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What sort of technology did the system you put in use, broadly speaking? I’m not aware of what the NJ Transit is using now but I believe Amtrak uses transponder-based tech (unlike most of the freight roads). Maybe the old system wasn’t compatible? Or just didn’t get FRA cert? I wasn’t aware that there were any FRA-approved PTC systems that long ago.

ASES had FRA cert. Couldn’t go into revenue service without it. It was transponder-based.

What sort of technology did the system you put in use, broadly speaking? I’m not aware of what the NJ Transit is using now but I believe Amtrak uses transponder-based tech (unlike most of the freight roads). Maybe the old system wasn’t compatible? Or just didn’t get FRA cert? I wasn’t aware that there were any FRA-approved PTC systems that long ago.

OK, now that I'm not responding from me phone, I can type a little better. ASES was actually a combination of transponder (active and passive) and cab signal - based control. As such, the signaling rules were a little complex. Additionally as had been widely reported years back (even in Trains magazine), this time of year, "leaf season", was challenging for the system. Since there was only one tachometer on a drive wheel and no GPS (not our decision), prolonged wheel slip (like wet leaves on a steel rail) would cause the system to enforce 15mph to the next transponder, where things could sync up again. This resulted in NJT system delays and engineers cutting out the system.