Streetcar Ticket for the St. Charles Line
Streetcar Ticket from 1868
Riders paid for their fare in the 1860s by purchasing a streetcar ticket. This was the style of the ticket for the New Orleans and Carrollton Railroad Company (NO&CRR) in 1868. While the NO&CRR continued operations through the Southern Rebellion, only one new company the New Orleans City RR Company (NOCRR) operated streetcars during the rebellion years. Streetcar expansion took off in 1866.
The company operated the St. Charles Avenue streetcar line, from 1835 to 1902. In addition to St. Charles, the company operated the Poydras-Magazine, Jackson, and Napoleon lines. The NO&CRR absorbed other operating companies throughout the 1870s to the end of the 19th Century.
Streetcar electrification in New Orleans began in the 1890s. The NO&CRR survived until 1902. The remaining operating companies merged into the New Orleans Railway Company at that time. That company re-organized into the New Orleans Railway and Light Company (NORwy&Lt) in 1905. That consolidated entity became New Orleans Public Service, Incorporated (NOPSI) in 1922.
Mule car operation
When the NO&CRR began operations in 1835, St. Charles used steam engines. The smoke and noise generated complaints up and down the line. So, the line was converted to mule-driven operation in the 1850s. The company followed the NOCRR in the 1860s, operating “bobtail” cars from the Johnson Car Company, up to electrification.
Streetcar protests 1862-1867
Streetcars in New Orleans were segregated until 1958. When Louisiana seceded from the union in 1861, many of the white men went off to war. Their jobs around town still had to be done. So, employers hired free men of color. The lines ran “star” cars, which permitted African-Americans to ride, but all other cars were whites-only. Black men experienced difficulty in getting to work. While employers complained to the transit companies, the operators weren’t very responsive. More “star” cars were needed.
The dynamics changed when the Union Army occupied New Orleans in May, 1862. African-Americans protested segregated operation from then until 1867. Hilary McLaughlin-Stonham details those protests in her article, Race and Protest in New Orleans: Streetcar Integration in the Nineteenth Century. It’s worth a read.
Streetcars Canals Baseball in Mid-City New Orleans
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
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
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
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.
Fortier High School football – FNL
Fortier High School Football
This is a Franck Studios photo of a football team from Alcee Fortier High School. I’m thinking this is from the 1940s rather than the 1950s, but there’s so little to go on in terms of identification. They look like your basic football team from the time before integration.
Alcee Fortier High School
The school opened in 1931. Fortier occupied the Uptown block bounded by Freret, Joseph, Loyola, and Nashville, The main entrance fronted Freret Street. Fortier opened as an all-boys, all-white school. It integrated as part of the school district’s plan, in 1961. The student body lost lost white students steadily through the 1960s and 1970s, due to white flight.
Fortier offered German language classes prior to World War II. It was one of the few schools in the city that taught the language.
Fortier declined dramatically in quality in the 1990s. By the early 2000s, it was rated as one of the worst schools in the city. The Louisiana Legislature pointed to schools like Fortier and demanded changes. They created the Recovery School District. The state tasked RSD with taking over public schools in Orleans Parish. They believed the Orleans Parish School Board could not handle the job any longer.
Within a year of the RSD’s creation, Hurricane Katrina struck. The storm’s aftermath changed all the plans for public schools. RSD permanently closed many schools. Fortier was one of them. RSD authorized charter schools across the city. Those new schools occupied the buildings of many older, failing schools.
Lusher High School
Lusher Elementary School opened on Willow Street in Carrollton in 1917. The school board expanded Lusher, opening a middle school, in 1990. The middle school used the old Carrollton Courthouse. That building housed Benjamin Franklin High School until that school moved to the University of New Orleans campus.
Lusher Elementary and Middle converted to a charter school in the wake of Katrina. The community planned a high school, going back to 2003. The charter enabled them to move on those plans. They opened the Fortier Campus as Lusher High School in 2006.
Single Truck Streetcars were common in 1901
Single Truck Streetcars
Two Ford, Bacon and Davis single truck streetcars on S. Carrollton Avenue in 1901. Here’s the original note attached to the photo:
View of normal condition surrounding transfer point at Carrollton Ave. & Poplar [now Willow] St. from upper side of street–with rear of transfer house–showing two cars–with passengers going each way–
The New Orleans & Carrollton Railroad Company owned these streetcars. The NO&CRR was the first streetcar operator in the city. They owned the St. Charles Avenue line, and its predecessors. The NO&CRR merged together with other struggling operators into New Orleans Railway and Light in 1915. That company became New Orleans Public Service, Incorporated (NOPSI) in 1923.
Ford, Bacon and Davis Streetcars
NO&CRR hired two young engineers from Philadelphia, Frank R. Ford and George W. Bacon to electrify their streetcar lines in 1894. As Ford and Bacon developed the electrification plan, they also also studied the electric streetcars available. While the various New Orleans companies started with single truck streetcars from Brill and others, Ford and Bacon, along with their new partner, George H. Davis, designed a new streetcar for New Orleans. Several companies accepted their design, and FB&D delivered the streetcars in 1896. Those streetcars ran from the old City of Carrollton to the Central Business District.
The Last FB&D
NORTA #29, ex-NOPSI #29, is the last FB&D streetcar. It operates now as a “sand car”. Number 29 goes out on the line when conditions are wet or icy. NORTA’s Rail Department spreads sand on the tracks to improve traction on those days.
Charles T. Yenni photographed these streetcars for a lawsuit. Civil District Court of Orleans parish assigned #62696 to Muller vs New Orleans and Carrollton Rail Road Co. Law firms regularly hired photographers to take pictures of accidents and other claims. Those photographs ended up in various collections at the New Orleans Public Library.
Carrollton Station in 1948
New Orleans Public Service, Incorporated (NOPSI) streetcar 813, on the ladder tracks on Jeanette Street, behind Carrollton Station. Streetcars based uptown returned to the barn by turning onto Jeanette Street from S. Carrollton Ave. They approached the barn, then turned in on one of the “ladder tracks”. Those are the tracks you see in the foreground.
Over the years, NOPSI operated several streetcar stations. By 1948, the Arabella Station on Magazine Street focused on “trackless trolleys”, or “trolley buses”. The streetcars were stored and serviced at Carrollton Station.
NOPSI 813 was a steel, arch roof streetcar. The transit company acquired the 800- and 900-series arch roofs in 1923-1924. The designer was Perley A. Thomas. Thomas worked for the Southern Car Company of High Point, North Carolina, when he created the arch roof design. New Orleans Railway and Light Company, the forerunner to NOPSI, bought arch roofs from Southern from 1910-1915. They became the 400-series streetcars.
The roll board on NOPSI 813 in this photo indicates it operated on the Tulane Belt on this day.
Southern Car Company folded in 1916. So, Thomas started his own company in the wake of the closure. He refined the design and NOPSI placed an large order in 1923. Thomas subcontracted some of the construction to other companies. The arch roof streetcars roll along the St. Charles Avenue line to this day.
800s and 900s
While the arch roofs were similar, the main visible difference between the 800 and 900 series streetcars was the doors. On the 800s, the doors were manual. The motorman (front) and conductor (rear) had to manually operate the doors, like a school bus driver, with a big mechanical handle. On the 900 series streetcars, the doors were powered, so the motorman could just hit a switch.
In 1964, when NOPSI discontinued the Canal Street line, the company kept 35 of the green arch roof streetcars. They were all from the 900 series. A few of the 800s were sold to private concerns like trolley museums, but most were cut in half and destroyed.