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| INTRODUCTION TO THE HISTORY OF TRANSIT LAW ENFORCEMENT |
Transit law enforcement in Los Angeles has evolved over time, along with the original transit companies and later, transit public agencies that created a unique
need for law enforcement for the systems. Probably the best way of organizing this evolution would be to organize it by eras, much like with the development of
transit as a whole in Los Angeles. Each major era in transit law enforcement will be divided here the same as the different major eras in the history of Los Angeles
Transit. Eras within Los Angeles Transit and Law Enforcement:
Early Era in Los Angeles Transit.
Pacific Electric Railway/Los Angeles Railway Era.
Metropolitan Coach Lines/Los Angeles Transit Lines Era.
Los Angeles Metropolitan Transit Authority Era.
Southern California Rapid District/Los Angeles Transportation County Transportation Commission Era.
Los Angeles County Metropolitan Transportation Authority Era.
need for law enforcement for the systems. Probably the best way of organizing this evolution would be to organize it by eras, much like with the development of
transit as a whole in Los Angeles. Each major era in transit law enforcement will be divided here the same as the different major eras in the history of Los Angeles
Transit. Eras within Los Angeles Transit and Law Enforcement:
Early Era in Los Angeles Transit.
Pacific Electric Railway/Los Angeles Railway Era.
Metropolitan Coach Lines/Los Angeles Transit Lines Era.
Los Angeles Metropolitan Transit Authority Era.
Southern California Rapid District/Los Angeles Transportation County Transportation Commission Era.
Los Angeles County Metropolitan Transportation Authority Era.
Note: This site is strictly for non-commercial, educational purposes only. There are a number of photos here, some of which I did not take, nor have the copyright for.
These are displayed here with permission. The photographers and owners for these collections include; Bill Volkmer, Ken Josephson, Ken Harrison, Steve
Hoskins, Joe Testagrose, Bob McVay, Craig Rasmussen and Ken Douglas. Please see the Links page on this website for links to the sources of these photos.
Note: Many of the photos on this site depict street cars or motor coaches (buses) in an empty condition such as at a layover. These photos, taken by bus and rail
fans were generally to depict the actual transit vehicles themselves. These photos can be deceptive however, because they belie the crowded conditions that
generally existed. Many of these lines were regularly full and operated at standing loads.
These are displayed here with permission. The photographers and owners for these collections include; Bill Volkmer, Ken Josephson, Ken Harrison, Steve
Hoskins, Joe Testagrose, Bob McVay, Craig Rasmussen and Ken Douglas. Please see the Links page on this website for links to the sources of these photos.
Note: Many of the photos on this site depict street cars or motor coaches (buses) in an empty condition such as at a layover. These photos, taken by bus and rail
fans were generally to depict the actual transit vehicles themselves. These photos can be deceptive however, because they belie the crowded conditions that
generally existed. Many of these lines were regularly full and operated at standing loads.
| The Early Era in Los Angeles Transit (1874 - Late 1800's) |
1889 Cable cars
operating on Spring
Street at 1st Streets.
operating on Spring
Street at 1st Streets.
Riverside and Arlington Railway car (Riverside area) pre-1911. After
the "Great Merger" of 1911, many of the smaller systems in the
southern California area were consolidated into either the LA
Railway or the Pacific Electric Railway.
the "Great Merger" of 1911, many of the smaller systems in the
southern California area were consolidated into either the LA
Railway or the Pacific Electric Railway.
During this period, many of the early systems were tiny, and there are no known records of the existence of any transit law enforcement during
this period. The closest possible equivalent may have been a special deputy or special agent that one or two of the earliest companies had in
their employ. It is probable that a guard or two may have also worked as night watchmen at one of the facilities or shops of the forerunner
transit companies, but there are no known records.
this period. The closest possible equivalent may have been a special deputy or special agent that one or two of the earliest companies had in
their employ. It is probable that a guard or two may have also worked as night watchmen at one of the facilities or shops of the forerunner
transit companies, but there are no known records.
| The Origins of Railroad Police in the California and the United States |
Originally in Los Angeles, there were at least two transit police agencies; the Special Agents Departments for the Pacific Electric and Los
Angeles Railways. Records show of their existence at least as far back as 1909, with a newspaper article mentioning special deputies
working for the Los Angeles Railway. If the LA Ry. had special agents or special deputies, it is likely that the early PE Ry. and the other larger
railways (of the small ones that existed prior to the Great Merger) may have had similar in-house peace officers.
Organized railroad police departments were first authorized by the California Legislature in 1901. The term “railroad detective” tended to be
associated with eastern United States railroad police departments. The term “special agent” tended to be associated with western United
States railroad police departments of the period. Regardless of semantics, these were special officers compensated by and working directly
for the early railroad and railway companies. There was a definite need for these special agents and guards.
