Operations and Signalling
As detailed previously, NJ Transit purchased the Bordentown Secondary freight line from Conrail to develop light rail service between Camden and Trenton in 2000. Almost the entire length of the project, except for street-running portion at either end, is shared between non-FRA compliant light rail DMUs and heavy mainline freight trains. The 32-mile shared-track segment contains a mixture of single and double track sections.
The River Line was initially designed for commingled operations (i.e., where freight trains and light rail trains may operate on the same line controlled only by the signal systems) to provide maximum flexibility both for the freight and transit operators. The line, rebuilt under a design-build-operate-maintain (DBOM) contract, features mainline railroad signals with full centralized traffic control (CTC). River Line operating personnel use a modified version of the NORAC Rules, a standard set of railroad operating rules used by mainline railroads operating in the Northeastern U.S., including Amtrak and Conrail.
Signals set to stop for the diesel light rail cars are positively enforced via an inductive loop trip-stop system. The system is similar (but not identical) to the German Indusi system, where signal aspects are transmitted to moving trains via electro-magnetic fields transmitted by wayside devices. The "magnetic train stop" devices, affectionately known as "upside down canoes", are placed approximately one foot away from the running rails, and in advance of the signal. Train's emergency brakes are automatically engaged if a stop signal overrun occurs.
Read more about this topic: River Line (New Jersey Transit)
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