railroads of change: the san gabriel valley journey

Railroads of ChangeThe San Gabriel Valley Journey

Kathleen Thorne-Thomsen

Foothill Gold Line Construction Authority

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Life’s Journey

Life is like a journeyTaken on a train, With a pair of travelersAt 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 meTo sit at your side,Let’s be pleasant travelers—It’s so short a ride!

Two Bells , April 1932

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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 BuchDesign: Kathleen Thorne-ThomsenIllustration pages 5, 8, and 9: Signe Bergman and Bill DavisSpecial thanks: Michael Patris,Alan Weeks, Jeffrey Cornejo, Brad Macneil, Jerry Sims


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Foothill Gold Line Construction AuthorityMonrovia, California


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Railroads of Change—The San Gabriel Valley Journey tells the story of the development and growth ofthe San Gabriel Valley from the Mission San Gabriel to Alta California first controlled bySpain, 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 tovisit, 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, andbrought 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 Valleycities of South Pasadena and Pasadena in 2003 and will soon arrive in cities east; all along thehistoric right of way of its predecessor railroad, the AT&SF (Santa Fe*) and within close prox-imity to the historic SP and PE routes. This historic, industrial corridor – once used by citrusand other local industries to ship their freight by rail to cities across the United States, is nowgoing 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 aroundtheir 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 140years. Travel through that history in the pages of this book and imagine how the San GabrielValley will be changing in the decades ahead.

* A short name for the AT&SF.


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The particularly attractive feature [of the San Gabriel Valley] was the splendid water conditions prevailing. The soil was soft and porous, of decomposedgranite and fine alluvial silt, the erosion of ages from the mountain slopes. Ithad good subsoil for drainage and stood irrigation splendidly.

—Leonard Rose, early valley settler

The first inhabitants of the San Gabriel Valley were theTongva Indians who lived well in the rich and fertile valleyuntil the arrival of the Spanish padres in 1771. The padressettled in the valley with the intentions of claiming theland 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 Gabrielinosand moved to live within the Mission’s grounds.

The padres developed a fine irrigation system, and soonthe Mission San Gabriel led all other California missionsin 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 independencefrom Spain and took over control of Alta California. Alta California was a name used by Spain and later byMexico to refer to a territory that now includes the statesof California and Arizona, as well as parts of Nevada and Utah.

Mexico divided the land into ranchos and granted parcelsof land to Mexican citizens who applied. Many of the new rancho owners, or Californios, were former Mexicansoldiers or families who had supported Mexico’s independence.


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

inguez Hills.


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The Spanish Padres built theMission San Gabriel in 1771.

Rancho Santa AnitaThe Rancho Santa Anita was granted to HugoReid in 1841. Reid sold to Henry Dalton in1847. The Rancho changed hands several times.One owner was citrus pioneer William Wolfskill.In 1875 the Rancho Santa Anita was sold toLucky Baldwin. William Monroe bought a por-tion of the Rancho in 1883. Monroe and his as-sociates founded Monrovia in 1877.

Rancho San PasqualIn1843, the Rancho San Pasqual was granted toJuan Marine. The land passed through severalhands until it was owned by John Griffin, DonBenito Wilson, and Benjamin Eaton. Griffin soldto colonists from Indiana in 1872. The IndianaColonists named their settlement Pasadena.

Early Days of the San Gabriel Valley


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The Tongva People lived ina village called Asuksagna.

Rancho Azusa de DaltonAnother section of Rancho Azusa was grantedto Louis Arenas in 1841. Arenas sold to HenryDalton who called it Rancho Azusa de Dalton. Itwas 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 (nowPasadena), Rancho Santa Anita (now East Pasadena, Arcadia, and Monrovia), Rancho Azusa de Duarte(now Duarte), and Rancho Azusa de Dalton (now Azusa).

Rancho Azusa de DuartePart of Rancho Azusa was granted to AndresDuarte in 1841, and renamed Rancho Azusa deDuarte. Duarte sold to Michael Whistler andNehemiah Beardslee who then divided some ofthe land into small plots.The city was notfounded until 1957.

The San Gabriel Riverformed an alluvial fan.


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Los AngelesLos Angeles was officially founded in 1781 by Spanish explorers. The new settlement, builtaround a central plaza, was situated inland on the banks of the Los Angeles River because of aset of rules known as “Laws of the Indies” set forth by the Spanish King in 1680. The newtown with its central plaza was one of the first places newcomers to Southern California settledin. The inland location of Los Angeles allowed the town to grow in all directions. And intime—with help from the railroads—it did.

William Wolfskill was an adventurer who walked to California. He blazed the Old SpanishTrail from New Mexico, where the Santa Fe Trail ended, to California. When Wolfskill arrivedin Southern California he first settled on a ranch in what is now downtown Los Angeles. Bythe 1860s he was growing oranges on 2,500 trees. Wolfskill needed to transport oranges fromhis 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.

