Metairie Cemetery is the site of the Washington Artillery Cenotaph.
Washington Artillery Cenotaph
George Mugnier photo (courtesy NOPL) of the Washington Artillery Cenotaph in Metairie Cemetery. A “cenotaph” is an empty tomb. They serve as monuments to people buried elsewhere. So, the United States Army formed the Washington Artillery (WA) in 1838. It is now the 141st Field Artillery Regiment. The unit is attached to the Louisiana National Guard. In 1861, the government of Louisiana took control of the unit. It was a battalion at the time. WA fought as part of the main rebel force. WA re-organized in the 1870s.
The Washington Artillery Association raised funds for a monument to the battalion in 1879. The unit consisted of four companies at the time. Additionally, a fought with the Army of Tennessee. So, the association accepted proposals from various architects, They chose the design submitted by Charles A. Orleans. Orleans proposal included a sculpture by Alexander Doyle. Doyle imagined a figure of an artillery private, holding a “sponge.” The sponge was fixed to a ramrod. Gunners used them to clean out a just-fired gun. So, the cenotaph’s price tag was $10,000. Donations ranging from $25 to $250 came in to cover the costs.
While the unit fought for twenty years in the Union Army, the monument honors the rebel years. The roll of the dead listed members of the unit killed during that period. The battle honors initially engraved on the cenotaph began with Bull Run. Mexican War honors were not listed. The list of engagements shows just how active and effective the unit was.
The Association dedicated the cenotaph on February 23, 1880. A thousand people came out to honor the unit. The unit and its veterans association updated the cenotaph, expanding the battle honors as the battalion returned to active duty with the Army. The 141st hold a memorial annually at the cenotaph, as part of the unit’s heritage and traditions.
The 1929 transit car strike left a lot of Palace car damage.
Palace car damage
Photo of New Orleans Public Service, Incorporated (NOPSI) streetcar 625, an American Car Company “Palace” streetcar, photographed on 2-July-1929, showing damage by vandals. The motormen and conductors operating the city’s streetcars struck NOPSI on 1-July-1929. Those workers inflicted a great deal of damage to streetcars, tracks, and stations overnight, 30-June/1-July, and into 2-July. This photo, taken by Franck Studios, is part of a series documenting that damage for NOPSI’s lawyers. NOPSI 625’s roll board indicates it last operated on the West End line, likely on 30-June. The operator parked the streetcar at Canal Station. That station stood on the original site of the New Orleans City Railroad Company’s car and mule barns, built in 1861. By the 1920s, several of the original buildings remained. The public notices like the one tacked up on the end of the streetcar went out on 11-July-1929, so that may specifically date this photo.
The 1929 Strike
The Amalgamated Association of Street and Electric Railway Employees of America, Division No. 194, negotiated with transit managers for NOPSI for several years, in the run-up to 1-July-1929. Talks broke down that Summer, and the union called for a strike. The motormen and conductors took destructive actions overnight. They vandalized a number of streetcars, particular at Canal Station, along with track on Canal Street. They also vandalized the station itself.
While the story of the invention/creation of the po-boy sandwich offers a romanticized version of the four months of the strike. It’s clear, however, that the circumstances were anything but romantic. While the violence of the first two days of the strike subsided, it picked up again by 5-July. NOPSI decided not to operate any streetcars from 1-4 July.
On 5-July-1929, NOPSI brought in strike-breakers in an attempt to restore streetcar service. One Palace streetcar departed Canal Station that Saturday morning. Crowds of union members and their supporters blocked Canal Station and the other streetcar barns after that first streetcar left. The lone streetcar traveled down Canal Street to Liberty Place. The crowd followed it, eventually surrounding the car. They pulled the strike breakers off the car and set it on fire.
The Canal Lakeshore bus took over for the West End line.
Canal Lakeshore bus
Photo of Canal Street, showing Flxible buses operating on the various “Canal Street” lines, after the conversion of the Canal line to buses in 1964. NOPSI cut back streetcar operations on Canal Street to a single block, on what was the inbound outside track. Arch roof streetcars on the St. Charles line, like the one in the photo. I can’t make out which of the 35 remaining 1923-vintage streetcars makes the turn on the left side. If you can sort it out, let me know. The photographer stands in the “Canal Street Zone,” just on the river side of St. Charles Avenue.
