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Reading Diesel Roster: All-Time

Last revised: September 24, 2026

By: Adam Burns

Reading diesels began as two 300-horsepower boxcabs for the coal piers and ended in December 1974 with MP15s and GP39-2s bought for a company already in bankruptcy. Between those dates the Reading sampled every major builder, traded its covered wagons in on Geeps, and painted a bee on the long hood of the six-axle road power. The locomotives that took the helper district away from the Mallets were ten FT A-B sets delivered in January and February 1945.

A Reading FT A-B set at Jersey Central Communipaw Terminal in Jersey City circa 1955

An A-B set of Reading FTs at Jersey Central’s Communipaw Terminal, Jersey City, circa 1955. American-Rails.com collection. Ten A-B sets, 250–259, arrived in January and February 1945. They were traded in on the GP30s in 1962. The black with green and yellow striping is the first-generation scheme.

On this page: At a glance · Boxcabs and yard power · Covered wagons · Road switchers and Train Masters · GP30s through GP39-2s · All-time roster

At a glance

ItemDetail
RailroadReading Company. Mark RDG. Company Reading
This rosterOwned internal-combustion locomotives, as built. Later numbers and Conrail identities are in the notes. Repowered Baldwin frames are the same locomotives, listed under the Baldwin number
First unitsAlco-GE-Ingersoll-Rand boxcabs 50 and 51, June 1926 and March 1928, 300 hp. Renumbered 98 and 99
First road freightEMD FT 250A–259A and 250B–259B, January–February 1945, order E634. Traded for GP30s in 1962
Passenger cabsEight FP7s, 900–907, 1950 and 1952. They inherited the Crusader from Pacifics 117 and 118
Road switchers67 Alco RS-3s, 43 Baldwin AS-16s, 44 GP7s. A “b” on the Reading class meant a steam generator
Train Masters17 Fairbanks-Morse H24-66, 800–808 and 860–867, 1953–56
Six-axle, 1966–6712 Alco C630s, 5 GE U30Cs, 5 EMD SD45s. Bee Line Service on the long hood
Last new powerMP15DC 2771–2780 and GP39-2 3401–3420, November–December 1974. The GP39-2s went to the Delaware & Hudson as 7401–7420
ConveyanceConrail, April 1, 1976. GP39-2s 3401–3420 to the Delaware & Hudson as 7401–7420

Serials, Reading classes, and dispositions follow The Diesel Shop’s all-time internal-combustion roster, updated December 26, 2021. EMD order numbers follow the TrainWeb Reading order list. Information compiled September 24, 2026.

Piers, then a yard full of switchers

The first internal-combustion locomotives were Alco-GE-Ingersoll-Rand boxcabs. No. 50, June 1926, weighed 130,000 pounds. No. 51, March 1928, weighed 133,000. Both were rated at 300 horsepower and classed as 60-tonners, OE-1 and OE-2. By September 1940 they were 98 and 99, out of the way of a new Alco S-1 pair that took 50 and 51. No. 98 was scrapped in 1949. No. 99 lasted until 1954.

A Fairbanks-Morse centercab, No. 35, arrived in 1939: two 300-horsepower engines, a St. Louis Car body, 218,200 pounds. It was renumbered 97 by June 1946 and scrapped in 1953. The same year Baldwin sent a 660-horsepower test bed, No. 36, serial 62300, to compare cast and fabricated trucks. It was probably renumbered 60 in 1940, rebuilt in June 1945, and scrapped about 1961. It is a pre-VO locomotive. The ten true VO-660s are 61–70.

Yard diesels then arrived in a crowd: EMC SWs in 1937, SW1s and an NW2 in 1939–41, Alco HH900s, S-1s and S-2s, and Baldwin VO-1000s and DS-4-4-1000s through 1949. Reading classed the switchers OE, for oil-electric. The number climbed as the horsepower did. A “b” suffix, used on the road classes, meant a steam generator for passenger work.

