Suffolk County District Attorney Raymond A. Tierney announced Feb. 16 the indictment of Brian Cordovano, 48, of Ronkonkoma, for allegedly murdering two men in order to steal property belonging to one of the victims.
“This was an alleged cold-blooded execution of two men who made the unfortunately fatal decision to befriend this defendant,” said District Attorney Tierney. “My office will vigorously prosecute this defendant for the two brutal murders he allegedly committed and hopefully provide closure for the victims and their families.”
According to the investigation, Ian Saalfield, 45, of Lake Grove, was reported missing by his wife on April 26, 2022. She advised police that she last saw her husband leave their house with Brian Cordovano, Saalfied’s longtime friend, in Saalfield’s 2015 Lexus. Saalfield never returned home. A few days later, on May 2, 2022, police found Saalfield’s Lexus in Holtsville.
On that same day police found Saalfield’s car, police were called to the Rodeway Inn motel to assess Cordovano who was suffering from an apparent cocaine overdose. While Cordovano was being brought to the hospital, motel staff alerted police to a 2004 Toyota in the parking lot, which allegedly had been used by Cordovano. A registration check revealed that the car belonged to Robert Julian, 59, of Selden.
Police then responded to Julian’s home on Hollywood Ave. in Selden and found the bodies of Saalfield and Julian inside, each dead due to a gunshot wound to the head.
On February 16, Cordovano was arraigned on the indictment by County Court Judge, the Honorable Stephen L. Braslow for the crimes of Murder in the First Degree, a Class A felony, Murder in the Second Degree, a Class A felony, Robbery in the First Degree, a Class B violent felony, and Criminal Possession of a Weapon in the Second Degree, a Class C violent felony.
Cordovano was held without bail and is due back in court on March 22, 2023. Cordovano was also arraigned today by the District Court Judge, the Honorable Rosann Orlando on an unrelated charge of Criminal Possession of a Controlled Substance in the Third Degree, a Class B felony, and bail was set at $500,000 cash, $1,000,000 bond, or $5,000,000 partially secured bond. Regarding that case, Cordovano was arrested on February 15, 2023, where he was allegedly found in possession of fentanyl and cocaine after a traffic stop.
A criminal charge is an accusation. A defendant is presumed innocent until and unless proven guilty.
Andrew Miller and Tim McCarthy fight for rebound in Northport's 58-45 first round playoff victory over Centereach. Photo by Steven Zaitz
JoJo Cipollino goes to hoop with Will Kiernan trying to stop him. Photo by Steven Zaitz
Brendan Carr with a short jumper. Photo by Steven Zaitz
Owen Boylan. Photo by Steven Zaitz
Andrew Miller. Photo by Steven Zaitz
JoJo Cipollino guarded by Will Kiernan. Photo by Steven Zaitz
Brendan Carr shoots over Xander Torres. Photo by Steven Zaitz
JoJo Cipollino is double teamed. Photo by Steven Zaitz
Brendan Carr. Photo by Steven Zaitz
Andrew Miller rises majestically. Photo by Steven Zaitz
Will Meyer scores. Photo by Steven Zaitz
Will Meyer makes contact with Riddick Drab. Photo by Steven Zaitz
Owan Boylan grabs a rebound for Northport. Photo by Steven Zaitz
Owen Boylan for a deuce. Photo by Steven Zaitz
Brendan Carr in the paint against Xander Torres. Photo by Steven Zaitz
Brendan Carr in the paint against Xander Torres. Photo by Steven Zaitz
Andrew Miller scores two of his 17 points. Photo by Steven Zaitz
Andrew Miller guarded by Evan Grant. Photo by Steven Zaitz
JoJo Cipollino has the ball poked away. Photo by Steven Zaitz
Andrew Miller scored 17 points and grabbed 11 rebounds as the Northport Tigers boys basketball team defeated the Centereach Cougars 58-45 on Tuesday night in their opening round Suffolk County playoff game.
