| THE HISTORY OF EXPRESSWAY BUS SERVICE IN DETROIT (The Motor City's answer to "Rapid Transit") |
By the end of 1954, ten express bus lines were being operated by the DSR. Almost all basically mimicked the city's
major streetcar and bus routes. These "Express buses" would make local (boarding only) stops along outlying
areas of the city, but would then begin "limited" service between designated points along the route. These coaches
would then operate an on-street, non-stop "express" service to downtown, which usually began at the Boulevard.
During evenings, the outbound buses usually followed in the reverse.
Meanwhile, the completion of both the John C. Lodge and Edsel B. Ford Expressways during the mid-1950's would
help to launch a DSR campaign to help win back some of its lost riders by providing so-called "rapid transit" bus
service. This type of service would attempt to use expressway buses that would operate along both of the city's newly
built expressways.
Prior to the completion of the John C. Lodge Expressway, the Hamilton Express route had already become the DSR's
first express route to operate along an expressway, after its coaches were routed onto a short half-mile completed
stretch of the John Lodge Expressway, which began on Monday, December 4, 1950. The Hamilton Express was
gradually extended along the Lodge to Bagley by September, 1954. But it wasn't until after the first completed portion
of the Edsel Ford-John Lodge Interchange opened, on January 18, 1955, that more of these express buses would
begin to utilize the city's newly built expressways to transport passengers into downtown.
On January 31, 1955, the Plymouth Express became the first express route to use both the John C. Lodge and Edsel
B. Ford Expressways. The newly launched Plymouth Express service operated along Plymouth Road, between
Outer Drive and Wyoming, then traveled south along Wyoming to McGraw, where it would access the Ford and begin
its expressway service. Stops at two special "rapid transit" loading stations incorporated into the Ford Expressway, at
both Livernois and Grand River, were also included along the route. The buses would then whisk passengers along
the expressway to the new Ford-Lodge interchange, where the coaches would enter the Lodge Expressway to
continue its inbound trip into downtown. (see video clip on web-page)
However, effective Monday, November 21, 1955, the Plymouth Express routing via Wyoming, McGraw, and the Ford
and Lodge Expressways was reassigned to a new Joy Road Express route, while Plymouth Express coaches were
instead rerouted further east along the entire Plymouth local route. Its express buses now entered the Lodge
Expressway at Webb.
In an energetic attempt to provide its riders with "rapid transit" service through the use of expressway buses,
additional expressway routes were launched as more segments of the expressways were completed. Beginning in
February, 1955, the Ford and the Lodge Expressways were being used by both the Dexter and Grand River Express
routes — with both lines now entering the Ford via Maybury Grand (just west of Grand River). But this new expressway
routing for both routes was later discontinued in late 1956, after not proving to be much faster than the local service.
On November 7, 1957, the new Fenkell Express bus route was launched after sections south of the Davison
Expressway were completed. The Fenkell Express would operate via the John C. Lodge Expressway, from Davison
to downtown.
THE LAUNCHING OF THE "IMPERIAL NORTHWEST EXPRESS" BUS ROUTE:
The completion of 'most' of the John C. Lodge Expressway from downtown to the Wyoming curve in late 1957 would
help launch what DSR officials had hoped would become a new phase in Detroit expressway bus operation.
According to the publication, "Detroit's DSR, Part 3" by Jack E. Schramm (Motor Coach Age — May-June 1993
edition), an express bus service of a different kind was inaugurated on Monday, May 26, 1958. This new expressway
bus route would operate mostly over the John C. Lodge Expressway and the connecting James Couzens Highway to
Seven Mile and Inkster Road. It would be considered the "grandiose" of all DSR express bus service. Hence, the new
express line would be called, the "IMPERIAL NORTHWEST EXPRESS." Although obviously not the first DSR express
route to utilize the city's new expressway system, it was by far the longest.
Two Detroit Free Press articles at the time, dated May 26 and 27, wrote on how the DSR went all out to inaugurate its
new "Imperial Northwest Express" bus line. The first bus literally rolled out the red carpet, complete with pretty
hostesses, free rides and refreshments, and, of course, the big wigs from City Hall.
