Podcast – Cemeteries Terminal on Canal Street

The Cemeteries Terminal

Cemeteries Terminal

Bus Shelter for the Esplanade line, on Canal Boulevard.

The Cemeteries Terminal at the Foot of Canal

Cemeteries Terminal

NORTA 2003, outbound, pauses before the Cemeteries Terminal, to let NORTA 2019 leave.

The Cemeteries Terminal expansion project begins just over a week from now. Let’s explore the history of Canal’s end of the line.

1861 to 1894 – Mule-Drawn Streetcars

Canal Street at St. Charles Avenue (left) and Royal Street (right), 1865 (Blessing photo)

The Canal Streetcar line opened in June of 1861. It ran from St. Charles Avenue and Canal, originally to the New Orleans City Railroad Company barn on Canal at N. White. In August, 1861, the line was extended to the cemeteries.

1901 to 1925 – Belt Service

riding the belt

“Palace” Car on a test run on the Esplanade Belt, 1911. (courtesy NOPL)

Ridin’ the Belt – The Canal Street and Esplanade Avenue lines operated as belt service from 1901 to 1925. Check out our podcast on belt operation. In addition to Canal/Esplanade, St. Charles and Tulane also operated as a belt.

1925 to 1951

cemeteries terminal

Canal and City Park Avenue, before the left-turn tracks were ripped up, 1951.

Belt service on Canal/Esplanade was discontinued in 1925. The right-turn tracks were ripped up, but the left-turn remained, so streetcars on the West End line could head out to the lakefront.

1951 to 1964

Cemeteries Terminal

Cemeteries Terminal, 1963 (Courtesy Streetcar Mike)

Cemeteries Terminal

Cemeteries Terminal, 1951 (Franck Studios for NOPSI)

When the West End line converted to buses in 1948, the left-turn tracks on Canal Street were no longer needed. NOPSI and the city built a two-track terminal at the foot of Canal, then ripped up the turn tracks. In 1964, all the streetcar tracks on Canal Street were ripped up, after the last run of the Canal line.

2004 to Present

NOLA.com article on the Cemeteries Terminal expansion by Beau Evans.

NORTA announcement on the project.

cemeteries terminal

Current bus terminal on Canal Boulevard.

Canal Boulevard at present has three bus-turn lanes in the first block.

Cemeteries Terminal

Plan for extending Canal Street line into Canal Blvd. (NORTA drawing, photo courtesy Beau Evans, NOLA.com)

The plan for the Cemeteries Terminal expansion. The streetcar will turn right from Canal, loop around on Canal Boulevard, then return to Canal Street.

Cemeteries Terminal

The Bulldog, a pub on Canal Blvd, directly across from the bus terminal.

One of the businesses near the construction is The Bulldog, a Canal Street watering hole.

Buy Edward’s Book!

New Orleans: The Canal Streetcar Line (Arcadia’s Images of America Series)

cemeteries terminal

New Orleans: The Canal Streetcar Line

The clanging of a streetcar’s bell conjures images of a time when street railways were a normal part of life in the city. Historic Canal Street represents the common ground between old and new with buses driving alongside steel rails and electric wires that once guided streetcars.

New Orleans was one of the first cities to embrace street railways, and the city’s love affair with streetcars has never ceased. New Orleans: The Canal Streetcar Line showcases photographs, diagrams, and maps that detail the rail line from its origin and golden years, its decline and disappearance for almost 40 years, and its return to operation. From the French Quarter to the cemeteries, the Canal Line ran through the heart of the city and linked the Creole Faubourgs with the new neighborhoods that stretched to Lake Pontchartrain.

Podcast – Riding the Belt – Streetcar Belt Service in New Orleans

Podcast – Riding the Belt – Streetcar Belt Service in New Orleans

Streetcar Belt Service

I was truly surprised when I mentioned “riding the belt” at my “Second Thursday” lecture for the Friends of the Cabildo earlier this month, and nobody knew the term. Now, I’m 58, and the St. Charles/Tulane belt service ended in 1950, but there have always been folks older than me who remember this.

