Railroads of Change: The San Gabriel Valley Journey

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Railroads of Change The San Gabriel Valley Journey Kathleen Thorne-Thomsen

Foothill Gold Line Construction Authority


Life’s Journey Life is like a journey Taken on a train, With a pair of travelers At each window pane. I may sit beside you, All the journey through, Or I may sit elsewhere, Never knowing you. But if Fate should mark me To sit at your side, Let’s be pleasant travelers— It’s so short a ride! Two Bells, April 1932


This commemorative book is produced in conjunction with station dedications for the Foothill Gold Line light rail project from Pasadena to Azusa. All rights reserved. No part of this book may be reproduced in any form by an electronic or mechanical means (including photography, recording, or information storage, and retrieval) without permission in writing from the Foothill Gold Line Construction Authority (aka, Metro Gold Line Foothill Extension Construction Authority). Editorial: Susan Bisinger and Lisa Levy Buch Design: Kathleen Thorne-Thomsen Illustration pages 5, 8, and 9: Signe Bergman and Bill Davis Special thanks: Michael Patris, Alan Weeks, Jeffrey Cornejo, Brad Macneil, Jerry Sims


Railroads of Change The San Gabriel Valley Journey Kathleen Thorne-Thomsen

Foothill Gold Line Construction Authority Monrovia, California



Railroads of Change—The San Gabriel Valley Journey tells the story of the development and growth of the San Gabriel Valley from the Mission San Gabriel to Alta California first controlled by Spain, then by Mexico and finally by the United States. The Valley’s growth parallels the arrival of two major long distance railroads who steamed into California in 1876 and 1887. The Southern Pacific (SP), with its passenger subsidiary the Pacific Electric (PE), and the Atchison Topeka & Santa Fe (AT&SF) railroads greatly influenced the growth of the San Gabriel Valley causing it to develop as an appealing place to visit, to buy land and build homes, to grow oranges and other crops, and finally to live, work, get educated, and raise families. Before air travel, all three railroads provided the necessary service of carrying the U.S. Mail and freight through the Valley’s industrial corridor, and brought people from across the country to settle along its’ splendid foothills. The Foothill Gold Line’s arrival in more recent times is once again showing rail’s influence as an important catalyst for change. Gold Line trains arrived in the western San Gabriel Valley cities of South Pasadena and Pasadena in 2003 and will soon arrive in cities east; all along the historic right of way of its predecessor railroad, the AT&SF (Santa Fe*) and within close proximity to the historic SP and PE routes. This historic, industrial corridor – once used by citrus and other local industries to ship their freight by rail to cities across the United States, is now going through a renaissance. As the corridor moves from industrial to commuter, each city vision for new neighborhoods around the Gold Line stations is starting to be realized and people are now living and working within close proximity to rail. As the Foothill Gold Line nears completion on the next six stops in 2015, the cities of Arcadia, Monrovia, Duarte, Irwindale, and Azusa are already seeing positive changes underway around their Foothill Gold Line stations, and envisioning even greater growth in the years ahead. Rail has proven to be a strong catalyst for growth in the San Gabriel Valley over the last 140 years. Travel through that history in the pages of this book and imagine how the San Gabriel Valley will be changing in the decades ahead. * A short name for the AT&SF.

The particularly attractive feature [of the San Gabriel Valley] was the splendid water conditions prevailing. The soil was soft and porous, of decomposed granite and fine alluvial silt, the erosion of ages from the mountain slopes. It had good subsoil for drainage and stood irrigation splendidly. —Leonard Rose, early valley settler

The first inhabitants of the San Gabriel Valley were the Tongva Indians who lived well in the rich and fertile valley until the arrival of the Spanish padres in 1771. The padres settled in the valley with the intentions of claiming the land for Spain and converting the Indians to Catholicism. Two years later they finished building California’s fourth mission, La Mision del Santo Arcangel San Gabriel de Los Temblores [earthquakes]. The Tongvas were renamed Gabrielinos and moved to live within the Mission’s grounds. The padres developed a fine irrigation system, and soon the Mission San Gabriel led all other California missions in agricultural production. Wheat, vegetables, tree fruits, grapes, horses, cattle, and sheep were grown or raised on the Mission’s vast lands. The days of the Mission’s control of the San Gabriel Valley were over in 1821 when Mexico won independence from Spain and took over control of Alta California. Alta California was a name used by Spain and later by Mexico to refer to a territory that now includes the states of California and Arizona, as well as parts of Nevada and Utah. Mexico divided the land into ranchos and granted parcels of land to Mexican citizens who applied. Many of the new rancho owners, or Californios, were former Mexican soldiers or families who had supported Mexico’s independence. 6


[The Old Spanish and Mexican Ranchos of Los Angeles County]. Special Collections Library, California State University Dominguez Hills.

The Spanish Padres built the Mission San Gabriel in 1771.

Rancho San Pasqual

In1843, the Rancho San Pasqual was granted to

Juan Marine. The land passed through several hands until it was owned by John Griffin, Don Benito Wilson, and Benjamin Eaton. Griffin sold to colonists from Indiana in 1872. The Indiana Colonists named their settlement Pasadena.

Rancho Santa Anita

The Rancho Santa Anita was granted to Hugo Reid in 1841. Reid sold to Henry Dalton in 1847. The Rancho changed hands several times. One owner was citrus pioneer William Wolfskill. In 1875 the Rancho Santa Anita was sold to Lucky Baldwin. William Monroe bought a portion of the Rancho in 1883. Monroe and his associates founded Monrovia in 1877.

Early Days of the San Gabriel Valley 8

The San Gabriel River formed an alluvial fan. The Tongva People lived in a village called Asuksagna.

Rancho Azusa de Duarte

Part of Rancho Azusa was granted to Andres Duarte in 1841, and renamed Rancho Azusa de Duarte. Duarte sold to Michael Whistler and Nehemiah Beardslee who then divided some of the land into small plots.The city was not founded until 1957.

Rancho Azusa de Dalton

Another section of Rancho Azusa was granted to Louis Arenas in 1841. Arenas sold to Henry Dalton who called it Rancho Azusa de Dalton. It was later acquired by Jonathan Slauson in 1885. Slauson founded Azusa in 1887.

Mexican Land Grants divided the northern San Gabriel Valley into Rancho San Pasqual (now Pasadena), Rancho Santa Anita (now East Pasadena, Arcadia, and Monrovia), Rancho Azusa de Duarte (now Duarte), and Rancho Azusa de Dalton (now Azusa). 9

[Birds-Eye Map of Los Angeles, 1877]. Courtesy of the Bancroft Library, University of California, Berkeley.

Los Angeles Los Angeles was officially founded in 1781 by Spanish explorers. The new settlement, built around a central plaza, was situated inland on the banks of the Los Angeles River because of a set of rules known as “Laws of the Indies” set forth by the Spanish King in 1680. The new town with its central plaza was one of the first places newcomers to Southern California settled in. The inland location of Los Angeles allowed the town to grow in all directions. And in time—with help from the railroads—it did. William Wolfskill was an adventurer who walked to California. He blazed the Old Spanish Trail from New Mexico, where the Santa Fe Trail ended, to California. When Wolfskill arrived in Southern California he first settled on a ranch in what is now downtown Los Angeles. By the 1860s he was growing oranges on 2,500 trees. Wolfskill needed to transport oranges from his ranch to markets in other parts of the country. When the Southern Pacific railroad (SP) arrived in Los Angeles in 1876, he allowed the SP to establish a depot on his ranch. 10

Above: The map shows Los Angeles in 1877 when the population was nearing 11,000. South is at the top and north at the bottom. The Pacific Ocean is seen in the distance. A study of the map will reveal three trains traveling in the Los Angeles area in 1877. A lithograph of William Wolfskill’s ranch, c. 1880. Trains are shown at the top and bottom of the map.

