Located on campus, Loyola Stadium was home to the university’s football team in the 1930s.
Loyola Stadium, 1938. Photographer: Dr. Edward W. Wynne, courtesy Loyola Special Collections.
Night shot of Loyola Stadium at Loyola University, New Orleans, 1938. While the venue takes the name of the school, several photographs identify it as “Joseph Fromherz Stadium.” The venue opened in 1928. This photo–which is stamped on the back with, “Photography by // F. A. // McDaniels // NEW ORLEANS, LA.”–shows what is likely a night practice for the Loyola squad. There’s no crowd or support staff visible. Loyola Stadium was one of the first in the South to host night games.
The end zone clock says, “Courtesy Porter’s.” Porter’s was a menswear store in the CBD. The stadium was demolished at some point after the 1939 football season.
Coupon for discounted reserved seats to the Loyola – Chattanooga football game, 5-Nov-1932.
This article’s inspiration was a coupon printed in the Times-Picayune on 1-November-1932. Maison Blanche sponsored a deal for $1 reserved seat tickets to the Loyola-Chattanooga football game the following Saturday. I post ads from local newspapers to social media during the week, and shared this one. The ads spark conversation and help promote my books. A few people commented that they didn’t know Loyola had a football stadium. So, off to the Loyola archives I went.
Freret and Calhoun
Aerial photo of Loyola Stadium, 1924. Franck Studios courtesy THNOC.
Here’s an aerial photo of the stadium by Franck Studios from 1924. Loyola Stadium stood at the back of the campus, on Freret Street, just off Calhoun. It’s unclear who Loyola is playing here, but the image offers a good view of Freret Street in the 1920s.
Photo of a Loyola football game, 1938. Loyola University Special Collections.
This action photo shows a billboard listing the Loyola football schedule. While it’s dated by the library as 1938, the stadium appears to only be a single-deck. That doesn’t fit with other photos. I’m wondering if this is from a different location.
Loyola discontinued its football program in 1939. The stadium was demolished some time after that. In its place rose the Loyola Field House. The university decided in 1954 that their intercollegiate basketball team needed a better home. So, up went the Field House. While nothing indicates that buildings were demolished to make way for the Field House in 1954, there’s no clear record of what stood on the site between the stadium and the arena.
The Maison Blanche Snack Shop was a wonderful bakery.
Maison Blanche Snack Store on Iberville
Franck Studios photo of the corner of Dauphine and Iberville Streets in the French Quarter in 1951. Maison Blanche opened a Bakery department in 1934. That concept extended into the “Snack Store” in 1945. The original snack store opened in the rear of the ground floor of 901 Canal Street. The company acquired the building at the corner in the mid-1940s. They renovated the interior and moved the Snack Store into it in 1946. The Snack Store closed in 1957 and the building was demolished.
Times-Picayune ad for the 2nd anniversery of the MB Bakery, 7-August-1936
MB entered the bakery business on August 7, 1934. In two years, as this ad shows, the bakery offered “Strawberry preserve silver layer cakes” and Lady Baltimore cakes as anniversery specials.
Times Picayune ad for the MB Bakery, 8-May-1935
The Angel Food Cake was so memorable, Judy Walker, the Times-Picayune’s food editor/columnist, got requests for its recipe as recently as 2007.
The Bakery stood on the ground floor of the store, in the section that joined the two MB office towers. It had a separate entrance at 135 Dauphine Street.
Bakery to Snack Store
Ad in the Times-Picayune, 28-January-1949, featuring imported soups, frozen strawberries, and Danish cherry wine
MB expanded the square feet of the Bakery Department in March of 1945. They added liquor, wine and liqueurs, along with a selection of “gourmet” canned foods, such as whole ducks, chickens, and guinea fowl. After the war, as rationing policies lifted, the Snack Store offered more fresh-cooked food, such as holiday turkeys. By 1949, they even sold live lobster, acting as a retail outlet for Seafood Delivery Services.
Expanding the building
Google Maps photo of the present-day Courtyard by Marriott, Iberville and Dauphine.
The two photos of the corner of Dauphine and Iberville show how the store did not extend all the way back into the block from Canal Street. When the Merciers acquired Christ Episcopal in 1884, the property extended about two-thirds of the way back to Customhouse Street (Iberville’s name at the time). They demolished the church (which re-located to St. Charles Avenue), building the Mercier Building. Shwartz converted that building into Maison Blanche in 1897. He demolished it in 1908, building out the retail and office space that stands at 901 Canal now.
So, that left the other third of the block, with its three-story building. Like several of the other big Canal Street stores, it took MB some time to acquire all of the space. They accomplished this by the 1940s. The Snack Store (along with the Bakery) was a good candidate to outright move into the new space. The corner building offered a separate entrance. Additionally, the move freed up retail space in the main store.
