Streetcar Stories

[Darci Ziler]

Mostcities replaced their streetcars with diesel and electric buses during the 1930s and 1940s, and New Orleans generally did the same. By 1954, New Orleans had substituted buses on all of its more than two dozen streetcar lines except the Canal Cemeteries and the St. Charles. The efforts of Streetcars Desired, Inc., and other preservationists failed to save the Canal line, which was replaced by buses in 1964; however, the preservationists did generate enough public support to ensure that the St. Charles line would not be removed.

The general attraction towards streetcars extends beyond amusement. Communities long indifferent to public transit concerns in this era of the automobile typically welcome plans for a street railway through their neighborhoods; similar plans for a new bus line, however, would likely not be so warmly greeted. In their most sophisticated forms, streetcars are returning as light rail vehicles connecting suburban communities with city centers; light rail is often touted as a key step towards rejuvenating cities, cleaning the urban environment and easing automobile congestion. Whether vintage, modern or fake, street railways conjure up positive and unquestioned connotations in the public mind.

Even in New Orleans, where streetcar icons saturate local culture and the tourist industry, little beyond basic information is commonly known about the vehicles. Despite their popularity and their significant role in the development of cities, streetcars remain largely unexamined.

One aspect of streetcar history that recently has been pursued by academic historians demonstrates how central streetcars were in the lives of city residents. Studies of the numerous streetcar strikes that occurred throughout the United States during the heyday of trolleys reveal the great amount of public sympathy and violence that streetcar strikes generated.

Many neighbors talked with one another as part of a daily ritual while walking to and from the streetcar. Regular passengers often developed light-hearted friendships with one another as well as the conductors. In at least one instance, a conductor attended the funeral of a longtime rider.

More than 90 years old, the St. Charles Avenue streetcars are listed on the National Register of Historic Places and the transit line was recently designated a National Historic Landmarks by the U.S. Department of the Interior. The Regional Transit Authority artisans and maintenance crews are ensuring that they continue to run. Most other cities keep light rail cars and vintage streetcars separate from one another, but these craftsmen allowed the return of the Canal Street streetcar line in 2004 to reflect much of the ambiance of the St. Charles line. Their ability to fashion replicas of the familiar Perley Thomas cars kept modern, boxy-looking light rail vehicles from appearing on Canal Street. Federal regulations such as wheelchair accessibility was satisfied, but the familiar 1920s design complements the utility of a major rail transit line.

Michael Mizell-Nelson, Ph.D., was an associate professor of history at the University of New Orleans. He received an LEH documentary film grant to fund production of Streetcar Stories in 1995. The film is a production of the New Orleans Streetcar Museum Project and WYES-TV. It was produced by Mizell-Nelson and directed by Matt Martinez. Peggy Scott Laborde served as production coordinator and script consultant for WYES-TV. For information on ordering copies, visit www.streetcarstories.org. Mizell-Nelson also helped create New Orleans Historical, a web and mobile platform that features scholarship and self-guided tours of metro New Orleans.

This 1995 documentary celebrates the history of the iconic New Orleans streetcar, illustrating how these transit vehicles were interwoven with the fabric of everyday life. Produced by Michael Mizell-Nelson and directed by Matthew Martinez.

This one-hour documentary illustrates the importance of streetcars in the everyday life of New Orleans before automobiles took over city streets. Special attention is given to the violent 1929 streetcar strike that gave the poor boy sandwich its name; women transit operators during World War II; segregation and the integration of the streetcars; and the rise of the automobile in U.S. cities. Produced by the late Michael Mizell-Nelson, directed by Matthew J. Martinez and narrated by Philip Melancon. Extras on this restored DVD edition include a short documentary on the 2004 return of the Canal St. streetcar, a one-hour interview with musicians Danny & Blue Lu Barker and a slide show of rare New Orleans streetcar photos.

