Southern Ry 6850 switching at Terminal Station in New Orleans ca late 1940’s Frank C. Phillips Photo
Terminal Station, Canal and Basin Streets, 1910 (Detroit Publishing photo)
Terminal Station serviced Southern Railway and the Gulf, Mobile, and Ohio Railroad, from 1908 to 1954. Travelers and shoppers on Canal Street saw the arched facade of the building. Those keeping the trains running had a different view.
Terminal Station opened in 1908. It replaced an earlier structure for the Spanish Fort route. In the 1880s, New Orleans City Railroad operated steam service to Spanish Fort, at the Bayou St. John and Lake Pontchartrain. Electric streetcars replaced steam service in the late 1890s. The streetcars followed the West End line. So, the Basin Street terminal stood unused. Southern Railway acquired the property in 1908. They built a much larger, 4-track terminal.
Track diagram of Terminal Station on Basin Street (City of New Orleans)
The terminal’s four tracks extended back a bit over three blocks from Canal Street. Southern Railway and New Orleans and Northeastern Railroad (NONE) operated trains from the station when it opened. NONE merged into the Southern system in 1916. The railroad continued operations in its own name until 1969. While it was all one system, Southern Railway’s Alabama Great Southern Railroad legally absorbed NONE that year. GM&O also offered service from Basin Street.
Diagram of tracks turning north from Basin Street (City of New Orleans)
Trains operating from Terminal Station arrived and departed New Orleans on tracks running in the “Lafitte Corridor,” between St. Louis and Lafitte Streets. So, trains left the station, crossed over Basin Street on an auto underpass. The tracks turned north, heading out to Mid-City, then Gentilly. The area marked “Cemetery” in the diagram is St. Louis Cemetery Number One. The “Church” below the tracks is Our Lady of Guadalupe.
The city ordered the railroads to combine passenger operations at Union Passenger Terminal on Loyola Avenue in 1954. Because of the location change, Southern Railway no longer used the Basin Street/St. Louis Street tracks. The path of those tracks became the Lafitte Greenway, a walking and bike trail.
Southern’s engine #6850 was an EMD NW2 switcher locomotive. The railroad owned 69 NW2s, two of which (6850 and 6851) belonged to NONE. So, this switcher moved cars in and out of Terminal Station, from Southern’s yards along the Lafitte Corridor.
The track diagrams in this article are from a 1949 grade crossing survey commissioned by the City of New Orleans. I found it in the Special Collections section of the Earl K. Long Library at the University of New Orleans. I shot just some quick phone-pics. So, I use these diagrams as prototype/background for my Pontchartrain Railroad (N-Scale) layout at home. I’ll return and shoot proper photos at some point.
Algiers 1865, The railroads were a lifeline for the Union.
Trains at the Algiers Terminal of the New Orleans, Opelousas and Great Western Railroad, in 1865. The NOO&GW served the Union forces after the capture of New Orleans in 1862.
portion of J. H. Colton’s map of Louisiana, 1863.
The railroad was chartered in 1852. Track construction began in Algiers. Track reached Morgan City in 1857. Morgan City was the western terminus for the company. NOO&GW used “Texas gauge” of 5’6″ until 1872, when Morgan converted the tracks to standard gauge.
Because it originated on the west bank of the Mississippi River, the railroad didn’t need ferries or bridges going west. Businesses using NOO&GW ferried their goods across the river to Algiers, then loaded them on trains. This made for an easy route west.
When Louisiana seceded from the Union, rebel leaders knew a blockade of the Gulf Coast was eminent. The state considered NOO&GW important as a land connection to Texas. The Union Navy captured New Orleans in late April, 1862. The Union Army moved immediately, taking control of NOO&GW in May, 1862. While rebel troops managed to re-capture some of the tracks near Morgan City in May, the Union troops regained complete control by November, 1862. From there to the end of the war, the railroad serviced the Union.
Benjamin Franklin Flanders founded NOO&GW. He sold the railroad to shipping magnate Charles Morgan in 1869. Morgan re-named the railroad, Morgan’s Louisiana and Texas Railroad and Steamship Company. He later sold the company to the Southern Pacific Railroad. The NOO&GW merged into the SP system, becoming part of its main line.
