Long Island bound freights going over Hell Gate Bridge that stopped at Oak Point to pick up or drop off cars did so east of S.S. 4, not between the two towers at each end of the yard like the New Haven bound freights did. After the engines backed out of the yard to get back onto their train, they'd couple up and then continue backing up the entire train until it was out of sight, around the curve, close to the Hunts Point station. The operator at S.S. 4 would clear off his signals after making sure S.S. 3's signals were cleared off, and he would then walk up the tracks with a green flag or green lantern to signal the engine it was okay to go. Only with a running start would a full-size freight make it over the bridge without stalling. Can't comment on what problems a train like HG-1 (Oak Point to Bay Ridge) would have had starting out from S.S. 3, right at the foot of the grade. That might have routinely operated with a pusher to Little Hell Gate, complete with train orders for the return of the pusher engine. When Penn Central came on board, their idea to eliminate the need for train orders for the pusher's return was to create a Block Limit Station at Little Hell Gate, thus giving the S.S. 3 operator total control of the trackage. The Block Limit Station's name, given Penn Central's fixation on single syllable names for such, would have been "Hell." They eliminated the freight traffic instead, and didn't need the Block Limit Station.