Terminal Station on Canal Street fades into history – April 16, 1954

Terminal Station on Canal Street fades into history – April 16, 1954

Terminal Station fades into history

terminal station

The Southerner was the last train to leave Terminal Station on Canal Street. (courtesy Tulane’s LaRC)

Terminal Station on Canal Street

Tulane’s Louisiana Resource Collection shared some important photos in Louisiana railroad history for April 16. The first photo is of Southern Railroad’s Train #48, better known as “The Southerner.” The Southerner was a “limited” train that ran from New Orleans to New York City. The train began operation in 1941, using EMD E6 engines and brand=new, corrugated-sided cars from Pullman-Standard.

The photo above shows the last Southerner leaving Terminal Station, on April 16, 1954. The Illinois Central and Kansas City Southern railroads had already moved their operations to Union Passenger Terminal on Loyola. When The Southerner departed on April 16th, Southern Railroad’s inbound trains were re-routed to their new home on Loyola Avenue.

terminal station

The Southerner, on its way to New York (Wikimedia Commons)

Terminal Station was built on Canal Street in 1908. It serviced the Southern and Gulf, Mobile and Ohio railroads. So, in the black-and-white photo above, the photographer stands on the Basin Street neutral ground, behind the stations’s platforms. Krauss Department Store is visible on the right.

The Pelican

terminal station

“The Pelican” backing into Union Passenger Terminal, April 16, 1954 (courtesy Tulane’s LaRC)

The first Southern Railroad train to enter Union Passenger Terminal was “The Pelican.” The Pelican also ran from New Orleans to NYC, but its consist was an luxury affair. It used sleeper cars owned by Pullman-Standard. There were no coach cars.  The tracks coming into UPT include a “wye” track. While the incoming trains came in engine-first, they turned around on the wye. Then the engines backed into the platforms.

Terminal Station

The Pelican at Union Passenger Terminal, April 16, 1954 (courtesy Tulane’s LaRC)

The Mayor of New Orleans in the 1950s was deLessepps Story Morrison. He was one of the biggest proponents of a single train station for the city. New Orleans had five stations around the city. Union Passenger Terminal remains in use by Amtrak and the Greyhound Bus company today.

Krauss and Trains – Union Passenger Terminal New Orleans

Krauss and Trains – Union Passenger Terminal New Orleans

Krauss and the Union Passenger Terminal New Orleans

Union Passenger Terminal New Orleans

Union Passenger Terminal, New Orleans, 2016

The Union Passenger Terminal

The Union Passenger Terminal (UPT) is New Orleans’ train station. Constructed in 1952, it replaced five passenger terminals located at various points in the city. UPT has a direct connection to Krauss Department Store, in that one of the stations it replaced was Terminal Station, located at Canal and Basin Streets. Terminal Station was right next to Krauss from 1908 to 1954. When UPT was completed, the city demolished Terminal Station. Canal Street shoppers never fully realized just how big Krauss Department Store was, because Terminal Station obscured the store’s depth.

Terminal Station was still nine years away when Leon Fellman bought the buildings in the 1200 block of Canal Street in 1899, and five years away when Krauss opened in 1903. The station had a wonderful symbiotic relationship with the store for all those years. You forgot something for your trip to New Orleans, and there was this department store with absolutely everything right next door when you got off the train! The concierges and staffs at the downtown hotels also knew this, and regularly steered guests to Krauss for those last-minute essentials and other purchases.

Visitors to the City

There is so much more to the story of UPT, and we’ll go more in-depth on that at some point. When the landscape of even a few blocks changes, like the area around Krauss after Terminal Station vanished, it’s important to make the connections. Krauss had the next-door neighbor connection to the Southern Railway and Gulf, Mobile and Ohio, both of which came into the station on Basin Street. Passengers coming to Canal Street from Union Station on Howard Avenue came to S. Rampart and Canal, just a block from Krauss. The buyers at Krauss knew this, and made sure the visitors saw enticing goods as they passed by.

 

The Irish-Italian Podcast!

The Irish-Italian Podcast!

