The DLS assignment lasted approximately two and one-half years before giving way to comparable Electro-Motive Division-built freight cabs. The demotion became necessary when the re-numbered 1600 series FA/FB units developed various mechanical ailments, such as crankshaft failures and blown turbo-chargers. The Alcos were transferred to the railroad's eastern division which had a much gentler profile and was closer to the main shops. (Uniom Pacific publicity photo / R. Craig collection)

Attired in a distinctive looking red and black livery, the new EMD and Alco units units were initially assigned to "Rocket Freight" service between the Twin Cities and Texas, as well as, Chicago and western points. With a growing stable of diesels, the 7600-mile Rock began to witness significant increases in freight tonnage, schedule improvements, and greater locomotive flexibility. Just the kind of medicine the railroad needed to get temporarily healthier. (Clayton Tinkham photo / J. David Ingles collection)

The company's "sample everything on the menu" approach to motive power, netted an unusual assortment of diesel models from most of the major locomotive builders of the period, with the exception of Lima. They ranged from small 12-ton Whitcomb switchers to sleek long nose, 158-ton Alco-GE PAs. Although their smorgasbord approach gave track-side train watchers many hours of enjoyment, it cost the Katy big-time in later years in terms of excessive locomotive maintenance and major engine replacements. (MKT publicity photo)

The resulting uptick in traffic led NYC to extend the overnight service during 1948 & 49 between major transportation corridors, such as Boston-New York, Detroit-Chicago, Cleveland-Indianapolis and Cincinatti-East St. Louis. Ten years later, the railroad introduced a new TOFC "Flexivan" service and the "Pacemaker" faded into history. (Photographer unknown ** / internet)

Additionally, the new diesels permitted NH management to run longer trains on faster schedules and at the same time eliminate the prior requirement for cost-intensive steam helpers on the line. These changes had a direct and positive impact on the railroad's financial position. (Thomas J. McNamara photograph).

From the railroad's 51st Street yard in Chicago to the shores of the Hudson River in New York, Erie's FAs drew all kinds of assignments; they could be found on high priority hot-shots, as well in general secondary service. The hottest of the hot were the eastbound "Flying Saucers" (NE-98 and NE-100), and Alco A-B-B-A sets were common sights on these LCL (Less-than Car Load) trains that carried a promise of second-day delivery in New Jersey. More than fifty percent of the revenue generated by the time-sensitive flyers, as well as their westbound counterparts, came from manufactured goods. (J. David Ingles photo)

On a map, the railroad appeared relatively straight between Richmond, VA and its southern terminus in Miami; however it had to "bobb and weave" its way through the hills of the Carolinas and Virginia. The 12-axle road units none-the-less proved quite capable of handling the railroad's roller-coaster profile. After twelve years of dependable service on the SAL, the 91'-6" long giants were retired during the latter part of 1957. (photo by Cedric Cooper / J.R. Herron collection)