After the Roquemore Gravel operation also came under the control of Birmingham Slag in 1938, several steam locomotives were traded back and forth between the two pits as the need arose. The Montgomery gravel Company received their first diesel unit, a 50-ton G.E. purchased from the U.S. Army in 1947, but also continued to use steam power until 1956. In fact, two steam locomotives (another Cooke 0-4-0T and a Lima 0-6-0) were purchased after the diesel arrived. The last three steam locomotives were scrapped in October 1959 after the Prattmont pit had become part of the combined Montgomery-Roquemore Gravel Company corporate entity. The pit was finally closed and abandoned in about 1964 with the one diesel locomotive being transferred to the North Montgomery plant.

Though no logging railroad ever directly penetrated the city limits of Montgomery, there were two sawmills located at unknown points along the Alabama River in the city that did have their own switching engines during the 1920’s. These two were the William F. Bradley Lumber Company, which acquired an old former Manhattan elevated railway 0-4-4 Forney-type locomotive in 1921 and the Kelly-Foshee Lumber Company, which bough a Vulcan-built 0-4-0 saddletank engine in 1922. Both of these sawmills received most of their raw logs via the Alabama River, but did use small standard-gauge locomotives to switch cars within the confines of their lumber manufacturing facilities.

The exact location of these two sawmills needs further investigation. The Bradley Company was still in business in 1928, but nothing else is currently known about the longevity of the Kelly-Foshee mill. Related to the sawmilling industry was the Montgomery Wood Preserving Company, which opened a large creosoting plant in the 1920’s just north and west of the Louisville & Nashville Railroad’s yard in Montgomery. The wood preserving railroad was using a large Porter-built 0-4-0T in the late 1930’s. At some unknown date, the plan was purchased by Koppers Company, which still owns and operates the facility to this day. Koppers dieselized the in-plant railroad in 1947 and has used several different 25-ton, 35-ton and 45-ton General Electric switching locomotives on it since.