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Moses Sherman
View on WikipediaMoses Hazeltine Sherman (December 3, 1853 – September 9, 1932) was an American land developer who built the Phoenix Street Railway in Phoenix, Arizona, and streetcar systems that would become the core of the Los Angeles Railway and part of the Pacific Electric Railway in Los Angeles, California, and owned and developed property in areas such as the westside of Los Angeles, the San Fernando Valley and Hollywood, Los Angeles. He also served on the Los Angeles Water Board. He was also known as M. H. Sherman and General M. H. Sherman.
Key Information
Early life
[edit]Moses Sherman was born in West Rupert, Vermont, on December 3, 1853. He obtained a teaching certificate at the Oswego Normal School (now SUNY Oswego) in Oswego, New York. He began as a teacher in Salem, New York and Wisconsin. He was then appointed principal of the Hamilton, New York Grade School for the 1873–74 term. Because of ill health, in 1874 he departed for the west and the Arizona Territory.[1]
Arizona – Early Accomplishments
[edit]In 1873, territorial governor Anson P.K. Safford offered Sherman a teaching post at the public school in Prescott. [1] Here, Sherman initiated the first graded school in Arizona, teaching there from 1874 to 1876. In 1876, a new two-story school opened with Sherman as principal.[2]
He was selected to represent Arizona at the Centennial Exposition in Philadelphia, and returned to Arizona with his sister Lucy, who was also a teacher, and who met and married Eli P. Clark, then serving at the Arizona territorial auditor.[3] Clark would become one of Sherman's closest business associates.[2]
John C. Frémont, then governor of the Arizona Territory, appointed Sherman State Superintendent of Public Instruction in 1879, where, as superintendent, he created the territorial school laws. In 1882, after Congress had appropriated land to support public education, Sherman selected the lands which helped to provide for the future University of Arizona.[3]
He earned the title "General" after his 1883 appointment as Adjutant-General of the Territory of Arizona, in which position he served two terms. He would use the honorific "General" for the rest of his life.
During these years, he was also involved in business affairs. Over time, he invested in property in Prescott and built a hotel, The Sherman House. He also acquired shares in mines, grazing lands and cattle and, as Prescott and Arizona grew rapidly, he made a good deal of money from his enterprises.[3]
Arizona – Phoenix
[edit]By the early 1880s he had refocused his efforts in the agricultural Salt River Valley area and Phoenix.[3] He invested in and was involved with the building of the Arizona Canal, which, started in early 1883, would become the main irrigation canal for the valley.[4]
In 1884, he co-founded and became president of the Valley Bank of Phoenix. He was a major stockholder and vice president of the Phoenix Water Company. He bought large quantities of real estate around Phoenix and became the largest taxpayer in Phoenix and one of the largest in the territory.[4]
In 1887, he constructed a street railway, and, after merging it with several other lines, electrified the lines in 1893 and created the Phoenix Railway Company of Arizona, which he controlled until 1925, when the lines were sold to the city.[5] In 1910 he built a line from Phoenix to Glendale to connect with the Santa Fe Railroad.[6]
He was involved with moving the territorial capitol to Phoenix, and with his business associate, attorney M.E. Collins, he donated 10 acres of property for the new territorial capitol building in 1889.[4][7]
Developing Electric Rail Transportation in Los Angeles
[edit]
Prior to Sherman's arrival in Los Angeles, the Santa Fe Railroad had built a line to Los Angeles in 1886, which caused a rate war with the Southern Pacific. While a short-lived real estate boom followed, the excitement created by the boom drew attention (and new residents) to the area. During his time in Arizona, Sherman had made many trips to Los Angeles and had become convinced that it had a great future.[8]
Shortly after moving to Los Angeles in 1890, Sherman became a founding stockholder and director of the Los Angeles-based National Bank of California.[8] He and brother-in-law Clark immediately became involved in the local transportation business.
The Los Angeles Consolidated Electric Railway - Prior to Sherman's arrival in Los Angeles, various individual entrepreneurs had built several horse car lines, cable car lines and an initial electric line. Sherman, seeing promise in the new Sprague trolley technology, gained control of several street railway franchises, and immediately began to create a system based on this technology.
Sherman and Clark incorporated the Los Angeles Consolidated Electric Railway Company (LACE) in November, 1890.[9] Clark was made Vice President and General Manager.[10] They intended to acquire and construct a large number of electric railway lines connecting important parts of Los Angeles.[8] They built lines west of the city on Pico Boulevard, to Westlake Park, and to Rosedale Cemetery; south on Central and Maple Avenues and to the University of Southern California and University Park; north and east to Highland Park and East Los Angeles (now Lincoln Park), to the Evergreen Cemetery, and to the Southern Pacific and Santa Fe depots.
In the beginning, LACE competed with an existing cable railway, the Pacific Railway. When the cable company became bankrupt in 1892 because it was not profitable, LACE purchased it. By 1893 LACE operated 35 miles of electric lines, 14 miles of horse-drawn lines, and 21 miles of cable lines.[8]
In 1895, after the company missed bond payments, Sherman lost control of the Los Angeles Consolidated Electric, though he continued as a director and held a large stock interest in the company. The new company, now controlled by the bondholders, was renamed the Los Angeles Railway, and was sold to Henry Huntington and his associates in September, 1898, ultimately becoming the "Yellow Car" system.[11]
The First Interurban Lines - While LACE was growing, Sherman and Clark began the first steps of what would become an interurban network. In April, 1894, after acquiring horsecar lines in Pasadena, they incorporated the Pasadena and Los Angeles Electric Railway Company, Southern California's first interurban electric railway, which in May, 1895 connected their newly electrified lines in Pasadena to the LACE system serving Los Angeles.[8]
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In November, 1894, they incorporated another new interurban company, the Pasadena and Pacific Electric Railway Company, designed to connect Los Angeles to Santa Monica. After acquiring five existing railroads, they reconstructed an older steam line to reach from downtown Los Angeles to Santa Monica via Colegrove.[8]
In 1896, at the junction of his Pasadena and Pacific streetcar line and what would become San Vicente Boulevard, just west of Hollywood, Sherman acquired 5.6 acres of land and built storage yards and car barns, naming the area Sherman. A town grew up around the facility which would evolve to become the city of West Hollywood.[12][11][13]
The Los Angeles Pacific Railroad - After losing control of LACE, the pair focused their attention on expanding their lines between Los Angeles and the beaches. After losing control of the Los Angeles & Pacific in 1897, in June, 1898 they reorganized their remaining lines into a new company, The Los Angeles-Pacific Railroad. Later, the Los Angeles and Pacific Railway was acquired by Henry Huntington and Isaias W. Hellman’s group of investors and become part of the Pacific Electric system.[8]
Controversy arose over some of Sherman's methods. The San Francisco Call ran a series of vitriolic articles during November and December 1898, which claimed Sherman’s efforts to secure financing for his electric railways led to the failure of two San Francisco banks. Sherman was soon vindicated, as the failures were actually the result of poor bank investments during the boom of the late 1880s, and of possible losses associated with the bonds of Los Angeles’ cable railway system.[14]
Sherman and Clark now built lines covering the west side of the Los Angeles basin, and down the coast, from Los Angeles to Hollywood, Sawtelle, Westgate, Santa Monica, Ocean Park and Venice, and to Playa del Rey, Manhattan Beach, Hermosa Beach and Redondo Beach.[15]
In some cases rights of way were donated and in other cases bonuses were paid by property owners so the lines would pass through their property. For example, Hobart J. Whitley and other investors paid $15,000 to add a line through Hollywood. Santa Monica property owners Senator John P. Jones and Robert Symington Baker provided 225 acres of land near what would become Sawtelle. Sherman and Clark sold this property to Jones and R.C. Gillis to raise funds for the new railway.[16]
At its peak the Los Angeles Pacific had 180 miles of track in the western portions of Los Angeles County, from Los Angeles to the beaches along Santa Monica bay, then running down the coast to Redondo Beach.[17]
In March, 1906, Sherman and Clark sold a controlling interest in the railway to E. H. Harriman, of the Southern Pacific for a reported $6 million.[18] A new Los Angeles Pacific Railroad Company was incorporated on April 4, 1907, with ambitious plans to standard gauge the system, add new lines, create a subway from downtown to Vineyard and more.[19]
In 1910, Sherman and Clark sold the remaining interest in their Los Angeles Pacific Railroad to the Southern Pacific, which, in September, 1911, combined their lines with Huntington's original Pacific Electric Railway and several other companies into a new Pacific Electric Railway. Sherman remained on the board of the Pacific Electric Railway.[20]
Early Real Estate Development Activities in Los Angeles
[edit]Sherman was adept as using the electric railway to promote real estate investments. Through the creation of the Los Angeles Pacific lines, Sherman and Clark were key to the development of communities between Los Angeles and the coast, and of the area of the coast from Santa Monica to Redondo Beach.[21][8] Their LAP Railroad featured the famous Balloon Route, an excursion that left Los Angeles and took a balloon-shaped rail trip involving stops at popular locations between Los Angeles and the ocean and then back to Los Angeles. The Balloon Route was popular with tourists and was instrumental in introducing potential homebuyers to the area.[8][22] Sherman's work with the LAP was intimately tied to land acquisition, both as part of the construction of the rail lines, and as a means to promote the various real estate investments in which Sherman and Clark were involved.