Southern Pacific expanded the original NOO&GW terminal in the 1890s. SP operated a large yard in Algiers, until the Huey P. Long Bridge opened in the 1930s. The railroad moved their yard to Avondale then, taking advantage of the new bridge. Even now, many Algiers residents refer to the area between Atlantic and Thayer streets as the “SP Yard.”
Chartres Street was one block down from the Clay Monument
600 block of Canal at Chartres, 1890. (Mugnier photo)
From the book, New Orleans: The Canal Streetcar Line, this is a Mugnier photo of Chartres Street at Canal. The Custom house is barely visible in the background. The trees in the neutral ground masked the streetcar tracks and activity. Because this is a winter photo, they’re barren.
The shoe store at the left of the photo anchors the Touro Buildings in the 700 block. The 600 block lacks the Godchaux Building. That dates the photo prior to 1892. The electric pole means the photo dates no earlier than 1890. The bare trees indicates this is likely the winter of 1890-91.
Leon Godchaux, the sugar magnate, demolished the buildings on 600 Canal in 1891. In their place, he erected a six-story retail/office building. That building survived until 1969. It was demolished to make way for what is now the Marriott Hotel Canal Street.
Mule-drawn streetcars on electrified streets
The streetcar in the background is a Johnson “Bobtail” car. These mule-drawn cars operated on the Canal line until 1895. Street electrification started in the late 1880s. Electric lighting replaced gas lamps. So, as the street lighting changed, commercial buildings desired lighted signs. Interior electrification allowed retail stores and shops extended business hours.
When I wrote the Canal streetcar book in 2004, I didn’t give much thought to “fading signs.” Even later on, when I wrote the Maison Blanche book, I looked past most of them. The new book changed the way I look at some of these photos. Because I’ve examined most of the walls of Canal Street buildings, this ad at Chartres and Canal caught my eye. I didn’t remember it. That’s because it vanished a year after this photo! Godchaux’s building contained too many windows to make a solid canvas for an ad.
Southern Pacific’s Sunbeam train operated from Houston to Dallas.
Yatmedia and NOLA History Guy
In 2010, we formed partnership and hung out a shingle, doing social media consulting. Things evolved over time. Now, Yatmedia is wholly-owned by me. So, it makes sense to leverage the success of NOLA History Guy with the social media consulting.
Yatmedia’s mission is to build real-world community through solid social media strategies. The firm offers a wide range of services to clients, from training to fully-managed social media.
Adding History to the mix
Communities don’t just pop up out of thin air. Neighborhoods draw on their history. They grow because they remember their roots. NOLA History Guy reminds folks of those roots. Folks buy the history books because they want to look back. They read about the past. Looking at photos ties past to present.
NOLA History Guy writes and speaks about neighborhoods in New Orleans. Yatmedia taps that knowledge to build community. A client with a great business idea comes to Yatmedia to develop a presence on Facebook. We know what works. The history stuff is part of the Yatmedia portfolio. We’ve identified the groups and pages that are best for New Orleans history content. Sharing the right photo in the right place builds the following. The following buy books.
Add NOLA History Guy to your social media strategy
So, Yatmedia applies what works for selling history books to your business. We research more than what directly sells a product. Because we’re good at it, clients get the things that build community. So, Yatmedia knows how to go beyond Google and Facebook ads. We develop content to grow your community.
We love teaching. Watching business owners discover the roots of their business, their community boosts our spirits. Because The best promotions come from within, our philosophy is to teach. Our company gives you the tools you need to craft that content.
No #TrainThursday today
Yatmedia – Social Media for Social Justice
Because we wanted to talk about social media, #TrainThursday took a backseat this week. We’ve got a couple of things in the pipeline for January, though, so stay tuned.
In the meantime, this is a photo of the Sunbeam, which ran between Houston and Dallas. The Texas and New Orleans Railroad operated the Sunbeam. The train offered “heavyweight” service in the 1920s and early 1930s. So, in 1937, the Sumbeam operated “streamliner” equipment. The trains bore the Southern Pacific “Daylight” color livery.
