The Brookhaven Town Board will consider a proposed change of zone for the Jefferson Plaza property on Thursday, Nov. 30, at 5 p.m. File photo by Raymond Janis
Port Jefferson Station/Terryville is approaching a potentially community-defining transformation as the Brookhaven Town Board weighs the future redevelopment of the Jefferson Plaza shopping center, owned by Islandia-based Staller Associates.
Later this month, the board will consider rezoning the 10-acre parcel at the intersection of state Route 112 and Terryville Road to a Commercial Redevelopment District, or CRD, a new classification within the town’s Zoning Code. Jefferson Plaza would be the first property in town history to receive this designation if approved.
Enacted in 2020, the CRD enables mixed-use development along parcels of over 5 acres in size. According to the code, the CRD aims “to create the type of planning and zoning flexibility which is necessary to stimulate the revitalization of abandoned, vacant or underutilized commercial shopping center, bowling alley and health club properties.”
Town of Brookhaven Councilmember Jonathan Kornreich (D-Stony Brook) represents Port Jefferson Station on the Town Board. In an exclusive interview, he summarized the CRD’s purpose as “more housing, less commercial space, generally.”
“The local government has created an incentive to spur redevelopment,“ he said. “But it hasn’t been used yet, so we’re trying to use it now.”
Commercial decline
Kornreich said this new approach to commercial revitalization is guided by a sequence of “extinction events” occurring within the local retail market.
Since the establishment of these local downtowns in the previous century and even earlier, Kornreich identified the emergence of automobile culture and the growth of large box stores as the first threat to traditional mom-and-pop storefronts and downtown economies. In the wake of this first extinction event, “retail took a hit that it never really recovered from,” Kornreich said.
Retail’s downward trajectory was further exacerbated by e-commerce, which began to put even the big box stores and large retailers out of business. “And then, of course, COVID came, and that hit commercial real estate and retail,” the councilmember noted.
Confronting the many changes reshaping the commercial landscape, Kornreich said the CRD would help spur commercial redevelopment.
“This is our existential challenge: How do we help guide the redevelopment of our community so it can be healthy, so that it can thrive, and so that people can afford to live here and have a good quality of life,” he said.
Richard Murdocco is an adjunct professor in the Department of Political Science at Stony Brook University, specializing in land use, real estate markets, economic development and environmental policy. Given the current pressures upon the commercial sector, Murdocco concluded that “these antiquated shopping centers need a redo.”
While redevelopment has traditionally elicited local opposition from nearby residents, Murdocco suggests that various projects throughout the region have gained traction among locals.
“It seems to me that a lot of these redevelopment projects are starting to gain momentum because the property and the blight are so large,” he said. “These are significant pieces of property,” adding, “Government responded to the need for adaptive reuse, and now there’s a legal mechanism through the zoning district on which to do that.”
Questions raised
The push for commercial redevelopment has met with scrutiny from some.
Ira Costell, president of the Port Jefferson Station/Terryville Civic Association, raised several questions about the Jefferson Plaza proposal.
The CRD “hasn’t been used previously, and this does seem to be the test case,” he said. “In my estimation, it’s the lynchpin for further development in our community, so that’s why it’s essential that we get this right and not rush to judgment.”
“To address those things, I think we need better community input,” he added. To generate such input, he has asked residents to attend the civic’s upcoming meeting at Comsewogue Public Library on Tuesday, Nov. 28, at 7 p.m.
Local civic members are ringing the alarm over the CRD in the neighboring Three Village community. Herb Mones, land use chair of the Three Village Civic Association, highlighted the need to remediate commercial blight but suggested the CRD code is too developer-centric.
“On every level, the intention of redeveloping neglected or failing shopping centers is an admirable goal,” he said. “But the way that the code is written allows for really unprecedented development that has a tremendous negative effect on communities that are impacted by the density that results.”
Mones said the language of the CRD code is “so vague, so arbitrary and so capricious that it could be applied to virtually any shopping center in the Town of Brookhaven.”
Based on the statute, which incentivizes redevelopment of blighted properties through relaxed land use standards, Mones said the CRD code “encourages landowners to purposely neglect their properties in order to promote this eventual redevelopment.”
George Hoffman, also a member of TVCA, concurred with Mones, referring to the CRD code as “a very vague law that I think was done in haste.”
“It was really a code change that was done when we didn’t know what was going to happen with COVID,” Hoffman said. “I think it really has to be reevaluated, and I don’t think it works in this situation here” at Jefferson Plaza.
Given that Jefferson Plaza would be the first parcel listed as a CRD, he added that this matter has implications for residents townwide.
“If they use this code to the maximum allowable density, I think it’s going to set the standard of a new suburban model for development,” he said.
The Town Board will consider the proposed change of zone for the Jefferson Plaza property on Thursday, Nov. 30, at 5 p.m.
A Suffolk County Transit bus passes through an intersection on Route 112 in Port Jefferson Station. Photo by Raymond Janis
The Suffolk County Transit bus system is facing several financial and operational challenges, county officials and transit experts say.
