January 01, 2006

Feature Photo: 426 on St. Charles, Late 1910s

One of the "original" Perley A. Thomas streetcars, 426 was one of fifty streetcars purchased by the New Orleans Railway and Light Company for operations on the St. Charles and Tulane Belts, as well as the Jackson line. These streetcars were acquired from the Southern Car Company in St. Louis, MO. The NORy&L company liked the design of the original 400-series because it was "semi-convertible." This meant the cars could be converted from being fully closed to partially open-air by raising the thirteen windows on either side. The design was so well-received by the New Orleans transit authorities that Perley Thomas was able to leave Southern Car and start his own company, from which he sold the 800- and 900-series streetcars to NOPSI.

Like the 800s and 900s, the 400-series was designed for two-man operation, with a motorman in the front and a conductor in the rear. Passengers boarded in the rear, paid their fare to the conductor, then exited from the front.

This photo, shot by John Teunisson on St. Charles Avenue, shows 426 moving away from the photographer, on the uptown track. Note the "people catcher" that is raised on the end closest to the photographer, not in use because that end is the "back" of the streetcar at the moment.

The 400-series streetcars remained in service on the St. Charles and Tulane Belts until 1947, when they were replaced by the 800- and 900-series Perley A. Thomas streetcars.

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December 07, 2005

DeVille's Congressional Testimony

RTA General Manager William DeVille testified before a House subcommittee for (among other things) Transit on 27-October-2005. His update on RTA's situation is a good one. The full text of his testimony is here.

This section caught my eye:

On a good note, there was little damage to the famous St. Charles Streetcar line other than to the overhead catenary system. Further good news is that FTA had already approved an extensive rehabilitation project for the St. Charles overhead electrical system and a contractor was preparing to get started when the storm hit. We are reevaluating the construction costs of the project and we are pushing to get the program underway as soon as possible while the system is closed. Construction on this project now should be far easier and may cost less than originally planned because there is no active service to work around. However, there is additional work required as the storm did more damage than the original work scope envisioned.

If a contractor was ready to get started on catenary work on St. Charles Avenue anyway, hopefully that will speed up a return of the 900s to the streets.

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December 05, 2005

Feature Photo - Southport Shuttle, 1929.

With Skoda Electric proposing to help the city's transit system and economy if RTA will consider using trolley buses, let's go back to the beginning of electric bus operations in New Orleans. One of the first "trackless trolleys" to run in New Orleans passes Mater Delorosa church on S. Carrollton Avenue in December of 1929. The line was the "Southport Shuttle," which ran from Oak Street, then turned onto S. Carrollton Avenue. Electric bus service was expanded in the 1940s, as New Orleans Public Service, Incorporated (NOPSI) phased out streetcar lines. The electric buses were a bit of a compromise, using the trolley wires from the streetcars, but with brand-new buses instead of the older streetcars.

The original electric buses were housed at Carrollton Station. When the bus system expanded, they were also stationed at Arabella Station on Magazine Street (this station is now the site of Uptown's Whole Foods Grocery store).

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November 22, 2005

The 900s on Canal - Dangerous Precedent...

Perley A. Thomas Streetcar 914 on Canal Street (operating on the West End line)

The New Orleans Regional Transit Authority (RTA) finds itself in a curious dilemma post-Katrina. Of the three streetcar lines in the city, two have minimal track/catenary damage but major streetcar damage. The third, the St. Charles line, has no streetcar damage whatsoever and serious track/catenary damage. Under most circumstances, the solution would be pretty simple: move the streetcars that run on St. Charles over to Canal Street and resume operations on Canal and on Riverfront.

There's one small catch to this plan: by law, the 900-series Perley A. Thomas streetcars that operate on St. Charles Avenue can't be moved from that line. Both the streetcars and the line itself are listed on the National Register of Historic Places.

Briefly, some background: The company operating streetcars in New Orleans from 1922 to 1983 was New Orleans Public Service, Incorporated (a division of the company that later became Entergy). In 1964, NOPSI, with approval from city government, discontinued streetcar operations on Canal Street, in favor of bus service. The deal was a compromise of sorts. NOPSI wanted to discontinue streetcars altogether, but preservationists, historians, and the residents of Uptown howled. The St. Charles Line is the oldest operating streetcar line in the country, and the citizens didn't want to lose it. Canal Street, on the other hand, is the transit hub of the city and the main street of downtown. Its streetcar right-of-way was ugly, unkept, and NOPSI pitched a serious marketing campaign to residents in Lakeview and Gentilly to entice them into accepting air-conditioned buses over the semi-convertible streetcars. In typical New Orleans fashion, a citizens group formed to try to save the Canal line, but it was too little, too late.

Preservationists got their compromise, and on May 31, 1964, the last streetcar to operate on Canal for almost forty years turned onto a preserved St. Charles line. Streetcar enthusiasts and uptown residents alike didn't trust NOPSI at all, and with good cause, so they continued to take steps to assure the continued preservation of the St. Charles line. Congress helped out in 1966 by creating the National Register, and by 1971, the St. Charles line was added to the Register.

A quick glance at the regulations governing the National Register reveal that it's set up to deal more with physical buildings, or neighborhoods of historic significance rather than moving property. The sections that deal with changes and revisions, as well as removal of properties from the NR appear to be written with the idea that, once a property is on the NR, very extraordinary circumstances have to happen for changes to be made.

