Editing River Line (NJ Transit) (section)

==Operations and signalling==
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[[Image:SJLR Induction-Stop.jpg|200px|right|thumb|River Line [[IIATS|inductive train stop]] located in front of the absolute signal at CP-HATCH]]
Most of the length of the project, except for street-running portion at the Camden end, is shared between non-FRA compliant light rail DMUs and heavy mainline freight trains. The 34-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 [[Intermittent Inductive Automatic Train Stop]]. The system is similar (but not identical) to the German [[Indusi]] system, where signal aspects are transmitted to moving trains from wayside devices. The inductive train stop devices are placed by the running rails in advance of the absolute signals. Train's emergency brakes are automatically engaged if a stop signal overrun occurs and interlockings are designed with sufficient [[signal overlap|overlap]] for trains to come to a complete stop before conflicting with other traffic.