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unless Xerox has some midnight activity going on that I don't know about.

I'm not even sure where Xerox would load/unload a railcar at this point.

copy that.

Crook County, MN/IL

The FRA grade crossing inventory claims one train per week for the Salt Road crossing with the train count data from last year.

If I'm looking at the same report, it also says 0 day, night, switching, or transit trains. The 1 per week is probably just a filler requirement to allow the tracks to keep active status in case they're needed. Without going into too much detail, I'm really familiar with the area and there definitely isn't one per week.. unless Xerox has some midnight activity going on that I don't know about. 

So for whatever reason they have to fudge the books to keep it an active line. It shouldn’t be exempt if there’s an active attempt (however silly) to keep the line “alive” IMO.

I agree with this, FWIW. It's just annoying that a dozen plus buses per school day have to stop when there doesn't seem to be any good reason why the line is kept active.

From Newark, west to Salt Road, sorted by milepost:











Looks like the Wolcott branch doesn't see any/much current traffic either.

You're welcome.

... because the tracks dead end at Xerox and have been converted to a gravel walking path beyond there.

FWIW, the line dead-ends to the west near Xerox, just before Phillips Rd.  West of that road, the grade has been converted into a trail.

  Indeed, I've used that very trail myself a time or two.

OK, so I looked into this even more.  Apparently, the cutoff in current rail traffic is at Williamson, NY.  The November DOT inventory forms for the Lake Avenue crossing and points east to the railroad HQ in Sodus all list two daily trains.  The forms for the Tuckahoe Road crossing and points west all list one weekly train—including, as you say, Salt Road.  Between that fact and 2019 GSV imagery, my assumption is that this means K. M. Davies Co, Inc. is a current customer of the Ontario Midland Railroad with weekly scheduled runs, but that there are currently no customers west of that point.

2019 GSV imagery does also show some railcars off on the siding between Furnace Road and Knickerbocker Road, so perhaps there is/was an occasional customer near there as well.

Now that would make sense. I believe that's about the furthest west that I've seen railcars. There's also a large MOTTS factory just west of Pound Rd, which, when I first read your post, I immediately thought of as the likely westernmost customer. But that wouldn't account for the Lake Ave crossing itself unless they're going past Lake Ave to turn around or something.

I do wonder if stadiums set away from downtown areas, like the Bills in Orchard Park and the Patriots in Foxborough, lend themselves to greater traffic issues because not only do a greater percentage of attendees have to travel long distances to reach the game, there also isn't as much infrastructure to handle a large influx of traffic.

I can speak from my experience of being part of a Philadelphia Phillies season ticket package from 1992-1995. I went to about 10 games a year, plus sometimes I went to hockey games, concerts etc.

Now the actual locations of the stadiums/arenas have completely changed in the intervening years, and the actual locations at least some of the potential parking areas have changed for the same reason, but the general location of them have not, and they are set away from downtown. So I believe what I say here, while dated, is still generally valid.

There are several interstate interchanges in the immediate area for I-95 and I-76 as well as one other means of egress I used to use. They are all in different directions from the stadiums/arenas and can serve traffic going in different directions.

Southbound: I-95 interchange with Broad Street (on south side of complex)
or Pattison Avenue westbound to Platt Bridge (heading west from complex, then turning south)

North or northwest bound: I-76 interchange with Broad Street (on north side of complex)
or Pattison Avenue westbound to 26th Street north to I-76 west (which is really going north here) (heading west from complex, then turning north)

North or northeast bound (staying in PA): I-95 interchange with Packer Avenue (near Walt Whitman Bridge) (east or northeast of complex)

Eastbound to Walt Whitman Bridge (to all NJ points): I-76 interchange with Broad Street (on north side of complex)
I believe there is another way to get to I-76 east at the east end of the complex (closer to the bridge), but I don't know the details.

To go westbound, you would either go southbound or northwestbound first -- it depends where you were headed.

Anyway, with I-76 to the north of the complex, and I-95 both south and east of the complex, there were several ways to get out of the area.

When I was very young, I was coming from Delaware and would approach/leave using SB methods listed above.
When I was part of the season ticket package, I lived north of Philadelphia. At that time the baseball stadium was just to the east of Broad Street (which is where a 14th Street would be). I would park at a lot at 7th Street. When I left, I would drive over to the Packer Street interchange of I-95 (which was around 2nd Street, and very near the Walt Whitman Bridge), and head north.

The newer baseball stadium is a few blocks to the east (around 9th? and Pattison -- not sure about the numbered street). I moved away before it opened, and so I don't know how I would park in that area now. Of course, since I have moved away, I may not necessarily be trying to head northbound like I used to in the '90s.

I can't really answer the question about how long the lots took to clear because I always tried to have an easier means of egress than being stuck in the "official" parking lots, and so I was always out of the area relatively quickly.

Are those yellow lines on R759 actually necessary?  I’m getting some California back road vibes off those first two photos.

Perhaps easier to follow than if there are no painted lines, if it's dark and/or foggy?

That is a benefit, but my understanding is the double yellows indicate no stopping/parking on this stretch. If the yellow lines weren't there, you would be allowed to park.

I disagree. Plenty of roads where the ADT might only be 15k a day but a 3 lane widening would improve safety and perhaps suffice for holiday and weekend traffic whereas most of the time it’s not as packed. Still worth it. Plus I enjoy more lanes.

Any road with 15k AADT (7.5k per direction) does not need six lanes, even for holiday/weekend traffic. There are plenty of two-lane roads busier than that.

If you're talking 15k per direction/30k total then there is a conversation to be had, as seen in states such as Ohio and Nebraska where portions of the Ohio Turnpike and I-80 have already been widened or widening in the planning stages. For the Northeast, though, it's pointless to set the threshold as low as 30k when there are so many busier segments to consider widening first, including some over twice as busy.

It all depends on the situation in my opinion.

Plus I enjoy more lanes.

I enjoy them if they're necessary. If not, I much prefer a two lane road.

Well, yeah, that’s what I mean. I’m not advocating for more lanes just for the sake of it. I also just like bigger highways but again I wouldn’t support one if it wasn’t needed.

For me, I have this pair in mind:

- Classic music vs Electro music