Seated on board that inaugural bus was Detroit Mayor Louis C. Miriani, members of the Detroit Street Railway
Commission, general manager of the DSR Leo J. Nowicki, a group of northwest-side businessmen, and other civic
leaders. In addition to the current Miss DSR passing out free doughnuts, milk and orange juice to all of the
passengers, the first bus on the Imperial line was even laid-out with thick, red carpeting on the floor.
During the first two days of its operation, bus rides on the new express line were free, with the current and former
"pretty Miss DSR bus hostesses" passing out milk, fruit juice, doughnuts, potato chips and chewing gum, and "smiled
sweetly" as they greeted the DSR patrons who tried out the new service.
The new Seven Mile Road express would become the DSR's longest express route, with one round trip covering 35
miles. The buses traveled along W. Seven Mile from Inkster Road, then along the scenic James Couzens Highway
and the recently completed John C. Lodge Expressway, ending at the City-County Building downtown — all in less
than 55 minutes! The DSR promised that the service from the end of the line to downtown would be 20 minutes faster
than previous local service. Coaches would operate daily, every 10 minutes during the rush hours and every 30
minutes the rest of the day.
The fare ranged from 45¢ at the end of the line to 25¢ nearer downtown. This fare was based on a new express zone
fare system the DSR had put into effect on all its express routes that same day. However, the zone fare system was
withdrawn shortly afterwards, after it had been pointed out that the DSR had failed to seek the proper channels for its
approval. The express fare would then return to the previous fare of a flat quarter.
Although expressway bus service had been heavily promoted by the DSR during the years following WWII as the better
and more economical alternative to building light rail lines within the city's expressway grid, it soon proved to be more
of a headache than an alternative. Since proposed 'bus only' freeway lanes were never built, buses were often
delayed in traffic tie-ups along the expressways. The few "Rapid Transit" passenger boarding stations that were built
along the Edsel Ford Expressway were rarely used, and the push toward adding additional "Rapid Transit" bus
routes across the expressway system diminished, as the ridership numbers never materialized. Although the Joy
Road Express buses continued to use the Ford and Lodge Freeways for some years, that service too was eventually
withdrawn. Freeway service for the Joy Road Express was discontinued, and its buses rerouted into downtown via
Michigan Avenue, effective October 3, 1965.
EXPRESSWAY BUS OPERATION THROUGH THE YEARS:
Down through the years only a limited number of express routes have operated along the Detroit freeway system.
While the Fenkell, Hamilton, Imperial and Plymouth Express buses would continue to use the John Lodge Freeway,
the Second Blvd. and the John R.-Oakland Express buses would begin using the recently completed Walter P.
Chrysler (I-75) Freeway. The John R.-Oakland Express (renamed Oakland Express in 1973) began using the I-75
freeway on June 20, 1969, while the Second (W. McNichols) Express began its freeway service on January 17, 1972.
Perhaps the most unusual express route of them all was the DDOT Route #71, Crosstown Express (via West Warren
Ave.), which traveled via West Warren and Grand River during the morning rush, but would use the I-375, I-75 and I-96
freeways to West Warren Avenue on its evening return trip to Rouge Park.
During the late seventies, when the city's express bus era was coming to a close, as many as twenty express routes
were still in operation. Only seven of these routes, however, operated over the city's freeways. Today, only three
regular DDOT "Limited" bus routes remain, with only two lines — the Imperial Limited and the Plymouth (local) —
utilizing the city's freeway system. I guess one might rightly say, they're the last two remaining reminders of what was
once promoted to be the city's most economically feasible alternative to building mass transit.
major streetcar and bus routes. These "Express buses" would make local (boarding only) stops along outlying
areas of the city, but would then begin "limited" service between designated points along the route. These coaches
would then operate an on-street, non-stop "express" service to downtown, which usually began at the Boulevard.
During evenings, the outbound buses usually followed in the reverse.
Meanwhile, the completion of both the John C. Lodge and Edsel B. Ford Expressways during the mid-1950's would
help to launch a DSR campaign to help win back some of its lost riders by providing so-called "rapid transit" bus
service. This type of service would attempt to use expressway buses that would operate along both of the city's newly
built expressways.
