Earl J. Nickles (1936–2026)

Earl Nickles, headed for the 2013 OCHS "Show & Tell Night"

Another wonderful member of the Orange County historical community passed away in April 2026, and we've only just learned about it. Earl Joedy Nickles contributed his time and extensive knowledge to numerous local history organizations including the Orange County Historical Society (OCHS) and the Orange County Railway Historical Society. 

He grew up on the Tuffree Ranch in Placentia and was a font of information on local citrus history. Even the shortest version of Earl's educational program on Valencia oranges -- which he presented for many groups -- was fun and unforgettable. 

But more folks probably knew him for his love and knowledge of railroad history. Earl learned as much as he could on the subject, and when he served as OCHS' Program Chair (in the 1990s), he blessed the group with numerous great rail history programs. He even had an amazing miniature scale railroad running through his large backyard. 

Earl merged his love of trains with his career. He was "The Last of the Rail Barbers" -- a profession and skill set that had largely faded away when the golden age of rail travel ended. Earl was hired to work on private rail cars or at special rail events, deftly cutting hair just as if the car and his patron's head weren't constantly shaking and wobbling. 

Earl married Barbara Joyce in 1958. She graduated from the Pasadena Nazarene College in 1961, ran an in-home care business for the developmentally disabled for 37 years, and served at the Costa Mesa Church of the Nazarene for 60 years. Barbara passed away on August 16, 2024, shortly after their 66th anniversary. 

Earl and Barbara's smiling faces were a welcome site at any meeting, event or tour. For some years prior to their passing, health issues kept them both at home. They are missed.    

Earl and Barbara on their 56th anniversary, at the County of Orange's 125th Birthday Banquet, 2014

Earl's official obituary follows:

Earl was born on March 10, 1936, in Placentia, California, to Ella and Winton Nickles. From humble beginnings, he grew into a man defined by kindness, dedication, and a deep love for his family, faith, and community.

Earl devoted 57 years of his life to his work as a barber, where he was known not only for his skill but for the genuine care and conversation he offered every person who sat in his chair. He proudly served his country in the United States Navy for four years, carrying that same sense of duty and integrity throughout his life.

A faithful member of Lighthouse Church of the Nazarene for 55 years, Earl’s love for the Lord was evident in all he did. He poured his heart into teaching small groups, leading worship, and serving on the church board. His steady presence, encouraging words, and servant’s heart touched countless lives within his church family.

Earl found great joy in giving back to his community. He volunteered at the Southern California Railway Museum in Perris, sharing his enthusiasm and knowledge with visitors. As a dedicated member of several historical societies in Orange County, he was delighted in bringing history to life through his engaging talks. For 13 years, he also brought smiles and laughter to children and families as Santa, a role he cherished deeply.

Above all, Earl was a devoted husband, father, grandfather, and brother. He was preceded in death by his beloved wife, Barbara, with whom he shared a lifetime of love, as well as by his parents, Winton and Ella Nickles, and his brother, Bill Nickles.

Earl passed peacefully on April 28, 2026, at the age of 90, surrounded by the love of his family. He leaves behind a legacy of faith, kindness, and unwavering devotion. He is survived by his children, Joedy (Val) Curiel and Jonathan (Jean) Nickles; his cherished grandchildren, Heidi (Nick) Reed and Samuel (Dylan Tsouo) Nickles; his brother, Donald Nickles, and his sisters, Mary Jane Dahlquist and Elizabeth Miller.

Earl will be remembered for his warm spirit, gentle humor, and the countless lives he touched. His legacy lives on in the hearts of all who knew and loved him.

Harriet Friis (1932-2026)

Harriet Friis brings an artifact for OCHS Show & Tell Night, 2013 (Photo by author)

Orange County's local history community has suffered another difficult loss. Harriet Jane Lampert Friis passed away on July 5th, 2026. 

Professionally, Harriet was a librarian for the Long Beach Public Library system. She loved travel and was active in many community organizations and activities, from PEO, to the Orange Union High School reunions, to her home-away-from-home: Trinity Episcopal Church of Orange. She was known for her warmth, wit and kindness. She was helpful to all and a remarkable pillar of strength as caregiver to her husband, J. J. "Jim" Friis, in his final years. 

Many in the Orange County Historical Society remember Harriet as the friendly face that greeted everyone at the door at each meeting. Over the decades, she also served on the OCHS board, hosted board meetings in her home, provided refreshments at general meetings (Remember the OCHS citrus punch?), arranged a wonderful home for the Society at Trinity Episcopal, and helped in countless other ways. 