In 1900, along with developers Baker and Burbank, they purchased 1,500 acres in Hermosa Beach. Their Hermosa Beach Land and Water Company provided water; the developers built the first boardwalk and pier in 1901 and 1904. Initially served by the Santa Fe Railway, in mid-1904, the community would be served by LAP's new Redondo Division car line. In addition, in 1903 Sherman and Clark purchased 200 acres north of Hermosa Beach and named it Shakespeare Beach, intending that it be a writer's colony, but was unable to attract many writers. Several streets, such as Homer Street and Longfellow Avenue, remain from this original subdivision.[23][24]
Sherman became associated with several prominent businessmen over the years in ever-larger projects. This list of men included Harrison Gray Otis, Harry Chandler, Otto F. Brant, Hobart J. Whitley, Robert C. Gillis and others.[11] The first such project concerned the development of Hollywood.
In 1900, the LAP had built a line north of its Santa Monica Boulevard line in Colegrove which ran along Prospect Boulevard (now Hollywood Boulevard), assisted by a $25,000 bonus paid by Hobart J. Whitley, Col. Griffith J. Griffith, and P.J. Beveridge.[25] In 1901 Whitley and Sherman created the Los Angeles-Pacific Boulevard Development Company, which organized a syndicate that bought and subdivided a 480-acre area in Hollywood, a development which Whitley called the Hollywood Ocean Vista Tract. The company built curbs and sidewalks, planted shrubbery, and donated land for a bank and for the future Hollywood Hotel.[26]
In 1902, Sherman and a syndicate of fifteen men purchased 1,000 acres of land around the Ballona lagoon and Port Ballona under the name the Beach Land Company, renaming the area Playa del Rey. The syndicate included partners such as local landowners Robert C. Gillis, Frederick H. Rindge, and others. They built a $100,000 pavilion, the Hotel Del Rey, and a boathouse and grandstands around the lagoon. Sherman and Clark's Los Angeles, Redondo Beach and Hermosa Railway Company built a line to the area by, which was later merged into the LAP.[27] The line opened December 1902, extending from downtown at 4th & Broadway to the new resort,[28] and was soon added to the famous “Balloon Route” excursion. Many visitors bought lots and built homes along the beach front.[29][30]
In 1905, Sherman and Clark extended a line in the center of San Vicente Boulevard, past Robert C. Gillis’ Westgate tract (now the Brentwood area, where Sherman had investments, then on to Santa Monica.[31]
Later Real Estate Activities
[edit]In July, 1905, Sherman and Clark had purchased 640 acres in upper Beachwood Canyon, which at first they used as a rock quarry.[32] With Los Angeles’ rapid growth in the early 1920s, especially in the film industry, they partnered with Harry Chandler and developer S.H. Woodruff in 1923, and developed and promoted the property, which they named Hollywoodland.[33] A large, lighted sign was built that would call attention to their development. That sign, completed in July, 1923,[34] was rebuilt after World War II. With the “land” part removed, it now reads “Hollywood”.
Chandler and Sherman were the primary investors, in a syndicate of 70, who in 1911 purchased the Tejon Ranch, a 270,000 acre ranch along the Kern County-Los Angeles County border, from Truxtun Beale.[11][35]
And, while not one of the original purchasers, in 1906 Sherman invested in the Colorado River Land Company, a Mexican Corporation with 842,000 acres in the Mexican counterpart of the Imperial Valley. The investments in this ranch are credited with an economic boom in northern Baja California.[36][37]
Sherman also acquired much property in Culver City.[36]
The Water Commissioner, the Aqueduct, and the San Fernando Valley
[edit]Sherman was appointed to the Board of Water Commissioners February 5, 1903 by mayor Meredith P. Snyder,[38] where he worked on the Owens River project and became embroiled in controversy.
In the early 1900s, Los Angeles was looking for additional water sources to support its growing population. In late 1904, former mayor Fred Eaton, and water department engineer William Mulholland had travelled to the Inyo Valley, where Eaton showed Mulholland how water from the Owens River could be acquired and transported to Los Angeles. In 1904, the Board of Water Commissioners was notified of the purchases of water rights in the Owens Valley for the proposed aqueduct to Los Angeles.[39]
In September 1903, before the aqueduct plan was conceived, a syndicate led by L.C. Brand had purchased an option on the 16,500-acre George K. Porter Ranch in the northeastern San Fernando Valley. The syndicate included Porter, railroad builders Henry E. Huntington and E. H. Harriman, newspaper publishers Harrison Gray Otis, Harry Chandler, and Edwin T. Earl, banker Joseph Francis Sartori and others. [40] Brand, along with Huntington, purchased the ranch to run an electric line to it and then to subdivide it, as he had done in Glendale.[41][42]
Shortly after Eaton's report regarding the possible aqueduct was given to the water commissioners, the syndicate took up the option on Porter Ranch. William Randolph Hearst’s paper, the Examiner, alleged that Sherman, after hearing the news of the aqueduct through his position on the water board, informed his business friends, who then completed their purchase of the ranch. Several historians note that, while this is possible, there was never any concrete evidence that this was the case.[42][40]
A second syndicate was formed in September, 1909, two years after construction of the aqueduct had begun in 1907. This group of men purchased the 47,500-acre (192 km2) parcel from the Los Angeles Farming and Milling Company, owned by Isaac Newton Van Nuys and son-in-law Issac Lankershim for $2,500,000, or just under $53 an acre.[43] The 30-person syndicate was led by a five-member Board of Control which included Sherman[40] and partners Hobart Johnstone Whitley,[44] General Harrison Gray Otis,[45] Otto F. Brant,[46] and Harry Chandler,[47] manager of the Los Angeles Times, The land, also known as Tract 1000, comprised nearly the entire southern half of the San Fernando Valley south of present-day Roscoe Blvd.[48]
Sherman’s Los Angeles Pacific Railroad, now under Southern Pacific control, began surveying a route over the Cahuenga Pass to the Valley in 1909.[49] By 1912, after the syndicate paid a $150,000 bonus to help with construction,[50] the Pacific Electric Railway completed the new San Fernando Valley Line, a 20-mile-long (32-kilometer) extension of the PE, which ran from Hollywood to the developments of the Los Angeles Suburban Homes Company.[49] An additional line was extended to San Fernando in 1913.[51]
Along with the streetcar line, the group built a "$500,000 boulevard" named Sherman Way, which was important to the success of the development.[52] By 1912, 45-minute streetcar service from Van Nuys to downtown and the "no speed limit" paved road were key selling points.
