OK. passenger trains....
Direct connecting tracks were built for trains to get to hoboken from the old erie main (HX to Bergen Jct connecting tracks), and from the Greenwood lake br trains. (DB to West End) . There just was no easy way to build a connector from the northern. So after pavonia (the erie) terminal closed, NYSW passenger trains terminated at Susquehanna Transfer, where passengers cud transfer to a Bus to Port Authority Bus terminal, or get on a Northern Br train to HOB. The Northern Passenger trains would pull down on to the lead to the bergen tunnel just past KW, then back up on the connecting track from KW to Bergen Jct, then fwd to HOB. It was less than a mile back up. I never thought it was that big a deal. It took about 10 minutes. The switches and signals at KW were controlled by Erie Grove St tower. Bergen Jct was controlled by the HOB dispatchers office.
There was a plan for the Northern trains to get to Hoboken by going south thru Bergen tunnel to the NY connecting RR tracks, then north to Hoboken Yard, and on to the tracks to HOB terminal. I was told it was tried ...but didnt ride it...so dont know if it actually happened, If it did, it was only a test, never implemented.. Freight transfer runs from Croxton to Hoboken yard used this routing. There was a pretty steep grade from the NYCRR tracks at ground level to the Hoboken yard throat, which was elevated at the height of the passenger tracks to the terminal.
After Northern Passenger trains ceased, Erie Grove st tower was decommissioned, and all the switches changed to hand throws at KW. In either 1967 or 68, all the signals on the northern were decommissioned, and all the spring switches changed to had throws, and all double track become single track and runarounds.