The Canal Street Cemeteries: A Landscape History, Part Five

Metairie Cemetery (upper right) and the Halfway House (lower left) in the late 1950s or 1960s as the New Basin Canal (horizontal across center) is filled in for the Pontchartrain Expressway (I-10). Image via New Orleans Public Library Photographs Collection, used with permission.

​This is the fifth and final part in a five-part series on the historic landscape of City Park Avenue and Canal Street, and its associated cemeteries.  From July to November 2017, construction will take place at this intersection to connect the Canal Streetcar to Canal Boulevard.  To start at the beginning of this series, find Part One here, Part Two here, Part Three here, and Part Four here.
 
By the 1930s, the intersection of Canal Street and City Park Avenue had undergone a century of extraordinary change.  Where once Bayou Metairie meandered westward past acacia trees and a pastoral ridge, now City Park Avenue coasted across the New Basin Canal to become Metairie Road, past the grand monuments of Metairie Cemetery, and into Old Metairie.  Where once the Egyptian Revival columns of Cypress Grove stood tall over an undeveloped landscape, now cars rumbled past the monuments and walls of Greenwood Cemetery and Odd Fellows Rest.  Jazz blared from the Halfway House beside the New Basin Canal through the 1920s, until the House was converted into an ice cream parlor in 1930.[1]

Bayou Metairie had slowly been filled in to accommodate City Park Avenue.  To the east, Delgado Central Trades School (now Delgado Community College) was opened in 1921.  Beside Delgado, Holt Cemetery remained the municipal potter’s field for New Orleans, but in 1940 the cemetery gained a new neighbor – the Higgins Boat Plant.

Workers at the Higgins Boat Plant, June 1943. Photo by John Vachon, via Library of Congress.

PTs, Higgins, and the Cemetery
Andrew Higgins (1886-1952) is known today in New Orleans as the man who brought the shallow-bottom PT and “landing craft, vehicles, personnel” or “LCVP” boats to the Allied effort in World War II.  LCVP boats were used extensively in the D-Day invasion of Normandy in 1945, leading then-President Dwight D. Eisenhower to say in 1964 that Higgins had “won the war for us.”
 
Before World War II, Higgins had gotten his start designing shallow-bottom boats that performed well in the Louisiana bayous and other waterways beset by submerged obstacles.  But by the late 1930s, Higgins produced new designs that not only could achieve amphibious landings in shallow waters, but were also equipped with ramps to allow swift disembarkation upon landing.  These qualities made Higgins Boats imperative to the war effort.

Detail of 1979 US Geological Survey Map of New Orleans, showing the former footprint of the Higgins Plant - to the left of Delgado Tech. Institute and below Holt Cemetery (marked "Cem").

In 1940, Higgins Industries constructed a $1.5 million boat-building facility in the least expected of places:  far from water, along City Park Avenue, and beside Holt Cemetery.  Ever known for his enterprising spirit, Higgins’ City Park plant became the “world’s largest boat manufacturing plant housed under one roof.”[1]  The plant took advantage of the Southern Railway line that cut northwesterly across City Park Avenue, beside Masonic Cemetery No. 2.  Boats would be manufactured at the City Park plant, which employed thousands of people, and shipped to Lake Pontchartrain for testing. 

​The booming wartime production of the plant left the operation bursting at the seams.  Said historian Jerry Strahan of Higgins’ need to expand: “The back of the shipyard was adjacent to Holt Cemetery.  Higgins decided to enlarge the plant ‘knowingly and willingly’ by preempting an unused portion of the cemetery grounds.  The plant was increased until 40 percent of the new facility was constructed on property to which Higgins held no title, a problem that was unresolved as late as 1947.”[2]  Photos of the plant and adjoining Holt Cemetery can be found here under photographs numbered 14 and 21.
 
