Zoom Talk 2020-03-19
I’ve presented this talk to several groups in the last year or so. With everyone holed up because of Covid-19, I did the talk yesterday (19-March) via Zoom. It’s a bit long, because I was sorting out the use of Zoom, so you’ll need to fast-forward through the first 20 minutes of the talk to get to its actual beginning.
Also, TIL: it’s too long for YouTube. I’ll edit out that first portion and get it up there over the weekend. If you’d like to view it now, the link will let you download the MP4 version.
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Royal Street Photo Breakdown on this week’s podcast!
100-200 Blocks of Royal Street, 1916.
Royal Street Photo Breakdown
Derby Gisclair shared a neat photo from 1916 earlier this week on social media. The photographer stands in the middle of the 100 block of Royal Street, looking down into the 200 block. As I was looking through some other photos, I came across a 1956 photo of Royal, where that photographer stood almost in the same place. Time for a Royal Street Photo Breakdown!
At the top of the page is the 1916 photo, with Solari’s on the left, an electric sign for Fabacher’s Restaurant hanging over the street, then the Commercial Hotel and Union Bank on the right.
Franck-Bertacci Studios photo of the 100-200 blocks of Royal Street, 1956.
Fast forward to 1956. Solari’s is still on the left. The Commercial Hotel is now the Monteleone Hotel. Fabacher’s Restaurant, which was the hotel restaurant for the Commercial, is long closed. Walgreen’s drug store replaced the bank building in the late 1940s. That drug store remains today.
In the 1916 photo, streetcar tracks and the overhead wiring are visible. The Desire streetcar line ran inbound on Royal Street. The streetcars turned right onto Canal Street. They ran up one block, then turned right again. They ran down Bourbon Street for the French Quarter portion of the outbound run. We’ve talked about the Desire line before, and how it was the main connector for the Quarter.
Buses replaced streetcars on Desire in 1948. So, by the 1956 photo, the tracks and wires are long gone. The maroon-and-cream NOPSI buses serviced Desire.
NewOrleansPast.com – January 15th
NOPSI 817, operating in Belt Service in the 1940s.
Our pick of the week from NewOrleansPast.com (Facebook page, Today in New Orleans History) is Ms. Campanella’s entry for January 15th. The Tulane streetcar line rolled for the first time on 15-January-1871. Mules pulled the streetcars then. The line switched to electric streetcars in the 1890s. Tulane operated in “belt service” with the St. Charles line from 1900 to 1951. Listen to our podcast episode on “Riding the Belt” for more details on that.
NOPSI converted the West End streetcar line to diesel buses on 15-January, 1950, as part of the trend away from electric street rail operations. West End operated as steam train service until the 1890s. After that, electric streetcars ran out to the lakefront, along the east bank of the New Basin Canal. NOPSI retired streetcars on West End in 1950. The line ran until the 1960s, when it became the Canal-Lakeshore line.
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Zuppardo’s Family Supermarket opens new, expanded store in #themetrys!
(x-posted to YatCuisine)
Economical Supermarket, on Elysian Fields and Gentilly, in the 1950s. (Zuppardo’s photo)
Zuppardo’s Family Supermarket – My grocery
I’ve been going to Zuppardo’s Supermarket, either the old store on Elysian Fields and Gentilly, or the Metairie store at Veterans and Transcontinental, since I was a kid. That’s going back to the days when the Gentilly neighborhood had an incredible number of groceries and supermarkets.
Replica of Anthony Leo Zuppardo’s banana cart from the early 1900s at the new Zuppardo’s Family Supermarket. (Edward Branley photo)
Peter Zuppardo came to New Orleans from Sicily in 1895. He took a job in the wholesale banana business. His son, Anthony Leo, saw an opportunity with over-ripe bananas. Anthony took those bananas around in a donkey cart. By 1930, the Zuppardo’s parked a truck at Gentilly Road at Elysian Fields. At that time, Elysian Fields Avenue was just a dirt road. The Pontchartrain Railroad closed in 1931, and Elysian Fields wasn’t paved until the end of the decade.
The Zuppardo’s bought the lot on that corner, establishing a permanent presence. The fruit truck expanded into a store in 1937. Those were the waning days of the city’s public market system. That system gave way to private stores after the war. The family made a good decision, as the neighborhood grew. After World War II, Gentilly’s population exploded, as men returning from the war looked to start their own families.Those strong ties helped Zuppardo’s Family Supermarket in later years, in their expansion to Metairie.
