BR&P wrote:Now - as far as LA&L getting to Genesee Jct, I don't see that as a huge deal. My memory is not clear but didn't it start out that way, with LAL operating over the Class I (Conrail or CSX?) before the present configuration was made? If that's not so, I will gladly accept correction.
I won't say "I'm sure" but based on previous research and confirming tonight in numerous track charts and ETTs, as well as reviewing the history of the LA&L, LA&L interchanged with CR in Avon until around '95. By the time they purchased the Mortimer Secondary and Rochester IT from CR the switch at Mortimer had already been lifted and they basically acquired the setup they have now - owning the tracks all the way to the Genesee Jct. There was a trackage rights issue as far as operating "through" the Genesee Jct Yard and therefore being able to interchange with R&S, which they were unable to do under Conrail and early CSX, this may be what you're thinking of?
But getting rights to make the short run should not be a major issue. Keep in mind that's what R&S does to get to Goodman St. now. CSX is not going to hose them nor block them - and the STB would not allow that if they tried.
CSX actually put up one hell of a fight with the STB about allowing them interchange access with R&S directly, so honestly nothing would surprise me about CSX hosing them on trackage fees to get to the junction, if they were to take over the rails from Mortimer to the junction as a Track 2.
Now you're "sure" that LA&L's locos are not accustomed to mainline speeds at all. I guess you're not from around these parts, as the movie dialog goes. LA&L has welded rail, and parts of their line are rated at 40 MPH I believe. In fact, I dare say an LA&L train would reach higher speeds going from Lakeville to Mortimer than it would reach on the....mile?...mile and a half?...from Mortimer to Genesee Junction even if that track was CSX's main line.
"These parts" being Livingston and Monroe counties? No. I'll stand corrected if that is the case, however. My observation had more to do with the concept of sitting at what would be a reactivated Mortimer Jct area CP between Jefferson and BHTL waiting for clearance, then having to accelerate through to the main line in a timely manner (CSX may have patience for their own trains doing so coming off sidings, but CSX's history doesn't seem kind to foreign roads. Maybe I'm wrong about that too, or maybe they've improved, but again, my thoughts...)
The line through Rochester at present has a pretty slow speed restriction around ho-house curve, so a similar restriction across the river would not be materially different.
I presume you're referring to my "bottleneck at the bridge" comment, and I also presume you're referring to the pseudo "S" curve between State and Brown streets? I'll grant you, I can see how 45/35/35 (based on 2004 ETT) is a bit of a bottleneck. But consider the Genesee River Bridge on the West Shore shows 30/30/30 (again, based on 2004 ETT), and that's only with one track of "heavy" use. I'd hate to see that turn into another Portage Bridge, where it eventually ends up being 20, or even 10, as a restriction, but that's what is likely to happen with increased traffic unless it is rebuilt before this idea could happen, and then we get back to the (albeit temporary) cutting-off of LA&L, unless a temporary yard is built at Mortimer. (I'm basing that off the idea that they might have to replace the bridge outright, thereby cutting the West Shore into 2 pieces while it's completed - my thought, not others')
As for your last suggestion, I had not thought of it but you actually make a good point. Not going as far as Churchville, but making a more gradual curve from the water level to the Shore. I believe the ROW has been sold off between Union Street and Savage Road, otherwise that would make a pretty attractive route. But for sure they would want to ease that transition at SS33/CP37/CP382 to allow a higher speed to be maintained.
My original comment here was obviously meant as sarcasm, but I'll bite -- Even if the original portion of the West Shore here wasn't sold off, they'd still have to either acquire some more land at Savage to make it a straighter connection, or (and this part definitely looks sold off, based on at least 3 properties built in the ROW) rebuild the flyover and go back into Churchville to the original connection between Sanford and Howard, but this would be a fairly tight S curve as well.
Someone asked for an actual calculation of time spend in each subdivision based on MAS... Based on the 2004 ETT, using the Intermodal freight speeds, and not taking into account any
accel/decel time, it takes 22.4 minutes to take the current main through Rochester, and it takes 20.9 minutes to take the West Shore, so marginally faster but not enough to say so. However, when you factor in the number
of speed changes and consider that each one will negatively impact time (doesn't matter which direction, as both will negatively impact the higher limit, whether entering it or leaving it), the current main only has 4 (TT West they are 60 to 45 to 35 to 60) while the West Shore has 9 (45 to 60 to 45 to 60 to 45 to 60 to 30 to 60 to 45), not counting the change from the Main to the West Shore (so actually 11 changes), especially with longer trains this will more negatively impact the time needed to travel from Fairport to Churchville on the West Shore versus the Main.