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HomeMy WebLinkAbout2002/04/24 - Agenda Packet~~ Co~~- • C1 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 .~ 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 • HILLSIDE BANYAN 19TH BASE FOOTF z > o m _ W Q = z Y J Z U Q ~ W NILSON LEGEND ~ Crty Hall • 1 0 1 2 3 4 5 Miles N " Vicinity Map Historical Preservation Commission April 24, 2002 ,.~ 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 ~-3 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 ~/ l ~\ 1j '$9q t"f9&Pi~'T 3LTpWkfAtkX {~~YYIi Y"1!4'~~rY,~~MMIL•iMMM~ ~~~ Y~MiM~i~~~„if~y~li~ ~+'A~ Aj 1n~l~ekas UMtAr#d fnferNdfidhal Atrgorf Area Ma p Railway Corridor Pacific Electric Railway City of Rancho Cucamonga D 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 j .,ry ~-_ _> ~ l'~~ ° . ~ ~ 1 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 oFN~ PACIFIC ELEC~'I~IC RAILWAY caiiF ~ A ~' ~_ "~` t r-„r ,r ~„~ .~-....,. 1 J~y~t'[ +~ w~w i,+'~,$1,ay fXF J /r!J li t- !'3 /r:~" ~ /f ~'" ,,~ .er. /,: `tea ya ~+,~ °S ~ ~~ '. ~Je~frf.2."a S.iJ _ l ~`Jf ~'''! f ... ~ '+A,~S,\~`t5'e~`,SC`w // i_..._. ~. /;c3'~ r r,~ f la i /~ i(e'r'/ [~) I.i+rP: .". .. { r,J~x [[nxun y~ `iM1\,~n`,1:.v~ l1`S~f' ~~t * '~, y / /~~~i t~.f ''~.irJ` _.(.Ir.% ~ IJ ° c'u'fio~ ~°'v s o'`Ps ~~~ J ~10.Airrc`[C ~ !,? jfl JJr/ti ~ .l ,1 - vo~ d .,~+.'~` - ~-~ ~'~~-~,....~5~., f l~t •. °+"~•iTe~ . r. ~ 'Jr/f J• xrtnn[ ~'~"~ ;~ ) f r' - - '.°s4abe' °~^`• °,..~~ 4 ,' ~°"°".~d. a„P.,/ / Ji''i w titJ' `'~ \ g Wis. W ~~+ ` i~ _,y~\ ~µ\~ l,lFil ~'~. e 2~fi'`~f'a:~,•a ~/ar>t.f I w'a"' °`+, • ~,~ a\~ I't3 ri t;~,~,,~~ya• , ~f,~~a f~ f -r~,~~ .r... ..... "/p`°~'~ liy S[. •~ °,..,- ~ , = ~ ~ PACIFIC ELECTRIC RAILWAY ~~ f ~~ a~ ~ ~ "j~ ~pf~ ~ ~°~f~, ~v WELLS FARCO k CO EXPItE55 ~\ `mod, ~.:.. r~ar,[,° r;~ 1. ,`," WORLD'S GREATEST ELECTRIC ~\.~ ~ .5s. ~ I i~ o~ ;J,~r' ,• t;.,~~.4- RAILWAY SYSTEM ~\~2 _ ~~_ +~i((a~s°'~~ ~~~~ „r,,,^f il!f.`~ ,.?;~ 1000 Miles of Standard Trolley Lines ,~ ~~~~ ~ tea- :J~ J/!' ~~4`~.~, +3ir~` ~j' !•.. t~ To All Pomos ar c.a.r~,t 1„r[r<.r t~ ~h~ H...r ~ ~- - \ ~K ~ ^~ ~ r. "~`„[¢''" '{a\ a( SOUTHERN CALIFORNIA sod Tra.ened by ~' `~, `` ~'-=~~~~`~• ~~ ' ~ "°"' F 2700 SCHEDULED TRAINS DAILY S~~i f ~~j ~ ar_...L_i ii S ~L ~_~~ ~~ y"- ` _`" ; Indudtoe 5 Truns ao Cooveomao Pe.mds ra ae~oo f ~ ~ T~ ~~~," .\~`z\` AMO~51K0UNT LOSE ~` C7~` y ~.,0 ` yfL ~~ ~v\ ~ ~~~'q. \~~ ~a I A Cltmb rro aY Tco I1cY Throus LOUDLAND °" ~~ ~ 4menca's GREATEST SCENIC WONDERLAND s J~ Pacific Electric Railway 1926 Route Map u 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 =_ ~ 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 4 E ~~ loamosa/Alta Loma area of Rancho Cucamonga ^ 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 D ~_ ~' _ -~ . ~• 1 ~~~ Rialto Station ~/ __ ~~ ~~ . ®+L1~ s~ r ~9 Claremont Station Etiwanda Station w - "" ~~. ~~__ Upland Station Fontana Station C~ 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 - •- ~ ',.' - 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 ~~ O 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