Streetcars at the Pass, Vol. 1

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They both carry out a series of infrastructure improvement projects to achieve a high level of streetcar system service. The projects mainly include hardware facility developing and TSP upgrading [ 10 ]. One advantage of this project is the application of conditional priority control. It makes priority more conditional on the degree of traffic congestion experienced. Another is to resolve competing calls for priority conflicts in an intelligent manner. It provides priority in a variable manner dependent on a weighting factor given to each priority call.

The weighting factor is determined by the degree of lateness of a streetcar [ 11 ]. In Toronto, a Transportation Vision of Toronto Official Plan is focused largely on transit infrastructure investment and transit priority control [ 12 ]. To translate the vision statements and principles of potential transit priority benefits into reality and quantity, the King streetcar route in heart of Toronto is chosen as a case study. Four priority schemes are modeled in a microsimulation framework, which includes unconditional signal priority, turning off signal priority, prohibiting all left turns, and finally prohibiting traffic from King Street.

The results show that potentially transforming the arterial into a transit mall accessible only to streetcar systems is recommended [ 13 ]. Proof-of-Payment and Multiple-Unit streetcar systems operations are investigated by a microscopic traffic simulation model of the King and the St. Clair streetcar routes in Toronto.

They display a better performance than Pay-on-Entry and Single-Unit on headway variability, capacity, and operating speed for streetcar systems [ 14 ]. The City of Toronto and Toronto Transit Commission confirm the studies and implement an aggressive plan to ensure streetcar system priority. In other cities like San Diego and Shanghai, streetcar systems are allocated with median streetcar-only lanes in the segment and provided with passive priority at the intersection. The priority systems share the following features: The studies and practices in Melbourne, Toronto, San Diego, and Shanghai indicate that there are two measures mainly utilized to achieve streetcar system high efficiency.

One is the infrastructure development to separate streetcars and motor vehicles to a maximal extent possible. The other is the advancement of TSP algorithms Figure 1. With these steps, all of the four cities have increased the efficiency of streetcar operations. Despite the promising progresses in previous studies, there is still insufficient research on freshly hatched modern streetcar systems. Nevertheless, there is a lack of adequate historic data supplies to support the design of TSP schemes for it, according to the previous methodologies.

Now that it is hard to develop an active signal priority strategy, the pressing matter of the moment is to set up a background signal progression scheme for the system. Additionally, there is not enough research on the background signal progression for modern streetcar system. The objective of the study is to propose and demonstrate a methodology of segmented signal progression for the modern streetcar system. Modern streetcar system is an important auxiliary and extension for subway in China. Hence, partly for the cost concern, an arterial usually lays only one streetcar line in China.

A Segmented Signal Progression Model for the Modern Streetcar System

Moreover, it rarely occurs that two or more streetcars arrive at intersection at the same time. Therefore there is no need to provide maximized bandwidth for streetcar systems. The uncertainty of streetcar dwell time is a major cause which troubles the signal progression implementation for modern streetcar system. Specifically, if the arrival time of the streetcar is within a set time period, the streetcar can enjoy progression which has already been set up.

And if not, the streetcar cannot enjoy that progression. The arrival time of the streetcar depends on its running speed and dwell time at each station. While the running speed can be guaranteed with streetcar-only lanes, the dwell time is the main factor affecting the actual arrival time of the streetcar deviating from specific time at the intersection. Moreover, the more the number of the stations is, the greater the uncertainties of dwell time will be.

And uncertainties of dwell time at each station will be added up to aggravate the arrival time fluctuation. Hence, the arterial for the signal progression implementation should be divided into several control units. The endpoint of each control unit is set up to be an error calibration place for the next control unit. The assumptions of the models in this study are given as follows. By all the assumptions above, the effective construction of a segmented signal progression model for the modern streetcar system can be achieved.