The Irish-Italian connection/tradition originates with the two cultures merging in New Orleans after WWII.

The Irish

In terms of numbers and influence, the Irish were first in New Orleans. O’Reilly is an outlier on this; the Irish influence begins in the 1820s.  That first wave of Irish immigrants provided the manpower to build the New Basin Canal.

Crescent City Living’s video on the Irish Channel, produced by Crista Rock, with commentary from NOLA History Guy.

The Irish in New Orleans

Love New Orleans? Thank an Irishman

The story of St. Alphonsus and St. Mary’s Assumption churches

The Irish Cemeteries

Ten Contributions the Irish Made to New Orleans

These are articles about the Irish I’ve written over the years. This podcast doesn’t go into a ton of detail, since its focus is how all these folks ended up in the same parade. 🙂 Don’t let that deter you from looking further into the Irish. Their story is an important part of the bigger story of New Orleans.

The Italians

In many ways, the Italians get more exposure in the touristy writing than the Irish. That’s mainly because the Italians all but took over the French Quarter. This was in the 1880s and 1890s. The Italians left a lasting mark on the French Quarter. It’s the one neighborhood just about every visitor sees. Naturally, this is going to leave an impression. The Italian groceries, St. Mary’s Italian church (next to the convent), so many other Italian-owned businesses. Even the building the Louisiana State Museum currently uses as a warehouse for their massive collection was at one time a pasta factory!

Anyway, I wasn’t kidding about going to the Beauregard-Keyes House, either. The mafia connection is fascinating!

It’s not all about the Quarter, though, for the Italians.

Five Italian Contributions to New Orleans

The Hotel Monteleone was built by Italians

So, the Italians migrated from the Downtown side of Canal Street. They went to Gentilly, Metairie, and St. Bernard Parish. The folks who went out to Metairie teamed up with the Irish for the big parade.

 

 

Canal Street, Krauss, Trains, and Beautification, 1930

Canal Street, Krauss, Trains, and Beautification, 1930

When there’s road work on Canal Street, there’s chaos downtown, to this day.

canal street 1930

Krauss and Canal Street after the crash

From 1930, Canal Street, shot from the corner of S. Liberty. Just off the blow that was the 1929 streetcar strike, NOPSI and City Hall decided the best way to get folks back on public transit was to rip up the city’s main street. This was the “Beautification Program” of 1930. Krauss is on the left side, with Terminal Station next to it on the other side of Basin Street. So, if you look closely, you’ll notice that the “fleur de lis” lamp poles in the neutral ground aren’t there in this photo. The poles and fixtures you see here are the last thing replaced in this round of Canal Street improvements.

Saenger-Maison Blanche Radio

You can see Maison Blanche looming over the rest of Canal Street, If the MB building seems like it’s even more dominant in these photos from the late 1920s/early 1930s, that’s likely due to the big radio towers on the front and rear of the thirteen-story building. The top floor of MB was the studio for WSMB-AM. MB removed the rooftop tower a few years later, when the station moved its transmission equipment to St. Bernard Parish.

Basin Street

Terminal Station, right next to Krauss, was a beautiful urban passenger terminal. It was demolished in 1954. So, that year, 1954, was the first time since 1907 that shoppers could walk up Canal Street and have a good view of the Basin Street side of the store. Krauss got a boost as a result of the station just across the street.

Because of the road work and financial decisions by the company in 1929, 1930 was one year shy of some big innovations and improvements to Krauss Department Store. Air-conditioning and the Luncheonette come to the store in 1931.

We’re not quite sure what we’re going to do yet in terms of the run-up to the drop of Krauss: New Orleans’ Value Store this fall, so keep an eye here and on Facebook for photos, ad clippings, and other Krauss tidbits. Additionally, we’ll be coming up with other creative ideas to keep you anticipating the release of the book. So, stick around! It’s going to be fun. So many photos of Canal Street are shot looking from the river up towards the cemeteries. We’re going to post more Krauss-to-the-river photos, because it gets you thinking.

Be sure to “Like” our Krauss Department Store page on Facebook!

