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The Newsletter of the Pikes Peak Historical Street Railway Foundation Table of Contents Beam Up to the Enterprise Zone Canal
Street, New Orleans, Louisiana Editor’s Note: This is the final installment of the New Orleans historic electric streetcar line.
The double-track Canal Street Line would be built down the median, or “neutral ground,” between the east and westbound automobile traffic lanes. An operations proposal by RTA was to have Canal Street cars running from Esplanade Avenue, north-south along the Mississippi River on the Riverfront Streetcar Line to Canal Street, before turning onto their namesake boulevard. One half mile of Canal Street already had streetcar tracks built into it. In 1996, a six-block connection between the riverfront line and the St. Charles Avenue line at Carondelet Street was built. This was to enable a more flexible rail system and allow the riverfront streetcars to be serviced at the Carrollton Barn Maintenance Facility on Willow Street. RTA envisioned the Aquarium of the America’s stop on the riverfront line functioning as a transfer point, connecting passengers to the Canal Street Line. Once on Canal Street, streetcars would operate 3.6 miles between the Mississippi River and Greenwood Cemetery at City Park Avenue. Express buses would continue to serve the Canal Street service area, while streetcars would operate in local service. A final segment of the Canal Street Line was to be a one mile spur built north from Canal Street, up North Carrollton Avenue to Beauregard Circle at Esplanade Avenue. Streetcars would terminate opposite the New Orleans Museum of Art. New Canal Street Line streetcars were designed by RTA Rail Superintendent Elmer Von Dullen, based on the design of the Perley Thomas streetcars on St. Charles Avenue. With the Perley A. Thomas Car Company long since out of business, 24 matching New Orleans streetcars would have to be constructed locally by 43 RTA craftsmen working in the city’s Carrollton Barn Maintenance Facility. Another renovation of the Carrollton barn and shop facilities was necessary to construct the Canal Street cars. Although some fabrications were to be contracted out, primary assembly and finishing was to be done at the carbarn. Improvements were to be permanent since more streetcars were expected to be built there. RTA had plans to further expand its streetcar system long term. At a cost of $4.5 million, the modernized and upgraded Carrollton barn was to continue its role as a major repair facility. Construction was completed in early 2002. Aluminum and steel-built electric streetcars were to feature the latest in European streetcar technology. The double-truck cars were to have two 65-horsepower motors (one for each truck), built by CKD of Prague in the Czech Republic. Unlike the air brakes on the original Perley Thomas cars, smoother and faster stopping was expected with modern regenerative dynamic brakes. At over 47 feet long, a Canal Street car would be able to seat 40 passengers or carry a maximum of 72 passengers with standees. The mahogany seats were to be hand made. In compliance with the Americans with Disabilities Act of 1990, Ricon wheelchair lifts were to be installed. Two fold-up benches would make space for wheelchairs. Other amenities which were not fabricated into the original Perley Thomas cars included recessed lighting, window defrosters, windshield wipers, and climate control. For safety, the windows were to open only partially. The most obvious design variance of these modern historic streetcars was required to accommodate the 12 ton ThermoKing air conditioning system. A decorative cover on the roof was designed to hide the air conditioner. Each new Perley Thomas-like electric streetcar was expected to cost more than $1.2 million to construct. They were to be built between 2001 and 2004, in time for the spring 2004 opening of the Canal Street Line. The Canal Street and Riverfront Streetcar Line fleets, and eventually a Desire Line fleet, were to be kept and maintained at the A. Philip Randolph Operations Facility at Canal and North Gayoso streets. Major repairs would still take place at the Carrollton barn. Using a shovel, New Orleans mayor Marc Morial symbolically initiated the first of three phases to begin construction of the Canal Streetcar Project during a July 20, 2001, groundbreaking ceremony. Mayor Morial helped to secure from the Federal Transit Administration 80 percent of the estimated $156.6 million necessary to complete the project. The project’s proponents were required to match the remaining 20 percent, which was expected to be about $31 million, according to the Times-Picayune newspaper. The right-of-way down Canal Street’s neutral ground was donated as part of the city’s efforts. The local business community donated the steel catenary poles to carry overhead wires, worth a total of about $1 million. A long-suspended one percent city sales tax on occupied hotel rooms was the primary source for funding the local share, which went into effect during the year 2000. All seemed well for Mayor Morial and the RTA when $54 million of the more than $125 million federal share was sent from Washington, D.C., in 2001. A national economic recession, however, began a debate between Washington officials regarding the long-standing 80/20 split for mass transit. Although $14.8 million was approved in 2001, according to the Times-Picayune, the money had not been