Security Pacific National Bank Collection, Los Angeles Public Library.


The Southern Pacific was established in 1865. Connecting San Francisco and San Diego by railroad was one of the SP’s goals. The company was quickly acquired by “The Big Four,” Charles Crocker, Leland Stanford, Mark Hopkins and Collis Huntington, who were former hardware merchants from New York State. The Big Four were determined to find a faster way to deliver goods to California. During the Gold Rush years these men struggled with sending goods to California by ship—either around Cape Horn or through the Isthmus of Panama. Neither route was satisfactory. Croker, Stanford, Hopkins and Huntington were instrumental in connecting the transcontinental railroad at Promontory Point, Utah in 1869. The Southern Pacific built its first steam locomotive in 1873 and SP trains steamed into Los Angeles in 1876. The arrival of transcontinental trains changed everything for sleepy Southern California and for the San Gabriel Valley towns that were quietly growing oranges.


Courtesyof the Archives, Pasadena Museum of History.

Southern Pacific: the Golden State Route

Donald Duke photographer, Los Angeles Public Library.

Above: A Southern Pacific passenger train stands ready to pull out of the Arcade Depot in Los Angeles in 1891. The SP built the Arcade Station on William Wolfskill’s land. Below: An undated map of the SP’s southern route from a brochure titled “Southern Pacific Sunset Route.” Left: Picking oranges in a San Gabriel Valley orchard.


Ship and Travel: Santa Fe All the Way The Atchison, Topeka and Santa Fe Railroad (AT&SF) was chartered by the Kansas Territory legislature in 1859 with the intention of opening up western prairie land to new settlers. Construction began in Topeka, Kansas. It took 28 years of difficult work to reach Los Angeles. While the Southern Pacific briefly enjoyed being the only railroad in Los Angeles, the AT&SF was on the way. It arrived in 1887. The railroads carried freight and mail but they also brought tourists. With the SP and AT&SF competing for rail fares, a price war broke out. Tickets to LA that had been $125 were sometimes as low as $1. Many took advantage of the low fares and vacationed in Los Angeles. The travelers wrote postcards and letters to friends and family back home. The colorful pictures were proof of Southern California’s agreeable climate, pleasing scenery, and of the incredible growth of trees, plants, and flowers. Personal messages written on postcards and in letters brought more tourists—many stayed on.


Courtesy of the Braun Research Library Collection, Autry National Center, Los Angeles: Santa Fe railroad advertisement. [90.253.110].

Courtesyof the Archives, Pasadena Museum of History. ephPC:[California ; Los Angeles], "Los Angeles in 1873." The Huntington Library.

Above: In Pasadena, a common hydrangea plant grew big enough to tower over a small child. The child at the top of the hydrangea must be standing on a ladder. Below: A view of Los Angeles in 1873. Between 1880 and 1890 the population of Los Angeles County increased more than 300%. Lower left: An undated advertisement for the AT&SF. 15

[No Brand Stock Label, CIT_000950]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library, San Marino, California.


I’m going away, even if nobody else does. —Mrs. Elliot, Indiana, written in1873

At the end of a bitterly cold winter a Midwestern woman announced her intention to friends who were considering moving to sunny Southern California. Mrs. Elliot decided to move because growing oranges was preferable to suffering through another miserable Indiana winter. In preparation for the move, the group of Indianans sent a scout to locate a large piece of land. The scout searched all over San Diego, Anaheim, San Fernando, and the San Gabriel Valley. The land that best suited him was a portion of the Rancho San Pasqual located on the east bank of the Arroyo Seco. The soil was rich, water was plentiful, and the climate was perfect for growing oranges. The Indianans purchased part of the Rancho San Pasqual in 1874, two years before the SP arrived in the area. The Indiana Colonists grew oranges for a few years. As word of the glorious sunny climate spread and the railroad brought more and more settlers to the San Gabriel Valley, the colonists discovered there was more money to be made selling building lots than selling oranges.


Courtesy of the Archives, Pasadena Museum of History.

Above: 1901: The second Raymond Hotel. The first Raymond Hotel was destroyed by fire. Both hotels were built near the railroad tracks in South Pasadena. Below: A Los Angeles and San Gabriel Valley Railroad locomotive at Pasadena, c. 1885.


Courtesy of the Braun Research Library Collection, Autry National Center, Los Angeles: Locomotive of the LA&SGVRR at Pasadena. [P.13009].

South Pasadena and Pasadena The Indiana Colonists called their town “Pasadena” or “Crown of the Valley*.” In 1886, Pasadena became the first city in the San Gabriel Valley to be incorporated, although Pasadena beat Monrovia by one year. The Los Angeles and San Gabriel Valley Railway (LA&SGVRR), was founded by a group of Pasadenans in 1894, just ten years after the arrival of the Indiana Colonists. Travel by train was the preferred method of transportation between Pasadena and downtown Los Angeles for those who worked and shopped—preferable to bicycles, horsedrawn buggies, horseback, and faster than walking twelve miles in each direction. The first train arrived in Pasadena in 1885 bringing enormous change to the valley. Tourists came by train to stay at grand new hotels like the Raymond in South Pasadena and to visit such attractions as the Cawston Ostrich Farms (1886), the Echo Mountain Incline Railway to Mt. Lowe (1893), New Year’s Day events on Colorado Boulevard (1901), the first Rose Bowl Game (1902), and the first Busch Gardens (1906). Pasadena and the San Gabriel Valley were now prime Southern California destinations. *The name was created from a combination of words used in the Chippewa Indian language.

Courtesy of the Archives, Pasadena Museum of History.


Well I’m goin’ to California Where they sleep out every night —California Blues, Jimmie Rodgers, 1928

In the 1800s tuberculosis was a serious illness in the United States. At one time as many as one in seven died of the disease. There was no known cure, but some patients recovered while breathing “fresh air” and living outside in mild healthy climates. The railroads brought patients to live in tuberculosis sanatoriums in the San Gabriel Valley. Many, but not all, were cured while breathing the valley’s fresh dry air. Sanatoriums were located in Monrovia (Pottengers, 1903), Altadena (La Vina, 1909), and Duarte (City of Hope, 1913). There were other excellent reasons to live in the valley. Building lots were plentiful and sold for low prices. After purchasing a lot, a family could easily build a charming pre-fab bungalow with a sleeping porch. Sleeping on a sleeping porch was almost as good as sleeping outside.


Above right: An Arts & Crafts style bungalow, c. 1910. California bungalows were typically simple one-story homes with porches. They were constructed with natural material: local arroyo stones and wood shingles. Below right: Pottinger’s Sanitorium in Monrovia treated patients ill with tuberculosis until the mid-50s.

Below: In the 1890s, members of Pasadena’s Valley Hunt Club promoted warm California winters to their former neighbors—who were still living in cold climates—by holding New Year’s Day Chariot races and other tournament styled events on Colorado Boulevard. A parade of flowers preceded the games. In a few years, the parade was called the Rose Parade, the Valley Hunt Club sponsorship was replaced by the Tournament of Roses organization, and the tournament games were replaced by the Rose Bowl football game. Left: A Southern Pacific train nearing Los Angeles on the Sunset Route.

Courtesy of the Archives, Pasadena Museum of History.


There is nothing like this Southern California anywhere else in the world. . . . —Henry Huntington

“LA isn’t much of a town . . .” This comment was written on a postcard sent from Los Angeles in the early 1900s. Los Angeles might not have been much of a town when compared to eastern cities, but it did have powerful supporters like Henry Huntington who had a vision for the Southern California region. He saw great beauty combined with the potential for tremendous growth. When tourists and new settlers arrived Huntington greeted them with two fine electric railroad systems. The Pacific Electric (PE) and the Los Angeles Railway (LARY) carried freight, mail, and people all around Southern California.

ephPC:[California; Los Angeles], "Spring St. looking South, Los Angeles, Cal." The Huntington Library. Huntington Institutional Archives: Portrait of Henry Huntington, undated. The Huntington Library.


