The Knowledge
When Did Water Vending Machines Become a Thing?
When did water vending machines appear in America? Explore their history from a 1908 penny water vendor to the refill machines of the 1970s and 1980s.
You’ve probably seen them hundreds of times.
They sit outside supermarkets, convenience stores and shopping centers—or sometimes stand alone in small roadside kiosks. You bring an empty bottle, usually one, three or five gallons, put in some money, push a button and watch purified water pour into your container.
For many people in California, Arizona and other parts of the American West, water vending machines seem like they’ve simply always been there.
But when did we actually start buying water this way?
The answer takes us back more than a century, although the machines we recognize today didn’t really arrive until the 1970s.
The Water Vending Machine’s Surprising Ancestor
The story begins in Boston in 1908 with a man named Lawrence Luellen.
Luellen was working on something that sounds surprisingly modern: a machine that would allow someone to pay a penny and receive a clean drink of water in an individual disposable cup.
At the time, public drinking water was often consumed from a communal cup or metal dipper—a practice that increasingly worried public-health officials because of the potential spread of disease.
Luellen developed a paper drinking cup along with what became known as the Luellen Cup & Water Vendor. The porcelain machine contained water, ice, disposable cups and a place for discarded cups.
For one penny, a customer could get a drink of cold water in a fresh cup.
Historical records at Lafayette College’s Hugh Moore Dixie Cup Company Collection show that Luellen completed work on the vending apparatus in early 1908. His company, the American Water Supply Company of New England, was incorporated on April 4 of that year.
There was just one problem.
The complete water machine was expensive to manufacture.
The company eventually concentrated on selling the disposable cups and cup dispensers instead. Those cups ultimately evolved into one of America’s most recognizable household products—the Dixie Cup.
So although Luellen’s machine wasn’t the five-gallon refill station we know today, the basic idea was already there:
Put money into a machine and receive drinking water.
The Modern Water Vending Machine Arrives
The next major chapter didn’t occur until roughly 65 years later.
According to histories of the water-vending industry, the first practical machines designed to sell purified water in bulk appeared during the mid-1970s.
These were fundamentally different from Luellen’s machine.
Instead of giving customers a cup of water, the new machines treated water—typically municipal tap water—and allowed customers to fill their own reusable containers.
And we have unusually strong evidence that these machines were operating by 1976.
On July 26, 1976, the U.S. Environmental Protection Agency issued a memorandum specifically addressing the regulatory status of water vending machines.
The EPA described machines that filtered and disinfected water with ultraviolet light and then dispensed the treated water into a customer’s own container using a coin-operated mechanism.
In other words, by the summer of 1976, the basic water-refill machine many of us recognize today was already operating in the United States.
Why the 1970s?
The timing wasn’t accidental.
Americans had become increasingly concerned about pollution and drinking-water quality during the 1960s and 1970s.
Congress passed the Safe Drinking Water Act in 1974, establishing a federal framework for protecting public drinking-water supplies. National drinking-water regulations followed during the decade.
Meanwhile, technologies such as filtration, activated carbon treatment, ultraviolet disinfection and eventually reverse osmosis made it practical to build relatively compact systems capable of treating municipal water at the point where it was sold.
The result was a new business opportunity:
Instead of transporting thousands of bottles of water to a store, a vending company could connect a machine to the local water supply, purify that water on site and sell it by the gallon.
Customers supplied the bottle.
California Helps Turn It Into a Business
California became one of the industry’s most important early markets.
One company that would eventually become a major player was founded by Robert G. Miller.
In 1983, Miller established Bottle Water Vending Inc., the predecessor of Glacier Water Services.
The company manufactured water vending machines and placed many of them outside supermarkets. Customers brought their own containers, while participating stores often sold reusable plastic jugs nearby.
The machines treated municipal water using combinations of filtration, reverse osmosis, carbon treatment and ultraviolet sterilization.
The idea caught on quickly.
In 1984, the company expanded from California into Arizona.
Nevada followed in 1986.
By 1987, the company reportedly had nearly 900 water vending machines operating.
Texas and Florida followed in 1988.
The familiar supermarket water-refill station was becoming a significant business.
Then Came the Drive-Up Water Kiosk
Another variation appeared at almost exactly the same time.
