Beginning of San Diego
Alonzo Erastus Horton [5]
There were two things that initially sparked interest in the growth of San Diego. First was the arrival of Alonzo Erastus Horton, known as the father of San Diego, and secondly, the rise of the Texas and Pacific railroads. Upon arriving to San Diego, Horton purchased 100 acres of land from a land auction in the bay area where he began to build up what he called, New San Diego. Horton built the first major hotel in San Diego in the year 1870 as more people began to come. He would offer land and lots to people who were willing to stay and build up homes or buildings. With popularity in San Diego growing, Horton, along with other powerful landowners convinced Colonel Thomas Scott, who was the president of the Texas and Pacific railroad, to build up a terminal for a railroad to come by the New San Diego. The importance of a terminal in San Diego is that people have access to travel there from across the country. The New San Diego location is also important to its growth because it is right next to the waterfront. San Diego will grow to become one of the largest cities, if not arguably the largest city, in California.
Expansion!
Frank Kimball [5]
San Diego has had two fallbacks with railroads before the success of the Texas and Pacific railway. The first was the San Diego and Gila railway, which was meant to connect the city with Fort Yuma but became destroyed in the civil war. The next fallback was the El Paso and Pacific railroad that would link Memphis with San Diego. That ended in bankruptcy. With two fallbacks, the hope of San Diego having its own railroad was looking questionable.
The third time that San Diego came close to gaining a railroad was with the Texas and Pacific railway. In 1871, Congress chartered the railway to go from Marshall, Texas to San Diego via alongside the Colorado River. Even with the charter from Congress, San Diego was not in the clear to have a railway built up yet. Another railway company, the Central Pacific, made it a goal for San Diego to never have any railways built there. This conflict arose when Frank Kimball, the father of National City who teamed up with Horton, refused to sell six miles of prime real estate to the Central Pacific railway.
The depression of 1873 put the Texas and Pacific railway in an extreme shortage of funding. Knowing this, the Southern Pacific railway, which made up of four large railway companies including the Central Pacific railway, went to Congress to ask permission to continue the railway that Scott is building. The Southern Pacific railway feared that if the Texas and Pacific railway finishes building all the way to San Diego, then their Monopoly will be compromised. So the building of railways became a race between the Texas and Pacific railway and the Southern Pacific railway. Lacking funds, the Texas and Pacific railway could not compete with the Monopoly and Congress ended up taking back the charter but kept the lands so that neither railway get it. The Southern Pacific railway then completed their railway by going through Los Angles, and then going to up north. San Diego strikes out again for the third time in their attempt to have a railway go through the city.
Kimball found another opportunity when the Santa Fe railroad purchased a part of St. Louis and San Francisco Railroad and became owners of the Atlantic and Pacific Company. At the time, Santa Fe was still considering where in California to build and Kimball made a deal with the Santa Fe railroad company, offering land if they have the railway end in San Diego. The Santa Fe railroad company agrees and on October 12, 1880, the California Southern Railroad was chartered. [1] The population of San Diego was still small at the time, but since the California Southern Railroad was chartered, demand for labor rose significantly and people started to come.
To bring in workers, the San Diego Union put up advertisements to begin working on the railroads. The Union estimated up to 2000 workers at different sections of the rail. [1] There were some natural obstacles in the way of building the rail. Across the 211 miles of rail, there were swamps and streams that needed adjusting to. 241 bridges had to be built in total. Once the ground was prepped, the iron rails were ready to be put in. On July 7, 1881 the first ship arrived with iron rails. [1] They shipped the rails because they did not want to interfere with their rival company, the Southern Pacific. Once most of the railing was completed, the demand for workers declined and most were eventually laid off.
With the growth of the railway also came the growth of San Diego. At the time the railway was being built, the city opened a telegraph line in National City, San Diego, and Fallbrook. [1] There was also a new railroad hotel, saw mill, and mail cars.
On November 17, 1885 the Santa Fe and California Southern joined forces and at last, San Diego became the western terminus of a national line.[1] San Diego exploded in growth shortly after becoming the new terminus. Population and real estate sales soared through the roof. The railroads became advertisers that would sell off land, in hopes that it will spark more rail usage if the population grew. In only ten years, from 1880 to 1890, the population of San Diego went from 2600 to 16,000 people. Industries began to appear as a result of the rapid population growth. Some of them being, a Carriage Manufacturing Company, olive oil and lumber mills, reduction works, Match Company and an electric company were established. A sewer system, electric lights, and intercity cable cars were installed in the city. Three schools and a public library were also built in the city. [1]
The third time that San Diego came close to gaining a railroad was with the Texas and Pacific railway. In 1871, Congress chartered the railway to go from Marshall, Texas to San Diego via alongside the Colorado River. Even with the charter from Congress, San Diego was not in the clear to have a railway built up yet. Another railway company, the Central Pacific, made it a goal for San Diego to never have any railways built there. This conflict arose when Frank Kimball, the father of National City who teamed up with Horton, refused to sell six miles of prime real estate to the Central Pacific railway.