And it is allowed to be formulated in a statistical framework. The specific steps are summarized as below. The control joints must be stations. The specific number of intersections and stations is up to managers, depending on their control demand. Public cycle time of the control unit is determined by a key intersection, whose traffic demand is the largest or whose position is the most critical. The notations used in the model are described below. Public cycle time of the control unit s: Available time for streetcar passage during the streetcar phase s: Length of route section m: Time of an upstream streetcar arriving at intersection s: Time of a downstream streetcar arriving at intersection s: Dwell time of an upstream streetcar at station s: Dwell time of a downstream streetcar at station s: The median of available time for the upstream streetcar passage during a streetcar phase at intersection s: The median of available time for the downstream streetcar passage during a streetcar phase at intersection s: Offset between intersection and intersection belonging to upstream route s: Offset between intersection and intersection belonging to downstream route s.

Streetcar running speed in this direction is set up constantly along the segment. The arrival time at each intersection of an upstream streetcar is calculated as follows: In order to make the arrival time of the streetcar at each intersection exactly equal to the median of the available time for streetcar passage, the arrival time is expressed as Subsequently, the relative offset of two adjacent intersections for upstream streetcar route is deduced as. Repeat the work above for streetcar attached to the other direction. The arrival time at each intersection of a downstream streetcar is calculated as Aiming to make the streetcar arrive at each intersection in the median of the available passage time, arrival time in this direction is obtained and expressed as Naturally, the relative offset of the two adjacent intersections in this direction is stated as.

Ideally, a time when both upstream and downstream streetcars arrive at the intersection is expected, which is the median of the available time for streetcar passage in the streetcar phase. If not met, a situation is pursued, when the two-way streetcar arrival times, both, surround the median of available passage time as far as possible.

The objective function for the optimal situation is calculated as where and indicate modular arithmetic. Here's how restrictions apply. I'd like to read this book on Kindle Don't have a Kindle? Share your thoughts with other customers. Write a customer review.

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Showing of 1 reviews. Top Reviews Most recent Top Reviews. There was a problem filtering reviews right now. Please try again later. This book contains many historical pictures and facts that accurately cover the early transportation systems of the border town, El Paso, Texas. The author shares many intriguing details which not only make this book enjoyable to read, but it would also be an interesting "coffee table" book to display and stimulate conversations.

Readers will appreciate the care and detail taken to create such unique documentation. One person found this helpful. Amazon Giveaway allows you to run promotional giveaways in order to create buzz, reward your audience, and attract new followers and customers. Learn more about Amazon Giveaway. Streetcars at the Pass, Vol. Set up a giveaway. This picture is a bit older than the others in this group. The car roof is a light color, perhaps intended to make the car cooler in summer, and it has a black stripe down the center, to mask sparks from the trolley wheel.

This roof paint scheme was used briefly around Note also the frosted glass car number in the first window behind the front door. This feature was gradually dropped in the s. The motorman is raising the trolley pole to reverse the direction of the car. Note that the roof is now a single, darker color, and the frosted glass number panel is gone. This picture is undated, but was probably taken in the s.

Car has pulled forward from the stub track onto the downbound track, and is beginning its next run downtown. Two other cars at the left await their turns in the stub track. A motorman or conductor is seen at the right being unusually casual for that era , with his necktie off. Of course, it is summer. The date is June 10, The top picture shows car at the very end of the track, where its crewmen have completed changing ends, and some passengers have boarded for the downbound trip. At the far left, we have a glimpse of a Broadway trolley coach in its turnaround loop, doors open to board passengers for its next outbound trip.

Three students are strolling down Magazine Street, perhaps on their way to the zoo. The bottom picture shows car and another car behind it in the stub track, shortly to pull out on their next downbound runs. These two pictures were also taken on June 10, In front of the car barn, there was a third track in Magazine Street, to which all the car barn tracks connected. This picture appears to show that track under construction, or perhaps under repair.

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The streetcar at the right-center of this picture is on that third track. This was one of the group of 25 cars built by Brill subsidiary American Car Co. They were originally numbered , and were renumbered about We are looking at the storage yard behind Arabella Station car barn, June 10, The top picture features Perley Thomas car and the middle picture car , while the bottom picture is centered on car For many years, the s were housed at Arabella, until with the closing of lines in the late s, they were dispersed throughout the remaining lines of the system.