LA County Metropolitan Transportation Authority Research Library & Archive.

Above: Vintage postcard of the Pacific Electric Depot on 6th Street in Los Angeles. The building is still standing and has been converted into lofts. Below: Pacific Electric car #331is on display at the Orange Empire Railroad Museum (OERM).

Š Kathleen Thorne-Thomsen


The Pacific Electric: Comfort-Speed-Safety Henry Huntington, sometimes called the “trolley man,” was Collis Huntington’s nephew. Collis, one of The Big Four, was president of the Southern Pacific at the time of his death. Henry expected to succeed his uncle as president. When this did not happen, Henry moved from San Francisco to Los Angeles, where he bought and consolidated existing independent electric trolley companies. He used the companies as the foundation of Southern California’s first electric railway system. The system grew in all directions from downtown Los Angeles until it was fairly well established by 1910. The LARY system served the city; the PE was an interurban system serving the entire area, including the San Gabriel Valley. The PE’s Blue Line ran from the Pacific Electric Station on Sixth Street in downtown Los Angeles through the San Gabriel Valley all the way to Glendora.


ephPERR, “Lines of the Pacific Electric Railway in Southern California” brochure. The Huntington Library, San Marino, California.


Arcadia When the PE traveled east from Pasadena, the town of Arcadia was the first stop. It was formed from a portion of Rancho Santa Anita. Arcadia was located directly north of Mission San Gabriel and east of Rancho San Pasqual. At one time most of Rancho Santa Anita was owned by “Lucky� Baldwin, a Midwesterner who followed his shrewd business instincts to California. When the population of Southern California began to increase exponentially in the early 1890s, Baldwin subdivided and sold parcels of Rancho Santa Anita, which became the towns of Arcadia and Monrovia, and the Los Angeles County Arboretum and Botanic Garden.


[Santa Anita Oranges, Box_14ephCL_S_19a]. California Citrus Box Labels, The Huntington Library, San Marino, California.

Baldwin had a passion for horse racing and he established the first Santa Anita Racetrack in 1907. It closed two years later when a California law that banned gambling and horse racing was passed. The second Santa Anita Racetrack opened in 1934.

LA County Metropolitan Transportation Authority Research Library & Archive.

Security Pacific National Bank Collection, Los Angeles Public Library.

The second Santa Anita Racetrack as photographed in 1939. The new racetrack, designed in the Art Deco style by world famous architect Gordon Kaufman, was set against a backdrop of the scenic San Gabriel Mountains. Santa Anita attracted thousands of race fans who traveled on PE specials to see Seabiscuit and other horses compete.




[Ace High Brand, CIT_000002]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library.

William Monroe, a railroad builder, visited the San Gabriel Valley and found that Rancho Santa Anita suited him. It had an ample supply of water and pleasant climate. He purchased two large parcels from Lucky Baldwin. Monroe called his purchase the Monroe Ranch. By the end of 1885, after three of Monroe’s friends had purchased acreage adjacent to his, the group decided to establish a town. Because Monroe had been the principal force behind the new venture, the town was named Monrovia. Lots suitable for building new homes were first offered for sale on May 17, 1886, and the town of Monrovia was incorporated in 1887. Lots were sold with the requirement that a home costing at least $2,000 be built on the lot within six months. Thus the town of Monrovia developed lovely residential neighborhoods in a relatively short time. Undeveloped land was used for growing oranges and other tree fruits.

Forward thinking, Monroe and his partners made plans to build a railroad to Los Angeles. They formed an investment group and established the San Gabriel Valley Transit Railroad Company (SGVTRC) the same year Monrovia was incorporated. The SGVTRC would offer service to downtown Los Angeles, allowing Monrovians to travel more easily to work and shop in the bigger city. Tracks were laid but there were financial and right of way problems. Eventually the Southern Pacific purchased the SGVTRC in 1893. When the Pacific Electric began commuting service to Monrovia in 1903, the city became a bedroom community for the rapidly growing City of Los Angeles.

Security Pacific National Bank Collection, Los Angeles Public Library.

Below: An electric street car is stopped at the intersection of Myrtle and Olive Streets, c. 1900. The fourth man from the left—in front of the street car—is “Lucky” Baldwin.




Herald-Examiner Collection, Los Angeles Public Library.

The stop after Monrovia was Duarte. Duarte was situated on land granted to Andres Duarte by the Mexican Government in 1841. It was called Rancho Azusa de Duarte. When Mexico ceded Alta California to the United States in 1848, Duarte was forced to defend his claim. He succeeded but the costly process forced him to sell his beloved rancho. The southern section was sold to a group of investors and eventually belonged to Dr. Nehemiah Beardslee who planted orange trees on the rancho land. Smaller parcels were sold to settlers from the eastern states. The settlers also grew oranges. Crop workers came to live and work in Duarte’s orchards and packing houses. Many lived in an area of south Duarte known as Rock Town for the abundance of rocks found there. In 1913 when tuberculosis was a national epidemic, it was thought that the mild dry California climate was a remedy for healing an otherwise untreatable disease. The National Jewish Consumptive Relief Association purchased 40 acres in and around Rock Town, and opened a tuberculosis sanitorium called the City of Hope.

[Duarte Beauties, CIT_000189]. Jay T. Last Colllection: California Citrus Box Labels, Huntington Library.

Duarte Historical Society.

Above: A Santa Fe train at a packing house loading dock in Duarte.


Irwindale Irwindale lies at the base of a triangular shaped alluvial fan composed of sand, gravel, and rock deposited over millions of years by the San Gabriel River as it flowed from San Gabriel Canyon to the valley below. It was an area of contrasts—great natural beauty and dense industrial development. As California grew by leaps and bounds in the early 20th Century, Irwindale’s mining operations overtook the natural beauty of the area. Industrial rail service grew exponentially, as sand and gravel were shipped by train to build road and freeway infrastructure and to construct housing in California and throughout the Southwest. Irwindale was once nicknamed “Little Sonora” because of five families from Sonora, Mexico who settled there. In 1917, the Our Lady of Guadalupe Mission was designed and hand built by the Irwindale families who used donkeys, horses and wheelbarrows to transport thousands of rocks from the nearby San Gabriel River. Many of today’s residents are descended from the original settlers and they still treasure the historic Mission church. When mining companies took over Irwindale, the Sonoran families stayed on and ran the town under the direction of the companies that owned it. Because Irwindale has been historically an industrial town, the population has remained low.


Š Kathleen Thorne-Thomsen

Our Lady of Guadalupe Mission.


Irwindale Public Library, courtesy of Vulcan Materials.

Azusa Henry Dalton, an English born merchant and trader, arrived in Southern California after living two decades in Lima, Peru. He opened a shop in downtown Los Angeles and looked for land. In 1844, Dalton purchased the Rancho Azusa and renamed it Rancho Azusa de Dalton. When Mexico lost Alta California to the United States, Dalton held onto his land and continued buying more. By 1851, he owned 45,280 acres or almost 73 square miles of the San Gabriel Valley. Eventually Dalton lost most of his land to a Los Angeles attorney, Jonathan Slauson, to settle a legal debt. When the Santa Fe arrived in Azusa in 1886/87, Slauson was hard at work developing the land. He organized a water company and made plans for a new town called Azusa. In the following decades, Azusa was marketed by the Pacific Electric as a fine place to settle down. The PE praised the modern downtown, lovely residences, fine water system delivering pure mountain water, solid banking institutions, excellent schools, the attractive Foothill Inn, proximity to outdoor activities and camps in the San Gabriel Canyon, and the convenient PE service to Los Angeles and other valley towns. In short, Azusa was an ideal American town.


