Pacific Electric Inland Empire Trail: Design, Funding, and Management, Lecture notes of Design

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November 2000

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Prepared for: City oj': C&are1r1ont, City of Montcla11~~ City of Upland,

Prepared By:

City of .l~ancho Cucarrionga, City of Fontana, City of Rialto

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The City of Rancho Cucamonga, acting as the lead agency,

has joined together with San Bernardino Associated

Governments (SANBAGJ and surrounding cities of

Claremont, Montclair, Upland, Rancho Cucamonga,

Fontana and RjaJto, to develop a multi-purpose trail that

would stretch from Claremont to Rialto. Boyle Engineering Corporation in association with ALTA Planning and Lyn

Capouya, Inc. Landscape Architects was retained to

develop this Master Plan for the Pacific Electric Inland

Empire Trail.

The vision for the trail can be summarized in the fo!!owing statement: To build a multi-purpose trail linking cities from

Claremont to Rialto along the famous Pacific Electric

Railway LJne. To Create a trail

opportunity for users to experience nature and enjoy exercise whi!e exploring the history and culture of the area and to preserve the corridorforfuture transit needs_

The purpose of the trail is to provide recreational and alternative transportation opportunities for cyclists, pedestrians, runners, and equestrians. Trail users wou!d enjoy exercise, convenient access to public facilities, and shopping while exploring the history and culture of the area. The participating cities, in conjunction with SANBAG, wi!l be pursuing Federal, State and Local funding to build the trail.

The Pacific Electric Railway was once the world's largest interurban and street railway system, extending from Los Angeles to its outlying regions. The building of the railway through the Inland Empire was crucial to the development of the area, particularly to support the agricultural industry that fueled the local economy.

The Pacific Electric right-of-way runs east-west through the valley. The 21-mi!e long rail trail would begin in downtown Claremont and end in downtown Rialto. in 1991, the Pacific Electric Railway right-of-way was purchased from the Southern Pacific Railroad. The portion of right-of-way in San Bernardino County was assigned to SAN BAG.

Under terms of the purchase agreement with Southern Pacific the ral!road reserved the right to operate freight service over the active portions of the line. After the sale of the right-of-way and the transfer to SANBAG, Southern Pacific Railroad made two applications to discontinue use filings ending most freight service. Only the easternmost 2. miles of track on the line, in Rialto remain in active freight service

In 1991, SANBAG adopted a policy preserving the right-of- way for potential future transit use. In 1994, SANBAG adopted another policy allowing possible joint use of the right-of-way. Joint use is defined as bikeways or trials, flood control channels, pipelines and other utilities. The SANBAG policy clearly states that the primary use of the right-of-way is for rail transit purposes. However, SANBAG also states that the agency wishes to encourage compatible uses within the right-of-way which further public purposes and improve the quality of life.

To facilitate the preparation of the Master Plan, the Design Team assisted in forming and managing a technical advisory committee (Project Advisory Committee) comprised of representatives from Rancho Cucamonga Claremont

Montclair, Upland, Fontana, Rialto, and SANBAG. The purpose of the committee was to provide input during the

planning and conceptual process, and represent th~ir local

city's interests and perspectives.

The Project Advisory Committee met regularly to review progress and help guide the development of the Master Plan. One of the initial tasks of the Project Advisory Committee was to refine the "Vision Statement" for the project and to define goals and objectives for the Master Plan. The goals and objectives are summarized below:

Pacific Electric Inland Empire Trail Goals and Objectives

'\¥> Satisfy Funding Requirements Commuter Enhancements Recreation Opportunities

Enhance Safety Street Crossings Visibillty

ti Comply with requirements of American with Disabilities Act (ADA)

Enhance linkages to other facilities Trails Schools Parks Transit Activity Centers

Enhance Orientation/Navigation Sign age Trail Markers Benchmarks

Celebrate History

@ Maximize Qualil:y and Benefit to Communities

Minimize Maintenance Requirements

€1 Maintain 45' wide Reserve for future Rail Corridor

In addition to the Project Advisory Committee, input and feedback was obtained from the genera! public and potential trail users. Public participation in the planning process was facilitated through a User Survey/Questionnaire, Press Releases, an Internet Web Site and two Public Workshops.