The Tigers played a stifling brand of defense and had too much size for the visiting Cougars, who were limited to six points in the second quarter and nine points in the third. Northport dominated the glass, outrebounding Centereach 44-29 for the game.
The Cougars had no answer for Miller, and they tried to guard him with a rotation of different players, each having little luck against the 6’4” bruising senior. Miller dominated the painted area, slicing and dicing his way to easy layups. Northport senior guard Brendan Carr had 14 points, including six big ones in the fourth quarter.
The Tigers enjoyed a double-digit lead for most of the game, but when Cougar guard Christopher Buzaid hit a three pointer midway through the fourth quarter, Centereach cut the Northport lead to eight. It would be the closest the Cougars would get — as baskets by Miller, Carr and sophomore Owen Boylan gave the Tigers a 54-37 lead with two minutes to go in the contest.
Senior guard Evan Grant led Centereach with 11 points and Buzaid had 10.
In a Battle of the Ports, Northport will battle the Bellport Clippers on Friday, Feb. 17, in the Suffolk County quarterfinal round at Bellport.
The Cougar season ends with a mark of 13-8 overall and 10-6 in league play.
U.S. Congressman Nick LaLota, at podium. Photo by Raymond Janis
Public officials and first responders gathered Wednesday, Feb. 15, at the Terryville Fire Department Station 2 in Port Jefferson Station, announcing the recent injection of federal funding to support roadway safety in the Town of Brookhaven.
The U.S. Department of Transportation Safe Streets and Roads for All grant program was established by the 2021 Bipartisan Infrastructure Law. Under this law, $5 billion will be spent over the next five years to limit roadway deaths and serious injuries.
U.S. Congressman Nick LaLota (R-NY1) announced that the Town of Brookhaven was awarded $380,000 through the grant program.
“The average homeowner here on Long Island pays $14- or $15,000 in [property] taxes,” he said. “What people expect in return are safe streets, good schools and smooth roads.”
The congressman also touched upon the perceived imbalance between taxes contributed and funds received from the federal government.
“For every dollar we send to Washington, Long Islanders get a mere 93 cents back in return investment,” LaLota said. “This infrastructure law is one of the ways that we can make that wrong right,” adding, “We can send money back to our local governments to ensure that we lower the tax burden and improve the quality of life.”
Town of Brookhaven Supervisor Ed Romaine. Photo by Raymond Janis
Town of Brookhaven Supervisor Ed Romaine (R) thanked LaLota for facilitating the additional infrastructure money. He said reducing roadway deaths is a matter of securing the necessary investment.
“For us to be successful, we have got to be the squeaky wheel that gets the grease,” he said.
There are “3,700 miles of roads in Brookhaven Town,” the supervisor said. “We’re concerned about our roads, and the federal dollars will help us maintain [and] make them safer.”
Town of Brookhaven Deputy Supervisor and Councilman Dan Panico (R-Manorville) also attended the event. He thanked LaLota on behalf of the Town Board.
“We have six council districts here in the Town of Brookhaven, and we want to thank Congressman LaLota for bringing this money home and let him know to keep that money coming,” he said.
Brookhaven Highway Superintendent Dan Losquadro (R) called the press conference, saying the location was decided based on a recent nearby traffic fatality. According to him, the federal funds will go toward the town’s plan to reduce traffic fatalities on town roads to zero.
“Grants like this, programs like this … are part of a larger effort to make sure that we make our roads as safe as possible,” he said. “We know we can’t legislate morality. There are always going to be people who don’t obey speed limits or drive distracted or impaired.”
However, the highway superintendent added that local governments “can design roads safer — we can use proven traffic-calming measures.”
Losquadro said the highway department uses several measures to identify problem roadways, such as the number of accidents, fatalities and other traffic-related incidents that occur upon them. When asked which roadways the $380,000 would target, he responded, “There are a number of criteria that go into examining that.”
Representing the Terryville Fire Department was 1st assistant chief Ray Kolb, who said the department responded to approximately 4,300 calls last year, “most of which were ambulance calls.”
Regarding the investment, he said the potential for more roadway repairs would support the work of the various first responder units within the area.