[Azusa Valley Lemons. OK, CIT_000466]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library.

Images this page, Collection of Jeffrey Lawrence Cornejo, Jr.

Above: Workers gathered along the tracks outside an Azusa Foot-Hill Company packing house in1902. A rail car stands ready to the right of the workers. Below: A gathering of Azusa’s original families.


Nothing said California like an orange . . . California trees produced incredible [navel] oranges—huge golden globes that outshined every other citrus table fruit. . . . The railroads made it possible to ship oranges thousands of miles away to the big eastern markets—New Orleans, Chicago, New York.

[Sunny Cal, CIT_000730]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library, San Marino, California.

—Vince Moses, California citrus historian


As demand for California oranges grew, the number of acres planted with trees increased until citrus was the economic base of the Golden State. The citrus boom spurred California's “second" Gold Rush—only the new gold was orange. Capitalizing on the image of California as the land of opportunity and sunshine, citrus growers used advertising to promote their crops—the orange became the perfect symbol for the sun and for the Golden State. Citrus packing houses grew up alongside the railroad tracks and the SP and the Santa Fe transported citrus fruit in refrigerated cars through the valley*.

[Highest Brand, CIT_000300]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library, San Marino, California.

* Adaptedfrom: http://www.californiacountry.org/features/


A Santa Fe Route Map The map details the routes available for use by passengers, refrigerator cars carrying California fruits and vegetables, the U.S. mail (until 1977), and all varieties of industrial freight traveling to and from the San Gabriel Valley. The Santa Fe’s extensive routes connected with those of other railroads offering Valley residents the opportunity to connect with cities all over the U.S. and beyond. Although all of the Valley cites are not shown on the inset to the right, the Santa Fe offered passenger service to South Pasadena, Pasadena, Arcadia, Monrovia, Duarte and Azusa.

The Santa Fe’s Monrovia station.


Santa Fe Route Map reproduced from “Along the Route.” AT&SF are copyrights held by the BNSF.


Big Cars, Cheap Gas, Let’s Drive!

LA County Metropolitan Transportation Authority Research Library & Archive.

By mid-century, times were changing. Postcards of California orange groves and flowers were replaced by postcards of sites to see along the road. Los Angeles and the San Gabriel Valley in particular were experiencing a post war population boom. The nation’s Main Street, Route 66, ran right through the valley. When Route 66 became famous, gas stations, drive-in movies, motels, and restaurants sprung up along the way. Commuter trains in the northern valley were left behind as the culture centered on the automobile. The rail corridor through the San Gabriel Valley became largely industrial.

Above: The Arroyo Seco Parkway (Pasadena Freeway) opened in 1940. It was the first freeway in the Western United States. Right: There wasn’t much traffic—at first. Streets, roads, and new freeways were wide open and you could “see the USA in your Chevrolet” or Ford or Pontiac! 40

Along Route 66 in Arcadia—a stay at the Westerner Hotel or a chicken dinner at Carpenter’s Santa Anita Restaurant.

Vintage postcards. Courtesy of the Trustees of the Boston Public Library.


LA County Metropolitan Transportation Authority Research Library & Archive.


Pacific Electric Railway Historical Society Archive.

Lower Right: 1950, Passengers headed to Pasadena on the Oak Knoll Line wait to board a Red Car at 6th and Main. The Oak Knoll Line shut down a few days later. Above: October 7, 1950, a Red Car turns onto Colorado Boulevard on the last day of operation in Pasadena. Below: 1956, Red Cars awaiting demolition.

The End of the (First) Line Valley residents valued the convenience of an electric trolley system but they also were taken with the independence and freedom of driving in one’s own car. In the end, there weren’t enough people riding the PE on a regular basis. One by one the lines were shut down. Service through the San Gabriel Valley on the PE’s blue line ended in 1951.

Hearld-Examiner Collection, Los Angeles Public Library.

Scores of electric cars were destroyed.


So Many Cars, Gridlock, Let’s Ride the Gold Line The last electric trolley line stopped running through the northern San Gabriel Valley in 1951. The Los Angeles County population quickly doubled and freeway traffic swelled, while the valley choked on the basin’s smog. It was 52 years before a new system, light rail (instead of electric trolley), would once again operate in the northern valley.


Foothill Gold Line Construction Authority.

Right: Metro Rail Current and Future Expansion, c. 2009. Below: Cars approching Arcadia on the I-210 Freeway during the daily rush hour.

With funding for a new transit vision for the county approved by voters in 1980 (Proposition A) and 1990 (Proposition C) plans were developed for a light rail line to be built along the former Santa Fe corridor. The first segment of the line was funded by these voter-approved measures and broke ground in 1999. Thirteen light rail stations were built, bringing passenger service as far east as Pasadena. It was called the Gold Line and it was built by a newly established construction authority that would be responsible for the future extensions of the line as well. Starting the following year, plans were made to extend the Gold Line 24 miles further east. It would take two phases and nearly $2 billion. When a new county half cent sales tax, Measure R, was approved by voters in 2008 it fully funded the next six stations, extending the line from Pasadena to Azusa. The project broke ground in June 2010 and is nearing completion at the time of the publication of this book.

Foothill Gold Line Construction Authority.

Officials at the groundbreaking ceremony for the Foothill Gold Line. June 26, 2010.


The Gold Line has brought vibrant economic revitalization to the Mission District of our small town. What was previously a struggling area of downtown is now bustling with transit oriented development: new restaurants, boutique shops, studios, residences and pedestrian activity. —Councilman Michael Cacciotti, City of South Pasadena


© Kathleen Thorne-Thomsen.

South Pasadena’s Mission Station is one of the most beautifully completed stations along the Gold Line’s route. The station blends seamlessly into the architectural landscape of the historic heart of the city’s commercial district. Today Mission Street is flourishing. Turn-ofthe-century stone and brick buildings have been cleaned up and restored. An old corner garage/gas station is now home to a popular restaurant. Along Mission and adjoining streets shoppers find a bakery, boutique clothing stores, gift shops, an old-fashioned soda fountain, toy stores, a variety of restaurants, a yoga studio, and antique stores.

© Jakob N. Layman.

South Pasadena has excellent TOD housing—a block of single family attached bungalows, a spacious loft building, and a few blocks away from the station a second loft building converted from a former public storage building. The area immediately around the Gold Line station hosts a very popular weekly farmer’s market. On market day, families gather in a small park, spreading out blankets and enjoying food they purchase at the market. In the summertime movies are projected on the wall of the local historical society adjacent to the park. The movies are a pleasant way to enjoy a summer evening.

© Kathleen Thorne-Thomsen

Above: The small park adjacent to the South Pasadena station is filled with movie watchers. The screen is visible on the side of the red historical society building. Below: The entrances to two units of TOD housing.


The Holly Street Village is partially built over the Gold Line’s Memorial Park Station. Pasadena City Hall lies just two blocks away from the Village and the station—an excellent transit oriented location.


© Kathleen Thorne-Thomsen.

—Bill Bogaard, Mayor of Pasadena, Ret.

© Kathleen Thorne-Thomsen.

I think an urban lifestyle where people can choose a living unit that will allow them to walk to a restaurant and stores, to a movie theater or a museum, and that has positive public spaces to enjoy is positive. The Gold Line has helped Pasadena provide that lifestyle for our residents.

Foothill Gold Line Construction Authority.

At Del Mar Station, the restored Santa Fe station is the home of a popular restaurant.The photo to the right was taken from the track side entrance to the historic train station.