The User Survey/Questionnaire had a tota! of 515 responses,

67 of these received electronically via the Internet Web Site. It also provided a unique perspective on how some people currently use the Pacific Electric Railway right-of-way and how prospective users wou!d utilize the Pacific Electric Inland Empire Trail.

The Design Team also completed a Trail User Needs Analysis of existing and potential trail users in the area to ensure that the project meets the needs of all ages and abilities.

The Public Workshops were very successful in gathering public input. There was a tremendous amount of discussion by the attendees and "standing room only" at the second Workshop. Most potential user groups were r~presented and »:_ i · many valuable insights were , - :-...-

gained helping guide the direction -~~

of the Master Plan.

Friends of the Pacific Electric Inland Empire Trail

A grass-roots organization has been for med called the Friends of the Pacific Electric Inland Empire Trail. The group's Mission Statement is "To promote, support and enhance the building of the Pacific Bectric Inland Empire Trail." This type of effort is a tremendous benefit to the trail planning efforts. Trail projects with proven support are more likely to receive federal and state funding. The email address for The Friends of the Pacific Electric Inland Empire Trail is: Friends of [email protected]

Master Plan Structure

This Master plan document begins with a description of the methodology used. Next is a summary of the existing

conditions with an analysis. This is followed by design

guidelines for the project and design alternatives. The

alternatives evaluation and selection is fo!iowed by a cost

analysis, financing options and a suggested phasing p!an.

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Ma§ter Plan Methodology

The Design Team used the following eight-phase methodology to prepare the Master Plan for the Pacific Electric Inland Empire Trail:

Phase Description

1. Base information and data collection
2. Formation of a Project Advisory Committee to set policy and guide the project

3. Development of Project Goals,

Objectives and Design Guidelines

4. Extensive inventory and analysis of existing conditions along the 21-mile Pacific Electric Railway right-of-way
5. Development and screening of design alternatives for the Pacific Electric Inland Empire Trail
6. Selection of a preferred alternative
7. Implementation plan based on probable funding sources
8. Preparation of the Master Plan

Each phase is described in greater detail below.

Phase One -Data Collection Previous bikeway, pedestrian, and equestrian plans, other local and regional documents, such as the SANBAG Regional Bikeway Study and the Citrus Regional Trail Study, local bikeway and trail master plans, and right of way data have been gathered. These documents serve as important sources of baseline information, history, and starting points for this project. Building on and remaining consistent with the requirements and constraints from local general plans and other adopted plans ensure a quick start and rapid progress for this effort

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Phase Two - Project Advisory Committee The Design Team assisted in forming and managing a Project Advisory Committee comprised of representatives from Rancho Cucamonga, Claremont, Montclair, Upland, Fontana, Rialto, and SANBAG. l"he purpose of the committee was to provide input during the planning and conceptual process, represent their local perspectives, and assist in building support for the final recommendation. The value of this committee was that it allowed early identification of obstacles, and served as a forum for identifying realistic solutions.

Phase Three - Project Goals, Obiectives and Design Guidelines The Design Team worked with staff and the Project Advisory Committee to develop consistent overall project goals and objectives building on existing documents. These were presented at Project Advisory Committee meetings for review and included:

Vision Statement, summarizing the overall goals and

objectives of the project and vision of the completed system and future linkages to other multi-use trails in the region.

Objectives, or directions, are specific statements that help guide the planning and design of the project. They also help to evaluate alternative proposals to determine how closely they meet the project objectives. For example, one objective may be to "develop a system that minimizes conflicts with automobiles al unprotected crossings."