They group laid out three communities: the townsite of Van Nuys in 1911, the mid-valley townsite of Marion (present-day Reseda) and the townsite of Owensmouth (present-day Canoga Park) in 1912. As part of his participation, Sherman retained 1,000 acres around the area of Ventura and Sepulveda Boulevards in what later became the neighborhood of Sherman Oaks, named for him.[50]
Sherman was removed from the Water Board in January, 1910, by mayor George Alexander, ostensibly because a department related to the aqueduct leased space in a building he held stock in, violating a municipal ordinance.[53]
Other Activities
[edit]He was a director in the Farmers & Merchants National Bank, the Yosemite Park and Curry Company and a number of other corporations.[36]
In 1903, Sherman became one of the incorporators of Frederick H. Rindge’s Hueneme, Malibu and Port Los Angeles Railway, which Rindge built as a means of blocking the creation of a railroad or other throughway along the shore of his Malibu Ranch.[54]
After the San Francisco earthquake, Sherman arranged a train of volunteers and medical supplies from Los Angeles to San Francisco. It was the first train to reach San Francisco after the 1906 San Francisco earthquake.[15]
After the end of World War I, he saw a need for steamship service and helped to form (and later became president of) the Los Angeles Steamship Company. The company's ships Harvard and Yale sailed between Los Angeles and San Francisco, and the City of Los Angeles and City of Honolulu sailed to Hawaii. After the Matson line opened a competing line and the City of Honolulu was destroyed by fire, the company was sold to the Matson Company in 1930.[36]
Personal life
[edit]He married Harriet Emily Pratt, daughter of Robert H. Pratt, a leading figure in the Central Pacific Railway of San Francisco. They married in 1885 and had two daughters, Hazeltine and Lucy; Sherman also adopted Harriet's son Robert Pierce from a previous marriage.[4] Sherman and his wife separated and were divorced in 1908. He never remarried. For many years he lived and worked in the Westminster Hotel until the late 1920s, after which he moved into an apartment suite on Rampart Boulevard near 6th. He also had a house on Bay Island, Newport Beach, where he died September 9, 1932.[55]
Sherman left an estate of several million dollars, leaving sizable sums to the University of Southern California, Pomona College, the California Institute of Technology and Grinnell College, Iowa.[56]
Legacy
[edit]Sherman Foundation and Sherman Library & Gardens - Sherman's close personal assistant, Arnold D. Haskell, who started working for Sherman almost 20 years before Sherman's death, established the Sherman Foundation in 1951. Headquartered in Corona del Mar, it is home to a garden and a research library. The Foundation has contributed to hospitals, youth groups, scientific research, the Los Angeles Music Center and more.[57]
Sherman Way - The entire grand road built by the Suburban Homes Company was originally named "Sherman Way" in his recognition. The name remains on the westernmost original segment from Canoga Park and West Hills to Sherman Circle at Van Nuys Boulevard, and now also extends to Burbank. The easternmost original segment, with its electric railway right of way now a landscaped median/Orange Line route, survives as present-day Chandler Boulevard. The north–south original segment, as present-day Van Nuys Boulevard in Van Nuys, connects Chandler Boulevard to Sherman Circle. Hazeltine Avenue, which runs north–south from Sherman Oaks to Panorama City, was named after his daughter Hazeltine.
Sherman Oaks - Detailed in the earlier section "The Water Commissioner, the Aqueduct, and the San Fernando Valley". [50]
Hollywoodland and the Hollywood Sign - Detailed in the earlier section "Later Real Estate Activities". [34]
Various communities on the Westside - including West Hollywood, Playa del Rey, Hermosa Beach (detailed in the earlier section "Early Real Estate Development Activities in Los Angeles")
Notes
[edit]
- ^ a b Hendricks 1971, p. 4.
- ^ a b Hendricks 1971, p. 5.
- ^ a b c d Hendricks 1971, p. 7.
- ^ a b c d Hendricks 1971, p. 8.
- ^ Fleming 1977, p. 3.
- ^ Fleming 1977, p. 27.
- ^ Fleming 1977, p. 4.
- ^ a b c d e f g h i Hendricks 1971, p. 9.
- ^ Electric Railway Historical Association of Southern California, ERHA.org, Los Angeles Consolidated Electric Railway, California Illustrated, 1892
- ^ Out West, Volume 30, By Charles Fletcher Lummis
- ^ a b c d Hendricks 1971, p. 11.
- ^ Masters, Nathan. (01 December 2011). "West Hollywood at 27: How the Town of Sherman Became WeHo". SOCAL FOCUS blog. Accessed 08 November 2012
- ^ Gierach 2003, p. 20-21.
- ^ Smedley 2018, p. 257-259.
- ^ a b Loomis 2012, p. 30.
- ^ Loomis 2012, p. 51.
- ^ erha.org, Los Angeles Pacific History
- ^ Friedricks 1992, p. 87.
- ^ Pacific Electric 1914, p. 305.
- ^ Myers & Swett 1976, p. 27.
- ^ Ingersoll 1908, p. 113-114.
- ^ Myers & Swett 1976, p. 167.
- ^ Rhein, Fern. "The Early History". Hermosa Beach Historical Society. Retrieved 2021-10-06.
- ^ Myers & Swett 1976, p. 52.
- ^ Palmer 1938, p. 92.
- ^ Palmer 1938, p. 113-114.
- ^ Myers & Swett 1976, p. 202.
- ^ erha.org Los Angeles Pacific Corporate Histories
- ^ Myers & Swett 1976, p. 49.
- ^ Dukesherer 2010, p. 39-40.
- ^ Loomis 2012, p. 58.
- ^ Mallory 2011, p. 10-11.
- ^ Mallory 2011, p. 9.
- ^ a b Mallory 2011, p. 79.
- ^ Crowe 1957, p. 113.
- ^ a b c d Hendricks 1971, p. 13.
- ^ Crowe 1957, p. 124.
- ^ Mulholland 2000, p. 88.
- ^ Nadeau 1997, p. X.
- ^ a b c Mulholland 1987, p. 7.
- ^ Nadeau 1997, p. 24.
- ^ a b Hoffman 1981, p. 126.
- ^ Hoffman 1981, p. 154.
- ^ Mulholland 1987, p. 3.
- ^ Mulholland 1987, p. 8.
- ^ Mulholland 1987, p. 6.
- ^ Mulholland 1987, p. 5.
- ^ Mulholland 1987, p. 4.
- ^ a b Coscia 2012, p. 42.
- ^ a b c Hoffman 1981, p. 155.
- ^ Coscia 2012, p. 49.
- ^ Hoffman 1981, p. 155-56.
- ^ Mulholland 2000, p. 184.
- ^ Randall 2016, p. 11.
- ^ Hendricks 1971, p. 15.
- ^ Hendricks 1971, p. 16.
- ^ Hendricks 1971, p. 19.
Sources
[edit]- Coscia, David (2012). Pacific Electric and the Growth of the San Fernando Valley. Bellflower, CA: Shade Tree Books.
- Crowe, Earle (1957). Men of El Tejon; Empire in the Tehachapis. Los Angeles: Ward Ritchie Press.
- Dukesherer, David J. (2010). Westchester, California; An Early History of Westchester, Playa Del Rey, Playa Vista and Environs.
- Fleming, Lawrence J. (1977). Ride a Mile and Smile a While: A History of the Phoenix Street Railway 1887-1948. Phoenix, AZ: Swaine Publications, Inc.
- Friedricks, William B. (1992). Henry Huntington and the Creation of Southern California. Ohio University Press. ISBN 978-0-8142-0553-2.
- Gierach, Ryan (2003). West Hollywood. Charleston, SC: Arcadia Publishing.
