W003, properly named the Geometry Train, shoves east on the CSX Lockport Branch, as part of its bi-annual inspection of the Western New York region in September 2023.
For anyone unfamiliar, the Geometry Train scans the track geometry for defects and areas of concern. CSX has two of these dedicated trains, one with this rebuilt GP40WH-2 9969 which normally heads W003, and W001 which utilizes a turbocharged GP40-2 6025. Fastest geep on the east coast I reckon. These two trains split duties and cover all the branches which aren't major mainlines. CSX regularly employs the use of specially outfitted box cars which carry track scanning equipment, typically found on the head end of manifest or intermodal trains reading "DO NOT HUMP" on the sides.
Twice a year the WNY region receives a full tour from either of these trains, which are typically carrying higher up executives scoping out all that the Chessie-Seaboard crossover railroad has to offer. I'm always a little concerned that they'll spot one of the many relics or dilapidated branches around here, which give the greater Buffalo region variety and uniqueness, and decide that parts of it need to go. But insofar, that little bout of paranoia has never been more than that thankfully.
To address the most distinguishing feature of this photo, the sign reading SAN through which the train is framed is short for Sanborn. On the Lockport Branch in its current iteration, this is one of three control points used by NG dispatch when issuing EC-1 forms. Starting at CP 69 on the Tuscarora Wye two miles west of here, the Lockport Branch is dark territory, so all occupancies on the branch are still filled out on paper. The only train which traverses the whole of the branch today is the evening Niagara local L035, who makes two to three trips out to Lockport each week for interchange with GVT's Falls Railroad (Tu/Th with extra trips Fri as needed). A typical night for them sees them take a form from Westward Absolute Signal (WAS in short) CP 69 to either PORT or QDK 2.6. QDK is the milepost abbreviation associated with the now appended Somerset Branch, which saw its final coal train in December 2019, its final scrap train in May 2021, and was finally torn up via private contractor from August to October 2022. Owned by a number of companies, it was initially constructed by NYSEG who was the parent company of the Somerset Railroad. Coal trains however were always ran by Conrail and CSX crews and power. The coal cars themselves bared the Somerset name. In early 2020 the line was filed for abandonment from milepost 2.6 to the end of the line in Somerset, some 15 miles of track to be ripped up. One customer, Van De Mark Chemical, is still accessed at a switchback located at milepost QDK 2.2, the Mill St switch. Prior to the abandonment filing taking effect some time in 2022, dispatch would issue a form from WAS CP 69 to SOMR (pronounced "summer") which was the end of the line in Somerset at the Kintigh Generating Station. Then the crew would get permission on their switches for any of Mill St, PORT at QDL 58.7, and when General Motors and PolyChem were still active customers, the east and/or west ends of the Junction Siding. So where does SAN come into play?
Every night the local will report east of SAN and have their form modified. Initially they are only given permission in an east direction until passing SAN, at which point the form is modified to show both directions from SAN to either PORT or QDK 2.6. This is so the nightly northbound Amtrak trains P281 and P283 can wye their train sets after dropping passengers off in the Falls. These same sets then run back south in the morning as P280 and P284. They're stored on a special siding just for Amtrak at the west end of Niagara Yard. The crews of the nightly trains will get forms for both directions between WAS CP 69 and SAN. They never come anywhere close to SAN, but it's the next nearest control point on the branch for headroom, in order to clear 69 and reverse back to the siding. What I haven't mentioned yet is the coolest part about SAN: it has a fixed approach NYC style searchlight, still in use today. It only faces east, being the approach to 69. The signal resides out of view to the left on the opposite side of the tracks. The signal mast appears to have held at most two more signal heads in its heyday. Given most trains pass this point during the afternoon hours, be it the local, Geo Train, or occasional unit grain train for the Falls Road, it's a pain to shoot if the sun is out. That's the only major caveat about the Lockport Branch is that trains usually run opposite of the lighting rather than into it. This day just happened to see the crew shove east instead of pull, as they've done it both ways, favoring the afternoon light by facing west.
SAN is not just a unique spot for the signal, but rather the sign itself too. There's no other fixture like it anywhere on CSX in WNY. I never really gave that consideration till a couple days ago after seeing a Mark MacCauley post featuring a sign like this up in Canada also on CSX. Further east on the Lockport and Falls Road branches, old control point signs from the Conrail days still stand, however these are vertical abbreviated signs, such as PORT where the Somerset Branch begins, or DINA which is short for Medina on the Falls Road. The NS Southern Tier line running east of Buffalo still makes use of their old Conrail control point signs. However those all have blue backgrounds with white lettering. It's logical to think that this sign is a relic of Conrail at least, but otherwise it really is an anomaly as far as control points go in the greater Buffalo area. Food for thought.
