| 29 | Train Number | 28 | ||||
| Daily | Miles | Services | Daily | |||
| 6 00P | Dp | 0.0 | New York, NY (Penna. Sta.) (ET) | C R | Ar | 9 30A |
| R 6 15P | 10.0 | Newark, NJ | C R | D 9 15A | ||
| R 7 21P | 85.9 | North Philadelphia, PA | C | D 8 03A | ||
| R 7 53P | 111.4 | Paoli, PA | C | D 7 36A | ||
| R 9 08P | 194.6 | Harrisburg, PA | C R | D 6 19A | ||
| R11 31P | 325.4 | Altoona, PA | C R | 4 03A | ||
| 2 02A | 439.3 | Pittsburgh, PA | C R | 1 34A | ||
| D 5 33A | 628.1 | Crestline, OH | C | 10 12P | ||
| D 7 31A | 759.7 | Fort Wayne, IN (ET) | C R | 8 15P | ||
| D 8 45A | 900.7 | Chicago, IL (Englewood Sta.) (CT) | C R | R 5 13P | ||
| 9 00A | Ar | 907.7 | Chicago, IL (Union Sta.) (CT) | C R | Dp | 5 00P |
Sleeping Cars...New York to Chicago—(10 Roomettes, 6 Double Bedrooms). (Two Cars.)
New York to Chicago—(4 Compartments, 2 Drawing-rooms, 4 Double Bedrooms.)
New York to Chicago—(12 Duplex Rooms, 4 Double Bedrooms).
New York to Chicago—(11 Double Bedrooms). (Operates even dates in June, July, September and October; odd dates in August, November and December [1967].)
Observation Car (Bar Lounge)...New York to Chicago—(2 Master Rooms, Double Bedrooms).
Dining Car...New York to Chicago.
Sleeping Cars...Chicago to New York—(10 Roomettes, 6 Double Bedrooms). (Two Cars.)
Chicago to New York—(4 Compartments, 2 Drawing-rooms, 4 Double Bedrooms.)
Chicago to New York—(12 Duplex Rooms, 4 Double Bedrooms).
Chicago to New York—(11 Double Bedrooms). (Operates odd dates in June, July, September and October; even dates in August, November and December [1967].)
Observation Car (Bar Lounge)...Chicago to New York—(2 Master Rooms, Double Bedroom.)
Dining Car...Chicago to New York.
In the twilight of its career as an all-Pullman train, the Broadway remained a first-class operation. In an era of speed reductions and schedule padding, it continued to make its westbound run in 16 hours and eastbound in a scheduled 15½. The observation car still featured the oversize master rooms with shower baths. No, it could not last and in fact it would not last the end of the year. But while it lasted, it would continue to be one of the classiest acts on the rails.
As mentioned above, by year's end the Broadway would be consolidated with the P.R.R.'s General. The surviving train would retain the Broadway Limited name but, like a retiring baseball star, the train's numbers—the famed Nos. 28 and 29—would be withdrawn from service, never to be used again by the Pennsy. The surviving remnants of the Broadway Limited would operate under the numbers 48 and 49 previously used by the General.
Time:
A - A.M.
D - Train stops only to discharge passengers
F - Conditional (Flag) stop
N - Not a passenger stop
P - P.M.
R - Train stops only to receive passengers
Services:
A - Auto loading/unloading facilities (as freight)
B - Checked baggage is handled
C - Coupon station (Ticket office)
M - Meal stop
P - Telephone station
R - Rental cars available
T - Telegraph station
X - Checked baggage NOT handled
The year 1967 was not kind to premium passenger trains. In the last few months of that year, the last two all-Pullman trains in the United States—the Pennsylvania's Broadway and the Illinois Central's Panama Limited—would submit to the inevitable and add coaches to their consists. While I.C. would market its coach additions separately as the Magnolia Star to preserve the fiction that the Panama itself remained all-Pullman, the Pennsy would consolidate the Broadway Limited with its secondary train, the General. By year's end, there would remain only one all-Pullman train in North America—El Tapatio, operated between Mexico City and Guadalajara by the National Railways of Mexico.