WELCOME TO THE P&S R.R.!
Without a doubt former P&S SW9 239, which became 1776 for the mid 1970’s Bicentennial Celebration, was the Shawmut’s most recognizable locomotive. It is seen here without lettering as while transforming workload demanded it! Photo at Brookville from my collection.
SITE UPDATED: 01/10/21
This is a place remembering the Pittsburg & Shawmut, Mountain Laurel, and Red Bank railroads of Pennsylvania, a personal site not connected to the former Pittsburg & Shawmut Railroad Company or Genesee & Wyoming, present owner and operator. The Genessee & Wyoming corporate site is at: www.gwrr.com
The site was created in May 1996 to share history, memories, photos, and information about these colorful railroads. Email about the site may be sent to Dennis Snyder at: firstname.lastname@example.org
Remember The Pittsburg, Shawmut, and Northern Railroad? That is their green and yellow logo below, it was the parent of the Pittsburg & Shawmut. The PS&N historical society web site is at: http://www.psnrrhs.org
BRIEF PITTSBURG & SHAWMUT HISTORY
The P&S was the child of the Pittsburg, Shawmut, and Northern. The PS&N began in the late 1800’s as a consolidation of several small railroads in NY and PA. In the early 1900’s they began building a new section heading south from Brockway towards Freeport to gain access to the Pittsburgh area and named it The Brookville & Mahoning. The P.S.&N. and P&S both used an older spelling of Pittsburgh without the h.
In 1910 the Brookville & Mahoning became The Pittsburg & Shawmut and the 88 mile P&S from Brockway to Freeport was completed in 1917. The P.S.&N. was a financial disaster from the beginning and was finally abandoned in 1947, but the P&S continued.
In the late 1980’s and early 1990’s the P&S expanded by adding the Red Bank and Mountain Laurel Railroads due to business falling off in the late 1980’s. They they purchased the former PRR “Low Grade” line running from Lawsonham to Driftwood from Conrail. After a few years and further loss of business all three were sold to Genessee & Wyoming in April 1996 which also owned Buffalo & Pittsburgh, the former B&O in the area. A few years later what was left of the P&&, etc. was absorbed into the B&P. A much more detailed look at the long history of the P&S, etc. is further down in this site.
Site Intro & Brief P&S History (above)
Latest Site Update Info
Detailed P&S R.R. History
Customers & Later Years
Timeline of Events
Engine Number’s and details
Milepost and Station list
Model Train Yard
Web Site History
This update is slight, some minor clean up things. As mentioned last time, be sure to check out the Site Layout above as the order of several sections have changed.
NEW SHAWMUT GROUP
Welcome to those who have joined the new Shawmutline group on Groups.io. The P&S Yahoo group of over 100 members is gone now as Yahoo pulled the plug on their long-time groups service on 12/15. While it had seen little activity a new P&S group has been started at a new group service called groups.io. Those of you who have used Yahoo’s groups will be pleased to know groups.io is easier to navigate.
If you’re interested in joining the new Shawmut group, simply go to: https://groups.io/ or www.groups.io and click on “Sign Up” in the upper right. Your email address will be your log in name, create a password, then do a search for “Shawmutline” – name of the new group. Here’s hotlinks to the new group service, which is FREE!
IMPORTANT! – CLICK ON PHOTOS FOR A LARGER VIEW THEN CLICK YOUR BACK BUTTON TO RETURN TO THE SITE.
Here, we’re focusing on interchange points of the Pittsburg & Shawmut, Red Bank, and Mountain Laurel. We had started with the P&S first and that’s now the last section, far below.
The Mountain Laurel was around 110 miles of the former PRR, PC, CR “low grade” a good bit of which ran next to Red Bank Creek. They interchanged with the Red Bank at Lawsonham, that is covered further down. They also interchanged twice with Lake Erie, Franklin, and Clarion at Summerville on the low grade and again at Sutton on the Piney Branch, both of those are also covered further down.
At Brookville the Mountain Laurel interchanged with the Shawmut. Leaving Brookville heading compass east, the next interchange was with the Buffalo & Pittsburgh at Falls Creek, which was the former B&O line. The last interchange was at Driftwood with Conrail.
Starting at Brookville, David Bear caught two P&S SW9’s tugging a string of empty hoppers from the interchange tracks. Interchange also took place at another siding a little further east of Brookville.
Next was Falls Creek and David took this photo with a mix of Shawmut and Mountain Laurel power crossing the B&P. The long ago abandoned tower stood watch over the diamond for many years.
