Bessemer & Lake Erie Diesel Roster (All Time)

Published: May 30, 2026

The Bessemer & Lake Erie Railroad (B&LE) transitioned to diesel power efficiently, completing full dieselization in 1953 thanks to its focused heavy-haul profile. As a U.S. Steel family road, it emphasized reliable, high-tractive-effort locomotives ideal for slow, dense ore and coal trains between Conneaut and the Pittsburgh district. The roster blended early experimentals with a massive EMD fleet, later supplemented by six-axle road switchers and secondhand units shared with relatives like the DM&IR and EJ&E. Total diesel units acquired over the years exceeded 150.

A pair of Bessemer & Lake Erie SD9's lead their train through the yard at North Bessemer, Pennsylvania on September 4, 1979. Warren Calloway photo.

Dieselization began modestly with a Westinghouse 65-ton center-cab switcher (#281) in 1936 for Erie yard work. Post-WWII experiments included a Baldwin DS-4-4-1000 (#282, 1949) and several DRS-6-6-1500 transfer units (401–407, 1949–1950) plus AS616s (408–409, 1952) in the distinctive orange-and-black “butterknife” scheme. Two Alco S4 switchers (291–292, 1952) rounded out early yard power.

The core of the diesel fleet arrived as EMD F7 cab units. Between 1950 and 1953, B&LE acquired approximately 28 F7As (701–728 series) and 26 F7Bs, often operating in A-B-A or A-A consists on mainline ore trains. These 1,500-hp units provided dependable service for decades; many were later sold, rebuilt, or reassigned, with some lasting nearly 50 years in various roles, including winter leases elsewhere.

Six-axle EMD road switchers quickly became the standard for heavy service. Early SD7s (including passenger-equipped units with steam generators) were joined by large groups of SD9s (around 27 units, many ex-DM&IR acquired 1960s–1980s) and SD18s (nine units). These 1,750–1,800 hp locomotives excelled in low-speed, high-tonnage applications.

In the late 1960s–1970s, B&LE standardized on the SD38 family—SD38s, SD38ACs, and SD38-2s (including units like 861–863 and later 868–869 series). Their non-turbocharged 2,000 hp engines delivered exceptional starting tractive effort without excessive speed, perfectly suiting the B&LE’s profile. A handful of Alco RSD-15s (881–886, ex-DM&IR) added variety in the 1950s–1970s.

Later, secondhand SW1500 switchers (150–161 series, ex-Conrail/URR) handled yard work, while SD40T-3 “tunnel motors” from SP arrived in the late 1990s for renewed mainline strength. The roster reflected pragmatic U.S. Steel synergies, with many units traded among affiliated roads.

B&LE diesels often wore striking orange with black accents or simplified black schemes, evolving with corporate changes. The fleet’s focus on rugged 6-axle EMD power allowed the railroad to efficiently move mountains of ore long after steam’s departure. Many classic units found second lives or preservation, underscoring the B&LE’s reputation for durable, no-nonsense motive power tailored to industrial steel transport.

American Locomotive Company

Model Type	Road Number	Serial Number	Completion Date	Notes
S4	291-292	80054, 80065	7/1952	-
RSD-15	881-886	81756-81756	4/1956	ex-DM&IR #50-55

Baldwin Locomotive Works

Model Type	Road Number	Serial Number	Completion Date	Notes
DS-4-4-1000	282	73958	3/1949	-
DRS-6-6-1500	401, 402	73988, 73989	2/1949, 1/1949	-
DRS-6-6-1500	403	74715	5/1950	-
AS616	408-409	75757-75758	7/1952	-