In 1984, Lani and Don Dolifka developed what became Watermill Express in Colorado.
Their idea was an automated stand-alone purification kiosk capable of taking municipal water, processing it through multiple purification stages and selling the finished drinking water directly to customers.
Instead of walking into a supermarket, customers could pull up to the kiosk with their bottles.
Later Watermill Express systems were designed to accommodate reusable containers ranging from one to five gallons, using treatment processes including sediment filtration, activated carbon, reverse osmosis, ultraviolet disinfection and ozone treatment.
That basic concept remains familiar today.
Why Five-Gallon Bottles?
The five-gallon container was already well established through traditional bottled-water delivery services.
But refill vending changed the economics.
Instead of purchasing another filled bottle—or waiting for a delivery—a customer could keep the same container and refill it repeatedly.
That eliminated much of the packaging and transportation involved with conventional bottled water.
It also made purified drinking water relatively inexpensive.
Bring the jug.
Buy the water.
Take the same jug home.
Bring it back when it’s empty.
More than four decades later, that’s still essentially how the system works.
So Who Invented the Modern Water Vending Machine?
That’s where the story gets complicated.
There doesn’t appear to be a single universally recognized inventor of the modern bulk purified-water vending machine.
Lawrence Luellen developed an important early coin-operated water vending concept in 1908, but his machine dispensed an individual drink and disposable cup—not gallons of purified water into a customer’s reusable bottle.
The modern bulk-water machine emerged much later, apparently during the mid-1970s, as water-treatment technology and consumer concern about drinking-water quality converged.
By 1976, the EPA was already dealing with the regulatory implications of machines that treated municipal water and sold it through coin-operated dispensers into customers’ own containers.
Entrepreneurs and companies then refined and expanded the idea during the 1980s.
From a Penny Cup to Five Gallons at a Time
The evolution is remarkable.
1908: Put in a penny and receive a cup of cold water.
Mid-1970s: Machines begin treating municipal water and selling purified water in bulk.
1976: The EPA documents coin-operated machines dispensing treated water into customers’ containers.
1983: Bottle Water Vending, the predecessor of Glacier Water Services, begins operations in California.
1984: Glacier’s predecessor expands into Arizona, while Watermill Express develops its automated purification kiosk in Colorado.
Late 1980s and beyond: Water refill machines become increasingly familiar outside supermarkets and at stand-alone locations throughout the United States.
Today, paying a few coins—or tapping a card—and filling a five-gallon jug might seem thoroughly ordinary.
But the machine sitting outside your neighborhood supermarket represents more than a century of evolution in how Americans buy something that once seemed almost unimaginable to sell from a vending machine:
a drink of water.
Sources and Further Reading
U.S. EPA — Status of Water Vending Machines Under Public Law 93-523
Lafayette College — Hugh Moore Dixie Cup Company Collection
U.S. EPA — Safe Water Research Milestones
Glacier Water Services Company History
World Vision — History of Watermill Express
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The Long Track Back
LA Metro Approves $71 Million Bus Engine Program and Advances Antelope Valley Line Safety Work
LA Metro will replace engines in as many as 680 natural-gas buses while advancing safety improvements at two Antelope Valley Line crossings in Sylmar.
Two newly confirmed Board actions will keep hundreds of Metro buses in service while moving two Sylmar rail crossings toward construction.
LOS ANGELES — October 28, 2026 — The Los Angeles County Metropolitan Transportation Authority has approved two major investments affecting bus reliability and regional rail safety: a nearly $71 million engine-replacement program for as many as 680 buses and a $27.6 million construction budget for two Antelope Valley Line crossings in Sylmar.
The Metro Board approved both actions on October 22.
Hundreds of natural-gas buses will receive new engines
Metro awarded Cummins Sales and Service a five-year, single-source contract worth up to $70.99 million for 680 near-zero-emission natural-gas engines. The engines will be installed in El Dorado National 40-foot buses and New Flyer 60-foot articulated buses during fiscal years 2027 through 2031.
The engines will operate on renewable compressed natural gas and replace older engines as part of Metro’s midlife bus-refurbishment program. Metro mechanics will perform the installations.
