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Mallie Jane Kim

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New principal, John Holownia, in front of Ward Melville High School. Courtesy John Holownia

By Mallie Jane Kim

For Ward Melville High School’s new principal John Holownia, the first week of the 2024-25 school year has been a bit surreal — he grew up attending Three Village schools and graduated from Ward Melville in 1999. 

“It has been fantastic,” he said. “It’s not something I ever imagined when I was a high school student walking around the hallways.”

Holownia returns to his old stomping grounds after serving as an assistant principal at Shoreham-Wading River High School since 2019, and before that as a special education teacher in the Comsewogue school district.

It’s not his first time returning to his home turf, he said, as he coached football at Ward Melville for a few years as a young adult in the early 2000s after earning his bachelor’s degree in English literature from Princeton University. Returning mid-career as the high school principal, though, is a whole different ball game.

“My biggest priority right now is to just learn,” Holownia said, pointing to the high school’s reputation for excellence and his desire to keep it that way. “The most important thing I can do is learn how things work here and how things have been done in the past, and get a real feel for what has made Ward Melville such a successful place.” 

Holownia replaces acting principal Paul Gold, an assistant principal who stepped in last November after the previous principal, William Bernhard, was reassigned. Gold has since retired.

Superintendent of Schools Kevin Scanlon, who was a social studies teacher at the high school during the years Holownia attended, said he looks forward to the new principal’s successful administration.

“John will be a tremendous asset to Ward Melville High School,” Scanlon said in an email.

Holownia is already thinking ahead to the structural changes the district has planned for 2025-26. The plan is for sixth grade to move up from the elementary schools into the junior high schools, and for ninth grade to move into Ward Melville, making it a four-year high school. 

District staff and administrators have been working out over the past year the adjustments and structural modifications necessary for the high school to accommodate adding an academic grade level.

“Certainly that’s going to need to be well-coordinated,” Holownia said. “We’ll be putting all those programs and things in place to make sure we’re ready for that change.”

But for now, he’s focused on acclimating to the current set of students under his purview. 

Three Village Board of Education officially appointed Holownia to his position April 3, and he’s been working in the building since July 1. He has enjoyed seeing staff and students filling the corridors after a quiet summer of preparation, he said. 

“The energy in the building really comes from the kids,” Holownia said. “It’s been exciting, and definitely a great start to the year.”

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Ward Melville High School. File photo by Greg Catalano

The change would mean later mornings for secondary students

By Mallie Jane Kim

After years of advocacy and discussion over shifting secondary school start times later, Three Village Board of Education settled on a framework to put forward for community input. If adopted, Ward Melville High School and the district’s two junior high schools — P.J. Gelinas and R.C. Murphy — would each start 35 minutes later than they currently do, at 7:40 a.m. and 8:15 a.m., respectively. 

Any such adjustments would likely take place starting fall 2025, in tandem with the district’s plan to move sixth grade into junior high and ninth into the high school. To make the changes possible with the fewest added buses, the plan would mark a change for at least one elementary school. Currently, two schools start around 8:40 a.m. and three at 9:25. Under the proposed plan, only one elementary school could begin the day at the earlier time.

Three Village would have to find a bit over $1 million in other areas of the budget to accommodate the increased transportation costs incurred by a change in start times, according to district officials.

“That is the best that we came up with from both the dollar standpoint and also what seemed to work best,” said interim Deputy Superintendent Jeffrey Carlson at an Aug. 21 board meeting as he laid out the rationale for the plan. “It’s not going to make everybody thrilled, but it does a number of things that we were looking to do.”

District administrators and some board members have said for many months that they believe and agree with study results that indicate starting later is better for adolescent physical and mental health and for academic outcomes, but concerns over financial implications have kept the district from committing to make a change — as has figuring out the most efficient configuration.

Advocates were hoping to push the high school start time past the 8 a.m. mark, though Superintendent of Schools Kevin Scanlon pointed out the current proposal ends Ward Melville at 2:21 p.m., allowing time before sports begin at 3 for students to participate in a club or get extra academic help — something he said was a major concern expressed at public meetings on the topic.

“There’s no such thing as perfect,” said Scanlon, who also mentioned the later time should help the 10% of high school students who chronically miss first period. “This is getting us there a little better.”