As early as November 1945, the loss of massive wartime governmental contracts hit the Higgins plant hard. The property was put up for sale.[3]  The building at 501 City Park Avenue would have myriad uses over the next thirty-five years – it was a Piggly Wiggly grocery store in 1948, offices for Georgia Pacific Corporation in 1959, and part of the building was used as an art warehouse in 1964.[4]  From the 1960s through the 1970s, a van and storage company conducted business in the old plant.  In 1972, the building was demolished -  its walls, beams, floors, and other items sold for salvage.[5]  Finally, in 1982, Delgado Community College opened the Arthur J. O’Keefe Administration Building at 501 City Park Avenue.[6]  The architecturally intriguing building remains in the same capacity to this day. 
 
In 1964, Holt Cemetery would cease to serve as New Orleans’ potter’s field.  The city of New Orleans, under coroner Frank Minyard instead leased a lot from Resthaven Cemetery in New Orleans East for this purpose.  This section of Resthaven continues to serve as New Orleans’ indigent burial ground.

Google Street View of 501 City Park Avenue, Delgado Community College administration building.

The American Way of Death
After the close of World War II, industries which had boomed forward industrially and technologically looked inward for domestic uses of their innovations.  Higgins Industries attempted to this very thing: selling Higgins-designed watercraft for private uses.  While to contemporary readers it may seem strange, the same phenomenon took place in the funeral and cemetery industries.  Moreover, the clientele of these industries had changed:  they were more prosperous, more mobile, and had different values.  For 1950s Americans, death was to be confronted with more discretion, privacy, and modernity than had been the case for previous generations.
 
The cultural boom of the 1950s held an inherent disdain for the old-fashioned.  This trend is often best exemplified in the scorn held for Victorian architecture during this period.  Modern Americans sought urban renewal to wipe away old landscapes.  In New Orleans, such sentiments manifested in the rapid construction of community mausoleums, establishment of “memorial park” style cemeteries like Garden of Memories, and the destruction of Girod Street Cemetery.
 
Girod Street Cemetery was established in 1822 at the foot of Girod Street near Liberty Street.  By the mid-1950s, the cemetery was bounded by the New Orleans Union Passenger Terminal, part of a neighborhood seen as old, blighted, and an obstruction to progress.  After repeated attempts by the cemetery’s owner, Christ Church Cathedral, to resurrect the cemetery both architecturally and functionally, it was expropriated by eminent domain to the federal government and the City of New Orleans.  The cemetery was demolished in 1957.

1885 postcard image of vaults in Girod Street Cemetery (Wikimedia Commons)

Girod Street Cemetery was located far from the Canal Street cemeteries, but it held certain cultural and architectural ties to other Protestant-dominated cemeteries like Cypress Grove and St. John’s Lutheran Cemetery.  As the process of demolition began, the Huber family which had assumed ownership of St. John’s Cemetery in the 1920s, jockeyed for the contract to relocate the Girod Street remains.  This competition involved multiple cemetery craftsmen-turned-cemetery owners and would not be the last time a cemetery operator competed for business with his peers.
 
At the same time Girod Street Cemetery was being demolished, cemeteries at Canal Street and City Park Avenue were modernizing.  The first inklings of cemetery stoneworkers turning to cemetery operation began in the 1910s and 1920s.  For example, in 1910, stonecutter Albert Stewart assumed ownership of St. Vincent de Paul Cemetery on Louisa Street, acquiring it from the Suarez brothers.  The Huber family had gained ownership of St. John’s Lutheran Cemetery in the 1920s – and by the 1930s, began construction on Hope Mausoleum, the first community mausoleum in New Orleans.

Entrance to Hope Mausoleum, 2016. Photo by Kevin O'Mara via Flickr.

Community mausoleums had gained some traction in the United States beginning in the 1890s and increasingly so in by the time of the Great Depression.  In this era, the idea of a large, single-structure facility for burial appealed to cultural ideals of mutual benevolence (indeed, many belonged to fraternal societies like the Masons and Odd Fellows) and frugality.  In New Orleans, these cultural desires were often met instead with society tombs – large, multi-vault structures within larger cemeteries.  Society tombs were New Orleans’ version of community mausoleums, which reflected a more northern aesthetic. 
 