“We have paid 24-hour ambulance people, medical people, and they do a lot of our work for us,” the assistant chief said. “Anything we can get to help the safety of the roads is great.”
Louis Jordan's Typany Five, New York, N.Y., between 1946 and 1948. William P. Gottlieb/Wikimedia Commons
Black History Month is celebrated throughout February, and for more than 50 years, has provided an outlet for people to remember and reflect upon African American history.
We see many examples of Black history right here on Long Island. Though not fully understood or preserved, the examples feature most prominently in the field of entertainment.
How many readers are aware of the Red Rooster club on Route 25 between Gordon Heights and Coram with its national Black celebrities and advertising a “complete floor show every night” through the late 1940s? How many can recount the contributions made by the Celebrity Club in Freeport in the 1950s and ‘60s, when R&B and soul reigned supreme?
Then there was East Setauket’s own Paula Jean’s club, where not only could one enjoy the top national and local blues artists at the turn of the new millennium but also the most authentic Cajun or Creole cuisine this side of New Orleans and south Louisiana.
Never heard of these clubs and their place in the Black hierarchy? That’s all the more reason why measures should be taken by the state, counties, towns and villages to recognize these sites with heritage plaques. These important and historic local institutions should be studied in local history classes from K-12, community colleges and universities.
In years to come, the investment of time and resources will be paid off in the form of enhanced Long Island artistic recognition, increased tourist traffic and greater cross-cultural understanding.
Today, the local club tradition is continued in honor of many top Black jazz legends at Tom Manuel’s The Jazz Loft in Stony Brook in live performances and at its museum which features pioneering stars such as Louis Jordan — arguably the inspiration for rock ‘n’ roll music — and balladeer Arthur Prysock.
The recently opened Long Island Music Hall of Fame is located on the site of the Dogwood Hollow Amphitheater behind Stony Brook Village Center. It was the place to be for international acts such as Duke Ellington and Louis Armstrong until 1970.
Like The Jazz Loft, LIMHOF is another institution preserving the music history of artists and entertainers of all colors and stripes. Both organizations should be supported and patronized by local residents and tourists alike. But more recognition through plaques and other landmarks should be offered by our municipalities, as is done with music trails in Mississippi and Louisiana.
Months celebrating specific cultures such as Black History Month, Hispanic Heritage Month, Asian Pacific Heritage Month and more, are all helpful for reminding us that our country is what it is today thanks to people of all walks of life. Recognizing our accomplishments shouldn’t be confined to just four weeks out of the year.
Let’s think of better ways to share the stories of people from all walks of life, those who accomplished greatly whether in music, politics, the armed forces or other fields. Let us remember and honor their legacy by putting those ideas into practice. Here on Long Island, there is diversity in history from which we can learn so much for our future benefit and enlightenment.
What says hello nonverbally more than a wave? I’m surprised nonhuman animals don’t do it more often. It’s efficient, requires minimal energy most of the time and can be as subtle as a lifted finger or as dramatic as a full-body wave signaling to someone at the top of the Eiffel Tower.
People wave to me frequently, particularly when I’m walking my dog. I suspect many of them are really waving to my dog. He is cuter, more charming and more personable than I am. Sure, I’m happy to engage in a conversation about the weather, the latest “Big Game,” my kids, or someone else’s family, but my dog is prepared to throw his head into someone’s knees as long as they pet him and assure him he’s wonderful.
Back to waving — I think the gesture merits categories, along with a short explanation.
— The-wave-or-maybe-not moment: We’ve all been there. Someone we kind of know or with whom we might want to interact appears to wave at us. Is that for me, we wonder? We consider swiveling our heads to check, but we’re not owls. We raise our hand tentatively. When we realize the more popular person behind us is the wave target, we awkwardly run our fingers through our hair. Great recovery, we mutter to ourselves.
— The “here-but-don’t-really-want-to-be” wave. Remember back when you were in high school, and your homeroom teacher took attendance? He or she would go down the list and when your name came up, you pulled your wrist back as casually as possible and pointed your fingers to the fluorescent lighting on the ceiling? It’s a wave and acknowledgment devoid of any enthusiasm.