Here a B&P train crosses the diamond which was eventually removed.
In 1992 Mountain Laurel GP10 #14 rests near the signal bridge at the Conrail Driftwood signal bridge.
On another day three of the P&S switchers hold the same spot. This wraps it up for our coverage of Shawmut, Red Bank, and Mountain Laurel interchange tracks, an interesting subject. Below are the other photos an info on the other interchange points.
The orignal Shawmut itself interchanged with other railroads at Brockway, Brookville, West Mosgrove, and Freeport. The interchanges at Brockway, Brookville, and West Mosgrove involved rather steep inclines. The one at Freeport was unique in that it was right next to the Allegheny River.
Before covering the original P&S interchanges here are some from after the P&S added the Red Bank and Mountain Laurel lines in the early 1990’s. The Red Bank ran ten miles from Lawsonham to Silgo aad interchanged with the Mountain Laurel at Lawsonham although the three railroads operated mostly as one.
In this Gale Simpson photo a Red Bank train has arrived at the end of the line at Lawsonham with coal loads.
Very interesting moves took place at Lawsonham. Sometimes an empty train arrived on the Mountain Laurel then reversed and went on to Sligo on the Red Bank for loading. Sometimes loaded trains arrived at Lawsonham from the REd Bank then reversed and went towards Brookville on The Mountain Laurel. That was the case in this photo which now on the “Low Grade” had a Mountain Laurel unit leading. Moves there were more complicated when a Red Bank train met a Mountain Laurel train there!
The 15 mile Lake Erie, Franklin, and Clarion had interchanged with Conrail on the Low Grade at Summerville and again on the Piney Branch near Sutton which so they also interchanged with the Mountain Laurel there.
In this rare photo from David Baer’s collection Conrail and LEFC are meeting at Summerville.
Step ahead now to the Red Bank and Mountain Laurel days and here we have a Shawmut powered train at Summerville, note the LEFC boxcar on the siding.
In March 1992 David Bear caught a trio of P&S units at Sutton.
As mentioned previously, the P&S and its later lines had several interchange tracks with other railroads. Here’s the interchange track at Brookville, in Conrail days here in this John Hartman photo the P&S and CR meet at the bottom of the interchange.
Here’s another John Hartman photo this time at Freeport (this is one of my most favorite Shawmut photos) and a P&S KGL1 is taking a loaded coal train to Conrail back in the early 1990s, they are on Conrail’s tracks here. The actual interchange point is out of view in the upper left not far from where the big bridge crosses the river. Here we move up to the north end of the P&S at Brockway at Dellwood Jct. which the train here in BPRR days is on the track to Brockway yard which once had the Erie interchange and the track to the right connects to the long ago B&O then B&P.
Here’s the other end of the Dellwood interchange obviously long ago with a long cut of hoppers in the connection track. Somewhere I have another photo at Brockway Yard with the Erie connection, but can’t find it.
And the last interchange photo for now is at Mosgrove during the “Chessie” era as a P&S train pulls in with coal loads.
Pittsburg & Shawmut In Color – A Book!
In 2015 Kurt Reisweber and Brad Esposito published a 128 page book on the P&S. The book contains a good bit of history of the Shawmut and many awesome color photographs from the 1950s on. The book is available from Morning Sun Books. Here’s the main Morning Sun web address.
SPECIAL NOTE – I just verified that the book is still available at the web site below on 10/07/20.
Here is a direct link to the Shawmut book.
DETAILED HISTORY of the P&S R.R.
In the late part of the 1800’s several small western NY and PA railroads merged and became the Pittsburg, Shawmut, and Northern Railroad which ran from Wayland, NY to Brockway, PA. During the time the P.S.&N. began Pittsburgh, PA was spelled without the “h”, so both railroads used that spelling.
Early in the 1900’s the P.S.&.N. started building a new railroad south from Brockway towards Freeport to allow connection with Pittsburg and named it the Brookville & Mahoning. The first section of the B&M from Brookville to Brockway was completed in 1907. In 1910 they changed its name to the Pittsburg & Shawmut Railroad. Then in 1916 the P&S broke away from the P.S.&N. becoming an independent railroad. It was often said the name change to P&S (from B&M) was due to confusion with Boston & Maine also having B&M letters. However, some think it was also to make it look like it was the P.S.& N.