J. J. and his father, attorney and historian Leo Friis, owned and operated Friis-Pioneer Press (originally called Pioneer Press), which published not only a wide array of "vanity press" titles, but also a large number of important Orange County history titles. It was, of course, impossible for Harriet to avoid becoming involved at some level in the family business.

Harriet and J. J. were also familiar faces at the events of other historical organizations, from the Native Sons of the Golden West to the Old Courthouse Museum Society. 

No, Harriet Friis was not a published historian. But she was genuinely interested, and for more than half a century she provided critical support that helped keep local history work alive in Orange County.

A memorial service will be held at 2pm, July 16th, 2026 at (of course) Trinity Episcopal Church, 2400 N. Canal St., Orange. Donations to the American Heart Association or to other charities have been requested in lieu of flowers.

Happy 250th Birthday, U.S.A.!

The signing of the Declaration of Independence, by John Trumbull

In honor of our nation's 250th birthday, here's my program on "Orange County During the Colonial / Revolutionary War Era," from the Orange County Historical Society.

More significantly, here are transcripts of the Declaration of Independence, the U.S. Constitution, and the Bill of Rights. These documents are the foundation of the best form of government yet devised. They would work as well today as ever if we actually followed them rather than trying to warp and stretch them in corrupt and imaginative ways.

We'll have to see how the next 250 (or even 50) years go. Will Americans continue the work of building a more perfect nation using the uniquely powerful and effective tools our founding fathers gave us? Will individuals continue to be able to pursue life, liberty and the pursuit of happiness? Or will the American dream be destroyed by those who perpetually want to rekindle every horrific, failed, disproven system of the past: Communism, socialism, theocracy, and real fascism.

Where do we start to fix our significant drift? Well,... At the start. 

Let's go back and immerse ourselves in these three documents. If we take them seriously, commit ourselves to their purposes, stand ready to fight for their principles -- and if we aren't all enslaved by A.I. -- we might stand a chance of making it to our tricentennial with a form of government that supports freedom, serves as a source of national pride, and continues to be a beacon of hope to the world.

But today it's time to run up the red, white and blue, shoot off fireworks, crank up some John Philip Sousa, and have a few hot dogs. Happy birthday to the country we love!

The Balboa Pier turns 120

Balboa Pier, festooned with American flags, circa 1906

The Newport Bay Investment Co. established the town of Balboa in 1905. But they didn't complete construction of the iconic Balboa Pavilion, the first Balboa Pier, and the Balboa Hotel until just days before the grand opening of the Pacific Electric's Balboa trolley line, on Independence Day, 1906. All three new features were intended to draw tourists and potential investors to the fledgling town. 

On the day of the celebration, 1,200 people visitors arrived via the trolley, nine packed Southern Pacific passenger trains, and 500 carriages. Every boat in the bay was rented, many went swimming, picnickers camped on the beach, throngs promanaded along the new walkway between Newport Beach and Balboa, and there was dancing until midnight. Well into the next morning, bleary-eyed revelers were still being stuffed into cars for the trip back to Los Angeles.

Crowds throng the Balboa Pier, July 4, 1906

Since then, the Balboa Pier has been used as a fishing pier, as a dock for launches taking fisherman to and from fishing barges, as a grandstand or finish line for various nautical races, and as a pleasant place to stroll. It's seen many repairs and improvement over the years, including a total replacement in 1921 and another after the hurricane of 1939. The first Ruby’s Diner opened on the Balboa Pier in Newport Beach in 1982.

Balboa Pier, 2013 (Photo by author)

El Camino Real in Orange County

El Camino Real by Alexander Harmer, from Fr. Zephyrin Engelhardt's 1922 book, Mission San Juan Capistrano.

When you think of ancient historical sites, you probably don’t think of the I-5 Freeway. But the backbone of travel and transportation through California is actually far older than local recorded history itself.

In 1769, the Portola Expedition blazed a north-south route through Alta California, often following existing deer and Indian trails that were undoubtedly centuries old. Parts of this route later became portions of the El Camino Real – the primary road up and down Alta California. 

Map (detail) of Camino Real, by Lt. Cave J. Couts, 1850 (Engelhardt, 1922)

The road connected all twenty-one of the Spanish missions, from Mission San Diego de Alcalá in the south to Mission San Francisco Solano in the north, as well as four presidios and three pueblos. It was officially called El Camino Real (The Royal Road) because, like all of California, it belonged to the King of Spain.

