Ride the bus or streetcar to the game, come back to the French Quarter for fine dining.
Enjoying Sugar Bowl Dining
With fans from Baylor University and the University of Tennessee in town for the Sugar Bowl game on New Year’s Day, even the established, “old line” restaurants took out ads in the Times-Picayune.
Beakfast at Brenna’s, all day.
Brennan’s French Restaurant served “Breakfast At Brennan’s,” with Eggs Hussarde or Eggs St. Denis, all day long. They also recommended Lamb Chops Mirabeau, as well as the rest of a very popular menu of French cuisine. Brennan’s, Still There More at 417 Royal Street, across from the Louisiana Supreme Court building.
“the gourmet’s choice…The House of Antoine for 117 years…National polls have placed Antoine’s top on their list of fine restaurants of America and the world. Antoine’s Restaurant, 713 St. Louis Street in the French Quarter. Roy L. Alciatore, Proprieter.
Arnaud’s Restaurant in the French Quarter.
Germaine Cazenave Wells, Owner and Manager of Restaurant Arnaud’s, and daughter of Count Arnaud, the founder, welcomed Sugar Bowl visitors. “The Paris of the South,” Arnaud’s, still at 813 Bienville Street.
Commander’s Palace in the Garden District
“a command performance for generations, the toast of Kings and Queens of Mardi Gras, Commander’s Palace where each meal is a command performance–delicious french cuisine expertly prepared and graciously served.”
Since 1880, Commander’s Palace – “Dining in the Grand Manner,” Washington Avenue at Coliseum.
Lenfant’s, Poydras and S. Claiborne and Canal Blvd.
Lenfant’s operated two locations in 1956, 537 S. Claiborne and Poydras, and 5236 Canal Blvd. The Special Turkey New Year’s Dinner served to 4 P. M., a la carte after 4pm. “Plenty of Parking Space Available at Both Locations.” Lenfant’s, particularly the Canal Blvd. location, attracted locals not looking to mingle with football visitors.
T. Pittari’s, 31-December-1956
“The Famous T. Pittari’s – Directly on your route–to and from The Sugar Bowl Game” at 4200 So. Claiborne. Pittari’s aggressive marketing via downtown hotels attracted visitors. While they came for the lobster and other exotic dishes, locals went to Pittari’s for their popular Creole-Italian dishes.
Amtrak Crescent #20, 29-December-2022, departing New Orleans. AMTK 164, a GE P42-DC “Genesis” in the lead, with AMTK 514, a GE P32-8WH (commonly referred to as a “Dash-8”) behind. Crescent #20 departs Union Passenger Terminal (NOL) at 0915CST. It runs parallel to I-10, which was a navigation canal until 1949. The track continues trough Mid-City New Orleans, turning east when it reaches the Norfolk-Southern “Back Belt.” this connection is directly behind Greenwood Cemetery. Prior to the opening of UPT in 1954, Southern Railway operated the Crescent. That train operated from the L&N terminal at Canal Street and the river.
Once on the Back Belt, there are no grade crossings through the city. The train crosses Lake Pontchartrain on the NS “five-mile bridge” to its first stop in Slidell, LA. From Slidell, it’s off through Mississippi and Alabama to Atlanta, then on to DC, ending at New York’s Penn Station (NYP).
The Crescent operates “Viewliner” equipment, rather than the “Superliners” used on the City of New Orleans and Sunset Limited. The current consist is 3 coaches, 1 cafe car, 2 sleepers, and a bag-dorm. It’s used this consist since vaccinations for COVID-19 became wide spread. Prior to vaccinations, the route went down to 3-day-per-week operations with two coaches and a single sleeper. Amtrak discontinued dining car service on the Crescent prior to the pandemic.
Illustration of Amtrak Dash-8 locomotives in “Pepsi Can” livery by JakkrapholThailand93 on Deviant Art.
Amtrak replaced their EMD F40PH units with Dash-8s. GE delivered this locomotive to Amtrak in 1991. They wore the “Pepsi Can” livery for years.
AMTK 514 is based here at NOL. The NOL crew operate 514 as a switcher to stage the Crescent, City of New Orleans, and Sunset Limited. The Dash-8 steps in for a run to NYP when weather and scheduling messes up the Genesis count.
AMTK 164, a GE P42DC “Genesis” locomotive, pulling the Crescent #20, 29-December-2022. Edward Branley photo.
By the mid-1990s, Amtrak replaced the Dash-8s with GE P42DC “Genesis” locomotives like AMTK 164, shown here.
The Amtrak Crescent #20 led by an Anniversary locomotive.
Crescent #20 to New York
Amtrak Crescent #20 heads north to Atlanta, DC, and New York (Penn Station), 30-November-2022. AMTK 160 pulls the train, supported by AMTK 142. Both locomotives are GE P42DC “Genesis” models. The Genesis locos travel all the major Amtrak routes. The special paint scheme for AMTK 160 is the “Pepsi Can” livery. It’s one of six locos specially painted for the railroad’s 50th anniversary. The special “50th” logo is visible at the rear of the locomotive. The train crosses the Canal Boulevard underpass in the Lakeview neighborhood of New Orleans. It travels East, then North, crossing Lake Pontchartrain to its first stop in Slidell, LA.
The Crescent route, from New Orleans to New York, began in 1925. While railroads operated trains to and from New York before this, Southern Railway created the “Crescent” brand that year. Southern retained the Crescent route until 1979. Amtrak assumed control then.
AMTK 160 bears the livery used on the railroad’s GE C40-8W locomotives. Those engines had the nickname “Dash-8.” Amtrak purchased a number of Dash-8s from General Electric in the 1990s. Their red-white-blue paint scheme bore a resemblance to a can of Pepsi-Cola. So, the nickname stuck.