Suffolk County Executive Steve Bellone (D) highlighted the bus system’s prominent role in servicing the county’s residents. “The bus system is very important,” he told TBR News Media in an exclusive interview. “There have been a number of efforts over the years and a lot of discussions about [improvements].”
Despite good-faith efforts, many challenges remain, presenting difficult questions for policymakers. Former Suffolk County Legislator Kara Hahn (D-Setauket) outlined some challenges riders face.
“We don’t have enough routes, they don’t run often enough, and they don’t run late enough into the night or start early enough — there’s no question about it,” she said. “Traffic is increasing, our roadways are crumbling, and an improved bus system would certainly help needy families across Suffolk County.”
Cost a barrier to improvement
Richard Murdocco is an adjunct professor in the Department of Political Science at Stony Brook University. He noted the vital need the county’s bus system fulfills, particularly for vulnerable populations.
“Socially, it’s a service,” he said. “If people are taking the bus in Suffolk County, there’s a reason why,” as bus riders are often “the most vulnerable, and they need and rely on the bus system. It’s a public good.”
Murdocco considered mass transit in general as “a financial loser.” The bus system itself, he added, operates at a perpetual loss, requiring considerable subsidization. Hahn supported this assessment.
“It’s a difficult nut to crack because of the size of the county and the funding that we have access to,” she said. “It’s expensive to run buses all day long across a county as large as ours.”
Financing improvements, therefore, can be a complicated policy determination, especially given the dearth of riders. “The costs are always going to be astronomically high because there’s simply not enough population density for the routes to sustain it,” Murdocco said.
He added that Suffolk’s suburban character hinders ridership and hampers public investment, unlike densely populated urban areas.
A bus system “operates within the confines of the built environment,” the SBU adjunct professor said. “The fact of the matter is that Suffolk County isn’t dense populationwise. A mass transit system like the bus system needs density to thrive.”
While the bus system is “financially insolvent,” according to Murdocco, he did not consider systemwide expansion and modernization entirely off the table.
Improvements are promised
Murdocco advocated for a “more holistic approach” when analyzing the bus system, tying buses to other modes of public and private transit. He presented the idea of a regional transportation study.
“You need a cohesive look,” he said. “Not even framing it as a bus study, but a holistic transportation study with local planners from the municipalities” is in order.
He added, “I want local governments working in conjunction with the county to look at the issue like they used to do.”
Bellone said the necessary studies and community outreach initiatives have taken place. He forecasted that systemwide improvements would be coming down the road.
“We’ve done the analysis and a lot of community work,” the county executive said. “A lot of improvements are coming, based on community feedback and the studies that have been done.”
Digital payment and a lack of meters has sparked some criticism within the community. Photo by Raymond Janis
The managed parking system in the Village of Port Jefferson has undergone considerable changes this season, prompting debate among some within the community.
Beginning March 15, the village government has incorporated various technologies into its managed parking apparatus, such as automated license plate reading, which village officials say expedites and standardizes parking enforcement.
“We’re looking to make sure that enforcement is more equitable, that there’s less room for a mistake or discretion,” Mayor Margot Garant said in an exclusive interview. “The license plate reader is in at least one of the code vehicles, and when it drives through the parking lot, it scans everything very quickly.” She added, “I think it’s going to be a much more blanketed, equitable process and easier for all parties.”
Kevin Wood, the village’s parking administrator, outlined how the new tech would operate. He said pay-by-plate metering allows for more efficient enforcement of overtime parking and eliminates the need for double payment caused by temporarily leaving and losing a parking space, among other potential benefits.
Wood said digital payment also simplifies parking during future visits as the system remembers one’s plate number. “The next time you come back into town, your plate number is already filled in,” he said. “You can’t say that about a space number because you park in a different space every time.”
The village has also digitized its residential permitting process, supplanting the previous method which was performed by hand. So far, Wood said his office has received nearly 2,000 permits.
Responsiveness questions
The changes to parking procedure have met some opposition, particularly from the business community. James Luciano, owner of PJ Lobster House, has been among the opponents to the changes.
In an interview, Luciano indicated that many of his older customers prefer the preexisting method of paying at a meter.
The new system “is a hassle for the older clientele,” he said, suggesting older customers often make multiple trips to and from their cars to pay for parking.
“I know it doesn’t seem like a lot, but when you have clientele that are in their 60s, 70s and 80s, it is a lot for them to do that,” he added.
He said he receives daily complaints over digital payment, estimating complications using the system “probably happen 25 times a day — it’s a big problem that people are complaining about.”
Luciano attributes much of the village’s parking adversity to a lack of responsiveness from the village government, suggesting his recommendations to the village have fallen on deaf ears.
“We’ve sat down in meetings, we’ve sent letters over the last two years,” he said. “They say, ‘Thank you for the input,’ and then they do what they want. They don’t want to take any recommendations from anybody.”
Wood suggested his office is actively coordinating with the business community and that no significant changes have been made to the system other than entering a plate number instead of a space number.
“There are no changes to navigate,” Wood said. “The parker himself only enters a plate number instead of a space number, and that’s self-evident. But that being said, my office is always available to answer questions on a one-by-one basis and/or my assistant, Rita.”