Arch roof streetcar NOPSI 921 on St. Charles Avenue. Roger Puta photo.
St. Charles Avenue at night. This photo, by Roger Puta, shows NOPSI 921 as it’s just made the turn from Canal Street, onto St. Charles, for its outbound run on that line. NOPSI 921 survived the massive cutback in streetcar service NOPSI implemented in 1964. They discontinued streetcar service at the end of May that year. All but thirty-five of the 900-series streetcars were either demolished or donated to museums.
The route of the St. Charles Line changed a number of times to get to the present configuration. In 1950, NOPSI discontinued “belt” service on St. Charles and Tulane. That change set the current route used by NORTA.
Start at Carondelet and Canal Streets
Right-turn onto Canal from Carondelet, on the “third” track
Immediate right-turn onto St. Charles Avenue from Canal Street
First stop: pick up riders at St. Charles Avenue and Common Street
Head outbound on St. Charles to Tivoli (Formerly Lee) Circle
Half-circle around, entering the neutral ground on St. Charles, just before Calliope.
Outbound on the St. Charles neutral ground to Riverbend.
Right-turn from St. Charles Avenue onto S. Carrollton Avenue
Up S. Carrollton Avenue to S. Claiborne Avenue
Terminate at Carrollton and Claiborne
Depart S. Claiborne Terminal
Down S. Carrollton Avenue to St. Charles Avenue
Down St. Charles Avenue to Tivoli Circle.
Three-quarters around the circle, to Howard Avenue
Up Howard Avenue one block
Right-turn onto Carondelet Street
Down Carondelet Street to Canal, where the run terminates.
There are a number of signs in this photo, marking the locations of “ain’t there no more” businesses. The Holiday Inn is now a Wyndham, for example. The Musee’ Conti Wax Museum is closed. The sign on Canal and Royal Streets grabbed drivers’ attention, to entice them to turn into the Quarter and go to the museum.
What other ATNM things do you see?
I found this photo in the Commons while looking for images for my next book project. The History Press considers old electric signs for businesses that are no longer around to be “fading signs,” so Kolb’s Restaurant (the sign is visible on the left) counts.
Smokey Mary linked Faubourg Marigny to Milneburg for almost a century
The Smokey Mary at Milneburg, 1860s.
The Pontchartrain Railroad operated from 1831 to 1930. The trains ran out to the fishing village of Milneburg. A port facility developed along the lakefront at Milneburg. The railroad connected that port to the city. The Pontchartrain Railroad carried freight and passengers. After the Civil War, it ran mostly as a day-trip line. By the end of the 19th Century, it carried almost exclusively passengers.
The railroad purchased two steam engines in 1832. Those engines lasted for about twenty years. The railroad cannibalized one for parts to keep the other going. By the late 1850s, the railroad purchased the larger engine shown in the photo above. This engine operated to the end of the 1800s. The big smokestack inspired most of the stories and memories of the train.
The Smokey Mary ran simply from the Milneburg Pier to a station at Elysian Fields and the river. Eventually, the railroad added a stop at Gentilly Road, but it was only by request. The railroad terminated operations in 1930. The WPA paved Elysian Fields from river to lake in the late 1930s. Pontchartrain Beach opened in Milneburg in 1939.
The village of Milneburg was located at the end of what is now Elysian Fields Avenue. Shipping traffic came in from the Gulf of Mexico, through Lake Borgne, into Lake Pontchartrain. Ships docked at the Milneburg pier. Merchants offloaded their goods and put them on the Pontchartrain Railroad, to bring them down to the city.
Jazz on the Lakefront
By the 1910s, Milneburg’s residents lived mostly in fishing camps. Musicians rode the Smokey Mary out to Milneburg to play some of the small restaurants. They also walked the piers, playing for locals. They busked for tips. This kept them busy during the day. The musicians rode the train back to the city in the late afternoon. They then played gigs at dance halls and saloons in town.