The depression of 1873 put the Texas and Pacific railway in an extreme shortage of funding. Knowing this, the Southern Pacific railway, which made up of four large railway companies including the Central Pacific railway, went to Congress to ask permission to continue the railway that Scott is building. The Southern Pacific railway feared that if the Texas and Pacific railway finishes building all the way to San Diego, then their Monopoly will be compromised. So the building of railways became a race between the Texas and Pacific railway and the Southern Pacific railway. Lacking funds, the Texas and Pacific railway could not compete with the Monopoly and Congress ended up taking back the charter but kept the lands so that neither railway get it. The Southern Pacific railway then completed their railway by going through Los Angles, and then going to up north. San Diego strikes out again for the third time in their attempt to have a railway go through the city.
Kimball found another opportunity when the Santa Fe railroad purchased a part of St. Louis and San Francisco Railroad and became owners of the Atlantic and Pacific Company. At the time, Santa Fe was still considering where in California to build and Kimball made a deal with the Santa Fe railroad company, offering land if they have the railway end in San Diego. The Santa Fe railroad company agrees and on October 12, 1880, the California Southern Railroad was chartered. [1] The population of San Diego was still small at the time, but since the California Southern Railroad was chartered, demand for labor rose significantly and people started to come.
To bring in workers, the San Diego Union put up advertisements to begin working on the railroads. The Union estimated up to 2000 workers at different sections of the rail. [1] There were some natural obstacles in the way of building the rail. Across the 211 miles of rail, there were swamps and streams that needed adjusting to. 241 bridges had to be built in total. Once the ground was prepped, the iron rails were ready to be put in. On July 7, 1881 the first ship arrived with iron rails. [1] They shipped the rails because they did not want to interfere with their rival company, the Southern Pacific. Once most of the railing was completed, the demand for workers declined and most were eventually laid off.
With the growth of the railway also came the growth of San Diego. At the time the railway was being built, the city opened a telegraph line in National City, San Diego, and Fallbrook. [1] There was also a new railroad hotel, saw mill, and mail cars.
On November 17, 1885 the Santa Fe and California Southern joined forces and at last, San Diego became the western terminus of a national line.[1] San Diego exploded in growth shortly after becoming the new terminus. Population and real estate sales soared through the roof. The railroads became advertisers that would sell off land, in hopes that it will spark more rail usage if the population grew. In only ten years, from 1880 to 1890, the population of San Diego went from 2600 to 16,000 people. Industries began to appear as a result of the rapid population growth. Some of them being, a Carriage Manufacturing Company, olive oil and lumber mills, reduction works, Match Company and an electric company were established. A sewer system, electric lights, and intercity cable cars were installed in the city. Three schools and a public library were also built in the city. [1]
Early City Transportation Timeline
Early transportation in San Diego used mostly used a trolley system. The first was established in 1886, called the San Diego Street Car Company. The cars were open air, with two horses pulling the car in the front. The car wasn't fast, only going five miles per hour and only operated on a few streets.
The next upgrade to horse drawn cars was the steam line. In 1887, the San Diego Land and Town Company started a steam line that ran from Old Town to the New San Diego and National City. Later in that same year, the steam cars are replaced with electric street cars so that there is less smoke in the cities but collapses and steam powered cars are back on the streets.
In 1890, the San Diego Cable Car company begins putting out cable cars but later, is bought out and converted to an all-electric trolley system.
The street car system was growing in San Diego, with many innovations being added to the cars and rails. Although, in 1916, there was a Great Flood that washed out many rail lines and slowed the growth down.
In 1922, the first Motor bus begins operating between National City and Chula Vista. The bus had rubber tires, two-wheel brakes, and a four cylinder engine. Eventually, around the 1930’s, busses became more popular and started replacing street cars.
The street car system was growing in San Diego, with many innovations being added to the cars and rails. Although, in 1916, there was a Great Flood that washed out many rail lines and slowed the growth down.