Garant said her administration remains committed to working with merchants over any concerns with the system. Nonetheless, she expressed confidence that the new system would prevail over time.
“There are some recommendations that they have and questions, and we’re answering them as we can,” the mayor said. “Obviously, with anything, you’re going to get mixed concerns. I think once everybody settles into this new system, they’ll find that it’s an easier system to use.”
‘The number one challenge is capacity. It accounts for just about everything we are challenged with.’
— Kevin Wood
Capacity: an age-old problem
Parking is a decades-old quandary in Port Jeff, confounding generations of local officials who have struggled to solve the parking puzzle.
Richard Murdocco, adjunct professor in the Department of Political Science at Stony Brook University, summarized the issue in a word.
“Capacity — hands down, capacity,” he said. “It’s what all the villages on Long Island struggle with. How do you shoehorn in more parking without compromising the very character that people are seeking out?”
Wood concurred with this assessment. “The number one challenge is capacity,” he said. “It accounts for just about everything we are challenged with.”
Former village trustee Bruce Miller regarded the capacity constraints as all-pervasive, compounding other problems, such as traffic congestion. “It creates a lot of traffic that’s needless,” he said. “People are circling and circling and circling to find a parking place.”
Former New York State Assemblyman Steve Englebright (D-Setauket) commented on the generations of anguished parkers pressed to find a space. He regarded Port Jefferson as distinctive for its blend of bustling downtown activity and limited capacity.
“The oversubscription of use is inevitable for a place that is as attractive, and that faces the water, which is such a magnet for this whole sector of the Island,” he said. “You want to go to Port Jefferson because there are businesses, and a vibrant walk along the harbor is exciting.”
But, he added, “It means you’re always going to have a traffic jam.”
Meanwhile, the Town of Brookhaven, which operates the marina parking lot near the ferry terminal, has set its 2023 parking rates at five times the rate of Port Jefferson’s managed lots. Wood said this could further strain the village’s already cramped lots.
“My common sense tells me that if something is $5 an hour, and they can get that same service for $1 an hour, that tells me they’re going to put more pressure on us,” he said.
Possible solutions
‘Policymakers should begin exploring some more modern, viable options.’
— Richard Murdocco
Murdocco said a natural tension exists between preserving the historic character of an area and expanding parking capacity. He added, however, that the capacity issue would eventually cap the village’s growth potential for its residential and commercial districts.
“Policymakers should begin exploring some more modern, viable options,” the SBU adjunct professor said. The most obvious option, he indicated, would be to construct a parking garage.
This proposal would come with its own set of challenges, according to Englebright. “I don’t think there’s an easy answer to this because even if you add a parking garage, I think it will be oversubscribed on the first day,” he said.
Wood noted that he gives “daily thought” to this idea, which is also proposed in the village’s 2030 Comprehensive Plan. However, given the natural topography and existing built environment, the municipality remains hamstrung in specific ways.
“Now is the time where I think we would have a serious look at building multidecks [above-ground parking garages], but it’s not so easy because of the landscape of Port Jeff, the depth of the water and things like that,” he said.
Asked whether he foresees the village accommodating a garage in the coming decades, the parking administrator responded affirmatively.
“I’d like to hope that we can come to the point where that possibility could happen,” he said, adding, “If it were in the best interest of the community and residents, I’d like to think we could come to an agreement on that.”
Miller advised the village government to explore underground parking, an option he said would boost capacity without disrupting the area’s historic character.
“A lot of the residents and public do not want an above-ground parking garage — we’re not rural here, but we just don’t see ourselves as urban,” he said. “The advantage of underground parking is that it doesn’t make your town look urban. You don’t have underground structures protruding from the ground.”
Another alternative the village is actively seeking is shared parking, that is, entering into agreements with nearby businesses to facilitate access to their lots during nonbusiness hours.
Wood said he and trustee Rebecca Kassay are working to enter into shared-use parking agreements, particularly with hospitals and medical offices in Upper Port.
“There’s not a lot of commercial activity happening uptown, but that will change,” Wood said, adding that shared parking would offer “immediate parking to people frequenting uptown.”
Kassay, who also serves as the village’s environmental commissioner, said the shared parking proposal would help minimize the need for building new parking lots uptown, as well as the clearings and heightened flooding characteristic of such construction.
Shared parking “would prevent more square footage uptown from being hardscaped, which is a contributor to the flooding because water is not being collected, recharged and filtered in the way it naturally would,” she said.
The trustee added, “The issue of parking is very real, but the creative solutions, like shared parking, are a way that we as a village can solve parking issues, be environmentally conscious and save taxpayers money by not building and maintaining additional lots.”
Parking committee
Garant, who had coordinated with a parking committee composed of residents and merchants earlier in her tenure, recounted the history and role of that body.
“We had a committee for upward of eight or nine years,” she said. “I think that they brought great concerns, and we heard from them.”
Asked whether the village should reinstitute the parking committee, she responded, “I’m on my way out, so I’ll leave that to the next administration,” adding, “I think Kevin is doing a great job, so I’m going to let the next elected mayor make those decisions going forward.”