It is, then, not surprising that the Huber family gained ownership of German Lutheran St. John’s Cemetery and erected Hope Mausoleum around the historic burial ground.  The development almost appears as an extension of St. John’s, Girod, and Cypress Grove Cemetery’s tendency to reflect non-Francophile aesthetics.  In the early 1930s, Hope Mausoleum opened, a modestly Art Deco edifice encased in polished marble and touting itself as, “The Modern Way of Burial.”[8]
 
The postwar boom of the 1950s saw a second heyday for community mausoleums, but these mausoleums suited newer cultural norms.  The era valued opulence and modernity, sleek, state-of-the-art materials and a dearth of filigree and detail.  The funeral and cemetery industries, rising into a new period of lobbying professional organizations, consolidated costs, and property accumulation, responded in kind.  Indeed, author Jessica Mitford in her 1963 indictment of the industry, The American Way of Death, compared the contemporary funeral industry to the car industry of the same age:  overloaded with space-age fins and baubles.[9]
 
Thus, the new community mausoleum was meant to be an expression of modernity and opulence, and a doing-away with the stodgy funereal rituals and trappings of the past.  Into this new market rose the children of Albert Stewart – Frank Sr. and Charles Stewart.  Under their business, Acme Marble and Granite Company, the Stewarts purchased land adjoining the north boundary of Metairie Cemetery and set forth to construct a community mausoleum for the age.

Lake Lawn Park Mausoleum, 2017. Photo by Emily Ford.

Completed in 1958, Lake Lawn Mausoleum would be the “the ultimate in modern burial,” with “paneling of rich mahoganies, carpeted floors, custom-built furniture, and rare plants and flowers.”[1]  Lake Lawn would be the anti-Girod Street Cemetery.  Historic photos suggest that Lake Lawn advertised within the walls of Girod Street, declaring that burials removed from the old Protestant cemetery could be moved to a thoroughly modern location.  In fact, the engineer of Girod Street Cemetery’s demolition, Mayor deLesseps Story “Chep” Morrison, did just that.  The contents of the Story family mausoleum, relatives of Mayor Morrison, were moved to Lake Lawn Park Mausoleum in May of 1956.  In the end, though, Hope Mausoleum would gain the contract to re-inter the white burials from Girod Street Cemetery.  In accordance with contemporary segregation laws (even in death) Providence Memorial Park in Metairie would receive the African American burials from Girod Street.

Discarded advertisement for Lake Lawn Park and Mausoleum, photographed in Girod Street Cemetery, 1957. Photo by Robert Kelley via LIFE Magazine Photo Collection, Google Cultural Commons.

The torchbearer of urban renewal, Mayor Chep Morrison, would himself in death become part of the struggle between rising cemetery entrepreneurs, and the clash of new and old New Orleans cemetery culture.  Shortly before his death in 1957, entrepreneurial monument man Albert Weiblen, who by this time had expanded his business to owning entire quarries in Georgia, purchased the entirety of Metairie Cemetery.  His widow Norma maintained this enterprise after Albert’s passing, and when Mayor Chep Morrison perished in a tragic airplane accident in 1964, a standoff ensued between old Metairie Cemetery and modern, neighboring, Lake Lawn Park Mausoleum.
 
Mayor Morrison had, as mentioned previously, moved his family’s remains from Girod Street Cemetery to Lake Lawn Park Mausoleum.  Yet while the new mausoleum was modern, Metairie Cemetery had been the lauded resting place of New Orleans mayors, governors, and Mardi Gras kings (nine, eleven, and more than fifty, respectively[1]).  Metairie’s position in New Orleans culture was to be the hallowed resting place of power in all its forms.  Presumably to preserve this reputation, Norma Weiblen called Morrison executor William H. Lindsay, Sr. on May 24, 1964, offering the Morrison family very steep discounts on a new tomb in Metairie Cemetery if they would consider moving Mayor Morrison’s burial there from Lake Lawn Park.  She added that Lake Lawn Park was a “stinkpot,” and that she “knew [Metairie Cemetery] was where [Morrison] belonged.”[2]
 
Years later, the matter would result in a lawsuit.  Morrison was buried in Metairie Cemetery and, in 1969, Stewart Enteprises purchased Metairie Cemetery, renaming the joined properties “Lake Lawn-Metairie Cemetery.”