In 1922, the first Motor bus begins operating between National City and Chula Vista. The bus had rubber tires, two-wheel brakes, and a four cylinder engine. Eventually, around the 1930’s, busses became more popular and started replacing street cars.
Present:
Transit- Oriented Development (TOD)
- San Diego must have a plan for many different complications that the city is going through ex. Traffic congestion, diminishing affordable housing, receding open space, threatened wildlife, urban sprawl, air pollution and socially isolated communities
- Goal of land guidance system is to establish policies and standards to address these problems:
- Maximize use of existing urbanized areas through infrastructure-sensitive infill and redevelopment
- Reduce consumption of non-urban areas by deigning urban area efficiently
- Employ land use strategies to reinforce transit
- Reduce number of auto trip miles by creating opportunities to bike/walk
- Protect natural environment and community character by reducing need for roadway expansion
- Reduce air pollutant emissions and conserve limited energy resources
- Provide diversity of housing types
- Foster a more interactive and secure community
- Balance critical transportation issues and freedom of choosing means of travel
- Key aspect of TOD: provide a “walkable” environment:
- Create comfortable pedestrian environments at both starting and ending points of the trip so that pedestrians would have more incentive __ to take that means of transportation
- People are more likely to use transit if they can walk to the station, rather than taking a car to a “park and ride”
- The US is using 82% cars, 11% walking, and only 3% by public transit
- Knowing that a majority of trips will still be using cars, the TOD is more focused on reducing congestion, mainly focusing on neighborhoods where the only way for people to make trips is with cars
- Fundamental purpose of TOD concept is to create land use pattern which will support transit
- Long range planning:
- Immediate Action Items:
- Adopt these design guidelines and implementation strategies by resolution of the city council
- Adopt a city council that outlines a phased TOD implementation strategy
- TOD demonstration projects should be allowed to proceed in advance of comprehensive revisions to existing City codes, standards and _ guidelines, provided adequate conditions and monitoring procedures
- On-Going strategies:
- Community plans should be used as tools to plan for a mixed-use and transit-supportive land use. Identify sites for TOD, secondary _ areas, transit facilities, bike routes, pedestrian paths, open space, resource protection, and other non-TOD’s
- As plans are updated, the policies should be amended according to identified TOD opportunity areas
- Different means of tools should be used to implement TOD projects and to ensure that neighborhood issues are addressed
- If the general plan is updated, amendments should focus on non-car travel opportunities and to identify any additional areas that may _ _ want to use transit
Street Design
- “Community streets are public rights-of-way, which unite neighborhoods, provide access for motorists and non-motorists, and promote neighborhood identity, health, comfort and safety” Moorish and Brown, Planning to Stay
- Streets are to allow for the circulation of people, serve as shopping corridors, restaurant rows, linear parks, residential front yards, extensions of office lobbies, and many other uses
- Improves our neighborhoods by:
- Balancing needs of emergency vehicles with everyday traffic
- Allows pedestrian and bike access
- Creates a more attractive and safe pedestrian environment with the use of artistic elements
- Reduce peak energy demand through heat reduction measures into appropriate site and street design guidelines, landscape standards, and _ building codes
- Designing streets to promote pedestrian and transit friendly use
- Improve streets to minimize congestion and focus on persons and goods, not just vehicles
- Design Manual (mainly for developing areas or for areas going under major revitalization)
- Alleys:
- Second means of access, usually at the back of the property, and has primary access from the street. Should not intersect 4-lane urban _ streets
- Plans to improve to 20ft wide within a d20ft right-of-way. Utility services will be placed in the alley
- Max grade is 15% and minimum curve radius is 100ft or more for emergency and commercial vehicles
- Curb ramps should be placed on both sides
General Plan: Mobility Element
Walkable Communities:
Goals: Create a safe and comfortable pedestrian walkway that is a viable way of transportation with street, site and building designs.
Pedestrians are more willing to walk in places where they feel safe and comfortable. Sidewalks shaded by trees, lighted at night, which have scenery to visually enjoy, with other pedestrians, and near local destinations are the most used. [4] Cities must plan ahead to be able to integrate pedestrian friendly travel with their city designs. The benefits of creating more pedestrian friendly walkways are reducing traffic congestion and many health benefits from people living a more active lifestyle.
Transit First:
Goals: Create a convenient and attractive transit system that to increase ridership as a first choice of travel.
If bus routes connect more activity centers (ex: employment areas, schools, grocery stores, and other popular areas) then people will be more willing to ride on them. The network of travel must be quick to be able to draw more riders in. The transit will be integrated with the walkable pathways so that people can switch at any time. If more people ride the bus, some benefits would be better air quality and reducing paved surfaces from the reduction of cars.