The board had engaged a transportation consultant to help find efficient ways to change start times and possibly push the high school time to 8 a.m., but unfortunately that exercise produced results Scanlon called “lacking at best.”

The current proposal is one the board has had since at least January and came from a start time subcommittee that has been meeting over the past two years.

The district will seek community input on the change, particularly because of the over $1 million price tag, through a pair of planned public meetings in September, Scanlon announced, adding that the district planned to livestream the sessions and sort out the appropriate technology to allow people to participate and provide feedback virtually.

Board member David McKinnon, a long-time later start time advocate, emphasized that Three Village would source that $1 million by reapportioning funds within the whole budget — not tacking that amount directly onto what residents pay in taxes. Taxpayers vote each year on a budget number, not line-by-line allocations.

McKinnon also cautioned against looking at the change in terms of pure economic efficiency.

“Efficiency is making use of all our resources in an optimal way,” McKinnon said. “As students are starting school so early that they’re not learning, we’re wasting vast amounts of money on teacher salaries. It’s inefficient to be trying to teach kids when they can’t learn or when they’re learning less optimally.”

If the board decides this fall to adopt new start times for the next academic year, those changes would still be subject to the annual budget planning process.

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Local business groups are looking to increase the cross-Sound connection

A Bridgeport & Port Jefferson ferry. File photo

By Mallie Jane Kim

Riding the Bridgeport & Port Jefferson Ferry as a walk-on may become more attractive in coming years, since business leaders on both sides of Long Island Sound have reignited interest in coordinating efforts to attract interstate day-trippers.

“We want to get people to visit us, explore the village and understand our history — and patronize our museums and our shops,” said Barbara Ransome, director of operations at the Greater Port Jefferson Chamber of Commerce.

In fall of 2019, there was movement toward creating a sort of reciprocal passport system with discounted rates for a walk-on ferry ticket as well as coupons for area businesses in Port Jefferson and the Bridgeport region, according to Ransome, but those efforts ended with the COVID-19 pandemic shutdowns.

Leaders from the Bridgeport Regional Business Council reached out to Port Jefferson’s chamber this summer and revived hopes for working together, according to Ransome. The two groups had a successful meeting and tour of the Down Port area in June.

“They wanted to learn more about Port Jeff and create a synergy between the two regions,” Ransome said, adding that members of the Port Jefferson chamber showed the visitors highlights of the area, including retail stores, restaurants and ice cream parlors. “The visit went really, really well.”

Now, Ransome is leading a walking tour for a group of about 30 people from the greater Bridgeport region’s Women’s Leadership Network on Thursday, Aug. 1, that will highlight women-owned businesses in Port Jefferson. The group is also slated to tour the Drowned Meadow Cottage Museum and eat at local restaurants.

“We’re fortunate,” Ransome said of Port Jefferson, which, in addition to eateries and retail, boasts Harborfront Park, playhouse Theatre Three and a seasonal ice rink. “When you get off the ferry, you’re right there in the commercial district. It’s very walkable.”

On the Connecticut side, there is a lot of interest in visits across the Sound, according to Natalie Pryce, leadership and development director for Bridgeport’s business council.

“It’s so close, and I don’t think people get that experience,” Pryce said.

She framed Thursday’s trip as an economic development tour for her group of women business leaders — a more interesting opportunity to network than meeting to chat over drinks.

“My preference is not to meet at a bar and just talk every time we get together,” she said. “This way we can learn about other women in business, meet other ladies and support each other.”

For Ransome, the walking tour reawakened hopes of working together toward the passport system idea, or something similar. She said in 2019, the ferry company was amenable to collaborating to figure out discounted tickets — a foot passenger round trip currently costs $39 for adults, with seniors at $28 — and even potentially a shuttle service to places like Connecticut’s Beardsley Zoo, Bass Pro Shops or the Klein Memorial Auditorium. But any such arrangements are still ideas, at this point.

“I will be finding out where we go from here,” Ransome said.

Pryce expressed excitement about working with Ransome as well, adding that other groups under the Bridgeport Regional Business Council umbrella expressed good-natured jealousy for her day trip.