Arabella Station from the rear, looking across the storage yard toward the car barn. This picture was taken in , just about the time the station was closed as a bus garage. The storage yard is seen in the foreground, now paved for rubber tired vehicles. The trolley coach wires have long since been removed, but in the upper foreground, we can see the rear of the tags numbering the lanes for bus parking. Note the rust on the rear wall of the building.

This view is no longer possible, as the storage yard has been developed for housing. Arabella Station in its current role as a Whole Foods store, May 23, The upper picture shows the view from Magazine St. Freret was one of the later streetcar lines to be started. It ran as far uptown as Broadway. Originally, it also ran on Broadway from Freret Street to S.

Claiborne, but the portion of the line on Broadway was given up to the early Broadway trolley coach line November 30, This picture shows Perley Thomas car , apparently at the end of the line on Freret at Broadway, probably in the s. We see the conductor with his left rear door open to the sidewalk to board any last minute passengers before departure, when the car will take the crossover ahead of it to switch to the downbound track, and the conductor will change his door controller handle to operate the right-hand door.

Freret gave up to rubber-tired vehicles December 1, Perley Thomas car is changing ends at the end of the Jackson line at the river, probably some time in the s. The neutral ground at this point was a foot or so higher than the roadway, so patrons at the terminal used the doors on the other side of the car to exit or enter from the neutral ground.

There is a wide black stripe along the center of the roof, perhaps an attempt to hide stains from sparks from the trolley wheel. Jackson crossed several of the major uptown lines, then turned downtown and went to Canal Street. After Jackson was converted to trolley coaches in , the neutral ground on Jackson Ave.

Rampart Street in this photo. The car in front of is a class Southern Car Co. In , the St. Charles Belt was rerouted from S. Rampart to Liberty Street, and Jackson was converted to a trolley coach line. Judging by the automobiles, this picture featuring car was taken some time in the s.

The car has just cleared S. A bit of the Beacon Restaurant on S. Claiborne can be made out to the right of the streetcar. Thanks to Richard Sharp for identifying the location. Long before this picture of car was taken on March 18, , the Napoleon line had been cut back to this point at Broad and Washington. In this picture, the car has changed ends in preparation for its next inbound trip, and the conductor is loading passengers from what is now the left front door.

Car has changed ends and is awaiting departure time from the Broad and Washington terminal. Originally, there was double track here, which turned left and continued out Washington on side-of-the-road trackage. Some time in the last few years of the Napoleon line, car awaits departure time for its next trip toward the river. The car is on Broad at Washington. It displays run number 3: Near the river end of the line, car and another class car meet on Napoleon Ave.

The photographer is facing away from the river. The streetcars are on the wide, grassy neutral ground. Note the roadways for other vehicles at left and right. The track curves in the foreground provide connections for Napoleon cars to travel to and from the car barn at Arabella Station see Group 5. The church steeple in the background belongs to St.

In recent years, this parish has been combined with others, and it is now Good Shepherd church.

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Here is a St. Charles car crossing Napoleon Ave. The tracks on Napoleon Ave. Charles line at this point, but the rails crossing the roadway of St. They were removed within a year or two. In the author's considered opinion, the South Claiborne line was the most beautiful line in the City. These first pictures are submitted in support of that view.

At feet wide, this avenue was even wider than famed Canal Street. For at least part of its length, the median was occupied by a large drainage canal, an important component of the city's drainage system. Today, the canal has been covered over, but in streetcar days, part of it was open. The beautiful part of Claiborne Ave. The top picture shows car passing azaleas and palmettoes somewhere along S. Claiborne Avenue in The second picture is from Feb.

Claiborne car downbound at State Street. The third photo, dated March 11, , looks across the wide neutral ground from the other track toward car , stopped to discharge a passenger, perhaps the suited gentleman seen walking around the trailing end of the car. The date and location of the fourth picture, also featuring car , are unknown, but it was probably taken in the late s. The fifth picture, looking at car , probably dates from the early s. The sixth photo features cars upbound at left, and downbound at the right, some time in the last few years of the line.