In 1917 the P&S was completed now running 88.1 miles from Brockway, PA to Freeport, PA. Coal was always the main business of the P&S although it also ran passenger service until the 1930s, and other types of freight traveled over the line. Although it struggled at first, the P&S did very well for the most. Unfortunately, for all of its life the P.S.&N. had financial problems and was finally abandoned in 1947. Be sure to see the P.S.&N. web site for more on that railroad.
A visitor to the site asked what Shawmut meant. The word Shawmut originates from the Boston, Maine area where not only was there a hill/mountain with that name, but a bank as well which had financial history with the P&S. Shawmut is also related to the Algonquian Indian’s word Mashaumowuk which as above refers to the Boston area. There is also a Shawmut Dam on the Kennebec River. There is also A large, unrelated electrical manufacturing company named Shawmut. Other railroad related subjects include Shawmut, Montana on the Union Pacific R.R., and the tiny town of Shawmut near Brockway, PA on the original P.S.&.N.
From its beginning the P&S operated with several steam locomotives, some former P.S.&.N. and some former Monon 2-8-2’s. In October 1953 the P&S began what many other railroads were doing, switching to diesel power by purchasing nine General Motors, EMD SW9 1200 HP switchers outfitted for multiple unit operation. The bright red and yellow SW9s operated in teams of 2-5 units. In the mid 1970’s the SW9s were repainted red, white, and blue in celebration of the USA’s Bicentennial. When the SW9’s were being repainted, they were also being rebuilt with new brakes, insulated cabs, power change-out, etc., not just new paint. (Info from Dudley Dumaine.) From the mid 1970’s through the early 1980’s three used GP7 diesels were added. The last new power was during the final years when six GP10’s were acquired for the new Mountain Laurel. The Shawmut continued to use cabooses into the early 1990s. Be sure to see the separate section about power with engine numbers and more info.
The P&S began with a logo separate from parent P.S.&N., it was a simple, plain white hexagon with the letters P&S inside. Later this changed to another more detailed hexagon with SHAWMUT in all caps in black inside a white double arrow with P&S and above and RR below in white against a black background, like the one at the top of this section. In the mid 1970s as the P&S began using 100 ton hoppers they made another change to a logo like the P.S.&N., except instead of green and yellow it was a red bar-diamond with white letters. They also lettered engines, cars, and cabooses as SHAWMUT LINE. A variation occurred with the 200 series 100 ton hoppers, they had the hexagon logo, but this time the double arrow was black with white SHAWMUT in caps. A 100 year celebration logo was painted on some of the hoppers after the P&S became part of BPRR. A G&W era logo exists, but was only used on a few pieces of MOW equipment. After the G&W takeover the P&S reporting marks became PSR, I don’t think today there are any more SHAWMUT LINE lettered hoppers in use, but there are still some plain hoppers with PSR on them. Here are examples of the various logos.
The new (old) P&S bar-diamond logo, but in red and white.
The P.S.& N. bar-diamond logo.
CUSTOMERS AND THE LATER YEARS
Especially during the late 1970’s and first half of the 1980’s business was booming on the Shawmut. During the 1980’s coal was being loaded mainly at Brockway, Dora, Colwell, and Reddco. Earlier, many other smaller coal loaders operated along the P&S and a fair amount of the coal found its way to power plants in the northeast as well as the power plant at Reesedale on the Shawmut. Over the years there were many other businesses that received rail service along the P&S that came and went. One was the large Linde Air Products plant just south of Kittanning, which shut down in the 1980s. Another fairly significant customer was the large glass plant just north of Brockway Yard, it was related to another nearby glass plant on the B&P and both plants still operate today. The West Penn Power plant at Reesedale operated from the mid 1950s until 2012 and the last coal train to Reesedale was in February 2012.
Unfortunately, coal business began dropping off in the late 1980s. Trying to survive, the company expanded by purchasing the former Pennsylvania RR Low Grade secondary line from Conrail which ran from Lawsonham to Sligo and Lawsonham to Driftwood including the 25 mile former New York Central line from Rose to near Clarion known as the Piney Branch. The ten mile line from Lawsonham to Sligo was operated as the Red Bank Railroad. Shortly after, the Mountain Laurel Railroad began and ran from Lawsonham to Driftwood. Six red, black, and silver GP10 locomotives were added and lettered MOUNTAIN LAUREL. The Red Bank had no locomotives or freight cars, the Mountain Laurel also had no freight cars. Shawmut and Mountain Laurel power and P&S cars were used on all three lines. However, over the next few years business continued to fall off on all these lines and it was decided to sell all three lines in the mid 1990’s.