Morrison monument at Metairie Cemetery. Image by Infrogmation via Wikimedia Commons.

The modernization of historic cemeteries at the end of Canal Street was fueled by the spirit of an era – and a struggle for space.  By the 1950s, many of the cemeteries in the area were more than a century old.  Furthermore, the city of New Orleans and the suburb of Metairie had grown tightly around them, leaving no room to expand.  Community mausoleums were a practical way to capitalize on sellable space.  Metairie Cemetery had made such a venture – filling in one of the cemetery’s lagoons to construct Metairie Mausoleum in 1958.  In 1964, the various parish-owned Catholic cemeteries in New Orleans would be consolidated under the new New Orleans Archdiocesan Cemeteries.  Ten years later, the Calvary at the rear of St. Patrick Cemetery No. 1 would be demolished to construct Calvary Mausoleum.  In 1969, the Firemen’s Charitable Benevolent Association would open Greenwood Mausoleum.

Metairie Mausoleum, completed 1958. Photo by Emily Ford.

Greenwood Mausoleum, completed 1969. Photo by Emily Ford.

The Jewish cemeteries at the end of Canal Street would also reorganize ownership.  In the late 1950s, the Hebrew Burial Association would form to assume ownership of Dispersed of Judah Cemetery, the oldest surviving Jewish Cemetery in New Orleans.  With religious restrictions against above-ground burial, the cemetery instead appears to have expanded toward Bernadotte Street in this time, where today a section of modern, 1950s granite monuments stands.  In 1973, conservative congregation Chevra Thilim established Chevra Thilim Memorial Park in a small triangle of land bounded by St. Patrick Cemetery No. 2, Dispersed of Judah Cemetery, and Iberville Street.  In 1999, Chevra Thilim merged with another congregation to form Shir Chadosh congregation, who retains ownership of the memorial park-style cemetery.
 
Canals, Streetcars, and Automobiles
Within cemetery walls, local stonecutters became sales agents and marble increasingly gave way to increased use of granite.  No longer the city’s potter’s field, Holt Cemetery became a burial ground for the families of those already interred therein.  Outside the cemeteries of Canal Street and City Park Avenue, water and soil gave way to concrete and pylons

Traffic backing up at City Park Avenue at the "dog-leg" between Canal Street (at right) and Canal Boulevard (at left). Late 1950s. Image via New Orleans Public Library Photographs Collection, used with permission.

The New Basin Canal, in service since 1838 and arguably the heart of the cemeteries landscape, was by the 1950s no longer fit for industrial use.  As with Bayou Metairie before, the canal was filled in and repurposed for automobile use.  In 1958, a new overpass was constructed for City Park Avenue traffic to traverse over the canal, but its use would be short lived.  By 1962, sections of the canal nearest to Lake Pontchartrain were filled in and became West End Boulevard.  At the end of the wide boulevard’s neutral ground, a civil defense bunker was constructed as a station of command for government in the event of nuclear war.  The bunker has been abandoned since the late 1990s, but remains present on West End Boulevard near Robert E. Lee Boulevard.

Aerial view of City Park Avenue, Canal Street, and Canal Boulevard "dog-leg." Late 1950s. Image via New Orleans Public Library Photographs Collection, used with permission.

Finally, in 1968, plans that had begun in the 1950s with Mayor Morrison came to fruition and a superhighway was constructed to connect Baton Rouge and New Orleans.  The Pontchartrain Expressway, part of Interstate 10, was constructed above the filled-in New Basin Canal – replacing high levies and deep water with tall pylons and dipping underpasses.  

Late 1950s aerial photograph of New Basin Canal at City Park Avenue, with Metairie Cemetery in the lower right corner. The Pontchartrain Expressway replaced the route of the New Basin Canal. Image via New Orleans Public Library Photographs Collection, used with permission.

