(cross-posted to Pontchartrain RR)
L&N “Royal Street” observation car.
I caught the Louisville and Nashville observation car, Royal Street, out at the KCS yard in Metairie, LA, yesterday. This corrugated observation car was one of eight built by Pullman Standard and delivered in February-Marcy, 1950. Four of the cars ran on Southern Railway’s Royal Palm, and two were delivered to L&N. They ran on the Crescent and other L&N name trains.
Royal Street was part of an upgrade of the Crescent in 1950. In 1950, the train, which was operated for the most part by Southern Railway, traveled from New York to Washington, DC, on the Pensylvania RR. In DC, it took Southern’s tracks to Atlanta. From Atlanta, on the Atlanta and West Point RR, to West Point, GA. From West Point to Montgomery, AL, on the Western Railway. The Crescent ran on L&N tracks from Montgomery into New Orleans.
L&N Station, New Orleans
Since the Crescent used L&N tracks to come into New Orleans, it arrived and departed from the L&N station at Canal Street and the river. Other Southern trains, including the Southerner, the other New Orleans to NYC train, arrived and departed from Terminal Station at Canal and Basin Streets. After 1954, The Southerner and the Crescent both moved to Union Passenger Terminal, as the Canal Street stations were demolished.
Southern continued to operate the Crescent until 1974, when it turned the route over to Amtrak. So, the Amtrak Crescent continues daily service. Train #20 departs in the morning from New Orleans (NOL), and #19 from Penn Station (NYP) in New York.
Modeling Royal Street
Will this kit become “Royal Street”?
While the N-Scale Pontchartrain RR plans to model Royal Street, we haven’t found the right kit just yet. We also plan to model the New York Central’s Bonnie Brook car. It is often at the KCS yard. This kit doesn’t match either prototype, so we’re looking for a closer match. This particular kit might become a Pontchartrain RR-liver car.
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.
Retail Giants at the Tennessee Williams Festival!
The Tennessee Williams / New Orleans Literary Festival is a fantastic annual event. It’s in the French Quarter. I’ve been asked to be part of a panel titled Retail Giants. The panel will be on Friday, March 23, at 10am. It will be in the Queen Anne Ballroom of the Hotel Monteleone.
The Festival runs from Wednesday, March 21 to Sunday, March 25. Festival HQ is open on the Mezzanine level of the Hotel Monteleone. The hotel is at 214 Royal Street. HQ operates from Thursday-Sunday, from 9am to 4pm. There’s lots of interesting talks, discussion panels, and other events. Check out the full festival schedule.
Retail Giants – The Panel
Here’s the blurb on the panel:
New Orleans is a nostalgic town that cherishes its diehard institutions, particularly the retailers who became household names over multiple generations. David Johnson of the New Orleans Museum of Art moderates a panel of authors whose work chronicles where New Orleanians made groceries, furnished homes, and browsed for bric-a-brac. David Cappello is the biographer of John G. Schwegmann; Ed Branley writes about Krauss Department Store, and John Magill is the author of a recent book about that popular commercial and social thoroughfare, The Incomparable Magazine Street.
I’m looking forward to this. The authors know their stuff! So, I’ll be the lightweight in this group.
Krauss, Maison Blanche, and Streetcars!
Maison Blanche Department Stores, by Edward J. Branley
I was invited to participate on this panel because of the latest book, Krauss – The New Orleans Value Store, but my earlier book, Maison Blanche Department Stores, fits the subject wonderfully. I’ll be talking both Krauss and MB, and how retail evolved on Canal Street. There’s lots of New Orleans history here, as Canal Street was the nexus of many separate communities, as folks came downtown to shop. Therefore, we’ll talk a bit about streetcars as well, since they were an integral part of shopping on Canal and Magazine Streets.
There will be a lot of stories and fun on Friday. I’m looking forward to seeing y’all there.
NORTA Cemeteries Terminal
(cross posted to Canal Streetcar (dot com))
Canal Blvd, before construction on the Cemeteries Terminal began.
NORTA Cemeteries Terminal is almost finished
The terminal at the foot of Canal Street, NORTA Cemeteries Terminal, is nearing completion. Construction began back in August, and it all appears to be coming along on schedule.
When the Canal Street line opened in 2004, the NORTA Cemeteries Terminal was a single-track affair. The outbound and inbound tracks merged to one. The operator changed the poles at the terminal, and went back downtown on the inbound (right-hand side if you’re looking towards the river) track.
The pre-1964 Cemeteries Terminal
When the line switched to buses in 1964, the terminal was two-track. It looked like the terminal at S. Carrollton and S. Claiborn Avenues. Canal Street’s auto traffic increased over the years, so they city cut back the neutral ground at the foot of Canal. There wasn’t enough space left to build a two-track terminal.
Plan for the new terminal
The additional traffic presented an additional complication. Streetcar riders were trapped in the middle of an incredibly busy intersection. Crossing Canal Street on either side is dangerous for pedestrians, even with crosswalks and Walk/Don’t Walk signs. Listen to our podcast on this subject for more details.
The city always planned for the NORTA Cemeteries Terminal to be temporary. The original funding for the Canal Street line included $10M to build an off-street terminal. The best plan called for outbound streetcars to make a right-turn onto City Park Avenue, travel that street for a block, then turn left onto Canal Boulevard. The actual terminal would be in that first block of Canal Blvd. The streetcars would loop around, go up City Park Avenue for a block, then left-turn onto Canal Street for the inbound run.
Car Stop Sign on Canal Street
The residents of Lakeview fought the project for over ten years, complaining that the construction would inconvenience them. Liability issues, combined with the possibility of losing the federal money forced NORTA’s hand. The project got the green-light earlier this year.
Progress – Canal Street
Cemeteries Terminal progress, 22-Nov-2017 – Canal Street
This is Canal Street, looking lakebound, with Greenwood Cemetery in the background. The track and overhead catenary is fully double-track.
Canal Street at City Park Avenue, 22-Nov-2017
Moving up from the last photo. The track and overhead wires make a right-turn at City Park Avenue from Canal Street. Streetcars haven’t turned right onto City Park Avenue since belt service ended in 1932.
City Park Avenue and Canal Boulevard
The view from City Park Avenue. Looking down City Park Avenue, towards Canal Boulevard. The track is complete, and a test run of a 2000-series streetcar took place this morning.
Canal Street, from City Park Avenue.
Looking back on Canal Street, from City Park Avenue.
Canal Street line terminal on Canal Boulevard.
The end of the line on Canal Boulevard. This design allows riders to get off the streetcar, then board buses, without having to cross busy streets.
Now that all the track is complete, we’ll try to get photos of Von Dullens on the move!