In April 1996 the Pittsburg & Shawmut, Red Bank, and Mountain Laurel Railroads were purchased by Genesee & Wyoming, Inc. (GWI or G&W) and received the new reporting marks PSR. The G&W company has purchased many small railroads around the US and other countries and has become a large company including the nearby Buffalo & Pittsburgh. Although the Shawmut name would continue under G&W ownership, all PSR operations were absorbed into the Buffalo & Pittsburgh in 2004 effectively eliminating the proud little Pittsburg & Shawmut name from railroading.
The former P&S mainline from Freeport to Mosgrove remains in operation by the B&P as do the tracks from Dellwood to the glass plant at Crenshaw including Brockway yard. The locomotive and car repair shops at Brookville are being phased out. The former Mountain Laurel section of the low grade east of Brookville is being operated by B&P as well. Much of the tracks from Reesedale to Colwell are being used for car storage as is some of the area around Brookville and to the south near Rayard.
Brookville Locomotive Company built a new facility next to the former P&S Brookville yard and shops. Over the years “Brookville” has been expanding from mining type locomotives to full sized locomotives and the B&P tracks allow them rail access and test tracks. During 2013 and 2014 several Tri-Rail BL36 commuter locomotives had been produced for the Miami, FL area and were been seen making their trips to Florida.
Some coal is still being loaded by Rose Bud Mining at Penefield on the former Mountain Laurel as well as a Rose Bud loader at Clinton on the former Shawmut. Coal and other commodities are sometimes loaded at Brockway Yard and coal is also loaded at Bridgeburg north of Kittanning.
The Pittsburg & Shawmut main line from Brockway to Brookville, from south of Rayard to Colwell, the Red Bank from Lawsonham to Sligo, and the Mountain Laurel from Lawsonham to east of Brookville (including the Piney Branch) have all been removed. The Widnoon and Conifer branches off the original P&S mainline were also removed. Some of the earlier branches had been removed long ago. These lines are officially “railbanked” and can be put back in operation by the railroad in the future if needed and some of them have been converted to hiking trails. Be sure to check out the link below for some great information and photos of the development of the trails in the Red Bank Valley area.
PITTSBURG & SHAWMUT TIMELINE:
1860s – “Shawmut” switchback railroad began near Drummond & Shawmut PA.
July 01, 1899 – Several NY and PA railroads merged into the Pittsburg, Shawmut & Northern.
July 21, 1903 – Brookville & Mahoning RR being planned from Brockway to Freeport.
August 1905 – P.S.& N. declares bankruptcy and placed in receivership remaining
that way until 1947.
1905 – Construction begins on B&M.
April 1907 – First section between Brookville & Ramsaytown completed.
October 1907 – Line complete between Brookville & Brockway.
1908 -Line completed between Brookville and Tait.
1910 – Name changed from Brookville & Mahoning to Pittsburg & Shawmut
1911 – Tidal and Oakland Branches began.
1913 – Line completed between Tait and Mahoning.
August 1916 – P&S breaks away from PS&N under lease as Pittsburg & Shawmut Railroad Company.
1917 – P&S now completed from Brockway to Freeport, 88 miles.
1931 – Last steam passenger trains ran, remaining passengers carried by Hoodlebug motor cars.
1936 – Oakland Branch torn out.
1938 – Passenger service ends.
1939 – Construction of Mahoning Dam begins, four mile branch to site built, branch removed in 1941 after construction ended
1941 – Linde Air Plant facility at Kittaning breaks ground. Located about a mile south of the P&S Kittanning station.
1942 – First Linde Air products produced.
1947 – Linde Plant in full operation, plant also receives coal hoppers from P&S for their steam electricity generating boiler.
1947 – P.S. & N. abandoned, last PS&N train April 1, 1947.
1953 – P&S begins taking delivery of nine red and yellow 1200 horsepower EMD model SW9 switchers replacing steam as power. Out on the road the switchers were used in combinations of two, three, and four units and sometimes as many as five in later years after longer trains of 100 ton hoppers were hauled.
1954 – Engine house built at Brockway Yard for the diesels, but not used long. Still standing in 2000’s, but no longer owned by the railroad.
1955 – In the mid 1950s the West Penn Power Plant began operating and receiving coal by the railroad and continued until 2012.
1956 – Linde Plant at Kittanning now has 2.5 miles of tracks in the plant and uses 15000 tons of coal monthly in steam generation.