According to the Board report, replacing high-mileage engines should reduce engine-related road calls and improve the reliability of buses that remain in daily service. Metro estimates that the replacements will reduce nitrogen-oxide emissions by 90 percent and greenhouse-gas emissions by 9 percent compared with the engines being removed.
The decision also provides more context for Metro’s transition to electric buses. In September, the agency approved the purchase of 220 battery-electric buses, with deliveries expected to begin in 2028. The new Cummins contract shows that Metro will continue investing in its existing natural-gas fleet while electric buses and the charging infrastructure needed to support them are introduced.
Metro has not changed its zero-emission goal through this action. The engine replacements are intended to keep current buses dependable during the transition and do not obligate the agency to order all 680 engines.
Two Sylmar rail crossings move toward construction
In a separate action, the Board established a $27.62 million life-of-project budget for improvements at the Astoria Street pedestrian crossing and the Polk Street roadway crossing along the Metrolink Antelope Valley Line.
The crossings are part of Segment 4 of Metro’s Brighton-to-Roxford Double Track Project. Although the broader project remains in different stages of design, the Astoria and Polk plans are sufficiently advanced to proceed as separate construction packages.
Planned improvements include coordinated traffic signals, pedestrian gates and additional roadway gates. Polk Street will receive a four-quadrant gate system intended to make it harder for motorists to enter or drive around the crossing when a train approaches. Both locations will also be prepared for possible future quiet-zone operations.
The work supports Metro’s larger effort to improve safety, reliability and capacity on the Antelope Valley Line. Advancing the two crossings now also protects state Transit and Intercity Rail Capital Program funding that must be spent and submitted for reimbursement by June 30, 2027.
Metro will conduct community outreach and execute the construction contracts following the Board’s approval. A specific construction-start date has not yet been announced.
Primary sources
● Metro Board Report 2026-0644: Near-Zero Natural Gas-Fueled Engines
● Metro Board Report 2026-0640: Astoria and Polk Crossing Improvements
This story is part of The Long Track Back, STM Daily News’ continuing coverage of Los Angeles transit projects, service and regional mobility.
Daily News
Major Construction Begins on Metro’s East San Fernando Valley Light Rail Line
LA Metro has moved the East San Fernando Valley Light Rail Transit Project into major construction. The 6.7-mile Van Nuys Boulevard line will add 11 stations, connect with the G Line and regional rail services, and is now targeted for completion in early 2032.
After years of utility relocation and planning, LA Metro is moving into major construction on a new rail line along Van Nuys Boulevard. The milestone also comes with a revised early-2032 completion target.
LA Metro has officially marked the beginning of major construction on the East San Fernando Valley Light Rail Transit Project, moving one of the region’s most important rail projects from preparatory work into full-scale construction.
Metro held a groundbreaking ceremony on October 19, 2026, for the 6.7-mile line, which will run along Van Nuys Boulevard from the G Line busway north to San Fernando Road in Pacoima. The project will add 11 light-rail stations serving Van Nuys, Panorama City, Arleta and Pacoima.
This was not the project’s first groundbreaking. Metro held an earlier ceremony in December 2022 when crews began relocating utility infrastructure. The new milestone is more consequential for riders: the major-construction phase covers the guideway, stations, traction-power substations, rail systems and a maintenance and storage facility.
From utility work to a new rail corridor
The project has spent several years in utility relocation, property acquisition, design and other early work. Metro’s current construction timeline shows major work continuing from 2026 through 2032, with phased traffic changes and K-rail installations expected along Van Nuys Boulevard.
When completed, trains are expected to operate every seven to 10 minutes during peak periods. The line will connect directly with the G Line and provide access to the Van Nuys Metrolink and Amtrak station. It is also expected to become an important transfer point for the future Sepulveda Transit Corridor and a planned Metrolink station in Pacoima.
The corridor already has a substantial transit market. Metro reported that bus Lines 233 and 761, which serve Van Nuys Boulevard, recorded nearly 20,000 boardings in September 2026. The agency also says approximately 19 percent of households in the project area lack access to a car, compared with about 8 percent countywide.
Those figures help explain why this project matters beyond its construction footprint. It is intended to give residents in some of the Valley’s most transit-dependent communities more reliable access to jobs, schools, healthcare and the wider regional transit network.