Post-streetcar Canal buses
The official name for the line NOPSI 314 rolls on in this photo is, “Canal – Lakeshore via Pontchartrain Boulevard.” Here’s the route.
- Canal Street and the river
- “Canal Street Zone” lakebound to Claiborne Avenue
- Merge into auto lanes at Claiborne, continue outbound to City Park Avenue
- Left turn at City Park Avenue
- Right Turn at West End Blvd.
- Left turn under the Pontchartrain Expressway (later I-10) overpass at Metairie Road.
- Right turn onto Pontchartrain Boulevard
- Continue outbound on Pontchartrain Boulevard
- Right-turn on Fleur-de-lis Avenue (prior to I-10)
- Curve around on Pontchartrain Blvd, go under I-10, continue to Fleur-de-Lis. Left turn onto Fleur-de-Lis. (after I-10)
- Lakebound on Fleur-de-Lis to Veterans
- Right on Veterans to West End Blvd.
- Left on West End to Robert E. Lee Blvd. (Now Allen Toussant Blvd.)
- Right on Toussaint to Canal Blvd.
- Left on Canal Blvd to bus terminal at the lake.
- Depart Canal Blvd terminal, riverbound.
- Right turn on Toussaint to Pontchartrain Blvd.
- Pontchartrain Blvd to Veterans, right turn on Veterans
- Left turn on Fleur-de-Lis
- Fleur-de-Lis back to Pontchartrain Blvd.
- Pontchartrain Blvd to City Park Avenue
- Left on City Park Avenue, the right onto Canal Street
- Canal Street, riverbound to the river.
This route, was one of the main killers of the Canal streetcars. Air-conditioning all the way into town. No change from West End to the streetcar at City Park Avenue.
Canal buses in the 1970s
By the time I rode the Canal buses in the 1970s, on my way to and from Brother Martin, I could hop on any of the three Canal lines, to get to City Park Avenue. Canal Cemeteries ended at City Park Avenue. Canal-Lake Vista and Canal-Lakeshore split there, but all I needed was to get to the outbound Veterans bus.
City Park contains some of the oldest trees in New Orleans, including Suicide Oak.
Postcard from the V.O. Hammon Publishing Company, early 1900s. This tree got its name because sixteen men took their lives over a period of twelve years, in the 1890s into the 1900s. The name stuck. This tree is not far from the famous “Duelling Oak.” Several photos of the time group the trees together as the “old duelling ground” on the Allard Plantation.
Outside the city
The Allard Plantation comprised a large portion of what is now New Orleans City Park. The land operated as a sugar cane plantation. In the mid-19th century, businessman and philanthropist John McDonogh (the guy all the schools were named after) acquired the land. The owners fell in arrears with the city. To recover unpaid taxes. The city seized the plantation. They sold the plantation at auction, with McDonogh purchasing it. When he died, McDonogh donated the land to the city. While it took another 30ish years to formally convert plantation to park, it did happen.
Even though the Allard Plantation grew sugar cane, the owners maintained the magnificent oaks near the main house. The land near Bayou Metairie, was too marshy for large-scale agriculture. So, the oaks served as cool, shady surroundings for the owners.
Gentlemen of New Orleans often followed the European tradition of settling disagreements with “affairs of honor.” If a man felt aggrieved by words or actions of another, he could “demand satisfaction.” from the other party. Many duels ended up with both parties walking away. The usual terms negotiated by the seconds (friends of the duelling parties) specified that duels should end when honor was satisfied. This usually meant blood drawn by a sword, or both participants surviving pistol shots.
The possibility of someone dying complicated the duel. Sure, if honor was satisfied, everyone could retire to a restaurant for brunch, but that sword or pistol ball could find its target. Spanish Colonial government considered a death in a duel to be murder. When such a death happened in the city limits, the duel’s winner could be arrested, tried, and even executed for murder.The United States held the same position as the Spanish with respect to duels.
So, duellers required a location outside the city limits and away from witnesses. The oaks of Allard offered privacy, for both affairs of honor, and more private, unfortunate acts.
1964 Transit Improvement Program ended the Canal streetcar line.
1964 Transit Improvement
Flyer updating riders on the 1964 Transit Improvement Program. New Orleans Public Service, Incorporated (NOPSI) planned the removal of streetcars from the Canal Street line for May 31, 1964. While advocacy groups organized in late 1963/early 1964 to oppose the program, it was too little, too late. The plans for this removal began in late 1959.
