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Port Jefferson train station

State Sen. Jim Gaughran (D-Northport) hands out survey cards at local rail stations and seeks commuter input. Photo by Donna Deedy

The electrification of the Long Island Rail Road’s Port Jefferson Branch is back on the table, and government officials say they’re optimistic about the prospect, since now there’s some money to fund the idea.

New York State Sen. Jim Gaughran (D-Northport) during an informal interview May 9 at the Huntington train station, where he was personally handing out commuter surveys, said he predicts that the line will become fully electrified within the next five years. 

Morning commuters at the Huntington station where many switch trains to go both east and west. Photo by Donna Deedy

“It’s been talked about for decades,” he said. “It’s time to make it happen.”

Currently, the branch east of Huntington uses diesel or double-decker, dual-fuel trains, that are prohibited in Manhattan. Commuters between New York City and points east of Huntington on the Port Jefferson Branch must change from diesel to electric trains, or vice versa for the reverse commute, at various junctions, typically in Huntington. The process is time consuming and inconvenient for passengers, who are often subject to inclement weather on an open platform. Electric trains would eliminate the need to change trains and would create a time-saving, one-seat ride to Manhattan. 

Gaughran, who is serving his first term in the state Senate, has been a major proponent of the MTA Rail Act, an overhaul plan, which Gov. Andrew Cuomo (D) signed into law last month. New York State’s 2019-20 budget funds the overhaul and includes an expected $1.5 billion in capital projects for the Long Island Rail Road. Funds will be used for a variety of needs, but new trains and increased service are top priorities, according to Gaughran’s office. 

Electrification makes sense now, Gaughran said, because it would help address both congestion at Huntington’s station, which serves 41,440 daily weekday riders, while speeding up the slow commute to New York City.

Gaughran said that he’s already taken steps to advocate for electrification. He’s also conducted mobile town halls on trains during the morning commute to solicit passenger input on all rail service issues and will present passengers comments from his surveys to railroad officials later this year. 

Details from the Long Island Rail Road 

The LIRR is currently evaluating proposals, according to its spokesperson, and will soon award contracts to begin the electrification studies for both the Port Jefferson Branch and the Central Branch, which connects Babylon to Hicksville via Bethpage. The studies will determine what is required to complete each project.

Overall, the electrification project, in addition to a new fleet, would require significant investments in infrastructure such as new substations, a third rail and a second track between Huntington and Port Jefferson, upgrades to half-dozen platforms and work on bridges, viaducts and crossings, according to LIRR’s spokesperson. Additional train storage yard(s) will also be needed. 

The railroad does not yet have funding for construction but is seeking it for the Central Branch electrification in its 2020-24 capital program. Port Jefferson electrification would require additional funding in several other future programs. 

A faster, one-seat ride 

A common complaint among passengers interviewed for this report during the May 9 morning commute aboard trains on the Port Jefferson line supported the need for more rapid service. 

“It takes two hours to get to New York City from Stony Brook,” said John Morgan, a mathematician at Stony Brook University’s Simons Center for Geometry and Physics, who uses the train twice a week. “It’s too slow.” 

Larry Penner, a former Federal Transit Administration director in the New York region, who is familiar with MTA operations, capital projects and programs, said the one-seat ride to Manhattan in general is the best bang-for-the-buck idea for improving rail service for riders. 

“That would be a regional game changer for us.”

— Margot Garant

“Electrification of Ronkonkoma was selected over Port Jefferson back in the early 1980s,” Penner said. “Perhaps this time, Port Jefferson will come out on top this go-around almost 40 years later.”

Penner noted that the electrification of the railroad’s Central Branch east of Hicksville to Babylon holds the potential of creating a new north/south service route, which will provide detours to Jamaica during major service disruptions on the main line between Hicksville and Jamaica. 

For years, local elected representatives have recognized the commercial value and the resulting tax revenue benefits of electrification. 

“That would be a regional game changer for us,” Port Jefferson Village Mayor Margot Garant said during a phone interview.

