Paint schemes for TH&B switchers (NW2 and SW9) remained largely unchanged from the delivery of the first unit until the end of independence. The only significant change was the addition of the railway's herald on the cab sides in the early 1970s. Certain equipment changes involved the removal of the marker lights (as shown clearly in Spring page 22) and the replacement of the single horn with a three-chime unit and replacement of the large headlight by twin Pyle National insert lights around 1955.
GP7s number 71-74 were delivered with two separate single horns, mounted on the carbody sides facing forward on the engineer's side and backward on the fireman's side. These were replaced with a cab-roof-mounted three-chime horn sometime after delivery. Engines 75-77 were delivered with the three-chime horn already installed. These later engines came equipped with winterization hatches on the rear fan housing.
Some of the GP7s (71, 72, 76, and 77) and all of the GP9s were equipped with ATC shoes on the rear axle of the front truck for operation over New York Central's Welland to Buffalo line.
The following table shows the diesel-electric locomotive roster of the Toronto, Hamilton & Buffalo Railway.
| Road Number | Type | Builder (Serial Number) | Date in Service | Comments |
| 51 | NW2 | EMD 5703 | January 1948 |
Sold to Ontario Southland Railway in September 1993. Currently working at the Clarkson Petro-Canada Refinery in Mississauga. This unit was rebuilt during the mid-1970s (along with unit 57), including rear-mounted MU connections. This is the only former TH&B until still in full maroon & cream paint with herald and name. (57 is in maroon & cream with the herald and name painted over). Photo in Spring page 22, or click here to view a picture of 51 at the Chatham St. roundhouse from the Willie Smith collection. Update - March 3 2001: NW2 #51 has been in storage in St. Thomas for a couple of years. It is waiting to have the wheels replaced and has not operated or been in Clarkson for quite a while. Submitted by Rob Sterne. |
| 52 | NW2 | EMD 5704 | Jan. 1948 | Number 52 suffered major engine trouble in 1977, and was left idle from then onwards (possibly as a source of parts for the other three NW2 engines). Scrapped at Atlas Steel, Welland in 5/88 |
| 53 | NW2 | EMD 5705 | Jan. 1948 | Scrapped at Atlas Steel, Welland in 5/88 |
| 54 | NW2 | EMD 5706 | Jan. 1948 | Scrapped at Atlas Steel, Welland in 5/88 |
| 55 | SW9 | GMDD A-121 | Dec. 1950 | Sold to International Iron and Metal, Quebec in 2/89 (sold to CP Forest Products in 10/90, then to Merrilees. Stored in Quebec) |
| 56 | SW9 | GMDD A-122 | Dec. 1950 | Scrapped at Atlas Steel, Welland in 5/88. Click here to see a photograph from the collection of John Hudak. |
| 57 | SW9 | GMDD A-123 | Dec. 1950 | Sold to GMDD London in 5/89 for use as a shop switcher. Still wearing maroon & cream livery, but with the herald and name painted out. 57 was rebuilt during the 1970s, including a rear-mounted MU connection. |
| 58 | SW9 | GMDD A-124 | Jan. 1951 | Sold to Brandywine Valley RR of Coatesville, PA in 1988, now that railway's #8206. |
| 71 | GP7 | GMDD A-117 | Sep. 1950 | Destroyed in level-crossing accident 12 February, 1980 (First GP7 diesel built by GMDD in London). Photos in Spring page 23 and Helm pages 230 and 231 (the wreck). |
| 72 (CP 1682) |
GP7 | GMDD A-118 | Sep. 1950 | Rebuilt as chop-nose, renumbered as CP Rail 1682. Click here to view a photo by Morgan Turney taken in April, 1982. |
| 73 (CP 1683) |
GP7 | GMDD A-119 | Oct. 1950 | Did not have ATC shoe, so could not lead on NYC trackage. Rebuilt as chop-nose, renumbered as CP Rail 1683 |
| 74 (CP 1684) |
GP7 | GMDD A-120 | Oct. 1950 | Did not have ATC shoe, so could not lead on NYC trackage. Rebuilt as chop-nose, renumbered as CP Rail 1684. Click here to view a photo by Bill Turner from the Morgan Turney collection. |
| 75 (CP 1685) |
GP7 | GMDD A-513 | Jun. 1953 | Did not have ATC shoe, so could not lead on NYC trackage. Rebuilt as chop-nose, renumbered as CP Rail 1685. Click here to view a photo from the John Hudak collection. |
| 76 (CP 1686) |
GP7 | GMDD A-514 | Jul. 1953 | Rebuilt as chop-nose, renumbered as CP Rail 1686. Click here to view a photo of #76 on the turntable from the John Hudak collection. |
| 77 (CP 1687) |
GP7 | GMDD A-515 | Jul. 1953 | Rebuilt as chop-nose, renumbered as CP Rail 1687 |
| 401 (CP 1688) |
GP9 | GMDD A-579 | Feb. 1954 | Equipped with steam boiler for use on passenger runs. Built to run long-hood forward. Had extended-range fuel tanks and auxiliary water tanks where the air tanks were normally located. The air tanks were relocated to the roof, producing what railfans called "Torpedo Boat" GP9s. Rebuilt as chop-nose, renumbered as CP Rail 1688. Photo in Spring page 24. |
| 402 (CP 1689) |
GP9 | GMDD A-580 | Feb. 1954 | Equipped with steam boiler for use on passenger runs. Built to run long-hood forward. Had extended-range fuel tanks and auxiliary water tanks where the air tanks were normally located. The air tanks were relocated to the roof, producing what railfans called "Torpedo Boat" GP9s. Rebuilt as chop-nose, renumbered as CP Rail 1689 |
| 403 (CP 1690) |
GP9 | GMDD A-581 | Mar. 1954 | Equipped with steam boiler for use on passenger runs. Built to run long-hood forward. Had extended-range fuel tanks and auxiliary water tanks where the air tanks were normally located. The air tanks were relocated to the roof, producing what railfans called "Torpedo Boat" GP9s. Rebuilt as chop-nose, renumbered as CP Rail 1690. Photo in Spring page 24. |
Sources: Locos from London, In the Shadow of Giants, X2200 South.