Prior to the completion of the John C. Lodge Expressway, the Hamilton Express route had already become the DSR's
first express route to operate along an expressway, after its coaches were routed onto a short half-mile completed
stretch of the John Lodge Expressway, which began on Monday, December 4, 1950. The Hamilton Express was
gradually extended along the Lodge to Bagley by September, 1954. But it wasn't until after the first completed portion
of the Edsel Ford-John Lodge Interchange opened, on January 18, 1955, that more of these express buses would
begin to utilize the city's newly built expressways to transport passengers into downtown.
On January 31, 1955, the Plymouth Express became the first express route to use both the John C. Lodge and Edsel
B. Ford Expressways. The newly launched Plymouth Express service operated along Plymouth Road, between
Outer Drive and Wyoming, then traveled south along Wyoming to McGraw, where it would access the Ford and begin
its expressway service. Stops at two special "rapid transit" loading stations incorporated into the Ford Expressway, at
both Livernois and Grand River, were also included along the route. The buses would then whisk passengers along
the expressway to the new Ford-Lodge interchange, where the coaches would enter the Lodge Expressway to
continue its inbound trip into downtown. (see video clip on web-page)
However, effective Monday, November 21, 1955, the Plymouth Express routing via Wyoming, McGraw, and the Ford
and Lodge Expressways was reassigned to a new Joy Road Express route, while Plymouth Express coaches were
instead rerouted further east along the entire Plymouth local route. Its express buses now entered the Lodge
Expressway at Webb.
In an energetic attempt to provide its riders with "rapid transit" service through the use of expressway buses,
additional expressway routes were launched as more segments of the expressways were completed. Beginning in
February, 1955, the Ford and the Lodge Expressways were being used by both the Dexter and Grand River Express
routes — with both lines now entering the Ford via Maybury Grand (just west of Grand River). But this new expressway
routing for both routes was later discontinued in late 1956, after not proving to be much faster than the local service.
On November 7, 1957, the new Fenkell Express bus route was launched after sections south of the Davison
Expressway were completed. The Fenkell Express would operate via the John C. Lodge Expressway, from Davison
to downtown.
THE LAUNCHING OF THE "IMPERIAL NORTHWEST EXPRESS" BUS ROUTE:
The completion of 'most' of the John C. Lodge Expressway from downtown to the Wyoming curve in late 1957 would
help launch what DSR officials had hoped would become a new phase in Detroit expressway bus operation.
According to the publication, "Detroit's DSR, Part 3" by Jack E. Schramm (Motor Coach Age — May-June 1993
edition), an express bus service of a different kind was inaugurated on Monday, May 26, 1958. This new expressway
bus route would operate mostly over the John C. Lodge Expressway and the connecting James Couzens Highway to
Seven Mile and Inkster Road. It would be considered the "grandiose" of all DSR express bus service. Hence, the new
express line would be called, the "IMPERIAL NORTHWEST EXPRESS." Although obviously not the first DSR express
route to utilize the city's new expressway system, it was by far the longest.
Two Detroit Free Press articles at the time, dated May 26 and 27, wrote on how the DSR went all out to inaugurate its
new "Imperial Northwest Express" bus line. The first bus literally rolled out the red carpet, complete with pretty
hostesses, free rides and refreshments, and, of course, the big wigs from City Hall.
Seated on board that inaugural bus was Detroit Mayor Louis C. Miriani, members of the Detroit Street Railway
Commission, general manager of the DSR Leo J. Nowicki, a group of northwest-side businessmen, and other civic
leaders. In addition to the current Miss DSR passing out free doughnuts, milk and orange juice to all of the
passengers, the first bus on the Imperial line was even laid-out with thick, red carpeting on the floor.
During the first two days of its operation, bus rides on the new express line were free, with the current and former
"pretty Miss DSR bus hostesses" passing out milk, fruit juice, doughnuts, potato chips and chewing gum, and "smiled
sweetly" as they greeted the DSR patrons who tried out the new service.