Foothill Gold Line Construction Authority.

Pasadena is fortunate to have six stations:Fillmore, Del Mar, Memorial Park, Lake Street, Allen, and Sierra Madre Villa. There are several TOD housing and business complexes near each station. Some notable examples are: the Memorial Park housing built over the underground station; the Fillmore Station hospital and medical corridor development; the Del Mar Station complex surrounding the historic Santa Fe train station; and the large housing complex, reperatory theatre, and transit parking garage on a site which incorporates the noteworthy mid-century modern Stuart Company building designed by Edward Durell Stone in 1958. The Stuart at Sierra Madre Villa complex is adjacent to the Sierra Madre Villa station.


We are very much looking forward to the Gold Line. We think it is going to provide our city with a “golden opportunity” to not only solve some of our transportation issues but to inject some energy into our downtown. —Gary Kovacic, Mayor of Arcadia

Arcadia’s City Seal (left) shows a peacock in recollection of those raised on Rancho Santa Anita long ago. Their descendants still inhabit the area. Arcadia’s motto A Community of Homes aptly describes the flavor of this suburban city. The homes range from large estates in the foothills of the San Gabriel Mountains to moderate size mid-century housing on spacious lots to condominiums and apartments clustered along and to the south of Huntington Drive.


Foothill Gold Line Construction Authority.

Below: One of Arcadia’s two early train stations was restored and moved to the Los Angeles County Arboretum and Botanic Gardens.The second station was relocated to the Los Angeles County Fair Grounds.

When the Gold Line leaves the Sierra Madre Villa station in east Pasadena, the first stop will be Arcadia—a popular destination city. Arcadia is home to major regional attractions: a fabulous botanic garden and historical site, one of the most beautiful race tracks in the world, and an upscale mall where quality high end stores attract shoppers from all over Southern California. Arcadia’s town center is a historic Route 66 main street with an open air business district, a spacious park, a modern civic center, a central library, and a regional hospital. Arcadia envisions multi-story buildings with street-level shops, housing and offices that will revitalized their downtown. A new transit plaza surrounding the Gold Line station is already attracting the community’s attention. A permanent Christmas tree is planted at the plaza to set the stage for annual tree lighting ceremonies and holiday events. A newly created downtown business association has plans to utilize the plaza on a regular basis, much like South Pasadena has done with its station’s plaza. In the future visitors, shoppers, and diners exiting the transit plaza will be able to easily walk, bike or travel by shuttle to spend time in the city’s revitalized downtown, on historic Route 66, or on nearby Baldwin Avenue.

Foothill Gold Line Construction Authority.

A race day at Arcadia’s Santa Anita Park. In the background is a statue paying tribute to Seabiscuit, a champion Thoroughbred who famously came from behind—based on his own determination and will—to win the Santa Anita Handicap in 1940.


A New Bridge


Foothill Gold Line Construction Authoriy.

Foothill Gold Line Construction Authoriy.

When traffic density studies failed to require a bridge to carry Gold Line trains over Santa Anita Avenue in Arcadia, the citizens voted to pay for one to be built. In the future, Gold Line trains passing through Arcadia will only cross a street at grade level at First Avenue, as trains enter and exit the station. A rendering of Arcadia’s Gold Line station shows people enjoying the adjacent transit plaza and nearby downtown shopping district where new shops and housing are envisioned to create a walkable, lively neighborhood.

Arcadia’s Downtown Mixed Use Plan

Map courtesy of the City of Arcadia.

On the Downtown Mixed Use Plan shown below, the location of the Gold Line station is identified with a yellow circle and the Gold Line right-of-way is deep blue. The existing business district is colored red, and areas allowing commercial manufacturing are purple. The station platform has access to an adjacent 300 space parking structure. The plan allows for clearly marked travel routes from the station to direct visitors to shops and attractions in Arcadia’s historic downtown, as well as to Santa Anita Park, the Arboretum, and the mall. The vision for the future includes increased intensity of a mix of uses (retail and service establishments, offices, entertainment and residential development) in the area surrounding the station. The highest density is planned near the station and designated with red and white diagonal stripes on the Focus Plan.


The Gold Line has provided each valley city with an opportunity for positive growth. For Monrovia, we are reconnecting and revitalizing a part of the city that has been forgotten for years. —Mary Ann Lutz, Mayor of Monrovia (Ret.)

The mid-20th century postcard shown below was printed when Route 66 was an important transportation corridor in the San Gabriel Valley. Monrovia—the Gem City of the Foothills— is pictured as a hub of Southern California. Sixty-five years later some of that focus has been lost. With the return of a light rail transportation, Monrovia has the opportunity to regain stature as an important Southern California city. Monrovia’s Station Square is reconnecting a portion of Monrovia—an industrial corridor— that has been forgotten for decades. The development is breathing new life into the city through positive growth without impacting Monrovia’s treasured historic neighborhoods. The vision for the more than 50 acres surrounding Station Square will build on Monrovia’s rich history and culture to create a transit gateway to the city. Vintage postcards. Courtesy of the Trustees of the Boston Public Library.

Left: A Route 66 postcard showing travel times from Monrovia to other Southern California tourist destinations. Above right: Monrovia’s Santa Fe station c. 1950.


Right: The restored Santa Fe station is the centerpiece of the transit gateway to Monrovia. The area offers a variety of services and shops, TOD housing, a local artisanal business complex, a park, landscaped walkways and plazas for public gatherings.

Foothill Gold Line Construction Authoriy.


Myron Hotchkiss, courtesy of the Monrovia Historical Society.

Monrovia Station Area Master Plan by Architects Orange, courtesy of the City of Monrovia. Project rendering courtesy of Samuelson

Monrovia’s New Urban Center The Gold Line is reinventing the area around the old Santa Fe station as an urban center that is truly symbolic of the potential of the San Gabriel Valley. Station Square will include a transit plaza with a landscaped walkway, neighborhood parks, high density housing and an industrial business complex. Above is a plan showing Monrovia’s new 80 acre urban center. Twenty four acres in the right third of the plan are dedicated to the state-of-the-art Gold Line Maintenance and Service Facility—a handsome addition that gives new meaning to a railroad yard. The middle third of the plan is focused around a Central Park shown in green. Infrastructure is being put in place to support office buildings, a grocery store and TOD housing with ground level retail stores. In the left third of the plan, the new Gold Line station is identified with a yellow circle. Adjacent to the station is The Parks, a 261 unit residential project on 2.8 acre which will provide a variety of rental housing within walking distance of rail transportation. Directly north of the station is Hamby Park, a business complex for local artisans. Here new entrepreneurs can create a name for themselves by producing and selling their products on the same site. 56

and Fetter.


The Gold Line will improve mobility for Duarte’s residents, workers and visitors; and is already providing the incentive for the city to re-envision our station area with new housing, office space and a hotel. —John Fasana, Duarte Council Member

and Metro and Foothill Gold Line Board Member

Duarte is a city with a strong sense of history and community. Many families have lived here for generations, and children who grow up in Duarte often remain there. The city grew in population density during the building boom that followed World War II. Unlike Duarte’s neighboring city, Monrovia which was largely built in the early 1900s in the California Craftsman style, Duarte’s housing stock is predominately of mid-century ranch vintage.


Foothill Gold Line Construction Authoriy.

Duarte never developed a downtown area due to lack of access to the east and south of the city. These directions are blocked by the San Gabriel River and by mining operations in adjacent Irwindale and Azusa. Historically, most residents had to shop outside Duarte, and the city found it difficult to attract shoppers from neighboring communities. In recent years, however, several small shopping centers have developed. Huntington Drive is Duarte’s only eastwest thru street.

Image courtesy of the City of Duarte and Metro.