But Eric Plunkett, an expert on early California, says he's encountered very few contemporary Spanish sources actually referring to the road as Camino Real. "Instead," he says, "they colloquially referred to 'el camino.' Usually, I see them say things like, 'el camino en el rumbo de San Gabriel,' [on the road in the direction of San Gabriel]."

Map of a pre-1843 El Camino Real. Map created by Mabel Emerton Prentiss (one of the organizers of the California State Library), published in 1903 by Mrs. S. A. P. Wheeler, and printed by Out West Co.

El Camino Real developed along the natural route of travel or, to put it another way, the path of least resistance. Portola had discovered some of that route, and the rest was identified in the coming decades through the trial and error of many travelers. 

El Camino Real passes in front of the ruins of Mission San Juan Capistrano, circa 1880.

Ultimately, most of El Camino Real was made up of routes that had been traveled for centuries by the native peoples of California. Europeans didn’t plan or design the road so much as rediscover it and make adjustments for their own purposes. (And despite what your fourth-grade teacher told you, no, the padres did NOT sprinkle mustard seeds along the road to mark the way!)

In many places there were multiple somewhat parallel routes that could claim the name El Camino Real. In Orange County, for instance, the road ran through the flatlands of today’s Irvine and Lake Forest during the dry season, but a second “wet season” route in the foothills above Irvine avoided the Cienega de las Ranas (Swamp of the Frogs).

El Camino Real at night by Langdon Smith, from Mrs. A.S.C. Forbes' 1909 book, Mission Tales in the Days of the Dons.

Friars, Indians, soldiers, and ox-drawn carretas full of trade goods shared the dusty road. Landmarks like Red Hill (near Tustin) kept wayfarers generally on course. And even at night, the sound of the frogs in the Cienega de las Ranas let travelers orient themselves.

During the 1800s, El Camino Real’s path(s) changed little through Orange County. But everything around the road changed. Spanish rule gave way to Mexican rule and then American rule. Those selecting sites for towns like Santa Ana took proximity to the road into consideration. Travelers on foot and horseback were joined by stagecoaches. And when the telegraph lines and railroads arrived, they followed alongside El Camino Real as well. The railroad, in turn, encouraged additional new communities, like El Toro and Irvine, to plant themselves along the route.

Stagecoach in Tustin, circa 1890.

The birth of the automobile era, in the early 1900s, brought an emphasis on improved roads. In keeping with this spirit, a statewide movement was launched to "re-establish" El Camino Real and place pole-mounted bells along the roadside. At the heart of the movement was preservationist and author Mrs. A. S. C. Forbes of Pasadena who ultimately designed and manufactured the bells.

In November 12, 1906, the Orange County Board of Supervisors approved a route (made up of extant public roads) for the “re-established” El Camino Real through Orange County, as proposed by local community leaders. While traversing the county at an angle similar to the original, the new Camino zig-zagged to incorporate the central business district of each town. Rather than just honoring history, the new route was a tool to encourage visitors and commerce. (Traffic was considered a good thing back then.)

The gerrymandered "El Camino Real" through Orange County. Detail from a 1915 Auto Club map.

The Supervisors identified the route as a strip of land on certain public highways “commencing at the quarter section corner on the west line of section 6, township 3 south, range 10 west, S.B.B.& M. [entering the county on Whittier Blvd in La Habra]; Thence east one half mile; Thence south one half mile [entering downtown La Habra]; Thence east two miles; Thence southerly along county road and Spadra St. [Harbor Blvd] in the City of Fullerton to its intersection with Los Angeles St. [Anaheim Blvd, at the heart of downtown] in the City of Anaheim, extended;…

Dedication of Anaheim's first ECR bell, 2-5-1911. Presented to the city by Mrs. A. Koenig.

“…Thence southerly along Los Angeles street and Santa Ana and Anaheim County road [essentially today’s I-5 or the old Manchester Ave] to its intersection with Chapman street in the City of Orange, extended; Thence east on Chapman street to its intersection with Main street in the City of Santa Ana, extended; Thence south to the corner of Main and First Sts in the City of Santa Ana; thence east to corner of First and D Streets in Tustin; Thence south to Laguna Ave [Newport Ave in Tustin]; Thence along Laguna Ave to Irvine Station; Thence along Santa Ana and San Diego county road [essentially today’s I-5 Freeway] through San Juan Capistrano to the Orange and San Diego county line.”

