USA > California > Orange County > History of Orange County, California : with biographical sketches of the leading men and women of the county who have been identified with its earliest growth and development from the early days to the present > Part 13
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"And this our life exempt from public haunt
Finds tongues in trees, books in the running brooks, Sermons in stones and good in everything."
-Act 2, Scene 1-"As You Like It."
Besides Modjeska's Home and Inn, there are numerous houses and camping grounds in the different canyons throughout the mountains. Some of the houses are occupied all the time by families that live in the mountains for various reasons. and others are occupied only in vacation or when their owners wish to take an outing. The camping grounds are generally occupied by a few families or con- genial friends in vacation time only, like Camptonville in the Santiago Canyon above Orange County Park.
Most of the cities and towns along the coast appreciate the ocean as a valu- able asset, not only for fishing and transportation, but also as an attraction for pleasure seekers who spend more or less money in their midst. They accordingly gave the deciding vote for the big bond issue for good roads to draw travel their way ; they also built bath houses, pavilions, pleasure piers and other conveniences for the accommodation of their visitors. Residents of the interior generally go to the beach for their annual bath in summer time when "the water is fine;" but tourists, accustomed to the variable climate of the East. consider California
102
HISTORY OF ORANGE COUNTY
climate as "summer all the year" and, therefore, frequent the beaches without regard to season.
Thus with over 300 miles of paved roads, including city streets, tree-lined avenues between evergreen orchards, and scenic drives entering canyons or climb- ing foothills that overlook the coastal plain and ocean beyond and with a great variety of resorts and camp grounds to choose from in the mountains or at the beach, Orange County is a veritable paradise for pleasure seekers.
CHAPTER XVII ORANGE COUNTY'S GOOD ROADS
Just prior to the meeting of the legislature of 1907, some representative auto- mobile men came together at Los Angeles and drafted a road law which was intro- duced in the legislature by Senator Savage of San Pedro. This "Savage Act" authorized any county in the state to vote bonds for the improvement of its main highways connecting the cities and towns, exclusive of the streets in the incorpo- rated cities, such improvement being confined to a width of sixteen feet along the middle of said highways, which width was later increased to at least twenty feet, as may be seen in the following tables.
Shortly after the passage of this act an agitation was commenced to make it applicable to Orange County ; but, some opposition being encountered, the mat- ter was dropped for a time. Two years later the subject was taken up by the Associated Chambers of Commerce. Petitions were circulated for signatures and presented to the board of supervisors, asking that the question of issuing bonds of the county for highway purposes be submitted to the electors. The super- visors granted the petitions on March 2, 1910, and appointed C. C. Chapman, W. H. Burnham and M. M. Crookshank as a highway commission to prepare the preliminary work and have charge of the improvement of the highways. C. C. Chapman served but little more than a month, resigning on account of too many other interests that needed his time and attention, and Richard Egan was ap- pointed to take his place. The commission employed R. T. Harris as secretary, Daniel S. Halladay as engineer and S. H. Finley as assistant engineer. Several months were spent in surveying and mapping the roads and in obtaining data from all available sources ; but, when the commission was about ready to report, the approval by the people of the state's issuing $18,000,000 road bonds, caused some doubt and hesitation.
However, after the state engineers had located the state highway through Orange County and the county highway commission had amended its report two or three times, said report was finally filed with the board of supervisors Septem- ber 19, 1912, recommending a bond issue of $1,270,000. The supervisors promptly approved the report and called the election for November 4, the day before the regular election. The result was: Bonds, yes 5,290 and Bonds, no 2,236. The opposition was to bonding and not to the improvement of the roads. It was argued that, if a sum equal to the interest on bonds were put into the improve- ment of a piece of road each year, the roads would all be improved in a few years and the county would have no debt, or double burden, to carry meanwhile. But over two-thirds of the voters declared in favor of the bonds in order to get the immediate benefit of the improvement ; so the taxpayers have no just cause for complaint of the burden which they voluntarily assumed.
In addition to the resignation of C. C. Chapman, which has already been mentioned, the following changes in the personnel of the commission, during the progress of the work, have been noticed in the records: On December 3, 1912, D. C. Pixley succeeded W. H. Burnham who had resigned. On March 4, 1914. S. H. Finley and Ralph J. McFadden were joined with D. C. Pixley to constitute the commission, but on April 21, following. Mr. Finley resigned and W. T. New- land took his place. Seven days later Mr. Finley was appointed chief engineer
103
HISTORY OF ORANGE COUNTY
with W. W. Hoy as division engineer. June 1, 1915, N. T. Edwards succeeded D. C. Pixley, who had resigned from the commission.