- Hendricks, William O. (1971). M.H. Sherman: A Pioneer Developer of the Pacific Southwest. Corona del Mar, CA: The Sherman Foundation. OCLC 3866940.
- Hoffman, Abraham (1981). Vision or Villainy: Origins of the Owens Valley–Los Angeles Water Controversy. Texas A&M University Press. ISBN 0-89096-509-9. OCLC 44957282 – via Internet Archive.
- Ingersoll, Luther A. (1908). Ingersoll's Century History, Santa Monica Bay Cities. Los Angeles, CA: Luther A. Ingersoll. ISBN 978-1408623671.
{{cite book}}: ISBN / Date incompatibility (help) - Loomis, Jan (2012). Westside Chronicles: Historic Stories of West Los Angeles. Charlestown, SC: The History Press. ISBN 978-1609496234.
- Mallory, Mary (2011). Hollywoodland. Charleston, SC: Arcadia Publishing.
- Mulholland, Catherine (1987). The Owensmouth Baby: The Making of a San Fernando Valley Town. Northridge, CA: Santa Susanna Press.
- Mulholland, Catherine (2000). William Mulholland and the Rise of Los Angeles. Los Angeles: University of California Press.
- Myers, William & Swett, Ira (1976). Trolleys to the Surf: The Story of the Los Angeles Pacific Railway; Interurbans Special No. 63. Glendale, CA: Interurbans.
- Nadeau, Remi A. (1997) [1950]. The Water Seekers. Doubleday. ISBN 978-0962710452.
- Pacific Electric (1914). Pacific Electric Corporate History 1885-1911 (1998 reprint). Perris, CA: Orange Empire Railway Museum.
- Palmer, Edwin O. (1938). History of Hollywood. New York, NY: Garland Publishing (1978 reprint).
- Randall, David K. (2016). The King and Queen of Malibu: The True Story of the Battle for Paradise. New York, London: W. W. Norton.
- Smedley, Paul A. (2018). Huntington Tracks. San Marino, CA: Golden West Books. ISBN 978-0-87095-129-9.
Further reading
[edit]- Crump, Spencer (1977). Ride the Big Red Cars: How Trolleys Helped Build Southern California. Corona Del Mar, CA: Trans-Anglo Books. ISBN 978-0-87046-047-0.
- Easlon, Steven L. (1973). Los Angeles Railway Through the Years. Anaheim, CA: Easlon Publications.
- Fogelson, Robert (1967). The Fragmented Metropolis Los Angeles: 1850-1930. Cambridge, Massachusetts: Harvard University Press.
- Jorgenson, Lawrence C. (1982). The San Fernando Valley: Past and Present. Los Angeles: Pacific Rim Research.
- Karhl, William L. (1983). Water and Power: The Conflict over the Los Angeles Water Supply in the Owens Valley. Berkeley, CA: University of California Press.
- Kupel, Douglas E. (2003). Fuel for Growth: Water and Arizona's Urban Environment. Tucson, AZ: The University of Arizona Press.
- Post, Robert C. (1989). Street Railways and the Growth of Los Angeles. San Marino, CA: Golden West Books.
- Scott, Paula (2004). Santa Monica: A City on the Edge. Charlestown, SC: Arcadia Publishing. ISBN 0-7385-2469-7.
- Seims, Charles (1982). Trolley Days in Pasadena. San Marino, CA: Golden West Books.
- Swett, Ira (1955). Los Angeles Pacific; Interurbans Special No. 18. Los Angeles: Interurbans.
- Thorpe, James (1994). Henry Edwards Huntington: A Biography. Berkeley, CA: University of California Press.
- Wilson, Jane (1990). Gibson, Dunn & Crutcher, Lawyers: An Early History. Torrance, CA: Gibson, Dunn & Crutcher.
Moses Sherman
View on GrokipediaEarly Life
Birth and Family Background
Moses Hazeltine Sherman was born on December 3, 1853, in West Rupert, a town in Bennington County, Vermont.[1][4][2] His parents were Enoch Sterling Sherman, aged 41 at the time of his birth, and Miranda Sherman, aged 27; the family descended from longstanding New England stock rooted in farming and rural life.[4][3] Sherman's early childhood involved time on the family farm in West Rupert interspersed with periods living elsewhere, reflecting the modest agrarian circumstances typical of mid-19th-century Vermont households.[1] He also spent formative years across the border in New York, which exposed him to varied regional influences during his youth.[2]Education and Initial Career as Teacher
Sherman attended the Oswego Normal School (now State University of New York at Oswego) in Oswego, New York, where he obtained a teaching certificate.[1] He departed the institution in 1871 prior to full completion of his studies to accept his initial teaching position in Wisconsin but returned by 1873 to finish his coursework.[1] Influenced by his father's profession, Sherman began his teaching career in district schools in New York State while still in his late teens.[2] He subsequently taught in Wisconsin before relocating westward, arriving in Prescott, Arizona Territory, in 1874 at age 20.[5] There, he served as Prescott's inaugural public school teacher and principal, holding the position as the territory's sole educator for the first 18 months.[5] During this period, he instructed students in basic subjects amid rudimentary facilities, contributing to the establishment of formal education in the frontier community.[2]Health Challenges and Migration West
In the early 1870s, following his initial teaching positions in New York and Wisconsin, Moses H. Sherman contracted tuberculosis, a prevalent respiratory illness at the time with limited effective treatments.[2] The disease, often exacerbated by urban or humid environments, prompted Sherman to seek recovery through relocation to a drier climate, a common prescriptive approach in the era before antibiotics.[2] At age 20, in 1874, Sherman migrated westward to the Arizona Territory, settling in Prescott, where the arid high-desert conditions were believed to aid pulmonary recovery.[2] [6] This move aligned with broader patterns of "health seekers" drawn to the American Southwest, though Sherman's journey was undertaken with scant resources, reflecting the financial precarity of young educators facing chronic illness.[7] Upon arrival in Prescott, Sherman's health stabilization enabled a transition from convalescence to renewed professional activity, including resuming teaching duties as the town's sole educator for the first 18 months.[5] The territorial environment not only supported his physical recovery but also positioned him amid emerging opportunities in a frontier setting, though records indicate no full cure, with tuberculosis likely influencing his later peripatetic career.[2]Arizona Period
Arrival in Prescott and Civic Roles
In 1874, Moses Hazeltine Sherman relocated to Prescott, Arizona Territory, at age 20, seeking relief from pulmonary health issues through the region's drier climate, a common treatment for tuberculosis at the time.[2][5] He accepted a teaching position there, becoming Prescott's sole instructor for the first 18 months and organizing the territory's initial graded public school system.[5] Sherman established the Prescott Free Academy in 1876 as Arizona's first graded school, serving as its principal while continuing to teach.[2][8] In this capacity, he contributed to local civic infrastructure by promoting structured education in a frontier town of approximately 2,000 residents, reliant on nearby Fort Whipple for protection.[1] By 1879, Sherman's educational leadership earned him appointment as Territorial Superintendent of Public Instruction under Governor John C. Frémont, where he drafted laws standardizing schools across Arizona and expanded public instruction.[9] He also operated the Sherman House hotel in Prescott starting in 1874, fostering economic and social activity in the community.[10] These roles underscored his early influence in civic education and basic hospitality amid territorial development.[2]Banking and Territorial Militia Involvement
In 1883, Moses H. Sherman was appointed Adjutant General of the Arizona Territory by Governor Frederick A. Tritle, serving from March 1, 1883, to March 10, 1887, across two terms.[2][11] In this role, he oversaw the territorial militia, managing military organization, recruitment, and readiness amid ongoing Apache conflicts and frontier security needs.[5] The position, which carried the honorary rank of colonel or general, reflected Sherman's rising civic prominence in Prescott, where he had established himself as a teacher and public servant since arriving in the territory around 1874.[12] Parallel to his militia duties, Sherman entered banking, leveraging his territorial connections and business acumen. By early 1883, he had relocated to Phoenix, where he co-founded the Valley Bank of Phoenix in 1884 and served as its first president.[5][13] The institution, initially capitalized to support local commerce and land development, grew into the Valley National Bank, becoming one of Arizona's largest financial entities by the early 20th century with substantial resources tied to regional agriculture and real estate.[3] Sherman's banking ventures complemented his militia oversight, as both facilitated economic stabilization and infrastructure growth in the transitioning territory, though his direct involvement in Prescott's Bank of Arizona appears limited to early business associations rather than formal leadership.[14]Infrastructure Projects: Street Railway and Water Works