Streetcar Belt Service for Seven Cents

streetcar belt service

NOPSI 434 on the St. Charles Belt, 1947 (courtesy George Friedman)

Belt service was practical. The idea was for streetcars to run in a loop. Cars on one line would go in one direction, cars on the other line in the opposite direction. So, from 1900 to 1950, the St. Charles line went outbound. Starting at Canal and Rampart:

  • Inbound (towards the river) on Canal
  • Right turn onto St. Charles Avenue
  • Outbound (towards uptown) on St. Charles
  • Right turn onto S. Carrollton
  • Outbound (heading towards Mid-City) on S. Carrollton
  • Right turn on Tulane Avenue
  • Inbound (towards the CBD) on Tulane
  • Tulane to Elk Place
  • Elk Place to Canal
  • Back at Canal and Rampart

The cars whose roll boards said TULANE ran this in reverse, Elk to Tulane to S. Carrollton. Then, left turn onto St. Charles, inbound to Lee Circle. Curve around Lee Circle to Howard, then right turn on Carondelet (since St. Charles between Canal and Lee Circle is one way the other way). Left turn at Carondelet and Canal to Rampart.

streetcar belt service

NOPSI 817 on the Tulane Belt at the New Basin Canal Bridge (courtesy George Friedman)

Equipment on the St. Charles/Tulane belt was Brill double-trucks until 1915, then 400-series arch roof cars. In 1923, 800-900 series arch roofs also ran on these lines.

streetcar belt service

NOPSI 1182 trackless trolley at Canal Station (courtesy Streetcar Mike)

Belt service was discontinued in 1950, when the New Basin Canal was filled in, forcing changes in roads and traffic patterns. Tulane line converted to trackless trolleys in 1950. St. Charles was re-configured to its present-day route.

Canal/Esplanade Belts

streetcar belt service

“Palace” Car on a test run on the Esplanade Belt, 1911. (courtesy NOPL)

Riding the belt also was a thing on the downtown side of Canal, from 1903 to 1931. The Canal and Esplanade lines ran streetcar belt service as follows:


  • Outbound on Canal Street from N. Rampart
  • Canal Street to City Park Avenue
  • Right turn on City Park Avenue to the bayou bridge.
  • Cross the bayou, then inbound on Esplanade Avenue
  • Right turn from Esplanade onto N. Rampart
  • Left turn onto Canal Street from N. Rampart
  • Inbound on Canal to Liberty Place
  • Loop around Liberty Place
  • Outbound on Canal to N. Rampart



  • Inbound at Canal and N. Rampart to Liberty Place
  • Loop around Liberty Place
  • Outbound on Canal to N. Rampart
  • Right turn onto N. Rampart
  • Left turn onto Esplanade
  • Outbound on Esplanade to the bayou
  • Cross Bayou St. John to City Park Avenue
  • Right turn on City Park Avenue
  • City Park Avenue inbound to Canal Street
  • Left turn on Canal Street
  • Inbound on Canal to Rampart.

Equipment on the Canal/Esplanade belts was Brill double-trucks until 1915, then American Car Company “Palace” cars.

Streetcar belt service on Canal/Esplanade was discontinued in 1931. After the “beautification program” of 1930, The Esplanade line was converted to bus service.

Thanks to George Friedman and Streetcar Mike Strauch!

The Irish-Italian Podcast!

The Irish-Italian Podcast!

The Irish-Italian connection/tradition originates with the two cultures merging in New Orleans after WWII.

The Irish

In terms of numbers and influence, the Irish were first in New Orleans. O’Reilly is an outlier on this; the Irish influence begins in the 1820s.  That first wave of Irish immigrants provided the manpower to build the New Basin Canal.

Crescent City Living’s video on the Irish Channel, produced by Crista Rock, with commentary from NOLA History Guy.

The Irish in New Orleans

Love New Orleans? Thank an Irishman

The story of St. Alphonsus and St. Mary’s Assumption churches

The Irish Cemeteries

Ten Contributions the Irish Made to New Orleans

These are articles about the Irish I’ve written over the years. This podcast doesn’t go into a ton of detail, since its focus is how all these folks ended up in the same parade. 🙂 Don’t let that deter you from looking further into the Irish. Their story is an important part of the bigger story of New Orleans.