The new Seven Mile Road express would become the DSR's longest express route, with one round trip covering 35
miles. The buses traveled along W. Seven Mile from Inkster Road, then along the scenic James Couzens Highway
and the recently completed John C. Lodge Expressway, ending at the City-County Building downtown — all in less
than 55 minutes! The DSR promised that the service from the end of the line to downtown would be 20 minutes faster
than previous local service. Coaches would operate daily, every 10 minutes during the rush hours and every 30
minutes the rest of the day.
The fare ranged from 45¢ at the end of the line to 25¢ nearer downtown. This fare was based on a new express zone
fare system the DSR had put into effect on all its express routes that same day. However, the zone fare system was
withdrawn shortly afterwards, after it had been pointed out that the DSR had failed to seek the proper channels for its
approval. The express fare would then return to the previous fare of a flat quarter.
Although expressway bus service had been heavily promoted by the DSR during the years following WWII as the better
and more economical alternative to building light rail lines within the city's expressway grid, it soon proved to be more
of a headache than an alternative. Since proposed 'bus only' freeway lanes were never built, buses were often
delayed in traffic tie-ups along the expressways. The few "Rapid Transit" passenger boarding stations that were built
along the Edsel Ford Expressway were rarely used, and the push toward adding additional "Rapid Transit" bus
routes across the expressway system diminished, as the ridership numbers never materialized. Although the Joy
Road Express buses continued to use the Ford and Lodge Freeways for some years, that service too was eventually
withdrawn. Freeway service for the Joy Road Express was discontinued, and its buses rerouted into downtown via
Michigan Avenue, effective October 3, 1965.
EXPRESSWAY BUS OPERATION THROUGH THE YEARS:
Down through the years only a limited number of express routes have operated along the Detroit freeway system.
While the Fenkell, Hamilton, Imperial and Plymouth Express buses would continue to use the John Lodge Freeway,
the Second Blvd. and the John R.-Oakland Express buses would begin using the recently completed Walter P.
Chrysler (I-75) Freeway. The John R.-Oakland Express (renamed Oakland Express in 1973) began using the I-75
freeway on June 20, 1969, while the Second (W. McNichols) Express began its freeway service on January 17, 1972.
Perhaps the most unusual express route of them all was the DDOT Route #71, Crosstown Express (via West Warren
Ave.), which traveled via West Warren and Grand River during the morning rush, but would use the I-375, I-75 and I-96
freeways to West Warren Avenue on its evening return trip to Rouge Park.
During the late seventies, when the city's express bus era was coming to a close, as many as twenty express routes
were still in operation. Only seven of these routes, however, operated over the city's freeways. Today, only three
regular DDOT "Limited" bus routes remain, with only two lines — the Imperial Limited and the Plymouth (local) —
utilizing the city's freeway system. I guess one might rightly say, they're the last two remaining reminders of what was
once promoted to be the city's most economically feasible alternative to building mass transit.
© 2011 – www.DetroitTransitHistory.info (PV 03-19-11)
Information for the above article compiled from Detroit Free Press articles "And Now (Wowie!) DSR Bus Hostesses" (May 26, 1958),
"DSR Glamor Bus Rolls into Town" (May 27, 1958), The Detroit News article "DSR Riders Gripe, Some May Boycott Expresses" (May
26, 1958), Detroit's DSR, Part 3 by Jack E. Schramm (May-June 1993 MCA), and other numerous sources. Express bus route's effective
dates courtesy of "DSR BUS ROUTES, 1945-1975" (May-June 1993 edition of Motor Coach Age magazine).
"DSR Glamor Bus Rolls into Town" (May 27, 1958), The Detroit News article "DSR Riders Gripe, Some May Boycott Expresses" (May
26, 1958), Detroit's DSR, Part 3 by Jack E. Schramm (May-June 1993 MCA), and other numerous sources. Express bus route's effective
dates courtesy of "DSR BUS ROUTES, 1945-1975" (May-June 1993 edition of Motor Coach Age magazine).
| This 1955 photo looks north along the John C. Lodge Expressway at the Edsel B. Ford Expressway Interchange. During the 1950s and '60s a number of DSR express routes began using the city's new expressways into and out of the downtown area. (Photo source: 1955 DSR Annual Report – Courtesy of the Stan Sycko Collection) |
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