Wood emphasized that a committee would not resolve the core issue permeating all parking woes villagewide. “The one thing we all end up talking about is the lack of capacity,” the parking administrator said. “All the committees in the world won’t fix the immediate need for more capacity.”
He added, “We get feedback all the time. We take it under advisement. But again, it usually leads back, after everything is said and done, to lack of capacity.”
‘It would seem to me that some democratization would be logical.’
— Steve Englebright
Wood, instead, encouraged concerned parties to take their concerns to the village board. For him, public comments during village board meetings provide community members the proper forum to be heard.
Public comment “is the best way to communicate what you are trying to say about any subject,” Wood said.
Luciano, on the other hand, advocated for the reinstatement of the parking committee as a means to properly filter concerns from the greater community.
“The parking committee needs to exist, and the village needs to take the recommendations from the parking committee,” he said.
Detailing why he believed the committee had disbanded, Luciano again suggested a lack of responsiveness from the village. “They got rid of it because they didn’t want to hear input anymore and because they were going to do what they wanted to do.”
Ana Hozyainova, president of the Port Jefferson Civic Association, has joined the call for resurrecting the parking committee. In an email statement, she said a parking committee would reintroduce debate to the parking decision-making process.
“The Port Jeff Civic Association fully supports the reestablishment of a parking committee composed of representatives from all stakeholders,” she said. “Reinstituting the parking committee would provide a transparent forum for discussion and decision-making.”
The civic president added, “It would also help ensure that we face our parking challenges in a manner that addresses the needs and concerns of all our residents and still preserves the character and appearance of our beautiful village.”
Englebright regarded the proposal for a parking committee as necessary for promoting public participation.
“If you live in the village, there has to be some sense of being able to participate,” he said. “There needs to be some reasonable balance between the commercialism that dominates parts of the downtown and the needs of the residents, which should not take second place.”
He added, “I don’t know how you do that without some sort of forum other than the regular meetings of the village board. It would seem to me that some democratization would be logical.”
The decades-long proposal to electrify the Port Jefferson Branch line of the Long Island Rail Road is nearing yet another derailment.
The Metropolitan Transportation Authority, public owner of LIRR, is expected to unveil its 2025-2044 20-Year Needs Assessment in October. Larry Penner, a transportation analyst and former director for Federal Transit Administration Region 2, considered that document pivotal for the project’s future advancement.
“If the project is not included in that 20-year document, then none of us are going to be alive to see electrification,” he said, adding pessimistically that electrification “is not on the radar screen” of senior MTA or state-level officials.
Requests for comment submitted to the press offices of the MTA, Gov. Kathy Hochul (D) and U.S. Congressman Nick LaLota (R-NY1) went unanswered.
A cry unheard
‘It’s appalling that they’re using diesel in this day and age.’
— Bruce Miller
Generations of North Shore residents and community leaders have called upon the MTA to electrify the Port Jeff line to no avail.
Town of Brookhaven Supervisor Ed Romaine (R) has been among Long Island’s loudest and most prominent proponents of electrification in recent years. In an interview with TBR News Media last summer, he said public investment has shifted away from the Island.
“Our voice has not been raised,” he said. “There hasn’t been an investment in providing modern technology” to this region.
Village of Port Jefferson Mayor Margot Garant voiced similar frustrations. According to her, a fully electrified rail would boost local and regional economies, expediting travel to Manhattan and between North Shore communities, namely transit to and from nearby powerhouse Stony Brook University.
The project “would incentivize people being able to take the train not only into Stony Brook but into the city in a really timely manner,” she said.
From an environmental perspective, former Port Jeff Village trustee Bruce Miller decried the existing railway infrastructure as “ludicrous.”
“It’s appalling that they’re using diesel in this day and age,” he said, adding, “Everyone is making every effort for green energy in all fields except for the MTA and the Long Island Rail Road.”
Illustration by Kyle Horne: kylehorneart.com @kylehorneart
State legislators join the cause
Local leaders are not alone in their disappointment over the long delay. State Sen. Anthony Palumbo (R-New Suffolk) condemned what he considered an imbalance between the state taxes Long Island spends and the infrastructure dollars it gets from Albany.
“Long Islanders already contribute greatly to the MTA and deserve better access to more reliable and dependable rail service,” he said in an email, referring to Port Jefferson Branch electrification as a “critical project.”
At the western end of the branch, state Assemblyman Keith Brown (R-Northport), whose district includes travelers from Huntington, Greenlawn and Northport stations, expressed dismay over the state’s billowing budget yet few returns for North Shore residents.
He noted the apparent contradiction between Albany’s green energy priorities and the MTA’s continued use of diesel locomotives, which are due for replacement in the coming years.
Referencing the 2019 Climate Leadership and Community Protection Act, which targets an 85% reduction in statewide greenhouse gas emissions from 1990 levels by 2050, Brown regarded the continued dependence upon diesel technology as inconsistent with state law.
“They can’t really replace the existing fleet with diesel trains,” he said. “At the same time they’re calling to stop the use of gas in homes, the MTA and LIRR can’t be purchasing diesel locomotives.”