Early 1970s – The SW9’s being repainted, three nose stripes were painted into a solid panel, some units were simply lettered PITTSBURG & SHAWMUT or PITTSBURG AND SHAWMUT while some remained including RAILROAD.
1973 – First 100 ton coal hoppers placed in service in 300-499 number series lettered as “SHAWMUT” centered on the sides. Some 70 ton hoppers were experimented with for about a year about this time, but didn’t remain.
1974 – Battery operated telephone system replaced by VHF radios. A new time table established trains BVL1, BVX, KGL1, KGL2, etc. as the radio call signs for the trains.
October 1974 – Reading 2102 lettered as D&H 302 ran excursion trains on P&S.
October 1975 – Reading 2102 lettered as D&H 302) again ran excursions.
1975 – P&S adopts the PS&N “SHAWMUT LINE” logo, but in red and white. The original white hexagon logo remained in use as well. The SW9s begin to get painted red, white, and blue in conjunction with the nations Bicentennial. Caboose 196 also got painted those colors. Other cabooses sported flags. The engine names and numbers were either patriotic people or due to the popularity of guns and hunting in the P&S area were those of famous gun manufacturers with the engine numbers the year the company was founded.
1975 – P&S had purchased ex Reading GP7 608 and painted it red, white, and blue as well. It was numbered it 357, and named Dan Wesson. Since the company was only a year old at the time the number 357 (for the famous Smith & Wesson 357) was chosen as the number. This engine was set up to run long hood forward and only had MU cables on the short end so it could only lead or trail last in a consist. The unit was scrapped in February 1986 due to a cylinder rod lock-up that was unable to be repaired.
1975-79 – Linde Air plant closes during mid to late 1970s.
April 1976 P&S begins service to Brockway Glass at Crenshaw and acquired Brockway yard shortly after.
September 1976 – P&S GP7 #357 in service.
February 1977 – P&S 357 leased to Conrail.
1977 – Newly expanded coal processing plant at Dora begins loading.
1980s – Asbury Graphic took over old Linde Air plant at Kittanning getting some rail service.
1981 – Two GP7’s purchased from Conrail, temporarily numbered 101 and 102, became P&S 10 and 11 painted blue with red and white trim. #10 was NYC 5817 then PC and CR 5672 and #11 was C&O 5720 which returned to Canada and was used there by NYC. Both 10 and 11 were leased on and off in last half of 1980s.
June 1982 – GP7 #10 in service, set up to run long hood forward, only had 600 gallon fuel tank and was used a lot at Brookville. Work on #11 continued.
May 1985 – GP7 #11 in service.
1980s – The last half of the 1980s saw a downturn in coal business. Conrail began selling off smaller branches that weren’t generating enough profit. Business was also down on the P&S so the company began looking to expand which resulted in eventually purchasing the ex PRR Low Grade Secondary from Conrail.
January 1987 – GP7 10 and 11 leased to Allegneny RR.
September 1988 – GP7 10 and 11 leased to Buffalo & Pittsburgh.
February 1989 – GP7 10 and 11 leased to Rochester & Southern.
July 1989 – P&S begins operating the new paper ten mile “Red Bank Railroad” in conjunction with Shannon Transport, Inc. (a subsidiary of C&K Coal Co.) which was on the Conrail Low Grade Secondary at Lawsonham from milepost 4 thru 6 and the Sligo running track from Lawsonham milepost 0.0 to Silgo milepost 10.5. There were no Red Bank lettered cars or locomotives.
December 31, 1991 – P&S purchased the “Low Grade Secondary” line from Conrail running from Lawsonham to Driftwood naming it the Mountain Laurel Railroad. Six red, black, and silver GP10’s rebuilt by ICG were received and lettered Mountain Laurel numbers 12 thru 17. Both P&S and MNL units were used on all of the lines and consists often contained a mix of units.
1992 – GP7 10 and 11 leased by LEFC during final operations of that line.
1993 – Timetable number 1 adopted for Pittsburg & Shawmut, Red Bank, and Mountain Laurel railroads and would be the last P&S timetable.
December 1995 – Conrail purchased 5.8 miles of CSX Ridge Sub and leased 24.7 miles of CSX Indiana Sub to supply 4 million tons of coal annually to the power plant at Shectola. This included trackage rights over the P&S and BPRR.