“There’s just interest across the board,” she said. “This is just the beginning — this is a conversation we’re going to continue after Thursday.”

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Town Councilmember Jonathan Kornreich and town historian Barbara Russell shake hands in front of a new historical marker, with West Meadow’s environmental educator Nicole Pocchiare. Photo by Mallie Jane Kim

By Mallie Jane Kim

Brookhaven Town officials unveiled a new historical sign at West Meadow Beach July 19, to mark the location of a summer beach community of bungalows that was removed in 2005.

The seasonal community, built along Trustees Road, had a contentious history, yet for those who enjoyed access, the string of nearly 100 beach bungalows was a place of rich memory of summer beach life.

“If you don’t tell the history, you lose it,” said Barbara Russell, Brookhaven’s town historian, who headed up the application to the Syracuse-based William G. Pomeroy Foundation, which granted the sign. Russell said growing up, she knew cottage owners and spent time visiting the unique community. 

“My grandparents, my parents, me and my children have wonderful memories of the cottages here,” she said. “My six grandchildren absolutely never knew them.”

The new marker, which sits near the entrance of what is now the Trustees Road walking trail, reads, “West Meadow beach summer colony, private cottages built here on town-owned leased land starting in 1905. All but four of 93 cottages razed in 2005.”

Some area residents who remember the divisiveness of the private cottages, especially in the last few years before most of them were razed, question the move. 

“Why memorialize the cottages?” wondered Setauket resident George Hoffman, who worked for the Town of Brookhaven during those last years, and currently sits on the West Meadow Beach Advisory Committee. “It was a very contentious thing.”

One concern is that the brief, neutral wording may gloss over the whole story.

“I hope that this new sign — that doesn’t say much — does not cause us to forget that during the almost century-long cottage era, most of the people of Brookhaven Town were denied access to their own public land, which was leased to a favored few,” said Suffolk County Legislator Steve Englebright (D-Setauket).

The sign that previously marked the spot simply acknowledged that the “West Meadow Beach Cottages Historic District” was added to the National Register of Historic Places in 2004 — an unsuccessful last-minute effort to save the bungalows, which were already scheduled for demolition by then. 

The cottages started as tent platforms the town rented out, including to people fleeing the city due to the Spanish flu pandemic of 1918-19, according to documents on file with the U.S. Department of the Interior. Lessors were later allowed to build structures on the lots, which they rented originally for $10-20 per year.

In the intervening years, there were questions of whether the leases were given out as political favors or in sweetheart deals to the well-connected, and the fact that private cottages were built on public parkland led to multiple lawsuits and appeals over decades, culminating in their ultimate removal. 

After a judge ruled in favor of removing the cottages in the late 1990s, Englebright, then a state assemblyman, authored legislation that solidified the timing of removal — allowing cottage residents to finish a prearranged lease term, and for the town to use that lease money to fund the removal of the structures and restoration of the parkland. He said his local office had to install security cameras and a panic button because of threats and harassment over the issue.

He added that over the years, he heard stories of cottage owners themselves being hostile to residents trying to access the area. 

Englebright himself remembers an incident from his 20s, before he got involved in politics, when he was out on the water in a dinghy and a surprise summer storm drove him into that stretch of West Meadow Beach. He said a cottage owner with two German Shepherds confronted him.

“He said, ‘Get the hell off my beach,’” Englebright recalled, adding that after he apologized, the man repeated his demands and sent his dogs after him. “They drove me into the water, which was still breaking waves over my boat and myself.”

He added, “That was before I learned that, in fact, it wasn’t his beach.”

Englebright suggested a second sign could tell a more complete version of events. “The way in which courageous civic advocacy ultimately created the magnificent park that we have today deserves to be remembered,” he said. 

Town historian Russell doesn’t see the neutral sign wording as a problem.

“You can’t ever tell the whole history in five lines,” Russell acknowledged, adding that she hopes long-stalled plans to restore one of the remaining cottages will result in an education center that can tell a more complete story. Or, perhaps one of the local historical organizations could take up the task. The Pomeroy sign, she said, is to pique interest.

“This is just to get your attention and say, ‘Oh, there were cottages here once,’” she said. “There was a whole summer community here once.”