— The “tickle the piano keys” wave. After lifting their wrists, some people wiggle their fingers next to their heads, as if they are tapping an imaginary musical instrument to send a visual and auditory greeting.
— The eraser wave. This can either be an enthusiastic or an unenthusiastic gesture. With this wave, people keep their fingers together and brush back and forth, as if they have an eraser in their hand and are removing an incorrect answer from the blackboard. This kind of wave can be an Eeyore greeting from the Winnie the Pooh series, in which he sighs and shares a burden with a deflated wave. With a head tilt, an affectionate smile, and faster side-to-side motion, this kind of wave can also signal a responsive and more enthusiastic greeting.
— The stiff-fingered-salute. Often offered by older men, this isn’t a wave so much as it is a signal that the person sees you, but does not intend to encourage any kind of dialog or further gesturing. It’s a nonverbal stop sign, telling you that he’s coming through, he sees you, and he would prefer that you keep whatever eye contact you’re going to make to a minimum. In fact, if you need to look at something, look at his flat and indifferent hand.
— The tree-swaying-in-a-blustery-wind wave. Yes, this is one of those moments when people are so thrilled to see you that they raise their arms over their heads and wave quickly back and forth. They may even catch some air. People waving this way don’t care what others think and, more importantly, want to share how excited they are to see you. This kind of wave transitions into a full-body hug.
— Finally, to end on the opposite end of the spectrum from where we began, there’s the wave from someone you might otherwise want to ignore. That wave says, “I’m over here, I see you, but you’re not responding.” It has the same characteristics as the excited greeting, except that it adds the need for acknowledgment. If you’re embarrassed, that may be a bonus.
Nearly 40% of United States adults are single, which is up from 29% in 1990. Now, I’ve been married, and I’ve been single. My husband died just three months before we would have marked our 25th wedding anniversary and right around when the number of singles was so much lower. Next Friday would have been our 60th anniversary, but instead, I have been single for 35 years, so I know a little about both.
I was intrigued by an article in Time magazine that spoke about being single, asserting that about one-half of all singles aren’t interested in dating or a relationship and were happily single. This is quite a change from when I was newly alone. In the early 90s, single women were at best often ignored, and at worst, stigmatized and even preyed upon. All but the closest friends disappeared, and being the odd number for a reservation in a restaurant was a decided obstacle to being included.I don’t think single men had it all that easy, either. While single men were often invited to gatherings, as opposed to single women, there might have been some doubt about their sexuality. Heterosexuality, as evidenced by marriage then, was the norm.
Today, according to Time, the solo life is thought of as authentic, fulfilling, meaningful and psychologically rich. I have found that to be true as the years have gone by, but what a total shift in popular perspective. The marriage rate has been decreasing for decades, as has the birth rate, and the age at which marriage finally may occur, if at all, is later in life for many.
How has this happened?
For one thing, marriage is no longer considered necessary for having a family or assuring financial comfort. Someone like Alexander Hamilton, who was tortured throughout his life for being a bastard child of an unwed mother, would not recognize today’s values and would certainly have had an easier time of it.
While people in relationships may enjoy greater satisfaction, being married doesn’t guarantee happiness, as in, “They lived happily ever after.” There are people unhappy and even lonely in marriage, although with the decline in marriage, there has also been less divorce. Research shows that people in unhappy marriages have equal or worse health compared to those who never married.
Those who are single as a result of divorce seem to have the most difficult time, according to Time. Widowhood can also be associated with poor mental health, as grief can lead to depression and loneliness. But many of us cherish our freedom, independence, even our creativity and nonconformity, again according to Time, and I wholeheartedly agree.
There was a time when people, especially women, felt they had to have a man in order to define themselves and their position in society. A woman often was the one who sought financial security, while a man wanted a woman on his arm. Today, with the ability to earn a living, sometimes quite an excellent living, women don’t feel the same pressure to marry, nor do their mothers in urging them.