Laguna Road with El Camino Real bell, Tustin, September 1919

Cities, organizations and individuals all along the route ordered “El Camino Real bells.” The statewide program specified that a bell be placed at every turn in the highway, but anyone could add bells anywhere else along the route. (The first in Orange County was placed in Fullerton by realtor P.A. Schumacher in 1906.) In 1916, County government helped fill in the gaps by purchasing ten more bells to be placed along the highway in unincorporated areas.

The new Camino Real became simply “the State Highway.” In the 1920s, it became part of U.S. Route 101 and was straightened out, which coincidentally returned it to essentially the original main Camino Real route. (Still the natural route of travel.) Traffic on the improved 101 provided the County with a steady source of income: speeding tickets. Gin joints, nightclubs, motels, gas stations and skating rinks sprang up along the roadside. So did the old county fairgrounds and the community of Freeway Park (at La Palma Ave.).

Mrs. A. S. C. Forbes with an ERC bell in Woodland Hills area

Most of this was wiped away in the 1950s when the new I-5 Freeway was built atop Route 101 through this region. In places, bits of the old 101 – like Manchester Ave. in Anaheim – still exist as frontage streets. In a few spots – like Coast Highway in Capistrano Beach – the new and old roads parallel each other but stand as much as a mile apart. But for all intents and purposes, the I-5, as it spans our county, is El Camino Real. And it’s still our main drag.

A 1906 El Camino Real postcard from Fullerton

How the Railroads Changed Orange County

Santa Fe Railroad steam train in Santa Ana, circa 1890.

Today, we admire old trains and their steam locomotives as theme park rides, historic engineering marvels, or quaint relics of the “Old West.” But on a very pragmatic level, the arrival of the railroads in the late 1800s was key to the origins and development of what became Orange County.

Until the 1870s, it was difficult getting people or goods in or out of what’s now Orange County and was then the southern part of Los Angeles County. Small barges at Anaheim Landing (southern Seal Beach) could carry goods out to waiting ships at sea, or one could take a horse-drawn vehicle up or down the dusty, muddy, badly-rutted El Camino Real. Other routes of travel were little more than deer trails. Insufficient transportation wasn’t just annoying. It meant a population that could only engage with their county government in Los Angeles with difficulty. More importantly, it meant very limited economic opportunity. 

Circa 1884, Orange City Marshal R. J. Fyffe demonstrates the fastest way to get around.

At a time when the area’s economy was almost entirely agriculture-related, farmers had no reason to grow more produce than they could sell locally. As these farmers later proved, the local soil and climate are perfect for growing a wide range of agricultural products with tremendous success. But at that time there was no reason to grow more than you could sell to your neighbors.

The Southern Pacific Railroad opened the first rail line in and out of Orange County in 1874. This new line stretched from Los Angeles to Anaheim. It was extended to Santa Ana in 1877, after the “Espee” was given land and subsidies. But the Southern Pacific was a monopoly, and they acted and charged accordingly. It was a luxury, not a game-changer.

Southern Pacific Railroad depot, Anaheim, after 1895.

But when the competing Santa Fe Railway reached Santa Ana in 1887, everything changed. A rate war between the two railroads dropped passenger and shipping prices enormously. A passenger could now cross the entire continent for $25!

Shipping rates plummeted as well. Suddenly, local farmers could sell to anyone in America. Over time, the continued addition of new track made shipping even easier. And refrigerated box cars would revolutionize shipping yet again. 

San Juan Capistrano's second Santa Fe depot, circa 1894.

Suddenly, farmers were taking full advantage of the region’s wonderful growing conditions and were producing as much as their square acreage would allow. Local real estate values soared in what became known as “The Boom of the Eighties” (1886-1888).

Those low passenger rates and the promise of agricultural success also brought droves of newcomers. National publicity campaigns throughout the 1870s and 1880s had promoted California as a paradise on earth, and many folks from “Back East” jumped at the opportunity. Some visited and many stayed. Real estate values continued to skyrocket, large tourist hotels were built, and investment money flowed like water. 

Santa Ana Santa Fe Depot, circa 1905

Most real estate wheeler-dealers simply added new tracts or subdivisions to existing municipalities, which grew by leaps and bounds. Still, more than a dozen new towns were also formed as a result of the boom. Most, like St. James (now part of Orange) and San Juan-by-the-Sea (Capistrano Beach) – both created by the Santa Fe’s real estate division –never got off the ground. Only Fullerton, El Toro (Lake Forest), and Buena Park thrived for long enough to become cities. 