Street and Freeway System:
Goals: Create a balanced street and freeway system that interconnects between communities. To reduce vehicle congestion, keep streets well maintained, and have a safe environmental design.
Improving the freeway system will reduce the amount of traffic congestion on the road. The Regional Transportation Plan (RTP) plans to improve the freeways by adding a lane that prioritizes Bus Rapid Transit and ride sharing. That will in turn, improve the transit system and be a viable option for people.
Bicycling:
Goals: Create a safe and comprehensive bike network that is environmentally friendly and is a viable choice for people.
In order to make bicycling a more useful means of transportation, the city must create bikeways that are interconnected with activity centers while also being nearby public transit in case bicyclers need to travel further. The city also must make safer bicycle parking and make it safe to bike on the roads. Benefits of bicycling are reducing pollution and having a sustainable form of transportation. And the cyclists benefit from having an active lifestyle and save money on car-related expenses.
Goals: Create a safe and comfortable pedestrian walkway that is a viable way of transportation with street, site and building designs.
Pedestrians are more willing to walk in places where they feel safe and comfortable. Sidewalks shaded by trees, lighted at night, which have scenery to visually enjoy, with other pedestrians, and near local destinations are the most used. [4] Cities must plan ahead to be able to integrate pedestrian friendly travel with their city designs. The benefits of creating more pedestrian friendly walkways are reducing traffic congestion and many health benefits from people living a more active lifestyle.
Transit First:
Goals: Create a convenient and attractive transit system that to increase ridership as a first choice of travel.
If bus routes connect more activity centers (ex: employment areas, schools, grocery stores, and other popular areas) then people will be more willing to ride on them. The network of travel must be quick to be able to draw more riders in. The transit will be integrated with the walkable pathways so that people can switch at any time. If more people ride the bus, some benefits would be better air quality and reducing paved surfaces from the reduction of cars.
Street and Freeway System:
Goals: Create a balanced street and freeway system that interconnects between communities. To reduce vehicle congestion, keep streets well maintained, and have a safe environmental design.
Improving the freeway system will reduce the amount of traffic congestion on the road. The Regional Transportation Plan (RTP) plans to improve the freeways by adding a lane that prioritizes Bus Rapid Transit and ride sharing. That will in turn, improve the transit system and be a viable option for people.
Bicycling:
Goals: Create a safe and comprehensive bike network that is environmentally friendly and is a viable choice for people.
In order to make bicycling a more useful means of transportation, the city must create bikeways that are interconnected with activity centers while also being nearby public transit in case bicyclers need to travel further. The city also must make safer bicycle parking and make it safe to bike on the roads. Benefits of bicycling are reducing pollution and having a sustainable form of transportation. And the cyclists benefit from having an active lifestyle and save money on car-related expenses.
Notes:
[1] Lowell, D. L. (n.d.). The California Southern Railroad and the Growth of San Diego. In The Journal of San Diego History. Retrieved March 3, 2013, from http://www.sandiegohistory.org/journal/85fall/railroad.htm
[2] MTS Historical Timeline. (2013). In MTS. Retrieved March 3, 2013, from http://www.sdmts.com/MTS/timeline.asp
[3] Calthorpe Associates. (1992). Transit-Oriented Development Design Guidelines. In San Diego . Retrieved March 3, 2013, from http://www.sandiego.gov/planning/documents/pdf/trans/todguide.pdf
[4] San Diego (California). City of San Diego General Plan: Mobility Element. [San Diego, Cali.:] The City
[5] http://www.sandiegohistory.org/journal/85fall/railroadimages.htm
[1] Lowell, D. L. (n.d.). The California Southern Railroad and the Growth of San Diego. In The Journal of San Diego History. Retrieved March 3, 2013, from http://www.sandiegohistory.org/journal/85fall/railroad.htm
[2] MTS Historical Timeline. (2013). In MTS. Retrieved March 3, 2013, from http://www.sdmts.com/MTS/timeline.asp
[3] Calthorpe Associates. (1992). Transit-Oriented Development Design Guidelines. In San Diego . Retrieved March 3, 2013, from http://www.sandiego.gov/planning/documents/pdf/trans/todguide.pdf
[4] San Diego (California). City of San Diego General Plan: Mobility Element. [San Diego, Cali.:] The City
[5] http://www.sandiegohistory.org/journal/85fall/railroadimages.htm