Singles have more time for themselves. They can focus on goals without having to consider the needs of someone else. There is also more time for spending on hobbies and self-care. This is especially true for younger women and for those who consider sex outside of committed relationships. That, of course, doesn’t preclude interest in a romantic relationship, which some enjoy.
As Time points out, being alone is not the same as being lonely. We singles often have strong ties to our families, to friends and to our neighborhoods. We can be actively involved in community organizations, have a sense of purpose and are generally self-sufficient.
Port Jefferson's stop on the Long Island Rail Road. File photo by Erika Karp
The decades-old plan to electrify the Port Jefferson Branch line of the Long Island Rail Road has transformational implications for our community, region and state. Yet for far too long, this critical infrastructure need has gone unmet, passed over repeatedly for other projects.
The MTA’s long pattern of negligence has condemned our commuters to ride in rickety train cars powered by diesel, an antiquated, environmentally hazardous fuel source. For a better ride, our residents often travel inland to Ronkonkoma, the MTA siphoning ridership to the main line and adding cars to our already congested roadways.
A fully electrified rail would provide the necessary recharge for downtowns still recovering from the COVID-19 pandemic. It would free up mobility for our residents, connecting them to every restaurant, bar and storefront along the North Shore within walking distance of a train station.
Electrification would give students and faculty at Stony Brook University swift access to Manhattan, producing even stronger ties between the southern flagship of our state university system and the global capital. This project would unlock the full commercial, environmental and educational potential of our region.
Throughout history, generations of New Yorkers have participated in engineering feats of great scope and vision. In the early 1800s, our citizens constructed the Erie Canal, bridging the world’s oceans to the American frontier. A century later, we built the state parkway system, laying thousands of miles of road, linking Montauk Point and Niagara Falls along a continuous stretch of pavement.
Generations have taken part in our state’s rich public works tradition, which has united New Yorkers around herculean aims, facilitated greater movement and improved the lives of ordinary people.
Yet, at every stage, the North Shore has been systematically shut out from any public investment of considerable scale. MTA has continually repurposed our tax dollars with no giveback to North Shore communities.
With our money, MTA recently opened its Grand Central Madison terminal ($11 billion), opened the 9.8 mile Third Track between Hicksville and Floral Park ($2.5 billion) and laid the groundwork for a proposed Interborough Express between Brooklyn and Queens ($5.5 billion estimated).
For us, Port Jefferson Branch electrification is our shared vision of change. This is our noble cause, our generational investment, our Erie Canal. The funds for the projected $3.6 billion Port Jeff electrification project are there if we can start getting them to come our way. And to do that, we must begin applying maximum pressure upon our elected officials.
From village and town boards to the county and state legislatures to the United States Congress, every public representative between Huntington and Port Jeff must be in alignment, letting out one common cry, “Electrify our line.”
We must treat electrification as the paramount infrastructure concern of our region, demanding our elected representatives and public railroad match our level of conviction. We should cast no vote nor contribute a single campaign dollar for any candidate without their unyielding support of this project.
This October, MTA will publish its 20-year Capital Needs Assessment. Port Jefferson Branch electrification must be included within that document for it to have any shot to prevail over the next two decades.
Write to your congressman and state reps in Albany. Write to the MTA and LIRR. Tell them to electrify this line, lest there be consequences at the ballot box. With all our might, let us get this project underway once and for all.
Suffolk County Police have arrested a man who allegedly robbed a woman at knifepoint and stole her vehicle in Coram on Feb. 11.
A woman was sitting in her 2021 Volkswagen Tiguan in her driveway on Teller Avenue when she was approached by Diorgenis Cruz-Torres at 12:26 a.m. Cruz-Torres allegedly used a hammer and smashed the driver’s side window of the vehicle and threatened the woman with a knife, pushing her away from the car before fleeing in the vehicle.