The Empire State Passenger Association is a transit advocacy group that aims for improvements in public transportation services throughout New York state. ESPA president Gary Prophet said the passenger association has endorsed Port Jefferson Branch electrification over the years, referring to the project as necessary and justifiable given the volume of commuters along the line.
“That is a heavily used branch of the Long Island Rail Road that should be electrified,” he said. “It probably should have been electrified in the past, but it just hasn’t happened for a variety of reasons.”
A history of inaction
The original concept of Port Jeff line electrification dates back over half a century. However, planning began in earnest in the early 1970s when electrification of the North Shore line extended up to Huntington.
Derek Stadler, associate professor and web services librarian at LaGuardia Community College in Long Island City, has closely followed historical developments along the Port Jeff Branch.
He attributes the failures to electrify the line to a combination of resistance from property owners near the tracks, engineering challenges, financial setbacks and bad luck.
“In the ‘80s, they had money set aside to start working on it though they hadn’t secured the funds to complete it,” he said. “Then in 1985, the president of the MTA postponed that indefinitely.” Stadler contends this was the closest the project ever was to moving forward.
In the ‘90s, the MTA launched a fleet of dual-mode locomotives which are still in use today. Despite the good intentions, Stadler maintains that this fleet has not adequately substituted for electric service. Given the high costs to repair and replace outdated train cars, Stadler regarded this effort as a poor long-term investment.
“They have spent more money on that new fleet and repairing them than if they would have done the electrification way back in the ‘80s,” he said.
Prioritization problem
‘If I’m the MTA, I’m electrifying the East End before I electrify the North Shore.’
— Richard Murdocco
The current cost estimate of Port Jeff Branch electrification is $3.6 billion, though that figure will almost certainly climb. To secure these dollars, however, the North Shore is competing against other project proposals across Long Island and New York state.
Throughout LIRR’s history as a public railroad company, North Shore riders have lost out consistently to their inland counterparts traveling along the Ronkonkoma line. Richard Murdocco, adjunct professor in the Department of Political Science at SBU, chronicled this pattern, saying the pursuit of Port Jeff Branch electrification continues running up against the hard realities of the MTA’s prioritization scheme.
“The question is: Is electrification really the priority on the North Shore, or should you electrify east of Ronkonkoma?” Murdocco said. Given the spur of recent growth in Yaphank and new developments in the Town of Riverhead, he added, “If I’m the MTA, I’m electrifying the East End before I electrify the North Shore.”
Further hampering investment into the Port Jeff Branch is the topography along its route. Given the large hills and frequent bends, the flatter main line may win the day for its comparably simple engineering logistics.
Murdocco said the MTA could either electrify the Port Jeff Branch, which “meanders along the hilly terrain, or you get a straight shot through the Pine Barrens, where there’s already talk of them doing it, where they’re welcoming it and where there are no neighbors to disrupt.”
‘Suffolk County does not have the political clout that it used to.’
— Larry Penner
Political and financial distress
Penner claims the political and financial currents are also working against North Shore residents. Suffolk County’s state representatives are increasingly in the legislative minority in Albany, leaving mere “crumbs on the table” for infrastructure improvements.
“Suffolk County does not have the political clout that it used to,” he said.
Even so, the MTA is encountering a systemwide economic crisis from the COVID-19 pandemic, with daily ridership hovering around 65% from pre-pandemic levels. Murdocco insists that many of the labor trends unleashed by COVID-19 will likely linger indefinitely.
“There’s no denying remote work is here to stay,” the SBU adjunct professor said, adding, “We don’t know how long the ramifications of the pandemic will last.”
Meanwhile, the MTA is facing even greater fiscal strife over looming labor negotiations. With recent inflation, Penner said the agency could lose potentially hundreds of millions from renegotiated union contracts.
“All of this plays into the bigger picture of MTA’s overall health,” Penner said, which he considered dismal based on state Comptroller Thomas DiNapoli’s (D) most recent analysis. “They’re barely staying afloat maintaining existing service, systems and repairs,” the former FTA official added.
Penner, Stadler and Murdocco expressed collective pessimism about Port Jefferson Branch electrification getting underway within the next decade. “As of right now, I do not see this project happening within 10 years because I do not see a fiscal way for anyone to pay for it, given the MTA’s current financial status,” Murdocco said.
Looking for answers
Given the hefty $3.6 billion price tag, Miller proposed exploring alternatives to electric service. He cited examples in Germany, where zero-emission hydrogen-powered train cars recently went online.
“Hydrogen technology is new but they’ve developed it, and it’s working in Germany,” the former village trustee said. “I don’t think they’re exploring enough options here.”
But implementing high-tech propulsion technologies may be out of reach for the MTA, which uses a late 19th-century fuel source to power the Port Jeff line. When asked about these potential innovations, Brown expressed skepticism.
“As far as hydrogen is concerned, that’s all it is right now — experimental,” the state assemblyman said. Rather, he favored pursuing electrification in a piecemeal, station-by-station fashion, dispersing infrastructure funds for the project over several annual budgets.