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


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Above: The map shows Los Ange-les in 1877 when the populationwas nearing 11,000. South is at

the top and north at the bottom.The Pacific Ocean is seen in thedistance. A study of the map willreveal 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.


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Southern Pacific: the Golden State RouteThe 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,” CharlesCrocker, 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 sendinggoods 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 thetranscontinental railroad at PromontoryPoint, Utah in 1869.

The Southern Pacific built its first steam locomotive in 1873 and SP trainssteamed into Los Angeles in 1876. Thearrival of transcontinental trains changed everything for sleepy SouthernCalifornia and for the San Gabriel Valleytowns that were quietly growing oranges. C

ourtesyof the Archives, Pasadena Museum of History.


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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.

Donald Duke photographer, Los Angeles Public Library.


14Courtesy of the Braun Research Library Collection, Autry National Center, Los Angeles: Santa Fe railroad advertisement. [90.253.110].

Ship and Travel: Santa Fe All the WayThe Atchison, Topeka and Santa Fe Railroad (AT&SF) was chartered bythe Kansas Territory legislature in 1859 with the intention of openingup western prairie land to new settlers. Construction began in Topeka,Kansas. It took 28 years of difficult work to reach Los Angeles. Whilethe 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. Thecolorful 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.


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Above: In Pasadena, a common hydrangea plant grew big enough to tower over asmall 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.

Courtesyof the Archives, Pasadena Museum of History.

ephPC:[California ; Los Angeles], "Los Angeles in 1873." The Huntington Library.


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

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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 friendswho 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 SanGabriel Valley. The land that best suited him was a portion of the Rancho San Pasqual locatedon 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 SanGabriel Valley, the colonists discovered there was more money to be made selling building lots than selling oranges.


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Above: 1901: The second Raymond Hotel. The first Raymond Hotel was destroyed by fire. Both hotels were builtnear 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].

Courtesy of the Archives, Pasadena Museum of History.


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South Pasadena and PasadenaThe 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 Pasadenabeat 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 IndianaColonists. Travel by train was the preferred method of transportation between Pasadena anddowntown Los Angeles for those who worked and shopped—preferable to bicycles, horse-drawn 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. Touristscame by train to stay at grand new hotels like the Raymond in South Pasadena and to visit suchattractions 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 nowprime Southern California destinations.

*The name was created from a combination of words used in the Chippewa Indian language.



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Well I’m goin’ to CaliforniaWhere 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 whilebreathing “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, werecured 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 soldfor low prices. After purchasing a lot, a family could easily build a charming pre-fab bungalowwith 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 bungalowswere typically simple one-story homes with porches. They were constructed withnatural material: local arroyo stones andwood shingles.

Below right: Pottinger’s Sanitorium in Monrovia treated patients ill with tuberculosis until the mid-50s.

Below: In the 1890s, members ofPasadena’s Valley Hunt Club promotedwarm California winters to their formerneighbors—who were still living in cold climates—by holding New Year’s Day Chariot races and other tournament styledevents on Colorado Boulevard. A parade offlowers preceded the games. In a few years,the parade was called the Rose Parade, theValley Hunt Club sponsorship was replacedby the Tournament of Roses organization,and the tournament games were replacedby the Rose Bowl football game.

Left: A Southern Pacific train nearing Los Angeles on the Sunset Route.


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There is nothing like this Southern California anywhereelse 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.


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Above: Vintage postcard of the Pacific Electric Depot on 6th Street in Los Angeles. The building is still standingand has been converted into lofts.

Below: Pacific Electric car #331is on display at the Orange Empire Railroad Museum (OERM).

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The Pacific Electric:Comfort-Speed-SafetyHenry Huntington, sometimescalled the “trolley man,” was CollisHuntington’s nephew. Collis, oneof The Big Four, was president ofthe Southern Pacific at the time of his death. Henry expected to succeed his uncle as president.

When this did not happen, Henrymoved from San Francisco to LosAngeles, where he bought and consolidated existing independentelectric trolley companies. He usedthe companies as the foundation of Southern California’s first electric railway system. The systemgrew in all directions from down-town Los Angeles until it was fairlywell established by 1910.

The LARY system served the city;the PE was an interurban systemserving the entire area, includingthe San Gabriel Valley. The PE’sBlue Line ran from the PacificElectric Station on Sixth Street indowntown Los Angeles through theSan Gabriel Valley all the way toGlendora.


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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 formedfrom a portion of Rancho Santa Anita. Arcadia was located directly north of Mission SanGabriel and east of Rancho San Pasqual. At one time most of Rancho Santa Anita was ownedby “Lucky” Baldwin, a Midwesterner who followed his shrewd business instincts to California.When the population of Southern California began to increase exponentially in the early1890s, 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.

