Flixible buses that ended the Canal Streetcar.
Aaron Handy III posted this photo a while back:
“Inbound NOPSI Flxible New Look 194, assigned to Canal-Cemeteries, and a piggybacking colleague, both of the 1964 F2D6V-401-1 fleet (194 was next-to-last of the batch), waits at the corner of Canal and Carondelet Streets. May 1975.”
Those green buses are how NOPSI convinced transit riders to give up on the Canal Streetcar. In the late 1950s/early 60s, to get to downtown from Lakeview, you rode the West End bus to City Park Avenue. From there, you transferred to the Canal Streetcar. Hot or cold, rain or shine, you had to switch. In 1962-1963, NOPSI pitched the city and the public with running air-conditioned buses on West End and Canal Blvd. The commuter could board a bus near home and ride in a/c until their downtown stop. No transfer in Mid-City. No sweaty, crowded streetcar. Men in suits and women in stockings arrived ready for work. While there were activists in May of 1964 who tried to stop the conversion, they were way too late to the game. The city approved the plan, most of the ridership agreed, and all the activists could do was sacrifice the Canal line to save St. Charles (their primary goal anyway).
Going home from school
As stated in Aaron’s caption, the 1964 Flixibles were still operating in 1975. That’s when I was at Brother Martin High, 1971-1976. One of the options for getting home was connecting with the Canal Street lines. NOPSI offered the choice of taking the Carrollton line to Canal Street. The other choice was the Broad line to Canal. So, from Broad and Canal or Carrollton and Canal (next to the Manuel’s Hot Tamales stand), we connected outbound.
NOPSI operated three Canal Street lines at the time:
- Cemeteries, which terminated at City Park Avenue.
- Lake Vista (via Canal Blvd), which went up Canal Blvd, along Lakeshore Drive, and terminated at Spanish Fort.
- Lakeshore (via Pontchartrain Blvd), which went up West End Blvd outbound, returning via Pontchartrain Blvd, inbound.
We chose any of the three, since they all passed the connecting corners.
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.
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Talking baseball! Derby Gisclair conversation on NOLA History Guy Podcast 1-June-2019
NOLA History Guy Podcast 1-June-2019
We have a LONG “long-form” podcast today! It’s our second conversation with S. Derby Gisclair, author and historian, about his book, Baseball in New Orleans. I had a great chat with Derby, up at the French Truck Coffee Shop on Magazine Street in the Garden District.
New Orleans Pelicans Baseball
Pelicans manager Jimmy Brown with two Loyola players, Moon Landrieu (l), and Larry Lassalle, 1948.
Most of Baseball in New Orleans focuses on the old New Orleans Pelicans. The club was around, in one form or another, from 1887 to 1977. The New Orleans Zephyrs arrived in 1993. So, the AAA-level club in Denver had to leave that city when they got a team in The Show, the Colorado Rockies. These professional teams anchored baseball interest in New Orleans for over 150 years.
New Orleanians played baseball at several locations in the 1800s. The early Pelicans teams played at Sportsman’s Park. So, this ballpark sat just behind what became the “Halfway House,” later the Orkin Pest Control Building, on City Park Avenue. The ballpark operated from 1886 to 1900. The Pelicans moved to Athletic Park on Tulane Avenue in 1901.
Heinemann Park/Pelican Stadium
In the early years of the Pelicans,Alexander Julius (A.J.) Heinemann, sold soft drinks at Pelicans games. Heinemann eventually joined the board of the club. He acquired the land at the corner of Tulane and S. Carrollton Avenues. So, Heinemann displaced a small amusement park called “White City.” Therefore, the Pelicans had a “serious” home. While the Pels were in the off-season, they moved the bleachers up Tulane Avenue to the new ground. The Pelicans played at Heinemann Park, later named Pelican Stadium, until its demolition in 1957. Derby has lots of stories about the ballpark in NOLA History Guy Podcast 1-June-2019.
Other Baseball Leagues
St. Aloysius and Loyola star (later Brother Martin and UNO coach) Tom Schwaner
Numerous leagues played in New Orleans. While the Pels played, amateur leagues also organized. They included workers at stores and businesses. So, these leagues played at local parks. High School and college teams also played. Derby’s books chronicle those teams. Special shout-outs to the “Brothers Boys! So, several BOSH young men appear in the book. So, one of them was St. Aloysius and Loyola Grad Tom Schwaner. Schwaner also coached Brother Martin and UNO. So, Gisclair also mentions the strong teams at Brother Martin High School in the early 1980s.
The Books of NOLA History Guy Podcast 1-June-2019
Publisher: Arcadia Publishing (SC)
Publication Date: March 24th, 2004
Series: Images of Baseball
Publisher: Arcadia Publishing (SC)
Publication Date: January 2007
Series: Images of Baseball
Publisher: McFarland & Company
Publication Date: March 15th, 2019
Last Week’s Podcast, where we talk with Derby about Early Baseball.
The Bernadotte Street Yard ran from Canal Blvd. to Jefferson Davis Parkway
Sanborn fire map from the 1940s, showing detail in Mid-City New Orleans. Full PDF here.
Bernadotte Street Yard
Throughout the first half of the 20th Century, the portion of Mid-City that ran from Jefferson Davis Parkway to City Park Avenue was much narrower than the neighborhood is today. On the western side, Mid-City extended to the New Canal. From there, the neighborhood ran west, crossing Banks, Canal, and Bienville Streets. Mid-City hit a dead end one block past Bienville. So, the Bernadotte Street railroad yard began at Conti Street, essentially cutting off Mid-City from Bayou St. John.