The company’s ultimate goal, however, was to expand the main store. They did so by demolishing the Snack Store building in 1957. MB extended the five-story retail space all the way to the corner. So, the store finally ran the length of the block. (By comparison, it took Krauss until 1952 to grow their store all the way to Iberville in the 1201 block.)
When new ownership converted the store into the Ritz-Carlton Hotel, they planned to open the section facing Iberville as a separate concept. They planned to make the 1950s back section into luxury condos/short-term rentals. The market rejected that concept. The owners re-modeled those units into a Courtyard by Marriott hotel.
Maison Blanche Department Stores, by Edward J. Branley
Bywater streetcar complications involve the Norfolk Southern Railroad.
NOPSI 1005, ca. 1935. Franck Studios via HNOC
St. Claude Line Bywater streetcars
NOPSI 1005, running on the St. Claude Avenue line, approximately 1935 (Franck Studios photo via HNOC). The car is heading outbound from N. Rampart Street. The 1000-series were the pinnacle of engineering development for the arch roof streetcars. The 1000s kept the original Perley A. Thomas design, with additions under the carriage. While the 400, 800, and 900s operated with two motors, the 1000s had four, one for each set of wheels.
Railroad versus Streetcar
Norfolk Southern train crossing the Industrial Canal, 13-Dec-2019, via Commons user Bl20gh114
St. Claude Avenue and Press Street, in the Upper Ninth Ward, is one of the few locations where streetcars and railroad equipment meet at grade. While the railroads own the Riverfront, the streetcar line operates in parallel to the New Orleans Public Belt RR tracks. The “Back Belt,” originally constructed for the NO&NE and Frisco by the New Orleans Terminal Company, includes a number of automobile underpasses. Once the Back Belt hits Orleans Parish, there are no grade crossings until Slidell.
After the consolidation of passenger rail into Union Passenger Terminal, those trains operated away from automobiles. The tracks run more-or-less parallel to the Pontchartrain Expressway. They merge into the Back Belt just past Greenwood Cemetery.
NOPSI 1371, a trackless trolley, inbound over the Industrial Canal at St. Claude Avenue, approaching Press Street, ca. 1950. City photo.
So, the most significant point of contention between railroad and streetcar was St. Claude and Press. NO&NE/Southern connected to the Public Belt from their Gentilly yard via tracks at Press Street. NOPSI streetcars crossed the train tracks there with few problems for decades. The overhead catenary presented no issues for the railroad. This continued after NOPSI discontinued the 1000-series streetcars in 1949. They scrapped those beauties, replacing them with trackless trolleys. The electric buses received power through the catenary, like the streetcars. They ran across Press, across the Industrial Canal, all the way down to the sugar refinery.NOPSI converted St. Claude from trackless trolleys to diesel buses in 1964. They cut down the overhead wires.
TTGX “tri-level” auto carrier, on the Norfolk Southern Back Belt, 22-Sep-2022.
While streetcars never left New Orleans, NOPSI reduced operations down to the St. Charles line in 1964. The New Orleans Regional Transit Authority expanded streetcar service, introducing the Riverfront line in 1988. The success of Riverfront led to returning streetcars to the Canal line in 2004. Economic stimulus money from the federal government offered an opportunity to further expand streetcars in 2010. NORTA constructed a partial return of the St. Claude line. The line operates from Canal Street, along N. Rampart, then St. Claude, to Elysian Fields.
The line stops at Elysian Fields because NORTA and Norfolk Southern can’t come to terms on running the overhead wires over Press and St. Claude. Since the overhead departed almost sixty years ago, it’s on NORTA to change the status quo. The railroad argues that modern rolling stock, such as tri-level auto carriers, are too high for streetcar wires. NORTA disputes this, and they’re right. Still, Norfolk Southern continues to oppose restoring a grade crossing at this intersection.
“Mr. Tailgate,” Trombonist Santo Pecora, was a mainstay in the NOLA Jazz scene.
Trombonist Santo Pecora
Born Santo Joseph Pecoraro, trombonist Santo Pecora played with a number of bands in the 1920s. He changed his last name because his cousin, also Santo Pecoraro, was already playing professionally as a drummer. The two occasionally played together, in large ensemble gigs.
Santo, born March 21, 1902 in New Orleans, played in orchestras for silent movies in the early 1920s. He joined the New Orleans Rhythm Kings in Chicago, in 1925. Pecora’s discography began at this time, recording with the NORK. He also recorded with Jelly Roll Morton, the Wingy Manone Orchestra, Wynn’s Creole Jazz Band, and The Orleanians.
By the 1930s, Santo was a regular in the Chicago scene. He toured with Sharkey Bonano, then later moved to Los Angeles, touring with Wingy Manone. While playing with Manone, he also did studio work for the movie studios.