Amtrak Dash-8s operate mostly in support roles these days. One calls NOL home, used mostly as a switcher between the engine house and UPT. Occasionally, a Dash-8 joins a Genesis for the Crescent run. Since none of the Dash-8s regularly pull trains, Amtrak painted AMTK 160 in honor of them.
The Back Belt
I usually catch the Crescent #20 at Canal Boulevard. There’s a PJ’s Coffee Shop right at the river side of the train underpass. We call those tracks the “Back Belt.” They’re originate in Jefferson Parish and run up to the 5-mile railroad bridge crossing Lake Pontchartrain. New Orleans Terminal Company originally built the Back Belt. Southern Railway acquired NOTC in 1916.
Express 80 bus service made it easy to discontinue streetcar service.
Express 80 bus in Lakeview (NOPSI photo)
NOPSI’s Express 80
From the late-1960s, riders board a NOPSI bus on the Express 80 route. NOPSI operated this line as an “express” option to its Canal – Lake Vista via Canal Blvd line. The bus, NOPSI 251, is a General Motors “New Looks” bus. They, along with buses from Flxable, replaced the maroon and cream GM “Old Looks” buses, and similar designs from White. The sign at the top front advertises color televisions. The amber lights on either side of the roll board (the route designator) flashed, informing riders this was an express bus rather than the local.
The Canal-Lake Vista and Express 80 lines shared the same basic route:
Canal Street at Liberty Place
Lakebound on Canal Street to City Park Avenue
Right on City Park Avenue
Immediate left onto Canal Boulevard to Toussaint
Right on Allen Toussaint Boulevard to Marconi
Left on Marconi Boulevard to Lakeshore Drive
Right onto Lakeshore Drive to Beauregard
Right on Beauregard Avenue to Toussaint. (Spanish Fort Terminal)
Right onto Toussaint, heading west to Canal Blvd
Left on Canal Blvd to City Park Avenue
Right, then left, onto Canal Street
Canal Street to Liberty Place
The difference between the local route and Express 80 was that Canal-Lake Vista made every stop along the way. When the outbound Express 80 reached Canal Street and Claiborne Avenue, it didn’t stop again until City Park Avenue. The bus resumed stops from there.
Riders paid fifteen cents for local bus service at this time. Transfers were free. NOPSI charged an additional nickel for the express lines. When I was a student at Brother Martin High, 1971-1976, I often rode home via Gentilly and Lakeview. We took the Cartier Line (Mirabeau to St. Bernard to Spanish Fort), then Canal-Lake Vista, up to City Park Avenue. I caught the Veterans bus there. Or, if the connections worked. I transferred to the Canal-Lakeshore bus at Canal Blvd and Toussaint. I rode that bus up to the old State Police Troop B station (now the OMV) on Veterans. That’s where I would pick up the Vets bus. When catching either Express 80 or Express 81 (the Lakeshore express), the drivers let me slide on the extra nickel. They knew I was getting off before they went into express service.
Fares in the 1970s went up from fifteen cents to a quarter, with the extra five cents for express.
Sinking the steetcars
How did the express lines help NOPSI discontinue streetcar service on Canal? The Lakeview and West End buses went to the Cemeteries, then turned around. Riders transferred to the green, 1923-vintage arch roof streetcars there. Look at the men in this photo, dressed in business suits. They switched from air-conditioned buses to hot, humid, open-window streetcars. There was no romance of “A Streetcar Named Desire!” So, NOPSI offered them one a/c bus from, say, Harrison Avenue and Canal (or Pontchartrain) into town. That sealed the fate of the Canal line.
MOW (Maintenance of Way) equipment keeps the trains running.
Norfolk Southern MOW vehicles changing direction on the Back Belt.
MOW equipment and trucks
Norfolk Southern Maintenance of Way (MOW) equipment along the Back Belt in New Orleans. These units perform regular work on the rails to insure quality. These vehicles are a ballast clearer and a spike repair unit. They maintain the track leading out to the 5-mile bridge and down to the NS Gentilly Yard.
The Back Belt
The Back Belt originates in Jefferson Parish, joining with the Kansas City Southern and Canadian National (formerly Illinois Central) main lines. As it reaches Orleans Parish, these tracks join with the New Orleans Terminal Company trackage at the New Basin Canal. The Pontchartrain Expressway replaced the canal in 1949. Now, the highway is part of I-10. New Orleans Terminal Company merged with the Southern Railway system (now Norfolk-Southern Railroad) in 1916. The NOTC track led out of old Union Station on S. Rampart Street. Union Passenger Terminal used the track starting in 1954. The Amtrak Crescent follows this track to the Back Belt, then out of town.
Types of MOW cars
Norfolk Southern operates a number of maintenance cars, including:
The top photo shows these units at work on the Back Belt. They use the crossovers between Marconi Drive and the track leading to UPT to change directions.
Norfolk Southern maintenance vehicles parked at the mouth of the old Bernadotte Yard, Mid-City
This photo shows the vehicles parked at the mouth of Southern Railway’s former Bernadotte Yard. These tracks are just to the east of Canal Boulevard. This rail yard was a mainstay of Southern’s local operations from the 1920s to the 1950s. Now, there are a couple of customers along the old access line in Mid-City. When the MOW units are working this area for a few days, the railroad parks them here.
Norfolk Southern maintenance pick-up truck (top), on the Back Belt
Trucks owned by the railroad appear regularly on the Back Belt. These units run with both rubber tires and steel train wheels. The truck pulls up to the track, and gets aligned. Then the driver lowers the steel wheels down. The truck proceeds as a train car! It’s a good way to do quick visual inspections, or move personnel up and down the line. A train’s coming? No problem, raise the wheels and roll down on the tires to a street.
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.