The train was known as the Narragansett, which carried coach service and provided additional stops between New York and Boston. After World War II this train was slowly downgraded; in 1949 the westbound leg was canceled followed by the eastbound nearly ten years later in 1958. Both the Owl and Narragansett were also once promoted by the New Haven. One particular ticket folder from 1950 noted the following: "Trains that pass in the night...A comfortable overnight train service offering safe, certain arrival for early morning appointments in Boston, Providence, and New York. The Owl: All Pullman train operating in both directions between New York and Boston. The Narragansett: Coach and Pullman train operation in both directions between New York, Providence, and Boston. When you got to get there, take the New Haven R.R."
(The below Owl timetable is dated effective April 30, 1967.)
|Read Down Time/Leave (Train #2)
Time/Arrive (Train #3)
|12:40 AM (Dp)||0.0||New York, NY (Grand Central Terminal) (ET)||7:30 AM (Ar)|
|0.0||New York, NY (125th Street)||7:20 AM|
|33.5||Stamford, CT||6:44 AM|
|1:52 AM||41.0||Norwalk/South Norwalk, CT||9:00 AM|
|2:13 AM||56.0||Bridgeport, CT||6:16 AM|
|2:32 AM (Ar)||72.5||New Haven, CT||5:52 AM (Dp)|
|2:52 AM (Dp)||72.5||New Haven, CT||5:34 AM (Ar)|
|3:49 AM||123.5||New London, CT||4:35 AM|
|5:21 AM||185.5||Providence, RI||3:20 AM|
|6:19 AM||217.5||Route 128, MA||2:26 AM|
|6:38 AM||229.5||Boston, MA (Back Bay Station)||2:05 AM|
|6:40 AM (Ar)||229.5||Boston, MA (South Station) (ET)||2:00 AM (Dp)|
Soon after the war was over the New Haven placed an order with Pullman-Standard between December of 1945 and October of 1946 for 207 new streamlined, stainless-steel cars to completely reequip its passenger fleet carrying arrangements that included sleepers, baggage-lounges, coaches, parlors, diners, grill cars, and observations. The equipment cost a staggering $20 million and complemented the 205, smooth-sided American Flyer cars the railroad had purchased (and helped develop) in the mid-1930s. All of the new equipment, catering to the seaside beauty of New England with big windows and inviting interiors, was in service and running by 1954. Unfortunately, by then the railroad was running into financial difficulty; the result of lessening ridership and poor management.
In 1948 the New Haven came under the control of Frederic Dumaine, along with Patrick McGinnis. This two individuals spent a great deal of effort attempting to improve the railroad's financial conditions but doing so by cutting the workforce and deferring maintenance in an attempt to increase profits. In 1951 Dumaine's son acquired control and made efforts to reverse these policies. However, he lost in a proxy fight to McGinnis in 1954, which again implemented efforts similar to the elder Dumaine (McGinnis was eventually kicked out by the board). The New Haven posted a profit in 1956 but would never do so again. As for the Owl it remained in service until 1969 during the Penn Central era when it was quietly removed from the timetable.
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