No, didn't use the Greenwood lake.
The backup used what I think we called the "hill track"
which went from the portal of the Bergen Tunnel (KW)
off geographically west, and climbed a hill on the east side
of the "main line" tracks from West End tower.
It then went over the NYGL freight track and joined
the Bergen County Line at Bergen Jct, which is where
the BC line split from the "main Line" The NRR trains
backed on to track 1 of the BC line, then reversed direction
toward West End and Hoboken.
Reasons for not using the NYGL...
Would have to back up to DB draw, as that was the 1st physical
connection between the passenger track from West End and the freight track from Croxton. Also freight congestion on NYGL frieght tracks
at Croxton.
(Note: this is all
post 1962 track terminology. Pre 1962, The "Mail Line"
was the DLW Boonton Line, and the BC line at Bergen Jct was the
Erie Main Line. The Erie BC line pre 1962 didn't start till
Rutherford Jct (BJ tower)
As for the New Connection, I could be wrong here, but I believe
the plan was for the NRR trains to go thru the Erie Bergen Tunnel,
past Erie Grove St tower, then curve off to the left on to the
ramp track that went to the old DLW Hoboken yard (18F), which was
just south of the DLW Hoboken main.
This would bring the trains up to the DLW main, east of the
Hoboken tunnels, adjacent to track 4 of the main to Hoboken.
This track was used by transfer freights running between Hoboken
yard and Croxton Yard.
Work that needed to be done...
The ramp track went only into the yard. Switches needed to be
added to connect the ramp track to track 4 going toward Hoboken.
Also, the track needed to be upgraded for Pass use, and signals
and power switches needed to be added between Erie Grove street
tower and the connection to the Hoboken main.
beth
The backup used what I think we called the "hill track"
which went from the portal of the Bergen Tunnel (KW)
off geographically west, and climbed a hill on the east side
of the "main line" tracks from West End tower.
It then went over the NYGL freight track and joined
the Bergen County Line at Bergen Jct, which is where
the BC line split from the "main Line" The NRR trains
backed on to track 1 of the BC line, then reversed direction
toward West End and Hoboken.
Reasons for not using the NYGL...
Would have to back up to DB draw, as that was the 1st physical
connection between the passenger track from West End and the freight track from Croxton. Also freight congestion on NYGL frieght tracks
at Croxton.
(Note: this is all
post 1962 track terminology. Pre 1962, The "Mail Line"
was the DLW Boonton Line, and the BC line at Bergen Jct was the
Erie Main Line. The Erie BC line pre 1962 didn't start till
Rutherford Jct (BJ tower)
As for the New Connection, I could be wrong here, but I believe
the plan was for the NRR trains to go thru the Erie Bergen Tunnel,
past Erie Grove St tower, then curve off to the left on to the
ramp track that went to the old DLW Hoboken yard (18F), which was
just south of the DLW Hoboken main.
This would bring the trains up to the DLW main, east of the
Hoboken tunnels, adjacent to track 4 of the main to Hoboken.
This track was used by transfer freights running between Hoboken
yard and Croxton Yard.
Work that needed to be done...
The ramp track went only into the yard. Switches needed to be
added to connect the ramp track to track 4 going toward Hoboken.
Also, the track needed to be upgraded for Pass use, and signals
and power switches needed to be added between Erie Grove street
tower and the connection to the Hoboken main.
beth