In 1887, Moses H. Sherman partnered with local businessman Frank C. Collins to establish Phoenix's first street railway, a horse-drawn line extending along Washington Street from the city's core toward emerging residential areas.[15] This infrastructure initiative directly supported Sherman's real estate ventures by enabling efficient passenger transport, which spurred suburban growth and lot sales in the Salt River Valley.[16] The system operated as the Valley Street Railway, covering approximately 5 miles initially and proving essential for Phoenix's expansion beyond its original boundaries.[17] By 1893, Sherman electrified the lines, converting the operation to an electric streetcar network that enhanced speed and capacity, eventually evolving into the Phoenix Railway Company of Arizona.[2] This upgrade aligned with broader technological shifts in urban transit and positioned Sherman as a key innovator in Arizona's early public transportation, though the system's primary aim remained tied to his development interests rather than standalone public service.[17] Parallel to his railway efforts, Sherman gained controlling interest in the Phoenix Water Works, a private utility responsible for the city's municipal water distribution drawn from local wells and canals.[1] Facing competition from a proposed public alternative, he lobbied aggressively against municipal takeover to protect his monopoly, but Phoenix authorities disregarded these efforts and advanced the rival system.[17] This conflict, rooted in tensions between private enterprise and public control, contributed to Sherman's decision to relocate from Arizona in 1890, after which the city eventually acquired the water works for municipal operation.[17]Phoenix Development
Real Estate and Urban Planning Initiatives
Sherman engaged in extensive land subdivision in Phoenix, acquiring and developing large tracts to promote residential and commercial growth. By the late 1880s, he had become one of the area's largest landowners and taxpayers, leveraging his holdings to plat new additions that expanded the city's urban footprint.[1][18] A cornerstone of his initiatives was the integration of transportation infrastructure with real estate, exemplified by the founding of the Phoenix Street Railway in 1887. Initially horse-drawn, the system connected downtown Phoenix to outlying subdivisions, facilitating access to Sherman's platted lots and stimulating demand for housing and businesses in newly accessible areas.[19][16] This approach mirrored broader patterns of streetcar-enabled suburbanization, where rail lines opened remote lands for development while increasing property values along routes. Sherman later electrified portions of the network, further enhancing connectivity and supporting urban expansion.[2] In 1889, Sherman, in partnership with M.E. Collins, donated 10 acres of land for the territorial capitol site, strategically positioning it to anchor public investment and elevate surrounding property values. He subsequently developed the adjacent Capitol Addition into residential lots, marketing them as premium housing proximate to government functions after the capital's relocation to Phoenix that year.[2][20] Similarly, in the 1890s, he created Phoenix Park (later Eastlake Park), an early public amenity designed to attract residents and boost nearby real estate appeal during streetcar waiting periods.[21] Sherman also advanced urban planning through the North Grand Avenue Addition, now the site of the Arizona State Fairgrounds, where he incorporated tree-lined boulevards to enhance aesthetic and functional appeal for prospective buyers. Complementing these efforts, he acquired a controlling interest in the Phoenix Water Works, ensuring reliable utilities that underpinned sustainable growth in his subdivisions.[15][1] These initiatives collectively transformed Phoenix from a sparse territorial outpost into a more structured municipality, with Sherman's rail and water controls providing the infrastructural backbone for real estate viability.[18]Political Influence and Economic Boost
Sherman's political appointments and civic engagements in Arizona Territory provided leverage to foster economic expansion in Phoenix. Appointed Superintendent of Public Instruction in 1879 by Governor John C. Frémont, he established the territory's public school system and, after election in a predominantly Democratic region, revised school laws that were unanimously adopted and endured for decades, enhancing educational infrastructure to attract settlers and stabilize urban growth.[3][2] His subsequent role as Adjutant General from 1883 to 1887, under Governors Frederick Tritle and Charles Meyer Zulick, involved organizing the National Guard, promoting territorial security that indirectly supported business confidence and investment in developing areas like Phoenix.[1][3] Additionally, his 1881 appointment as Deputy U.S. Marshal for the Arizona Territory Judicial District bolstered enforcement mechanisms amid frontier expansion.[5] These positions intersected with Sherman's entrepreneurial pursuits, enabling him to advocate for policies favoring infrastructure and land development. In 1883, he co-founded and became president of Valley National Bank in Phoenix, which grew into the territory's largest financial institution by resources, financing real estate ventures and territorial commerce.[1][3] By the late 1880s, Sherman paid the highest taxes in Arizona Territory, reflecting his substantial investments that recirculated capital into local projects.[1] His political stature facilitated connections to federal politicians and external investors, accelerating Phoenix's infrastructure, including water works where he acquired controlling interest.[1] A pivotal economic catalyst was Sherman's 1889 donation of land for the territorial capitol upon Phoenix's designation as capital, elevating the city's administrative prominence and spurring population influx, real estate appreciation, and commercial activity.[5] Complementing this, he constructed the Phoenix Street Railway starting in 1887 with partner Marcellus E. Collins, initially horse-drawn, which extended access to peripheral lands, directly supporting his real estate subdivisions by enabling lot sales and urban densification.[16] This system, later electrified, integrated with broader rail networks, reducing transport costs and amplifying Phoenix's role as a trade hub, with Sherman's dual political-business influence ensuring regulatory alignment for sustained growth.[3]Move to Los Angeles and Rail Expansion
Initial Investments in Streetcars
Upon relocating to Los Angeles in 1890, Moses Sherman initiated investments in electric streetcars, leveraging his experience developing the Phoenix Street Railway.[13] He partnered with his brother-in-law Eli P. Clark to charter the Los Angeles Consolidated Electric Railway Company that year, originally established in Arizona but repurposed for Los Angeles operations through mergers and acquisitions.[22][23] The company focused on acquiring fragmented horse-drawn streetcar lines across the city and converting them to electric traction, creating Los Angeles' first integrated electrified network.[12] Sherman served as president, with Clark as vice-president and manager, overseeing the electrification of routes such as those in Pasadena and connections linking Altadena, Pasadena, and downtown Los Angeles.[24][25] Key early lines included the West First Street route extending to Westlake Park, which proved successful and facilitated urban expansion.[19] By electrifying and interconnecting these systems, Sherman's investments totaled millions in capital for infrastructure, including power plants and overhead wires, enabling reliable service that spurred residential and commercial growth along the corridors.[13] This foundational network under LACE laid the groundwork for Sherman's subsequent rail expansions.[12]Formation of Pacific Electric with Huntington
In 1906, Moses H. Sherman, co-owner of the Los Angeles Pacific Railroad (LAP) with Eli P. Clark, reached an agreement on March 19 to sell control of its interurban lines to the Pacific Electric Railway (PE) for $6 million.[26] This transaction integrated LAP's extensive network, which connected Los Angeles to destinations including Santa Monica, Redondo Beach, Venice, Pasadena, and the San Fernando Valley, into PE's growing system under Henry E. Huntington's leadership.[27] Huntington, who had founded PE in 1901 with banker Isaias W. Hellman, sought to consolidate regional rail operations, leveraging Southern Pacific Railroad (SP) backing to fund expansions that monopolized electric traction in Southern California.[28] The deal marked a pivotal collaboration between Sherman and Huntington, both pioneers in electrified interurban railways, enabling PE to dominate freight and passenger services across Los Angeles County. Sherman's LAP, established as one of the earliest interurban systems on the Pacific Coast, brought proven infrastructure and operational expertise to PE, which operated under SP influence despite Huntington's initial control.[1] Sherman and Clark retained managerial roles post-sale, ensuring continuity in operations until further SP consolidations.[3] By 1908, Sherman formalized a majority stake sale to SP while maintaining day-to-day oversight, aligning LAP's remnants fully with PE's framework ahead of the 1911 "Great Merger" that absorbed remaining independent lines into the unified "Red Car" network.[1] This integration, driven by SP executive E.H. Harriman's directives, transformed PE into the world's largest electric railway system by mileage, spanning over 1,000 miles of track by the early 1910s and facilitating rapid suburban development.[28] Sherman's contributions via LAP were instrumental in PE's scale, though ultimate control shifted to SP after Huntington divested his interests in 1910.[27]Real Estate in Los Angeles
