D.S.R. Route #44
| D-DOT Route #78 |
| IMPERIAL EXPRESS "LIMITED" |
The current DDOT route #78 Imperial Limited had its beginnings—-amid much media hype—-back on Monday, May
26, 1958. Free rides, refreshments, pretty hostesses, and even a bus decked out in red carpeting, all helped to usher in
this new line. Originally known as the "Imperial Northwest Express," the DSR promoted this line as its alternative to
"rapid transit" — sort of like a Detroit sub-way service, so to speak. This new "Rapid Transit" route was the longest DSR
route to travel along a Detroit expressway, and was considered to be the "Imperial" line of all of the city's express bus
routes. Supposedly, a new era in Detroit "rapid transit" bus service was now being launched.
Originally, the Imperial Northwest Express provided service from Seven Mile and Inkster Roads in Redford Township,
to the recently completed City-County Building in downtown Detroit. It traveled along West Seven Mile Road, the scenic
James Couzens Highway, and then via the recently constructed John C. Lodge Expressway—-which at the time was
only completed as far north as Wyoming. Coaches would then exit the expressway at Temple, wind through a number
of downtown streets, and eventually arrive at the City-County Building, at Larned and Randolph streets.
After the last leg of the Lodge Expressway was completed during the early sixties—which, by the way, was constructed
right through the wide center median of the former James Couzens Highway—the Imperial coaches would continue
to exit the Lodge at the Wyoming curve, operating locally along the Service Drive. The former James Couzens Highway
now served as the new expressway's service drive.
In the beginning, Imperial Express coaches operated every ten minutes during the peak hours and 30 minutes during
off-peak hours, but by the mid-sixties headways had improved to 3 to 4 minutes during peak hours and 20 minutes the
rest of the day. However, effective September 7, 1966, service along Seven Mile Road to Inkster Road was cut back to
Seven Mile and Grand River, while that same day additional trips were added to Inkster Road and Eight Mile. This branch
service, via Lahser and Eight Mile, was the result of the Seven Mile Imperial Express being used to replace portions of
the Eight Mile West bus line during peak hours. An additional shuttle service replacing the former Eight Mile West line
—-from McNichols and Lahser to Eight Mile and Inkster—-was also being operated by Imperial Express coaches during
the morning and afternoon rush hours.
26, 1958. Free rides, refreshments, pretty hostesses, and even a bus decked out in red carpeting, all helped to usher in
this new line. Originally known as the "Imperial Northwest Express," the DSR promoted this line as its alternative to
"rapid transit" — sort of like a Detroit sub-way service, so to speak. This new "Rapid Transit" route was the longest DSR
route to travel along a Detroit expressway, and was considered to be the "Imperial" line of all of the city's express bus
routes. Supposedly, a new era in Detroit "rapid transit" bus service was now being launched.
Originally, the Imperial Northwest Express provided service from Seven Mile and Inkster Roads in Redford Township,
to the recently completed City-County Building in downtown Detroit. It traveled along West Seven Mile Road, the scenic
James Couzens Highway, and then via the recently constructed John C. Lodge Expressway—-which at the time was
only completed as far north as Wyoming. Coaches would then exit the expressway at Temple, wind through a number
of downtown streets, and eventually arrive at the City-County Building, at Larned and Randolph streets.
After the last leg of the Lodge Expressway was completed during the early sixties—which, by the way, was constructed
right through the wide center median of the former James Couzens Highway—the Imperial coaches would continue
to exit the Lodge at the Wyoming curve, operating locally along the Service Drive. The former James Couzens Highway
now served as the new expressway's service drive.
In the beginning, Imperial Express coaches operated every ten minutes during the peak hours and 30 minutes during
off-peak hours, but by the mid-sixties headways had improved to 3 to 4 minutes during peak hours and 20 minutes the
rest of the day. However, effective September 7, 1966, service along Seven Mile Road to Inkster Road was cut back to
Seven Mile and Grand River, while that same day additional trips were added to Inkster Road and Eight Mile. This branch
service, via Lahser and Eight Mile, was the result of the Seven Mile Imperial Express being used to replace portions of
the Eight Mile West bus line during peak hours. An additional shuttle service replacing the former Eight Mile West line
—-from McNichols and Lahser to Eight Mile and Inkster—-was also being operated by Imperial Express coaches during
the morning and afternoon rush hours.
