In today’s interlocking walkthrough we’ll be taking a look at the large BABYLON interlocking. Unlike many of the other interlockings we’ve looked at recently such as WANTAGH and AMITYVILLE, this interlocking is actually extremely busy.
Not only is BABYLON much more busy, but it’s also much bigger, too. In fact, it stretches 2 miles from end to end.
Switches
First, let’s focus on what’s west of the station platform. The first crossover that trains encounter when heading eastbound is a crossover right inside the interlocking that is going from the westbound track (Montauk 1) to the eastbound track (Montauk 2).
Then, after a couple hundred feet, The Central Branch merges onto Montauk 1 (Montauk trains that use the Mainline will branch off here in order to head towards Hicksville, Mineola, and Jamaica.)
After that, we have another crossover, with this one also going between Montauk 1 and Montauk 2.
Then, after going a bit further down the line, there’s another crossover this time going between Montauk 2 back to Montauk 1. Then there’s another one that does the exact same thing a couple hundred feet later.
Now, both tracks now approach the platforms. While Montauk 1 and Montauk 2 are curving to form the platform, a third track is created that also comes into Babylon smack in the middle. Montauk 1 splits into 2 tracks, with the north one becoming station track 1 and the center 1 becoming station track 2. Station track 1 is next to platform A, and station track 2 can open its doors on both platforms A and B.
Many electric trains that end their runs at Babylon will go east on Montauk 2, then continue onto Station track 3 to terminate before heading east towards the yard. Station track 1 is primarily used by trains that are starting at Babylon and just came from the yard. The middle track (station track 2) is typically used for Montauk branch scoot trains that will terminate at Babylon and then turn around, load, and head out east. This allows for a cross platform transfer for both sides.
Now, once we get east of the station, things get much more complicated. First, there is a crossover (just east of the station) that goes from station track 3 to station track 2. Then station track 3 becomes known as the “LEAD track” (as it goes to the yard).
After that, there are a couple of crossovers that are used to get trains from the different station tracks over to LEAD so they can be yarded. First, there’s one from station track 3 to station track 2, followed by another back to station track 3. Then to add to the mix, a freight siding merges into station track 3.
Then, station track 3 passes thru the famous Babylon Car Wash. The Babylon Car Wash is kinda a big deal because there aren’t many car washes on the LIRR, with the only other locations being Ronkonkoma and Richmond Hill. Basically, all trains that are going to/from the yard will pass through the car wash to get all clean for their next run. But, for trains that aren’t afraid of the water or aren’t due for cleaning, they’ll go to/from the yard on station track 2, then crossover to LEAD just before the yard.
Now, we’re finally approaching the gigantic Babylon Yard. Compared to many of the LIRR’s yards, it’s quite big. It can store 17 trains, plus another if you use the LEAD track.
The yard is basically separated into 3 clusters of tracks. The first cluster, houses tracks 1 through 10, plus the LEAD and HOUSE tracks. There’s also two other clusters, yard tracks 11-14 and 15-17. Many of these tracks either combine or end in a bumper block at their very eastern end.
Another oddity of Babylon Yard is that the switches are automatically controlled, therefore allowing the employees to not have to hand-throw all of the switches themselves, and leaving the machines to do the dirty work for them.
Once you finally pass the yard, it goes back to the big three: Montauk 1, Montauk 2, and LEAD. These tracks go over Highbie lane crossing then proceed east a bit further before LEAD merges onto Montauk 1, before the final crossover from Montauk 1 to Montauk 2 commences signaling the end of the interlocking. It’s worth nothing that just east of this, third rail ends.
Signals
The signals at BABYLON are all old-style Pensy Postion-Light signals. There’s a good combination of places with those round things on gantries overlooking the tracks, and others on pedestals.
Babylon is slated to get an overall at some point in the upcoming years. It’s likely they’ll repeat what they’ve done at many of the other interlockings, by replacing all the switches with new ones, and sadly ripping out the switch handles. So, instead of a big handle being thrown to switch your train on the right track, it’ll all be done simply by a click of the mouse.
Towers
BABYLON is lucky to still have an operating tower onsite. Babylon tower sits just east of Babylon station.
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| Photo Credit: Joe Gregory/Trains Are Fun |
BABYLON tower controls all the signals at Y, PD, and SK interlockings, too.
Neighbors
BABYLON interlocking is neighbored by AMITYVILLE to the west and by Y interlocking (just E. of Sayville) to the east.
The central speed limit thru all of BABYLON interlocking is 60 mph, though trains switching tracks often go slower. Just to the west of the interlocking, the speed limit is upgraded to 80 mph for trains continuing along the Babylon Branch towards Jamaica. If the train is going along the Central Branch, the speed limit changes to 65 (which is the maximum in diesel territory).
This concludes BABYLON interlocking. If I missed anything, please leave a comment below and let me know.