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One of over a dozen derelict buildings that have been removed from the Lawrence Aviation Superfund site in Port Jefferson Station. File photo.

By Mallie Jane Kim 

Plans to transform the Lawrence Aviation Superfund site in Port Jefferson Station hit a slowdown this week as a key contract deadline passed. New York’s Metropolitan Transportation Authority requested to extend its June 30 closing deadline to Dec. 31, in a letter addressed to the Suffolk County Landbank Corporation, which is managing the property.

All other terms of the contract, a $10 purchase of land suitable for building a railyard, should remain in effect, according to the letter.

“The MTA’s decision to delay the closing date is understandable given all of the pressing issues that MTA leadership is dealing with right now,” said Landbank board member Peter Scully. “The most important thing is that the community’s long-term vision for the future use of the Lawrence Aviation site is still alive.”

The delay may be related to MTA’s current focus on fallout surrounding Gov. Kathy Hochul’s (D) June 5 decision to pause congestion pricing for cars entering New York City’s central business district, which had been scheduled to begin at midnight June 30. That plan had been in the works for nearly two decades, but Hochul cited the currently difficult economic conditions as a reason to wait. She has said she did not want to add a financial burden to New Yorkers already struggling with soaring prices of groceries and utilities.

But the pause threw MTA into funding uncertainty. Funding from congestion pricing was designated to go toward critical improvements to subways, buses and rails, according to a congestion pricing information page on the MTA website. Now, $16.5 billion in projects will be deferred, and some projects already in progress have had to be stopped, MTA board members announced at a June 26 meeting.

For advocates of cleaner-energy rail, reserving the Lawrence Aviation space is an opportunity to allow for infrastructure that can make possible future upgrades to the Port Jefferson Branch of the Long Island Rail Road. That line currently runs on diesel.

“Acquiring this property is a once-in-a-lifetime opportunity,” said Three Village Community Trust President Herb Mones, referring to the fact that it is unusual to find an appropriately-sized space available on Long Island for a railyard. “For MTA not to pursue it full throttle would be really unfortunate.” 

The contract previously hinged on an easement agreement with New York’s Department of Transportation that would allow a future railyard to cross a straight line of DOT property that currently hosts the Setauket-Port Jefferson Station Greenway trail. In the proposed site plan, the Greenway trail would be adjusted to loop around a railyard once MTA decided to build one — disturbing the flow of any potential highway there.

There was no word whether those negotiations had yet been ironed out. 

Mones, whose trust oversees the nonprofit that maintains the biking and walking trail, called the idea of someday replacing it with a four-lane highway “preposterous.”

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File photo

By Mallie Jane Kim

Three Village Central School District is on track to restructure its schools as planned in fall 2025, according to superintendent of schools Kevin Scanlon.

The district has been planning to move sixth grade up into the junior high schools to form middle schools and move ninth grade up to form a four-year high school.

Staff teams responsible for planning the changes have been working to prepare what will be needed as far as staffing, facilities, grading and curriculum to accommodate the changes and support kids’ mental health needs during the transition, Scanlon shared at a June 12 Board of Education meeting.

“We’re not done yet,” he said. “Next year is still going to be busy, but I think we’re way ahead of our schedule and on target to move forward.”

The district has already taken into account planning moving-up ceremonies and related activities for both fifth and sixth grades at the elementary schools, as well as eighth and ninth grades at the junior high schools, for the 2024-25 school year since all four grades will be changing schools at once.

One thing still under consideration is the possibility of repurposing one of the five elementary schools in tandem with the change, to address ongoing financial concerns, especially as the schools will no longer house sixth grade. Though the possibility has come up multiple times, the board has not made any substantive moves toward such a decision.

The district also must decide whether to change the names of any of the schools — for example, changing the junior high schools to middle schools.

Some parents and at least one staff member have tried to convince the district to hit pause on the restructuring plan, expressing worry that a change could risk losing what is good about the district. 

“Three Village school district has distinguished itself by providing top-notch opportunities for our students across diverse areas, while also fostering nurturing environments during pivotal transitional years,” wrote Gelinas Junior High guidance counselor Anthony Dattero in a March perspective piece in The Village Times Herald. “Our district has maintained its uniqueness for over 40 years, resisting the trend toward common middle school models adopted by other districts.”