Bell Supermarkets newspaper ad from the 1950s (courtesy NOLA.com)
Economical became part of the Bell supermarket co-op. The idea was for independent grocers to join together to better advertise their stores. This was important, because John Schwegmann’s “giant” supermarkets became incredibly popular in the 1950s. Stores such as Economical, Dorignac’s uptown, and Pap’s in the Ninth Ward all sported the Bell logo.
Economical continued its popularity into the 1960s. That was my first personal experience with the store. My momma grew up in Gentilly, on Lavender Street, just off of Franklin Avenue. She and her grandmother made groceries at Economical. Even though my parents moved out to #themetrys when they came back from Boston in 1960, we’d still go out to see my grandma regularly, and I’d tag along for grocery runs.
Expansion and Re-location
Aerial view of Elysian Fields and Gentilly, 1961. Hebrew Rest Cemetery is middle-left. Cor Jesu High is across from the cemetery. Economical Supermarket is to the right edge, below Gentilly Blvd. (NOPL photo)
The Bell supermarkets expanded and re-located as population shifted. The Papania’s opened a “Pap’s” store on Mirabeau and St. Anthony in Gentilly. Dorignac’s and Zuppardo’s opened stores on Veterans Blvd. in Metairie. Dorignac’s built a store in the 700 block of Vets, near Martin Behrman, while the Zuppardo’s opened their Metairie location at Vets and Transcontinental. My family lived closer to Dorignac’s and Schwegmann’s in the late 1960s, so we shopped there.
I renewed my acquaintance with Economical when started at Brother Martin High School, just up Elysian Fields from the supermarket, in 1971. While we mostly stopped at the local convenience store, d’Mart, we occasionally walked down to Economical for things, particularly when d’Mart employees got annoyed with all of the students coming in. I met one of the current owners, Joey Zuppardo at that time. Joey was Class of 1973, I was 1976, so he was a senior when I was a freshman. (For a full run-down of the Zuppardo family tree, check this 2018 Ann Maloney article on the new supermarket in the Picayune.)
UNO and Redeemer Days
I took many a trip down to Economical with my Lambda Chi Alpha brothers from our house on Elysian Fields near Robert E. Lee in the late 1970s. Even though Ferrara’s was just a two-block walk, the prices were much better for guys on tight budgets, working their way through UNO. After I graduated in 1980, I taught at Redeemer High School on Crescent Street, near St. Frances Xavier Cabrini church. Even though Pap’s was closer to the half-double we rented at the time, I found myself heading back down to Gentilly Boulevard for various items.
Life in St. Ann Parish and Zuppardo’s Supermarket
Scenes from the original store on Vets and Transcontinental (courtesy Zuppardo’s)
In 1986, we moved out to #themetrys, near Clearview and Veterans. While my daddy had soured on Dorignac’s over the years and shopped at Schwegmann’s, Zuppardo’s Family Supermarket at Transcontinental was so close, it became our grocery. My boys grew up coming with me to Zuppardo’s all the time. As they got older, cashiers would ask after them. I’d show photos of them as Brother Martin students and they’d sigh at how time passed. That little boy who pushed a Little Tykes shopping cart, loading it up with things important to him (cookies and fruit roll-ups) is now a Naval officer and submariner.
I’m not sure when they dropped the “Economical” from the name, becoming “Zuppardo’s Family Supermarket.” The original store closed in 2005, as Katrina left the store and all of Gentilly in pretty bad shape. To this day, my wife still says “Economical,” which I attribute to her growing up in Lake Oaks and transferring from the Broad bus line to Elysian Fields, on her way home from Dominican.
The New Zuppardo’s Family Supermarket
Two Saturdays ago, Zuppardo’s Family Supermarket closed. They knocked a hole into the side of the old store and moved everything into the new one. I’ve been an almost-daily grocery shopper for years. When your store is as close (about a mile) as Zuppardo’s is to us, it’s easy to blow off extended menu planning. Most of my “test kitchen” ideas start at Zuppardo’s Supermarket. The new store opened last Wednesday. Those four days drove me crazy, as I ended up at three different supermarkets to get things we usually pick up at Zuppardo’s!