The Illustrative Site Plan from Duarte’s Station Specific [Development] Plan calls for the redevelopment of 19 acres around the Gold Line station. Within the area are planned landscaped buffers near existing residential buildings, a pedestrian walkway connecting existing neighborhoods with the Duarte/City of Hope Gold Line Station. Walkways that connect the station and the station plaza area will be used as a density buffer and as a gathering area.

City of Hope One of Duarte’s two historic tuberculosis sanatoriums has grown into a world famous hospital and cancer treatment center with additional focuses on research, and education. The City of Hope’s park-like main campus covers 110 acres on the south side of Duarte Road. The new Gold Line station is named Duarte/City of Hope because it is located almost directly across the street from the main entrance to the campus. The Gold Line will offer day patients, employees, and visitors to the City of Hope a convenient alternative to driving. 59

Courtesy of the City of Duarte and Metro.

Duarte’s TOD Station Specific Plan Duarte has identified 19 acres around the Gold Line station for future development. The city envisions a renaissance in this area, replacing one-story manufacturing with a 250-room hotel—Duarte doesn’t have one convenient to the City of Hope—a medical research and development corridor, and residential and office buildings with first floor retail shops. The Gold Line station is marked with a yellow circle. The red area is intended for station plaza mixed use development. Light blue areas are reserved for mixed use, including parking, which is indicated with a letter “P.” The color yellow designates high-density residential use. Pink is reserved for a hotel. Green is open space. The red dotted line shows areas of allowable streetfront retail. 60

Duarte plans for a vibrant, mixed-use transit village that will focus on highdensity residential space, offices, and commercial services mixed with urban green spaces. An artist’s rendering shows a landscaped pedestrian walkway between high density residential buildings adjacent to the Gold Line station. Below is an illustration of Duarte’s plan for the architectural treatment of a street corner in the Station Specific Plan. It illustrates the city’s vision of a walkable, vibrant new neighborhood that attracts new residents, workers and businesses interested in being located in close proximity to the station. Courtesy of the City of Duarte and Metro.



Foothill Gold Line Construction Authority.

Irwindale is home to more than 700 businesses, including headquarters and major satellite offices for a variety of manufacturing and service employers including Ready Pac Produce, Southern California Edison, MillerCoors, Charter Communications, and AvoDerm Dog Food. Unique to Irwindale, the daytime population of the city increases by more than 1,300 percent as more than 20,000 employees commute into the city to work each day. The Gold Line will offer these employees a choice of transportation to and from work. Because of limited street access, it can be difficult to travel in and out of Irwindale. The Gold Line will provide workers and residents with an easy one-stop ride to shopping, school, doctors and of course jobs outside the city. The Gold Line, with connecting service provided by Foothill Transit, will open the Santa Fe Dam’s lake, swimming beach, picnic areas, nature center, and trails to more people. When the annual Renaissance Pleasure Faire is held each spring at the Santa Fe Dam Recreation Area, the Gold Line will provide its thousands of daily visitors easy access to and from this highly anticipated and visited five week annual festival.

Foothill Gold Line Construction Authority.


Foothill Gold Line Construction Authority.

The Gold Line is opening up more opportunities for education through transportation. The “Brain Train,” as we call the Gold Line, will link more than fifteen educational institutions, and raise the educational level of the entire valley. It will also provide Citrus College with an important opportunity to efficently meet the growing demand for new educational programs and support services. —Geraldine M. Perri, Ph.D., President Citrus College


© Kathleen Thorne-Thomsen.

Like neighbors Duarte and Irwindale, Azusa is a small foothill city where families have lived for generations. It was the easternmost terminus of the PE Blue Line service until 1951 and is the temporary terminus for the Gold Line (until funding is identified for the next six stations). Azusa has two Gold Line stations. The first is located within the city’s downtown/ civic center area, and directly adjacent to its art deco style historic Santa Fe depot. Within walking distance are the civic center, library, and veterans park, along with its charming and historic downtown shopping district. The station will provide residents with transportation to shopping, dining, and entertainment along the Gold Line, along with easy access to jobs in Pasadena and Downtown Los Angeles.

Azusa has a Civic Center Master Plan that will reorganize the historic village green that surrounds the civic center into three different types of parks: formal lawn, casual green space, and a zero landscaped parking area that will be available for public events and festival uses. New civic buildings and street tree landscaping will improve the atmosphere of the civic center, which is adjacent to the Azusa Downtown Gold Line Station.

Foothill Gold Line Construction Authority.

The second Azusa station will bring a “Brain Train” to two schools: Azusa Pacific University (APU) and Citrus College. Students, faculty, and staff will be able to travel to and from school by train, and connect to more than a dozen other nearby institutions of higher education all located within walking distance of a Gold Line station. They will be able to study or prepare for their day without the stress of driving a car or having to find parking. When they arrive at Azusa’s second Gold Line station, aptly called the APU/Citrus College Station, APU will provide a campus trolley system to ferry them to further parts of the campus. Both APU and Citrus College are looking forward to an expanding student body, and are making plans to accommodate them. Both schools are anticipating that the Gold Line will give more students an opportunity to complete their education—especially those who cannot otherwise afford transportation. It will also offer students the freedom to travel on the growing Metro system all around Los Angeles County. It will also enable visitors to the campuses to attend and enjoy the many events and programs offered at these two schools without the need for a car.


Š Kathleen Thorne-Thomsen.


The Rosedale Community, Azusa Rosedale is a master-planned residential community located on a spectacular site, set in the foothills of the San Gabriel Valley. The spacious new development offers a variety of housing types and styles, lavish landscaping, foot paths, boulevards, play areas, and park-like settings. With 1,250 new residential units, ten new parks, and a two-acre community center now nearly complete, Rosedale is the only new masterplanned development in the San Gabriel Valley and one of the largest in Los Angeles County. The entire Rosedale Community has access to the APU/Citrus College Gold Line Station, which is located at the southeast corner of the community identified with the yellow dot on the plan (right).

Foothill Gold Line Construction Authority.

This Gold Line bridge features a palm tree motif that echoes those seen on historic Palm Drive in the background. Palm Drive is an entrance to Rosedale.

Neighborhood Park

Future Residential Existing Residential

Plan of the Rosedale Residential Community.


The Next Step: Extending the Gold Line from Azusa to Montclair Ridership on the Los Angeles-to-Pasadena segment of Gold Line service has reached a high of about 43,000 boardings a day (June 2015). When the extension from Pasadena-to-Azusa opens, this figure will grow to an estimated 13,600 more passengers a day in the coming years. “Getting tens of thousands of people off the traffic-jammed 210 Freeway each day would make a tremendous difference to the quality of life in the San Gabriel Valley,” said Doug Tessitor, Chairman, Foothill Gold Line Construction Authority Board of Directors. “With each city’s current plans, we will be able to accommodate the growing population within the Valley around the Gold Line Stations and encourage even more use of the county’s rail system.”


Foothill Gold Line Construction Authority.

Below: A test train crossing the I-210 Freeway on the new Gold Line Bridge.

In the future, a final Gold Line extension from Azusa-to-Montclair will be the first light-rail line to connect Los Angeles and San Bernardino Counties. Construction is expected to begin in 2017 and to be completed in 2023, if funding is identified in the next few years. “Claremont is certainly ready for the Gold Line,” added Claremont Mayor Pro Tem and Construction Authority Board Vice Chairman, Sam Pedroza. “We have already developed high density housing and commercial near our future station, which is located within walking distance to the Claremont Colleges, the Claremont Village and many other community amenities.”

© Kathleen Thorne-Thomsen.

Below: TOD housing adjacent to Claremont’s future Gold Line station.