Buildings of the Baptist hospital can be seen in the background. The photographer is probably somewhere near Soniat Street. There is an unusual car stop sign in the left foreground. The seventh photograph, with car somewhere along S. Note the narrow roadway for automobile traffic. This ultimately proved fatal to the line, since the only way to widen the automobile lanes necessarily involved either rebuilding the streetcar tracks further to the center of the neutral ground, or removing them altogether.

The uptown end of the S. Claiborne line was at the unusual intersection of S. At the terminal, the upbound track curved across the neutral ground, connecting to the downbound track in a single-track stub terminal, which continued in a curve to connect to the tracks on Carrollton for access to the car barn at Carrollton Station. It seems surprising that the track didn't simply curve back on itself to form a loop rather than a stub terminal. There was certainly plenty of room. Car upper photo leads a line of S. Claiborne cars which have arrived at the terminal and discharged their passengers.

The lower photo, from , looks in the opposite direction, and features car at the end of a similar line. They are waiting their turns to pull forward into the stub terminal, change ends, and load downbound passengers for their next trips to Canal Street. The first two pictures here show cars and just after they have completed their upbound runs and discharged their last passengers. The cars are stopped on the curve, with the upbound automobile roadway glimpsed behind the car. All five pictures are undated, but the automobile in the upper photo suggests an early s date; the others are probably late s or early s.

Car sports an unusual Canal St. The track glimpsed across the bottom of the picture is the downbound track. In the fifth picture, car at our right has already changed ends and pulled forward to the point from which passengers are loaded for the next trip downbound. We see car looking in the opposite direction from the previous pictures.

The car will pull forward to our left when its turn comes. Notice the recently replaced and repainted panel in the door. These pictures show S. Claiborne cars in the stub track at the very end of the line. Cars pulled up here to change ends and load passengers for the return trip down to Canal Street.

Changing ends means that the trolley poles are changed the raised pole must always trail the car and the seats are reversed, and the motorman and conductor swap positions in the car, thus reversing the direction of travel for the next run. In the first picture, car has passed over the switch and is still facing upbound. The car is now facing the curve connecting to the S.

Carrollton tracks, from which it could proceed to Carrollton Station. The activity visible in the foreground appears to be the construction of the terminal for the bus line which replaced the streetcar line in early That would date the picture to late This was a long time New Orleans chain store, well known in the city and surrounding area.

This store building included doctors' offices on the second floor. The second picture depicts car after it has pulled into the stub track and changed ends. The motorman is completing the process by hooking down what is now the front trolley pole. A couple of boys have taken the coveted spot in the right front window, from which to enjoy the ride downtown; one is wearing a Boy Scout hat. The date is probably around Russo photograph The third picture, from the late s, shows car after it had pulled into the stub terminal and changed ends, ready to depart on its next trip.

Both cars are facing downbound, after having pulled into the stub, changed ends, and then pulled forward to load passengers. Car has just started loading, and car has completed loading and closed its doors, ready to depart downbound. At the far right edge of the fourth picture, one can see the pole and crossarms for the trolley wires on S. The bottom photo, probably taken around or , features car on a rainy day at the stub terminal, waiting to load more passengers until departure time. The motorman is taking a break, standing on the front steps of the car. During the s, cars and would not usually have been assigned to S.

Claiborne service; this would be more likely after the S. This is a diagram of the trackage at the intersection of S. It is not drawn to scale, but is intended to suggest the general layout. Tracks are shown as black lines, street and neutral ground curbs as green lines. The tracks shown in blue were added about August This is the configuration of crossovers usually found in reports of the period s , although the author has seen at least one such report with a crossover on S.

Carrollton near what would be the bottom edge of this diagram. While such a crossover would make travel from Carrollton Station to S. Claiborne more convenient than this diagram shows, other reports do not confirm it. Carrollton Station is off the bottom edge of this diagram, some blocks away. Assuming this diagram is accurate as to the position of the crossovers, travel from Carrollton Station to S.