Connecting New Orleans to Florida via the Gulf Wind
Combined Piedmont Limited /Pan-American/Gulf Wind train backing into Union Passenger Terminal, 1964 (photographer unknown)
From 1949 to 1971, the Louisville and Nashville operated passenger service from New Orleans to Jacksonville, Florida, via their Gulf Wind train. While the service sounded like a classic “name train,” it was actually the combination of several trains approaching New Orleans from points north.
Louisville and Nashville passenger service
Postcard of the Louisville and Nashville’s Pan-American, from the 1920s.
L&N operated from 1850 to 1982. The railroad operated freight service from the 1880s. L&N built a passenger terminal in New Orleans in 1902. So, that station stood where at the foot of Canal Street. The Aquarium of the Americas presently occupies the space.
L&N provided passenger service from New Orleans to Cincinnati, New York City, and Jacksonville, FL, while the Crescent Limited and the Piedmont Limited ran to New York.
New Orleans – Florida Express
L&N operated service to Jacksonville via the New Orleans-Florida Express, from 1925 to 1949. The railroad used “heavyweight” equipment for this train. The train offered overnight sleeper service. The trip lasted about eighteen hours. In the 1940s, railroads replaced older equipment on busy/popular trains. They substituted “streamlined” cars for the heaver steel ones. Therefore, to modernize, L&N upgraded their New Orleans to Florida service. L&N also operated the New Orleans-Florida Limited, as day service from Jacksonville, west to New Orleans. They discontinued this service in 1949.
SCL E-8 of the type used on the Gulf Wind
L&N re-branded the New Orleans-Florida Express in 1949. So, they gave the train the name, Gulf Wind. The new train operated “streamliner” cars. The new service offered modern dining cars, Pullman sleepers, and rounded-end observation cars. The timetable of the Gulf Wind matched up with the Silver Meteor. That train operated from New York City to Miami. It arrived at Jacksonville mid-afternoon. Passengers heading west across the Florida Panhandle changed to Gulf Wind.
Gulf Wind was diesel-powered. L&N and Seaboard Coast operated the route jointly. So, SCL engines pulled the train from Jacksonville to Chattahoochee. L&N power picked it up there, pulling the train into New Orleans.
The train’s ridership declined in the early 1960s. To maintain profitability, L&N combined service. Several routes approaching New Orleans joined together. L&N combined Gulf Wind with the Piedmont Limited, outbound from New Orleans. The train split up in Flomaton, Alabama. Gulf Wind continued into Florida. So, Piedmont headed north to Cincinnati. On the return run, Gulf Wind combined with the Pan-American, coming down from Cincinnati at Flomaton.
New Orleans Stations
The Gulf Wind operated from the L&N’s Canal Street station, from 1949 to 1954. The city demolished the station in 1954. Therefore, service re-located to Union Passenger Terminal. This also meant a slight change in the route. When departing from Canal Street, the train left on L&N tracks. It traveled to the Gulf Coast between Lake Pontchartrain and Lake Borgne via the Rigolets Pass. After 1954, trains departed from UPT. They left the city via the Southern Railway’s Back Belt. The route to Mississippi was over the Southern bridge across the lake.
Gulf Wind ended operation in 1971. Amtrak decided to discontinue passenger service when they took over that year. Amtrak revived the New Orleans-to-Florida service in the early 1980s, but dropped it after a couple of years. The company extended Sunset Limited service from New Orleans to Jacksonville. That service was discontinued in the wake of Hurricane Katrina.
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This week’s pic for “Today in New Orleans” on NOLA History Guy Podcast 29-June-2019
Canal Street, 7-June-1960
NOLA History Guy Podcast 29-June-2019
A Lakeview flashback for the NewOrleansPast.com pick this week, along with a photo unpack for NOLA History Guy Podcast 29-June-2019. Also, a brief farewell to the Times-Picayune.
Menu from Lenfant’s on Canal Blvd, 1940s.
John L. Lenfant began his career as a barber in the Marigny. Campanella’s entry for 25-June marks Lenfant’s application to open a bar and grocery at 2001 N. Rampart. Gotta love New Orleans, Lenfant wanted to combine a bar and a grocery. A charming cottage occupies 2001 N. Rampart (corner Touro) now.
Inside Lenfant’s in the 1940s. (courtesy NOLA.com)
John Lenfant opened a variety of businesses in the Marigny, Bywater, and Gentilly. John passed before he could open his restaurant on Canal Boulevard. The sons completed the project. It is by far the best-remembered Lenfant’s business
Lenfant’s on Canal Blvd. opened in 1941. The restaurant offered mostly seafood, in dining room styled as “Streamline Moderne.”This style is similar to Art Deco.