Increased automobile traffic was met with increased automobile infrastructure, but one seemed to continually outpace the other.  The roadways as they were in 1968 were complex and disconnected:  Canal Boulevard met City Park Avenue, which met Canal Street in a dog-leg which already vexed motorists.  The triangular lot of Odd Fellows Rest formed this dog-leg, and in the 1960s, civic eyes turned to eliminate the obstacle. 

The (sort-of) Battle for Odd Fellows Rest
As early as 1948, New Orleans’ City Planning Commission recognized the “dog-leg” problem.[13]  As automobile drivers increasingly used Canal Boulevard and Canal Street as a commuter route to and from the city, the multiple turns needed to achieve this route caused traffic congestion.  While the commission desired nothing more than to connect the two streets, Odd Fellows Rest cemetery had sat firmly between them since 1849.
 
By 1963, the plan to “bypass” Odd Fellows Rest was revived.  The Planning Commission announced in August of that year that it sought to purchase “the entire Odd Fellows Rest on the downtown river side of the intersection of Canal st. and City Park ave. and a very small portion of the adjoining St. Patrick No. 2 cemetery.”[14]  The City would purchase the cemetery, relocate the remains interred therein, and demolish the remainder in order to connect Canal Street and Canal Boulevard.

Diagram of proposed connection for Canal Blvd. and Canal Street through Odd Fellows Rest. Times-Picayune, August, 11, 1963.

Like its neighboring cemeteries, Odd Fellows Rest had struggled to transition from the nineteenth century to the postwar era.  In 1950, the Grand Lodge of Louisiana Independent Order of Odd Fellows (IOOF) hired stonecutter Armand Rodehorst, Sr. as the new superintendant of the cemetery.[15]  Rodehorst had worked for fifteen years across the street at Greenwood Cemetery, as a laborer for Samuel Gately.  In joining Odd Fellows Rest, he was striking out on his own.[16]
 
Rodehorst developed Odd Fellows much in the same way that other cemeteries had done.  He built multi-vault tombs to sell piecemeal and constructed modern, cast-concrete tombs.  In 1958, however, Rodehorst died in his home at the age of 56.[17]  The economic future of Odd Fellows Rest was left without a helmsman.

Thus, by 1963, the Louisiana Grand Lodge was positioned to sell the cemetery property, although “not interested in partial relocation, but in total relocation of the cemetery.”[18]  City Council, Mayor Victor Schiro, and the Planning Commission agreed to fund the project.  Property on City Park Avenue near Delgado Community College was selected, which the City would purchase and gift to the Odd Fellows for transfer of the cemetery’s remains.  City Council purchased a lot “bounded by City Park Avenue, Conti Street, Virginia Street, and St. Louis Street” for the purpose.[19]
 
Yet in a twist of fate perhaps unique to New Orleans and its local politics, a private firm learned of the land purchase and beat the City to the punch.  The purchaser, Plaza Towers, Inc., bought the property and, in turn, offered to gift it to the City in exchange for another parcel of municipal land located on Howard Avenue and South Rampart.  Unlike the City Park Avenue property, which was purchased only as leverage, the Plaza Towers firm needed the Howard Avenue property in their construction project:  the forty-five story Plaza Tower building designed by Leonard R. Spangenberg, Jr. & Associates.  This obvious power grab left City Council “irate.”[20]

Although the City Council eventually acquiesced to the Plaza Towers deal, budgetary and priority tousles continued to arise.  Furthermore, the opening of Pontchartrain Expressway in 1968 was anticipated to ease traffic on surrounding surface streets.  The project was gradually abandoned.  As a result, the Louisiana Grand Lodge filed suit against the City of New Orleans, claiming that five years of uncertainty over the cemetery deal cost thousands of dollars and sowed discord among lodge members.  Said the Odd Fellows, the City acted in bad faith.[21]
 
In 1972, the City of New Orleans officially abandoned plans to purchase and demolish Odd Fellows Rest.  The Louisiana Grand Lodge, with fewer members than ever, retreated from active management of Odd Fellows Rest for decades to come.  Since 2015, Odd Fellows Rest is officially closed to the public and under continued preservation work.