Three rebuild programs kept the small switchers going. In 1956 SWs 10–15 were rebuilt to 660-horsepower SW900ms, class OE-13, and kept their numbers and their original serials. EMD’s order for that work is 7529. In 1959 fourteen VO-1000s were repowered by EMD to SW1200 specification, derated to 1,000 horsepower, and renumbered 2701–2714. They kept the Baldwin cabs, frames, trucks, and construction numbers. In 1961 the ten VO-660s were traded in on SW900ms 1501–1510. Those were treated as new locomotives: new EMD serials, Baldwin trucks reused. Finally, in 1970–71, the rebuilt 10–15 were raised to 900 horsepower and renumbered 1516–1521, still on the 1937 serials.

The 1959 map, old number to new, is: 81 to 2701, 80 to 2702, 74 to 2703, 73 to 2704, 75 to 2705, 55 to 2706, 78 to 2707, 56 to 2708, 59 to 2709, 58 to 2710, 57 to 2711, 71 to 2712, 88 to 2713, and 89 to 2714. The other VO-1000s were retired. Five new SW1200s, 2715–2719, came in November 1963 on order 7664 and are a different group of locomotives.

FTs, F-units, and the Alco cabs

George H. Drury’s line on the FTs is that the railroad bought them to eliminate helpers on a mountainous route at the same time it was still saying diesels were for the yard. Ten A units, 250A–259A, serials 2807–2816, and ten B units, 250B–259B, serials 2817–2826, order E634, January and February 1945, class DF-1. In 1962 all twenty were traded to EMD for the twenty GP30s.

Six F3A-B sets followed in November 1948, 260A–265A and 260B–265B, order E982, class DF-2. Eighteen F7As, 266–283, and six F7Bs, 266B–271B, came in May 1950 on order 3024, class DF-4. The A-unit cabs carried 266 through 283. The F3As were traded for GP35s 6501–6506. The F3Bs and the F7s were traded for GP35s 3636–3655.

Reading F7 282 laying over at Jersey Central's Jersey City terminal circa 1960

Reading F7 #282 laying over at Jersey City, circa 1960. American-Rails.com collection. The A units were 266–283, built in May 1950, and all of them were traded in on GP35s.

Reading FA-1 302 and an FB-1 with a westbound freight at Allentown Pennsylvania in the 1950s

FA-1 #302 and an FB-1 with a westbound freight at Allentown, Pennsylvania, in the 1950s. Author’s collection. Six A-B sets, 300–305, were built in June 1948 and traded toward the C424s.

Alco’s cab units were six FA-1s and six FB-1s, 300A–305A and 300B–305B, June 1948, class DF-3, serials 75977–75982 and 76032–76037. Sets 300 through 303, plus 304A and 305A, were traded to Alco for C424s 5201–5210. The two leftover boosters, 304B and 305B, went to Alco against Lehigh & Hudson River C-420s.

Reading FA-1 and FB-1 units laying over at Erie Avenue Yard in Philadelphia in the 1950s

FA-1 and FB-1 units at Erie Avenue Yard, Philadelphia, in the 1950s. American-Rails.com collection.

Passenger cabs were eight FP7s, class DP-1. Nos. 900–905, serials 11387–11392, order 6091, May and June 1950, took over the Jersey City trains from the streamlined Pacifics. Nos. 906 and 907, serials 16681 and 16682, order 3150, came in September 1952. Nos. 904 and 905 were scrapped in 1965–66. No. 906 was traded toward the SD45s in 1967. Nos. 901 and 907 were traded back to EMD in 1970. Nos. 900, 902, and 903 reached Conrail as 4371–4373.

Reading FP7 907 at Jersey Central Communipaw Terminal in Jersey City in December 1963 with a CNJ Train Master behind

FP7 #907 at Communipaw, Jersey City, December 1963, with a Jersey Central Train Master behind it. Walter Matuch photo. Rick Burn collection. No. 907 was the last FP7, September 1952, serial 16682, and was traded back to EMD in 1970.

RS-3s, AS-16s, GP7s, Train Masters

The freight road-switcher fleet was three builders at once. Alco built 67 RS-3s in 1951–53, numbered 444–450, 460–475, and 481–524, class RS-1, with 460–475 classed RS-1b because they carried steam generators. Baldwin built 43 AS-16s in 1951–53, class RS-2, plus four steam-generator engines 560–563 classed RS-2b. Engines 551–554 had dynamic brakes and ran as their own multiple-unit group. EMD built 44 GP7s in 1952–53. The freight units, 600–636, were class RS-3, with dynamic brakes. The passenger units, 660–666, were class RS-3b, with steam generators and without dynamic brakes. On the Reading, class RS-3 is the EMD GP7. The Alco RS-3 is class RS-1.