April 29, 1996 – Shawmut, Red Bank, and Mountain Laurel purchased by G&W and takes on reporting marks of PSR becoming BPRR Shawmut Sub and Laurel Sub. Final Mountain Laurel train was April 26, 1996. Final Shawmut train April 29, 1996 from Brookville to Mosgrove and back with SW9s 1949, 1891, and 1774.
June 1 1999 – Conrail split between Norfolk Southern (NS) and CSX. NS now interchanged with PSR at Driftwood and Freeport. Shelocta coal trains now are NS trains and continue trackage rightsover PSR and BPRR. Around 2005 work began on a connection track from Saltsburg that eventually ended the Shelocta trains over PSR & BPRR.
June 1999 – last coal train loaded at Dora.
1999 – Conifer Branch removed.
January 20, 2000 – Last PSR train from Brookville to Mahoning with miscellaneous cars for Freeport, power was two GP40s.
2001 – P&S mainline between Rayard and Mahoning out of service due to shut down of Dora coal plant.
2003 – P&S mainline between Brockway and Brookville removed.
2003 – Falls Creek diamond removed – Widnoon Branch removed.
January 1, 2004 – PSR absorbed into Buffalo and Pittsburgh.
June 2004- Last Coal train on Low Grade (Red Bank & Mountain Laurel) from Sligo
Summer 2004 – Dora coal processing plant being dismantled, parts possibly going to Penfield operation on Laurel Sub.
Fall 2004 – Mill Creek Viaduct north of Brookville yard dismantled.
February 2005 – turntable at Brookville removed.
May 17, 2005 – BPRR files with Surface Transportation Board to abandon and salvage the P&S line from Rayard to Mahoning.
July 2005 – 1st BPRR coal train to Homer City (mine at power plant played out, trains begin running through Indiana again).
November 2005 – Removal of tracks began in area from Coulter to Mauk.
December 2005 – Removal continues, south of MP 24 and as far as Timblin, MP 44.
February 2006 – Track now removed as far south as McWilliams.
Winter 2006 – A&K Rail Services finishes removal of P&S mainline from MP 24.0 to MP 56.0 – or south of Rayard to Colwell.
August 2006 – NS Keystone Branch complete, Shelocta coal trains no longer running over PSR & BPRR, trackage rights remain in case of emergency.
2007 – Low Grade between Sligo & Brookville filed for abandonment.
November 2007 – Low Grade being removed from Sligo to Brookville.
February 2008 – Coder Viaduct being removed on Piney Branch.
2012 West Penn Power plant shuts down.
SHAWMUT & MOUNTAIN LAUREL Motive Power Details
P&S ENGINE NUMBERS
Below are the P&S engine numbers including the later period
Bicentennial era names, numbers, and a cross reference list.
When the P&S broke away from the P.S.& N. in 1917 they used
a fleet of former P.S.&N. steam locomotives in100 and 200 series
numbers. Later on they added larger former Monon steam
locomotives in 500 series numbers.
In last part of 1953 the P&S began receiving nine EMD SW9 switchers
numberes 231 to 239. Beginning in the mid 1970s they were all repainted
red, white, and blue for the upcoming nation’s Bicentennial Celebration
and given numbers of significant dates as well as various names of
famous Americans as well as names and numbers related to firearms.
Later on the names were removed. The EMD SW9 was almost identical the SW1200’s.
SW9 231 – 1775 Independence
SW9 232 – 1866 Oliver Winchester
SW9 233 – 1774 Ben Franklin
SW9 234 – 1891 John Browning
SW9 235 – 1851 Sam Colt
SW9 236 – 1865 B Tyler Henry
SW9 237 – 1949 Bill Ruger
SW9 238 – 1816 Eliphalet Remington
SW9 239 – 1776 Betsy Ross
GP7 357 – Dan Wesson
1774 – 233
1775 – 231
1776 – 239
1816 – 238
1851 – 235
1865 – 236
1866 – 232
1891 – 234
1949 – 237
Notes: GP7 10 & 11 and the Mountain Laurel GP10’s 12-17
did not have names.
GP7 357 was former Reading 608
GP7 10 was former NYC 5817 then Conrail 5672. Temporary number 101
was an in transit number only
GP7 11 was former C&O 5720 and later Conrail 5818. Temporary number 102 was an in transit number only.
GP10 12 was former Illinois Central 8110
GP10 13 was former Illinois Central 8110
GP10 14 was fromer Illinois Central 8061
GP10 15 was former Illinois Central 8332
GP10 16 was former Illinois Central 8446
GP10 17 was former Illinois Central 8444
Some or all of the above became Illinois Central Gulf units.