Baldwin had a passion for horse racing and he established the first Santa Anita Racetrack in1907. It closed two years later when a California law that banned gambling and horse racingwas passed. The second Santa Anita Racetrack opened in 1934.

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

nia.


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LA County Metropolitan Transportation Authority Research Library & Archive.

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


MonroviaWilliam Monroe, a railroad builder, visited the San Gabriel Valley and found that RanchoSanta Anita suited him. It had an ample supply of water and pleasant climate. He purchasedtwo large parcels from Lucky Baldwin. Monroe called his purchase the Monroe Ranch. By theend of 1885, after three of Monroe’s friends had purchased acreage adjacent to his, the groupdecided to establish a town. Because Monroe had been the principal force behind the newventure, 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. Lotswere sold with the requirement that a home costing at least $2,000 be built on the lot withinsix 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.

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


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 RailroadCompany (SGVTRC) the same year Monrovia was incorporated. The SGVTRC would offerservice to downtown Los Angeles, allowing Monrovians to travel more easily to work and shopin the bigger city. Tracks were laid but there were financial and right of way problems. Eventu-ally the Southern Pacific purchased the SGVTRC in 1893. When the Pacific Electric begancommuting service to Monrovia in 1903, the city became a bedroom community for the rap-idly growing City of Los Angeles.

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


DuarteThe 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 Mexicoceded Alta California to the United States in 1848, Duarte was forced to defend his claim. Hesucceeded but the costly process forced him to sell his beloved rancho. The southern sectionwas sold to a group of investors and eventually belonged to Dr. Nehemiah Beardslee whoplanted orange trees on the rancho land. Smaller parcels were sold to settlers from the easternstates. The settlers also grew oranges. Crop workers came to live and work in Duarte’s orchardsand 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 Californiaclimate 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.

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Herald-Examiner Collection, Los Angeles Public Library.


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[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.


IrwindaleIrwindale 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 fromSan 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 inthe early 20th Century, Irwindale’s mining operationsovertook the natural beauty of the area. Industrial rail service grew exponentially, as sand and gravel were shippedby 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, Mexicowho settled there. In 1917, the Our Lady of Guadalupe Mission was designed and hand builtby the Irwindale families who used donkeys, horses and wheelbarrows to transport thousandsof rocks from the nearby San Gabriel River. Many of today’s residents are descended from theoriginal settlers and they still treasure the historic Mission church. When mining companiestook over Irwindale, the Sonoran families stayed on and ran the town under the direction ofthe companies that owned it. Because Irwindale has been historically an industrial town, thepopulation has remained low.

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Irwindale Public Library, courtesy of Vulcan Materials.

Our Lady of Guadalupe Mission.



AzusaHenry 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 forland. 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 SanGabriel Valley. Eventually Dalton lost most of his land to a Los Angeles attorney, JonathanSlauson, 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 followingdecades, Azusa was marketed by the Pacific Electric as a fine place to settle down. The PEpraised the modern downtown, lovely residences, fine water system delivering pure mountainwater, solid banking institutions, excellent schools, the attractive Foothill Inn, proximity tooutdoor 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.

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


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

Above: Workers gathered along the tracks outside an Azusa Foot-Hill Company packing housein1902. A rail car stands ready to the right of the workers. Below: A gathering of Azusa’s original families.


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Nothing said California like an orange . . . California trees produced incredible [navel] oranges—huge golden globes that outshinedevery 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.

—Vince Moses, California citrus historian

[Sunny Cal, C

IT_000730]. Jay T. Last Colllection of Food: California Citrus Box Labels, The Huntington Library, San Marino, California.

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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 theircrops—the orange became the perfect symbol for the sun and for the Golden State. Citruspacking 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/


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A Santa Fe Route Map

The map details the routesavailable for use by passengers,refrigerator cars carrying California fruits and vegetables,the U.S. mail (until 1977), andall varieties of industrial freighttraveling to and from the SanGabriel Valley. The Santa Fe’sextensive routes connected withthose of other railroads offeringValley residents the opportunityto connect with cities all overthe U.S. and beyond.

Although all of the Valley citesare not shown on the inset tothe right, the Santa Fe offeredpassenger service to SouthPasadena, Pasadena, Arcadia,Monrovia, Duarte and Azusa.

The Santa Fe’s Monrovia station.


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


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Big Cars, Cheap Gas, Let’s Drive!By mid-century, times were changing. Postcards of California orangegroves and flowers were replaced by postcards of sites to see along the road. Los Angeles and the San Gabriel Valley in particular wereexperiencing 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, andrestaurants sprung up along the way. Commuter trains in the northern valley were left behindas the culture centered on the automobile. The rail corridor through the San Gabriel Valleybecame largely industrial.

Above: The Arroyo Seco Parkway (Pasadena Freeway) opened in 1940. It was thefirst freeway in the Western United States.