While the "Savage Act" did not go into particulars about the kind of mate- rials and methods to be used in improving the roads, it did require the materials to be durable and the work to be permanent. Imbued with this spirit the highway commission sought information from all available sources and gleaned wisdom from the experience of others. It was decided that, after each road was properly graded and the soil compacted, its surface should 'be paved with a cement con- crete base overlaid with an oil and grit finish. In carrying out this decision the concrete was composed of 1 part best Portland cement, 21/2 parts clean sand and 5 parts crushed rock. In some of the work the proportions were 1-2-4, respec- tively. These ingredients were thoroughly mixed, moistened and tamped or rolled into place to a uniform thickness of four inches. When sufficiently dry. the surface was treated to a thin coating of heavy oil and sprinkled with finely crushed rock. This work was all done under the vigilant eye of a competent, trustworthy inspector employed by the county.
On March 3, 1915, the highway commission reported the original 108 miles of road, estimated to be built by the bond issue of $1,270,000, as completed, with a balance of about $240,000 left over, and recommended that such surplus be spent in paving certain other specified roads. The board of supervisors approved the report and authorized the expenditure of this surplus as recommended. The final report of the commission was received and approved by the supervisors on January 3, 1917 ; thus the Orange County Highway Commission, having completed its task, was discharged with the commendation and thanks of the board of supervisors.
Following is a tabulated statement of the improved roads in the county, fur- nished by the county surveyor, in which the different widths of the paved portions are separately grouped, as well as the sections paved by bonds and by the county road funds ; the length of each section is given in miles :
Paved Roads of Orange County
SIXTEEN FOOT
Sections of Roads-
Paved by Bond
Paved by County
Fairview
1.51
Dyer
.95
Smeltzer
.62
Wintersburg
1.0
El Toro
1.11
First Street
.45
Main Street, Tustin
1.31
...
Newport Avenue
1.83
. ..
Westminster-Garden Grove
3.81
....
Laguna
10.47
Irvine Boulevard
.93
.98
Myford
.75
Placentia-Yorba
....
5.18
Riverside No. 3.
....
5.25
Santa Ana Canyon No. 1
....
1.77
Santa Ana Canyon No. 2
... .
2.90
San Juan Hot Springs
.56
Santiago Boulevard
5.68
.. .
Yorba Linda
2.40
. .
Seventeenth Street
1.22
Road Improvement District No. 4.
... .
1.45
.
. .
. .
1.74
Santa Ana Canyon No. 3.
... .
104
HISTORY OF ORANGE COUNTY
County Park
....
3.83
Road District Improvement No. 5.
....
32.07
30.82
EIGHTEEN FOOT
Sections of Roads-
Paved by Bond
Paved by County
Anaheim-Olinda
7.70
...
Chapman Avenue
.93
Anaheim-Olive
3.58
....
Anaheim-Stanton-Cypress
4.01
....
Bay City
8.97
....
Brea Canyon
4.14
..
Brea-Olinda
3,63
. . ..
Commonwealth
1.50
. . .
Garden Grove Boulevard.
5.95
....
Huntington Beach No. 2.
4.32
1.00
Los Alamitos
4.14
Newport Avenue
4.14
Newport Beach Boulevard.
6.85
....
Orangethorpe
3.24
....
Talbert Road
7.70
Chapman Avenue
.98
Bradford Avenue
1.18
La Palma
.43
Garden Grove Avenue.
. .
...
.. .
.51
Road District Improvement No. 3.
....
.85
Olinda Road
70.80
12.68
TWENTY FOOT
Sections of Roads-
Paved by Bond
Paved by County
Huntington Beach No. 1
5,14
Newport Beach
2.68
. .
Riverside No. 1
.32
..
Riverside No. 2.
2.58
....
Orange-Tustin
3.98
...
14.70
TWENTY-TWO FOOT
Paved by Bond
Paved by County.
Lemon Street
.32
Santa Fe Street.
.10
West Broadway
.50
SPECIAL
Twenty-two foot Asphalt, Central Avenue, miles
4.7
Eighteen-foot Asphalt, Garden Grove, miles.
9
Fifteen-foot Cement, State Highway, miles
29.6
Eighteen -foot Cement, State Highway, miles
13,8
Eight-foot Cement, Collins Avenue, miles .83
.
. .
1.13
Edinger Street
1.00
Walker Street
....
2,63
La Mirada
2.97
Brea Park
...
. .