Reading Alco RS-3 482 at Cressona Pennsylvania on April 11 1971

RS-3 #482 at Cressona, Pennsylvania, April 11, 1971. Charles Houser, Sr. photo. Author’s collection. No. 482 is from the August 1953 group, serial 80533.

Reading RS-3 471 at the company shops in Reading Pennsylvania on October 8 1972

RS-3 #471 at the Reading shops, October 8, 1972. Author’s collection. The 460–475 group, class RS-1b, was the steam-generator batch, built in May 1952.

The RS-3s were also the trade-in bank for the Centuries. In 1966 the company traded 502, 505, 508, 509, 511, 513, and 516–518 to Alco against C430s 5211–5212 and C630s 5301–5306. Engines 502, 508, and 518 were resold and ran as Tennessee Central 248–250, then Louisville & Nashville 248–250. In 1967 engines 473 and 497 were traded against C630s 5307–5311. Engines 504, 520, and 521 went to the San Manuel Arizona Railroad in 1969 as 8–10. Engine 523 went to the St. Johnsbury & Lamoille County as 202. Engine 467 went to dealer George R. Silcott and then to Peabody Coal. After July 1971 engines 475, 486, 489, 490, and 522 went to the Jersey Central. Engine 481 was scrapped in 1969.

Fairbanks-Morse’s contribution was the H24-66 Train Master, seventeen of them. The freight engines, 800–808, were class RS-4. The steam-generator engines, 860–867, were class RS-4b. They arrived in 1953, 1955, and 1956. Most of the survivors were renumbered into 201–203 and 260–265 in 1969, and the opposed-piston engines were gone soon after. The dispositions in the Diesel Shop notes are tangled: 861 is retired twice in the paperwork, and 201, 203, and 262 are unaccounted for. The Train Masters were off the roster before Conrail.

A bee on the long hood

In 1964 the Reading adopted the Chesapeake & Ohio / Baltimore & Ohio model classes for second-generation road power and renumbered the GP30s and the first GP35s to match. GP30s 5501–5520 became 3600–3619, out of sequence: 5520 became 3600 and 5501 became 3601. GP35s 6501–6506 became 3620–3625. The new classes were RSE-14 for the EMD four-axle and six-axle road units, RSA-14 for the Alco Centuries, and GSE-14 for the GE U30Cs. Older locomotives kept the OE, DF, DP, and RS classes.

The GP30s themselves, order 7617, serials 27114–27133, were delivered between March and July 1962 against the twenty FTs. The serials were not applied in road-number order. Conrail took them as 2168–2187.

GP35s came in four batches. Nos. 6501–6506, order 7685, December 1963, were the F3A trade. Nos. 3626–3655, order 7721, August and September 1964, were the F3B and F7 trade. No. 3656, order 7806, May 1965, serial 30458, replaced wrecked GP7 663. All of them kept their 3600-series numbers into Conrail, including the six that had started life as 6501–6506.

A pair of Reading GP35s at Morrisville Pennsylvania in the mid-1960s

A pair of Reading GP35s at Morrisville, Pennsylvania, in the mid-1960s. American-Rails.com collection. The 3626–3656 series was delivered in 1964 and 1965. The six units built as 6501–6506 had already been renumbered into 3620–3625.

The 1963–67 road purchases finished the first-generation cabs and a large part of the RS-3 fleet. Ten C424s, 5201–5210, October and November 1963, went to Conrail as 2490–2499. Two C430s, 5211 and 5212, July 1966, serials 3441-1 and 3441-2, were the first C430s Alco built, ahead of the demonstrators, and the only C430s on AAR trucks. The Reading named them Catawissa II and Old Ironsides. They became Conrail 2018 and 2049. Twelve C630s followed: 5300–5306 in June 1966 on order 3442, and 5307–5311 in September and October 1967 on order 3487, the second batch on Hi-Adhesion trucks. No. 5300 was Rocket II. Conrail numbers were 6753–6764.