Design Guidelines and Operating Standards were developed based on established local, regional, state, and

Federal standards and requirements. Standards were used as a

framework for the planning and design process and ultimate institutional/adminishative arrangement within the Corridor that will manage the future system. The standards addressed the fo!lo~ving issues: trail design, trail width and surface options; trail crossings, traffic engineering, safety, security, connectivity access, operation and maintenance standards; easements and corridor aesthetics. Draft project guidelines, objectives and standards were submitted to the staff, Project Advisory Committee, and affected parties for review and comment~

Phase Four - Inventory and Analysis An inventory of the existing Pacific Electric corridor was conducted in a six-tierprocess.

Tier one included meeting with representatives of the Project Advisory Committee and others (City and County staff) to discuss the corridor, street connections to property,

potential parking and staging areas, structures presently on property, bicycle parking facilities and/or changing facilities in the vicinity of the trail, connections to transit, availability of automobile parking, location of sensitive areas, remnant parcels appropriate for beautification or enhancement, and existing maintenance roads and hails. The Design Team then conducted three field surveys, including photographing and recording of all observed relevant site conditions.

Tier two consisted of comparing our fie!d notes, photographs, and drawings with the available maps, aerial photos, plat maps, and other documents to ensure that the base map accurately reflected existing conditions. Meeting with local planning, parks and recreation staff, and others, the Design Team assembled all relevant materials on planned and proposed recreational trails and parks.

Tier three was a synthesis of field data and printed data into base mapping using digitized aerial photographs and AutoCAD. Maps were produced showing the existing and proposed improvements along the Pacific Electric Railway Corridor. Opportunities and constraints were clearly identified as were the overlap and conflicts between various plans.

Pertinent information was mapped on large-scale color aerial photographs obtained from the municipalities along the corridor, the County of San Bernardino and Arrowhead Mapping, with annotation developed in AutoCAD version 14.

Tier four involved the conducting of public workshops. Two Public Workshops were held to inform people about the Master Plan effort and to solicit inpui and feedback. The first Workshop focused on a description of the Master Plan process and the existing conditions. The second Workshop was devoted to possible design alternatives for each component of the trail such as: trail design, trail location, fencing, site furnishings, and landscape.

Tier five involved a survey of Potential User Groups. The Design Team conducted a survey to determine the needs and concerns of people who were unable to attend the Project Advisory Committee meetings or Public Workshops. The Design Team also provided the Cities with a copy of the survey to be sent out to residents via inclusion in City mailings. This survey asked specific questions such as, "how often do you ride/walk?," "why don't you ride/walk more often?," "what are your chief concerns?," and "what types of improvements would you like to see?"

On the back of this survey was a map of the area: respondents were asked to mark down the routes they most often rode/walked, and to identify points of Interest. The survey responses were compiled and discussed with the Project Advisory Committee. A summary of the responses is included in this Master Plan document.

In Tier six, the Design Team completed a needs analysis of existing and potential trail users in the area to ensure that the project meets the needs of all ages and abilities.

Phase Five - Alternative Trail Designs While the alignment of the multi-use trail was confined to the Pacific Electric abandoned railroad corridor, there were still a

variety of issues that resulted in the need to further evaluate

design options. Constraints along the corridor required consideration of alternative alignments, plus a mechanism that could effectively evaluate each alternative and assist decision- makers. These constraints include numerous street crossings,; the potential need to replace the grade separations structure at Foothill Boulevard in Rancho Cucamonga and Fontana.;. objections from potential neighbors, security of the right-of-way, integration with other bikeways, potential future rail service, and environmentally sensitive areas.

Each alternative was developed to enough detail so that relevant environmental, cost, safety, and other items could be identified. A decision matrix with clearly described criteria was used to evaluate each alternative, with a final recommendation on the preferred conceptual alignment summarized and presented to the Project Advisory Committee (PAC).

