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THE diesel entered railroading inside a carbody that looked for all the world like a box-cab interurban motor minus its trolley poles. A decade later the engine destined to become the enfant terrible of the steam foundries was born again within shovel-nosed and articulated "streamline" trains that sped past what the writers called "the century mark" on the speedometer so many times that people quit talking about Charlie Hogan and the 999. And then, in 1937, the diesel put on long pants and became a genuine road locomotive. General Motors' stylists thereupon created a "stepdown" nose which, at one stroke, was functional and esthetic. And so obvious and sound in principle that it would endure (and be imitated, here and

abroad) for 20 years until sidetracked by the hood mania. The GM classic appeared first in more subtle, even feminine cast on B&O and Santa Fe 3600 h.p. Capitol and Super power; was blunted into its present "bulldog" outline as early as 1939 on the first diesel freighter; and acquired its complementary 45-degree-angle number boards after the war with the advent of the F3. Behold it here on a Burlington (C&S) F7... the sturdy, slanting snout to ward off the unwary at a grade crossing, the crew riding high for visibility as well as protection, all the appurtenances: jutting headlight, roof-top horns, angled side windows. Seldom in industrial design has styling been so patently "right" right from the start. — D.P.M.

1 THE READING has long been noted for the unusual. For example, it is currently one of the very last railroads to operate steam locomotives (on the famous Iron Horse Rambles), and 36 years ago it was one of the earliest diesel experimenters.

The road's first two little 300horsepower box-cab switchers, built by Alco-General-Electric-IngersollRand in 1926 and 1928, were the second and third diesels placed in service by any U. S. railroad. Reading's next diesel acquisition wasn't until 1937, when six Electro-Motive 600 h.p. switchers were purchased. This turned out to be the start of a methodical 12year program that included 116 new switchers of various makes and models to replace most steam yard power. For a number of years RDG considered diesels suitable only for slowspeed work such as switching and short local freight runs. Long and illustrious experience with high-powered mainline steam propulsion for its trains had fostered thinking that took a lot of convincing (plus an economic squeeze) to change. Seventy magnificent new and rebuilt steam engines rolled through the company's erecting shop doors dangerously close to the eve of total dieselization. EMD's original FT-model road freighter sold itself in many cases upon outstanding mountain grade performance, and in 1945 RDG took delivery of five fourunit 5400 h.p. FT locomotives. Their purpose was to increase tonnage and to eliminate a costly helper operation over grades up to 1.6 per cent along the through freight route west of Tamaqua and over the winding 67mile-long Catawissa Branch. The inevitable occurred in the early 1950's when new road units were acquired in quantity to complete dieselization. A few steam engines were retained for use during occasional traffic peaks.

A DIESEL FLEET, in itself, does not automatically guarantee benefits such as standardization and total flexibility. These concepts must be planned into a successful fleet of units. On the Read

ing, this means items such as 65 mph gearing on most road units and multiple-unit jumpers on both ends for mix-'em-up operation of various makes and models. Some switchers are also equipped for road service. Since the majority of RDG's road units were bought within a relatively short period, most of them are 1500-1600 horsepower models. Aside from the original FT's, the road also has 17 2400 h.p. Fairbanks-Morse Train Masters. These were acquired between 1953 and 1956 as the most economical method of ending the occasional, costly use of steam power, since the big Train Masters could replace two smaller units in many cases.

Dieselization of the Reading has brought a complete revision of engine terminal operations. Consolidations of repair and monthly inspection work have relegated a number of terminals to the status of refueling and routine inspection points. Some of these changes are:

Tamaqua enginehouse was sold; it's now the site of a supermarket. Engines are serviced in the open; the fuel comes from St. Clair via tank truck. If an agreement can be reached with operating unions, Reading wants to eliminate Tamaqua as a division point.

[Reading established its own small servicing facility at East Penn Junction, Allentown, to replace use of Jersey Central's terminal.

Bridgeport enginehouse gets its power from Erie Avenue terminal in Philadelphia. Each Sunday a locomotive exchange train runs between the two terminals.

Formerly bustling West Milton helper terminal is today the habitat of one lone local freight unit.

Electronics has solved other terminal problems for RDG. How would you guard against winter freezing damage to one or two switchers that are shut down and left unattended at a small terminal for long periods of time? The answer was found in a novel remote start-and-stop control for the diesel engine. For example, the tower operator at Phoenixville, Pa.,