The B&O supplied six class E-60
Consolidations (built in 1907-1908) as part of the original sale. The new railroad intended to use diesel power instead, and only one of the six (#3127) was ever lettered for the WA&G. However, the first diesels purchased, a pair of
Whitcomb 75-tonners, proved inadequate for the grades on the Wellsville line, and so the steamers were pressed into service briefly at the opening of the line, only to be scrapped in 1955-56. More adequate power came in as a series of
General Electric centercab models. The first, a 50-ton unit, served briefly at the opening of the line; then in 1955 a pair of 125-ton units were purchased from
Ford, to be joined by five 132-ton units the following year. These were retired in stages through the 1960s, and all were scrapped by 1973 except for #1700 which is preserved at the Lake Shore Railway Museum in
North East, PA. Starting in 1968 as the centercabs wore out, they were replaced by a series of
F7 units, all of which came as trade-in units from
General Electric. Through 1972, a total of eight units were purchased, including one B unit (for parts) and an FP7A. Only two were retained by the WA&G; all others were transferred to the
Louisiana & North West Railroad, another Salzberg line. In 1978, the WA&G's two steel cabooses joined the F7s in Louisiana; the older wooden cabooses are now in private hands. Like a number of short lines in the late 1950s, the WA&G made a profitable business out of cars in interchange service. This began with a purchase of 78 wooden boxcars, and eventually 761 cars were in service. These cars grew less profitable through the years, and the refusal of
Penn Central to renew a lease of 300 wooden cars put an end to their use, though metal-sided cars remained in service. == Surviving Equipment ==