Sections of Roads-
.92
5.19
105
HISTORY OF ORANGE COUNTY
Dirt Road, estimated miles. . 510
County Paved, estimated miles. 168.42
State Highway, estimated miles 43.40
Total Miles 721.82
As shown in the foregoing tables, the county highway commission not only constructed more good roads with the big bond issue than the estimated amount, but it also built many miles with county funds provided by the board of super- visors. Since the discharge of the commission, the supervisors have continued the road improvement policy with whatever funds they were able to command, as may be seen from the following items of business transacted by the board :
November 5, 1919, a contract for paving East Fourth Street, Mabury Street and Tustin Avenue was awarded to Wells & Bressler for $10,009.87 ; also, on the same date, the bid of the same contractors to regrade the road to the County Park for $29,238.90, was accepted.
December 30, 1919, the board of supervisors let the contract for the improve- ment of the Buena Park-Commonwealth Road to Wells & Bressler for $14,322.64.
March 30, 1920, the bid of B. R. Ford for paving .83 of a mile of Collins Avenue, 8 feet wide, the county to furnish some materials, for eleven and three- quarter cents per square foot, was accepted, provided the bidder secured the paving of the city's half of the street, which he did. This contract amounted to $4,119.46, for the county's half and to $7.362.43 for the city's half.
On March 2, 1920, the board of supervisors awarded the contract to Wells & Bressler for paving 1.64 miles of county roads in the Fairhaven district for $13.080, which was the lowest of three bids. This strip of road includes portions of South Glassell Street, Fairhaven Avenue and Grand Street, and connects the paved street of Orange with the paved road from Santa Ana to the cemetery, thereby making the second all-paved highway between the two cities, and giving to each a paved road to the cemetery.
August 10, 1920, the contract for the improvement of the Fairview Road in Fifth Road District was awarded to Wells & Bressler for $24,861.24, as the lowest responsible bidders.
In building the state highway, the engineering department required the county to build the bridges over all the streams. To meet this expense and build bridges on the county highways, bonds were voted to the amount of $100,000, as men- tioned in the chapter on Public Buildings and Sites. The bridges built with this fund are span bridges, constructed of reinforced cement concrete, and are artistic and substantial.
Since the foregoing figures were furnished, the supervisors let a contract to Steele Finley to pave three and three-quarter miles of road at Sulphur Slide in Santa Ana Canyon for $36,211.93. The width is to be sixteen feet with eighteen feet on the turns.
Early in August the supervisors accepted the proposal of the United States Forest Service to go fifty-fifty in the construction of a good mountain road up the Trabuco Canyon from the schoolhouse to the Forks. The board appropriated $3,500 for this purpose on the promise of a federal appropriation of a like amount. The road will not be paved, but will be a good substantial road for automobile travel. The work will be done by the United States Bureau of Roads.
On September 11, 1919, County Surveyor J. L. McBride announced that the State Highway Commission had let a contract to a Los Angeles firm for the improvement of the Irvine-Galivan road for the sum of $86,000. The improve- ment consists in adding two and a half feet shoulders to each side of the paving, increasing its width from fifteen to twenty feet between Irvine and Galivan. The contract also requires the surfacing of the highway south from Irvine for a dis- tance of five miles with a layer of asphaltum one and one-half inches thick.
106
HISTORY OF ORANGE COUNTY
Orange County's vote July 1, 1919, on the $40,000,000 state highway bonds was : Yes, 3,529; No, 344. The part of the improvement affecting Orange County is the piece from Oxnard to Capistrano, which would enter the county at Seal Beach and follow the coast most of the way, thereby adding nearly twenty-five miles to the county's paved highways, exclusive of the paved streets in the cities through which the road will pass.
Besides the number of miles of paved country roads described above, each incorporated city has more or less paved streets which have been reported as follows :
City Miles
City
Miles
Anaheim
8.00
Brought forward. 49.35
Brea
3.00
Orange
5.00
Fullerton, estimated. 20.00
Santa Ana. 30.00
Huntington Beach 16.85
Seal Beachı 2.00
Newport Beach. 1.50
Stanton, estimated 1.00
Carried forward. 49.35
Total 87.35
The total number of miles of paved roads in the county, including those under construction and provided for and those in the cities, is as follows :
Reported by County Surveyor
201.82
Under Construction.
28.75
Paved Streets in Cities.
87.35
Total Paved Roads 317.92
Many miles of the unpaved roads in the cities and county have been brought to a proper grade, wet down and rolled, and then treated with a thin coating of heavy oil, evenly distributed while hot, and covered with a sprinkling of sand or crushed rock-preferably the latter. The asphalt in the oil cements the top gravel or soil of the roadbed together, thereby forming a hard, smooth surface almost equal to paving. Such roads are practically free from mud in the rainy season and from dust in the dry season.