Claiborne must have involved going across Claiborne to the crossover on Carrollton, switching back and crossing Claiborne again, then changing ends and taking the broad curve into Claiborne. Return to the station would of course have been much simpler. In wondering why such a track layout would have been tolerated, it should be remembered that in earlier days, the S.

Claiborne line was housed at Arabella Station, and the connecting curve between Carrollton and Claiborne would have been used only rarely. By the time Arabella was stripped of its rails , it was clear that the assignment of S. Claiborne cars to Carrollton Station would last only for a few years. It should also be noted that in August , the St. Charles line was cut back to this intersection, and a new double scissors crossover, still in use today, was installed on S.

Carrollton as shown in blue. That would have made the connection from Carrollton Station to the S. Claiborne line more convenient, but S. Claiborne had then less than six months to survive as a streetcar line. These two views of the line show the neutral ground in nearby areas of the covered canal upper picture and uncovered canal lower picture. Recent research by "Streetcar Mike" Strauch suggests that the cover ended and the area of open canal began around Fourth and Third Streets. He has also determined that the Gallo Theater, seen in the background of the lower photo, was located at S.

Claiborne, which is between Jackson Ave. We have glimpses of a railroad track between the streetcar track and the automobile roadway. We know it's not another streetcar track, because it has no trolley wire. My thanks to Mike Strauch for his research on this and several other photos in this section. Two views of car upbound near Third Street along the open canal. The upper picture dates from , the lower from the following year. There is a school zone sign in the upper photo, near what is now the Harney Elementary School.

We see bridges across the canal at Third and Fourth Streets. The railroad track, on the lake side of the canal, is again glimpsed. There are big crowds on the cars. Car is loading and discharging passengers around Washington Ave. We have a good view of the railroad spur glimpsed in the previous pictures. Here is car downbound somewhere above Jackson Ave. These two photos feature car in , looking across the canal. The Gallo Theater, at the left in the lower picture, was at S. The portion of the S. Claiborne line that was not on S. They made the loop that St. Charles streetcars still take, from Carondelet to Canal to St.

Charles and back to Howard Ave. Rampart Street and up to Clio to return to S. Except on Howard and Canal, this was all street running. The curve in the foreground was the connection from Magnolia to Erato for downbound Clio cars, until that line was discontinued in The car is quite crowded, with some passengers forced to stand on the rear platform. The car is using the right-hand trolley wire of the Freret trolley coach line; in fact, there are double trolley coach wires visible in this picture. It is September , and S. Claiborne streetcar has paused for passengers on Carondelet Street at Canal, with a Freret trolley coach behind it.

Another streetcar follows, about a block away at Common Street; it is probably on the St. The streetcars use the right hand wire of the two-wire trolley coach overhead. There is an automatic switch in the overhead wire ahead of the car, so that when it moves forward, its trolley pole will follow the track onto the Canal Street neutral ground; the double poles of the trolley coach activate the automatic switch such that they will follow the coach into the roadway.

Claiborne cars came down Carondelet to Canal, then turned into the outer track on Canal Street, ran one block to St. Charles Street, then turned up St. Charles to begin their upbound runs. These four June 10, pictures show S. Claiborne cars on Canal Street at St. Charles, loading passengers before turning up St.

The upper picture features car loading passengers, and Cemeteries car at the left on the inner riverbound track. In the second picture, car has paused on the outer track, and is ready to turn right into St. Charles Street for the trip to Howard Ave. The third photo features car from the opposite direction, waiting to make the turn. At the left we see two White buses, the first signed Freret, the second displaying a Bus Garage sign. In the background there is a Desire or Gentilly car turning into Bourbon St.

The car at the right is either a on Tulane, or an on Cemeteries or West End. The bottom picture shows car , as the motorman looks back into his car at his passengers. After leaving Canal Street, S. Claiborne cars followed St. Charles Street to Howard Ave. For some years in the s, the line used Julia Street rather than Howard from St. The upper photo follows car at it leaves Canal Street and begins its run up St.

