The Amtrak Crescent runs from New Orleans to New York City daily.
Amtrak Crescent, train #20 on the timetable, departing New Orleans on 6-October-2021. There are a couple of things about this particular run of note to train fans, so why not make a blog post about them! This train is pulled by two GE P42DC “Genesis” locomotives. Outside of the Northeast Corridor, the Genesis locos are the backbone of Amtrak operations. This train consists of the two locomotives, three coach cars, a cafe car, two sleepers, and a full baggage car. When the pandemic forced schedule changes, the Crescent cut back to 3-days-a-week service. Then it returned to daily service with two coaches. Now it’s back to daily with three. The Crescent departs New Orleans daily at 9am Central time.
New Orleans to New York
Viewliner coach on the Amtrak Crescent
The Crescent’s roots go back to 1891. In 1906, the route was named the New Orleans and New York Limited. By 1925, it was dubbed the Crescent Limited. Amtrak operates the Crescent in “local” service, so they dropped “Limited” from the name.
The train departs Union Passenger Terminal in New Orleans (Amtrak code NOL) at 9am Central. It reaches this point, the underpass at Canal Boulevard, about 9:26am. The Norfolk Southern “Back Belt” has no grade crossings in Orleans Parish. The Amtrak Crescent won’t stop until it reaches Slidell.
This full baggage car is atypical for the Crescent lately. The train usually runs a “Bag Dorm” car at the end. That car is half-baggage compartment, and half “roomettes.” The crew takes rest breaks in those compartments.
Dining and sleeping
Viewliner Cafe car
The Crescent operates Amtrak’s “Viewliner” equipment. While the other two trains running out of NOL use the two-level “Superliner” cars, the Crescent requires single-level equipment. The Superliners won’t fit in the tunnel going to Penn Station in NYC. So, passengers booking full bedrooms or roomette compartments ride in cars like the one above.
Viewliner sleeper car
Amtrak discontinued full diner cars on the Crescent in 2019. The train ran both a diner and Cafe cars like the one above. So, to cut back on expenses, the railroad only uses the Cafes
LMEA Marching Festival brings local bands together to perform.
LMEA Marching Festival
Each year, District 6 of the Louisiana Music Educators Association (LMEA) holds a “Marching Assessment” in the Fall. Crusader Band (along with other local bands) call it “Marching Festival.” At the end, when the scores are announced, the officers of the participating bands gather on the field to accept their awards. For the 2007 Festival, Crusader Band’s Drum Major and two Band Captains, along with the co-Captains of the Dominican Debs wait for wait for their scores. I don’t have names for these young men and women at this time. If you know them, let me know. (I sent the photo to my class of 2012 kiddo, who was Brass Captain in his senior year, but he’s in Palo Alto and not awake yet).
Football Season for Crusader Band
In the Fall, Crusader Band is a football band.Going back to the beginning, the band turned out to perform in the stands at games. While some band programs place football as a second priority, behind band competitions, the Crusader Band’s mission was to support the team. The school and the Athletic Department recognized this, and funded a good bit of the program’s expenses. So, as a five-year band dad, I remained silent when parents whose kids attended other schools fussed about money. They were going out of pocket for trips to competitions. I paid a $50 uniform cleaning fee.
The late Mr. Marty Hurley, long-time Band Director, had a solid strategy for preparing for Festival. The festival program called for performance of three tunes and a percussion performance. Hurley chose a theme, picked three tunes, then worked up the drum routine. One of the tunes always featured the auxiliary unit. Crusader Band partners with the “Debs” of Dominican High School.
The band wore the NJROTC service dress blues in those early years. When NJROTC became an elective course track, Crusader Band switched to a classic-style uniform. The style changed over the years. They wore this set of uniforms through my son’s senior year (2011-2012).
Stein’s Canal Street occupied three different locations over the years.
Stein’s Canal Street
Ad for Stein’s Clothing in the Times-Picayune, September 21, 1972. Stein’s was originally located at 800 Canal Street, corner Carondelet Street, but moved up in the 800 block in 1948. By the 1960s, the store returned to the corner, but on the 700 block side of Carondelet. The store, part of a national chain, featured men’s, women’s, and children’s clothing. Stein’s first came to New Orleans when Feibelman’s Department Store moved from 800 Canal to the corner of Baronne and Common Streets, in 1931.
