
street railway system
Finding 3 The proposed landmark was connected with someone renowned or
important, and/or a local personality
FacUs The coalition of local ranchers who fought to obtain this Pa~c Electnc
Railway line was led by Captain Peter Demens, a prominent member
of the loamosa/Alta Loma community Peter Demens (Piotr Demetieff)
had been a captain in the Russian Imperial Guard at the palace of
Czar Alexander II A successful entrepreneur, his vaned business
interests included sawmill owner, road promoter, contractor, banker,
citrus grower, President of the Cucamonga Gtrus Fruit Grower's
Association, and writer Captain Demens was one of the most
influential pioneers in the community
Finding 4 The proposed landmark is connected with a business or use, which
was once common but is now rare
FacUs This Pacific Electnc Railway line played an important part in the citrus
industry and was the impetus for the development of downtown areas
for both the Alta Loma and Etiwanda communities The Gtrus industry
has vanished and all that is left are a few remnant groves
B Neighborhood and Geographic Setting
Finding 1 The proposed landmark materially benefits the histonccharaderofthe
neighborhood
FacUs The Paafic Electnc Railway comdor adjoins several of the most
important historic landmarks throughout the community, including the
Sycamore Inn, Casa de Cucamonga (listed on National Register), and
the Etiwanda Depot
~Y
HISTORIC PRESERVATION COMMISSION RESOLUTION NO 02-02
LANDMARK DESIGNATION DRC2002-00214
Apnl 24, 2002
Page 3
Fmdmg 2 The proposed landmark m its location represents an established and
familiar visual feature of the neighborhood, community, or city
FacUs The Pacific Electnc Railway comdor is a very prominent community
feature stretching approximately 7 miles through the heart of the Gty
of Rancho Cucamonga The comdor is unique because it offers rare
unobstructed views through the community
6 This Commission hereby finds that the protect has been reviewed and considered m
compliance with the California Environmental Quality Act of 1970, as Landmark designations are
exempt under CEQA, per Article 19, Section 15331
7 Based upon the findings and conclusions set forth m paragraphs 1, 2, 3, 4, and 5 above,
this Commission hereby resolves that pursuant to Chapter 2 24 of the Rancho Cucamonga MuniGpal
Code, that the Histonc Preservation Commission of the City of Rancho Cucamonga hereby
recommends approval of Landmark Designation DRC2002-00214 on the 24th day of Apnl 2002
The Chairman of this Commission shall certify to the adoption of this Resolution
APPROVED AND ADOPTED THIS 24TH DAY OF APRIL 2002
HISTORIC PRESERVATION COMMISSION OF THE CITY OF RANCHO CUCAMONGA
BY
Rich Maaas, Vice Chairman
ATTEST
Brad Buller, Secretary
I, Brad Buller, Secretary of the Histonc Preservation Commission of the City of Rancho Cucamonga,
do hereby certify that the foregoing Resolution was duly and regularly introduced, passed, and
adopted by the Histonc Preservation Commission of the City of Rancho Cucamonga, at a regular
meeting of the Histonc Preservation Commission held on the 24th day of Apnl 2002, by the follo~nnng
vote-to-wit
AYES COMMISSIONERS
NOES COMMISSIONERS
ABSENT COMMISSIONERS
~~7
RESOLUTION NO 02-02
A RESOLUTION OF THE HISTORIC PRESERVATION COMMISSION OF
THE CITY OF RANCHO CUCAMONGA, CALIFORNIA, RECOMMENDING
APPROVAL OF HISTORIC LANDMARK DRC2002-00214 DESIGNATING
THE PACIFIC ELECTRIC RAILWAY AS AN HISTORIC LANDMARK,
EXCLUSIVE OF ANY STRUCTURES WITHIN THE CORRIDOR, AND
MAKING FINDINGS IN SUPPORTTHEREOF-APN 207-141-35, 207-571-
86, 207-101-39 and 40, 208-091-65, 208-431-02, 202-091-47, 202-151-25
and 26, 1076-261-76 and 78, 1076-301-18 and 19, 1076-441-60, 1076-591-
14 through 18, 1089-291-01, 1089-031-02, 05, 22, and 23, 1089-531-78,
1089-561-54 through 56, 1089-562-51 through 53, 1089-071-27 and 28,
227-121-35, and 227-141-64 and 78
A Rentals
1 The City of Rancho Cucamonga has filed an application for a Landmark as descnbed in