Charles Street, about The lower photo shows a view of S. Charles near Perdido Street. Later, long after closure of the N. Claiborne line, some cars on S. Claiborne displayed route signs saying simply Claiborne, with a blank space where the S should have been, such as car in Picture It seems likely that those rolls were wearing out, and the N had been blacked out on the less-used N. Still other roll signs showed Claiborne, with no blank space, such as car here; these were probably newer, replacement rolls.

Claiborne cars are upbound on Howard Ave. Rampart and then to Clio Street. Lee Circle is visible at the right edge of both pictures, although in the upper photo, the statue of the general is out of sight. At the top, car has just turned in from St. The date is January 7, In the lower picture, car has just crossed Baronne Street, about Baronne Street itself is out of sight to the left.

The other street coming in at an angle at the left is St. Freret trolley coach can be glimpsed behind car Like the streetcar, it has also come up St. Charles Street, on its way to Dryades Street on its upbound run. Note the white-painted wooden Car Stop sign, and what appears to be a gravel passenger loading platform at the car stop. The car is not stopping, however, as the motorman's hands show that car is accelerating.

Claiborne car is stopped on Howard Avenue, upbound, just past Baronne Street, in about the same position as in the previous picture, but looking in the opposite direction, away from Lee Circle. Just behind the streetcar, trolley coach overhead wire can be glimpsed; this was used by the Freret and Jackson TC lines. The conductor of is seated at his position as a passenger boards and pays his fare.

The car appears to be fairly full, with passengers visible at most of the windows. The photo is undated, but probably was taken in the late s. Car has just turned from Howard Avenue, whose neutral ground is seen in the foreground, onto S.

Rampart Street, heading for Clio Street. The car is passing in front of the old Union Station, which in just a few years will be replaced by the present-day Union Passenger Terminal. This photo is undated, but was probably taken around Car is in approximately the same location as in the previous picture, but the photographer in this view is facing in the opposite direction. The car has just turned from Howard Avenue onto S. Claiborne car is working its way out to its namesake avenue on trackage inherited from the old Clio line.

In this view, it is passing St. John the Baptist Catholic Church as it turns from S. Rampart Street into Clio Street with a full load of passengers. Some time in the last few years of the Napoleon and S. Claiborne streetcar lines, their cars were stored at Napoleon Yard, at the foot of Napoleon Ave. Here is an undated photo of car signed for S. Claiborne on the Yard storage track, probably taken in the early s. Note the stacks of rails stored next to the track: T rails in the stack closer to the streetcar, girder rails in the stack to our left.

Girder rail was typically used for street running and in the paved section of the Canal Street neutral ground, while T rail was typically used for unpaved neutral ground trackage. These Tulane cars were photographed on the outer track of the layover area at the foot of Canal Street: The top three pictures were taken June 10, , the bottom one in December Car on the inner track in the top two pictures is working the Cemeteries line, and is probably on that line also.

There is a Car Stop sign on the light pole at the right. The third photo neatly lines up cars , , and left to right , probably on the Tulane, Cemeteries, and West End runs, respectively.

The fourth photo features Tulane car on the outer layover track. When the Tulane cars begin their runs, they will switch to the inner track for the trip to Saratoga Street, which they will then follow up to Tulane Ave. Note that the right front and left rear doors of the class cars, such as here, are sliding doors, but on the class cars, they are folding doors, the same as the other doors. These pictures all look out from the corner of St.

The Tulane Belt cars have just arrived at Canal Street from Carondelet, one block behind, and switched to the inner track for the trip to the loop at the foot of Canal. In the top picture, car is discharging a lady passenger at the front door. To the left, we have a rare glimpse of a White bus on the Freret line. Freret had been converted from streetcars to buses temporarily on Dec.