District administrators have argued the new structure will bring Three Village into line with the way New York State standards are written and will provide sixth and ninth graders the benefits of the curriculum available in the upper schools.

“We are ready to move forward,” Scanlon said. “This is happening.”

Scanlon indicated the teams will continue to work over the summer and into the fall to make ready the transition. 

Start time complications

Secondary school start times after the restructuring are still up in the air, as there is no solution yet for making start times later, something parent advocates have been pushing for over several years, citing mental health and academic costs of having adolescents start school at such early hours. 

Ward Melville High School currently starts at 7:05 a.m. and the junior high schools start at 7:40.

“We have to do our very best to make sure we’re not moving grade nine up to an earlier start time, if we possibly can avoid it,” said trustee David McKinnon, referring to the fact that restructuring will bring ninth and sixth grade up to schools that start earlier than the schools that currently house them.

At issue is the tiered bussing system, which allows the district to get by on fewer buses than they would need if all the schools started at the same time. 

Each additional full-sized school bus added to the fleet would cost about $105,000, according to estimates by a transportation consultant, called in to help the district figure out the most efficient way to make a change with the lowest price tag. 

The consultant shared the results of his assessment at the meeting, but the board did not see an immediately clear solution. Some of the proposed scenarios had elementary schools starting as early as 7:20 a.m. or as late as 10:00 a.m., which would mean dismissal wouldn’t begin until 4:15 p.m.

“Any elementary school that ends later than it is now, is a problem,” said Karen Roughley, who is a longtime advocate of later secondary start times. She added that the early start times would also be a problem. 

“The whole point of us moving our high school kids is that we don’t want them there so early and waiting for the school bus when it’s dark,” she said. “I’m not going to have my elementary kindergarteners standing in the dark waiting to get on a bus.” 

Some of the proposed scenarios would require adding six new buses to the fleet.

Board members indicated they would continue to work with the consultant to fine-tune his results into realistic proposals they can lay out for the community, possibly in September to make a decision by October.

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Future students may see Regents exams decoupled from their diploma

By Mallie Jane Kim

In the heat of finals season anxiety on June 10, New York State Education Department shared a vision for future updates as to how students earn a high school diploma, including decoupling Regents exams from graduation requirements. 

But these changes are not happening just yet.

“A lot of people got very excited on Monday when the Regents met to discuss what their vision is going to be for the new graduation measures,” said Karen Roughley, Three Village Central School District board member, at a meeting June 12. “But right now it is still a vision.”

In addition to removing Regents as a graduation requirement, the education department’s vision sets out a “Portrait of a Graduate,” which would require New York students show proficiency in critical thinking, problem solving, literacy across content areas, cultural and social-emotional competency, effective communication and global citizenship. Under the vision, credits would be based on demonstrating proficiency rather than time spent in class and students could demonstrate proficiency through various pathways, not limited to assessments like Regents exams.

Roughley, who sat as a parent member on the Blue Ribbon Commission which initially gave the recommendations that inspired this new vision, emphasized that the state Department of Education still needs to work out details before implementing any changes.

“It looks beautiful on their presentation,” she said. “It’s something I think that we need to aspire to, but there’s a lot of questions that need to be answered.”

The Board of Regents plans to hold forums through October to gather feedback from stakeholders and will continue to fine-tune the vision into a full plan, which should be ready by November.

Regents exam scores in final grade

Those Regents exams were front of mind for some worried parents and students, who in Three Village will see their exam scores count as 10% of their final grade for the first time since a COVID-era “Do No Harm” policy allowed the scores to be left out if they would negatively impact a final mark.

Despite emails requesting a return of “Do No Harm,” the Three Village board opted to stay the course they charted in a 4-2 vote last November to end the policy, but left open the possibility of reexamining the issue in the fall.

 “A vote is a vote, and it has to matter unless the circumstances have changed,” said board president Susan Rosenzweig. “They really haven’t right now.”

 New York does not provide a recommendation on whether or how much to count Regents exams in final course grades, but rather leaves it up to each individual district. 