the title of this Resolution Hereinafter in this Resolution, the subtect Landmark is referred to as "the
application "
2 On Apnl 24, 2002, the Histonc Preservation Commission of the City of Rancho
Cucamonga conducted a duly noticed public heanng on the application
All legal preregwsites to the adoption of this Resolution have occurred
B Resolution
NOW, THEREFORE, it is hereby found, determined and resolved by the Histonc Preservation
Commission of the City of Rancho Cucamonga as follows
1 This Commission hereby specifically finds that all of the facts set forth in the Recitals,
Part "A", of this Resolution are true and correct
2 The application applies to the former Southern Pacific Railroad BaldHnn Park Branch line,
approximately 85 acres of land, basically a continuous comdor averaging 80 feet in vndth, which
bisects the middle of the City of Rancho Cucamonga The comdor contains vanous structures,
including drainage faalities and badges, which are not included in this landmark designation
3 The City of Rancho Cucamonga, acting as the lead agency, has Coined together with the
regional transportation authonty, San Bernardino Associated Governments (SANBAG), and
surrounding Goes, to develop a 21-mile multi-purpose trail that would link the sties of Claremont,
Montclair, Upland, Rancho Cucamonga, Fontana, and Rialto The Patfic Electnc Inland Empire Trail
Master Plan design concept includes histoncal markers to celebrate our nch hentage The rail trail
would also connect fo the Citrus Regional Bikeway 6 9-mile rail trail protect being planned from
Claremont to San Dimas The Master Plan identifies potential funding sources, including a vanety of
grant programs that are available for histonc preservation purposes
4 The PaGfic Elednc Inland Empire Trail Master Plan calls for reserving the middle 45 feet
of the comdor for future rail The proposed landmark designation is not intended to affect SANBAG's
ability to re-establish rail service in the future On the contrary the re-establishment of rail service in
would be consistent with and in furtherance of the historic preservation purposes of this landmark
designation
5 Based upon substantial evident; presented to this Commission dunng the above-
referenced public heanng on Apnl 24, 2002, including wntten and oral staff reports, together with
~ ~~"
HISTORIC PRESERVATION COMMISSION RESOLUTION NO 02-02
LANDMARK DESIGNATION DRC2002-00214
Apnl 24, 2002
Page 3
Fmdma 2 The proposed landmark m its location represents an established and
familiar visual feature of the neighborhood, community, or aty
Facts The Pacific Electnc Railway comdor is a very promment wmmunity
feature stretching approximately 7 miles through the heart of the City
of Rancho Cucamonga The comdor is unique because it offers rare
unobstructed views through the community
6 This Commission hereby finds that the project has been reviewed and considered in
compliance with the California Environmental Quality Act of 1970, as Landmark designations are
exempt under CEQA, per Article 19, Section 15331
7 Based upon the findings and contusions set forth m paragraphs 1, 2, 3, 4, and 5 above,
this Commission hereby resolves that pursuant to Chapter 2 24 of the Rancho Cucamonga Municipal
Code, that the Histonc Preservation Commission of the Cdy of Rancho Cucamonga hereby
recommends approval of Landmark Designation DRC2002-00214 on the 24th day of Apnl 2002
APPROVED AND ADOPTED THIS 24TH DAY OF APRIL 2002
HISTORIC PRESERVATION COMMISSION OF THE CITY OF RANCHO CUCAMONGA
BY
Rich Macias, Vice Chamnan
ATTEST
Brad Buller, Secretary
I, Brad Buller, Secretary of the Histonc Preservation Commission of the City of Rancho Cucamonga,
do hereby certify that the foregoing Resolution was duly and regularly introduced, passed, and
adopted by the Histonc Preservation Commission of the Gty of Rancho Cucamonga, at a regular
meeting of the Histonc Preservation Commission held on the 24th day of Apnl 2002, by the folloHnng
vote-to-~nnt
~/ ~ /
8 The Chairman of this Commission shall certify to the adoption of this Resolution