Penner implored community members to adopt a policy of maximum pressure upon their elected representatives.
“I wouldn’t give a dime to any elected official unless, with your campaign contribution, there’s a little note in your check [that says] you have to promise me that electrification of Port Jefferson will be your number one transportation priority,” he said.
Stadler emphasized executive support, arguing that several system expansions during the administration of former Gov. Nelson Rockefeller (R) were made possible by the chief executive’s commitment to seeing them through.
“A lot of money has to be budgeted for it,” he said. “State leaders have to be involved in it, and pressure from the governor” can be a reliable instrument.
To make the electrification dream a reality, Garant said all levels of government should pool their energies around this cause. “It’s certainly going to be a long-term plan for the region,” she said. “You need partners on every level, from the federal and state levels to the town and county.”
Prophet said megaprojects, such as the $11 billion East Side Access extension into Grand Central Madison, have taken up much of the political and economic capital in New York state.
“I think there’s a lot of emphasis on large projects that make a big splash,” the passenger association president said. “Politicians need to spend a little more time on smaller projects that may not make a big splash but may help commuters and people looking to travel between cities.”
Setting the stakes, Penner returned to the 20-year capital needs assessment. He equated the North Shore’s present predicament to a baseball game.
“You’re in the ninth inning with two outs,” he said. “The last at-bat is the 2025-2044 20-year capital needs assessment.” He concluded by saying, “If this project is not included in that document, then the ball game is over.”
The street-level view of the Port Jefferson Crossing apartments, a 45-unit affordable housing complex opening within weeks. Photo by Raymond Janis
The transformation of Upper Port is happening in real time after years of well-documented social issues and underinvestment.
In the coming weeks, the village will complete two major initiatives. Station Street will soon open to traffic, and the Port Jefferson Crossing apartments, a 45-unit affordable housing complex developed by Conifer Realty, will launch.
As these projects open, further planning is in full swing. Conifer is working with the Village of Port Jefferson Planning Board on a second development located at the Main and Perry streets intersection. Meanwhile, the Board of Trustees is actively pursuing a vision for the proposed Six Acre Park along Highlands Boulevard.
In an exclusive interview with Mayor Margot Garant, she summarized the activities. “I think we’ve made great progress,” she said. “I think it’s a great start to what will continue to make [Upper Port] a safe and welcome place.”
Completing these projects marks the next chapter in a multiyear village undertaking to revitalize its uptown. Yet as the area undergoes its metamorphosis, a broader conversation is emerging.
Community revitalization in context
‘
A good plan is the genesis of effort and conversation between the constituents, elected officials, economists, environmentalists, civic organizations, resident groups, business owners and, yes, real estate developers.’
— Richard Murdocco
Richard Murdocco is an adjunct professor in the Department of Political Science at Stony Brook University. His writings focus on land use, economic development and environmental policies on Long Island. In an interview, Murdocco detailed the regional and historical context surrounding redevelopment efforts in Port Jeff.
Downtown revitalization on Long Island dates back at least six decades, said Murdocco, when communities started tackling the effects of suburbanization and population boom.
“Downtown revitalization is not anything new,” Murdocco said. “The first comprehensive plans were drafted in the early ’60s by the Long Island Regional Planning Board and Dr. Lee Koppelman. Those identified key downtown areas where to focus growth, and the whole point of the plans was to mitigate the ever-ongoing suburban sprawl that western Suffolk County, especially, was getting a taste of at that time.”
With the eastward expansion of the Northern State Parkway and the construction of the Long Island Expressway, downtown areas soon became targets for growth. Ideally, this growth consisted of additional multifamily housing options, expanded retail sectors and developing neighborhoods near train stations.
Although development plans today are often pitched as novel or innovative, Murdocco contends that the general framework underlying revitalization has been replicated across generations.
“These concepts are as old as city building,” he said. “It may be new for Long Island, but it’s not new in practice.”
The view of Port Jefferson train station from the Port Jefferson Crossing apartments. Photo courtesy Margot Garant
The Patchogue model
‘For an area to be successful, there has to be people and there has to be a reason for people to be there.’
— Paul Pontieri
Today, proponents often cite the Village of Patchogue as a cornerstone of community revitalization on Long Island. Spearheading these efforts is Paul Pontieri, who has served as the village’s mayor since 2004.
In an interview, Pontieri detailed his approach to community building. For him, areas that thrive are those with people.
“For an area to be successful, there has to be people and there has to be a reason for people to be there,” he said. “Businesses go where people are.”
Another priority for Pontieri was attracting young families into Patchogue. “We have a lot of young families,” he said. “That happened because we provided the kind of housing they can afford.”
Apartments were central for creating affordable housing options, according to Pontieri. While existing rents may appear overpriced to some, he believes these rent payments are preferable to the mandatory down payments when taking out a mortgage.
“Right now, if you have to put 20% down on a $500,000 home, you’re telling me that a 22- or 23-year-old that just got married has $100,000 to give on a down payment — it’s not going to happen, and that’s the reality,” he said. “You have to have the apartments because they will come into the apartments and begin to save their money, even though the rents on those apartments seem exorbitant.”