The middle picture features Tulane car and another class car outbound on the Cemeteries or West End line. The bottom picture shows the motorman of car intent on his departing passengers. Notice the light but mostly not-casual summer dress of the shoppers in these pictures. These June 10, pictures show St. Charles cars have approached Canal from Tulane Ave. They will continue one more block on Canal and then turn into Baronne St.

The top picture features car at the left, with a glimpse of another class car on the Tulane Belt at the right behind the elegant hat of the suited gentleman. In the second picture, the motorman is ready to take car across the intersection, while in the distance, two other cars proceed along the inner tracks.

We see car in the third picture, along with cars in the distance on the inner tracks. The fourth picture stars car , with Tulane Belt car outbound at the right, and Cemeteries or West End car inbound in the middle. The bottom picture shows car working the St. Charles Belt, apparently a tripper run out of Canal Station, while car is inbound on the West End line. Canal Street is busy with shoppers on this bright day in May The motorman of car is watching carefully as some of his passengers alight from his St. Charles Belt car at Baronne Street. The car will turn right up Baronne to Howard Avenue on its way uptown via St.

There is a Jackson trolley coach in the background, about a block away; it will also turn up Baronne Street. The neutral ground on Tulane Ave. Here are two views of Tulane Ave. The building at the left is the Criminal Courts Building. Notice how the span wires are mounted to poles near the outer curbs of the street, rather than on poles mounted on the neutral ground, as was the practice on wider streets such as St.

Charles, Carrollton, and Canal. The upper picture shows the conductor's back as he leans against the window of car The lower picture features car as the conductor and some of the passengers look back wondering what that silly photographer is up to. Tulane Belt car is stopped for passengers, outbound on Tulane Ave.

At the right, a waiting rider leans out looking for a St. Charles Belt car to take her toward Canal Street. Screens were used on the windows of some s around the period to on cars assigned to the Tulane and St. They were intended to protect riders from shrubs on the St. The window posts of car here show the mounting studs from the screens after their removal. Here are four pictures of St.

In the top picture, car is displaying a Car House sign, which indicates that this is its last trip for the day. From the car number, we know that this car was operated out of Canal Station, even though most St. Charles and Tulane Belt cars operated out of Carrollton Station car barn. If this is correct, the car will probably turn left at S. The second picture features car stopped for the traffic light at S.

In the third picture, car is loading passengers at the same car stop. Note the unusual Car Stop sign seen in this picture. The fourth picture, featuring car , is also at S. Note again how close the tracks are to each other, and how narrow the neutral ground is compared to St. This scene is on Tulane Avenue at S. Charles Belt car inbound on Tulane Avenue. At the left, an class car coming from Canal Station is turning from Dorgenois into Tulane to begin a run toward Carrollton Avenue on the Tulane Belt line.

The date is April 7, Two Tulane Belt cars riverbound on S. The top picture features car passing the curve into Jeanette on August 29, In the second photo, car is dropping off a passenger some time in Note the white wooden car stop post with its pyramidal peak in the second picture. We have a glimpse of the extra rail for standard gauge operation, obsolete since The scene today is much the same, with the notable exception that the car is signed St.

Charles rather than Tulane. Charles Belt car is stopped at Broadway upbound on St. Charles Avenue in this photograph. It will turn into Carondelet Street, one block ahead, just as St. Charles cars still do today. In the distance, we can see a St. Charles Belt car approaching on Howard Ave.

Charles car will take the curve in the left foreground to Lee Circle, going around to St. Car on the Tulane Belt is on Howard Ave. This photograph is not dated, but we have a glimpse of the Freret trolley coach overhead wire on Carondelet, so this must date to the period to the end of The streetcar will wait to turn right for the red light to stop the automobile traffic on Howard. The car moved around the entire system, and from time to time, the message on its side was changed slightly.

In , after Poland Station had been closed for seven years, the City of New Orleans decided to erect a police station on the site. The police station was built first, next to the old car barn, necessitating a long, narrow building, as seen in the top picture. Afterward, the old streetcar station was dismantled, as seen in the lower photo. This is the Perley Thomas Car Co. Cars were built by Thomas, and cars were built by St.

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