Right: There wasn’t much traffic—at first. Streets, roads, and new freeways werewide open and you could “see the USA in your Chevrolet” or Ford or Pontiac!



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Along Route 66 in Arcadia—astay at the Westerner Hotel ora chicken dinner at Carpenter’sSanta Anita Restaurant.

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


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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 Boulevardon the last day of operation in Pasadena. Below: 1956, Red Cars awaiting demolition.


Pacific Electric Railway Historical Society Archive.


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The End of the (First) LineValley 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’tenough people riding the PE on a regular basis. One by one thelines were shut down. Service through the San Gabriel Valley on the PE’s blue line ended in 1951.

Scores of electric cars were destroyed.

Hearld-Examiner Collection, Los Angeles Public Library.


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Foothill Gold Line Construction Authority.

So Many Cars, Gridlock, Let’s Ride the Gold LineThe last electric trolley line stopped running through the northern San GabrielValley in 1951. The Los Angeles Countypopulation quickly doubled and freewaytraffic swelled, while the valley choked onthe basin’s smog. It was 52 years before a new system, light rail (instead of electrictrolley), would once again operate in thenorthern valley.

Right: Metro Rail Current and Future Expansion, c. 2009.

Below: Cars approching Arcadia on the I-210 Freewayduring the daily rush hour.


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

With funding for a new transit vision for the county approved by voters in 1980 (PropositionA) and 1990 (Proposition C) plans were developed for a light rail line to be built along theformer Santa Fe corridor. The first segment of the line was funded by these voter-approvedmeasures 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 newlyestablished construction authority that would be responsible for the future extensions of theline as well. Starting the following year, plans were made to extend the Gold Line 24 milesfurther 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 isnearing completion at the time of the publication of this book.


The Gold Line has brought vibrant economic revitalization to the Mission District of our smalltown. What was previously a struggling area ofdowntown is now bustling with transit oriented development: new restaurants, boutique shops,

studios, residences and pedestrian activity. —Councilman Michael Cacciotti, City of South Pasadena

South Pasadena’s Mission Station is one of the most beautifully completed stations along theGold 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-of-the-century stone and brick buildings have been cleaned up and restored. An old cornergarage/gas station is now home to a popular restaurant. Along Mission and adjoining streetsshoppers 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.

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© Kathleen Thorne-Thomsen.

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South Pasadena has excellent TOD housing—a block of single family attached bungalows, aspacious loft building, and a few blocks away from the station a second loft building convertedfrom a former public storage building. The area immediately around the Gold Line stationhosts 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 summertimemovies are projected on the wall of the local historical society adjacent to the park. The moviesare a pleasant way to enjoy a summer evening.

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

© Jakob N. Layman.



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I think an urban lifestyle where people canchoose a living unit that will allow them towalk to a restaurant and stores, to a movietheater or a museum, and that has positivepublic spaces to enjoy is positive. The GoldLine has helped Pasadena provide thatlifestyle for our residents.

—Bill Bogaard, Mayor of Pasadena, Ret.

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




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Pasadena is fortunate to have six stations:Fillmore, Del Mar, MemorialPark, Lake Street, Allen, and Sierra Madre Villa. There are severalTOD 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 noteworthymid-century modern Stuart Companybuilding designed by Edward DurellStone in 1958. The Stuart at SierraMadre Villa complex is adjacent to theSierra Madre Villa station.

At Del Mar Station, the restored Santa Fe station isthe home of a popular restaurant.The photo to theright was taken from the track side entrance to thehistoric train station. Fo

othill Gold Line Construction Authority.



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We are very much looking forward to the Gold Line. We think it is going to provide our city with a “goldenopportunity” to not only solve some of our transporta-tion 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 raisedon Rancho Santa Anita long ago. Their descendants still inhabit the area.Arcadia’s motto A Community of Homes aptly describes the flavor of this sub-

urban city. The homes range from large estates in the foothills of the San Gabriel Mountainsto moderate size mid-century housing on spacious lots to condominiums and apartmentsclustered along and to the south of Huntington Drive.

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



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When the Gold Line leaves the Sierra Madre Villa station in east Pasadena, the first stop willbe 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 businessdistrict, 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 willrevitalized their downtown. A new transit plaza surrounding the Gold Line station is alreadyattracting the community’s attention. A permanent Christmas tree is planted at the plaza to setthe stage for annual tree lighting ceremonies and holiday events. A newly created downtownbusiness association has plans to utilize the plaza on a regular basis, much like South Pasadenahas done with its station’s plaza. In the future visitors, shoppers, and diners exiting the transitplaza will be able to easily walk, bike or travel by shuttle to spend time in the city’s revitalizeddowntown, on historic Route 66, or on nearby Baldwin Avenue.

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 AnitaHandicap in 1940.