Trombonist Santo Pecora’s early career in New Orleans was typical of many jazz musicians. He earned the nickname, “Mr. Tailgate,” because he played daytime gigs off the back of a horse-drawn wagon. Jazz Bands usually played night gigs, at places like fraternal/masonic halls, dance clubs, even baseball parks. To promote those gigs, the bands would ride around town on a wagon. They would play, promote the paid gig that evening, and busk for tips.
Playing on a wagon presented a complication for the trombonist. While the other musicians could stand on either side of a wagon, the trombone stuck out too far. It could hit someone/something, and injure them. Worse yet, from the musician’s perspective, the trombone could be damaged. So, they lowered the wagon’s tailgate. The trombonist sat, legs dangling off the back. Santo joined these bands to pick up tips.
Pecora returned to New Orleans with Sharkey Bonano’s band in the after World War II. He played regular gigs in local clubs and the riverboats through the 1950s, leading a couple of bands into the 1960s. He then stepped back from full-time work in the 1970s. He passed on May 29, 1984.
Abraham Shushan’s monuments marked Lakefront milestones.
New Basin Canal Lock monument, 1930
Two 1930 photos of lakefront monuments. The late 1920s were a time of major improvements to the lakefront. Lake Pontchartrain seawall improved flood protection. So, the Levee Board* erected monuments to the “New Basin Canal Lock” and the “Lake Pontchartrain Sea-Wall.” Board president Abraham “Abe” Shushan supervised their placement.
Abe Shushan inspects the seawall monument, 1930
The “Lake Pontchartrain Sea-Wall” was the finishing touch of a years-long series of land reclamation projects along the Orleans Parish lakefront. In 1915, the south shore of the lake went right up to Adams Street (now Allen Toussaint Boulevard). The Levee Board planned to drain the swampy ground and create new subdivisions. By 1930, the reclamation projects were completed.
The Levee Board built the finishing touch in 1929. Along with the stepped, concrete wall, they created Lakeshore Drive for access to recreational areas along the lakefront. Previous generations traveled out to the lakefront resorts at West End, Spanish Fort, and Milneburg via train/streetcar. With the completion of Lakeshore Drive, driving along the lake became a pleasant experience.
Both of Shushan’s monuments contain the same text, with the name as the only change:
Constructed During the Administration of
HUEY P. LONG, Governor
Board of Levee Commissioners
Orleans Levee District
The stones then list the members of the board and the various people who worked the projects. While John Riess built the lock, Orleans Dredging Company built the seawall.
Shushan’s Monuments display Abe’s name, as president of the board. Shushan is seen in the seawall photo, inspecting the massive tablet. Abe got his start in his family’s business, Shushan Brothers. Shushan Brothers sold dry goods wholesale. Additionally, they operated retail toy stores. Abe left the business founded by his father and uncle, entering government as a strong supporter of Huey P. Long. He moved up in the Long organization. They arranged his appointment to the Levee Board.. Accordingly, the board named New Orleans Lakefront Airport (NOL) for Shushan. In 1935, the government indicted and tried him for tax fraud. Furthermore, they charged him with money laundering. While Shushan was acquitted, the Longs cut him loose. Although he was cleared, the trial exposed massive corruption. So, his name was removed from just about everything it was visible on, including these monuments.
Railroad enticements in 1924 included Asheville, NC and Cincinnati.
A few ads from the Times-Picayune, 13-August-1924. These railroad enticements appealed to New Orleanians wrestling with the dog days of summer. The Louisville and Nashville advertised sleeper service to Asheville, NC, and the Southern Railway System ran trains to Cincinnati. The L&N trains departed New Orleans from their depot at Canal Street by the river. Southern Railway trains operated from Terminal Station at Canal and Basin Streets. Both railroads (as well as most of the others) maintained ticket offices on the ground floor of the St. Charles Hotel. The photo is of the L&N’s “Pan American” train, which ran from New Orleans to Cincinnati.
“The temperature at this famous vacation land is delightfully cool and invigorating. Get some mountain air into your lungs, and come back to the South benefited by your vacation.”
L&N offered sleeper car service from New Orleans to Asheville. The trains left New Orleans at 8:30am, arriving the next morning.
“Are Railroad Rates Too High?” – L&N addressed the concerns of the various businesses they serviced. The railroads moved goods across the country in the 1920s. The dominance of trucking and the Interstate highway system did not come until the 1950s. “Cold facts and not wild fancies are shown by the figures here presented.”
While the L&N’s railroad enticements were to the cool mountain air, Southern advertised service to the cities. Two drains daily in 1924, leaving New Orleans at 8:30am and 8:10pm. The day train reached Birmingham, AL, by 6:55pm that evening, and Cincinnati at 9:30am the next morning. The evening train reached Birmingham for breakfast, terminating at Cincinnati at 8:55pm.
Unlike the Pan American’s all-sleeper service on the L&N, Southern Railway offered service via Pullman Sleeping Cars and standard coaches. That enabled the railroad to offer comfort as well as economy fares. Trains included dining cars.