sent to RTA in light of possible changes to the federal financing formula. A proposed 60/40 arrangement would double the financial obligation of RTA to about $62 million. With no federal appropriations coming in since 2001, RTA was paying the entire cost to keep construction of the Canal Street Line moving. Nonetheless, New Orleans and the RTA were determined to continue building the Canal Street Line on schedule. More than just a streetcar project, it was also intended to be a Canal Street beautification and enhancement effort. Construction of a new Desire Street line was scheduled to begin after the completion of the Canal Street Line in 2004, depending on what kind of federal funding can be secured. The estimated 115 million dollar line would connect downtown and the French Quarter with the Industrial Canal area to the east. The Desire Line would not operate down Desire Street, only cross it. Electric streetcars would operate along North Rampart Street and St. Claude Avenue. With a population of over 1.3 million in 2001, the City of New Orleans was returning to its residents what they had once lost, a viable commuter and tourist-oriented rail mass transit system. v
Beam
Up to the “Enterprise Zone” In late December 2002, the PPHSRF was honored to join the El Paso County Enterprise Zone for the purpose of contributing to the economic development plans of Colorado Springs. Any donor who contributes a cash donation of $500 or more to PPHSRF will receive a Colorado state tax credit equal to 25% of the amount of the contribution. If the donor itemizes tax deductions, the savings are even greater. This 25% is an actual tax credit against the Colorado state tax owed; it is not a “tax deduction.” The actual cost of a $500 donation for many donors in the 27% tax bracket is only $217. In addition to cash donations, it is also possible to make in-kind donations of $500 or more to generate a tax credit, at the rate of 12.5%. In the case of non-cash donations, a pre-approval is strongly advised. Additional details are available by contacting Don Gage, PPHSRF Treasurer, at 719-475-9508, or 719-473-3021. Following is a list of websites for transit agencies across the United States:
This section is a new addition to The Singing Wire. We welcome your ideas, opinions, and thoughts about our newsletter. Please send correspondence to Editor, The Singing Wire, Email: bloevy@coloradocollege.edu Or U.S. Mail: PPHSRF Letters to the Editor P.O. Box 50581 Colorado Springs, CO 80949 TRINITY RAILWAY EXPRESS I enjoyed your Trinity article [Winter 2001]. The double deckers were “GO” cars. Sold to L.A. in ‘92 for earthquake duty. Too bad you didn’t take light rail to [the] McKinney Ave. stop at St. Paul. We have a 1915 box motor from Northern Texas Traction as a restaurant. Arnie Paddock, Dallas, TX RIVERFRONT STREETCAR LINE I enjoyed your article on the Riverfront Line [Winter 2002]. I would like to offer a different viewpoint since I had a small part in the development of the overall plan. Mr. Jim Amdahl was an instructor in an architectural class at one of the local schools in New Orleans. In a project for the class, Jim assigned a young lady the problem of establishing a new streetcar line in the city. The initial study was well thought out, and Jim hired the person as an intern to his design business to help flesh out the idea. The two of them developed the basis up to a point where Jim was successful in getting the ears of some businessmen along the line and the Riverfront Transit Coalition was formed. At this time, neither the City of New Orleans nor the RTA was interested in the Riverfront trolley line. But, the initial study went on and more people became involved. Hearings and briefings were presented to the City and RTA, and finally the City and RTA realized this idea had merit and would not go away. Only then did these two entities become a partner with the Riverfront Transit Coalition. Without Jim and his desire to carry the initial load, and a good part of the continuing load, the Riverfront Line [would never have] come to completion. Jim Amdahl is, was, and should always be credited with the inspiration and tenacity for the work that did not ever convey any money back to him for his costs. Another reminder: the State Historical Officer decided that any Perley Thomas cars retrieved from sources other than RTA had to have different colors than the St. Charles line. Why such a decision was made is not understood—only that the St. Charles cars are historic and the other deassessioned cars, while they did operate in the streets of New Orleans, were not. Harry Nichols, Street Railways Associates McKinney Avenue Trolley Executive Director Emeritus WHERE HAVE YOU BEEN?  I
had heard about your project before but nothing in the last few years. I asked
my brother-in-law who visited his son at the Air Force Academy. He didn't know
anything about it. I have visited the Colorado Springs tourist website but found
nothing. I saw your correct name in Trains May 2003 issue and finally found you
with a web search. I wish you a lot of luck. I have seen the Memphis, TN
streetcar lines grow in the last ten years with the third line under
construction. I have read articles on the old streetcar system. How much track
and wire do you have that is operable? Don Hutchinson,
via PPHSRF Message Board