This flyer emphasizes the advantages of switching Canal to bus service. NOPSI rolled out new buses as part of this “improvement.” Those Flixible company buses were air-conditioned. Riders in Lakeview and Lakeshore could get on the bus close to the house and ride all the way into the CBD.
This flyer promotes the Phase 2 changes. In Phase 1 of 1964 Transit Improvement, the city cut back the width of the Canal Street neutral ground. This allowed for three traffic lanes on either side of the street. When streetcars returned to Canal Street in 2004, the New Orleans Regional Transit Authority (NORTA, successor to NOPSI’s transit operations) built a single-track terminal at Canal Street and City Park Avenue. There was no space to re-create the two-track end of the line. So, at the time, New Orleanians approved these changes. Preservationists were caught off guard.
NOPSI immediately cut down the electric overhead wires on 31-May-1964, as part of Phase 2 of 1964 Transit Improvement. The city ripped up the streetcar tracks within weeks of the switch to buses. Additionally, the air-conditioning started on 31-May.
NOPSI expanded the “suburban” bus lines. They extended buses going to West End and Lakeview into downtown. Streetcars on the Canal line ended their runs at City Park Avenue. So, a rider living, say, off Fleur-de-Lis Avenue walked to Pontchartrain Blvd. They caught the bus to City Park Avenue, transferring there to the streetcar. While that doesn’t sound like a big deal, NOPSI discovered an opportunity. The rider starts on a bus with a/c, but switches to a hot, humid streetcar. If it’s raining, well, you get the idea.
Additionally, NOPSI offered an enhanced service, the “express” lines. Express 80 followed the Canal-Lake Vista (via Canal Boulevard) route. For an extra nickel, riders boarded Express 80 rather than the regular line. When the express bus reached City Park Avenue, Express 80 made no stops until Claiborne Avenue. Same for Express 81, which followed the Canal-Lakeshore via Pontchartrain Boulevard line. So that rider could not only stay on the bus from home, they got to the office that much quicker.
Downtown workers relied upon public transit so much more in 1964. When something is part of your day-to-day routine, improvements that enhance your experience are easy to sell. Preserving forty-year old streetcars didn’t seem like a big deal compared to not sweating through your clothes by the time you arrived at work.
Thanks to Aaron Handy, III, for this image of the flyer!
Metairie Cemetery main entrance in the early 1900s.
Metairie Cemetery main entrance
Postcard from the V. O. Hammon Collection, Newberry Library, University of Illinois. The Metairie Cemetery main entrance at Pontchartrain Boulevard and Metairie Road, in the early 1900s. The handwritten caption says, “Left, Moriarity (sic) Monument, right, Army of Tennessee Statue of Albert Sidney Johnston.” The water in the foreground is the west bank of the New Canal. The two monuments mentioned are behind the gatehouse and its green fence.
Pontchartrain Boulevard and Metairie Road
Prior to the closure of the New Canal (1949), the Metairie Cemetery main entrance stood here at the Southeast corner of the property. Visitors to the Cemetery crossed the canal at the Metairie Road bridge, entering under the archways visible in this postcard. Funeral processions went directly from here to the specific tomb, mausoleum, or coping. In cases where a tomb wasn’t ready for the deceased, the remains were placed in the Receiving Vault. This chapel/vault stands directly behind the gatehouse. The cemetery demolished this gatehouse after the entrance was moved. So, this corner now features the (Tom) Benson family vault. Additionally, a small fence and gate stands on the corner.
Moriarty at the Metairie Cemetery Main Entrance
Daniel A. Moriarty immigrated to New Orleans from Ireland. He arrived poor and amassed a good bit of wealth in the second half of the 19th Century. Moriarty married Mary Farrell, a New Orleans woman who came from money. She was a good bit older than her husband. The combination of his poor Irish roots and the age difference of the couple left them out of “polite society.” When Mary died, Daniel built an 80-foot monument on top of the tomb. The four sculptures at the base of the monument are, Faith, Hope, Charity, and Memory. So, the urban legend/joke is that it’s Faith, Hope, Charity, and Mrs. Moriarty. Given Daniel’s disdain for New Orleans Society, there may be more than a grain of truth in the legend.
After the city filled in the New Canal in 1949-1950, they built the Pontchartrain Expressway. The cemetery moved the main entrance to its current location up Pontchartrain Boulevard.