The Italians

In many ways, the Italians get more exposure in the touristy writing than the Irish. That’s mainly because the Italians all but took over the French Quarter. This was in the 1880s and 1890s. The Italians left a lasting mark on the French Quarter. It’s the one neighborhood just about every visitor sees. Naturally, this is going to leave an impression. The Italian groceries, St. Mary’s Italian church (next to the convent), so many other Italian-owned businesses. Even the building the Louisiana State Museum currently uses as a warehouse for their massive collection was at one time a pasta factory!

Anyway, I wasn’t kidding about going to the Beauregard-Keyes House, either. The mafia connection is fascinating!

It’s not all about the Quarter, though, for the Italians.

Five Italian Contributions to New Orleans

The Hotel Monteleone was built by Italians

So, the Italians migrated from the Downtown side of Canal Street. They went to Gentilly, Metairie, and St. Bernard Parish. The folks who went out to Metairie teamed up with the Irish for the big parade.



Podcast: Maunsel White in the days after the Battle of New Orleans

Podcast: Maunsel White in the days after the Battle of New Orleans

Maunsel White, Irishman, planter, and veteran of the Battle of New Orleans, is the subject of our first pod of 2017.

maunsel white

Beyond Bourbon Street by Mark Bologna

Guest Starring on Podcasts!

Our first pod for 2017! We’re behind a bit, because @NOLAHistoryGuy started out the year doing a guest segment on another podcast. It was fun to sit and chat with Mark Bologna of Beyond Bourbon Street about the Battle of New Orleans. Mark is @BeyondBourbonST on Twitter – note the “ST” for “Street” in Mark’s Twitter handle and website.

After attending a wonderful talk by Mr. Winston Hu of the University of New Orleans Department of History (my old stomping ground as an undergrad) on the history of Chinese people in New Orleans, I went out to Cypress Grove Cemetery to photograph the “Chinese Tomb” that Hu discussed.

(editor’s note: Let’s be honest here, walking through Cypress Grove isn’t a huge sacrifice for me, since I park on Canal Street by the cemetery, then walk over to Banks Street, to go to Wakin’ Bakin’ for breakfast, coffee, and writing time.)

Maunsel White

Maunsel White, 1851

Maunsel White and Cemetery Exploration

Maunsel White

White family tomb in Cypress Grove Cemetery, on Canal Street

As I walked through Cypress Grove, I came across a mausoleum with “Maunsel White” carved in the top. There was a small bronze plaque at the base of the mausoleum, indicating that the senior White was a veteran of the War of 1812. I remembered the name, that he was one of Jackson’s officers on 8-Jan-1815. I shot a bunch of photos, then made a note to do an article on him for my cemetery website. Then I looked him up, and realized he was part of the bigger story of the Battle of New Orleans. Not to steal the thunder from what Mark and I chatted about on his pod, I decided that talking about White would be a good complementary discussion.

Maunsel White

Plaque on Maunsel White’s tomb

So, have a listen to White, and his involvement in the days following the Battle of New Orleans. Be sure to add Beyond Bourbon Street’s pod to your playlist, and recommend it to your friends.

Podcast #4 – Pontchartrain Beach

Podcast #4 – Pontchartrain Beach

Pontchartrain beach

Pontchartrain Beach, 1940

Labor Day is considered the traditional end of summer. In New Orleans, that meant it was the last weekend of the year for Pontchartrain Beach, the beloved local amusement park.

pontchartrain beach

Main Gate of the Pontchartrain Beach amusement park, 1929

Pontchartrain Beach opened on the east side of Bayou St. John in 1929. Harry J. Batt, Sr, had observed the highs and lows of the Spanish Fort venues on the other side of the bayou. His family’s ice manufacturing business supplied ice to many lakefront businesses, and Batt decided to start his own amusement park.

At Pontchartrain Beach

pontchartrain beach

Bath House built by the WPA at Pontchartrain Beach

The Great Depression actually gave Pontchartrain Beach a customer base, as locals didn’t have a lot of money to take out of town vacations. Works Progress Administration construction projects helped improve the infrastructure of the city, including a new bath house on Lake Pontchartrain at the end of Elysian Fields. That bath house prompted Harry Batt to move his amusement park from the bayou to Milneburg.

pontchartrain beach

Works Progress Administration badge in the sidewalk at Marigny St. and Gentilly Blvd.