DISPOSITION AFTER 1996
Below are locomotive dispositions after the April 1996 G&W acquisition.
Some of the info below may have changed, if anyone has updated info
please let us know. Also, included is an engine number and name cross
Note – The Red Bank didn’t have any motive power, P&S and MNL power were used system wide after 1996.
Note – SW9s that went to Willamette & Pacific (WPRR) were later re-lettered as Portland & Western (P&W.) WPRR & P&W are related, but motive power was re-lettered P&W.
Note – RWB = red, white, and blue.
231/1775 Independence became Lycoming Valley 231 in Reading green and yellow.
232/1866 Oliver Winchester became P&W 1201 named North Plains still RWB, possibly being scrapped or sent elsewhere.
233/1774 Ben Franklin became P&W 1202 named St Helens repainted G&W orange. It is believed the unit became Rail Link 233 at Port San Antonio and repainted white with orange trim.
234/1891 John Browning became Patout & Son 1825, a sugar mill off Lousiana & Delta, repainted RWB; last seen badly rusted.
235/1851 Sam Colt became P&W 1203 named Cornelius still RWB.
236/1865 B Tyler Henry became Juniata Valley 2106 in PRR maroon and gold..
237/1949 Bill Ruger became P&W 1204 named Banks still RWB now Rail Link 1204
238/1816 Eliphalet Remington became Lycoming Valley 238 in Reading green and yellow.
239/1776 Betsy Ross became Lycoming Valley 239 in Reading green and yellow.
357 – GP7 Dan Wesson scrapped in 1986.
10 – GP7 No name, became MALX 1501 in Iriquois, IL.
11 – GP7 No name, went to Chestnut Ridge in Palmerton, PA, still #11 in blue, but the red stripe repainted white.
Mountain Laurel GP10s. (No Names on Mountain Laurel)
12 – Louisiana & 1850 in G&W orange, named Evangeline.
13 – Louisiana & Delta 1851 still in MNL colors.
14 – Louisiana & Delta 1852 still in MNL colors.
15 – Originally to Finger Lakes, renumbered 1801. Later to Seaview in RI as 1855
and repainted blue and silver.
16 – Louisiana & Delta 1853 still 16 in MNL colors, to Little Rock & Western in 2014, and possibly onward elsewhere since.
17 – General Chemical Corp in WY, last known in Utah as a Rail Link unit, still 17,
still MNL colors.
P&S MILEPOSTS and STATION CALLSIGNS
MILE – STATION – ABBREVIATION
00 Brockway Glass – BG
00 Doan Dock – DN
00 P&S Dock – PM
0.0 Brockway – RY
1.0 Dellwood – DW
4.4 Smith Summit – SS
5.6 Beechton – BN
7.2 Sugar Hill – SH
8.5 Reitz Rd Crossing – RE
10.1 Allen Mills – NA
15.0 Sulger – SG
20.9 Brookville – BV
20.9 Brookville – BV
21.1 Old Scale – OS
22.8 Rayard – RD
22.8 Rayard – RD
24.3 Conifer Branch – RA (Norman)
27.2 Tait – A
29.2 Knoxdale – KO
33.9 East Branch – EB
36.3 Coulter – CT
38.2 Sprankle Mills – SN
38.2 Sprankle Mills – SN
40.2 Mauk – MA
42.3 Dora – DA
42.6 Ringgold – RG
44.6 Timblin MI
46.0 Markle New – MK
46.0 Markle Old – MO
46.6 Harman – HA
47.6 McWilliams – MC
48.3 Volomite – VO
49.7 Eddyville – EV
51.5 Pine Run – PR
52.8 Putneyville – VS
54.1 Oakland – OD
55.8 Colwell – CL
55.9 Reid Mine – RL
56.0 Reddco – RC
60.4 Mahoning – MX
60.4 Carpentertown – CC
56.0 Reddco – RC
60.4 Mahoning – MX
60.4 Carpentertown – CC
62.9 Henley – HN
63.4 F&E Tipple – FE
63.5 Reesedale – RS
63.7 Kittanning Brick – KB
63.9 Morrison – MN
66.1 Dickey – DY
68.5 Limestone Siding – LS
68.6 Bridgeburg – G
69.8 Limestone – LI
69.8 Limestone – LI
70.7 Surrey – SR
70.8 Frampton – FR
71.2 Mohican – F
71.7 Strong – ST
73.8 Kittanning – KG
74.1 Linde – LE
73.8 Kittanning – KG
74.1 Linde – LE
74.5 Swallow – SW
77.6 West Ford CIty – FC
79.6 Cadogan – CG
83.1 Clinton – CN
85.2 Walker – WK
88.0 Freeport – FP
85.2 Walker – WK
88.0 Freeport – FP
Norman – RA (Entry Point)
Cherokee – CH 2.7 from RA
Goshen – GN 3.2 from RA
Limestone – LI – (Entry Point)
West Mosgrove – WM – 1.4 mile from LI
MODEL TRAIN YARD
Long-time friend Steve Singer formerly of New Castle, PA sent along a nice selection of train layouts from his area. First is this quartet of P&S switchers at the Carnegie Science Center in Pittsburgh from 2014.