Five U30Cs, 6300–6304, GE serials 36318–36322, June and July 1967, became Conrail 6579–6583. Five SD45s, 7600–7604, serials 33175–33179, order 7992, July 1967, became Conrail 6100–6104. They were built with dual control stands, and the front windshield was extended about eleven inches to make room. Trade-in credit included FP7 906 and AS-16s 577–579 and 582. Weight kept them off the Wilmington & Northern and the Perkiomen. The C630s, the U30Cs, and the SD45s all carried Bee Line Service on the long hood.

The last orders were commuter-era switchers and a final handful of road units. Twenty-five SW1001s, 2601–2625, order 73623, November and December 1973, went to Conrail as 9401–9424, with 2625 becoming 9400. Five GP40-2s came the same month: 3671–3674 on order 73624 and, on its own order 73724, No. 3675. Conrail renumbered them 3275–3279. In November and December 1974 EMD delivered twenty GP39-2s, 3401–3420, order 74640, and ten MP15DCs, 2771–2780, order 74641. The MP15s became Conrail 9621–9630. The GP39-2s were sold to the Delaware & Hudson and became 7401–7420.

All-time roster

One row per builder order, or per serial block when a single order was split. Later road numbers, trades, and Conrail identities are in the notes. Where those sources give no separate order code, the order cell is a dash. Alco construction numbers and Baldwin construction numbers are the serial. EMD order numbers are from the TrainWeb Reading list. Reading classes are the company’s own: OE switcher, DF freight cab, DP passenger cab, RS road switcher, and the 1964 RSE, RSA, GSE, and SWE classes on the later power.

Early boxcabs and the centercab

NumbersClassModelBuilderSerialOrderBuiltNotes
50 (1st), later 98OE-160-ton boxcabAGEIR66682 / 10025—6/1926300 hp, 130,000 lb. Renumbered 98 by 9/1940. Scrapped 1949
51 (1st), later 99OE-260-ton boxcabAGEIR67107 / 10323—3/1928300 hp, 133,000 lb. Renumbered 99 by 9/1940. Scrapped 1954
35 (1st), later 97OE-6CentercabFM——1939Two 300 hp engines, St. Louis Car body, 218,200 lb. Renumbered 97 by 6/1946. Scrapped 1953
36 (1st), later 60OE-7Pre-VOBaldwin62300—1939660 hp truck test bed. Renumbered 60 about 1940. Rebuilt 6/1945. Scrapped about 1961

