As previously covered, Amtrak has been adding new high level platforms to Penn Station Baltimore in support of a redevelopment effort. While my initial focus was on the loss of pneumatic point machines at PAUL interlocking, another side effect is perhaps more interesting. The new platform has resulted in the, at least temporary, removal of the southbound mid-platform PRR pedestal equipped cantilever signal at PAUL interlocking on track #7 where the former 'F' storage track merges in. The expected replacement would have been to move both pedestal signals to ground mounted locations, but for whatever reason (lack of clearance?) Amtrak got creative and used a B&O Style CPL dwarf instead.
The B&O CPL dwarf is not only in the NORAC rulebook (largely due to DC Union Station), but also covers all the signal indications that Amtrak would need at this location. The previous cantilever signal was installed with the NECIP project that closed UNION and B&P JCT towers and upgraded the slow speed, doubleslip heavy PRR era mixed traffic terminal with a higher speed passenger oriented layout. Later a second pedestal cantilever would be installed at CHARLES for low level track #3.
CHARLES interlocking features an intermediate signal on track #7 (7SA) so the 7S signal on the cantilever could be observed displaying Approach Slow for a Slow Approach at 7SA for a Stop at CHARLES Baltimore tunnel exit signal 7SB. Although the capability for Approach Slow on the CPL was retained, I was only able to observe the signal moving from Stop and Proceed to Slow Approach to Clear, possibly due to how the other signals were being fleeted.
Slow Approach appears to have replaced straight Approach on the 7S. This seems logical given the short signaling distance, although it may have required also modifying the 1S signal a PAUL and/or 1S signal at BIDDLE.
I will make a point to return and make more observations to more accurately determine the changes. It also remains to be seen if this is a permanent arrangement or if the cantilever or ground mounted 7S pedestal will return. The switch in the middle of the track 7 platform occasionally causes operational headaches, especially with a positive stop requirement and if money/space is available, extending track F several more car-lengths would likely present the best solution.
The problem with extending F track (known to CETC 2 as No.8 track) is that the switch southbound from No.7 to No.6 track is just on the other side of the Charles street overhead bridge. At most you'd only gain maybe a car length at best. The old double slip switches nearer to the mouth of the B&P tunnel would have allowed this but as you mentioned they were torn out for faster turnouts. As for the B&O style 7S signal I have to assume this is temporary the signal department at Lancaster fabricates a new PRR style dwarf signal. Amtrak pretty much tries to keep a certain standard in the signaling on the corridor. Case in point were the non standard color signals that were tested at "Grace" that have since been changed back to PRR (colorized/Claytorized) signals.
ReplyDeleteRemembering my B&P Junction/CETC days ...
From what I could see the vehicle access road is getting in the way of an 'F' track extension as it passes under the Charles Street bridge. If the new station configuration makes the road unnecessary maybe we'll see a change to the alignment. I'm not sure a Regional can platform with a Stop signal on 7S due to ACSES (unless they do a Stop release).
DeleteThe access road is used by Amtrak/MARC employees only. I believe there used to be parking along the north wall. That area is now taken up by the new platform for No.8 track. Signal maintainers might also use it to access "Paul" but that can be done from the other side as well.
DeleteAs for the south-end of "F"/No.8 track that used to be further down with "F" track running along the wall. As part of NECIP "F" track was moved next to No.7 track. Back in the PRR days there was a small coach year with tracks 8 through 11 to the north of No.7 track. The 7S signal, which is about two thirds of the way down the platform, was always displayed so that the entire train could platform. A further signal (7SA) protected the switch from No.6 to No.7 closer to the tunnel. As to where ACSES stops a train if the 7SA is at stop I do not know as I left Amtrak in 1996. The only reason I could see for the 7S to be at stop would be if No.3 track in the B&P tunnel was out of service.
The whole reason for Track "F" was to be the southbound freight track. As part of NECIP No.1 and No.2 tracks were combined into a new northbound freight track (No.2) with just barely enough room the squeeze in the Light Rail track. After the Gunpow accident freight traffic on the south-end pretty much dried up and No.2 track became the sole freight track through the station. Track "F" became a storage track for MARC at night. The conversion of "F" track (soon to be renamed No.8 track) is actually a really good idea as the track can now be used by passenger trains during the day.
Every so often my train would get stopped at 7S, but it would just be offset a few carlengths down the platform. I've seen it happen once in the PTC era and it was an additional 2-3 carlengths back. I think the signal cleared in that situation so it was able to move up.
DeleteThanks for the info. From the overhead there's only about another carlength or two that the switch there could be moved. Would likely be done if there are PTC issues.