The boom eventually went bust, but not before contributing heavily to the birth of Orange County itself.  The rapidly developing southern portion of Los Angeles County finally had money, political clout, and local interests to protect. In 1889, after nearly two decades of struggling for independence, the area finally broke away to become Orange County. But that’s a story for another time…

Southern Pacific depot, Santa Ana, late 1880s

Also see: Orange County's Last Train Robbery

Jordan Elementary School/Jordan Ave., El Modena

Over the last year, a persistent question has echoed around Orange: "Who's the namesake of Jordan Elementary School in El Modena?" 

It's a hot issue because there's a movement afoot to rename the school (which technically is now the Jordan Academy of Language and Computer Science) to Lorenzo Ramirez Elementary School. Ramirez was from El Modena and was among the plaintiffs in the landmark Mendez v. Westminster (1947) case, which ended school segregation in California. It's an idea with merit. Still, people rightly want to make sure they're not just erasing one important historical memorialization with another. 

During its planning phase, the school (which opened in 1963) was often called Jordan Street Elementary School. It was common practice then for the Orange Unified School District to name new schools after the street on which they were located. Jordan was another example of this: A school named for a street rather than a person. 

But wait! But who is the STREET named for?

Jordan Avenue was created and named in March 1923 as part of the new Hewes Park Tract (Tract 440), which was subdivided by the Hewes Realty Corp. The vice president and general manager of the corporation was D. Eyman Huff and its secretary was Huff's wife, Blanche L. Huff. The Huffs were undoubtedly the ones to name the street. 

Hewes Park Tract map (Courtesy OC Survey)

Huff was a civic leader, involved in countless community activities, from serving as president of the Orange County Fair board to serving as head of the Good Roads Committee of the Orange County Associated Chambers of Commerce.

I find no immediate significant connections between the Huffs or the corporation (or even Hewes Realty namesake David Hewes) and any person named Jordan. I also find no property owners or developers in that vicinity named Jordan around 1923. No one with the surname Jordan bought or sold property in that area from 1917 through 1923.

David Eyman Huff (From the Santa Ana Register, 9-24-1923)

Here’s where my new working theory comes in: The Huffs purchased a new Jordan luxury touring car in 1922. (See Santa Ana Register 4-8-1922, pg 11) 

So, if, in fact, Jordan Avenue was named for the Huff's fancy new car, who was the car named for?

Jordan touring car ad, Sept 1922

Former ad executive Edward Stanlaw "Ned" Jordan (1882–1958) founded the Jordan Motor Car Company in Cleveland, Ohio in 1916. The Wisconsin native was an innovator in the art of writing advertising copy and much has been written about him. Jordan's company was successful for a time, but failed in 1931 when the "Jordan Little Custom" model flopped, debts came home to roost, Jordan faced divorce, and the Great Depression deepened. By the start of WWII Ned was at least partially back on his feet, and in the 1950s he regained minor fame for his nostalgic "Ned Jordan Speaks" column in Automotive News.

Again, any possible (and tenuous at best) connection with Ned Jordan would be based on mere CONJECTURE that the Huff's car inspired the street name. As I said, this is just my working theory at the moment. If you know more, please drop me a line. 

Ned Jordan

I'm told the Ramirez family also has a theory about how Jordan Elementary School got its name, and I understand they've got citations to back them up. I very much look forward to hearing their ideas and seeing how or if that contradicts and/or impacts my own educated guesses.

Meanwhile, based on what I have (and more importantly, HAVEN'T) found, it seems like switching the school's name to Ramirez could be a perfectly viable option.

Katella Park, North Garden Grove, 1955

Ad from Long Beach Press-Telegram, 4-15-1956

 The Katella Park tract (officially Tract 2319) at the north west corner of Brookhurst Ave and Katella Ave in unincorporated "North Garden Grove," was subdivided in February 1955 by the Gamble Company. This company was a partnership of Jameco, Inc. and Warrenco, Inc.  James C. Roberts and H. Cedric Roberts were, respectively, president and secretary/treasurer of both corporations. Warren and James were the sons of H. Cendric Roberts.

From a Long Beach Press-Telegram advertorial, 2-19-1956. Note that the great architectural photographer Julius Schulman provided the image!

The architect for the Katella Park homes was John Kewell, AIA of Los Angeles (and later, Pasadena). Kewell also designed the Electri-Living Homes in Anaheim for H. Cedric Roberts & Sons, as well as individual modernist open-plan homes like the Merle Schipper Residence (1952) at 768 Westholme Ave, in Westwood. But he's probably best known for his work on the master plan for Cal Tech. He later served on the board of the California Council of the American Institute of Architects and was president of the Pasadena and Foothill Chapter.

Aerial photo of the Katella Park under construction in 1955.