American Locomotive

NumbersClassModelBuilderSerialOrderBuiltNotes
40, 41OE-4HH900Alco69056, 69057—12/1937, 1/1938Scrapped about 1962
50, 51 (2nd)OE-8S-1Alco69205, 69206—9/1940Scrapped about 1964
52OE-8S-1Alco69207—9/1940Scrapped about 1964
53OE-8S-1Alco69504—8/1941To W. A. Smith about 1964
54OE-8S-1Alco69505—8/1941Scrapped about 1964
42, 43OE-11S-2Alco74497, 74658—7/1946To Republic Steel 10/1964, among 335–338
44, 45OE-11S-2Alco74789, 74790—8/1946Scrapped 1964
46, 47OE-11S-2Alco75246, 75359—6/1947, 7/1947To Republic Steel 10/1964, among 335–338
300A–305ADF-3FA-1Alco75977–75982—6/1948Traded for C424s 5201–5210. Photo: #302 Allentown; Erie Avenue
300B–303BDF-3FB-1Alco76032–76035—6/1948Traded for the C424s
304B, 305BDF-3FB-1Alco76036, 76037—6/1948To Alco against Lehigh & Hudson River C-420s
444–450RS-1RS-3Alco80552–80558—10/1953
460–466RS-1bRS-3Alco79866–79872—5/1952Steam generator
467RS-1bRS-3Alco79873—5/1952Steam generator. To Silcott, then Peabody Coal
468–472RS-1bRS-3Alco79874–79878—5/1952Steam generator. Photo: #471 at Reading shops, 10/8/1972
473–475RS-1bRS-3Alco79863–79865—5/1952Steam generator. Serials precede 460. 473 traded 1967. 475 to CNJ after 7/1971
481–483RS-1RS-3Alco80532–80534—8/1953481 scrapped 1969. Photo: #482 at Cressona, 4/11/1971
484, 485RS-1RS-3Alco79943, 79944—6/1952
486–495RS-1RS-3Alco80104–80113—6–7/1952486, 489, and 490 to CNJ after 7/1971
496–499RS-1RS-3Alco79859–79862—4/1952497 traded 1967 toward C630s 5307–5311
500–508RS-1RS-3Alco78563–78571—4/1951502, 505, and 508 traded 1966. 502 and 508 resold, TC/L&N 248–250 with 518. 504 to San Manuel Arizona
509, 510RS-1RS-3Alco78572, 78918—4/1951, 7/1951509 traded 1966
511–513RS-1RS-3Alco78920–78922—7/1951511 and 513 traded 1966
514, 515RS-1RS-3Alco78924, 78925—7/1951
516, 517RS-1RS-3Alco78928, 78929—8/1951Traded 1966
518RS-1RS-3Alco78931—8/1951Traded 1966. Resold, TC/L&N, with 502 and 508
519, 520RS-1RS-3Alco78932, 78933—8/1951520 to San Manuel Arizona, 1969
521–523RS-1RS-3Alco78935–78937—8/1951521 to San Manuel Arizona. 522 to CNJ after 7/1971. 523 to St. Johnsbury & Lamoille County 202
524RS-1RS-3Alco78939—8/1951
5201–5203RSA-14C424Alco84560–84562—10/1963To CR 2490–2492. Trade-ins were the FA-1s and FB-1s
5204–5210RSA-14C424Alco84733–84739—10–11/1963To CR 2493–2499
5211, 5212RSA-14C430Alco3441-1, 3441-234417/1966First C430s built. Only C430s on AAR trucks. Catawissa II and Old Ironsides. To CR 2018 and 2049
5300–5306RSA-14C630Alco3442-1–3442-734426/19665300 named Rocket II. Bee Line hood. To CR 6753–6759. Company portrait of 5305 is on the Reading page
5307–5311RSA-14C630Alco3487-1–3487-534879–10/1967Hi-Adhesion trucks. Bee Line hood. To CR 6760–6764

Baldwin

NumbersClassModelBuilderSerialOrderBuiltNotes
61–63OE-7VO-660Baldwin62399–62401—9–10/1940Traded 1961. Trucks reused under SW900m 1501–1510
64OE-7VO-660Baldwin64190—9–10/1941Same trade
65–67OE-7VO-660Baldwin64192–64194—9–10/1941Serials skip 64191
68, 69OE-7VO-660Baldwin64390, 64391—7/1942Same trade
70OE-7VO-660Baldwin64199—9/1942Same trade
80, 81OE-10VO-1000Baldwin64202, 64203—8/1940Repowered 5/1959 as 2702 and 2701
82OE-10VO-1000Baldwin64431—10/1942Retired
71OE-10VO-1000Baldwin67731—6/1943Repowered 4/1959 as 2712
72OE-10VO-1000Baldwin67732—6/1943Retired
73OE-10VO-1000Baldwin67733—6/1943Repowered 2/1959 as 2704
83, 84OE-10VO-1000Baldwin67722, 67723—5/1943Retired
85OE-10VO-1000Baldwin67230—6/1943Retired
74, 75OE-10VO-1000Baldwin70110, 70111—11/1943Repowered 2/1959 as 2703 and 2705
76, 77OE-10VO-1000Baldwin70134, 70135—1/1944Retired
78OE-10VO-1000Baldwin70136—1/1944Repowered 3/1959 as 2707
79OE-10VO-1000Baldwin70137—1/1944Retired
86, 87OE-10VO-1000Baldwin70164, 70165—3/1944Retired
88OE-10VO-1000Baldwin70166—3/1944Repowered 4/1959 as 2713
89OE-10VO-1000Baldwin70138—1/1944Repowered 3/1959 as 2714, class SWE-14
55–57OE-10VO-1000Baldwin71948–71950—8/1944Repowered 1959 as 2706, 2708, and 2711
58, 59OE-10VO-1000Baldwin71956, 71957—9/1944Repowered 4/1959 as 2710 and 2709
26, 27OE-10DS-4-4-1000Baldwin72841, 72842—4–10/1947Traded 1966 for SW1500s 2750–2760
28, 29OE-10DS-4-4-1000Baldwin72843, 72844—4–10/1947To Patapsco & Back Rivers 360 and 361
30–33OE-10DS-4-4-1000Baldwin72845–72848—4–10/1947Traded 1966 for SW1500s 2750–2760
34OE-10DS-4-4-1000Baldwin72232—6/1946Retired
35 (2nd)OE-10DS-4-4-1000Baldwin72234—6/1946Traded 1966 for SW1500s 2750–2760
36 (2nd), 37OE-10DS-4-4-1000Baldwin72793, 72794—7/1946Traded 1966 for SW1500s 2750–2760
38, 39OE-10DS-4-4-1000Baldwin72801, 72802—8/1946Same trade
700–714OE-12DS-4-4-1000Baldwin73774–73788—9–10/1948Retired and scrapped by 1969–70
715–729OE-12DS-4-4-1000Baldwin74601–74615—7–9/1949Same end. 716 retired 1970
530–535RS-2AS-16Baldwin75151–75156—7–9/1951Retired by 1969
536–550RS-2AS-16Baldwin75317–75331—9–11/1951Retired by 1969
560–563RS-2bAS-16Baldwin75157–75160—9/1951Steam generator. Retired by 1969
576–585RS-2AS-16Baldwin75591–75600—6–7/1952577–579 among the SD45 trade-ins
586–589RS-2AS-16Baldwin75715–75718—7/1952582 among the SD45 trade-ins
551–554RS-2AS-16Baldwin75926–75929—10/1953Dynamic brakes. Could not multiple with the other AS-16s