Hence, in view of the foregoing facts and figures, Orange County may fairly be awarded the palm for good roads.
CHAPTER XVIII
THE COUNTY'S TRAFFIC FACILITIES
The traffic facilities of Orange County are unsurpassed, due partly to its own need of such facilities and partly to its lying in the path of traffic to other sections of the state. These facilities consist of branches of two transcontinental railroads, an electric interurban railway, littoral contact with the Pacific Ocean and thousands of motor vehicles to carry on the traffic over the hundreds of miles of good roads.
The first railroad to enter the territory now comprising Orange County was the Southern Pacific. The spirit of enterprise and achievement, that inspired the building of the Central Pacific Railroad, still burned in the breasts of the heroic band who accomplished that feat, or of their successors, when the increasing immigration to the southern part of the state in the early seventies attracted their attention. They immediately formed another company, naming it the Southern Pacific Railroad Company, bought the Los Angeles and Wilmington Railroad, which had been built by local enterprise, and commenced building out of Los Angeles in three directions: North toward San Francisco, east through San Gorgonio Pass and south toward San Diego. The latter ranch reached Anaheim January 1, 1875, where it stopped over two years. The management, however, becoming jealous of the ocean traffic developing through Newport Bay, ex-
107
HISTORY OF ORANGE COUNTY
tended the railroad across the river to East Santa Ana, where the terminus of that branch remains to this day.
Shortly after the Atchison, Topeka & Santa Fe Railroad came into the county and went on through to San Diego, the Southern Pacific Railroad thought it would pick up its terminus at Santa Ana and transfer it to San Diego, so as to continue the competition in that county that it had been waging with the new road in this county, but even the most determined people cannot always have their own way. That company could not get its terminus out of Santa Ana because the property owners between the county seat and Tustin refused to allow the road to cross their property. In sheer desperation it started another branch road south of Anaheim, thence east to Villa Park and south to McPherson, thence southeast through the Hewes ranch past Tustin to a point on the San Joaquin ranch where that terminus would be safe from sequestration. This Tustin branch of the Southern Pacific has become a feeder of the main line in the fruit shipping season.
When the Los Alamitos sugar factory was built near the western boundary of the county in 1896. the Southern Pacific Company built a road from Anaheim across to that place to handle the traffic of the factory. About the year 1902. when the McFadden Brothers were curtailing their activities, they sold the Santa Ana and Newport Railroad to ex-Senator W. A. Clark, who immediately turned it over to the Southern Pacific Company. Shortly after this purchase the company built a line from Newport to Smeltzer, eleven miles, to handle the celery, sugar beets and other products of that section.
These various branches make a total of nearly sixty miles of railroad, dis- tributed throughout the county so as to be accessible to the majority of the people, and owned and operated by the Southern Pacific Railroad Company.
The following account of the building of the Santa Fe lines in Orange County was furnished by the chief engineer of the Atchison, Topeka & Santa Fe Railroad Company :
"From the northeastern boundary line of the county in Santa Ana Canyon near Gypsum to near the north boundary of the city of Santa Ana, via Olive, and from the city of Orange, via Anaheim and Fullerton, to the northwestern line of the county near Northam, was constructed in the years 1887 and 1888 by the Riverside, Santa Ana & Los Angeles Railway Company.
"From near the north boundary of the city of Santa Ana, via Rancho San Joaquin and San Juan Capistrano, to the southernmost corner of the county at San Mateo Point near San Mateo station, was constructed by the San Bernardino & San Diego Railway Company in 1887 and 1888.
"The branch line from Richfield to Olinda oil fields was constructed by the Southern California Railway Company in 1889, and
"The main line between Richfield and Fullerton was constructed by the Ful- lerton & Richfield Railway Company in 1910.
"The mileage of the above is 71.79 miles. The mileage of side tracks in the county is 37 miles."
As soon as the Santa Fe was ready to do business it found the Southern Pacific determined to beat it to the business and, if possible, maintain its monopoly of the field. This resulted in several months of fierce rate-cutting, so that a first class ticket could be bought to Missouri River points for a dollar and freights from the Middle States were almost nothing. Finally rates were restored at less than the old monopolistic prices and the service was greatly improved by the competition.
