Cliff Kuhl, schedule planner at TARC, had enough fun on the inspection train to gin up some fictional schedules for a P&L commuter rail line. He writes:

I decided to try working up some schedule scenarios just for fun.  I'm not trying to put the [iron] horse ahead of the cart, but just looking at what could be done with the track infrastructure that is in place.  I've also come up with what I think would be a workable and reasonable fare structure.

All schedules assume a 50 miles per hour maximum speed from the NS crossing to the foot of Muldraugh Hill, and from the southern edge of Fort Knox to Cecilia, with reductions for curves as necessary.  I also assume speed of 25 miles per hour from the NS crossing to a riverfront terminal somewhere near the foot of 9th Street just north of Main Street in Louisville.  Speeds could be higher but there would be a cost for track improvement.

Version A [below] is most ambitious, Versions B and C [in attached spreadsheet workseets #2 and #3] are less so, although both of these will require installation of a passing siding at St. Paul Road station in Pleasure Ridge Park.  All other meets could be accomplished with existing track structure in place and with only minor delay to the train headed in the off-peak direction.

All of my proposals require three sets of equipment, possibly three gallery-style coaches and a P42 purchased from Amtrak and refurbrished for the service.  F40s are probably still available, but they're problem-prone and just worn out.  Plus, they must be run at 75% throttle to provide hotel power for equipment, while the newer GE engines can handle 440V-ac trainline power with just a little over idle speed from the prime mover.  Amtrak has a number of these sitting in storage up at Beech Grove.

Startup costs would be minimal, really.  Crossing improvements would be needed at crossings without gates or flashers, and those crossing approach circuits would need to be lengthened.  Platforms, shelters and walkways would be needed at all stops, and existing parking lots adjacent to the line would need to be leased and maintained at St. Paul Road and Meijer in Valley Station.  Other parking facilities might need to be constructed.

Note that I have no trains stopping within the boundaries of Fort Knox.  The Fort Knox stop is combined with the Radcliff stop at Veteran's Memorial Highway.  Fort Knox would have to provide its own shuttle buses to meet the trains.

Personally, I prefer the B scenario because it provides for an additional 'flip' trip in both the AM and PM peaks.