The opening target has moved to 2032
Metro’s current project page lists an estimated completion date of early 2032. That is later than the 2031 opening forecast the agency publicized when it celebrated an $893-million federal grant in September 2024. Earlier plans were more optimistic still: when utility work began in 2022, Metro said the first segment could open between 2028 and 2030.
The project’s financial scale has also grown clearer. In May 2026, the Metro Board established a life-of-project budget of approximately $3.999 billion and authorized the next phase of its progressive design-build contract with San Fernando Transit Constructors, a joint venture of Skanska and Stacy and Witbeck.
That authorization increased the construction contract’s value to roughly $2.431 billion. Funding for the larger project combines federal, state and local sources, including revenue from Los Angeles County’s Measure M transportation sales tax.
Rail returns to Van Nuys Boulevard
The East San Fernando Valley line will restore passenger rail to Van Nuys Boulevard for the first time since Pacific Electric ended streetcar service there in 1952. It will also become the first major new Metro rail project in the San Fernando Valley since the subway reached North Hollywood in 2000.
The historical parallel is significant. Van Nuys Boulevard once developed around electric railway service before the region shifted heavily toward automobiles and buses. Metro is now rebuilding rail in the same broad corridor, but as part of a modern network designed to connect local riders with bus rapid transit, regional rail and future high-capacity projects.
The current project ends in Pacoima. Metro continues to study a separate 2.5-mile northern extension that would reach the Sylmar/San Fernando Metrolink station. That extension is not included in the segment now entering major construction.
For riders, the October groundbreaking does not mean trains are imminent. Several years of disruptive and technically complex work remain, and the schedule has already moved beyond earlier forecasts. Still, it represents a tangible transition: the East San Fernando Valley line is no longer primarily a planning exercise or utility-relocation program. Metro has begun building the infrastructure that will carry trains.
That makes this a major step in Los Angeles County’s long effort to restore frequent rail transit to communities that lost it generations ago—and another chapter in The Long Track Back.
Primary sources
- LA Metro: Major construction will soon be underway
- LA Metro project page: East San Fernando Valley Light Rail Transit
- LA Metro Board meeting, May 28, 2026 — project budget and contract authorization
- LA Metro: $893 million federal grant announcement, September 6, 2024
- LA Metro: Advanced utility-work groundbreaking, December 2, 2022
This article is part of The Long Track Back, STM Daily News’ continuing coverage of how Los Angeles is rebuilding and expanding a passenger-rail network after decades of automobile-centered grow
For generations, the Santa Monica Pier sign has marked the start of a day at the beach. Now, the familiar blue neon landmark is preparing for a journey of its own.
Santa Monica scheduled removal of the 1941 sign for October 20–22, with shipment to Las Vegas anticipated October 26. The timetable is subject to change, according to the city’s October 19 announcement.
The temporary removal accompanies replacement of the aging bridge connecting Ocean Avenue to the pier. It also creates an opportunity to preserve the historic sign.
YESCO will restore it at its Las Vegas facility. The company’s experience includes work on the “Welcome to Fabulous Las Vegas” sign.
Crews will repair neon tubing, treat rust, repaint components and address structural needs while retaining historic features. The sign will remain in secure storage during bridge construction.
Once the project is finished, it will return above the new bridge at a slightly greater height for visibility and vehicle clearance. The city’s latest announcement targets project completion by 2028, ahead of the Los Angeles Olympics and Paralympics.
Meanwhile, visitors can photograph a lighted, half-scale replica near Pier Burger.
For anyone who associates that glowing arch with Southern California memories, its absence will be noticeable. The restoration is intended to ensure future generations can make memories beneath it, too.
Source: City of Santa Monica — October 19, 2026 announcement
Related Links
- City of Santa Monica: Official sign restoration announcement — October 19, 2026. Primary source for removal dates, shipment to Las Vegas, YESCO’s restoration work and the sign’s planned return.
- Santa Monica Daily Press: Sign restoration during bridge rebuild — October 20, 2026. Additional local reporting on the project and visitor access.
- LAist: Sign removal and how to watch — Reporting on the removal schedule and public viewing opportunities.
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