Electro-Motive

NumbersClassModelBuilderSerialOrderBuiltNotes
10OE-3SWEMC629E19211/1937Rebuilt 1956 to SW900m, class OE-13, order 7529, not renumbered. In 1970–71 upgraded and renumbered 1516. To CR 8716
11–15OE-3SWEMC701–705E19211/1937Same 1956 rebuild. In 1970–71 became 1517–1521. To CR 8717–8721
16–18OE-5SW1EMC871–873E2303/1939
19–22OE-5SW1EMC1128–1131E3298/194019 sold to Bethlehem Steel by mid-1970. 22 to CR 8534
23, 24OE-5SW1EMD1451, 1452E42711/1941To CR 8535 and 8536
90OE-9NW2EMC1132E3308/1940
91, 92OE-9NW2EMD1454, 1455E4299–10/1941
100–104OE-9NW2EMD4940–4944E8467/1947
250A–259ADF-1FTAEMD2807–2816E6341–2/1945Traded 1962 for GP30s 5501–5520. Photo: Communipaw
250B–259BDF-1FTBEMD2817–2826E6341–2/1945Same trade
260A–265ADF-2F3AEMD6182–6187E98211/1948Traded for GP35s 6501–6506
260B–265BDF-2F3BEMD6188–6193E98211/1948Traded for GP35s 3636–3655
266–283DF-4F7AEMD9802–981930245/1950Traded for GP35s 3636–3655. Photo: #282 at Jersey City
266B–271BDF-4F7BEMD9820–982530245/1950Same trade
900–905DP-1FP7EMD11387–1139260915–6/1950900, 902, 903 to CR 4371–4373. 904 and 905 scrapped 1965–66. 901 traded to EMD in 1970
906, 907DP-1FP7EMD16681, 1668231509/1952906 traded toward the SD45s, 1967. 907 traded to EMD in 1970. Photo: #907 at Communipaw, 12/1963
601–603RS-3GP7EMD16688–1669051917/1952Dynamic brakes
600, 604–608RS-3GP7EMD16902–1690764008/1952600 is 16902; 604 is 16903. Dynamic brakes
660–664RS-3bGP7EMD16683–1668751806/1952Steam generator, no dynamic brake. 662 to CR 5839. 663 wrecked and traded for GP35 3656
665, 666RS-3bGP7EMD16908, 1690964118/1952Steam generator, no dynamic brake
609–624RS-3GP7EMD18409–1842452505/1953Dynamic brakes. 612 retired 1968. 620 to CR 5798. 622–624 to CR 5806, 5813, 5814
625–636RS-3GP7EMD18740–18751530910/1953625 to CR 5817. 626–636 to CR 5828–5838
1501–1506SWE-4SW900EMD26804–2680976057–8/1961New serials on VO-660 trades, not in order. To CR 8701–8706
1507–1510SWE-14SW900EMD26810–2681376089–10/1961Same program. To CR 8707–8710
1511–1515SWE-4SW900EMD28417–28421766512/1963Built new. To CR 8711–8715
2715–2719SWE-14SW1200EMD28412–28416766411/1963Built new. To CR 9315–9319. Repowered VO-1000s occupy 2701–2714
5501–5520RSE-14GP30EMD27114–2713376173–7/1962Serials not in number order. FT trade. Renumbered 1964 to 3600–3619 out of sequence (5520 became 3600). To CR 2168–2187
6501–6506RSE-14GP35EMD28633–28638768512/1963F3A trade. Renumbered 1964 to 3620–3625. To CR 3620–3625
3626–3637RSE-14GP35EMD29134–2914577218/1964To CR 3626–3637. Photo: Morrisville
3638–3655RSE-14GP35EMD29571–2958877218–9/1964F3B and F7 trade. To CR 3638–3655
3656RSE-14GP35EMD3045878065/1965Replaced wrecked GP7 663. To CR 3656
2750–2760SWE-14SW1500EMD31708–3171878817–8/1966Trade-ins DS-4-4-1000s 26, 27, 30–39. To CR 9589–9599
2761–2770SWE-14SW1500EMD35064–3507371816–7/1969To CR 9611–9620
7600–7604RSE-14SD45EMD33175–3317979927/1967Dual controls, extended windshield. Bee Line hood. Trade included FP7 906 and AS-16s 577–579 and 582. To CR 6100–6104
2601–2625—SW1001EMD73623-1–73623-257362311–12/19732601–2624 to CR 9401–9424. 2625 to CR 9400
3671–3674—GP40-2EMD73624-1–73624-47362412/1973To CR 3275–3278. Photo of 3671 at Elverson is on the Reading page
3675—GP40-2EMD73724-17372412/1973To CR 3279
2771–2780—MP15DCEMD74641-1–74641-107464112/1974To CR 9621–9630
3401–3420—GP39-2EMD74640-1–74640-207464011–12/1974To D&H 7401–7420

