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Long Island Rail Road

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File photo

A taxi driver died after his vehicle was struck by a Long Island Rail Road train on July 30 at approximately 12:45 p.m, according to Metropolitan Transit Authority police. 

Daniel Seagren, 49, of Ronkonkoma, a taxi driver for East End Transportation, was driving northbound on Wading River Road in Manorville with a passenger when he drove around crossing gates in the down position with lights flashing and bells sounding. 

The taxi stopped on the tracks ahead of an approaching eastbound Long Island Rail Road train traveling from Ronkonkoma to Greenport, which struck the vehicle east of Yaphank Station, causing major damage to the vehicle.

Seagren was pronounced deceased at Peconic Bay Medical Center. The taxi’s passenger was airlifted to Stony Brook University Hospital in serious, but stable condition. About 50 passengers were onboard the train, but there were no reported injuries on board.

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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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Photo by Nasrin Zahed
By Nasrin Zahed

The Metropolitan Transportation Authority held a roundtable meeting Thursday, Oct. 19, to discuss notable developments and improvements that are underway on the Long Island Rail Road and other local transit systems, with discussions centering around proposed modernization of the North Shore line of the Long Island Rail Road.

Port Jeff Branch

Under the 2019 Climate Leadership and Community Protection Act, New York State law mandates drastic cuts to greenhouse gas emissions. The electrification of the Port Jefferson Branch — which currently uses diesel-powered locomotives — had been pitched as a means to reduce greenhouse gas emissions. [See “Elected officials, community leaders rally for electrification of LIRR’s Port Jeff line,” June 8, 2022, TBR News Media, and follow-up stories.]

When questioned on the topic, MTA Chair and CEO Janno Lieber emphasized the importance of mass transit in addressing climate change. “Mass transit is the antidote to climate change,” he said.

Lieber confirmed the agency’s commitment to an 85% reduction in emissions and noted that electrification of the Port Jefferson Branch of the LIRR is under consideration as part of this effort. However, he stressed the need to prioritize infrastructure maintenance to ensure the system’s stability before making investments in system expansion projects.

When posed with the question of electrifying the Port Jeff Branch in an effort to reduce Long Island’s greenhouse gas emissions, Lieber countered with the potential implementation of dual transit systems that introduce both clean diesel and partial electric motors to the North Shore line.

“If you’re taking the diesel locomotives and you’re converting them to clean diesel — which has 97% less particulate matter emissions and the ability to run electric when you hit the electrification areas, which are starting in Huntington — you’re dramatically improving the condition,” he said. “You don’t necessarily have to electrify the whole branch of the Port Jeff” line if these upgrades are implemented.

Situated along the Port Jeff Branch, however, lies Stony Brook University — the southern flagship of the State University of New York system and the only SUNY flagship within the MTA’s service area.

When TBR News Media inquired about the potential for upgrading the Port Jefferson line to help further accelerate Stony Brook University’s institutional advancements, Lieber responded that, “Everybody wants our Long Island Rail Road or mass transit system to support our educational institutions, which are, in Stony Brook’s case, part of the regional economy.”

He emphasized the importance of supporting Stony Brook’s growth and expansion but stopped short of specifying details on the matter. He also highlighted how recent improvements in mass transit options have opened up new opportunities for talent recruitment and expanded ridership during off-peak hours, which can benefit these institutions.

Regional transit trends

The meeting continued on a positive note thanks to the recent resurgence of ridership on the LIRR. “Last week, we had both the best week in terms of overall ridership numbers that we’ve ever had since the pandemic began,” said LIRR acting president Robert Free.

In addition to infrastructure and ridership growth, the discussion delved into the importance of supporting transit-oriented development. The primary goal of transit-oriented development, officials said, is to encourage residents to reduce car ownership and rely more on public transportation, contributing to reduced traffic congestion and greenhouse gas emissions.

The East Side Access project, which includes the new Grand Central Madison terminal and roughly 40 miles of additional tracks, allowed the LIRR to increase the number of trains by 40% from pre-pandemic levels, MTA officials noted.

The economic significance of the LIRR was underscored in the meeting, with participants acknowledging its pivotal role in supporting the region’s economy. Access to New York City employment opportunities, as well as facilitating local economic development, makes the LIRR a necessary public asset, easing roadway traffic congestion and reducing pollution. This expansion not only benefits conventional commuters but also facilitates reverse commuting, allowing Long Island businesses to recruit from a broader talent pool. It also enhances intra-island commuting options, benefiting Long Island residents.