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A New BridgeWhen traffic density studies failed torequire a bridge to carry Gold Linetrains over Santa Anita Avenue in Arcadia, the citizens voted to pay forone to be built. In the future, GoldLine trains passing through Arcadia will only cross a street at grade level at First Avenue, as trains enter and exitthe station.

A rendering of Arcadia’s Gold Line station shows people enjoying the adjacent transit plaza and nearby down-town shopping district where new shopsand housing are envisioned to create awalkable, lively neighborhood.

Foothill Gold Line Construction Authoriy.



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Arcadia’s Downtown Mixed Use PlanOn the Downtown Mixed Use Plan shown below, the location of the Gold Line station isidentified 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 allowsfor clearly marked travel routes from the station to direct visitors to shops and attractions inArcadia’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 surroundingthe station. The highest density is planned near the station and designated with red and whitediagonal stripes on the Focus Plan.

Map courtesy of the City of Arcadia.


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The Gold Line has provided each valley city with anopportunity for positive growth. For Monrovia, weare reconnecting and revitalizing a part of the citythat 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 importanttransportation 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 beenlost. With the return of a light rail transportation, Monrovia has the opportunity to regainstature 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 citythrough positive growth without impacting Monrovia’s treasured historic neighborhoods. The vision for the more than 50 acres surrounding Station Square will build on Monrovia’srich history and culture to create a transit gateway to the city.

Left: A Route 66postcard showingtravel times fromMonrovia to otherSouthern Californiatourist destinations.

Above right:Monrovia’s Santa Festation c. 1950.

Right: The restoredSanta Fe station is the centerpiece ofthe transit gateway to Monrovia. The areaoffers a variety ofservices and shops,TOD housing, a localartisanal businesscomplex, a park, landscaped walkwaysand plazas for publicgatherings.

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


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Myron Hotchkiss, courtesy of the Monrovia Historical Society.



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Monrovia’s New Urban CenterThe Gold Line is reinventing the area around the old Santa Fe station as an urbancenter that is truly symbolic of the potential of the San Gabriel Valley. StationSquare will include a transit plaza with a landscaped walkway, neighborhood parks,high density housing and an industrial business complex. Above is a plan showingMonrovia’s new 80 acre urban center.

Twenty four acres in the right third of the plan are dedicated to the state-of-the-artGold Line Maintenance and Service Facility—a handsome addition that gives newmeaning 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 officebuildings, 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 yellowcircle. Adjacent to the station is The Parks, a 261 unit residential project on 2.8acre which will provide a variety of rental housing within walking distance of railtransportation. 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.

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

Project rendering courtesy of Samuelson and


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on and Fetter.


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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 herefor generations, and children who grow up in Duarte often remain there. The city grew inpopulation density during the building boom that followed World War II. Unlike Duarte’sneighboring 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.

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 adjacentIrwindale and Azusa. Historically, most residents had to shop outside Duarte, and the cityfound it difficult to attract shoppers from neighboring communities. In recent years, how-ever, several small shopping centers have developed. Huntington Drive is Duarte’s only east-west thru street.



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City of HopeOne of Duarte’s two historic tuberculosis sanatoriums has grown into a world famous hospitaland cancer treatment center with additional focuses on research, and education. The City ofHope’s park-like main campus covers 110 acres on the south side of Duarte Road. The newGold Line station is named Duarte/City of Hope because it is located almost directly acrossthe 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.

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

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Duarte’s TOD Station Specific PlanDuarte has identified 19 acres around the Gold Line station for future development. The cityenvisions a renaissance in this area, replacing one-story manufacturing with a 250-roomhotel—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. TheGold Line station is marked with a yellow circle. The red area is intended for station plazamixed use development. Light blue areas are reserved for mixed use, including parking, whichis indicated with a letter “P.” The color yellow designates high-density residential use. Pink isreserved for a hotel. Green is open space. The red dotted line shows areas of allowable street-front retail.

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Duarte plans for avibrant, mixed-usetransit village thatwill focus on high-density residentialspace, offices, andcommercial servicesmixed with urbangreen spaces. An artist’s rendering shows a landscaped pedestrianwalkway between high density residential buildingsadjacent to the Gold Linestation.

Below is an illustration ofDuarte’s plan for the architectural treatment of a street corner in the Station Specific Plan. Itillustrates the city’s vision of a walkable, vibrant newneighborhood that attractsnew residents, workers andbusinesses interested inbeing located in close proximity to the station.

Courtesy of the City of Duarte and Metro.


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Irwindale is home to more than 700 businesses, includingheadquarters and major satellite offices for a variety of manufacturing and service employers including Ready PacProduce, Southern California Edison, MillerCoors, Charter Communications, and AvoDerm Dog Food. Uniqueto 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 eachday. 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 GoldLine 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 providedby Foothill Transit, will open the Santa Fe Dam’s lake, swimming beach, picnic areas, naturecenter, and trails to more people. When the annual Renaissance Pleasure Faire is held eachspring at the Santa Fe Dam Recreation Area, the Gold Line will provide its thousands of dailyvisitors easy access to and from this highly anticipated and visited five week annual festival.