Service on the Imperial Express would remain unchanged through the remaining DSR years, as the line continued to
offer many far northwest-side city residents a fast, convenient, inexpensive and dependable means of transportation to
downtown Detroit. The Imperial was also popular with many city employees who worked at the City-County Building.
By the time DDOT arrived on the scene in 1974, headways averaged 4 to 6 minutes during peak hours and 28 minutes
during midday hours. During the early years under DDOT, a number of route adjustments were made to the Imperial
line, but unfortunately, even the grand 'ol Imperial couldn't escape the impending service reductions which came later.
During the late eighties, service along Seven Mile Road was extended to Northville Hospital (west of Haggerty Road),
in addition to providing service into the Livonia Mall, at Seven Mile and Middlebelt Roads. DDOT would also continue to
use its Imperial Express coaches to operate shuttle service along the city's far northwest side. During the AM and PM
rush hours, Imperial buses continued to provide some shuttle service between Lahser and McNichols to Eight Mile and
Grand River (Inkster Road) — in addition to its branch service via Lahser to Eight Mile and Grand River. Its coaches also
began providing evening shuttle service along Seven Mile Road, between the Livonia Mall and Grand River. This service
operated between the hours of 5:30 and 9:30PM, after the regular express operation ended for the day.
However, effective, Tuesday, September 8, 1992, service along Seven Mile Road to the Northville Psychiatric Hospital in
Northville was discontinued, and the Imperial Express service now terminated at the Livonia Mall. This would continue
until major route changes implemented by DDOT took effect beginning June 25, 1994, and Imperial Express service
along Seven Mile Road was again cut back -- this time to Seven Mile and Grand River.
Since the day of its inception—-when GM "old-look" coaches were first used to service the line-—the Imperial Express
has been serviced primarily by 40-foot buses. However, beginning in the fall of 1989, one of the 60-foot, 65-passenger
Neoplan "articulated" coaches saw service on the Imperial line. This service was only for a short period, as the "artic"
coaches were eventually used on other lines.
offer many far northwest-side city residents a fast, convenient, inexpensive and dependable means of transportation to
downtown Detroit. The Imperial was also popular with many city employees who worked at the City-County Building.
By the time DDOT arrived on the scene in 1974, headways averaged 4 to 6 minutes during peak hours and 28 minutes
during midday hours. During the early years under DDOT, a number of route adjustments were made to the Imperial
line, but unfortunately, even the grand 'ol Imperial couldn't escape the impending service reductions which came later.
During the late eighties, service along Seven Mile Road was extended to Northville Hospital (west of Haggerty Road),
in addition to providing service into the Livonia Mall, at Seven Mile and Middlebelt Roads. DDOT would also continue to
use its Imperial Express coaches to operate shuttle service along the city's far northwest side. During the AM and PM
rush hours, Imperial buses continued to provide some shuttle service between Lahser and McNichols to Eight Mile and
Grand River (Inkster Road) — in addition to its branch service via Lahser to Eight Mile and Grand River. Its coaches also
began providing evening shuttle service along Seven Mile Road, between the Livonia Mall and Grand River. This service
operated between the hours of 5:30 and 9:30PM, after the regular express operation ended for the day.
However, effective, Tuesday, September 8, 1992, service along Seven Mile Road to the Northville Psychiatric Hospital in
Northville was discontinued, and the Imperial Express service now terminated at the Livonia Mall. This would continue
until major route changes implemented by DDOT took effect beginning June 25, 1994, and Imperial Express service
along Seven Mile Road was again cut back -- this time to Seven Mile and Grand River.
Since the day of its inception—-when GM "old-look" coaches were first used to service the line-—the Imperial Express
has been serviced primarily by 40-foot buses. However, beginning in the fall of 1989, one of the 60-foot, 65-passenger
Neoplan "articulated" coaches saw service on the Imperial line. This service was only for a short period, as the "artic"
coaches were eventually used on other lines.
Information for the above article compiled from data supplied by Jack E. Schramm, courtesy of "DSR Bus Routes, 1945-1975" (May-June 1993 edition
of Motor Coach Age magazine), in addition to information supplied by DDOT Senior Service Inspector Dennis Grooms, posted at the "DSR-2-DOT" Yahoo!
discussion group. Additional info compiled from miscellaneous DDOT Route Service Maps and various DDOT service adjustment bulletins in the author's
possession. Imperial Expresss transfers courtesy of the Stanley Sycko Collection.
of Motor Coach Age magazine), in addition to information supplied by DDOT Senior Service Inspector Dennis Grooms, posted at the "DSR-2-DOT" Yahoo!
discussion group. Additional info compiled from miscellaneous DDOT Route Service Maps and various DDOT service adjustment bulletins in the author's
possession. Imperial Expresss transfers courtesy of the Stanley Sycko Collection.