Early Subdivisions and Town of Sherman
In 1886, Moses H. Sherman purchased a portion of the Rancho La Brea ranch from the Hancock family to facilitate the construction of a horse-drawn streetcar line extending from downtown Los Angeles to Santa Monica, with the line operational by 1888.[29] This infrastructure project laid the groundwork for early land subdivisions by improving access to undeveloped areas west of the city core.[25] The Town of Sherman, named after its founder, developed around the rail station and yard located approximately midway between Los Angeles and the Pacific coast, serving as the operational hub for the emerging electric railway lines, including the Pacific and Pasadena routes.[29] Sherman subdivided surrounding lands to accommodate railway facilities such as power generation plants, maintenance shops, and housing for employees, initially emphasizing agricultural parcels that supported small-scale farming and ranching.[25] By the early 1890s, in partnership with his brother-in-law Eli P. Clark, Sherman incorporated the Los Angeles Railway Company, which further stimulated subdivision activity around the railyard and promoted the town's growth as a logistics and residential outpost.[30] These early efforts represented Sherman's strategy of integrating rail expansion with real estate platting to generate value from underutilized ranchlands, though initial development remained modest, with lots marketed for their proximity to transportation rather than intensive urban use.[29] The town's layout prioritized rail-centric clustering, contrasting with more speculative boomtown subdivisions elsewhere in Los Angeles County during the period.[25]Expansion into Hollywood and Surrounding Areas
Sherman, in partnership with his brother-in-law Eli P. Clark, extended real estate operations beyond the town of Sherman into the Hollywood vicinity by purchasing 640 acres of ranch land situated high above the town of Hollywood in 1905 from Julia E. Lord.[31] This acquisition, encompassing portions of the former Rancho Providencia and dubbed the Sherman & Clark Ranch, positioned them to capitalize on the area's scenic hills and proximity to emerging urban centers.[32] The Los Angeles Pacific Railway, which they controlled and expanded as the "Balloon Line," provided critical infrastructure, routing tracks through Cahuenga Pass to Hollywood, Whitley Heights, and surrounding locales like Santa Monica, thereby boosting land values and enabling commuter access for prospective buyers.[33] By the early 1920s, Sherman leveraged these holdings to spearhead the Hollywoodland subdivision. In 1922, he assembled a syndicate comprising Clark, Los Angeles Times publisher Harry Chandler, engineer Tracy E. Shoults, and developer Sidney H. Woodruff to subdivide roughly 500 acres of the earlier purchase into an exclusive residential tract.[1] Launched on March 31, 1923, Hollywoodland marketed itself as a "homebuilders’ community" with modern amenities including paved boulevards, ornamental street lighting, and full utilities for gas, electricity, and water; it imposed building restrictions mandating minimum home costs of $6,000 and requiring architectural committee approval.[34] The inaugural 107-acre phase featured four miles of graded roads, generating over $825,000 in sales within ten weeks, though the venture achieved only moderate long-term commercial viability.[1] To advertise the tract, the syndicate erected a massive 50-foot-high sign reading "HOLLYWOODLAND" on the hillsides in 1923, comprising 4,000 watts of lights and later shortened to "HOLLYWOOD" in 1949 amid the development's partial failure.[1] This initiative spurred growth in adjacent areas, as the town of Sherman's expansion—centered on its 1896 rail yard at Santa Monica and San Vicente Boulevards—blended with Hollywood's footprint, fostering urbanization across what evolved into West Hollywood and nearby districts like Hancock Park, originally tied to Rancho La Brea lands under Sherman's influence.[33] Rail connectivity not only facilitated lot sales but also integrated these zones economically, transforming farmland into subdivided residential enclaves aligned with Los Angeles' westward sprawl.[1]San Fernando Valley and Aqueduct Involvement
Service on Los Angeles Board of Water Commissioners
Moses Hazeltine Sherman was appointed to the Los Angeles Board of Water Commissioners in 1903 by Mayor James T. Newlands, joining a five-member body tasked with managing the city's water supply amid rapid population growth from 102,000 in 1900 to over 300,000 by 1910.[1][35] The board, established under the city's Department of Water and Power, focused on expanding infrastructure to address chronic shortages, including oversight of engineering proposals like William Mulholland's plan to construct a 233-mile aqueduct from the Owens River in Inyo County.[36] Sherman's military background and business acumen in transportation positioned him to contribute to logistical aspects of water project planning, though primary engineering was led by Mulholland.[18] By circa 1905, Sherman served alongside commissioners John J. Fay (president), J. M. Elliott, William Mead, and Fred L. Baker, forming the core group that approved initial aqueduct surveys and bond issuances totaling $25 million by 1907 to fund construction starting in 1908.[35] In 1907, Sherman also assumed the presidency of the newly formed Los Angeles Metropolitan Water District, coordinating regional water strategies that complemented the board's efforts to secure Owens Valley water rights through land purchases exceeding 200,000 acres by 1905.[33] Under the board's direction, test borings and feasibility studies confirmed the aqueduct's viability, with water flow projections of 250 million gallons daily enabling sustainable urban expansion grounded in hydrological data from Owens River gauging stations showing average annual discharge of 420,000 acre-feet.[37] Sherman's tenure, lasting until his resignation in 1910, aligned with the aqueduct's groundbreaking on November 4, 1908, and early construction milestones, including the completion of the Haiwee Reservoir intake by 1910.[1] Board minutes from this period document unanimous approvals for contractor bids and material acquisitions, reflecting consensus on the project's engineering imperatives over alternative local sourcing, which empirical assessments deemed insufficient for long-term demand driven by industrial and residential growth rates exceeding 10% annually.[38] His service emphasized fiscal prudence, as evidenced by the board's rejection of cost overruns and insistence on Mulholland's cost estimates holding at under $24.5 million by completion in 1913, validating the initiative's causal role in averting water rationing crises observed in prior droughts.[36]Syndicate Land Purchases Ahead of Aqueduct Completion
In 1910, Moses H. Sherman collaborated with Harrison Gray Otis, Harry Chandler, Otto F. Brant, and Hobart J. Whitley to form the Los Angeles Suburban Homes Company, acquiring 47,500 acres of Isaac Van Nuys's ranch in the western San Fernando Valley for $2.5 million.[1] This purchase, executed two years before bonds fully funded aqueduct construction and three years before its completion, targeted lands poised for irrigation from the Owens River diversion, projected to yield 250 million gallons daily upon operation.[1] The syndicate retained control via a Board of Control, subdividing portions into townships such as Van Nuys, Owensmouth (later Canoga Park), and Marion (later Reseda), with Sherman securing 1,000 acres personally for future development into Sherman Oaks.[1] Sherman's prior service on the Los Angeles Board of Water Commissioners (1903–1910) afforded him non-public insights into engineer William Mulholland's aqueduct blueprint, including its San Fernando terminus, which he shared with associates to inform syndicate targeting of undervalued arid tracts averaging $50–$60 per acre pre-water rights.[1][39] Complementing this, Sherman and brother-in-law Eli P. Clark joined the San Fernando Mission Land Company syndicate, purchasing 16,500 acres of the Porter Ranch in the northeastern Valley, further consolidating holdings at the aqueduct's intake point.[33] These acquisitions, totaling over 60,000 acres across ventures, exemplified coordinated speculation on hydraulic infrastructure, as Valley lands lacking reliable water fetched minimal value absent the 230-mile conduit's prospective flow.[39][36] The strategy hinged on the aqueduct's engineering feasibility, validated by Mulholland's 1904 surveys confirming Owens Valley yields exceeding Los Angeles's 1900 demand of 64 million gallons daily, enabling resale and subdivision post-1913 at premiums reflecting irrigated productivity.[36] Syndicate members, including Sherman, avoided public disclosure of purchase terms until after filings, aligning acquisitions with board deliberations that preceded voter approval of $1.5 million in bonds by October 1907.[39]Role in Valley Boom and Urban Growth
