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Katy Southwest Steam and Diesel Power Pictorial by John McCall and Frank Schultz
Katy Southwest Steam and Diesel Power Pictorial by John McCall and Frank Schultz III
Soft Cover
Copyright 1985
144 pages
Contents
System Map 4
Foreword 3
Introduction 5
Steam Power Overview 6
4-4-0 American Type 9
4-4-2 Atlantic Type 25
2-6-0 Mogul Type 26
2-8-0 Consolidation Type 39
0-4-0, 0-6-0 and 0-8-0 Switchers 44
4-6-0 Ten Wheel Type 49
2-8-2 Mikado Type 57
4-6-2 Pacific Type 67
Doodlebugs 79
Diesel Power Overview 87
Diesel Yard Power 89
Diesel Passenger Power 97
Diesel Freight Power 121
INTRODUCTION:
That today's Katy is lean and competitive may well result from its past history of difficult times and bad breaks. If there is any overall trait of the Katy it is that of a tough survivor. It has survived broken promises of land grants that never materialized, the status of a marginal stepchild in the Gould empire, capricious early management, rate problems and a route structure that once qualified it as one of the nation's largest thin-trafficed branch line railroads. Its major asset - then and now - is one of the most favorable Kansas City-to-Gulf main lines. Until fairly recently however this major asset was buried by the losses of incredibly long branch lines from which nearly all traffic had vanished at an early date. This cash drain, particularly after truck competition matured, resulted in deferred maintenance, low employee morale, generally nonexistent profits and failing grades in the public image department.
Slightly over two decades ago Katy had reached the nadir of a thirty-year decline that had been interrupted only briefly by the traffic surge of World War Two. Broken locomotives at Parsons and Denison and Waco far outnumbered those that could still run and those that did move proceeded slowly over track that was generally worn out. The only thing predictable about any train operation was that its schedule would be irregular and that derailments were probable.
John W. Barriger became the Katy's President in early 1965 and was justly credited with leading the company-wide effort that reversed these illtrends. Katy's two longest branches - the old Texas Central (the "Tin Can" segment from Waco, Texas to Stamford Rotan) and the Northwestern District (from Altus to Keyes, Oklahoma) were abandoned between 1967 and 1973. Other trackage was also abandoned where operating rights could be favorably secured from other carriers and Katy began to concentrate on its major asset, the main line south from Kansas City. Barriger's team trimmed the Katy's tree of its dead branches, reduced and concentrated its overhead expenses and carefully husbanded its resources. Hard smart work and the rising morale of a committed labor force breathed some life back into a dying Katy.
R. N. Whitman succeeded Barriger in 1970 and was in turn succeeded as President by H. L. Gastler in 1979. This subsequent management, along with more favorable Federal policies and programs and a booming regional economy, have continued these trends. Even more, these policies have been improved and tightened with energy and vision. The Katy entered the eighties with expanded routes that included trackage rights into Lincoln/ Omaha and Topeka as well as seven hundred miles of former Rock Island main line under lease as subsidiary Oklahoma, Kansas & Texas Railroad Company. Today's Katy has its priorities in the right order: innovate the rates and service, sell the gross ton miles, keep up the track - and look for a merger. Will Katy's locomotives turn "Armour" yellow?
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