In addition to dining in the restaurant, folks could park in the shell lot outside. Car hops would come out and take orders.
Lenfant’s expanded in the 1950s. They opened the “Boulevard Room” next to the restaurant. This expanded Lenfant’s event and catering possibilities. I grew up hearing lots of stories from folks who went to dances at the Boulevard Room in the 1950s. Over time, the ownership of the ballroom and the restaurant separated.
Today in New Orleans History
Canal Street, 1960
Canal Street, 7-June-1960
Unpacking a cool photo from 1960. Streetcars operated on a two-track main on Canal at this time. Palm trees date the photo after the 1958 beautification project. So many signs!
According to “Streetcar Mike” Strauch, “The GMC old look [bus] is on an uptown express, 70 or 71, with the lamps turned on. Jackson trolley coach behind.”
Diesel buses replaced the trackless trolleys in 1964. The Canal Line transitioned to streetcars in 1964 as well.
The Center Theater became the Cine Royale, which ended its days as a porno house.
Last Week’s Pod
Streetcars Canals Baseball in Mid-City New Orleans
Heinemann Park, 1915
Streetcars, Canals, Baseball!
In one of our podcast conversations with Derby Gisclair, we discussed aerial photos of Heinemann Park/Pelican Stadium. Derby explains the neighborhood around the stadium used by the Pelicans baseball club. While Heinemann Park wasn’t the first ballpark used by the AA-club, it was their home for most of their tenure.
This 1915 photo is amazing. It shows a football field, chalked out over the outfield, and a racing oval behind the fence. Derby suspects the racing oval dates from the amusement park the stadium replaced.
City Park Avenue to Tulane Avenue
Aerial view of the New Canal, running out to Lake Pontchartrain at the top, 1915
The Pelicans played ball at Crescent City Park, later known as Sportsman’s Park, until 1901. They moved to Tulane Avenue that year. Heinemann built the ballpark at Tulane and S. Carrollton in 1915. The team moved there that year.
Here’s the area behind the Halfway House, City Park Avenue and the New Canal. It’s a bit grainy, but you can see the patch of ground where Sportsman’s Park was located. NORD eventually built St. Patrick’s Park, a few blocks down, at S. St. Patrick and the New Canal.
Getting to the ballgame
S. Carrollton Avenue bridge over the New Basin Canal. It was demolished when the canal was filled in, late 1940s.
Pelican Stadium sat very close to the New Canal. A set of railroad tracks separated the park from the waterway. So, bridge crossed the Canal there. The streetcars used that bridge, then turned onto Tulane Avenue to continue their inbound run. So, baseball fans from Uptown rode the St. Charles line to get to the ballpark. Folks coming from downtown rode the Tulane line, down Tulane Avenue, to the ballpark.
So, I know we’ve talked about the Tulane line, particularly when it operated in “belt” service with the St. Charles line. It seems line some things pop up regularly. But hey, this is baseball! The area around S. Carrollton and Tulane was a nexus. The Tulane/St. Charles belt crossed the New Canal here. Passenger trains coming to town from the West rolled by, on their way to the Illinois Central’s Union Station. Folks bowled across the street at Mid-City Lanes. Therefore, the corner is important to many folks.
Especially baseball fans.
After the streetcars
Pelican Stadium, ca 1950
Belt service on the St. Charles and Tulane lines was discontinued in 1950. So, after that time, fans from Uptown rode the streetcar to its new terminus at S. Carrollton and S. Claiborne Avenues. They transferred to the Tulane bus line from there. The Tulane line provided trackless trolley service until 1964. After 1964, Tulane used regular diesel buses. While the railroads worked with the city on the new Union Passenger Terminal, they trains still stopped right here, a convenience for Uptown passengers. The other “belt service” in New Orleans was on Canal and Esplanade, which we discuss in my book on the Canal line.
This photo is likely from 1950, because the city resurfaced Tulane Avenue. So, they removed the streetcar tracks, leaving the overhead wires for trackless trolleys.
After Pelican Stadium
The stadium became the Fontainebleau Hotel after the stadium was demolished. So, the hotel became a mini-storage facility later. Now it’s condos and storage units.