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File photo by Joseph Cali

News Flash

Generated by ChatGPT, edited by our staff 

•  MTA includes Port Jefferson Branch improvements in 20-year capital needs assessment.

•  Inclusion doesn’t guarantee pursuit, decisions hinge on future funding and other factors.

•   Local officials push for project, emphasizing economic benefits and improved transit.

The decades-old proposal to electrify the Port Jefferson Branch of the Long Island Rail Road passed a significant hurdle last week, though uncertainty remains long-term.

The Metropolitan Transportation Authority, which owns and operates LIRR, included capacity improvements for the Port Jeff Branch within its 2025-2044 20-Year Needs Assessment blueprint published last week. 

The document outlines MTA’s long-term vision for the region’s transit, describing some of the needed improvements for the local line, including electrification, double tracking, stations, a storage yard and associated infrastructure.

The report states some of the project’s objectives, such as increased travel speed and frequency while providing a one-seat ride to Penn Station and Grand Central Madison. It further acknowledges the need to reduce strain upon the Ronkonkoma Branch by North Shore riders driving inland.

In a Sept. 29 letter addressed to Gov. Kathy Hochul (D), over two dozen state, county and local public officials called for Port Jeff Branch modernization within the 20-year plan. Dave Steckel, an MTA media liaison, said the agency had complied with the core request of the letter.

“Regarding the letter on Port Jefferson Branch electrification, the MTA has satisfied the request laid out in that letter by including Port Jefferson Branch electrification in the 20-year needs assessment,” Steckel said.

But, he added, “Inclusion in this analysis does not mean that the MTA will be pursuing a project. Decisions about which of these projects, if any, will be included in subsequent MTA capital programs, will be made in the context of those future programs, including the amount of funding available to rebuild and improve the existing MTA system, which will need to be prioritized before any expansion projects can be considered.”

The report finds potential operational constraints for the electrification project, highlighting the need for additional capital improvements, space for a new terminal rail yard and planning studies. The plan suggests the Lawrence Aviation Superfund site in Port Jefferson Station as a potential site for the rail yard.

The 20-year plan also added some possible drawbacks for prioritizing the Port Jeff Branch. Electrification of the line rated average in cost-effectiveness “mainly due to the high cost and relatively low ridership.”

Continuing the fight

In separate statements to TBR News Media, public officials representing North Shore communities continued to call for the MTA to prioritize the project.

New York State Sen. Anthony Palumbo (R-New Suffolk) emphasized the centrality of the Lawrence Aviation property in regional planning for the North Shore and beyond.

“Electrification of the Port Jefferson line and the establishment of the Lawrence Aviation site as a regional rail hub is a critically important component of our efforts to enhance mass transit service to North Shore residents,” he said. “Improving access and reliability to our mass transit system will increase ridership, alleviate traffic congestion and be an economic boost to the local economy.”

Village of Port Jefferson Mayor Lauren Sheprow expanded on the existing pressures upon Port Jeff Branch commuters to Manhattan, particularly in the context of the burden of transit by rail.

“For years, residents of Port Jeff and the surrounding communities have demonstrated by their actions how they feel about the Port Jefferson Branch — we drive to Ronkonkoma when seeking direct travel, a shorter commute, more frequent service options and less transfers,” she said. “Electrification and modernization of the Port Jefferson Branch will increase connectivity between stations. It will reduce travel time and transfers, and provide more frequent scheduling options, including express options.”

State Sen. Mario Mattera (R-St. James) emphasized the vast support for this effort among officials and community stakeholders, noting “everybody involved wants this.” He said generating the necessary public awareness and appealing to Hochul remain critical.

“We need to make sure that we convince the governor that this is important for Long Islanders,” he said, advocating for a grassroots, mobilized effort to bolster public support. “Strength with numbers wins,” he added.

Town of Brookhaven Supervisor Ed Romaine (R) suggested electrification would help counteract some of the downward trends throughout the region, namely the loss of youth.