A key ingredient to success was the multiple screening of alternatives with the PAC to isolate those alternatives that merited further review. Without this step, time and resources may have been wasted and the public could be unnecessarily confused. The screening effort focuses on fatal flaws, which may be in the form of environmental, cost, aesthetics, function,

safety, or maintenance impacts. Out of this process the

preferred alternative (possibly with sub-options) emerged, allowing the consultant team, staff, and the public to focus on one potential project.

The preferred alternative was screened according to the following evaluation criteria:

Aesthetics An alternative may contain features that add to the experience of the trail user, such as attractive vegetation, decorative fencing, etc.

~ta§tory of 1he Pa.clftfiJ: E~ectr!c Rangway

§an Be:rtn&!l.rdilno Liln.e B.rafid')}Jin Paik Branch

The Beginn~ng

The Pacific Electric Railway Company dates back to 1899.

Pacific Electric lines once stretched from Santa Monica to Newport Beach on the coast and east to Redlands and Riverside. The San Bernardino Line was Pacific Electric's

longest line. It was unique in that it was the company's only

1200-volt electrified line and the line on which the system's highest average speeds were consistently maintained.

The San Bernardino Line, with its several branches, did more than any other line to give Pacific Electric the distinction of being classified as a true interurban operator. Stations on the San Bernardino Line, in order, were Claremont, Upland, Alta Loma, Etiwanda, Fontana and Rialto, where Riverside cars cut off running south via Bloomington to Riverside.

Construction of the San Bernardino Line began in 1906 and ultimately connected Pacific Electric's Northern District with lines of its Eastern District (San Bernardino, Redlands, and Riverside). Next came the construction of the Pomona- Claremont-Upland segment (built by the Ontario &San Antonio Heights Railway which Pacific Electric absorbed in 1912); this !ine opened for service on December 1, 1910.

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To All PoLo" of Gre•«5C !r.<erest in <he Heo•r of SOUrl1ERN CAl.IFORN!A ~~d Trnver5eci by !mo SCHEDULED T;iJJNS Di~L'I

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fA.f\10US l.11..\ll 11 ~ !!...i'U' "y 1. .\ C imb from SE' LEVEL '0 CLO\JDLAND !}v T:~'ley 1orno~h Aoe'"«I, ::;REA TEST SCENIC \VONDERi.A}'D , -~ .•... ,.-., ''

By about 1912, farmers north of the existing railway line were beginning to realize the need for a railway line closer to their farms and ranches. The farmers were hauling their fruit by horse

and wagon to the packinghouse at Cucamonga and Upland, but

it was a long, slow haul.

On April 11, 1912, a committee was elected to secure rlght-of- way for the Pacific Electric Railway Company north to the loamosa area (now northern Rancho Cucamonga). The committee consisted of Captain Peter Demens as Chairman, Dr.

Reid, Ernest Goerlitz, C. F. Tho1pe, Henry Albert, Frank A. Kelly,

and Robert Wagner. They attended meetings in San Bernardino, Upland, and Etiwanda, and held many conferences with railroad officials in Los Angeles. The P-dcific Electric Railway was already completed frorn Los Angeles to Upland. The next extension would be shorter, traveling straight through Cucamonga to San Bernardino. However, the committee was

able to persuade the officials !hat a railway line was needed

farther north.

lloamosa/Allta Loma area of Raifllcho Ct1carnonga

Money was needed to obtain this right-of-way, and the !oamosa committee solicited funds from property owners on a per acre basis as fol!ows: citrus orchards, $15.00; deciduous fruit and vineyards, $10.00; grain !and, $5.00; mountain land $1.00. Ranchers and Farmers from the areas that are now Upland, Rancho Cucamonga and Fontana all contributed. A total of $19,434.42 was raised.

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Even befo<e the nght-of-way alignment was completely settle~, the Railway Company applied to the committee for a name for the new northern station Several names were suggested, and a letter was sent to all subscribers to the railway aski.ng for their vote. An overwhelming majority selected the name A!ta Loma in April 1913. Initially, the station had temporary offices in a pacl<lnghouse building until the $10,000 station building was completed on April 1, 1915.