The Long Island Rail Road is the busiest commuter railroad in North America, carrying an average of 301,000 customers each weekday on 735 daily trains. It’s comprised of more than 700 miles of rails on 11 different branches. For most lines, the terminus is Penn Station in Manhattan, with some lines originating or ending in Queens and Brooklyn.

The Huntington line, in addition to serving 41,440 daily weekday riders, serves another 11,210 travelers on the Port Jefferson line. 

the Metropolitan Transportation Authority will create a task force to combat the ongoing issue of homelessness in New York City subway system with similar plans underway for the Long Island Rail Road. File photo

A technological upgrade in Port Jefferson almost four decades in the making got a jolt of life this month.

The Port Jefferson Long Island Rail Road line was electrified as far east as Huntington in 1970, and despite calls ever since, electrification of the line further east to Port Jeff has yet to take place. State Sen. Ken LaValle (R-Port Jefferson) met with Metropolitan Transportation Authority board member Mitchell Pally during November, wherein the sides agreed to pursue a feasibility study to determine the potential cost and impact of electrifying the line out to Port Jeff. Trains used on the line east of Huntington currently run on diesel fuel.

“I believe it’s something we could get done,” LaValle said of electrification during a phone interview. “I think it’s critically important that we can demonstrate to communities with specificity where electric substations are going. Communities need to know that before we make that decision. I’m supporting electrification that starts in Port Jeff but also goes through Smithtown and Huntington.”

The feasibility study would be conducted by the LIRR and MTA, according to LaValle, and he said he’s not sure what the study would cost.

“Conducting a feasibility study makes a great deal of sense,” LIRR spokesperson Aaron Donovan said in a statement. “Additional electrification has long been part of the discussion for future improvements. We look forward to working with Senator LaValle about the possibility of obtaining funding for such a study.”

In November, state Sen. Ken LaValle gave his blessing to a feasibility study for the electrification of the Port Jefferson LIRR line east of Huntington. File photo

Calls and initiatives to electrify the line east of Huntington go back to at least the 1980s. According to an article by researcher Derek Stadler published by the Long Island History Journal in 2016 entitled “The Modernization of the Long Island Rail Road,” in 1984, electrification of the branch was included in a nearly $600 million MTA spending package that was meant to serve as a five-year plan for LIRR improvements. However, the plans were postponed indefinitely just two years later due to a budget gap.

The establishment of a one-seat ride from Port Jefferson to Penn Station has long been a goal for elected officials and LIRR riders as well, though that would require electrification as diesel engines cannot travel to the Manhattan station. In the mid-90s, a brief pilot program was tested on the Port Jeff line using dual-mode locomotive cars that could run using both diesel engines and third-rail electrification. According to Stadler’s research, in 2000 it was estimated that electrification east of Huntington could cost as much as $500 million.

Stadler said in an email he considered the feasibility study “a big step forward,” and said he’s optimistic it could get the ball rolling. However, he added the discussion has heated and cooled in the past as well.

Port Jefferson Village Mayor Margot Garant said during a Nov. 20 board of trustees meeting she and Deputy Mayor Larry LaPointe recently met with LaValle, and the topic of electrification of the Port Jeff line came up as well.

“It would be critical to electrify the North Shore line,” Garant said during the meeting. The village is in the process of examining transportation improvements that could among other benefits, increase LIRR ridership and better coordinate the schedules of the railroad, Suffolk County buses and the Bridgeport-Port Jefferson ferry.

LaValle said the process of obtaining money to actually complete the electrification work wouldn’t be done prior to the feasibility study, though he said he believes funding could be attainable.

“We want to move people as quickly as possible east to west and build the same rate of success as Ronkonkoma is enjoying in terms of availability of trains into not only New York City, but west,” he said. “Before we do that we need to know with specificity — communities need to know what it means for their community.”

The state senator also mentioned discussions with the MTA concerning the possible usage of Lawrence Aviation Industries Superfund site in Port Jefferson Station as a possible LIRR rail yard.

Both LaValle and Donovan declined to share specifics about the timetable of a feasibility study.