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The Widening of Poydras Street

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The Widening of Poydras Street A geographer’s view of the the street’s larger potential. New Orleans area After World War II, the city embarked city scapes on an ambitious transportation improve- ment program. Consulting for state high- way authorities in 1946, New York City planner Robert Moses devised an “Arte- rial Plan for New Orleans,” which called for the streamlining of east-west traffi c fl ow and the construction of a Pontchar- train Expressway to access a project- ed Mississippi River bridge. Moses also recommended connecting Elysian Fields with the bridge courtesy of a Water- front Expressway fronting the French A 1964 view of Poydras Quarter. Street just prior to the By the time the Pontchartrain Expressway and bridge opened in 1958, widening project. local planners had revised Moses’ scheme PHOTO BY CRESSON, COURTESY OF to include an interstate coming in from THE NEW ORLEANS PUBLIC LIBRARY the east to bifurcate at North Claiborne and Elysian Fields avenues, at which point an elevated Claiborne Expressway would take motorists toward Metairie while a Riverfront Expressway (the new name for Moses’ Waterfront Expressway) would take them down Elysian Fields, along the Mississippi and over the bridge. That four-sided arterial plan posi- tioned Poydras as a logical grade-level connector. What sealed the deal for Podyras’ wid- ening was a concurrent plan of equal grandiosity. With the city’s 250th anni- versary (1968) on the horizon and a rival- ry with Houston intensifying, leaders sought to enlist New Orleans as a World Trade Center. That imprimatur called for member cities to build imposing complex- es for global industries to convene and establish local offi ces. Everyone agreed THE WIDENING OF the best place for such a project was the city’s front door, where Canal and Poy- dras met the Mississippi River. So the city proceeded to acquire prop- erties and, in 1965, completed the Inter- P OYDRAS S TREET national Trade Mart (today’s World Trade Center). Next came a lavish exhibi- tion hall — but there was a problem. Fed- By Richard Demolition of 19th-century buildings transformed eral approval of the Riverfront Express- Campanella way, which would pass right through the InsideOut columnist a gritty street into the CBD’s corporate corridor complex, was delayed on account of fi erce resistance from preservationists for its impact on the historic French Quarter. Because the city ardently desired the Riverfront Expressway to proceed, it ew places in our city transformed so sud- Big Oil, but as a key link in a modernized transpor- was it upscale. The Poydras Market, an open-stall paid to install a 700-foot tunnel beneath denly and dramatically as Poydras Street, tation system. emporium built in 1838, had developed a reputation the exhibition hall and trade mart. Work- and it all began 50 years ago. Calls for its widening date to 1927, when St. Lou- for being, according to the Daily Picayune in 1858, ers then set about erecting the hall above. Poydras entered the 1960s as a four-lane is-based design fi rm Bartholomew and Associates, “intolerably fi lthy” and “so crowded as to be almost The optimal way to access all these Fcommercial artery lined with 19th-century store- consulting for the recently formed City Planning impassable,” leaving shoppers “disgusted at the new improvements was to widen Poydras houses amid the occasional early-20th-century bank Commission, identifi ed Poydras’ “present width of uncleanliness.” Street, thus giving, as one Times-Pic- or offi ce. 74 feet (as) hardly suffi cient to meet the demands of Positioned in Poydras’ extra-wide neutral ground ayune reporter put it, “the somewhat It ended the 1970s as a capacious corporate bou- trucking” and recommended broadening it to 100 from Penn Street to South Rampart Street, the bottled-up wholesale district an inlet levard shadowed by Internationalist skyscrapers feet along its downtown fl ank. marketplace generated lots of foot traffic and and outlet.” and anchored by two striking Modernist landmarks. Bartholomew’s emphasis on trucking pointed to helped make intersecting Dryades Street (original- In March 1964, voters passed a bond Many New Orleanians equate Poydras’ redevel- the fact that Poydras Street, fi rst laid out in 1788, ly called Phillippa, now O’Keefe) home to saloons issue, and with a budget of $3.4 million, opment with the 1970s oil boom and the city’s efforts had long been something of a blue-collar cousin to and brothels. the Department of Streets got to work to capture its share of Texas petroleum wealth. Canal Street. With its ample width, direct access to All this made proletariat Poydras Street that acquiring 47 properties fronting the low- Indeed, much of the Poydras streetscape brings the river and circumvention of both the high-density much more déclassé, and