By February 1913, enough money was appropriated to build the extension closing the 20-mile gap between Upland and San Bernardino. Work actually began on June 7, 1913, when the contractors (Grant Bros.) started grading. Rails were laid east

from Upland and had reached Attendee on January 25, 1914.

The line was formally opened for service on July 11, 1914. Pacific Electric patrons had immediate access to points reached by the affiliated San Bernardino Valley Traction Company, including Highland, Colton, Patton and Redlands. Riverside was reached via a connecting line built from Rialto to Riverside by the Crescent City Railway Company. This connection line opened for service on March 24, 1914.

On November 28, 1914, Pacific Electric Railway Company offered a $50 prize for a name and a suitable symbol for a new all-day trolley trip being offered from Los Angeles to Redlands. Thus was born the famous "Orange Empire Trolley," destined to become Pacific Electric's outstanding excursion, with service

beginning January 3, 1915. The Orange Empire train left 6th &

Main at 9:00 AM arrived at Rialto at 10:36 AA! and at Riverside at ll:OOAM.

Pil!ci.fi.~ Electric Advell"tiisement.

fn 1927, trains from Los Angeles to San Bernardino typically operated on a two-hour headway with modifications to meet requirements of travel. Practically all trains consisted of two cars, one of which cut off at Ria!to and operated to Riverside while the other continued on to San Bernardino. Two of the San Bernardino trains were operated as strictly limited trains. These were "The Angel City Limited", inbound to Los Angeles and "The Citrus Belt Limited" outbound to San Bernardino. These made the Los Angeles-San Bernardino run In 1 hour 45 minutes.

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Pacific Electric began hauling freight on the San Bernardino

Line almost immediately after its opening. This business

down through the years became one of Pacific Electric's most

lucrative sources of income. San Bernardino was one of

Pacific E!ectric's "big three" freight lines along with Los

Angeles Harbor and El Segundo.

The principal freight hauled on the San Bernardino Line was

citrus, followed by cement, oil, gravel, and manufactured

products. As of 1928, a freight train left State Street Yard daily

at 1 :45 PM, picked up citrus cars en route and delivered them

to the Southern Pacific-Union Pacific at Colton, then returned

to State Street with cement cars from the Southern Pacific

Yard at Colton, the Union Pacific at Poole Yard, and the

Atkinson Topeka & Santa Fe rail facility at San Bernardino.

All perishable freight originating east of San Dimas went to

San Bernardino, while perishable freight originating west of

San Dimas went to Los Angeles.

The Pacific Electric San Bernardino Line was directly

competing with the Santa Fe Railroad for most of its freight

business, especially citrus products. Most packinghouses

were already Santa Fe patrons, and to reach them, Pacific

Electric had to Jay its rails so as not to interfere with Atkinson

Topeka & Santa Fe spurs. In some instances this resulted in

Pacific Electric spur tracks at far ends of packinghouses or in

other undesirable locations. Santa Fe continued to get most

of the business. To combat this, Pacific Electric brought about

the construction of new packinghouses at more

advantageous locations such as Alta Loma and Upland.

Some of Pacific Electric's fastest freight movements combined

its tv.;o heaviest lines, the Harbor and the San Bernardino.

When citrus crops were threatened by freezing weather, oil-

fired orchard heaters were brought in, burning night and day

as long as they were needed. A constant supply of fuel oil was

essential to the citrus growers_ Pacific Electric gave heater oil

trains priority over all other freight, speeding them from the

Harbor to Redlands area in five hours. It took 2,000 carloads

of oil to make one filling of heaters.

By 1938, freight trains !eft San Bernardino at 7:00 PM, made

the trip to Southern Pacific's yards at Colton, then took the

San Bernardino Line west to State St Yard, arriving at 3:

AM. On the return trip the crew left State Street at 10:30 PM,

followed the San Bernardino Line beyond La Verne, took

perishables to Colton and returned to San Bernardino,

signing-off at 6:30 AM. During World War II, so heavy did

freight movements become that several steam locomotives

were leased from Southern Pacific; these were always

double-headed with the electric motors, so trolley-actuated

signals could operate.