Not only did the WPA build the bath house at the end of Elysian Fields Avenue, but they also improved many streets in Gentilly. The WPA turned Elysian Fields Avenue from a shell road into a 4-lane boulevard with a wide neutral ground, leading right to Pontchartrain Beach.

pontchartrain beach - lincoln beach

Lincoln Beach

Because Pontchartrain Beach was a segregated facility that used Federal funds, the city was required to build a “separate but equal” facility for African-Americans, Lincoln Beach, in what is now New Orleans East.

War Effort

pontchartrain beach

NAS New Orleans, on Lake Pontchartrain

World War II saw a huge amount of development along Lake Pontchartrain in New Orleans. One of the big facilities on the lake was Naval Air Station New Orleans. It was right next to Pontchartrain Beach. While the base was important to the war effort, it was not very useful for the Cold War. The base is now the main campus of the University of New Orleans.


Margie Johnson Thienemann, 3-June-1949 (Courtesy K. G. Thienemann)

While the Batts traveled the world to find quality rides for The Beach, the mile-long beach area was one of the main attractions. Hanging out on the beach was a great way to relax on a summer weekend. Margie Johnson Thienemann was one of many folks who soaked up the summer sun at the Beach.

pontchartrain beach

The Bali Hai at Pontchartrain Beach

Since food at The Beach was basically carnival-midway fare, the Batts also operated the Bali Hai, a “Tiki” restaurant next to the amusement park.

Podcast #3 – Beating the Summer Heat in Old New Orleans

Podcast #3 – Beating the Summer Heat in Old New Orleans

Podcast #3 – Day trips out to West End and Spanish Fort, by train or streetcar. Beating the summer heat is an ongoing challenge in New Orleans!

summer heat spanish fort

“The Coney Island of the South” – Spanish Fort


Welcome to NOLA History Guy Podcast! We’re back, talking about our hot New Orleans summers with an edition we call Beating the Summer Heat in Old New Orleans

Hot summers in New Orleans are certainly not a new phenomenon. Staying cool in the Summer months has been a challenge since the French and Spanish explorers came Louisiana and the Gulf Coast. These days, we run from our air-conditioned homes to our air-conditioned cars to our air-conditioned offices, then back again in the evening.
Now, think about doing that at a time when there was no air-conditioning! Every work day, riding the streetcar or a bus to the office, and home again. Older homes were designed to maximize air flow, and electrification provided power for fans in any rooms in the house. Still, it got hot. You know how that goes, when the a/c is broken and you have to rely on ceiling fans!
The men who went off to work had to deal with the same heat and humidity as the women, but they were on the move more. Mom was stuck at home with the kids. Day in, day out, doing the housework, cooking the meals, supervising the kids, Mom needed an escape!
The easiest escape route for mom and the kids, sometimes even dad, if he could take a day off, was on the streetcar, heading out to the Lakefront. There were two popular escape destinations, West End and Spanish Fort. We’ll talk about the attractions at both, and how folks got out to Lake Pontchartrain.

1860 – 1880 – Summer Heat at West End

summer heat west end

Lake House Hotel, 1860s

1880 – 1900

summer heat west end

West End Resorts, 1892 (Charles Franck photo)

1900 – 1920

summer heat westend

West End Lighthouse, 1910 (courtesy NOPL)

summer heat west end

Entrance to the West End Garden, 1911 (Charles Durkee photo)

west end summer heat

1912 Postcard of West End

summer heat west end

Mugnier Photo (stereo), bridge connecting New Basin Canal with West End Amusement pavillions, 1900s

Spanish Fort

summer heat spanish fort

Confederate Submarine at Over the Rhine at Spanish Fort, 1895 (Mugnier photo)

summer heat spanish fort

Casino at Spanish Fort New Orleans, 1890s

summer heat spanish fort

Barney & Smith motorized streetcar pulling dummy cars, 1911

summer heat spanish fort

Spanish Fort Casino, 1890s (Mugnier Photo)

summer heat spanish fort

Spanish Fort midway, 1900s (Franck photo)

summer heat spanish fort

End of the Spanish Fort Streetcar line, at the bathhouse, 1912 (Franck photo)

summer heat spanish fort

Swimmers at Spanish Fort, 1900s (Franck photo)