Pontieri holds that Long Island communities today face the challenge of drawing and keeping youth. According to him, young people will inevitably move away from unaffordable areas.
“You have a choice: You can sit there in your house — you and your wife at 75 years old — and your kids move someplace else because they can’t afford to live in your village,” he said, “Or you make your community user-friendly, kid-friendly, young-family friendly.”
Murdocco said Patchogue had been held up as the standard-bearer for community rejuvenation because Pontieri more or less carried his vision through to completion. Though revitalization brought unintended consequences for Patchogue, such as magnifying a “parking problem that was enhanced and amplified by growth,” Murdocco said the example is generally regarded favorably.
“Overall, it’s lauded as a model because they did it,” the adjunct professor said. “For all intents and purposes, the area is thriving relative to what it was.”
Differentiating Upper Port
‘Our little footprint can’t really hold as much as Patchogue.’
— Margot Garant
While Garant acknowledges the utility of Pontieri’s method for Patchogue, she points out some key distinctions unique to Upper Port.
Like Pontieri, she holds that the neighborhood’s success depends on the people it can attract. “I believe that new residents and the new opportunity will drive an economic base and new economic success,” she said. Though arriving at this new resident base, Garant is employing a different approach.
For one, the two villages differ widely concerning their respective topographies. When organizing a plan, Garant said Port Jefferson must operate within the confines of limited space, further constrained by the existing built environment.
“Patchogue is flat, and it’s a grid system, so you can spread out there and have larger parcels that connect to the heart of your village,” she said. “In Port Jefferson, we’re in a bowl. We’re surrounded very much by residential [zones] on both sides of Main, so I see us as able to grow a bit differently.”
Tying into the issue of topography is the matter of density. Garant maintains Pontieri had greater flexibility, enabling vertical and horizontal expansion to accommodate a growing population. “Our little footprint can’t really hold as much as Patchogue,” Garant said.
Applying the Patchogue model to Upper Port is further complicated by the historical and cultural differences between the two villages. Garant stated she intends to bring a family oriented culture to Upper Port. In contrast, Patchogue attracts a more robust nightlife scene accentuating its bar and restaurant culture.
“I just have a different philosophy when trying to revitalize the neighborhood,” Garant said. “I think Patchogue became known for the young, jet-setting community, the Alive After Five [street fair] bringing people to Main Street with a different sort of culture in mind. We’re looking at making things family oriented and not so much focused on bars and restaurants.”
In an email statement, trustee Lauren Sheprow, who emphasized revitalizing Upper Port as part of her campaign earlier this year, remarked that she was impressed by the ongoing progress. She remains committed to following the guidelines of the Port Jefferson 2030 Comprehensive Plan, published in 2014.
Referring to the master plan, she said, “It does appear to be guiding the progress we are seeing take shape uptown. It would be interesting to take a holistic look at the plan to see how far we have progressed through its recommendations, and if the plan maintains its relevance in current times where zoning is concerned, and how we might be looking at the geography east of Main Street.”
Six Acre Park
‘The Six Acre Park is something that I see as a crucial element to balancing out the densification of housing up there.’
— Rebecca Kassay
Along with plans for new apartments, Garant said the proposed Six Acre Park would be integral to the overall health of Upper Port. Through the Six Acre Park Committee, plans for this last sliver of open space in the area are in high gear. [See story, “Six Acre Park Committee presents its vision.”]
Trustee Rebecca Kassay is the trustee liaison to the committee. She refers to the parkland as necessary for supporting new residents moving into the village.
“As far as Upper Port, I am hoping and doing what I can to plan for a vibrant, balanced community up there,” she said. “The Six Acre Park is something that I see as a crucial element to balancing out the densification of housing up there.”
Plans are ongoing to convert the remaining six acres of open space along Highlands Boulevard into a tranquil, arboretum-like setting. Photo courtesy Rebecca Kasay, taken from Google Maps Street View
With more density, Kassay foresees Six Acre Park as an outlet for the rising population of Upper Port. “Everyone needs a place to step out from a suburban or more urban-like setting and breathe fresh air and connect to nature,” she said. “The vision for Six Acre Park is to allow folks to do just that.”
In recent public meetings, a debate has arisen over a possible difference of opinion between the village board and the planning board over active-use space at Six Acre Park. [See story, “PJ village board … addresses Six Acre Park.”]
Garant said the Board of Trustees has yet to receive an official opinion on behalf of the Planning Board. Still, the mayor does not see sufficient reason to modify the plan.
“We’re talking about creating an arboretum-like park used for educational purposes,” she said. “At this point in time, we don’t have enough land. The uptown population is welcome to use the rest of the parkland throughout this village.” Garant added, “But we are extremely mindful that when the new residents come to live uptown and they bring their needs, there’s a lot more that’s going to happen uptown and a lot more opportunity for us to make adjustments.”
Identifying the public good
‘In my opinion, property owners have allowed their buildings to deteriorate so that they would be able to sell the properties to — in this case — subsidized developers.’
