On the southern end of the NEC two increasingly rare interlockings with US&S A-5 pneumatic point machines are facing their final weeks or months. The first is PAUL interlocking, formerly UNION JCT at the northern end of Baltimore Penn Station. The plant, with 11 switches, is slated for reconstruction as part of a larger Penn Station redevelopment project that will see the construction of a new platform and the relocation of station operations from the historic 1911 structure to a new Amshack across the right of way. The existing building will then be converted into a hotel. The new platform is progressing rapidly and new pre-fab turnouts with the new M3 electric machines are on site.
The interlocking on the south side of the station, CHARLES, was converted to electric point machines a bit over 20 years ago.
A bit closer to Washington, DC, the new HANSON interlocking project intended to replace the existing LANDOVER interlocking is also nearing some kind of completion after nearly 3 years of construction. The new 3 track crossover is located just north of the existing LANDOVER plant and will provide access to track #1 south of the New Carrollton Station as well as some additional 80mph high speed crossover moves. The good news is that LANDOVER interlocking will remain, but the bad news is that it will only cover the current 91 switch combining the 1F and 2F Landover Line tracks. All 5 pneumatic point machines will be retired.
Both of these interlockings are challenging to document due to overhead bridges with catenary shields. Any plans to do so should likely be done quickly.
A couple comments regarding various south-end interlockings.
ReplyDeleteI began my railroad career in June 1977 working second trick at Landover tower and had lots of memories of the three years I worked there. The interlocking was built on a curve and Amtrak has always had trouble maintaining a smooth ride through the plant. The two northern most switches the No.11 (CETC No.23) and the No.7 (CETC No.21 - removed in the early 90's as part of a switch rationalization plan) always gave the MW and C&S people lots of problems. The new interlocking at Hanson with it's high speed No.32 turnouts is the best way to correct this problem. As you mentioned once Hanson is cut in Landover (except for the No.91 switch) will be removed. As part of the Hanson program Landover Tower will also be torn down so get you pictures now. If you look closely at the Google satellite linked below you can see the shadow of the newly installed 1S left hand signal just south of the route 202 bridge.
https://goo.gl/maps/CCLMfqe3hrWoxQ3K9
Moving north one interlocking the No.22 gauntlet switch at Carroll has been removed. Due to the decline of freight traffic on the south-end neither Conrail nor CSX wanted to pay for it upkeep so Amtrak removed it. Supposedly as part of the New Carrollton station expansion the gauntlet switch will be restored. Not sure if this will be the No.22 switch or perhaps a No.11 switch to protect the new high level platform to be built at New Carrollton. This of course makes no sense as there is really no reason for it. The only "freight" through New Carrollton are the CSXT coal trains from Bennings to Bowie. With both power plants on the Pope Creek line converting to natural gas fired these trains will go away soon. I seriously doubt the Ardwick Industrial Park switcher out of Bennings will get close to the platform at New Carrollton.
Next stop I'll make is at Fulton. This was the other plant on the south-end that was still pneumatic. I'm not sure if it was converted to electric switches after I left Amtrak in 1996. If it's still pneumatic I suspect Amtrak is waiting on the new Baltimore tunnel to be built. Once that is done Fulton will be removed once the old B&P tunnel is either single tracked or abandoned.
As for Charles and Paul, both plants were rebuilt back in the early 80's as part of NECIP. Both plants were converted from air to electric at that time. The extension of the high level platform for No.6 and No.7 tracks resulted in Union Junction being torn down. At the other end of the station B&P Junction got decapitated for construction of the MTA light rail line.
Thank you for your comments. I went out last weekend and got some photos of LANDOVER from the adjacent road bridge that I realized had a sidewalk.
DeleteLast I checked FULTON still had pneumatic points. Regarding CHARLES and PAUL, PAUL is still pneumatic and I am fairly certain CHARLES was pneumatic until the #5 was restored for MARC use around 2000 as Amtrak likely got money to fully convert the plant at that time.
I'm pretty sure both Charles and Paul were converted to electric back in the 80's as part of the NECIP. Both plants were heavily modified from their PRR/PC layout. I seriously doubt Amtrak installed new air switches when that was done. In fact it often surprises me that Landover and Fulton have retained their air plants this long. I worked all the towers between Landover and Edgewood and saw on 3rd trick quite a few switches changed out using the European "Switch Exchange System" (SES). All the new switches that were installed were electric even to the point of having a mix of air and electric switches if for only a short time.
DeleteDuring my days at CETC I remember getting low air alarms at both Landover and Fulton but never at Charles or Paul. The lack of dual control switches on the corridor meant everything would stand until a maintainer arrived to spike and wedge the switches and then trouble shoot the leak. If you manage to get to Paul again any time soon let me know if you find any air switches.
This post was reporting on the conversion of PAUL from air to pneumatic. Here is a photo from 2019.
Deletehttps://www.redoveryellow.com/position-light/19-09-06_NEC_CLEANUP/Amt_PAUL-int%2bladder-sb.jpg
Ok, I stand (actually sit) corrected. I'm surprised Paul remained air considering how many other plants got converted to electric as part of NECIP. I never got a low air alarm during my CETC 2 daze but maybe I was just lucky.
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