Foothill Gold Line ConstructionAuthority.


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The Gold Line is opening up more opportunities for ed-ucation through transportation. The “Brain Train,” aswe 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 withan important opportunity to efficently meet the growing demand fornew educational programs and support services.

—Geraldine M. Perri, Ph.D., President Citrus College

Like neighbors Duarte and Irwindale, Azusa is a small foothill city where families have livedfor 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. Withinwalking distance are the civic center, library, and veterans park, along with its charming andhistoric downtown shopping district. The station will provide residents with transportation toshopping, dining, and entertainment along the Gold Line, along with easy access to jobs inPasadena and Downtown Los Angeles.



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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.

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 schoolby train, and connect to more than a dozen other nearby institutions of higher education alllocated within walking distance of a Gold Line station. They will be able to study or preparefor their day without the stress of driving a car or having to find parking. When they arrive atAzusa’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 andCitrus 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 studentsan 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 systemall around Los Angeles County. It will also enable visitors to the campuses to attend and enjoythe many events and programs offered at these two schools without the need for a car.


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The Rosedale Community, AzusaRosedale is a master-planned residentialcommunity located on a spectacular site, setin the foothills of the San Gabriel Valley.The spacious new development offers a variety of housing types and styles, lavishlandscaping, foot paths, boulevards, playareas, and park-like settings. With 1,250 new residential units, ten new parks, and atwo-acre community center now nearly complete, Rosedale is the only new master-planned development in the San GabrielValley and one of the largest in Los AngelesCounty. The entire Rosedale Communityhas access to the APU/Citrus College GoldLine Station, which is located at the south-east corner of the community identified withthe yellow dot on the plan (right).

Plan of the Rosedale Residential Community.


Existing Residential

Future Residential

Neighborhood Park

This Gold Line bridge features a palm tree motif thatechoes those seen on historic Palm Drive in the back-ground. Palm Drive is an entrance to Rosedale.


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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 ofabout 43,000 boardings a day (June 2015). When the extension from Pasadena-to-Azusaopens, 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 makea 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’scurrent plans, we will be able to accommodate the growing population within the Valleyaround the Gold Line Stations and encourage even more use of the county’s rail system.”


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


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In the future, a final Gold Line extension from Azusa-to-Montclair will be the first light-railline to connect Los Angeles and San Bernardino Counties. Construction is expected to beginin 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 andConstruction Authority Board Vice Chairman, Sam Pedroza. “We have already developed high density housing and commercial near our future station, which is located within walkingdistance to the Claremont Colleges, the Claremont Village and many other communityamenities.”

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


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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 theproject that would transform the San Gabriel Valley and the quality of life for its citizens forgenerations.

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 andservice 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 staffwho worked on the planning, design and construction of the Foothill Gold Line fromPasadena to Azusa. Under the direction of the Foothill Gold Line Construction Authority andassistance by Metro, three design-build teams, Hill International staff and consultants, agencies at all levels of government (city, county, state and federal), local utility companiesand 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.

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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 LarramendiEd P. ReyesKeith W. HanksJon Blickenstaff

Rob HammondVivien BonzoDennis BertoneCliff Hamlow

Paul E. LittleAlgrid G. LeigaDick Stanford


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Metro Board of Directors

Mark Ridley-Thomas, ChairLos Angeles County SupervisorSecond Supervisorial District

John Fasana, First Vice ChairCouncil Member, City of Duarte

Eric Garcetti, Second Vice ChairMayor, City of Los Angeles

Michael AntonovichLos Angeles County SupervisorFifth Supervisorial District

Mike BoninCouncil Member, City of Los Angeles

Diane DuBoisCouncil Member, City of Lakewood

Jacquelyn Dupont-WalkerCity of Los Angeles Appointee

Don KnabeLos Angeles County SupervisorFourth Supervisorial District

Paul KrekorianCouncil Member, City of Los Angeles

Sheila KuehlLos Angeles County SupervisorThird Supervisorial District

Ara NajarianCouncil Member, City of Glendale

James ButtsMayor, City of Inglewood

Hilda L. SolisLos Angeles County SupervisorFirst Supervisorial District

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

Phillip A. WashingtonChief Executive Officer


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Gold Line Phase II Joint Powers Authority

JPA Members

City of ArcadiaTom Beck, Council memberSho Tay, Council member (Alternate)

City of AzusaUriel Macias, Council memberAngel Carrillo, Council member (Alternate)

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

City of DuarteLiz Reilly, Council memberTzeitel Paras-Caracci, Mayor (Alternate)

City of GlendoraGene Murabito, Mayor Pro TemGary Boyer, Council member (Alternate)