Passenger operations typically required law enforcement to protect it’s passengers and personnel. Freight operations typically were the
larger concern and focus though, for railroads. Railroad companies were typically entrusted with freight for shipment and this had to be
protected from theft. Additionally, the railroad companies typically had yards and shops with equipment that needed to be watched and
protected. The Los Angeles transit companies were no different. After the Great Merger occurred, there were now two large railway
companies with properties and interests to protect, and they would see to it that this would be accomplished.
During this period if an organization or business wanted to employ it’s own special peace officers, they would apply for a permit with either the
local police or sheriff’s department. The local police or sheriff’s would charge a small processing fee, then after checking the person, they
would authorize them as a “special officer”, “special deputy” or “special agent.” This officer would then sometimes be issued a badge and/ or
sometimes a weapon by the authorizing agency, also for a fee.
This officer would then work under the city or county’s authorization, but for a private industry or business. Examples included for the Railroad
companies, the Gas Company, the power companies that would later become Edison, etc. In this capacity, this officer would work as a special
peace officer, with the powers of arrest, search & seizure. This practice was later all but eliminated by the 1960's, but still existed during this
time.
Though the term “Special Agents Department” was used as the title for the in-house departments at both railways, personnel included more
than just the Special Agents. Personnel for both also included patrolmen, guards, and civilian support staff. The Special Agents Departments
for the PE Ry. and LA Ry. had peace officers that were authorized by the LA County Sheriff’s Department, but also had some patrolmen and
special officers that were authorized by the Los Angeles Police Commission.
The Special Agents themselves though were really the work-horse peace officers of both organizations. They not only responded to calls for
service and conducted preventative patrols, but also did their own follow-up investigations and detective work. Driving big, fast, unmarked
cars, wearing suits with fedora hats, and carrying ‘heaters’ and badges under their jackets, old photos of these officers conjure up the true
romanticism of the legendary 1940's and 1950's Los Angeles.
Both the Pacific Electric and Los Angeles Railway companies had Special Agents Departments, that were organized as railroad police. This
would later prove ironic, after the railways were gone, and only bus service existed in Los Angeles and Southern California after the early
1960's.
Angeles Railways. Records show of their existence at least as far back as 1909, with a newspaper article mentioning special deputies
working for the Los Angeles Railway. If the LA Ry. had special agents or special deputies, it is likely that the early PE Ry. and the other larger
railways (of the small ones that existed prior to the Great Merger) may have had similar in-house peace officers.
Organized railroad police departments were first authorized by the California Legislature in 1901. The term “railroad detective” tended to be
associated with eastern United States railroad police departments. The term “special agent” tended to be associated with western United
States railroad police departments of the period. Regardless of semantics, these were special officers compensated by and working directly
for the early railroad and railway companies. There was a definite need for these special agents and guards.
Passenger operations typically required law enforcement to protect it’s passengers and personnel. Freight operations typically were the
larger concern and focus though, for railroads. Railroad companies were typically entrusted with freight for shipment and this had to be
protected from theft. Additionally, the railroad companies typically had yards and shops with equipment that needed to be watched and
protected. The Los Angeles transit companies were no different. After the Great Merger occurred, there were now two large railway
companies with properties and interests to protect, and they would see to it that this would be accomplished.
During this period if an organization or business wanted to employ it’s own special peace officers, they would apply for a permit with either the
local police or sheriff’s department. The local police or sheriff’s would charge a small processing fee, then after checking the person, they
would authorize them as a “special officer”, “special deputy” or “special agent.” This officer would then sometimes be issued a badge and/ or
sometimes a weapon by the authorizing agency, also for a fee.
This officer would then work under the city or county’s authorization, but for a private industry or business. Examples included for the Railroad
companies, the Gas Company, the power companies that would later become Edison, etc. In this capacity, this officer would work as a special
peace officer, with the powers of arrest, search & seizure. This practice was later all but eliminated by the 1960's, but still existed during this
time.
Though the term “Special Agents Department” was used as the title for the in-house departments at both railways, personnel included more
than just the Special Agents. Personnel for both also included patrolmen, guards, and civilian support staff. The Special Agents Departments
for the PE Ry. and LA Ry. had peace officers that were authorized by the LA County Sheriff’s Department, but also had some patrolmen and
special officers that were authorized by the Los Angeles Police Commission.
The Special Agents themselves though were really the work-horse peace officers of both organizations. They not only responded to calls for
service and conducted preventative patrols, but also did their own follow-up investigations and detective work. Driving big, fast, unmarked
cars, wearing suits with fedora hats, and carrying ‘heaters’ and badges under their jackets, old photos of these officers conjure up the true
romanticism of the legendary 1940's and 1950's Los Angeles.
Both the Pacific Electric and Los Angeles Railway companies had Special Agents Departments, that were organized as railroad police. This
would later prove ironic, after the railways were gone, and only bus service existed in Los Angeles and Southern California after the early
1960's.
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