Train Operations
The LIRR runs relatively isolated from the rest of the national rail system. In only two locations does the railroad connect with other railroad trackage:
West of Harold Interlocking in Sunnyside, Queens LIRR trains enter Amtrak territory (the Northeast Corridor) leading to the East River Tunnels. When this track was owned by the Pennsylvania Railroad, trains of the PRR connected to the LIRR at Penn Station. During the 1920s and 1930s, the PRR and LIRR ran a through train, such as The Sunrise Special which ran from Pittsburgh to Montauk.
In Glendale, Queens the LIRR connects with CSX’s Fremont Secondary, which leads to the Hell Gate Bridge and New England, however, once trains leave the secondary they enter LIRR territory and fall under the guidance of the LIRR Book of Rules.
All movements on the LIRR are under the control of the Movement Bureau in Jamaica, which gives orders to the various train towers that control a specific portion of the railroad. Movements in Amtrak territory are controlled by Penn Station Control Center or PSCC, which is run jointly by the LIRR and Amtrak. The PSCC controls as far east as Harold interlocking which is in the Sunnyside area of Queens. The PSCC replaced several towers. The Jamaica Control Center (new in the third quarter of 2010) controls from there east through the Jamaica terminal by direct control of interlockings. This replaced several towers in Jamaica including Jay and Hall towers at the west and east ends of Jamaica station respectively. East of there, lineside towers control the various switches and signals under the direction of the dispatchers in Jamaica.
Nearly all the lines are equipped for cab signaling. All passenger rolling stock is equipped to receive the cab signal. Cab signaling displays the block signal governing movement of trains in the engineer’s cab. In addition, all passenger rolling stock is equipped with Automatic Speed Control (ASC). ASC enforces the speed limit dictated by the cab signal if the engineer fails to comply with it. This is done by means of a penalty brake application. This feature greatly enhances safety.
On many of the lines, there are no intermediate wayside signals between the interlockings. On these lines, operation is solely by cab signal. Wayside signals remain at interlockings.
Read more about this topic: Long Island Rail Road
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