City of IrwindaleH. Manuel Ortiz, Council memberMark A. Breceda, Mayor (Alternate)

City of La VerneRobin Carder, Mayor Pro Tem (Secretary & Treasurer)Charles Rosales, Council member – Alternate

City of MonroviaLarry J. Spicer, Mayor Pro TemGloria Crudgington, Council member (Alternate)

City of OntarioPaul Leon, MayorDebra Dorst-Porada, Mayor Pro Tem (Alternate)

City of PasadenaGene Masuda, Vice Mayor

City of PomonaElliot Rothman, MayorDebra Martin, Council member (Alternate)

City of San DimasDenis Bertone, Council member

San Bernardino Associated GovernmentsPaul Eaton, Mayor, City of MontclairCurt Hagman, County Supervisor, 4th District (Alternate)

City of South PasadenaRobert S. Joe, MayorMichael A. Cacciotti, Council member (Alternate)


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Gold Line Phase II Technical Advisory Committee

TAC Members

City of ArcadiaDominic Lazzaretto, City ManagerPhil Wray, Deputy Director of Development Services/City Engineer (Alternate)

City of AzusaTroy Butzlaff, City ManagerDaniel Bobadilla, Interim Public Works Director/City Engineer (Alternate)

City of ClaremontAnthony Ramos, City ManagerColin Tudor, Assistant City Manager (Alternate) (Vice Chair)

City of DuarteDarrell George, City ManagerJason Golding, Senior Planner (Alternate)Karen Herrera, Deputy City Manager (Alternate)

City of GlendoraChris Jeffers, City ManagerSean McPherson, Assistant Planner (Alternate)Justine Garcia, Transportation Programs Analyst (Alternate)

City of IrwindaleJohn Davidson, City ManagerWilliam Tam, Public Works Director (Alternate)

City of La VerneRobert Russi, City ManagerCandice Bowcock, Associate Planner (Alternate)

City of MonroviaOliver Chi, City ManagerLauren Vasquez, Senior Management Analyst (Alternate)

City of MontclairMike Hudson, Public Works Director

City of OntarioTom Danna, Traffic/Transportation ManagerRaymond Lee, Assistant City Engineer (Alternate)

City of PasadenaMichael J. Beck, City ManagerMark Yamarone, Director of Transportation (Alternate)Jenny L. Cristales, Associate Planner (Alternate)

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

City of San DimasBlain Michaelis, City Manager

San Bernardino Associated GovernmentsCarrie Schindler, Director of Transit & Rail ProgramsNessa Williams, Project Delivery (Alternate)

City of South PasadenaSergio Gonzalez, City ManagerMargaret Lin, Principal Management Analyst (Alternate)


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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

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

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


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Metro Staff

Bryan PenningtonRick MeadeFrank AlejandoBruce ShelburneMichael Harris-GiffordRich LozanoRussell HomanJulie OwenJoyce ChangSteve LinoGreg KildareRicardo Moran Chuck WeissmanWinston DixonErric WrightBob FischerKay Koopman-GlassKelvin ZanKent ChowAdremi OmotayoPaul SquiresTom JasminDan BignoClaire ReyesJeff MumoloAspet DavidianDan LevyLeonid BukhinBrady BranstetterDenise LongleyLouis CamposBrian Rydell

Abdul ZohbiAndroush DanieliansLena BabayanFrances ImpertWilliam BalterDouglas SingHolly ShieldsMaria WhiteAnn KermanDuane MartinPaul BriggsGreg WaszMauro ArteagaSamuel MaymanNathanial JonesSandra PerezElizabeth PonceRodolfo ArellanoTom ZhaoShahrzad AmiriPhilbert Wong

Los Angeles County Fire

Nick Duvally, County FireTim Knorr, County Fire

Johnathan HofertGreg ParvinBrian BoudreauJorge PardoKim BuenoSharleen McLaughlinGeorgiana ArtigaJohn JohnsonElizabeth PonceSandra PerezAlfred OngWyman JonesVijay KhawaniBrandon FarleyPatrick PreusserEvgeniy BachinovChris LibanColins KaluCraig RemleyDavid ChongGeorge GreinLee HetheringtonMichael ThomasRupert BicarmeShane AllenThan WinVelma MarshallZoric SheynmanThomas EngAlex LamprosBijan BootorabiMichael Ratnasingham


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Key Staff—Corridor Cities

ArcadiaDominic Lazzaretto, City ManagerJason Kruckeberg, Assistant City Manager/

Development Services DirectorPhil Wray, Deputy Director of Development

Services/City EngineerLinda Hui, Transportation Services ManagerKevin Merrill, Associate City EngineerKen Herman, Principal Civil EngineerClement Flores, Street Improvements

InspectorChief Kurt Norwood, Arcadia Fire Battalion Chief Barry Spriggs, Arcadia FireMark Krikorian, Fire MarshallCaptain Larry Goodman, Arcadia PoliceSergeant Brian Ortiz, Arcadia Police