Electro-Motive Division

Model Type	Road Number	Serial Number	Completion Date	Notes
SW1500	150	7355-33	3/1972	ex-Conrail #9542; built as Penn Central #9542. Became U.S. Steel #150.
SW1500	151	7355-7	2/1972	ex-Conrail #9516; built as Penn Central #9516. Became U.S. Steel #151, then Buffalo Southern #151.
SW1500	152	7355-47	3/1972	ex-Conrail #9556; built as Penn Central #9556. Became U.S. Steel #152, then Buffalo Southern #152.
SW1500	153	7355-3	2/1972	ex-Conrail #9512; built as Penn Central #9512. Became U.S. Steel #153.
SW1500	160	72673-1	9/1973	ex-Union Railroad #6.
SW1500	161	72673-3	9/1973	ex-Union Railroad #8.
SD38-2	210	74649-2	3/1975	ex-DM&IR #210, returned in 1992.
65 Tonner	281	-	1936	Sold to AJ O'Neille in 1955; later sold to United States Asphalt Company. Retired in 1962.
DS-4-4-1000	282	73958	3/1949	-
SD7	451-455	17904-17908	4/1953	-
SD38-2	658	73654-3	1/1974	ex-EJ&E #658, returned 2001
F7A	701A-707A	11809-11815	6/1950	Became B&O #4644-4647 and #4652-4654
F7A	708A-714A	13678-13684	2/1951-3/1951	#708A-711A became B&O #4648-4851; #712A-714A sold to Precision National in 1970.
F7A	715A	16587	6/1952	Sold to Pittsburgh & Conneaut Dock as #715A in 1968.
F7A	716A-718A	16588-16590	6/1952	Sold to Precision National in 1970.
F7A	719A	16591	6/1952	Sold to Pittsburgh & Conneaut Dock as #719A in 1973.
F7A	720A	16592	6/1952	Sold to the Toledo, Peoria & Western as #1500.
F7A	721A	16593	6/1952	-
F7A	722A-724A	16594-16596	6/1952	#722A became Potomac Eagle Scenic/B&O #722; #723A-724A became U.S. Steel #723A-724A.
F7A	725A-728A	17909-17912	2/1953	#725A became Coe Rail, Inc. #725; #726A became U.S. Steel #726A; #727A-728A became Southern Railroad of New Jersey 727-728.
F7B	701B-707B	11816-11822	6/1950	-
F7B	708B-714B	13685-13691	2/1951	#710B became B&O #5536; #712B became U.S. Steel #712.
F7B	715B-722B	16598-16605	6/1952	#715B and #719B sold to Tennessee Central Railway Museum (#715 and #719);
F7B	723B-726B	17913-17914, 17919-17920	2/1953	#723B-724B, #726B became U.S. Steel #723-724, #726.
SD7	801-803	17138-17140	10/1952	-
SD9	821	23916	2/1958	ex-DM&IR #136
SD9	822	23920	2/1958	ex-DM&IR #140
SD9	823	23921	2/1958	ex-DM&IR #141
SD9	824	23926	2/1958	ex-DM&IR #146
SD9	825	23928	2/1958	ex-DM&IR #148
SD9	826	21727	3/1956	ex-DM&IR #101
SD9	827	21728	3/1956	ex-DM&IR #102
SD9	828	21729	3/1956	ex-DM&IR #103
SD9	829	21730	3/1956	ex-DM&IR #104
SD9	830	21732	3/1956	ex-DM&IR #106
SD9	831	20655	7/1955	ex-DM&IR #110; built as demonstrator #5591
SD9	832	21735	4/1956	ex-DM&IR #109
SD9	833	23101	2/1957	ex-DM&IR #113
SD9	834	23102	2/1957	ex-DM&IR #114
SD9	835	23107	2/1957	ex-DM&IR #119
SD9	836	23110	2/1957	ex-DM&IR #122
SD9	837	23111	2/1957	ex-DM&IR #123
SD9	838	23911	2/1958	ex-DM&IR #131
SD9	839	23917	2/1958	ex-DM&IR #137
SD9	840	23931	2/1958	ex-DM&IR #151
SD9	841	23099	2/1957	ex-DM&IR #111
SD9	842	23100	2/1957	ex-DM&IR #112
SD9	843	23103	2/1957	ex-DM&IR #115
SD9	844	23105	2/1957	ex-DM&IR #117
SD9	845	23106	2/1957	ex-DM&IR #118
SD9	846	23112	2/1957	ex-DM&IR #124
SD9	847	23114	2/1957	ex-DM&IR #126
SD18	851-857	27721-27727	9/1962	#853 wore Bicentennial colors.
SD18	858	25795	4/1960	ex-DM&IR #182
SD18	859	25786	4/1960	ex-DM&IR #191
SD38	861-863	33053-33055	5/1967	Sold to DM&IR
SD38AC	864-869	33703-33708	7/1971	-
SD38-2	870-879	72677-1 thru 72677-9	3/1973-2/1974	-
SD38-2	890-892	74677-1 thru 74677-2, 756069-1	4/1975, 3/1976	-
SD40T-3	900	72625-29	3/1973	ex-SSW/SP SD45T-2 #9289
SD40T-3	901	72601-24	5/1972	ex-SSW SD45T-2 #9232
SD40T-3	902	7336-24	3/1972	ex-SP SD45T-2 #9189
SD40T-3	903	73674-8	1/1975	ex-SP SD45T-2 #9351
SD40T-3	904	72625-9	3/1973	ex-SP SD45T-2 #6816/SSW #9269
SD40T-3	905	72625-26	3/1973	ex-SP/SSW SD45T-2 #9286
SD40T-3	906	73674-5	1/1975	ex-SP SD45T-2 #9348
SD40T-3	907	73621-4	9/1973	ex-SP SD45T-2 #6305/SSW #6887
SD40T-3	908	72625-41	3/1973	ex-SP SD45T-2 #6827/SSW #9301
SD40T-3	909	72625-17	2/1973	ex-SP SD45T-2 #6890/SSW #9277
SD40T-3	910	72601-21	5/1972	ex-SP SD45T-2 #9229/#6825