— Bruce Miller
New development, in large part, is made possible by the Brookhaven Industrial Development Agency, which can offer tax exemptions to spur economic growth. Former village trustee Bruce Miller has been among the critics of Upper Port redevelopment, taking issue with these IDA subsidies.
“It’s an open secret that the properties were very poorly maintained up there,” Miller said. “In my opinion, property owners have allowed their buildings to deteriorate so that they would be able to sell the properties to — in this case — subsidized developers.”
In Miller’s assessment, while the projects are taxpayer supported, their community benefit is outweighed by the cost to the general fund.
“The buildings that are being built are paying very little in the way of taxes,” Miller said. “At 10 years it ramps up, but even at 15 years there’s not much tax they’re paying on them.”
Responding to this critique, Lisa Mulligan, CEO of Brookhaven IDA, released the following statement by email: “In accordance with our mission, the Brookhaven IDA is committed to improving the quality of life for Brookhaven residents, through fostering economic growth, creating jobs and employment opportunities, and increasing the town’s commercial tax base. The revitalization of uptown Port Jefferson is critical to the long-term economic well-being of the region, and housing is one key component of this.”
Town of Brookhaven Councilmember Jonathan Kornreich (D-Stony Brook), who represents Port Jefferson on the Town Council, also took issue with Miller’s claim. For him, the purpose of IDA subsidies is to identify benefits to the community and advance the public good.
“So often, there is no public benefit,” he said. “If it’s the will of Port Jefferson Village to revitalize an area that has struggled to attract investment for many years, that may be an appropriate use of IDA funding.”
However, Kornreich also acknowledged that these tax incentives come at a cost for ordinary taxpayers. For this reason, it remains crucial that the IDA has a firm grasp of the public good and advances that end alone.
“When this unelected body gives these benefits to a developer, it’s a tax increase on everyone within that taxing district … they are increasing your taxes,” the councilmember said. “When you pay those increased taxes, what you’re doing is supporting this vision of a public good.” In instances where the IDA functions without a view of the public good, he added, “It’s a huge betrayal.”
Garant suggested that ridding Upper Port of vacant lots constituted a public good in itself. While IDA benefits may mean short-term sacrifices for village residents, the tax exemptions will soon expire and the village will collect its usual rates.
“For us in the short term, we might be making a little bit of a sacrifice, but I can tell you right now what I’m making on the payment in lieu of taxes program is more than what I was getting on those buildings when they were blighted,” she said. “Six, seven, eight years down the road, when we’re at the end of those PILOT agreements, we’re going to be getting a sizable tax contribution from these properties.” She added, “I was looking down a 10- to 15-year road for the Village of Port Jefferson.”
Murdocco foresees opportunities for continued discussions within the village. According to him, community development done right is highly collaborative, uniting the various stakeholders around a common aim.
“A good plan is the genesis of effort and conversation between the constituents, elected officials, economists, environmentalists, civic organizations, resident groups, business owners and, yes, real estate developers,” he said. “I know for a fact that in Upper Port Jefferson, a lot of that did happen.”
The SBU adjunct professor added, “In terms of defining a public benefit, it depends on what the community wants. Do they want economic growth for an underutilized area? Do they want environmental protection? Do they want health and safety? That all depends on the people who live there.”
I want to share my thoughts regarding the recent efforts to update the Town of Smithtown’s long-standing comprehensive plan, which was first adopted in 1961.
As part of the research process for its award-winning body of analytical and reported work on Long Island’s land use and development issues, The Foggiest Idea regularly reviews the planning efforts that directly impact communities throughout Nassau and Suffolk counties.
Located in the heart of western Suffolk County, Smithtown was at the forefront of the post-World War II suburban developmental boom, experiencing rapid suburban expansion up through the 1980s. In recent years, the town finds itself needing to balance its suburban landscape with the economic, environmental and social needs of the 21st century.
As policymakers, it is critically important to be cautiously skeptical when it comes to the ambitions and motivations of those who will seek to use this process to transform the town. As you’re well-aware, Smithtown has been unchanged for decades. While partly due to political inertia, there is some merit to the municipality’s long-standing maintenance of the status quo -— from the planning perspective, the town has been essentially built-out for decades.
In 2015, I argued this point on the pages of Long Island Business News, writing that “…with its road network overburdened, water quality declining, and limited vacant open parcels that would allow for transformative development, Smithtown isn’t so much the ‘town that time forgot,’ but rather, the ‘town that has reached its limits.’”
Community-based plans should be driven by policy solutions that are both data backed and grounded in public input, not shaped by those who have something to gain by advocating for strategies that allow for additional growth. It is my hope that the document eventually adopted reflects the realities Smithtown faces, as well as some of the still-relevant recommendations that were made in the 2015 Draft Town of Smithtown Comprehensive Plan Update that was never formally accepted.
Smithtown’s latest road map will be an opportunity to strike the right balance between maintaining the community’s quality of life, while charting sustainable and viable solutions for the area’s future.
I applaud the municipality for undertaking a renewed comprehensive planning effort and look forward to following the progress that is made in the coming months.
Richard Murdocco is the founder and president of The Foggiest Idea Inc.
