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From: "JimG AT graytrainpix" graytrainpix AT jimgworld DOT com
Date: Mon, 20 Jun 2022 23:38:46 -0400
Subject: Northern Branch Move
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Ken and all -- one reason why the Northern Branch trains got to and from
Hoboken via a back up move on the High Line was that there was a form of
signal control and protection on the High Line up thru the end of
passenger service. From what I have been told by former EL operators,
there was a signal "traffic" set-up for the single-tracked High Line
between the Bergen Junction interlocking controlled by HX Tower (where
the Northern trains backed over to or from the Bergen County Line
passenger connection to the Main Line / former DL&W Boonton Line, and
thence to West End Tower, the Bergen Tunnels, and Hoboken Terminal), and
BR interlocking, as controlled by ex-Erie Grove Street Tower (where the
trains backed over from the Archway approach to and from the Northern
Branch). There were not any actual signals on the High Line between
these points. But, once an operator at one end cleared a signal for a
train to enter the High Line, the operator for the interlocking at the
other end could not clear a contradictory signal. For example, if HX
gave an eastbound train a signal to enter the High Line at Bergen
Junction, Grove Street could not pull a signal at BR to allow a
westbound movement from the Archway track onto the High Line. The Erie
set up this system in 1956 as part of the overall track changes that
were made to allow the Hoboken change-over and eventual Pavonia
abandonment.

Such protection would not have been available had the Northern passenger
trains used the Greenwood Lake Lead and Third Track between BR and DB.
The Erie theoretically could have wired up this route for traffic
locking between DB and BR, but there was the complication of the Old
Loop coming off the Third Track between DB and BR; freight moves off the
Old Loop could enter the hypothetical passenger route without signal
control. The High Line was a "straight route" between Bergen Junction
and BR, no diverging lines; thus slightly safer for passenger trains
making back-up moves.

PS, with thanks to Rich Wisneski for his feedback, I've attached another
version of my map which corrects the track alignment at the point where
the Third Track passed under the High Line and where the Old Loop
branched off. The overall routes are the same as in previous maps, but
the track geometry at that point is more accurate now. I've also
adjusted the position of the passenger connection between the two Bergen
Junctions (connecting the Bergen County Line nee Erie Main Line with the
EL Main Line nee DL&W Boonton Line) as to be a little closer to where
the Main Line passes over the Third Track. However, the relative
positioning is still not accurate. This map is not drawn to scale; it is
intended more as a route map than an actual aerial-view ground map. Thus
there are distortions in the relative positions of points along any
latitude or longitude line. What could be done to fix that is to
download a true map image from the NJ GIS mapping web site, and re-draw
this map over that image. One day I might do that. The other option
would be to shell out for professional mapping software and learn to use
it. That probably won't happen.

Final PS -- this map reflects the track arrangements in the 1970s. Back
in the late 50s and early 60s when the Northern Branch trains made their
back-up moves, the High Line and Third Track and Greenwood Lake Lead
(which was the former westbound Greenwood Lake passenger track from BR)
did not come together at the NYS&W overhead bridge to Marion; the two
lines ran parallel all the way to BR and the line into the Archway.

Remember, trains coming off the High Line or Greenwood Lake Lead could
only go into the Archway, not into the Long Dock freight tunnel. Thus
the Northern Branch passenger back up move stopped on the Archway track,
just west of the western entrance to the Archway. I never got to ride
these trains, but I have seen a photo of this.

Jim Gerofsky



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