Fellman’s to Feibelman’s to Stein’s
The old Pickwick Hotel building, now Stein’s Clothing, 1940
When retailer Leon Fellman split with his brother Bernard in 1886, he opened his own store at 901 Canal. This was the old Mercier Building, which replaced Christ Episcopal Church, at the corner of Canal and Dauphine. By 1897, S. J. Shwartz acquired the entire Mercier Building for his new department store, Maison Blanche. Shwartz evicted Fellman. Leon went across the street. He convinced the owners of the Pickwick Hotel at 800 Canal to let him convert their building into a department store. They agreed, and he opened Leon Fellman’s.
Leon passed away in 1920. His family dropped the Fellman surname, returning to the German version of their name, Feibelman. The family changed the name of the store from Leon Fellman’s to Feibelman’s. In 1931, the family acquired the old NOPSI building at Baronne and Common. They demolished the building (it had been severely damaged by fire) and constructed a new store there. That left 800 Canal available. Stein’s leased the building, bringing the chain to New Orleans.
Gus Mayer takes over
Stein’s, 810 Canal Street, 1948
In 1948, another out-of-town chain, Gus Mayer, bought the old Pickwick Hotel. Their New Orleans store was in a small building on the French Quarter side of the 800 block of Canal. Gus Mayer demolished the old building, constructing their flagship store in the city. That building remains at 800 Canal, occupied by a CVS Drugstore.
Gus Mayer’s purchase of the Pickwick building meant Stein’s had to find a new location. They moved next door, to 810 Canal Street. The store re-located a second time, to 738 Canal. So, by the 1950s, Stein’s stood on the river side of Carondelet and Canal, and Gus Mayer on the lake side of the corner.
Stein’s Gentilly Woods, 1960
In the late 1950s, Stein’s opened a second location, in Gentilly Woods. That explains the “Downtown Store Only” reference in this 1972 ad. The chain folded in the 1980s. Kid’s Footlocker currently occupies 738 Canal Street.
Southern Railway Park stood just off from the tracks leading to Terminal Station.
Southern Railway Park
Franck Studios photos of Basin Street turning towards the lake in the late 1950s. The two parking tracks inside Southern Railway Park are visible on the left. Prior to 1954, railroad tracks leading out of Terminal Station at Canal and Basin Streets followed Basin, down to just before St. Louis Street. They turned lakebound at that point, heading into Mid-City. They connected with the “Back Belt” tracks, where trains turned east to cross the Industrial Canal and Lake Pontchartrain.
The New Orleans Terminal Company (NOTC) built a railroad passenger station on Canal Street in 1908. Southern Railway assumed control of the station when it acquired NOTC in 1916. Southern shifted their operations from Press Street Station in the Bywater to Faubourg Treme. Tracks ran along Basin from Canal Street to St. Louis. Additionally, Southern built a freight station, just before the tracks curved north. That station stood at 501 Basin, just out of the frame of these photos, on the left. A private concern purchased the freight building in the early 2000s, converting it into Basin Street Station, a visitors center and event venue.
After trains for Southern Railway (or Gulf, Mobile, and Ohio, the other railroad using Terminal Station) unloaded their passengers, they pulled off to a service yard. Engines pulled the train up past the Municipal Auditorium, then backed the cars into a side yard. Additionally, Southern trains carried “business cars” throughout the system. These cars looked like open-ended observation cars. They contained offices, bedrooms, and a kitchen. Railroad executives used these cars to travel the system.
When business cars came to New Orleans, the railroad parked them next to the passenger car service yard. Those tracks terminated in Southern Railway Park. The executives got a landscaped area where they could stretch their legs, or take a car to other parts of the city.
In 1954, the city consolidated passenger rail operations at Union Passenger Terminal, on Loyola Avenue. The city ordered the demolition of the five existing passenger stations. Southern Railway relocated the business car parking tracks to the location in this photo. They also moved several of the light fixtures like the one in this James H. Selzer photo from 1975.
Thanks to Mr. Maunsel White for sharing these photos on Facebook.