The closest provision in the regulations I can find that's appropriate to post-Katrina New Orleans is the section on moving property:

(1) Properties listed in the National Register should be moved only when there is no feasible alternative for preservation. When a property is moved, every effort should be made to reestablish its historic orientation, immediate setting, and general environment.

While I understand and appreciate the sentiment involved with wanting to get the streetcars back up and running, we should all approach re-location of 900-series operation with great caution. For openers, the current situation doesn't fit the criteria set forth by the NR for changing location. The St. Charles line will indeed be repaired and restored to its pre-Katrina operations. It's not like St. Charles is vanishing and there's no place for the 900s to go.

It's important to remember that Canal Street is not a heritage trolley line. It's a major urban transit line. The 2000-series Von Dullen cars, in spite of their outward similarities to the 900-series cars, are modern LRVs. They're designed to handle the high volume of riders on Canal Street. They're ADA-compliant, with wheelchair lifts on both sides. In short, they're not your grandfather's streetcars.

The other issue with changing anything having to do with the St. Charles line is the notion of trust. There was a time when NOPSI couldn't be trusted to look out for the best interests of the city. They were a for-profit company, heavily regulated, and always at odds with city government. Replacing their management of transit with RTA was one of the best moves the city/state ever did. We should not forget that history, however. One of the reasons preservationists in the late 1960s took steps to lock the St. Charles line into stone via the NR was to make sure someone thirty or forty years down wouldn't mess with the character of the line. I personally believe that RTA's goals and motives are more than in the best interests of the city and the streetcars, but then again, a lot of people in Rome thought naming Caesar dictator was a good idea at first, too.

So, what to do? I suggest the following:

1. RTA should obtain a waiver from the NPS to operate the 900s on the Riverfront line. Riverfront was envisioned in the mid-80s as a tourist attraction. The original idea was to have a small excursion line that would make it easy for conventioneers attending shows in the Morial Convention Center to get to the French Quarter. In fact, until the Canal streetcars returned, Riverfront was not even integrated into the RTA system. You had to pay a separate fare to ride the 400-series cars, and no transfers were available. In spite of the overwhelming popularity of the Riverfront line and its subsequent expansion, the line's mission never changed. It's all about tourists. It will be a lot easier to obtain waivers from both the NPS and the DoJ to operate the 900s on Riverfront. Since disabled folks don't rely on Riverfront as essential transportation, RTA won't have to go another fifteen rounds with the DoJ over ADA-compliance.

2. RTA should acquire some double-ended PCC cars to restore operations on Canal until the Von Dullen cars can be repaired. Bus service on Canal will have to continue until a majority of the 2000-series are complete, but streetcars of any kind would be good as a tourism promotion. Riding a streetcar of any design from the CBD to Mid-City and City Park would be more fun than a bus. Perhaps a trolley museum or two could loan a couple to RTA.

3. RTA should be thinking out of the box, just like the rest of New Orleans. With all the re-building and re-thinking that's going on in New Orleans, expansion of streetcar use should be always be considered. The guys at Carrollton Station spent most of last year re-building car #29, the last Ford, Bacon & Davis single-truck streetcar. It wouldn't be that hard for them to build new replicas of that model. Single-truck streetcars wound through a lot of neighborhoods in the city until the 1930s. They're small and easily to maneuver. What better time to rip up streets to lay down streetcar track than when nobody's living there anyway? This is an idea off the top of my head while sitting here, but it's an example of the sort of brainstorming everyone should be doing.

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October 27, 2005

Carrollton Station

One of the oldest streetcar barns in the country, Carrollton Station on Willow Street fared the storm pretty well:

The station, pretty much buttoned up. With those big doors pulled down and no flood waters in the Uptown area, the historic Perley Thomas 900-series streetcars were well protected from the storm. The wind was pretty intense in this area, though. Several of the big, roll-down doors on the back (Jeannette St.) side of the station were blown inward, off of their tracks.

A quick peek inside the station, before a security guard shooed me away. Yes, that's a San Francisco cable car in the barn. RTA got that car in exchange for a Perley Thomas car that was sent out to Market Street Railway, in a trade that's up there with the Cubs giving up Greg Maddux in terms of lop-sided.

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October 26, 2005

St. Charles Avenue

The situation on the St. Charles Line is opposite that of Canal Street. On Canal, the line is pretty much OK, with the neutral ground needing some cleaning, track clearing, and minor electrical work. The "Red Ladies" are a mess, though, since most of them got flooded.

On St. Charles, the Carrollton Station car barn protected the 80+ year old 900-series streetcars, but the high winds of the storm caused a good bit of damage on the line itself.

St. Charles Avenue at Amelia Street. (Rice fans will remember Amelia Street as the home of one of the branches of the Mayfair family from Anne's "witch" novels.) This tree hanging on the trolley wires is one of the more dramatic examples of the damage along the line.

A few blocks up the street. This scene is typical of most of the line--debris and dirt on the tracks, wires down here and there, trees and branches blocking the poles.

pre-Katrina track repairs at St. Charles and Elenore have been abandoned for the time being.

One small sign of the return to normalcy--the Roman Candy wagon, out on the street and open for business.

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