Fairbanks-Morse Train Masters

NumbersClassModelBuilderSerialOrderBuiltNotes
800RS-4H24-66FM24L779—9/1953Scrapped before 1969
801RS-4H24-66FM24L780—9/1953Renumbered 201 in 1969
802–805RS-4H24-66FM24L795–24L798—11/1953Scrapped 1969
806RS-4H24-66FM24L799—11/1953Renumbered 202 in 1969. 202 scrapped the same year
807RS-4H24-66FM24L906—12/1956Scrapped before 1969
808RS-4H24-66FM24L907—12/1956Renumbered 203 in 1969
860RS-4bH24-66FM24L781—10/1953Steam generator. Renumbered 260
861RS-4bH24-66FM24L782—10/1953Steam generator. Retired by 6/1970
866RS-4bH24-66FM24L863—11/1955Steam generator. Not renumbered. Retired by 6/1970
867RS-4bH24-66FM24L864—11/1955Steam generator. Renumbered 265
862RS-4bH24-66FM24L865—11/1955Steam generator. Renumbered 261
863–865RS-4bH24-66FM24L882–24L884—11–12/1955Steam generator. Renumbered 262–264. The 1969–70 retirements in the source notes do not close cleanly

General Electric

NumbersClassModelBuilderSerialOrderBuiltNotes
6300–6304GSE-14U30CGE36318–36322—6–7/1967Bee Line hood. To CR 6579–6583

Related reading

Sources

  • The Diesel Shop, “Reading All-time Internal Combustion Locomotive Roster,” updated December 26, 2021, with the February 26, 2022 addition of the GP39-2s and GP40-2s. Compiled from Extra 2200 South, including issue 24 and the 1974–76 issues cited on that roster.
  • TrainWeb, Reading EMD order list, for order numbers E192 through 7992 and the Dash-2 orders 73623, 73624, 73724, 74640, and 74641.
  • Reading Modeler, SD45 note: dual controls, the extended windshield, and AS-16s 577–579 and 582 among the trade-ins with FP7 906.
  • George H. Drury, Guide to North American Steam Locomotives, revised edition, p. 276, on the FTs and the claim that diesels were for switching.

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