“Thousands of Brookhaven residents use the LIRR to commute to work every day, and thousands more ride the train for other reasons,” the town supervisor said. “Electrification would provide faster, more efficient service and attract people to live in the communities with close access to the railroad,” adding, “The economic upside would be felt throughout the town as more people choose to live here, and our young people decide to stay because of the improved LIRR service and easier access in and out of New York City.”

Though placement onto the 20-year plan could be considered a win, much work remains ahead. Larry Penner, a transit advocate and former director of Federal Transit Administration Region 2, called upon the various governmental bodies across the North Shore to begin laying down seed funds to signal their interest.

“Why don’t all these elected officials put up some money to at least keep the project alive?” he said. “Why are they waiting for the MTA to move the project forward?” He added, “Talk is cheap, but actions speak louder.”

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Gov. Kathy Hochul updates New Yorkers on Saturday, Sept. 30, the day after declaring a state of emergency for Long Island. Photo courtesy the New York State Executive Chamber

Flash flooding leveled much of the tri-state area last Friday, Sept. 29, prompting a state of emergency declaration for Long Island while unleashing damage and halting some services.

The National Weather Service issued a coastal flood watch for Long Island Friday, which remained in effect into the night. Heavy rainfall and intense flooding throughout the region prompted Gov. Kathy Hochul (D) to declare a state of emergency for Long Island, as well as for New York City and portions of the Hudson Valley.

Heavy flooding caused roadway closures at state Route 110 in Huntington between Mill Lane and Prime Avenue near Madison Street at Heckscher State Park, according to a NWS report. In Commack, a stranded motorist on Town Line Road required an emergency service response, the same report indicated.

In an emailed statement, Town of Huntington Supervisor Ed Smyth (R) maintained that much of the town’s infrastructure and services remained undisturbed despite the heavy rainfall.

“Highway Superintendent Andre Sorrentino and the Highway Department, along with our Environmental Waste Management Department, were out in full force with pumps and tree crews clearing and cleaning,” Smyth said. “Our sewage treatment plants received more than double their normal water flow without any reported spillage.”

He added that garbage collection continued as scheduled, though the storm had disrupted and canceled numerous local events. “However, normal government operations continued without interruption. Although there were no significant issues, the town is currently assessing all departments to determine any and all issues relating to the storm.”

Joana Flores, media liaison for the Metropolitan Transportation Authority, indicated that operations along the Long Island Rail Road’s Port Jefferson Branch were largely undeterred.

“Friday’s weather event did not have any impact on MTA infrastructure in the Port Jefferson area or to Port Jefferson train service,” Flores said. “With the exception of one train that was momentarily delayed due to a non-weather-related matter, the Port Jefferson Branch operated on or close to schedule.”

“Crews did perform periodic patrols of the Port Jefferson Branch to monitor conditions of the infrastructure,” she added.

Electrical infrastructure had similarly avoided major damages, according to Jeremy Walsh, a spokesperson for PSEG Long Island. “Friday’s flooding did not impact the electric infrastructure,” he said in an email. “Overall, the system performed well. While we did experience scattered outage activity, it was mainly as a result of the heavy rains and gusty conditions impacting trees and tree limbs, not flood damage.”

Given projections for more frequent and intense storm events over the coming years, Walsh added that the utility company is continuing efforts toward mitigating the associated risks to the electrical grid.

“PSEG Long Island has been storm-hardening the electric grid since 2014, including elevating equipment at some substations to protect against flooding, and this has helped reduce the impact of severe weather events,” he noted. “We continue to storm-harden the infrastructure using the best projections for future flooding and wind conditions that are available to us.”

The storm’s impacts were not limited to public infrastructure, however. The New York State Department of Environmental Conservation temporarily closed much of the North Shore to shellfishing due to “extremely heavy rainfall and extraordinary amounts of stormwater runoff and localized street flooding … which may result in conditions causing shellfish to be hazardous for use as food,” a NYSDEC report said.

At a press conference the following day, Sept. 30, Hochul announced that there had been no recorded fatalities due to the flooding, thanking the public for heeding emergency warnings.

“What had been described by myself as a potentially life-threatening event ended up being a time when people listened, they reacted properly, they took precautions and no lives were lost,” the governor said.

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A Long Island Rail Road train arrives at Stony Brook train station during rush hour. Photo by ComplexRational from Wikimedia Commons
By Samantha Rutt

The Suffolk County Department of Economic Development and Planning recently released a survey asking respondents to share their thoughts and opinions on the potential modernization of the Port Jefferson Branch of the Long Island Rail Road. 