The nation's last interurban Railroad Post Office (RPO)

service was operated by Pacific Electric on it's San

Bernardino Line. This RPO service was inaugurated

comparatively late, being started on September 2, 1947. It

left Los Angeles at 12:45 PM. and San Bernardino at 4:

PM., taking three hours for the trip. It did not operate on

Sundays or holidays. This last RPO ceased operation on May

The San Bernardino Line was the first of Pacific E!ectric's

major lines to be given over to the diesel-electric locomotive

lOOo/o. On October 1, 1951, a!l operations between Los

Angeles and San Bernardino were diese!ized and the trolley

wire was removed shortly thereafter. A major job was

converting crossing signa!s from trolley activated-Direct

Current to !ow voltage track circuit operation. It took six

weeks after dieselization before this conversion was

completed, and in the interim diesels either were equipped

with trolley poles or dragged a dead electric locomotive, with

enough current being maintained in the trolley wire to

activate the signals.

On November 30, 1951, a!! substations and electrical

energizing facilities on the San Bernardino line were taken

out of service and the San Bernardino Line had completed its

transition from a high-speed interurban operation to a low-

speed diesel freight line.

Station Architect.me

Stations between Upland and San Bernardino were a more

substantial type of building, not the usual wooden type

typical of Pacific Electric standards of.the "pre-1911" era.

Etiwanda, Alta Loma and Rialto had concrete stations costing

about $10,000 each. Fontana had a huge concrete structure

built in co-operation with a real estate company.

1

The

Claremont, Upland, Etiwanda, Rialto and a portion of the

Fontana Station remain.

Claremont Station Etiwanda Station

Upland Station Fontana Station

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Alta Loma Station 5

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SEGMENT

MILE

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CITIES

CLAREMONT I UPLAND I MONTCLAIR

MONTCLAIR I UPLAND

UPLAND

UPLAND

UPLAND

RANCHO CUCAMONGA

RANCHO CUCAMONGA

RANCHO CUCAMONGA

RANCHO CUCAMONGA

RA~iGHO CUCAMONGA RANCHO CUCAMONGA RANCHO CUCAMONGA RANCHO CUCAMONGA RANCHO CUCAMONGA I ET/WANDA FONTANA FONTANA FONTANA FONTANA FONTANA FONTANA FONTANA FONTANA RIALTO RIALTO R!AcTO/SAN BERNARDINO

STREETS/FEATURES

CLAREMONT BLVD I MONTE VISTA AVE./ MONTCLAIR TRANSCENTER

CENTRAL AVE./ S. BENSON AVE./ HILLSIDE HIGH SCHOOL

MOUNTAIN AVE.

SAN ANTONIO AVE. / 2ND AVE.

2ND AVE./ 11TH AVE.

ARROW ROUTE I FOOTHILL

FOOTHILL I CARNELIAN AVE. /VINEYARD AVE.

VINEYARD AVE. I HELLMAN AVE.

BASE LINE ROAD I ARCHIBALD AVE.

ARCHIBALD AVE./ HERMOSA AVE.

HAVEN AVE./ DEER CREEK CHANNEL I CENTRAL PARK SITE (FUTURE)

MILLIKEN AVE./ KENYON WAY I CENTRAL PARK SITE (FUTURE)

ROCHESTER AVE. I DAY CREEK CHANNEL/ ELLENA PARK

VICTORIA PARK LN. / ETIWANDAAVE.

EAST AVE./ INTERSTATE 15

ETIWANDA CHANNEL I HERITAGE CIRCLE I BASE LINE ROAD

CHERRY AVE.

HEMLOCK AVE. I SULTANA AVE. / FOOTHILL BLVD

FOOTHILL BLVD./ CITRUS AVE.