Like Krauss Department Store on Facebook

Henry Clay and Moonlight Towers on Canal Street

Henry Clay and Moonlight Towers on Canal Street

Dr. Campanella wrote a piece for da paper today on “moonlight towers”, the big structures erected in urban centers in the late 1800s, as a first step in providing electric street lighting. When Susan Granger shared it to our New Orleans group on Facebook, Froggy added a link to some photos in the Commons, showing moonlight towers.

Moonlight Towers lit up Canal

moonlight towers

Henry Clay Monument, New Orleans, 1892

This photo of the Clay Monument is from 1892. The moonlight tower is visible in the rear. If the size of statues is any indication, Henry Clay was incredibly popular in antebellum New Orleans. The massive monument to him, located on Canal Street, at the intersection of Royal Street and St. Charles Avenue, remained in place until it was moved to Lafayette Square, in 1901.

King Cotton

moonlight tower

Cotton wagon crossing Canal Street, 1890

A big cotton wagon crosses Canal Street at Carondelet Avenue, in 1890. Better view of the moonlight tower. The cupola of the Mercier Building, later Maison Blanche Department Store, is visible in the background, through an electric pole’s cross beams.

Cut down to size

moonlight towers

Henry Clay Monument, 1895-1897

Here’s Clay again, sometime after the Canal streetcar line was electrified, and the statue was relocated. You can see the base of the monument has been removed, so tracks would run straight through the intersection. Even then, the cars passed too close to the statue.

Location of the tower on Canal

The tower on Canal Street was positioned at Canal and Dauphine, It cast its light in a 360-degree radius, extending for blocks around. This meant it illuminated the street as far back as Basin Street and the Southern Railway terminal. Even though electric lighting evolved from this format into storefront lighting and individual street lamps, most stores closed around 5pm-6pm in the evening at this time. Night hours were still decades away.

 

 

The New Orleans Monorail Project – 1959

The New Orleans Monorail Project – 1959

A New Orleans Monorail just like Disney

new orleans monorail

Concept sketches of a monorail system for New Orleans, 1960

I came across the New Orleans Monorail Project back in 2004, when I was doing research for my Canal Streetcar book. The concept was to connect the Central Business District with Moisant International Airport (MSY – now Louis Armstrong New Orleans International Airport). When Walt Disney debuted the Disneyland Monorail System in 1959, a number of cities investigated the feasibility of monorails in their backyards. The difference between fantasy and reality set in quickly, however, as studies showed the difficulty of building overhead rail in established neighborhoods. Disney didn’t have to contend with the numerous complications of urban mass transit. All Walt had to do was draw lines on a blueprint, and his people made magic.

City Hall Studies the idea

The monorail project never became reality, although City Hall commissioned a study, by a consulting engineer, Col. S. H. Bingham (ret), of New York. Like ambitious projects of this sort, no doubt the politicians weighed the obstacles and cost and decided it wasn’t feasible. In the long run, though, this was the sort of project that should have been taken on. Like the Louisiana Superdome project, ten years or so later, there are big payoffs. The Dome was paid off by the city’s hotel-motel tax. Had the mayor and council chosen, they could have found a way to finance a monorail that would likely still be in operation today.

Streetcars to the Airport

new orleans monorail

NORTA 2011, a Von Dullen streetcar, operating on Canal Street in Mid City

So, the city never connected the CBD and the airport via overhead rail. That didn’t stop the dreamers. When the Earhart Expressway was constructed, one of the plans was to continue the road further west. The existing expressway comes to an end at Hickory Street in Harahan. There were plans laid out to keep going, all the way to the airport. When the New Orleans Regional Transit Authority (NORTA) re-constructed the Canal streetcar line in 2003-2004, the notion of streetcars to the airport came up. Elmer Von Dullen, then-manager of NORTA’s Rail Department, designed the 2000-series streetcars used on Canal with a maximum speed of over 40mph. You’ll never see a streetcar on Canal go that fast! The idea was that the 2000-series would be able to handle the challenge of going out to the airport.

Alas, that project also never came to pass. Those of us who go to MSY regularly can still dream.