when the municipal mar- er side of Poydras from Penn to Delta to mind the petrol-industry headquarters in and French Quarter and the residential faubourgs, Poy- ket system declined in the 1920s, planners declared Street (now Convention Center Boule- around Houston’s Main, Rusk and Dallas streets, dras attracted gritty port-city land uses, such as the Poydras Market “no longer needed and...a seri- vard) — just as Bartholomew had recom- and part of the impetus for building the Louisiana wholesalers, shippers, warehousing and light indus- ous traffi c hazard.” mended back in 1927. Superdome was to answer Houston’s Astrodome. try, while repelling the sort of elegant retail trade After the pavilion was cleared away in 1932, that On Nov. 23, 1964, Mayor Victor H. But the original motivation for Poydras’ transfor- that made Canal Street famous. part of Poydras benefi ted from widened lanes and “Vic” Schiro swung a ceremonial “crash mation was not a corporate showcase nor a home for To be sure, Poydras had some retail, but hardly ample parking, and it got planners thinking about ball” into old buildings at Poydras and 6 FRIDAY, DECEMBER 11, 2015 THE TIMES-PICAYUNE’S INSIDE OUT the street’s larger potential. and asphalt, followed by sidewalk con- After World War II, the city embarked struction and landscaping. on an ambitious transportation improve- After an Aug. 16, 1966, dedication cer- ment program. Consulting for state high- emony featuring a parade of antique cars, way authorities in 1946, New York City the 132-foot-wide Poydras boasted six planner Robert Moses devised an “Arte- traffic lanes, two parking lanes and a rial Plan for New Orleans,” which called 16-foot-wide neutral ground — not for for the streamlining of east-west traffic greenery but indentured turning lanes. flow and the construction of a Pontchar- Traffic, after all, drove the entire project. train Expressway to access a project- During that same ceremony, however, ed Mississippi River bridge. Moses also the chairman of the Chamber of Com- recommended connecting Elysian Fields merce alluded to another reason. “The with the bridge courtesy of a Water - land on either side of Poydras,” he said, front Expressway fronting the French “should be developed [as] a ‘promenade,’ Quarter. as a favorite and...important site for By the time the Pontchartrain buildings that need to be ‘seen.’” Expressway and bridge opened in 1958, For a while, the expectation was that local planners had revised Moses’ scheme Loyola Avenue would become the city’s to include an interstate coming in from new skyscraper boulevard. But after the east to bifurcate at North Claiborne the 1967 decision to erect the Louisiana and Elysian Fields avenues, at which Superdome at one end of Poydras, fol- point an elevated Claiborne Expressway lowed by the 1968 opening of the Expres- would take motorists toward Metairie sionist-style Rivergate Exhibition Hall at while a Riverfront Expressway (the new the river end, the momentum swung in name for Moses’ Waterfront Expressway) favor of Poydras. would take them down Elysian Fields, This remained the case even after PHOTO BY JOSEPH C. DAVI FROM THE NEW ORLEANS PUBLIC LIBRARY along the Mississippi and over the bridge. the U.S. Department of Transportation That four-sided arterial plan posi- Bulldozers work on the widening project in 1965. stunned the city in 1969 by canceling the tioned Poydras as a logical grade-level Riverfront Expressway, agreeing with connector. preservationists that it would do irrevers- What sealed the deal for Podyras’ wid- ible damage to the French Quarter. ening was a concurrent plan of equal The reversal of fortune repurposed the grandiosity. With the city’s 250th anni- already-widened Poydras Street as less versary (1968) on the horizon and a rival- of a traffic throughway (complete with ry with Houston intensifying, leaders an obsolete tunnel) and more of a corpo - sought to enlist New Orleans as a World rate corridor, a character cinched with Trade Center. That imprimatur called for the 1972 opening of One Shell Square, the member cities to build imposing complex- city’s tallest building at 697 feet. es for global industries to convene and In subsequent years, 16 other high-ris- establish local offices. Everyone agreed es arose along Poydras, more so than any the best place for such a project was the other local street, most of them directly city’s front door, where Canal and Poy- or indirectly fueled by the oil boom. dras met the Mississippi River. Many downtown property owners So the city proceeded to acquire prop- eagerly cleared their parcels of old build- erties and, in 1965, completed the Inter- ings to capitalize on the rising land values national Trade Mart (today’s World — for new skyscrapers, for parking lots Trade Center). Next came a lavish exhibi- or sometimes simply to preempt a demo- tion hall — but there was a problem.
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