Meanwhile, nearby 233 & 234 in the original red-yellow paint and GP7 357 are resting in sidings.
In this photo Al Crate’s layout from years ago East Branch Viaduct was just under construction as plenty of power give it a work out.
Over the last week or so I did a little revamping on my HO layout in the area of the Colwell, Reid Mine, and Reddco coal loading area at milepost 55-56. The result is a much improved Reddco loader.
Sam Kanish has some nice N scale Shawmut units in red and yellow, Bicentennial, as well as the GP7 #357.
Just a few months ago I did this 18 inch diameter Z scale layout which here two Mountain Laurel units roll by, assuming they were rebuilt to GP35 status. 🙂
Here’s a short clip of Al Crate’s P&S HO Layout, we have featured many photos of his great layout here over the years.
Above is the link to video of my HO layout taken by Dave Edwards back in December 2018. Have made some operational and other changes since then
Although the site has hundreds and hundreds of P&S R.R. photos we rotate through here, there are some great photos on line we don’t have, here’s the link to some!
Mike Woodruff recently sent the two links below.
A Robert Farkas photo of P&S 235 after the paint had been touched up with the solid nose panel instead of the earlier nose stripes, a Robert Farkas photo.
This is a William Grimes photo of the 233 as Rail Link 233 in Franklin, VA.
Here are some Doug Lily photts that are posted on railpictures.net – I highly suggest you also go there and search for more of Doug’s fabulous photos.
Sprankle Mills 1982
Note that some links may not show up as clickable links, you’ll have to copy and paste them into your browser then return to the site afterwards with your back button.
In the late 1980s Rick Tonet of Leechburg was lucky enough to ride on the Shawmut several times, here is a 10 minute clip from Brookville to Brockway and part of the return trip.
Note that some links will not show up as clickable links, you’ll have to copy and paste into your browser.
Above, P&W 1201 (P&S 1855/232) and a short freight in October 2014.
Some present day clips around Punxsutawney, Kittanning. Freeport, Butler, Sabula, and Brockway from Mark.
It was 1989 when KGL1 with two switchers and caboose 196 took this southbound through the McWilliams area with coal loads for Reesedale and other freight.
The Shawmut steam era, what a treasure!
A short clip from Railway Video Quarterly video magazine around Brookville circa 1992 with a run to the Conifer Branch and East Branch.
Hop aboard KGL1 from Applewold to Freeport in the late 1980s, a Rick Tonet (Leechburg) video.
Some P&S clips from Tom Crawford who did the Vol 1 and Vol 2 Shawmut Line Videos in the early 1990s.
=============HISTORY OF THE WEB SITE==============
The original version of this P&S site started May 16, 1996 on America On Line (AOL) with two megabytes of storage using an AST PC with a 500 mb drive and 4800 bps dial up internet connection. Software changes at AOL froze the site for a long time then the site was reorganized, but alas it all ended October 31, 2008 when AOL discontinued all web sites.
A special thanks to Mike Cyr of Jointed Rail and Virtual Railfan for stepping in to host this site for us Shawmut fans. If you’re a fan of train simulators, etc. and/or like to watch a lot of trains on live webcams, check out Mike’s sites at: www.jointedrail.com or www.virtualrailfan.com
As for me, I lived in Dayton, PA until 1962 when our family moved to Orlando, FL. My grandparents lived in Timblin only 100 yards or so from the P&S tracks and grandpa worked on the Shawmut track maintenance crew in the area. My father also worked on the P&S for a short time.
In closing I can’t thank all of you enough who have sent in info, photos, or just to say hi over the years! THAT is why this site exists today, because of you!