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Meanwhile, equipment shortages during the late eighties had taken a toll on most of DDOT's
express service, as the department struggled to meet its scheduled pull-outs. Emphasis then
shifted to providing local service, with most of the express runs (previously top priority runs)
being filled only if equipment became available. Eventually, many of the express routes were
discontinued, while those that did remain were left with fewer trips. In 1975, DDOT operated
a total of twenty express routes, but by the Fall of 1992, only five of those express routes --
including the Imperial Express — were still in operation.
It might also be noted, that toward the late eighties, DDOT gradually began adopting a new
terminology to describe its express service. Although some routes were still being referred to
as "Express" routes, a number were being designated as "Limited" routes. By the middle
nineties, those few express routes that still remained, including the Imperial Express, were
now 'all' being referred to as DDOT "Limited" routes.
Although the "Imperial Limited" continued operations, its service definitely began falling on
hard times, as system-wide service reductions implemented by DDOT over the years would
continue to affect service. Consequently, as the ridership numbers fell, the headways would
continue to increase. By 1992, service operated only during peak hours, however, midday
service was again restored in 1996. By 1997, headways had increased to 15 minutes during
peak hours, and 30 minutes during midday hours.
Unfortunately, the downward trend has continued. Today, service only operates with 20 to
30 minute headways, and only during the peak service hours of 5:00 to 10:00AM, and 3:00
to 7:30PM. In addition, only two rush hour trips are made over the former Eight Mile West
bus route — operating only as far west as Eight Mile and Five Points (the Detroit city limits).
express service, as the department struggled to meet its scheduled pull-outs. Emphasis then
shifted to providing local service, with most of the express runs (previously top priority runs)
being filled only if equipment became available. Eventually, many of the express routes were
discontinued, while those that did remain were left with fewer trips. In 1975, DDOT operated
a total of twenty express routes, but by the Fall of 1992, only five of those express routes --
including the Imperial Express — were still in operation.
It might also be noted, that toward the late eighties, DDOT gradually began adopting a new
terminology to describe its express service. Although some routes were still being referred to
as "Express" routes, a number were being designated as "Limited" routes. By the middle
nineties, those few express routes that still remained, including the Imperial Express, were
now 'all' being referred to as DDOT "Limited" routes.
Although the "Imperial Limited" continued operations, its service definitely began falling on
hard times, as system-wide service reductions implemented by DDOT over the years would
continue to affect service. Consequently, as the ridership numbers fell, the headways would
continue to increase. By 1992, service operated only during peak hours, however, midday
service was again restored in 1996. By 1997, headways had increased to 15 minutes during
peak hours, and 30 minutes during midday hours.
Unfortunately, the downward trend has continued. Today, service only operates with 20 to
30 minute headways, and only during the peak service hours of 5:00 to 10:00AM, and 3:00
to 7:30PM. In addition, only two rush hour trips are made over the former Eight Mile West
bus route — operating only as far west as Eight Mile and Five Points (the Detroit city limits).
Even if one was to disregard all of the
hoop-la back in 1958, it could probably
still be stated that the Imperial
Express line has lived up to its name
after all these years. That grand old
"IMPERIAL" line–of–lines, launched
by the DSR back in May of 1958, still
lives on today. Unfortunately, it can
also be stated, that the grand 'ol
mighty one of many years ago has
indeed fallen, and barely hangs on for
dear life!
For more on the initial launching of
the Imperial Express line, and the
history of expressway bus service in
Detroit, see the related article:
"THE HISTORY OF EXPRESSWAY
BUS SERVICE IN DETROIT."
| © 2006 (PAGE LAST MODIFIED ON 08-18-07) |
Click on printer icon for the Printer Friendly version
| The above map shows a recent version of the DDOT Route #78 IMPERIAL LIMITED. Once coined Detroit's answer to Rapid Transit, the route now struggles for survival. |
| In this post-1966 photo, DSR coach #2308 is southbound along the John C. Lodge Expressway at Northlawn Avenue, working the Imperial Express line. When launched back in May of 1958, the Imperial Northwest Express bus route would travel the longest distance along the city's new expressway system — nearly 7-½ miles. |