A few notes per May 1974 -
The PRR south of Newark was part of the Central Region/Alleghany Divison, while the NYC was part of the Northeastern Region/Buffalo Division. Info is from the Northeastern Region timetable for Auburn branch specific to Canandaigua:
Movement is by Timetable & Train Order, notes 1 (Rule S-97 does not apply) and 2 ( See special instruction 1097-A2).
1097-A2 states "In the application of rule S-97, extra trains may be run without train orders, between:" The table below states between MP 4.7 and Auburn and between Cayuga and Victor, which is most of the line. Notes state that trains need permission from the operator at GY to operate between Auburn and Cayuga, and that Auburn Branch Crews must call operator at GY upon arrival at Auburn, Cayuga and Canandaigua and also recieve permission from operator prior to departure.
No yard limit is noted west of MP 53.4, which is just outside Geneva.
Phleps Jct. where the PRR to Sodus Bay crossed was protected by a stop sign.
Pleasant St. and Ontario St. were Stop & Protect crossings, as was Maple St. in Victor.
Speed limit was 30 in most of this territory, a 10 MPH restriction in Canandagua is noted and one crossing has a 6 MPH limit.
ERS-20, EF-30, GF-30, GF-33, GRS-22 (GP20, GP40, U30B, U33B, and I believe U23C [numbers 6700-6718]) were prohibited west of Phelps Jct..
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Victor to Canandaigua was removed around 1979, but for a short time was used to access the segment of LV operated today as the Ontario Central while the LV overpass east of Shortsville was removed and the current ramp constructed. In PC days the current connection track from the LV to the PC, did not exist, and Victor Insulator Co. was a PC customer.