• What are CSX major Shops?

  • Discussion of the operations of CSX Transportation, from 1980 to the present. Official site can be found here: CSXT.COM.
Discussion of the operations of CSX Transportation, from 1980 to the present. Official site can be found here: CSXT.COM.

Moderator: MBTA F40PH-2C 1050

  by CSX Conductor
True, Noel everything is falling apart. Perhaps when people ask what the "B&A" stands for we should tell them "Band-Aid" as opposed to "Boston & Albany rr". lol :P

honestly, many secondaries, even those which carry very high volume daily, are still plagued by spee restrictions........ i.e. 18 miles of track @ 10MPH on a line that is 22 miles long with a ormal timetable speed of 25MPH.


  by Noel Weaver
It is so sad, we saw the Penn-Central allow everything to fall apart then
going "belly up". This one also started out with rule changes, cut backs in
maintenance, long slow orders, frequent derailments, increased costs of
operation and finally a bankruptcy that benefited no-one.
Conrail came along, a number of main lines were cut back and eventually
abandoned, branch lines were sold off or abandoned. Then along came
Stanley Crane and a major change in policy resulted in major work on
equipment, new cars and new locomotives and massive track projects.
Conrail properties at the CSX takeover were in very good to excellent
condition. Basically between Selkirk and Buffalo the only slow orders that
we had were at locations where work was in progress.
In some ways, conditions today are even worse than under Penn Central,
at least Penn Central still operated the passenger trains and as bad as
they were, they still generally got preference most places on the railroad
which today under CSX simply does not happen.
Noel Weaver

  by SRS125
anyone wonder if the track down south is in any beter shape than it is up here?? and if NS is haveing the same trouble keeping its head above the water like CSX?

  by rocketman
Component remanufacturing isn't necessarily what defines a shop as a heavy shop, back shop - perhaps. Noel, Selkirk is equipped to handle full trucks and engine blocks, although rarely performed. Mechanically speaking, work is generally broken up into four main aspects, light running repair, Q Line/Production Line Inspections, Heavy Repair and Backshop (which Selkirk definately doesn't do). Granted Selkirk doesn't remanufacture components (Huntington doesn't really either), even with Conrail heavy work constituted turbos, pa's and wheel sets. As previously mentioned, contractualy and for whatever insane reason, heavy work was transfered to Huntington and perhaps Cumberland - I don't have the Agreement handy. Consequently, SK no longer rewheels combos, however changes out alot of wheel sets (about 3 + each shift). For a long time Conrail and the Selkirk Diesel Terminal prided themselves as being regarded in the industry as the pro's with GE locomotives. Some older Machinists will recall remotoring FL9's there years ago. Basically, turbo's PA's and traction motors do indeed constitute themselves as heavy work - they all require overhead cranes (a backhoe will sometimes work well out in the field).
Backshop work constitutes of overhauling and component remanufacturing. Some of the most recent wrecks within the past five years were repaired right at Selkirk.
  by Noel Weaver
I remember when Selkirk did the work for New York State on the FL-9's,
I was working in New York at that time and most of us thought the Conrail
Selkirk rebuilds were better then the ones that were shipped away to be
Noel Weaver

  by rocketman
There used to be alot of respect for Selkirks work - still is to a degree - SK makes some of CSX's other shops look really bad with respect to production, quality and safety. SK used to be better but the more CSX forced there ways against the old CR ways, safety production and especially quality suffered. No use arguing with management that won't listen.