“Community input underpins all aspects of our approach to economic development in Suffolk County,” said Suffolk County Executive Steve Bellone (D) in a statement. “We look forward to hearing from all stakeholders on the opportunities presented by modernization to allow for a single-seat ride from Port Jefferson to both Grand Central and Penn Station for our communities along the North Shore.” 

The survey asks questions regarding the frequency of public transportation and LIRR ridership, the purpose of railway trips, specific and preferred branch use, among other questions.

Currently, the North Shore line offers limited direct train service to Penn Station with no direct service to Grand Central Madison. The decades-old proposal to modernize the line calls for electrification, double tracking and other rail yard improvements and modifications. 

If the project were approved, the Port Jefferson Branch could provide faster and more direct service options to Manhattan and more frequent service overall. 

Electrification of the Port Jefferson Branch was originally planned in the 1980s but stalled as the Ronkonkoma Branch took precedence. Critics and transit analysts regard the existing dual-mode diesel service as unreliable, inconsistent and environmentally hazardous. [See story, “Port Jeff Branch riders face potentially decades more electrification woes,” Feb. 9, 2023, TBR News Media website.] 

“It is vitally important that we electrify the Port Jefferson Branch to protect our environment from the polluting diesel trains, enhance service for our residents and create jobs for our hardworking men and women of union labor,” New York State Sen. Mario Mattera (R-St. James) said. “Our residents and our workers deserve to benefit from the funding provided to the MTA.”

A key objective of the electrification initiative is to mitigate the need for transfer services for those traveling to New York City. By eliminating transfer services, advocates for the project aim to increase ridership while promoting further development around each LIRR station. 

Updates could alleviate vehicular traffic congestion across the Island, according to New York State Sen. Anthony Palumbo (R-New Suffolk), as commuters who regularly travel to alternate lines would have more local transit options.

Electrification would “alleviate traffic congestion, foster economic development and will help to achieve our climate goals,” the state senator said. “Clean, reliable and expanded transportation services are essential to meet Long Island’s growing population.”

The survey received nearly 2,500 responses in its opening week, according to the Department of Economic Development and Planning statement. Bellone encouraged all North Shore residents to complete the questionnaire, which takes an average of 5-10 minutes.

“I encourage everyone, including residents, businesses and students on the North Shore, to take the survey and demonstrate how important the modernization of the Port Jefferson Branch is to Suffolk County,” Bellone said.

The survey will remain open until Monday, Sept. 4. To fill it out, click on the link: https://theresearchsandbox.qualtrics.com/jfe/form/SV_bHJ093hEpvg5zmK

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Image by Ray Miller from Pixabay
John Broven. File photo by Diane Wattecamps
By John Broven

How should I travel to the recent Association for Recorded Sound Conference in Pittsburgh? Although the air flight from New York is short, I was shocked when I found the round trip would cost up to $500. A 430-mile car journey didn’t come into consideration.

Following a quick call to Amtrak and after negotiating the inevitable automated messages, I was quoted a return fare of $133.20 on the daily Pennsylvanian train.

After checking the Long Island Rail Road app, I found the connections between Stony Brook and Penn Station were workable, even if it meant all-day journeys to and from Pittsburgh on a Wednesday and a Sunday. I had the time.

With the booking made, I wondered how much extra a business-class seat would cost. When I was quoted $116.40 for the privilege, I accepted with alacrity. Why not travel in comfort? The total outlay was still half the price of an air flight without the hassle of going through LaGuardia Airport and the rest.

The 7:43 a.m. train from Stony Brook arrived on or close at Penn Station. After a short hike through the building site that is one of the premier U.S. rail stations, I arrived at bustling, brand-new Moynihan Train Hall in plenty of time for the 10.58 a.m. Amtrak train to Pittsburgh. We headed south on a perfect sunny day through New Jersey to Philadelphia before we veered west via Lancaster and Harrisburg. “This beautiful farming countryside is Trump country,” I mused to myself.

With a compelling book to hand, Mack McCormick’s “Biography of a Phantom: A Robert Johnson Blues Odyssey,” detailing the author’s travails through 1960s Mississippi in search of family and friends of the country blues legend, the hours flew by.