[Editor’s Response:Thank you for visiting the Pikes Peak Historical Street Railway Foundation's website recently and for leaving the message in our guest book. We appreciate your interest in our efforts to build a historical trolley line through Colorado Springs. In response to your question, currently, the PPHSRF operates several feet of track with overhead electric wire just outside the carbarn and maintenance facility located on Steel Drive. The carbarn is the former Rock Island Railroad roundhouse, and has been converted into a museum and tourist trolley. We do not have a street running trolley line yet, however planning is in the preliminary stages. The project mainly suffers from a lack of political support, and therefore significant financial backing, in order to become a viable public mass transit effort. Our goal is to raise enough funds to achieve recognition and receive the political and public support needed to complete the trolley project. PPHSRF is a 501 (c)(3) non-profit organization, and cash donations to the trolleys are tax deductible. The Pikes Peak Trolleys is linked to the Colorado Springs Travel and Tourism website. The direct link is: http://www.coloradosprings-travel.com/detailed_list.php?ID=398&catID= . Thank you again for your support of the Pikes Peak Historical Street Railway Foundation.Contributed by Howard Noble
Mr. Robert Thaine, of Strasburg, Colorado, recently drove past the farm at a time when the barn was being dismantled, and out of the corner of his eye, he noticed what looked like the roof of a streetcar. He hit the brakes, made a U-turn, and headed for the barn. What to his eyes should appear but the body, in very good condition, of former DTC Snowplow #724. A deal was soon struck with the current owner, and the car was removed to Bob Thaine’s property. He then called the Pikes Peak Historical Street Railway Foundation to ask if we would like to have this historic example of street railway work equipment. Well, of course, the answer was YES! With fear and trepidation, I asked “At what price?” The answer was $350.00, payable when we had the funds. Not only was it a truly generous offer, but my kind of a deal! Especially in these troubled times. As we have experienced in the past, and continue to experience, we have discovered that brick walls do not a barrier make. Upon hearing of the offer, Irene Bones, our Senior Operator, immediately wrote out a check for $350. Her only request was that the car carry a plaque that the contribution was made in memory of her deceased husband, John—which, of course, it will. The car arrived in our yard on April 11, 2002. You may be wondering now, “What are the plans for this newly-acquired treasure?” This 1913 product of the DTC-owned shop was built as a work motor and was fitted with snow plows. Our intention will be to restore the car as a general purpose work car. It will have standard draw bars applied so that it can move railroad cars. It will also contain all types of tools and equipment, to handle various types of work out on the line, as well as towing disabled cars. This will not only be a very useful car, but will be an example of street railway maintenance equipment. Yes, this was a rare find indeed! v
John’s
History Corner by John Haney It was a warm night in 1931, about a year before the streetcar system shut down. My father, J. Donald Haney, was with his girlfriend who was to become my mother, Gratia Belle Blackman. They were at her house in the eighteen hundred block of Wood Avenue, two blocks west of the Tejon Street/Broadmoor line, at the end of a very romantic evening. He was so deeply in love that he found it excruciatingly difficult to leave her. Yet, since it was around midnight, he knew he’d have to snag the last car if he had a chance to get to his home in Broadmoor. He finally tore himself away and did, in fact, catch the streetcar, only to find out it was the last car in for the night, with its destination being the car barn in the 500 Block of South Tejon Street, not Broadmoor! No later cars were bound for that suburb south of downtown. He had one lonesome walk home those last three and one-half miles! v Copyright © 2003 Pikes Peak Historical Street Railway Foundation. For corrections or suggestions, please contact colospringstrolleys@att.net. |
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Copyright © 2006, Pikes Peak Historical Street Railway Foundation
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The
Canal Streetcar Project was defined by RTA as an ambitious capital improvement
program to return electric streetcar service to one of the Crescent City’s
most famous major thoroughfares. Feasibility studies began in the early 1990s
for what would become an estimated 156.6 million dollar project. By 1997, plans
for the construction and operation of the rail route and other Canal Street
enhancements were in place. Following the final design phase, construction of
special track work began in January 2001.
In
1951, the Denver Tramways Company ceased all streetcar service in Denver,
Colorado. As was the practice on many other properties, the rolling stock was
stripped of most of its steel and electrical parts and the car bodies were
either burned, cut up or sold intact for various other uses, such as chicken
coops, hay sheds, cafes, etc. However, such a fate was not to befall DTC Car
#724. This car was purchased by a farmer who lived just east of Strasburg,
Colorado. He was going to use it as a shed. However, for reasons now lost in
antiquity, the car was placed in a barn where it would not see the light of day
for fifty-two years.