Your answer is complete enough, and picked up the CV, which was the most difficult, and the B&O, the second. You only showed five RR with passenger equipment entering Manhattan, and those were the four whose trains entered Manhattan. But as you pointed out, CV had a naval presence, and its passenger equipment, often with CN markings, served both GCT (Ambassador) and Penn (Montrealer-Washingtonian), running in Boston and Maine and New Haven trains to reach Manhattan. For that matter, there were seventh and eigth railroads, CP and D&H, via NYCentral, but they did not have a naval presence. And then one could add all the Southern Railroads via PRR, again but without naval operations.
I could have added the Rutland, Southern, ACL, SAL, FEC, RF&P and N&W, too. I figured you were looking for RRs whose names would be on the departure boards. There was also a QC/CP/B&M/NH car into the 1930s, and through cars from the MEC as well. CP/TH&B from Toronto is there as well.
Whew. Now for what should be a simple one. This regional railroad that was operated under lease as part of a larger system bought one diesel locomotive with very light axle loadings to reach a port over trackage rights. The port was visited by several car ferry operations. Name the regional, the larger system, the host road and the port. Extra credit for the car ferry operators.
Hint: Before the lightweight was finally retired, its axle loadings got heavier. The host railroad was known for buying engines with very light axle loadings as late as the 1970s.
I berlieve SPās steanship line to New York was gone by the 1930s, and its passenger equipment was not regularly schedules into New York until that post-WWII period when trainscontinental sleepers operated, including one via New Orleans. Interesting that they had such a steamship line. Was passenger traffic involved, or just frieght? I imagine freight rates were sinilar to the CV-CN service and less than direct rail.
Sunset GulfāThe ā100 Per Cent Routeā
Ocean to Ocean Service,āRegularity, Dependability, Speed and Car Savings, its Features
By G.W. Luce, Freight Traffic Manager
Few accomplishments in the history of railroading can compare, in magnitude and importance to the shipping public, with the establishment of the Southern Pacific Lines-Sunset Gulf Route as a complete system operating under one management from coast to coast.
The inception of the various units comprising this great system dates back to the middle of the nineteenth century. Today, when progress and development have been so splendidly exemplified in the matter of Southern Pacific operation, the regularity and dependability of its service makes it one of the controlling factors in transportation channels in this country.
This port served multiple car ferry lines, but was served at least in part by a light rail branch that was also used by another railroad via trackage rights.
This one has been sitting here 10 days, so Iāll retire it. The port I was looking for was Manitowoc Wisconsin, on a C&NW branch, served by Ann Arbor and C&O car ferries, and a PRR ferry in early years. The Sooās Wisconsin Central, which always owned its own locomotives, bought a single A1A-A1A Alco RSC3 (2380) to reach Manitowoc from Neenah over MILW and C&NW trackage rights. Sooās own RSC2s and RSC3s were all bought for light rail branches in the Dakotas. The post-merger Soo Line retrucked all of the RSCs to B-B with trucks off Baldwin road switchers. MILW bought C-C SDL39s from EMD in the 1970s to deal with their remaining light rail branch lines.
This eastern railroad, which operated sleeping cars on its trains right up to 1971, did not own any streamlined sleeping cars, with all cars coming from its major connection.
D&H used New York Central (later Penn Central) sleepers, with the Montreal Limited drawing two or more full sleepers (often a 22Rmt and a 12DBR) plus the 6DBR lounge used for meal service. D&H was one of the few Pullman customers that did not get any cars in the 1940s breakup. In the 1950s D&H used NYC heavyweights and Pullman pool cars to cover secondary trains as well. An Albany-Montreal car- the only one that did NOT operate over NYC- sometimes drew a Canadian Pacific 10Rmt5DBR.
South Shore, like most interurbans, operated dining and parlor cars in regular service. What feature made South Shoreās dining and parlor cars distinct from those on other interurbans?
How about six-wheel trucks? Iām pretty sure CSS&SBās Diners and Parlor were not control trailers. CNS&Mās, on the other hand (and CA&Eās parlors) were control trailers, though the North Shoreās observations were built with control only on the vestibule end. North Shoreās (C&ME) wooden diners had motors.
We have a winner [wow]. South Shoreās diners and two of their parlor cars were the only interurban passenger equipment to ride on Commonwealth six-wheel trucks.
South Shoreās two each diners (301, 302) and parlors (351,352) were delivered in 1927, removed from service in 1930 or 1931. Both types of cars were scrapped to provide steel for South Shoreās car lengthening program during World War II.
Dave opened an interesting point. There were at least two other 1500 VDC interurbans. One also had considerable mileage that was electrified at 600V. The other was built in two sections that were never joined. Both systems survived until after WWII and dieselization. Iām looking for the one in two sections.
Turn it over to you for the next question. The other interurban was the Sacramento Northern, which built a freight-only line at 1500 volts in 1930, and later raised the voltage on the 1200 volt former Oakland Antioch & Eastern lines. The former Northern Electric lines were all 600 volts, mostly uncovered third rail.
