Cornwall Railroad Diesel Roster

 

Cornwall #

P.B.&N.E. #

(Original #)

Model Type
Horse Power
Year Acquired
EMD Ser. # Build Date
Notes

12

212 / 12

SW1

600 H.P.

1957
1088 June 1940
5,6,7

14

214 /14

SW1

600 H.P.

1958
1161 Aug. 1940
3,5,7

16

216 /16

SW1

600 H.P.

1957
1229 Dec. 1940
3,5,6,7

100

26

NW2 Phase 4

1000 H.P.

1950
5147 Dec. 1947
1,8

101

27

NW 2 Phase 4

1000 H.P.

1950
5148 Dec. 1947
1,8

120

(Cornwall RR 100)

SW7 Phase 1

1200 H.P.

1950
11372 Mar. 1950
1,2,8

121

(Cornwall RR 101)

SW7 Phase 1

1200 H.P.

1950
11373 Mar. 1950
1,2,5,8

122

N/A

SW7 Phase 2

1200 H.P.

1950
13540 Nov. 1950
1,2,3,4,5,8

 


Notes:

General: The focus of this page is to document the years that these locomotives were in service to the Cornwall Railroad. Although a few pieces of equipment still survive, It would be getting off topic if the listing included notes on locomotive locations and owners of the equipment of today's time period. For more information on disposition, check out www.cornwallrailroad.com

P.B. & N.E. (Philadelphia Bethlehem & New England Railroad [Another Bethlehem Steel Company Railroad]) numbers are former P.B.& N.E. brought in for use on the Cornwall Railroad. All were re-stenciled for the Cornwall Railroad


  1. 120, 121, and 122 were purchased from EMD and came new from factory. It is interesting to note that 120 and 121 were originally numbered 100 and 101 respectively. This can be seen from the photo in Railroads of Lebanon County by Donald L. Rhoads and Robert A. Heilman (ROLC) on page 71. If you look at the headlights on the cab in the photo, you will be able to see P.B. & N.E. numbers 26 and 27. Even a portion of the 'E' from the previous owner is visible on the cab in the shot. The caption says that P.B. & N.E. 26 and 27 where 100 and 101 respectively, but it does not tell the reader that the engines already numbered 100 and 101 in the photo will be renumbered to 120 and 121. It was a mystery to me how these all four engines in the shot shared the numbers 100 and 101. I also do not know when this renumbering took place, but think it was after 122 arrived (late 1950 early 1951). My thanks to James Kercher's son Scott, for sharing his father's notes and photos that helped me clear up this little mystery. Spotting differences between the original SW7 100 and NW2 100 are radiator intake on the front is smaller on an NW2, the rear step handrail is shaped like a candy cane on an SW7, and the NW2 rear handrail stops at the top of the battery box.
  2. From WATHERS website "In April 1950, EMD made some production modifications to the cab, replacing the rounded window with a square design." This is how you tell if the unit is phase 1 SW7 or phase 2 SW 7, and why 122 has square windows.
  3. Water cooler holders placed on the fireman's side of cab on rear of cab.
  4. 122 had snowplows attached sometime in the late 50's early 60's to the front and rear pilots. Also, single beam headlights were converted to dual beam. Handrails were painted yellow, the original color was aluminum.
  5. Hancock type horns replaced the standard EMD single chime type. Estimate Late 50's for the conversion, which is based off a 1957 photo of 122.
  6. Arrived on property 1957. Photo by Carl Connelly shows PBNE 12 1nd 16 outside the shop on June, 2 1957. This contradicts info found in the Morning Sun Book, PA Shortlines Vol. 1.
  7. Direction of Travel for SW1's: (Pointed out by Mark Cain) Number 12 always had its front facing Southbound. Number 14 and 16 fronts were always facing Northbound. When coupled together into a consist 12 to 16 would be cab to cab (most common arrangement from photos I have), 12 to 14 would be cab to cab, and 14 to 16 would be nose to cab (This was the arrangement for the last run on the Cornwall). An extremely rare, may never had happened lash-up, would have been 12 to 14 cab to cab with 16 coupled to 14 nose to cab. 14 was the only engine equipped with MU receptacles on both ends. Looks like the never turn them lasted past the steam era.
  8. Direction of Travel for NW2s and SW7s:The long hood (Front) always faced Northbound. The cab faced Southbound. So if you see a photo of one of thse units, and the cab end of the locomotive is the front of the train, then the train is headed to the mine or southbound.

Online Since 2001 Last updated:May 24, 2010

Copyright 2010 James A. Mattern