CiTRUS AVE./ JUNIPER AVE./ SEVILLE PARK SIERRA AVE./ PALMETTO AVE./ ELEMENTARY SCHOOL (PRIVATE)

TAMARIND AVE. I LOCUST AVE. / CONTINUAT!ON HIGH SCHOOL

MAPLE AVE. I CEDAR AVE.

CACTUS AVE..

WILLOW AVE./ RIVERSIDE AVE.

SEGMENT INDEX MAP

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D

SCALE 1"=300'

PACIFIC ELECTRiC INLAND EMPIRE TRAIL MASTER PLAN

1 - First Street - Village of Claremont

2 - Remnant Wooden Bridge (fire damaged)

LEGEND

-- .,-i'

3 - Wood~ri Bridge (fire damaged)

Sand and gravel mining operation to the east

--d'i..Ji..

4 - Wooden Bridge

San Antonio Channel crossing

5 - Median Barrier at Monte Vista Ave Left: Sand mining piles Right: Metrolink Parking Lot

EXfS1~1l\lG CORRIDOR COND~TiONS

SEGMENT: 1

MILE 0.0 - 0.

CITIES: CLAREMONT/MONTCLAIR/UPLAND

~ - - ~ RAILWAY RIGHT-OF-WAY

- - - - - - STREET R!GHT-OF-WAY

• • FO- - SPRINT FISER OPTIC LINE -0 PHOTO LOCATION AND VIEWPOINT

SCALE 1 ",,300' l IMAGE DATE: JANUARY 1999

- - ~ - - CITY BOUNDARY

( PLACE NAME SITE LINK

DISTANCE

--w-- WATERLINE

~ SANBAG NON-OP PROPERTY

PACIFIC ELECTRIC INLAND EMPIRE TRAIL MASTER PLAN

r

!

1 • Mountain Ave. No access I illegally fenced.

t: SCALE 1"=300' IMAGE DATE: JANUARY 1999

LEGEND

- - - - RAILWAY RIGHT-OF-WAY

- - - - - - STREET RIGHT-OF-WAY

~ - - - ~ CITY BOUNDARY

( PLACE NAME SlTE LINK DIS1ANCE

- - FO- - SPRINT FIBER OPTIC LINE

--w WATERLINE

~ SANBAG NON-OP PROPERTY

EXlSTH\JG COR!RiiJOR COND1TiONS

SEGfviENT: 3

MILE 1.5 - 2.

CITY: UPLAND

0 - SEGMENT LOCATION

<!J PHOTO LOCATION AND VIEWPOINT

PACIFIC ELECTRIC INLAND EMPIRE TRAIL MASTER PLAN

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~

1 - Trees define edges of trail 3 -^ Euclid^ Ave.^ No median break

~

D

SCALE 1''=300' IMAGE DATE: JANUARY 1999

LEGEND

- - - ~ RAILWAY RIGHT-OF-WAY

- - - - - - STREET RIGHT-OF-WAY

- - ~ - - CITY BOUNDARY

( PLACE NAME S'TE LINK

DISTANCE

- - FO- - SPRINT FIBER OPTIC LINE

--w WATER LINE

~ SANBAG NON-OP PROPERTY

LXtST!NG CORR!DOR CONDITIONS~

SEGl\llENT: 4

MILE 2.4 - 3.

CITY: UPLAND

0 - SEGMENT LOCATION NOTTO SCALE

-OJ PHOTO LOCATION AND V!EWPOINT

PACIFIC ELECTRIC INLAND EMPIRE TRAIL MASTER PLAN

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/~~-EX~STl!!G CORRnJOR COND!TIO!\JS

SEGMENT: 6

MILE 4.1- 4.