MonroviaOliver Chi, City ManagerTina Cherry, Public Works DirectorSteve Sizemore, Community Development

DirectorLauren Vasquez, Senior Management

AnalystBrad Merrell, City Engineer (Consultant)Buffy Bullis, City Finance DepartmentAlice Atkins, City ClerkMark Alvarado, Assistant City ManagerCraig Jimenez, Planning ManagerRichard Cortez, Public Works InspectorChief Chris Donovan, Monrovia FireLaura Bednar, Fire InspectorCaptain Alan Sanvictores, Monrovia Police Chief Jim Hunt, Monrovia PoliceCaptain Nels Ortlund, Monrovia Police Chief Ron Pelham, Monrovia Fire

DuarteDarrell George, City ManagerCraig Hensley, Community Development

DirectorJason Golding, Senior Planner Dominic Milano, City Engineer (Consultant)Rafael Casillas, Public Works ManagerTeresa Renteria, Public Works InspectorKaren Herrera, Deputy City Manager

IrwindaleJohn Davidson, City ManagerWilliam Tam, Public Works DirectorFrancisco Carrillo, Civil Engineering AssociateEdgar Rojas, Engineering and Mining ManagerBernard Li, Traffic Engineer (Consultant) Samir Khoury, Engineer (Consultant)Casey Morales, Public Works InspectorSergeant George Zendejas, Irwindale PoliceCamille Diaz, Assistant City Manager (Ret.)

AzusaTroy Butzlaff, City ManagerDaniel Bobadilla, Interim Public Works Director/

City EngineerRichard Gardea, Public Works InspectorHien Vuong, Azusa Light and WaterChet Anderson, Azusa Light and WaterMelissa Barbosa, Azusa Light and WaterKen Godbey, Azusa Light and WaterGeorge Morrow, Azusa Light and WaterMartin Quiroz, Public Information OfficerCaptain John Momont, Azusa PoliceKurt Christiansen, Economic and Community

Development DirectorAssistant Chief Jim Enriquez, Azusa Police


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Hill International, Construction Authority Program Manager

Hill International provided the Construction Authority with invaluable professional assistancethroughout the planning, design and construction process. In addition to bringing to theproject many key staff members (identified previously) to augment the Construction Authority’s full-time staff, Hill International also provided industry expertise as neededthrough their sub-consultants.

Key sub-consultants that supported the project include (in alphabetical order):

Atomic Ant ModelsATS ConsultingCH2M HillDouglas E. JamiesonIBI GroupISIS LLCJacobs EngineeringJL Patterson & AssociatesKOA CorporationKurt Kroner Environmental

Leighton Consulting, Inc.Maxima GroupMcLean & ShultzPartners ConsultingSmith-Emery LaboratoriesSteven Davis ConsultingV&A Consulting EngineersWagner EngineeringWKE—Wei Koo Engineers and PlannersWPC—Walker Parking


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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 WestlandAndy PeplowSteve McFaddenJim HolmesDennis OnstottRon RobisonGary SandersRob FarrellJulien JeannelRich CincottaJohn BleyWes WegnerDan KulkaJeff RowlandCraig MartinBruce ApplegateKevin GoodmanJared RuzickaPaul GerrityRich ParkerArron MountjoyAdam KnollMark Van PattenMatthew WorlandGabriel GaytonMike FlowersPhil Musick

Mass Electric Construction Co.Rohit ShardaRich BurgosRajesh PrajapatiRon KinneyCarl ManchesterMatt KellyBenny PlunkettJohn O’NeillShannon CrillyDan WeaverSheri Soldatke

ParsonsDavid WarnockTom SardoRoland GenickKurt PedersenDamien JacksonCarl RogersPolo RamirezJustin LeungMary RealCarmen ChamBarry SamAli HamzaScott ArnoldJames EshbaughSheri Soldatke


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Skanska USA Team

Skanska USALawrence DamoreMike AparicioTim WilsonJohn YenJeff JonkerTroy MarakJustin WaguespackAndrew GrubbKenny GloverTrevor KellyJohn OstlerGlen Curtis Joseph Hernandez

AECOMPat NicholsonRivka NightDavid Yee

The Webcor Team

Webcor Mark TurnerBarry ChoyCicely RiceRyan IsbellEric MoritzJimmy ClementsWade HoldenCarlos HurtadoGreg HollingsheadPedro DelgadoGregg ClarkJason SellersLeticia RosalesSal SheikhGreg Valdez

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

RBFGary MillerBrian AndersonJared BernardRicky ChanSteve ConnerBill CoxBrian FujimotoAdriana GriffithChad HardenCraig JohnsonBrad LoseySal SheikhGreg ValdezLisa VanDorpeJuan Zavela

Merril Morris PartnersDaniel Morris Nick Johnson

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




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