Three Village administrators say Regents scores shouldn’t be a major worry for students. District data presented at the meeting showed even if a student exam score is 20 percentage points less than their average grade per quarter, the overall grade would only drop by two points. For example, a student who has a 95 in the four quarters of classwork but scores 75% on the Regents, the overall grade would drop to 93.

“It wouldn’t have a significant impact,” said Brian Biscari, assistant superintendent for educational services, who previously shared the rationale for including the scores was partly out of concern students take the exams less seriously when they don’t count toward their GPA.

Though to some, even two points may be extremely valuable. 

“Oftentimes a single point can be the difference between being accepted or rejected from your dream school,” wrote an unnamed student in an email to the Three Village board. “As someone who strives for excellence in the classroom, I work diligently to ensure that my GPA is the highest it can possibly be.”

The student’s email, read aloud during the public comment section of the board meeting, added that lower scores could also disadvantage Three Village students looking to earn scholarships. 

Biscari pointed to the fact that teachers are the ultimate authority on each student’s grade and can adjust a final grade if a student underperforms on a test, relative to their demonstrated proficiency. 

“A two-point discrepancy is well within our teachers’ purview to change,” he said.

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By Mallie Jane Kim

[email protected]

Permanent protections for New York horseshoe crabs cleared a major hurdle during the last days of the 2024 state legislative session, passing both the state Senate and Assembly on June 7.

“It’s extremely exciting,” said Adrienne Esposito, executive director of Farmingdale-based Citizens Campaign for the Environment, which advocated for the bill. “The horseshoe crab has ambled around the earth for more than 350 million years — we think they have a right to continue to do so.”

The bill, which still needs the signature of Gov. Kathy Hochul (D) before becoming law, would prevent the taking of horseshoe crabs for commercial or biomedical purposes from state waters. The animals are used as bait for commercial whelk and eel fishing operations, and their blue blood is used to improve vaccine safety and aid in biomedical research, though a synthetic alternative is already in the works for that purpose.

The species has faced a steady decline in the last few decades, which in turn impacts birds like red knots, who feed on horseshoe crab eggs during their migration.

Not everyone is happy with the bill as it is currently written.

“The commercial fishing industry here on Long Island is going to be severely impacted by the passage of this bill,” said Rob Carpenter, director of the Long Island Farm Bureau, which advocates on behalf of commercial fishermen. “Their needs are not addressed in the bill.”

Carpenter, who indicated he hopes for the bill to be amended or vetoed, said horseshoe crab is the only usable bait for commercial fishermen catching whelk. 

“If they are not allowed to utilize it, that means the state has just shut down an entire industry of fishing for an entire species,” he said.

The state Senate passed the bill 53-7 and the Assembly sent it through 102-39. Five North Shore legislators voted against the measure, namely Assemblymembers Jake Blumencranz (R-Oyster Bay), Mike Fitzpatrick (R-Smithtown), Jodi Giglio (R-Riverhead) and Fred Thiele (D-Sag Harbor); and state Sen. Anthony Palumbo (R-New Suffolk).

Esposito, who previously said she hoped new protections would incentivize commercial fishing operations to find alternative baits, said she knows from her recent time lobbying for the bill in Albany that the farm bureau and biomedical industry representatives are lobbying against it.

Biomedical companies do not currently harvest from Long Island waters, according to Esposito, though she is concerned stricter rules in neighboring states like Connecticut and Massachusetts could bring New York’s horseshoe crabs to their attention. 

“The fact that they are lobbying against this bill is absurd,” she said. “We’re not inhibiting the medical industry — they have alternatives and they’re using alternatives. They’re just crying wolf.”

According to state governmental procedures, since the Legislature is now out of session, the governor will have 30 days to sign the bill once it is delivered to her, but there is no indication of when that delivery will happen. If the bill is not delivered to the governor before the end of the year, or if she does not act within 30 days of delivery, the bill is effectively vetoed. 

“Our job’s not done yet,” Esposito said. “Now we’re going to begin our campaign to request the governor sign it.”

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Road repair after a burst sewage line in East Setauket poured an estimated 350,000 gallons of partially treated water into Setauket Harbor. Photo by George Hoffman

By Mallie Jane Kim

A river of water ran down the steep hill of Gnarled Hollow Road when Sotiria Everett arrived home from work June 4. The water appeared to be coming from under the street at the top of the slope, she said, adding she had to move cones and navigate around Suffolk County Water Authority trucks to reach her driveway.