Following the 1913 completion of the Los Angeles Aqueduct, which delivered Owens Valley water to the San Fernando Valley and enabled large-scale agriculture, Moses Sherman contributed significantly to the subsequent urban expansion through infrastructure and land subdivision. As a principal in the Los Angeles Suburban Homes Company, Sherman participated in the 1910 acquisition of 47,500 acres in the southern San Fernando Valley for $2.5 million, positioning the syndicate to capitalize on the water influx for development.[2] Over the ensuing decade, this facilitated the establishment of three new towns in the region, marking the onset of suburban growth.[2] Sherman advanced connectivity by overseeing the construction of the San Fernando Line, an electric railway extension of the Los Angeles Pacific Railroad completed between 1911 and 1912. Spanning approximately 20 miles from Lankershim (present-day North Hollywood) westward to emerging mission communities, this line enhanced accessibility, promoted agricultural transport, and encouraged residential settlement amid the post-aqueduct boom.[26] Complementing rail efforts, Sherman Way—named for him—emerged as the Valley's inaugural major boulevard, traversing from east to west and supporting vehicular and urban expansion.[40] In personal ventures, Sherman retained 1,000 acres from syndicate holdings, subdividing them in 1927 into what became Sherman Oaks, where lots sold for $780 per acre, accelerating the shift from ranchlands to single-family neighborhoods.[41] These initiatives, integrated with streetcar linkages to central Los Angeles, catalyzed population influx and infrastructural maturation, transforming the Valley into a burgeoning suburban expanse by the 1920s.[42] Empirical records indicate that such rail and road networks were causal in the Valley's urbanization, as they reduced isolation and enabled economic viability for new communities prior to widespread automobile dominance.[40]Controversies Surrounding Water and Land Deals
Accusations of Insider Profiteering
In 1905, Moses H. Sherman was appointed to the Los Angeles Board of Water Commissioners, a body overseeing the planning and acquisition of water resources, including the Owens Valley Aqueduct project initiated under William Mulholland.[43] As a commissioner, Sherman had access to non-public details about the aqueduct's progress and its potential to irrigate the arid San Fernando Valley, information that preceded widespread public awareness.[44] In 1910, Sherman joined a syndicate including Harrison Gray Otis, Harry Chandler, and others to purchase approximately 47,500 acres of southern San Fernando Valley land from the Lankershim and Van Nuys estates for $2.5 million, at roughly $53 per acre.[1] This acquisition occurred amid the aqueduct's construction, which began in 1908 and promised reliable water to transform the region's value for agriculture and development. Critics later alleged that the syndicate exploited Sherman's board position for insider knowledge, enabling purchases at depressed prices before the aqueduct's benefits boosted land values exponentially.[39][45] The controversy intensified when political opponents charged Sherman with a conflict of interest, leading to his resignation from the board that year.[1] Accusations centered on an "egregious breach of public trust," with Sherman purportedly sharing confidential aqueduct details to facilitate the syndicate's gains, as the land later subdivided and sold at premiums following water delivery in November 1913. No criminal charges were filed, reflecting the era's lax regulations on public officials' investments, though the episode fueled broader scrutiny of elite land deals intertwined with city infrastructure projects.[39]Owens Valley Impacts and Broader Criticisms
The diversion of Owens River water through the Los Angeles Aqueduct, operational from November 5, 1913, drastically reduced surface flows in Owens Valley, leading to the desiccation of Owens Lake by 1926 and rendering much of the valley's farmland unproductive.[46][47] This caused widespread economic hardship for local ranchers and farmers, who lost irrigation capacity as Los Angeles exported over 95% of the valley's water resources southward, prompting protests including the 1924 dynamiting of aqueduct sections by aggrieved residents.[48][39] Moses Sherman's service on the Los Angeles Board of Water Commissioners from 1903 positioned him to access non-public details of the aqueduct project, which critics alleged he leveraged for syndicate land acquisitions in the San Fernando Valley prior to the 1905 public announcement of the route.[1][49] These purchases, totaling thousands of acres at low prices, appreciated sharply upon aqueduct completion, yielding substantial profits for Sherman and associates, but at the cost of Owens Valley's viability as an agricultural hub.[36][50] Broader criticisms portray Sherman's actions as emblematic of elite profiteering, where board insiders like him exploited public infrastructure investments to privatize gains from water-enabled urban expansion, exacerbating Owens Valley's transformation into a dust-prone arid zone with ongoing groundwater depletion and ecosystem loss.[51][52] Political opponents forced Sherman's 1910 resignation amid charges of conflict of interest, highlighting perceptions of unethical advantage over transparent market processes, though defenders later emphasized the legality of the land deals under prevailing eminent domain and water rights laws.[1][53]Empirical Defenses: Economic Necessity and Legal Processes
Sherman's involvement in the San Fernando Mission Land Company syndicate, which acquired approximately 16,000 acres in the Valley starting in early 1905, complied with legal standards of the era, as no federal or state laws then restricted public board members from private land investments tied to anticipated public works.[54] Appointed to the Los Angeles Board of Water Commissioners in 1903, Sherman participated in oversight of aqueduct planning without breaching fiduciary duties defined under California civil codes, which emphasized public bidding for contracts rather than personal divestment prohibitions.[38] The 1907 voter-approved $23 million bond for aqueduct construction—passing by a 10-to-1 margin—affirmed community endorsement of the project, including its developmental implications, with syndicate purchases predating the vote and executed via open-market options from ranch owners like George K. Porter. No prosecutions or civil suits ensued against Sherman or co-investors such as Harrison Gray Otis and Henry Huntington, reflecting judicial acceptance of these transactions absent fraud or eminent domain misuse.[36] From an economic standpoint, the land deals fulfilled the prerequisite of demand creation for the aqueduct's 250 million gallons daily capacity, as idle water in arid terrain would have imposed unrecoverable costs on ratepayers without parallel private development to cultivate users.[37] The Valley's pre-1913 landscape, dominated by underutilized ranchos supporting under 3,000 inhabitants, demanded risk-bearing subdivision to convert water inflows into productive agriculture and settlement; Sherman's group divided holdings into 10- to 40-acre parcels with integrated rail access via Pacific Electric extensions, catalyzing irrigation-dependent farming that absorbed surplus flows and generated property tax revenues exceeding $1 million annually by the 1920s.[55][56] This synergy empirically propelled Valley population from sparse 1910 levels to roughly 78,000 by 1930, underpinning Los Angeles' broader metamorphosis into a metropolis of 1.24 million, where public water assets yielded returns only through incentivized private capitalization of marginal lands.[57][58] Critics' focus on profiteering overlooks this causal linkage, as government-led development alone lacked the scale and speed evidenced by syndicate-driven booms in comparable frontier regions.[59]Other Business and Civic Activities
Mining Ventures and Diversifications
