The diagram is split in two, with the tracks to the west of the station in the first and the tracks to the east of the station in the lower diagram. (everything should be the same scale for comparison)
The three HUNT interlockings have been around since June 26, 1972. The three interlockings all used to have different names, however. HUNT 1 was previously referred to as BURKE interlocking, HUNT 2 was just plain HUNT interlocking, and HUNT 3 went by COREY (named after retired engineer Benjamin C. Corey). But a bunch of years ago the LIRR consolidated similar interlockings into one, and we are now left with the uncreative HUNT 1, HUNT 2, and HUNT 3 designations. (FOX interlocking near Kings Park was designated as FOX and GREEN before becoming FOX 1 and FOX 2 in a similar fashion).
The Switches
HUNT 1 is the first part of the interlocking encountered when approaching from the west. The interlocking starts just before MP 34. It starts out with a crossover from Port Jefferson 2 to Port Jefferson 1. Shortly after that the North Side Track splits off.
The North Side Track is the diesel scoot staging area. When a westbound diesel shuttle arrives from Port Jefferson it dumps its passengers at the station then comes to this side track to wait for its return trip. The North Side Track runs directly to the north (duh) of track 1.
After that there is a six-way grade level crossing with Pulaski Road and McKay Road intersecting right over the tracks. Shortly after that grade crossing, HUNT 1 ends.
The fun's not over yet, though. Just after the eastern limit of HUNT 1 the two Huntington Team Tracks split off and run to the north of the tracks. There is also an unpowered runaround track, similar to what happens at DIVIDE interlocking. Velvetop Products is the lone tenant on this team track; they receive Calcium Chloride from NY&AR in tank cars and boxcars on occasion.
The next part of the interlocking, HUNT 2 begins just before the station. This interlocking is bascially the exact opposite of HUNT 1. The North Side Track merges back into Port Jefferson 1 and there is a crossover from Port Jefferson 1 to Port Jefferson 2 (allowing a train from the North Side Track to get to either station platform).
HUNT 2 ends just before Huntington's station platforms, which are oddly enough two side platforms and not one island platforms, as exists on almost all other transfer stations in the system. More on that anomaly in a post tomorrow, however.
East of the station, a train enters HUNT 3 interlocking. In this part of the interlocking there is a pair of crossovers, from Port Jefferson 2 to Port Jefferson 1 and back. These crossovers are the busiest out of the bunch, as a diesel train to Port Jefferson coming from Platform B and any electric train has to switch tracks here.
The Port Jefferson Branch technically slims down to one track at this location here (not a couple thousand feet to the east as one might expect). With that first crossover, the South Side Track begins. The South Side Track, unlike the North Side Track to the west of the station, runs to the south side of the Port Jefferson Branch here (duh, again).
The South Side Track is used regularly to store and turn around electric sets that terminate at Huntington. Trains arriving from points west usually dump their passengers at the station then pull into the North Side Track to turn around and get out of the way of the diesel connection.
The Huntington Materials Spur splits off just before HUNT interlocking ends. That spur is currently used by Nassau Suffolk Lumber Company which gets drywall and lumber on flatcars and boxcars.
East a bit more and there is another very short spur off of the Port Jefferson Branch (which is only one track, remember). This spur is currently used by Kleet Lumber, which, like its
competitor just to the west, also gets drywall and lumber on flatcars and boxcars.
Kleet Lumber is the easternmost freight customer on the Port Jefferson Branch. Currently, there is no active freight customer to the east of this point. There are the occasional work trains, but NY&AR has no regular customers.
Just before the Park Avenue grade crossing the South Side Track merges back into the Port Jefferson Branch. This switch isn't part of the interlocking and it isn't used very much (all of the trains to Port Jefferson would have been switched over to the proper track back in HUNT 3.
The third rail ends a couple hundred feet to the east of the Park Avenue grade crossing, after that its diesel powered trains only. (There's also the unused American Tissue Company spur. That currently has no customers using it.)
Signals
HUNT interlocking has the run of the yellow position-light signals. There are signals on pedestals and signals on gantries. Take your pick.
Towers
There is, nor has there ever been, an active tower at HUNT. All operations have been controlled from DIVIDE since it was put into service in 1972.
Neighbors
The nearest interlockings to either side of HUNT are not all that far away. AMOTT, which is in between Cold Spring Harbor and Syosset, is the nearest interlocking to the west, and DUKE interlocking is the next one you'll come across when heading east. There is a passing track at Greenlawn station, but those switches are all hand-thrown.
The speed limit slowly drops down on trains when coming east through this area. The speed limit is 45 m.p.h. for a while before it drops down to 30 m.p.h. just before the 11th St grade crossing. Train speed is limited further just before the HUNT 2 singals, when the speed limit drops down to a brisk 15 m.p.h.
I will be away on vacation for the next two weeks (beginning Saturday), so there will not be all that much in terms of posts coming from me. The next two interlocking walkthroughs have already been typed out and they (should) appear on their appointed days. Any comments, tweet replies, or e-mails will sit in my inbox until I arrive back home, so be patient!
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