“It was a disruption for us, obviously,” she said, noting the water to their house was off until about 10:30 p.m. that night. “The other concern is the damage it’s doing now in Setauket Harbor.”

A broken pipe spewed about 350,000 gallons of mostly treated wastewater over about 4.5 hours from the corner of Harbor Hill Road and Gnarled Hollow Road, according to a New York State sewage pollution alert. The water, which hadn’t yet gone through the final step of disinfection, followed surface streets to pour into Setauket Harbor, near Setauket Pond Park.

The place where the effluent entered the tidal harbor is the slowest to flush out and get diluted into the Long Island Sound because of its tucked-back location, according to George Hoffman of the Setauket Harbor Task Force.

The high-pressure pipe that burst originated from a sewer facility that processes wastewater from Stony Brook University and surrounding neighborhoods. It was mostly treated but lacked the final disinfection step, which takes place in Port Jefferson before the treated water is pumped out into Port Jefferson Harbor, a method water quality advocates say is outdated.

“If you were building it now, you wouldn’t be allowed to outfall sewage into the middle of the harbor,” Hoffman said. “We’ve learned so much since then about nitrogen in the harbor.”

Too much nitrogen in area waters leads to various issues, including dangerous bacteria and algae blooms.

But water quality isn’t the only concern with piping effluent into the harbor, according to County Legislator Steve Englebright, D-Setauket.

“There are two broad themes that emerge when we talk about groundwater on Long Island,” Englebright said. “One is quality of water, and the other is quantity of water—this is a little of both.”

Suffolk County draws water from a single-source aquifer, and if more water from that source is pumped into the harbors than is recharged by rain, the aquifer starts to drain.

Coincidentally, that same week, Suffolk County legislators met about modernizing area sewage lines, including the one in question that runs from Stony Brook University to Port Jefferson, according to Englebright.

The group heard a presentation about the possibility of using processed sewage to water athletic fields and other green spaces on Stony Brook University’s campus, as well as St. George’s Golf and Country Club next door. Englebright pointed to Riverhead’s Indian Island Golf Course, which has been watering with effluent since 2016, as a model for this method.

In addition to helping recharge the aquifer, this method obviates the need to buy nitrogen to fertilize the grass since the cleaned wastewater already contains it.

The county is currently working out its budget, according to Englebright, and though he said it’s unclear whether such updates will make it into the budget as a capital improvement this year, he’s glad it is at least on the table.

“The sewer break underlined the urgency and reinforced the timeliness of some of these conversations,” he said. “It is important for us to reassess.”

After the spill, the Suffolk County Department of Health Services warned residents to take precautions when recreating in Setauket or Port Jefferson harbors and closed several area beaches, including Little Bay, Grantland, Bayview, Indian Field, and Bayberry Cove. The county lifted its advisory June 10, after testing showed bacteria was within “acceptable limits” for all areas except Indian Field Beach, which remained closed.

Englebright said the high-pressure pipe may have burst at that point because it takes a turn to be nearly vertical, accommodating the steep grade of the street. “That’s where the pressure was concentrated,” he said.

Regardless of why it happened, area resident Everett hopes it won’t happen again. The bottom of the steep road, she said, is often flooded enough from rainy weather.

“The area is always prone to flooding, and you add that it’s not from Mother Nature, not from rain,” she said. “Any way that could be prevented would be ideal.”

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Sarah Lansdale updates the Three Village Civic Association on plans for the Lawrence Aviation superfund site. Photo by Mallie Jane Kim

By Mallie Jane Kim

A redevelopment plan for the Lawrence Aviation Superfund site in Port Jefferson Station is at risk due to a proposed rail yard intersecting a straight strip of property owned by the New York Department of Transportation, where the Setauket-Port Jefferson Station Greenway trail runs, according to Suffolk County Planning Commissioner Sarah Lansdale.

Lansdale, speaking at a Three Village Civic Association meeting on June 3, reviewed the existing plan to transform the former aviation factory into three parcels: a 5-megawatt solar array, space for a rail yard that the MTA will own and protected open space that is earmarked for the Town of Brookhaven.