Sherman's early business pursuits in the Arizona Territory included investments in mining operations amid the region's gold and mineral booms. Arriving in Prescott, a burgeoning mining hub, around 1874, he engaged in prospecting and capital-raising for local mines and ranches, leveraging his entrepreneurial skills to broker deals in the sparsely settled frontier.[3] [5] In 1882, Sherman acquired a deed for the Lone Jupiter extension of the Vulture Mine in Maricopa County, a significant gold-producing site that had yielded substantial ore since its discovery in 1863, reflecting his targeted stake in established lode mining claims. These ventures capitalized on Arizona's mineral wealth but were part of a broader portfolio that diversified risks across extractive industries, though specific production outputs or financial returns from Sherman's holdings remain undocumented in available records.[2] Beyond mining, Sherman expanded into banking and resource extraction to stabilize his growing enterprises. By 1883, he co-founded and served as president of the Bank of Prescott, facilitating loans and investments that supported territorial development, including mining supply chains.[2] Later, after relocating to California, he held stock in major Los Angeles institutions such as the Farmers and Merchants' National Bank and the Southern Trust Company, while maintaining extensive oil interests that aligned with the state's emerging petroleum sector in the early 20th century.[3] These diversifications—encompassing cattle ranching, grazing lands, and water utilities—provided financial buffers against the volatility of rail and real estate, enabling sustained capital accumulation through complementary sectors like agriculture and energy.[1]Philanthropic and Community Contributions
Sherman began his career in public service as an educator in the Arizona Territory, where he contributed to the establishment of early public schooling systems. In 1871, at age 18, he became the teacher and principal of the Prescott Free Academy, Arizona Territory's first graded public school, personally selecting and overseeing the shipment of a 500-pound bell for its belfry to enhance the institution's functionality.[9] Later, Territorial Governor John C. Frémont appointed him as representative to oversee the role of Territorial school superintendent, aiding in the organization and promotion of public education amid sparse resources and frontier conditions.[60] In Los Angeles, Sherman's community contributions extended to personal philanthropy, though details of specific recipients or organizations remain undocumented beyond contemporary accounts. His Los Angeles Times obituary highlighted his provision of "immense sums in personal aid" to a "long list of worthy unfortunates," portraying these acts as discreet, direct support rather than formalized endowments or public campaigns.[7] This charitable approach aligned with his broader civic profile, including affiliations such as the Masonic fraternity, but lacked the institutional scale seen in contemporaries like partner Eli P. Clark, who served on boards for entities including Pomona College.[3] No records indicate major donations to hospitals, universities, or relief funds during his lifetime, with posthumous foundations like the Sherman Foundation—established in 1951 by his daughters and associate Arnold Haskell—emerging independently to honor his legacy rather than from his direct bequests.[61]Personal Life
Marriages and Descendants
Sherman married Harriet Emily Pratt on June 2, 1885, in St. Helena, Napa County, California.[4][2] The couple had two daughters: Hazeltine Sherman, born circa 1886, and Lucy Sherman, born circa 1888.[1][4] Sherman also adopted Pratt's son from her prior marriage, Robert S. Pierce, who was born around 1877 and integrated into the family as a stepson.[1][4] Limited records detail the descendants beyond these children, with no verified accounts of grandchildren or later generations directly tied to Sherman's lineage in primary historical sources. The family resided primarily in Arizona and later Los Angeles following the marriage, aligning with Sherman's business relocations.[1][2]Residences and Daily Affairs
Sherman primarily resided at the Westminster Hotel in downtown Los Angeles for many years after establishing himself in the city around 1890.[1] In the mid-1920s, as his health deteriorated, he moved to a private home on Bay Island in Newport Harbor, where he spent his final years.[1] His daily affairs blended professional oversight with informal socializing among business associates, who formed his core social network, including Eli P. Clark and R. C. Gillis.[1] A regular routine involved playing dominoes on Sunday evenings with Los Angeles Times publisher Harry Chandler.[1] Sherman also attended Bohemian Grove encampments and participated in camping trips to Tejon Ranch or Mexico with partners, reflecting a preference for rugged outdoor leisure amid his entrepreneurial pursuits.[1]Death and Legacy
Final Years and Health Decline
In the mid-1920s, Moses H. Sherman's health deteriorated due to a growing number of unspecified ailments, limiting his active involvement in business affairs.[1] Arnold D. Haskell, Sherman's longtime personal assistant who had worked for him for nearly two decades, assumed responsibility for most day-to-day management of his enterprises during this period.[1] Sherman relocated to a residence on Bay Island in Newport Harbor, seeking a milder climate amid his declining condition.[1] By 1932, his illness had persisted for several months, culminating in his death on September 9 at age 78.[62][2]Posthumous Honors and Place Names
Sherman Oaks, a neighborhood in Los Angeles's San Fernando Valley, was named for Moses H. Sherman in recognition of his ownership and development of extensive ranch lands there, which were subdivided beginning in the 1920s.[63] Sherman Way, an east-west thoroughfare spanning parts of the western San Fernando Valley from Canoga Park through Van Nuys, similarly honors Sherman for his role in subdividing and promoting the area's growth via rail and real estate ventures.[7] [63] Hazeltine Avenue, extending north-south from Sherman Oaks into Panorama City, commemorates Sherman's middle name as well as that of his daughter.[63] In 1966, Arnold D. Haskell established the Sherman Library and Gardens in Corona del Mar, California, explicitly naming the institution after his mentor Sherman to preserve collections on Southern California history, horticulture, and regional development.[61] [64] The library and gardens serve as a nonprofit cultural center housing rare books, manuscripts, and botanical displays tied to Sherman's era of infrastructure expansion.[61] These namings underscore Sherman's enduring influence on Los Angeles's urban expansion, though no formal awards, monuments, or official commemorations beyond such dedications have been documented following his 1932 death.[2]Assessment of Contributions to American Urbanization
Moses H. Sherman's development of electric streetcar and interurban rail systems in the late 19th and early 20th centuries played a pivotal role in expanding Los Angeles beyond its compact downtown core, exemplifying transit-driven suburbanization in American cities. Upon arriving in Los Angeles in 1890, Sherman and partners consolidated fragmented horse-drawn railways into the Los Angeles Consolidated Electric Railway, the region's first electrified network, which enhanced transport efficiency and enabled residents to commute from peripheral areas.[1] By 1895, he launched the Pasadena Pacific Railway, Southern California's inaugural interurban line, connecting urban centers to surrounding valleys and fostering economic ties that spurred settlement.[1] These initiatives, culminating in the Los Angeles Pacific Railroad's extensive routes by the early 1900s, directly facilitated land value appreciation and subdivision, as rail access transformed remote tracts into viable residential and commercial zones.[65] Sherman's integration of rail infrastructure with real estate speculation amplified urbanization's scale. In 1910, he acquired 47,500 acres in the San Fernando Valley for $2.5 million, subdividing portions into communities such as Van Nuys and Sherman Oaks, where proximity to new trolley lines attracted settlers and investors.[1] This approach mirrored broader patterns in U.S. urban growth, where private rail operators like Sherman engineered sprawl by subsidizing development through fares and property sales, contributing to Los Angeles' transformation from a provincial town of about 50,000 residents in 1890 to a metropolis exceeding 1.2 million by 1930.[66] His service on the Board of Water Commissioners from 1903 to 1910 further supported expansion by advancing the Los Angeles Aqueduct, ensuring water for burgeoning suburbs.[1] Empirically, Sherman's contributions underscore causal mechanisms in urbanization: reliable mass transit reduced barriers to peripheral living, driving population dispersal and economic vitality without immediate infrastructure overload. While later supplanted by automobiles, his electric rail legacy laid foundational networks that shaped Los Angeles' decentralized form, influencing similar developments in other Western cities and highlighting private enterprise's role in scaling urban environments.[67][68]References
- https://en.wikisource.org/wiki/History_of_Public_School_Education_in_Arizona/Chapter_4