One interesting tidbit is that the Rochester Pennsy segment received a lot of use AFTER Conrail, albeit for only a short time. Post Conrail, the LV main was more or less "shut down", as was the EL from Batavia to Avon (all at once or in segments, I don't remember). OK, so now how do you serve the respective Rochester branches of each if you can't get to them? The local originated at the EL Exchange St. yard. Three days a week, it made the trip to Avon on the old EL, and on the off days, it made the trip out to Roch Jct., HF, etc. on the old LV. Remember, there was a switch near Crittenden Rd. to permit access to both (great pic by Devan Lawton of Ron Carson asking permission in "EL in color V2"). Why didn't they use the interchange at Mortimer? It wasn't in yet - nothing but diamonds there. OK, so how did the local get to Exchange St. in the first place? It was an all day affair: the transfer run started at Goodman St. and headed out to Lincoln Park (West Ave.). Somewhere along the way (wait, wait, wait...), it crossed over the two mains, got into Lincoln Park, ran parallel to West Ave., past GRS, and swung over to the Pennsy behind Pfaudler. Down the Pennsy, (more waiting), across the B&O, over the canal, 390, across Scottsville Rd., into the Pennsy "yard". Stop, flip the switch, back down through Genesee Valley Park (over the canal yet again), cross Plymouth Ave. until you reach the EL, line yourself up and back down to Exchange St. All that to go only a couple of miles as the crow flies. The initial usual power was a 200 series LV RS2/3 or an EL 1200 series geep, until CR started moving power around. Cabooses could have been anyone's leftovers, but mostly NYC/PC green transfer hacks. Of course, once Mortimer was put in, the end came quickly. I don't have a date for that - maybe someone can fill in the blank. I seem to remember the operation (as described above) lasting for 1-2 years. Except for a spur next to the canal (now) off the R&S (B&O), it's all weeds and trails.