When Henry E. Huntington decided to put his ideals of good railroad build- ing into practice and make use of electricity as the motive power, he saw no more inviting field than Southern California for the investment of his millions. He announced that his company would ask no right of way nor bonus of any kind, but it would buy and pay for whatever it needed. He soon found that he didn't have sufficient money to buy a right of way at the landowner's price and have
108
HISTORY OF ORANGE COUNTY
any left with which to build and equip a railroad thereon afterward, so he changed his policy and required the communities desiring the road to furnish the right of way.
During the year 1905 the people of Santa Ana and vicinity acquired the right of way for the Pacific Electric railway in a straight line from Watts to Santa Ana for about $22,000. The following year the road was built and its arrival was celebrated in Santa Ana by a "Parade of Products" in December, 1906. Without regard to the chronological order, the following additional lines have been built in the county within the past fifteen years: A line from Los An- geles via Whittier enters Orange County near the northwest corner, passes through La Habra, Brea and Yorba Linda and heads for the Santa Ana Canyon, but stops for the present at a little station east of Richfield called Stern. It is the intention to extend this line up the canyon to connect with the Corona and Riverside line and thereby make a through line from the interior to Los Angeles. The company has already acquired portions of the right of way through the canyon. A third line branches off from the Los Angeles and Long Beach line at Signal Hill, enters Orange County at Seal Beach and, skirting the beach cities and towns, terminates at Balboa near the entrance to Newport Harbor. A fourth line connects the first line at Santa Ana with the third line at Huntington Beach, passing the Southern California Sugar Factory on its way to the coast. A fifth line leaves the first line at the intersection of. Fourth and Main streets in Santa Ana, goes north on Main Street out of the city and then swings east to Lemon Street in Orange. terminating for the present at its depot in the latter city.
While the negotiations for the fifth line were pending, Mr. Huntington traded all his interurban red car lines for all the street yellow car lines in Los Angeles, which up to that time belonged to the Southern Pacific Railroad Company. This deal gave the latter company possession of the Pacific Electric Railway Company : but it was decided to keep the two companies separate. However, it is understood that the companies will mutually assist each other, and rumors have been rife about the Southern Pacific's intention to electrify the Tustin and Newport branches. It is probable that the Tustin branch will be thus changed and be used as an extension of the fifth line north from Orange to connect with the company's line into Los Angeles. In fact, the roadbed has already been graded north from Orange ; but work was stopped by the late war. The total length of the various lines of the Pacific Electric Railway Company in the county of Orange is 66.268 miles.
The following figures show the mileage and valuation of these railway sys- tems, as fixed by the State Board of Equalization :
Assessment of Railroads, 1918
Names of Roads
No. of Miles
Price per Mile
Total Valuation
S. P. R. R. Co.
59.682
$28,137.18 $1,679,402.54
Pullman Co. . 62.42
1,034.61
64,580.36
A., T. & S. F. R. R. Co.
71.97
22,432.19 1,614,444.71
P. E. Railway Co.
66.268
21,402.77 1,418,318.76
It will be understood from the foregoing description, or it may be seen on the map, that these railroads are about as widely distributed over the settled por- tions of the county as possible ; hence the greatest number of people are reached by their service and the only duplication is in the through service between the large cities.
A county bordering on the great Pacific Ocean for its entire length, as Orange County does, would naturally have a fresh, invigorating climate ; it would also have easy access to water transportation, which is the cheapest transportation in the world. With such a traffic facility in reserve, no exorbitant transportation charges would long be endured by the people, especially as population increases and means for business ventures become abundant.
109
HISTORY OF ORANGE COUNTY
The last of the county's traffic facilities to be mentioned is the thousands of motor vehicles that are used on the hundreds of miles of good roads, The motive power for the vast majority of these motor vehicles is gas, generated from gasoline which is a product of petroleum ; hence these motor vehicles get their fuel at first hand, from the oil producers of Orange County. The first gasoline engine ever seen in this county was exhibited to a crowd on one of the vacant lots in Santa Ana about thirty years ago. The demonstrator predicted then that the gas engine would largely displace the steam engine, which prediction has come true so far as small, portable engines are concerned.
To get an idea of the amount of traffic carried on hy motor vehicles a person should ride over some of the principal roads and note the number of vehicles he meets. Then he should go into the marts of trade and packing houses and see the number of huge motor trucks, with one or two trailers each, piled high with the products of the orchards and farms. But perhaps the best evidence of the large number of motor vehicles in actual use would be a report of the registrations for Orange County in the State Motor Vehicle Department at Sacramento. While Orange County is in the fourteenth class according to population based on the 1910 census, it ranks ninth in the 1919 motor vehicle registration. The counties having the highest and the lowest registrations are given along with Orange County by way of comparison, and also the totals for the state, as follows:
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