Michael Mizell-Nelson was a historian of the streetcar, exploring the labor history and publicizing the connection of streetcar strikes to the creation of the Po Boy Sandwich, examining streetcar segregation and integration, documenting the women transit operators during World War II, and explaining their rise and demise. His 1995 documentary Streetcar Stories, exploring their cultural history, was aired on over 100 PBS affiliate nationwide.

Both of the featured clips are excerpts from interviews he did for Poppy Tooker's NPR radio show Louisiana Eats. In the first, he discusses the history of the streetcar, including who used the streetcars--with a focus on domestic workers--and the issue of segregation.

In the second he discusses the food history of streetcars including their connection to the creation of the Po Boy, mini markets on the streetcars themselves, the banning of crayfish, and motormen's meals with their families.

Learn about the extension and hear great stories along the way: From fun facts about different neighborhoods around the alignment to all the great businesses you can explore when the KC Streetcar Main Street extension is complete.

Below are different featured segments along the Main Street Extension that dive into the history of the areas along the route. Explore enterprising businesses in each segment, and imagine how the track will integrate into the surrounding community.

Following increasingly heated contract negotiations, New Orleans streetcar motormen and conductors struck beginning July 1, 1929. The survival of the carmen's union and 1,100 jobs was in question. Transit strikes throughout the nation provoked emotional displays of public support, and the 1929 strike ranks among the nation's most violent.

The strike was the culmination of years spent fighting over control of the workplace. Transit managers with New Orleans Public Service, Inc. (NOPSI) had worked to develop a company union whose leaders had once been officers of the AFL union. The former president of the Amalgamated Association of Street and Electric Railway Employees of America Division No. 194 now headed a rival, company union known as the Progressive Benevolent Association.

For the first few days, no streetcars operated. When the company attempted to run the cars on July 5 using "strike breakers" (career criminals brought in from New York), brickbats and jeering crowds stopped all but one. More than 10,000 New Orleanians gathered downtown and watched strike supporters disable and then burn the first car operated by a strike breaker. These excerpts from the video documentary Streetcar Stories feature eyewitness accounts about the most violent day of the strike.

Many users simply take using the app for granted, although I am still awestruck by the technology. With a few taps on their mobile phone, a person can arrange a pickup and drop-off for themselves or another person, follow the progress of the driver through a GPS screen, communicate with the driver prior to pickup and even share the ride details with other people not physically on the ride itself.

What many app users and riders do not see, however, is the main reason I continue to be a rideshare driver: stories. I am always inspired by the drivers and riders I spend time with and their personal life stories.

I regularly introduce myself to other rideshare drivers in between my rides, but I obtain most stories about other drivers from my rider clients. During one ride out of Laurel, I asked a seasoned rider if she had any notable memories of any rideshare drivers over the years.

The woman was getting ready for work, grabbed her phone, and requested a rideshare pickup. The driver was less than five minutes away. She hurried, ran outside and waved down the driver as he arrived. She was happily greeted by a young Hispanic man. They immediately hit it off, and she had the opportunity to practice some of her limited Spanish during their 20-minute ride. The time flew by quickly, punctuated by many light moments of laughter. As they got closer to her destination, the man divulged some devastating news. The previous day his family was displaced due to a fire where he was living. Being new to our country, he was especially challenged to figure out what to do next. He, his wife and their three children had no place to live.

With this story in mind, the man went on to say that life was good until the day of his apartment fire. He and his family were healthy and happy. Things were falling into place. Then, suddenly, his own Saturday arrived.

As the many travelers came back, they had stories to tell. We heard about Medjugorje locals opening their homes to accommodate travelers. Some visitors experienced little more than a long trip, but others told of miracles such as rosaries turning gold and the sun appearing to be spinning.

As editor of this publication, I was interested when a local journalist told me he would be accompanying his wife to the town. I had been wanting to publish a story about Medjugorje that would be approached from the impartiality of a journalist rather than the passion of a pilgrim. While respecting the faith of those who went there, I wanted a story that was neutral in tone.

Several weeks later the journalist, whose credentials included having worked for a major news service, called me. He had returned. We agreed to meet over lunch to discuss his experience. Now I could get the real lowdown on Medjugorje.

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