“We’re in contract with all three parcels right now,” Lansdale said, adding that contract terms require an agreement between DOT and MTA by the end of June. “In order to get to closing, there are conditions that need to be met.”

DOT would need to agree to divert a small section of the Greenway path to make way for the planned rail yard, which would help accommodate future modernization of the Port Jefferson Branch of the Long Island Rail Road. However, this change would interrupt DOT’s solid straight line of property, which they reserve in case the need for a highway arises in the future.

“From what I understand, that would serve as a bypass for Route 25A should sea level rise or climate change impact the navigability of 25A,” Lansdale explained.

The Greenway is not currently protected parkland, though Suffolk County Legislator Steve Englebright (D-Setauket) spoke up at the meeting to announce that he had been working with state Assemblyman Fred Thiele (D-Sag Harbor) to fast-track last minute legislation designating the Greenway as parkland. 

“The session has the potential to resolve this question,” Englebright said, though as of press time, no related bills had been yet introduced and the 2024 legislative session in Albany is scheduled to end June 6.

Civic association leaders expressed frustration at DOT even considering the possibility of tearing up the Greenway sometime in the future.

“They shouldn’t be going down that road — that’s insulting to our community,” said Herb Mones, who also heads the Three Village Community Trust which oversees the nonprofit that maintains the trail.

Mones added that the DOT had always been a vital partner in building and maintaining the Greenway. “It would be very disappointing if the DOT as an agency isn’t the most cooperative, most helpful in making sure the future of the Greenway continues without nonsense talk of putting in a highway,” he said.

The Lawrence Aviation plan has been in the works since 2022, though discussions between officials and concerned community members about what to do with the site have been going on much longer.

The New York State Department of Environmental Conservation has already led the demolition of buildings on the site, according to Lansdale, who added that the DEC also completed an environmental investigation to remove the site from the Superfund list, which will clear the way for the solar development.

Lansdale expressed hope that the contract requirements will be ironed out on time, as she said the plan has had the benefit of community involvement and support.

“This is a federal Superfund site,” she explained. “The way that these sites are usually sold is on the auction block, with zero community input, to the highest bidder.”

Advocating for modern train technology

Though the Lawrence Aviation site plan reserves space for a rail yard, the MTA has given no indication it has imminent plans to modernize the Port Jefferson Branch of the LIRR, according to clean-train-energy advocate Bruce Miller, who said he has been talking with MTA officials and keeping tabs on the agency’s plans.

At the civic meeting, Miller urged local civic associations to lobby Gov. Kathy Hochul (D) to force the MTA to follow state environmental laws by looking into new train technologies to replace the diesel trains running along Long Island’s North Shore.

“It would be very helpful to be somewhere on the [MTA’s] 20-year plan,” said Miller, who indicated one of his catchphrases when dealing with a New York City-focused MTA is, “We pay taxes, too.”

Miller, who favors hydrogen-powered or separate-car battery trains, said he’d like to get civic leaders and elected officials from both sides of the political aisle to put their heads together and figure out how to get the MTA to explore cleaner train technologies.

Englebright agreed with Miller’s assessment that the MTA is essentially a “rogue agency” not following state directives toward cleaner energy, and suggested lawsuits as a good way to rein it in. He pointed to both the 2021 state constitutional amendment that gives residents the right to clean air and water, and the State Environmental Quality Review Act as bases for lawsuits from the community to force the MTA to look into newer, cleaner trains.

“There should be a lawsuit considered by the civic community to challenge whether the actions or inactions of the MTA and the LIRR are consistent with the Constitution of the State of New York,” Englebright said, adding, “No agency of the state is immune to SEQRA.”

Civic association board member George Hoffman, who said he had listened to LIRR President Rob Free speak earlier in the year, expressed frustration that North Shore trains seem to be an afterthought with the MTA.

“We want to get a solution for the Port Jefferson line,” Hoffman said. “I don’t know if it’s electric, I don’t know if it’s hydrogen — we certainly know it shouldn’t be diesel, it’s one of the dirtiest forms of air pollution.”

Hoffman praised Miller for his leadership on the issue and indicated the civic association hoped to support his advocacy efforts. “The squeaky wheel gets the grease,” he said

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