Credits The Foothill Gold Line journey began more than a decade ago. Over those years, elected officials, the community, stakeholders, students and others rallied and wrote in support of the project that would transform the San Gabriel Valley and the quality of life for its citizens for generations. Most important, it took the vision and dedication of elected officials representing the corridor’s past, present and future to ensure the journey continued; and the hard work and service by thousands of individuals—including planners, designers, engineers, trades workers, support professionals and artists—to make the vision a reality. On the following pages are individuals representing the principals, team leaders, and key staff who worked on the planning, design and construction of the Foothill Gold Line from Pasadena to Azusa. Under the direction of the Foothill Gold Line Construction Authority and assistance by Metro, three design-build teams, Hill International staff and consultants, agencies at all levels of government (city, county, state and federal), local utility companies and the railroads came together and built the Foothill Gold Line on-time and on-budget. We thank them all for their dedication to the journey.

The Foothill Gold Line from Pasadena to Azusa was fully funded by LA County’s Measure R half-cent sales tax, approved by voters in 2008.


Foothill Gold Line Construction Authority Board of Directors Doug Tessitor—Appointee, City of Pasadena Sam Pedroza—Mayor Pro Tem, City of Claremont Marisol Rodriguez—Appointee, City of Los Angeles Paul S. Leon—Mayor, City of Ontario John Fasana—Council Member, City of Duarte Bill Bogaard—Appointee, City of Pasadena Carrie Bowen—Director, Caltrans District 7 Daniel Evans—Appointee, City of South Pasadena Alan D. Wapner—Mayor Pro Tem, City of Ontario Habib F. Balian—Chief Executive Officer

Former Foothill Gold Line Directors Lara Larramendi Ed P. Reyes Keith W. Hanks Jon Blickenstaff

Rob Hammond Vivien Bonzo Dennis Bertone Cliff Hamlow

Paul E. Little Algrid G. Leiga Dick Stanford


Metro Board of Directors Mark Ridley-Thomas, Chair Los Angeles County Supervisor Second Supervisorial District

Sheila Kuehl Los Angeles County Supervisor Third Supervisorial District

John Fasana, First Vice Chair Council Member, City of Duarte

Ara Najarian Council Member, City of Glendale

Eric Garcetti, Second Vice Chair Mayor, City of Los Angeles

James Butts Mayor, City of Inglewood

Michael Antonovich Los Angeles County Supervisor Fifth Supervisorial District

Hilda L. Solis Los Angeles County Supervisor First Supervisorial District

Mike Bonin Council Member, City of Los Angeles

Carrie Bowen Caltrans District 7 Director Non-Voting, Appointed by the Governor of California

Diane DuBois Council Member, City of Lakewood Jacquelyn Dupont-Walker City of Los Angeles Appointee Don Knabe Los Angeles County Supervisor Fourth Supervisorial District Paul Krekorian Council Member, City of Los Angeles


Phillip A. Washington Chief Executive Officer

Gold Line Phase II Joint Powers Authority JPA Members City of Arcadia Tom Beck, Council member Sho Tay, Council member (Alternate)

City of Monrovia Larry J. Spicer, Mayor Pro Tem Gloria Crudgington, Council member (Alternate)

City of Azusa Uriel Macias, Council member Angel Carrillo, Council member (Alternate)

City of Ontario Paul Leon, Mayor Debra Dorst-Porada, Mayor Pro Tem (Alternate)

City of Claremont Sam Pedroza, Mayor Pro Tem (Chair) Larry Schroeder, Council member (Alternate)

City of Pasadena Gene Masuda, Vice Mayor

City of Duarte Liz Reilly, Council member Tzeitel Paras-Caracci, Mayor (Alternate) City of Glendora Gene Murabito, Mayor Pro Tem Gary Boyer, Council member (Alternate) City of Irwindale H. Manuel Ortiz, Council member Mark A. Breceda, Mayor (Alternate) City of La Verne Robin Carder, Mayor Pro Tem (Secretary & Treasurer) Charles Rosales, Council member – Alternate

City of Pomona Elliot Rothman, Mayor Debra Martin, Council member (Alternate) City of San Dimas Denis Bertone, Council member San Bernardino Associated Governments Paul Eaton, Mayor, City of Montclair Curt Hagman, County Supervisor, 4th District (Alternate) City of South Pasadena Robert S. Joe, Mayor Michael A. Cacciotti, Council member (Alternate)


Gold Line Phase II Technical Advisory Committee TAC Members City of Arcadia Dominic Lazzaretto, City Manager Phil Wray, Deputy Director of Development Services/ City Engineer (Alternate) City of Azusa Troy Butzlaff, City Manager Daniel Bobadilla, Interim Public Works Director/ City Engineer (Alternate) City of Claremont Anthony Ramos, City Manager Colin Tudor, Assistant City Manager (Alternate) (Vice Chair) City of Duarte Darrell George, City Manager Jason Golding, Senior Planner (Alternate) Karen Herrera, Deputy City Manager (Alternate)

City of Monrovia Oliver Chi, City Manager Lauren Vasquez, Senior Management Analyst (Alternate) City of Montclair Mike Hudson, Public Works Director City of Ontario Tom Danna, Traffic/Transportation Manager Raymond Lee, Assistant City Engineer (Alternate) City of Pasadena Michael J. Beck, City Manager Mark Yamarone, Director of Transportation (Alternate) Jenny L. Cristales, Associate Planner (Alternate)

City of Glendora Chris Jeffers, City Manager Sean McPherson, Assistant Planner (Alternate) Justine Garcia, Transportation Programs Analyst (Alternate)

City of Pomona Linda Lowry, City Manager (Chair) Rene Guerrero, City Engineer (Alternate)

City of Irwindale John Davidson, City Manager William Tam, Public Works Director (Alternate)

San Bernardino Associated Governments Carrie Schindler, Director of Transit & Rail Programs Nessa Williams, Project Delivery (Alternate)

City of La Verne Robert Russi, City Manager Candice Bowcock, Associate Planner (Alternate)


City of San Dimas Blain Michaelis, City Manager

City of South Pasadena Sergio Gonzalez, City Manager Margaret Lin, Principal Management Analyst (Alternate)

Foothill Gold Line Construction Authority Staff and Key Consultants Habib F. Balian—Chief Executive Officer Chris Burner—Chief Project Officer Crandal Jue—Chief Financial Officer Mitchell S. Purcell—Chief Contracting Officer & In-House Counsel John Skoury—Program Manager Denis Cournoyer—Director of Engineering Reky Hiramoto—Director of Facilities Lisa Levy Buch—Director of Public Affairs Lesley Elwood—Public Art Program Manager Phil Dinets—Systems Manager Richard Espinosa—Project Controls Manager Dan Osorio—Quality Manager Jack Clapp—Construction Manager Connie Levinson—Design Manager Tanya Patsaouras—Station Coordinator

Rodrigo Gonzalez—Media Consultant Chris Lowe—Board Clerk and Personnel Manager Sylvia Beltran—Community Relations Albert Ho—Media Relations Dan Goods—Contract Manager Jerry Sims—Administration Manager Biggen Raney—Quality Assurance Auditor Zareh Baghdassarian—Quality Assurance Auditor Habib Charbel—Project Engineer Natasha Craig—Project Office Manager John Quintanar—Fire Life Safety Consultant Brian Bussey—Systems Engineer Marissa Esguerra—Accountant Linda Manning—Administrative Assistant Claudia Ramirez—Project Administrator Margaux Vogel—Submittals Coordinator

Mark Mickelson, Gary Baker, Laura Langford, and Bill Lucci all played key roles on the project; but are now working on other projects in Southern California.