Suffolk County Police Sixth Squad detectives, with the help of an NYPD officer from Highway Patrol Unit 3, were able to track the vehicle through the victim’s cell phone. It was located on Sutton Place at East 58th Street in Manhattan and Cruz-Torres was taken into custody by an NYPD Midtown Precinct North officer. He was transferred into the custody of Sixth Squad detectives and taken to the Sixth Precinct for processing. Cruz-Torres, 22, of Coram, was charged with Robbery 1st Degree, a felony.
Anyone with information on this incident is asked to contact Sixth Squad detectives at 631-854-8652.
Floating humpback whale offshore of Delaware. Photo courtesy the Marine Education, Research & Rehabilitation Institute
This year has been tough for the population of humpback whales, as eight of them from Maine to Florida have had so-called unusual mortality events as at Feb. 7.
Indeed, a 41-foot humpback whale was discovered washed up Jan. 30 at Lido Beach on the South Shore. The whale likely died after a vessel strike, National Oceanic and Atmospheric Administration Officials said.
Threats to whales in the area include getting hit by boats, becoming entangled in fishing lines and ocean noise.
The last of these potential dangers to humpbacks has received considerable attention from some members of the popular press, who have suggested that the process of installing wind farms along the coastline has or may create the kind of noises that can cause trauma to whale ears and that might throw a whale off course in its search for food.
To provide a broader context, unusual mortality events have been occurring for humpback whales since 2016, as 180 have been stranded along East Coast states since that time, according to NOAA data.
Scientists were able to study about half of the total humpback whale strandings from 2016 and attributed about 40% to ship strike or entanglements. The rest either died from starvation, parasites, inconclusive causes, or were in places where it would have been difficult to study and analyze them.
The combination of whales distracted by feeding and boat traffic has led to some of the deaths.
“Our waterways are one of the busiest on Earth,” said Nomi Dayan, executive director of The Whaling Museum & Education Center of Cold Spring Harbor. “During busy eating months, when they are gorging, it’s harder to pay attention” to what’s around them.
Many of these humpback whale deaths occurred during periods when wind farm activity was low along the Eastern Seaboard.
“What we’re seeing right now [in terms of whale strandings] is something that has been going on for years,” said Lesley Thorne, associate professor in the School of Marine and Atmospheric Sciences at Stony Brook University.
In a press conference last month, officials suggested that the wind farms, which are designed to reduce the reliance on fossil fuels, cut down on carbon emissions and slow global warming, are not likely to make what is already a challenging period for humpbacks even worse.
“At this point, based on the information that we do have, we do not believe the evidence supports that those planned construction activities would exacerbate or compound these ongoing unusual mortality events,” Ben Laws, biologist with NOAA Fisheries Office of Protected Resources, said during a Jan. 18 conference call with reporters.
‘What we’re seeing right now [in terms of whale strandings] is something that has been going on for years.’
— Lesley Thorne
As part of the investigation process, NOAA has brought together an independent team of scientists to coordinate with the Working Group on Marine Mammal Unusual Mortality Events to review data, sample stranded whales and determine the next steps for this investigation.
The scientists include marine mammal stranding network members, academics and veterinarians with local state and federal biologists.
At this point, most of the surveys off the coasts of New York and New Jersey are “characterizing the seafloor and the sub-bottom for engineering purposes for the foundation of offshore wind facilities as well as looking at cable burial risks along that route,” Brian Hooker, marine biologist in the Bureau of Ocean Energy Management, said on the press call.
Slower boat speeds
Reducing boat speeds in areas where whales are likely hunting for food or migrating can reduce the likelihood of vessel strikes and, in the event of contact, can improve the outcome for whales.
“What’s been demonstrated in the past is that, with faster vessels, collisions are more likely to occur and it’s more likely for that collision to be fatal,” Thorne said. The specific speeds or thresholds that are more likely to cause fatal collisions vary depending on the whale species.
The whales around Long Island include sei whales, North Atlantic right whales, finback whales, minke whales and, rarely, blue whales, according to Dayan.
Some management strategies for a host of whales such as the North Atlantic right whale include seasonal management areas, in which boats around a particular area during a specific season are required to travel more slowly.
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.”
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