CITY: RANCHO CUCAMONGA

1 - Arrow Route crossing 3 - Grove Ave crossing 5 - RiQ'ht-of-way utilized as driveway

3 - Arrow Route crossing 4 - Right-of-way utilized as driveway

I 0 SCALE 1 ":::300' IMAGE DATE: JANUARY 1999

LEGEND

~ = - ~ RAILWAY RIGHT-OF-WAY

- - - - - - STREET R!GHT-OF-WAY

- = - = ~ CITY BOUNDARY

( PLACE NAME SfTE LINK DISTANCE

- -FO- - SPRINT F!BER OPT!C L!NE

--w-- WATERLINE

~ SANBAG NON-OP PROPERTY

"----;----

CJ- SEGMENT LOCATION

NOTTO SCALE

<GJ PHOTO LOCATION AND VIEWPOINT

PACIFIC ELECTRIC INLAND EMPIRE TRAIL MASTER PLAN

-------------------------··---~===============::::;i ii::XfSTH\IG CORR!DOR CONDrTIOi\IS

1- Vintage steel bridge over Foothill Blvd

2 - Open vistas to the southeast; Rural character

clt_Y of: ,-o)t •• RANCHO

'·

LEGEND

-'>

3 - Channel Crossing - no protective railings

4 - Bridge over Vineyard Ave

:,;_.-

5 - Vineyard Ave access - Potential Trailhead I Equestrian staging area

CJ - SEGMENT LOCATION

SEGhAEl\IT: 7

MILE 4.9 - 5.

CITY: RANCHO CUCAMONGA

• • • • RAILWAY RIGHT-OF-WAY - - Fo- - SPRINT FIBER OPTIC LINE <!) PHOTO LOCATION AND VIEWPOINT

SCALE 1 ":::300' l IMAGE DATE: JANUARY 1S9S

• • • • • • STREET RIGHT-OF-WAY ~ ~ ~ - ~ CITY BOUNDARY

( PLACE NAME '"'ITE ·cc NK

DISTANCE ;:,. '

--w-- WATERLINE

U22a SANBAG NON-OP PROPERTY

PACIFIC ELECTRIC INLAND EMPIRE TRAJL MASTER PLAN

i - Base Line Rd crossing 3 -^ Archibald^ Ave^ crossing

2 - Amethyst St crossing - Open drainage channel adjacent to tank site

SCALE 1"-=:300' ~ IMAGE DATE: JANUARY 11199

LEGEND

( PLACE NAME DISTANCE

RAILWAY RIGHT-OF-WAY STREET RIGHT-OF-WAY CITY BOUNDARY SITE LINK

• • FO- - SPRINT FIBER OPTIC LINE --w-- WATERLINE

E:2;2223 SANBAG NON-OP PROPERTY

EX~STH!G CORRIDOR ,COi\JDITiONS ~

SEGMENT: 9

MILE 6.5- 7.

CITY: RANCHO CUCAMONGA

CJ - SEGMENT LOCATION NOTTO SCALE

<D PHOTO LOCATION AND VIEWPOINT

PACIFIC ELECTRIC INLAND EMPIRE TRAil MASTER PLAN

=-i

I

1 - Ramona Ave crossing

·.r

~';~·.· :~~~4'~

2 - Open drainage channel along Ramona Ave

~

D "' SCALE 1",,300' IMAGE DATE: JANUARY 1999

LEGEND ~-=-

/ PLACE NAME ' DISTANCE

RAILWAY RIGHT-OF-WAY

STREET RIGHT-OF-WAY

ClTY BOUNDARY SITEL!NK

- - FO- - SPRINT FIBER OPTIC LINE

--w-- WATERLINE

U22a SANBAG NON-OP PROPERTY

EXIS1~!1\JG CORR!DOf~ CO!\JDITIONS

SEGIVlEl\Jl~: i 0

MILE 7.1 - 7.

CITY: RANCHO CUCAMONGA

CJ- SEGMENT LOCATION

PHOTO LOCATION AND VIEWPOINT

PACIFIC ELECTRiC INLAND EMPIRE TRAIL MASTER PLAN