The Katrina Memorial
After Odd Fellows Rest was inadvertently saved by the construction of the Pontchartrain Expressway, traffic conditions continued to worsen.  The Canal Streetcar, in place since the nineteenth century, was discontinued in 1964 in favor of bus service.[22]  It would be reinstated in 2004. 

In August of 2005, flooding caused by Hurricane Katrina effected even the cemeteries of Metairie Ridge.  Metairie Cemetery lost its administrative building near the cemetery entrance, and untold tombs were damaged. ​

Photo taken by FEMA photographer Jocelyn Augustino, August 30, 2005, showing the Pontchartrain Expressway (I-10) at vertical center and Greenwood Cemetery (left) and Metairie Cemetery (right).

In 2008, state-owned Charity Hospital Cemetery was converted into a memorial to the lives lost in Hurricane Katrina.  The property was excavated and analyzed by archaeologists, and large vaults were erected, clad in reflective black granite.  The unidentified and unclaimed remains of 86 hurricane victims were interred at this site, which each year is visited and dedicated on the anniversary of Katrina’s landfall.  To learn more about the inspiring, harrowing, and touching story of the Katrina Memorial, please read this fantastic piece by Mary LaCoste in the Louisiana Weekly: “Remembering the Katrina Memorial that Almost Wasn’t.”

Entrance to the Katrina Memorial after 2017 commemoration. Photo by Emily Ford.

The Last Days of the Halfway House
The Halfway House, once positioned tranquilly along the New Basin Canal but by 2005 instead wedged beside the Interstate 10 overpass, was also damaged in the storm.  Beginning in the 1840s as a place of rest and refreshment for carriages en route to Lake Pontchartrain, later a restaurant and jazz hall, then an ice cream parlor, the building was purchased in the 1950s by Orkin Pest Control Company.  Abandoned by Orkin in the mid-1990s, by 2005 the property was derelict, its roof partially collapsed.
 
The Halfway House was the property of the Firemen’s Charitable and Benevolent Association, held by a long-term lease by the city of New Orleans.  After Hurricane Katrina, plans were set in motion to convert the adjoining property – once Albert Weiblen’s marble shop – into the new 911 Communications Center for the city.  It looked as if the Halfway House would be demolished to make way for a parking lot.
 
Even before 2005, an organization called the Jazz Restoration Society worked with the FCBA and City to secure ownership of the Halfway House, with the goal of restoring it to a restaurant and music hall.  Years of infighting, pushing and pulling, and negotiations in the city finally ended in 2009, when the building was declared a landmark and the Society was given permission to step in.
 
But, much like the land deal between the City and Odd Fellows Rest, another shoe had to drop.  When an environmental assessment was conducted at the Halfway House, soil tests found that forty years of pesticide storage and disposal left the property unsalvageable by even the best intentions.  Despite years of fighting to save the Halfway House, it was demolished in 2010.

2002 image of old Weiblen shop (at left) and Halfway House after a fire. Photo by Infrogmation.

Conclusion
As of this writing, the current road construction project at the intersection of Canal Street and City Park Avenue is on-schedule and should be finished in one week.  Streetcar lines are laid, sweeping across City Park Avenue and onto Canal Boulevard.  Archaeological assessments and relocation of remains from the cemetery beneath Canal Boulevard have taken place.  Soon, the intersection will assume its most recent form, in a place that has held so many forms for one hundred and eighty years.
 
In this series, we have seen this place conform to cultural changes, urban expansion, technological innovation, war, and peace.  It is a testament to how imperceptibly dynamic New Orleans cemeteries are – that we can walk through them and feel tranquility and stillness, when in reality they’re shifting, conforming, losing and gaining things that will be held precious by future generations. 
 
And there’s even so much we’ve left out!  Left out was the Perseverance Lodge No. 13 society tomb in Cypress Grove, hit by lightning twice in the late twentieth century and recently reconstructed by FCBA.  Left out was the flower shop on Canal Street beside Cypress Grove, once a hub for chrysanthemums and roses shuttled off to the cemeteries, by the 1990s derelict, and demolished in 2016.  The merger of Stewart Enterprises, Inc. with Service Corporation International in 2014 merits its own thousand words on the industrialization of funeral and cemetery industries.  Uncountable changes have taken place in this tiny colony of cities of the dead. 
 
