The oldest operating diesel in the US is probably Delaware, Lackawanna & Western 426, one of two switchers built by Electro-Motive Corporation in 1935, prior to official introduction of the pioneering SC model. These experimental prototypes were the first endcab switchers produced by what later became EMD, and are the basis of a model line which would evolve into the popular SW1 in 1939. Concurrent with production of the SC, which stood for Six hundred hp, Cast frame, was the SW, standing for Six hundred hp, Welded frame. Both were built by EMC from 1936 to January, 1939, when the SW1 replaced them in the catalog. Allentown & Auburn 206 is an SW model, built as PBNE 206 in 1937 and probably the second oldest diesel currently operating.
The oldest operating Alco diesel I know of is Northern Illinois & Wisconsin (NIWX) 603, nee-DL&W 409, an HH660 built in 1940 that has labored for decades at the Port of Indiana, Burns Harbor.
There are no surviving examples of many early streamlined passenger and freight locomotives produced in the 1930s, 40s and 50s, but the oldest still in operating condition are an EMC E3 built in 1939 as Atlantic Coast Line 501 and preserved at the North Carolina Transportation Museum in Spencer, and an EMC E5 built in 1940, CB&Q 9911, at Illinois Railway Museum in Union. Three other early "shovelnose" E-units exist, an EA and two E6's, but do not operate. Three pioneering CB&Q Zephyrs and the B&M Flying Yankee of 1935 exist, but do not run. Just one E7 exists, at the Pennsylvania State Railroad Museum, but it is inoperable. There are still quite a few E8 and E9 locos, but the last in service on a major railroad are the ABA set of rebuilt E9s operated by Union Pacific's heritage program.
The EMC 103 "FT"streamliner that introduced the famous "bulldog" nose used on all EMD F-units and the E7, E8 and E9 passenger models is preserved at MOT in Kirkwood, MO, but does not operate. There are many operational F7s and a few F9s, but the oldest operating F-units in original configuration are the 1948 former Bangor & Aroostook EMD F3s at Steamtown, which at times operate with a F7 B-unit modified to look like an F3B.
None of the early Alco DL-107/109 survived, but the last four Alco PA-1s, built for Santa Fe in the late 1940s and saved from the scrappers by the Delaware & Hudson in 1967, still exist, though one is in wrecked condition. One is at the museum in Portland restored in the guise of Nickel Plate Road 190, another is being restored as Santa Fe 59L at MAR in Frisco, Texas. The other two are at a museum in Mexico. Only one is fully operational but two of the others are.
There are no streamlined Alco freight units from the pre-1960 era in unmodified condition, as all 19 existing units were converted to control cab/Head End Power units for the Long Island Railroad around 1971. Of those, I believe 14 still exist and are in various stages of preservation/restoration after retirement and dispersal by the LIRR. Similar Canadian-built MLW FPA-4s still operate on the Cuyahoga Valley Scenic Railway and the Napa Valley Wine Train.
Just two Fairbanks-Morse streamlined cab units still exist, both C-Liners of the 1950s, and both are in Canada. The shells of a few B-units also exist. Finally, just two of the streamliners produced by Baldwin exist in the US, two ex-New York Central RF-16 Sharknoses that were saved from the scrapper first by the Monogahela Railway in 1967, again by the D&H in 1974, by John Kunzie in 1978 and finally by E&LS owner John Larkin in the 1990s. They are out of service and have been in locked in storage for three decades after. Two streamlined Baldwin RF-615E export units still exist in Argentina, one restored and the other derelict.
Photos: ATSF 59L/D&H 18 is shown in 2011, NKP 190 in 2018. The oldest Alco is NIWX 603.