It was a privilege to speak to the 12th Armored Division Association.
12th Armored Division Association
I enjoyed speaking at the Ladies Luncheon for the 12th Armored Division Association today. The Association gathered here in New Orleans for their 75th reunion this weekend. The planners contacted me some time ago. They asked if I’d be interested in the engagement. That worked for me on two levels: First, I’m a sucker for anything loosely associated with the National World War II Museum. While the museum didn’t sponsor the event, the group chose the Higgins Hotel to host the event. The Higgins Hotel is across the street from the museum. So, the other reason is simple: I won’t turn down an opportunity to speak to a veterans group.
Talking Mardi Gras
The ladies decorated the room in traditional Carnival colors: Purple for Justice, Green for Faith, and Gold for Power. Each guest received a decorated mask, so they’re ready to put on their fancy dresses and attend a bal masque I spoke about Carnival, past and present. I found a great image in the Louisiana State Museum’s Carnival collection, from the 1931 parade of the Krewe of Proteus. It’s the concept sketch for float 17. The float presents a medieval knighting ceremony. While the float wasn’t specific to Carnival, Mardi Gras celebrations and feasts were popular occasions for knighting. The squires ready to receive the accolade presented themselves to the lord of the castle/manor, who elevated them to the rank of knight. The new knights then celebrated as part of the Fat Tuesday feast. They returned to training the next day, Ash Wednesday. For some, this would be their last big bash, as they did not survive the spring campaigns.
My Carnival talk continues from there, fast forwarding to Comus, then Twelfth Night Revelers, Rex, and other “old-line” organizations. From there, we present modern parades and balls, featuring the usual suspects, Muses, Endymion, and Bacchus.The ladies enjoyed the stories!
The 12th Armored Division
The 12th Armored was activated on 15-September-1942. After training, the division traveled to England. They entered the European Theater at Le Harve, on 11-November-1944. As part of the Seventh Army, the 12th Armored supported the relief of the Third Army units at Bastogne. The division joined Third Army in March of 1945. They remained under Patton’s command until the end of the war. The Army de-activated the division in December, 1945. The 12th Armored Division Association maintains a museum and memorial in Abeline Texas. Additionally, they sponsor the reunion, to bring together veterans and family from the various units.
The 1929 transit strike in New Orleans snarled downtown traffic for over four months.
1929 Transit Strike
Photo of Canal Street, looking towards the river, July, 1929. The photographer stands at Canal and Rampart Streets, at the lake end of the 1000 block. The Audubon Building and Maison Blanche Department Store loom over the 901 block, on the left. A jitney bus, the light-colored vehicle in traffic on the right, offers what little service New Orleans Public Service, Incorporated (NOPSI) could offer, with all the streetcars locked up in their barns. The antenna tower above MB is the transmitter for WSMB Radio.
Empty neutral ground
Streetcars remained off the streets from July 1 to July 4th, 1929. NOPSI tried to run streetcars using strikebreakers on Saturday, July 5th, but picketers and their supporters wouldn’t allow the cars to exit the barns, after the first streetcar departed Canal Station. That streetcar rolled this route, down Canal Street, followed by a massive crowd. The strikers burned that streetcar when it reached the ferry terminal.
Maison Blanche 1929
The MB building was twenty-one years old at the time of the 1929 transit strike. This photographer captured two signs on the building. The store’s name runs vertically on the lake side of the building. The roof displays the store’s name and its tagline, “Greatest Store South” on the roof.
The MB building is about ten years old in this photo. Doctors, dentists, and other professionals occupied the office building. The transit strike created problems for those tenants. Without public transit, it was difficult to get to the doctor. While grandma would hop on the Desire line or the St. Charles-Tulane belt, no streetcars meant someone had to drive her to Maison Blanche. Look at that traffic on either side of the “Canal Street Zone.”
On the retail side, the lack of public transit put the hurt on the Canal Street stores. Marks Isaacs, D. H. Holmes, Maison Blanche, all the way up to Krauss Department Store. Again, look at that traffic. In that first week of July, 1929, the retailers were furious. That the strike continued for four months did permanent damage to NOPSI and public transit in New Orleans.