This retrospect, more than anything, then, has been an overture to recognizing how very important those aspects of our cemeteries which have survived all of this.  From Cypress Grove to Chevra Thilim Memorial Park, from Lake Lawn Park Mausoleum to Holt Cemetery, it is impossible to appreciate these relics too much.

A truck stops at the intersection of City Park Avenue and Canal Street, viewed through the entrance gate to Odd Fellows Rest. Photo by Emily Ford.

​[1] Samuel Charters, A Trumpet Around the Corner:  The Story of New Orleans Jazz (Oxford:  University Press of Mississippi, 2008), 257.
​[2] Jerry Strahan, Andrew Jackson Higgins and the Boats that Won World War II (Baton Rouge: LSU Press, 1994), 49-50.
[3] Ibid.
[4] “For Sale:  Two of the Modern Higgins Industrial Plants and Clinic in New Orleans,” Times-Picayune, November 19, 1945, 17.
[5] Times-Picayune, April 11, 19; Times-Picayune, October 6, 1959, 27; Times-Picayune, April 5, 1964, 71; Times-Picayune, February 10, 1964, 45.
[6] “Higgins Shipyard,” Times-Picayune, August 12, 1972, 44.
[7] “Congratulations Delgado,” Times-Picayune, March 4, 1982, 19.
​[8] “The Modern Way of Burial” was Hope Mausoleum’s official slogan from the 1930s through the 1950s.  For example, “Hope Mausoleum,” Times-Picayune, May 2, 1935, 2; and “Hope Mausoleum,” Times-Picayune, January 26, 1958, 2.
[9] Jessica Mitford, The American Way of Death (New York:  Simon & Schuster, 1963), 20-21.
​[10] “Lake Lawn Park Mausoleum,” Times-Picayune, October 3, 1954, 15; “Lake Lawn Park and Mausoleum – A Report on Progress,” Times-Picayune, October 30, 1951, 10.
​[11] Henri A. Gandolfo, Metairie Cemetery:  An Historical Memoir (New Orleans:  Stewart Enterprises, Inc., 1981), 108.
[12] “Details on Switch of Morrison’s Burial Site Revealed,” Times-Picayune, May 5, 1966.
​[13] “End to Canal ‘Dog-Leg’ Urged,” Times-Picayune, August 11, 1963, 1.  I would like to recognize and thank Michael Duplantier for sharing resources and information contained in the (sort of) Battle for Odd Fellows Rest section.
[14] Ibid.
​[15] “Odd Fellows Cemetery,” Times-Picayune, December 26, 1950, 41.
[16] Soards’ New Orleans City Directory for 1935, Vol. LXI (New Orleans:  Soards Directory Co., Ltd., Publishers, 1935), 1171; Polk’s New Orleans City Directory 1938 (New Orleans:  R.L. Polk & Co., 1938), 933; Polk’s New Orleans City Directory 1949 (New Orleans:  R.L. Polk & Co., 1949), 1209.
[17] “Business, Civic Leader Expires: Rodehorst Rites will be Held Today,” Times-Picayune, September 16, 1958.
​[18] “Accord on Canal Street ‘Dog Leg’ Plans Possible,” Times-Picayune, November 7, 1963, Section 2, 6; “Lodge to Help on Street Link,” Times-Picayune, August 20, 1963, 7.
[19] “Cemetery Head Petitions Court,” Times-Picayune, August 1, 1968, 9.
[20] “Council Irate at Land Deal:  City Officials Criticized for Failure to Buy,” Times-Picayune, June 3, 1964, 1.
​[21] “Cemetery Head Petitions Court,” Times-Picayune, August 1, 1968, 9.
​[22] Edward J. Branley, New Orleans:  The Canal Streetcar Line (Arcadia Publishing, 2004), 95.