Metro Staff Bryan Pennington Rick Meade Frank Alejando Bruce Shelburne Michael Harris-Gifford Rich Lozano Russell Homan Julie Owen Joyce Chang Steve Lino Greg Kildare Ricardo Moran Chuck Weissman Winston Dixon Erric Wright Bob Fischer Kay Koopman-Glass Kelvin Zan Kent Chow Adremi Omotayo Paul Squires Tom Jasmin Dan Bigno Claire Reyes Jeff Mumolo Aspet Davidian Dan Levy Leonid Bukhin Brady Branstetter Denise Longley Louis Campos Brian Rydell


Johnathan Hofert Greg Parvin Brian Boudreau Jorge Pardo Kim Bueno Sharleen McLaughlin Georgiana Artiga John Johnson Elizabeth Ponce Sandra Perez Alfred Ong Wyman Jones Vijay Khawani Brandon Farley Patrick Preusser Evgeniy Bachinov Chris Liban Colins Kalu Craig Remley David Chong George Grein Lee Hetherington Michael Thomas Rupert Bicarme Shane Allen Than Win Velma Marshall Zoric Sheynman Thomas Eng Alex Lampros Bijan Bootorabi Michael Ratnasingham

Abdul ZohbiAndroush Danielians Lena Babayan Frances Impert William Balter Douglas Sing Holly Shields Maria White Ann Kerman Duane Martin Paul Briggs Greg Wasz Mauro Arteaga Samuel Mayman Nathanial Jones Sandra Perez Elizabeth Ponce Rodolfo Arellano Tom Zhao Shahrzad Amiri Philbert Wong Los Angeles County Fire Nick Duvally, County Fire Tim Knorr, County Fire

Key Staff—Corridor Cities Arcadia


Dominic Lazzaretto, City Manager Jason Kruckeberg, Assistant City Manager/ Development Services Director Phil Wray, Deputy Director of Development Services/City Engineer Linda Hui, Transportation Services Manager Kevin Merrill, Associate City Engineer Ken Herman, Principal Civil Engineer Clement Flores, Street Improvements Inspector Chief Kurt Norwood, Arcadia Fire Battalion Chief Barry Spriggs, Arcadia Fire Mark Krikorian, Fire Marshall Captain Larry Goodman, Arcadia Police Sergeant Brian Ortiz, Arcadia Police

Darrell George, City Manager Craig Hensley, Community Development Director Jason Golding, Senior Planner Dominic Milano, City Engineer (Consultant) Rafael Casillas, Public Works Manager Teresa Renteria, Public Works Inspector Karen Herrera, Deputy City Manager

Monrovia Oliver Chi, City Manager Tina Cherry, Public Works Director Steve Sizemore, Community Development Director Lauren Vasquez, Senior Management Analyst Brad Merrell, City Engineer (Consultant) Buffy Bullis, City Finance Department Alice Atkins, City Clerk Mark Alvarado, Assistant City Manager Craig Jimenez, Planning Manager Richard Cortez, Public Works Inspector Chief Chris Donovan, Monrovia Fire Laura Bednar, Fire Inspector Captain Alan Sanvictores, Monrovia Police Chief Jim Hunt, Monrovia Police Captain Nels Ortlund, Monrovia Police Chief Ron Pelham, Monrovia Fire

Irwindale John Davidson, City Manager William Tam, Public Works Director Francisco Carrillo, Civil Engineering Associate Edgar Rojas, Engineering and Mining Manager Bernard Li, Traffic Engineer (Consultant) Samir Khoury, Engineer (Consultant) Casey Morales, Public Works Inspector Sergeant George Zendejas, Irwindale Police Camille Diaz, Assistant City Manager (Ret.)

Azusa Troy Butzlaff, City Manager Daniel Bobadilla, Interim Public Works Director/ City Engineer Richard Gardea, Public Works Inspector Hien Vuong, Azusa Light and Water Chet Anderson, Azusa Light and Water Melissa Barbosa, Azusa Light and Water Ken Godbey, Azusa Light and Water George Morrow, Azusa Light and Water Martin Quiroz, Public Information Officer Captain John Momont, Azusa Police Kurt Christiansen, Economic and Community Development Director Assistant Chief Jim Enriquez, Azusa Police


Hill International, Construction Authority Program Manager Hill International provided the Construction Authority with invaluable professional assistance throughout the planning, design and construction process. In addition to bringing to the project many key staff members (identified previously) to augment the Construction Authority’s full-time staff, Hill International also provided industry expertise as needed through their sub-consultants. Key sub-consultants that supported the project include (in alphabetical order): Atomic Ant Models ATS Consulting CH2M Hill Douglas E. Jamieson IBI Group ISIS LLC Jacobs Engineering JL Patterson & Associates KOA Corporation Kurt Kroner Environmental


Leighton Consulting, Inc. Maxima Group McLean & Shultz Partners Consulting Smith-Emery Laboratories Steven Davis Consulting V&A Consulting Engineers Wagner Engineering WKE—Wei Koo Engineers and Planners WPC—Walker Parking

Design-Build Teams Three design-build contractor teams completed elements of the Foothill Gold Line project. Foothill Transit Constructors, a Kiewit-Parsons Joint Venture designed and built the Alignment Project made up of all elements of the Foothill Gold Line project with the exception of the Gold Line Bridge (designed and built by the Skanska USA team) and the intermodal parking facilities (designed and built by the Webcor team). Below are the key personnel from the three design-build teams:

Foothill Transit Constructors, a Kiewit-Parsons Joint Venture Kiewit Infrastructure West Co. Bill Westland Andy Peplow Steve McFadden Jim Holmes Dennis Onstott Ron Robison Gary Sanders Rob Farrell Julien Jeannel Rich Cincotta John Bley Wes Wegner Dan Kulka Jeff Rowland Craig Martin Bruce Applegate Kevin Goodman Jared Ruzicka Paul Gerrity Rich Parker Arron Mountjoy Adam Knoll Mark Van Patten Matthew Worland Gabriel Gayton Mike Flowers Phil Musick

Mass Electric Construction Co. Rohit Sharda Rich Burgos Rajesh Prajapati Ron Kinney Carl Manchester Matt Kelly Benny Plunkett John O’Neill Shannon Crilly Dan Weaver Sheri Soldatke

Parsons David Warnock Tom Sardo Roland Genick Kurt Pedersen Damien Jackson Carl Rogers Polo Ramirez Justin Leung Mary Real Carmen Cham Barry Sam Ali Hamza Scott Arnold James Eshbaugh Sheri Soldatke


Skanska USA Team

The Webcor Team

Skanska USA Lawrence Damore Mike Aparicio Tim Wilson John Yen Jeff Jonker Troy Marak Justin Waguespack Andrew Grubb Kenny Glover Trevor Kelly John Ostler Glen Curtis Joseph Hernandez

Webcor Mark Turner Barry Choy Cicely Rice Ryan Isbell Eric Moritz Jimmy Clements Wade Holden Carlos Hurtado Greg Hollingshead Pedro Delgado Gregg Clark Jason Sellers Leticia Rosales Sal Sheikh Greg Valdez

RBF Gary Miller Brian Anderson Jared Bernard Ricky Chan Steve Conner Bill Cox Brian Fujimoto Adriana Griffith Chad Harden Craig Johnson Brad Losey Sal Sheikh Greg Valdez Lisa VanDorpe Juan Zavela

Watry John Purinton Michelle Wendler Derek Beaudoin Matt Davis Michael Pendergrass Jessica McInerney Mahal Antiporda Quoc Nguyen Jose Oseguera Hannah Brooks

Merril Morris Partners Daniel Morris Nick Johnson

AECOM Pat Nicholson Rivka Night David Yee


Ninyo & Moore Tino Rodriguez Jasmin Kelley Daniel Chu Michael Mowen Dennis Brown Andy Medina

T he Journey Continues