Huntington Dead Line 1987

Reflections of the Chessie System. C&O NW2 #5207 and SW7 #5224 were among a number of EMD first generation switchers on the dead line. The #5224 survived briefly on the CSXT roster as the last SW7. This image is among my favorite early years photos. Dan Robie 1987

It is often strange how the passage of time can change how one places events or memories into a whole new realm of context. When I reflect upon that April 1987 day spent at the Huntington Shops, it is humbling the number of changes that have transpired or that were in the process of doing so both on a personal level and the railroad front.

This day was to be my last serious outing on the rail scene as a resident of West Virginia. Only two months later, I began the process of moving to North Carolina to effectively begin life anew. This would also signal a period in my life that took me away from the railroad endeavors in any form that lasted throughout the remainder of the decade sans a New River Train excursion in 1989. It would not be until the early 1990s that I would return to the hobby with renewed interest boosted by a happy marriage and newborn son.

B&O NW2 #9520 dates back to the 1940s when this EMD switcher was introduced. It did not survive into CSXT ownership on the roster. EMD switchers have set the bar for longevity, however, providing over a half century of service. They still carry on today in industrial plant service. Dan Robie 1987

Western Maryland GP9 #5955 began life as a C&O unit but later transferred to the WM roster. It was repaired and renumbered #286 on the CSXT roster. First generation EMD units such as the GP7/GP9 series were short lived in the CSX era as most had disappeared by the early 1990s. Dan Robie 1987

At the forefront of numerous first and second generation EMDs is B&O SD35 #7419. Assigned primarily to helper service, the SD35 earned a rugged reputation especially while performing twenty years of service on the B&O West End between Cumberland and Grafton. Overshadowed by the successor SD40 models, it nevertheless was a proven workhorse. Dan Robie 1987

C&O GP7 #5824 wears the simplified blue and yellow scheme adopted in the mid 1960s. Not only were these units suitable for switching but also workhorses on branch lines. Dan Robie 1987

The late 1980s lasting into the mid 1990s was a fascinating time to railfan and document the metamorphosis that was CSX. At this time it was a huge melting pot of fallen flag railroads with locomotives and freight cars still wearing the paint and lettering of these lines of which any number could literally be seen on any train. To use modern day parlance, it was a daily parade of heritage locomotives in the truest of senses. I missed seeing much of this transformation for the reasons mentioned previously therefore not recording this era as numbers of others did. Perhaps this is the greatest force at work in the yearning for the modern day CSX to paint a heritage fleet commemorating its predecessor roads---those of us that remember the era before the flags fell and younger generations of railfans and historians that never saw the component railroads that comprise CSX. The company possesses a glorious predecessor past that is an untapped historical gold mine and a public relations coup in waiting.

C&O GP9 #5992 shares the scene coupled to a sister unit. These versions sport albeit faded the spelled out "Chesapeake and Ohio" lettering used during the early 1960s. There were a considerable number of locomotives from the B&O, C&O, and Western Maryland that never received the Chessie System paint. Dan Robie 1987

SD35 #7432 was one of five SD35s to claim a home on the Western Maryland roster. The red and white paint---commonly known as the "Circus" scheme---offered a colorful compliment to the Chessie livery. The #7432 had seen much better days as it is now used as a source for parts. Dan Robie 1987

While this transition period for was a delight to the rail enthusiast, it certainly was an undertaking for CSX. As all of the fallen flag components had diverse locomotive rosters, the company had to renumber all into its own number series. Also there was the sorting and evaluating of the inventory for there were locomotives ranging from over thirty years old to the newest releases. Older power was utilized or repaired based on the cost effectiveness of doing so but this still left many slated for retirement (scrap) or sale to industries and short line railroads. This only scratched the surface......all those thousands of freight cars and track miles had to be integrated as well.

B&O GP9 #6479 wears the simplified "Gothic" scheme adopted during the mid- 1960s. The famous B&O "capitol dome" logo adorned the ends of both hoods. As an aside, the Norfolk and Western and Southern Railway are well known for their long hood designations but lesser known is B&O employing the same practice with its high hood locomotives classifying the long hood as the front. Dan Robie 1987

B&O GP35 #3557 has suffered serious damage from either a collision or derailment. GP35s could be dubbed the "forgotten" Geep . Introduced between the unique GP30 and the incredibly successful GP40 series, it did not receive the fanfare as did those two. Long retired from the CSXT roster, the GP35 body continues to live on in the form of road slugs paired with a GP40-2 "mother". Dan Robie 1987

The "S" in CSX. Seaboard GP40 #6673 wears the Family Lines paint scheme of a combined Seaboard and Louisville and Nashville. The appearance of these units on Chessie rails signified just how large of a system the CSXT network would be. Dan Robie 1987

C&O GP7 #5894 sporting the "C&O For Progress" logo on the hood. Like its GP9 cousin, the GP7 was a reliable model and provided years of service both on the mainline and in switching duties. Dan Robie 1987

During the infant years at CSX, the power was segregated to primarily two locations for repair and retirements. Huntington became the EMD location and Waycross, GA likewise for GE products. This is still essentially true today. In the intervening years, Huntington earned additional prominence as the location for locomotive rebuilds such as the SD50s and todays SD40-2 to SD40-3 programs. Locomotive repaints are also done at Huntington as well as Waycross.

B&O SW1200 #9615 survived into CSXT ownership on the active roster but was gone by 1993. Part of the fallen flag roster purge during early CSXT era. Dan Robie 1987

A cacophony of mostly second generation EMDs in this scene. Although the majority of the locomotives on the dead line were retired and salvaged for parts, there was also a number that were repaired and returned to service. Dan Robie 1987

1987 seems like a long time ago in one great respect---the world was less suspicious and despite the crises of that era, felt a bit more secure. When I walked into the Huntington Shops that April day to ask for permission to take photographs of locomotives on the dead line, the CSX employee I spoke with told me “Sure—just be careful out there”. Today, unless one is a railroad employee or has special permission, chances are slim that this would be permitted for security and liability reasons.

Armed with a low quality 35mm camera, I spent about two hours there shooting up three rolls of film. Sadly, only several of these images remain today that I am sharing here. This group of photos and negatives was stored---fatefully--- with other irreplaceable images destroyed by water from a ruptured line. Although a great personal loss and especially now with the historical significance attached, I am grateful for the prints I was able to salvage.

Credits

I had forgotten numerous locomotive specifics so as a refresher the following two resources were used:

"Chessie System Locomotives"---Jerry Doyle/TLC Publishing 1999

"Diesel Locomotives of CSXT & Predecessors in Color"---Douglas B. Nuckles/Thomas W. Dixon/TLC Publishing 1993