New Orleans Terminal Company
The New Orleans Terminal Company (NOTC) built a railroad link from Canal and Basin Streets. It ran through Faubourg Treme, then down St. Louis Street, out to Florida Avenue. So, this connected the company’s passenger terminal downtown with the “Back Belt” owned by Southern Railway. Southern moved their passenger operations from their station on Press Street to Canal Street in 1916. Therefore, NOTC made a solid investment.
In addition to connecting Canal Street with the Southern Railway’s track, the NOTC link became the foundation for an industrial corridor. So, NOTC built a railroad yard at the Canal Blvd end of the link. Southern Railway leased the yard from NOTC. Southern referred to it as the “Bernadotte Street Yard.”
The image above is part of a Sanborn fire map from the 1940s. It shows the American Can Company factory on the right, on Orleans Avenue.The map details the various warehouses and other industrial sites. The borders are Jefferson Davis Parkway to N. Carrollton Avenue, Bienville Street to Orleans Avenue. Additionally, this area included a Southern Railway engine facility. That facility had a turntable and roundhouse.
To be contnued…
The Bernadotte Street Yard is relevant to a number of my research interests. So, I’ve got a fiction project in my head that may play out on passenger trains. That means Terminal Station. The station’s proximity to Krauss Department Store is also significant. I regularly watch rail activity on the Back Belt, on Canal Blvd. The mouth of the yard is not far away. In other words, come back periodically for more on this area.
If you didn’t have air-condition or a lot of fans, you might have lived in screen porch houses growing up.
(cross-posted to Eloquent Profanity)
House with a screen porch on Iberville Street in #NOLAMidCity
Screen porch houses
Before central air-conditioning became part of everyday home life, screen porch houses lined the blocks of New Orleans neighborhoods. Residents escaped the heat of summer by going outside. There were two problems with being directly outside, though. First, most folks avoided direct sunlight and sunburn. Second, the mosquitoes! So, homeowners screened in their front porches. Screens allowed the breeze in, but not the bugs. The offered protection from the sun. The wood floor gave the rocking chair a smooth surface.
Nothing to fans to a/c
It’s hard to remember a time before so many homes in New Orleans had air-conditioning. By 2011, 88% of homes in the United States were built with central a/c. Prior to the suburban expansions of the late 1960s/early 1970s, homes lacked a/c. While many were retro-fitted with wall units in bedrooms, living spaces often were not. Families believed you should go outside. Sit on the porch. Talk to the neighbors. Many a writer and literary critic supports the notion that central air conditioning dramatically changed the genre of “Southern Literature”, because people just didn’t socialize like they used to. They holed up inside and stayed cool.
There’s a lot of merit to this concept, In New Orleans, we sit outside for a few weeks in the Spring and the Fall. The rainy season (what the northern parts of the US call, “Winter”) just doesn’t accommodate outside activity. The humidity of the Summer and early Fall drain us.
New Orleans homes
Not everyone has a Spanish Colonial courtyard to retreat to on a hot day. Shotgun homes offer good airflow, but privacy concerns often outweigh the breeze running through the house. That leaves the backyard. Thing is, the backyard isolates the family from the neighborhood. Porch-sitting brings folks together.
Arch Roof Streetcars stack up at the Cemeteries Terminal, 1963
Five arch roof streetcars at the Cemeteries Terminal, Canal Street, 1963 (Connecticut Archives photo)
Arch Roof Streetcars in 1963
The 1923-vintage 800- and 900-series arch roof streetcars serviced the Canal line starting in the 1930s. Prior to 1935, the American Car Company’s “Palace” cars ran on Canal. New Orleans Public Service, Incorporated (NOPSI) standardized streetcar operations when the company took over the system. They liked the Perley A. Thomas, arch roof design. Since NOPSI wanted to phase out streetcar operations in favor of buses, they used these cars everywhere. Preparations to convert Canal to buses began in 1959. By 1963, NOPSI reached the ready point. Still, the busiest line in the city had to keep going, so the arch roof streetcars kept moving.
The Canal line
The Canal Street line terminated at the Cemeteries since the 1930s. After “belt service” was discontinued, the streetcars made a left-turn onto City Park Avenue. They came to a stop on City Park Avenue. A switch in the street enabled the streetcars to change tracks to from outbound to inbound and vice versa. The West End line continued up City Park Avenue, turning at the New Basin Canal for the run up to Lake Pontchartrain.
When West End converted to buses in 1947, NOPSI re-designed the Cemeteries Terminal. They removed the left-turn onto City Park. NOPSI installed a double-slip switch in the Canal Street neutral ground. That switch/terminal remained until June of 1964. NOPSI removed all the track at that time. Bus operation replaced the arch roof streetcars. The Canal (Cemeteries) bus line made a right-turn from Canal Street. The buses went half a block to the start of Canal Boulevard, then pulled into a U-turn terminal in the 5600 block of Canal Blvd.
In this photo, five cars are in/near the terminal. The streetcar on the left is on the inbound track, behind the switch. The second car from the left enters the switch from the outbound track, starting its inbound run. This was common for the Cemeteries Terminal. This happens regularly at S. Carrollton and S. Claiborne, at the end of the St. Charles line.
The three streetcars to the right wait on the outbound track. When the first two cars depart for downtown, those cars will enter both sides of the terminal. They depart per the schedule.
The Cemeteries Terminal changed when streetcars returned to Canal in 2004. Instead of a a two-track terminal, the line came down to a single track. Outbound streetcars stopped just before a single crossover. The lead outbound car rode through the switch, to the end bumper. The operator changed the poles. Upon departure, the streetcar crossed to the inbound track. Streetcars waited, similar to the three on the right in the photo, for their turn to go through the switch.
The 2000-series streetcars used today ride through the Canal/City Park intersection, to Canal Blvd. The current incarnation of the terminal consists of two u-turn tracks. Canal uses point-to-loop operation.