For the Detroiter its status was so extravagant that, like its two counterparts, ran a blazing fast, limited-stop schedule completing the trip in around 13 hours (by comparison, the Red Arrow ran a schedule of about 15 hours). According to the train's 1944 timetable its consist was a diner, ten sleepers (all ran the entire way and for years none were picked up or dropped off en route), and no head-end cars. The Pullman service included two 6-double bedroom/buffets, one 17-roomette, one 10-roomette/5-bedroom (except Saturdays), one 13-double bedroom, three 4-compartment/4-bedroom/2-duplex rooms, one 14-section, and finally one 12-section/1-duplex room. After World War II the NYC purchased new cars and locomotives for its passenger operations, allowing the Detroiter (and several other notable trains) to be equipped with new lightweights.
(The below Detroiter timetable is dated effective April 9, 1944.)
|Read Down Time/Leave (Train #48)
Time/Arrive (Train #47)
|7:00 PM (Dp)||Detroit, MI (Michigan Central Station) (ET)||8:25 AM (Ar)|
|Rochester, NY||2:24 AM|
|F 2:03 AM||Syracuse, NY||12:57 AM|
|Utica, NY||11:47 PM|
|Albany, NY||10:02 PM|
|F 6:54 AM||Harmon, NY||7:49 PM|
|Yonkers, NY||7:24 PM|
|New York, NY (125 Street)||7:10 PM|
|7:50 AM (Ar)||New York, NY (Grand Central Terminal) (ET)||7:00 PM (Dp)|
According to Mike Schafter and Joe Welsh's book, "Streamliners: History Of A Railroad Icon" on December 13, 1945 the NYC purchased 420 cars from Pullman-Standard, Budd, and American Car & Foundry constituting the largest single order ever placed for such equipment. These joined 300 others the railroad had on back-order placed before the war broke out; altogether they had cost a staggering $90 million. Some railroads, like the Central, for many years did not regard their gleaming streamliners as such. Instead, its particular term was "Dreamliners," which often appeared in print and advertising pieces. Unfortunately, the enthusiasm of high ridership experienced during the war would not last and began its unrelenting decline again in 1946.
While the public abandoned trains for highways and airlines the Detroiter was still all-Pullman through 1956 but by April of that year began running with coaches for the first time. Incredibly, the train suffered an amazingly swift decline and eventual discontinuance from the timetable. By the fall of 1958 it still sported almost an all-sleeper consist but by April of 1959, with ridership still on the decline, the Detroiter was canceled. Ironically, PRR's Red Arrow outlived its rival, surviving for another year until the summer of 1960. The B&O's Ambassador also witnessed a quick fall from grace although its name remained for a few more years until 1965.
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New York Central