The business-class carriage was located next to the café car. The meals were hardly haute cuisine, rather adequate comfort food that was washed down with acceptable Pinot Grigio wine.

At one point, the conductor excitedly announced that we were approaching the World Famous Horseshoe Curve where Irish immigrant workers in the 1850s had constructed rail tracks from the side of the Allegheny Mountains. It was a sight I would never have savored from 35,000 feet in the air.

On past Amtrak trips, my trains had been held up for longish periods by freight convoys, including the Tropicana orange (blossom?) special from Florida. Passenger trains, it appeared, were playing second fiddle to the more profitable freights. For certain, Amtrak has suffered for years from underinvestment, lack of political will and poor reputation. 

Still, our train, due in Pittsburgh at 7:58 p.m., was only 10-minutes late on a mellow sunlit evening. “Are there any taxi cabs at the station?” I asked the ever-polite conductors on my first visit to the reinvigorated Steel City. “Never seen any,” they said in unison. 

With my Uber app on the blink, I tried the iPhone map and was delighted to find it was just a 10-minute walk up Grant Street to the conference hotel.

The closeness should have been no surprise. Amtrak rail and Greyhound bus stations were invariably built in or near city centers, not miles away on the outskirts. I found out later that taxi fares from the airport cost $60.

The music conference, after the pandemic hiatus, was good. Aside from seeing record-collecting and archivist friends old and new, there were excellent presentations on Harlem’s Apollo Theatre, pioneering blues pianist Leroy Carr and Pittsburgh disk jockey Porky Chedwick. A personal highlight was seeing the film, “How They Got Over: Gospel Quartets and the Road to Rock & Roll,” including a stunning black-and-white clip of the Consolers husband-and-wife duet from some 60 years ago. 

And so the return journey to New York, starting out at 7:30 a.m., was more of the pleasant same, although on this occasion the Horseshoe Curve view was obliterated by, you guessed it, a freight train coming in the opposite direction.

Downhill with LIRR

The scheduled 4:50 p.m. Amtrak train arrived some 10 minutes early at Penn. There was a 5:10 LIRR train which meant a modest wait at Huntington for a Port Jeff connection but it avoided another change of train — and track — at Jamaica.

From here on, the journey went rapidly downhill. My trolley bag, indeed any suitcase, would not fit into the overhead rack. There was one pull-down seat but the space was taken up by a bicycle zealously guarded by its owner. I knew I would not be permitted to block the carriage walkway with my case. What to do? Luckily, a kind lady from Hudson Valley, on her way to JFK airport and London, made room for my bag — and me.

Consider this: LIRR is serving one of the world’s major airports yet is almost totally commuter focused. There is little or no thought given to travelers and their luggage. “Oh, for Amtrak’s business coach class,” I thought.

We arrived at Huntington on the opposite platform to the scheduled Port Jeff departure. “Use the elevator,“ the conductor helpfully announced. Not so fast. The contraption had broken down, not for the first time in my experience. And so I had to haul the trolley bag and myself up and down one of the long footbridges.

The train eventually limped into Stony Brook “on time” at 7:34 p.m. My journey from New York, allowing for the 36-minute stopover at Huntington, had taken 2 hours, 24 minutes — in the year of 2023. High-speed rail, anyone?

Is there any better argument for the electrification of the Port Jefferson Branch line – which services prestigious and populous Stony Brook University — along with a complete review of the LIRR system? How long are North Shore residents going to put up with a third-world rail service? Will the proposed Lawrence Aviation rail yard at Port Jeff Station happen? Yet there is no sign of any positive movement in the Metropolitan Transit Authority capital budgets, as the aging diesel trains continue to pollute the environment and potential riders take to the road in this age of climate change. I cannot forget I was spoiled by superefficient European trains in my younger life. America is a wonderful country, as I saw on my trip to Pittsburgh, but it deserves a better rail system everywhere. Meanwhile, our local elected officials — state, county, town, village — of every stripe should continue to lobby LIRR, MTA and Gov. Kathy Hochul (D) for a 21st-century railroad for the future benefit of us all.

John Broven, originally from England, is a copy editor with TBR News Media, and author of three award-winning American music history books.

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Conceptual plans for the 126-acre Lawrence Aviation Superfund site in Port Jefferson Station. Graphic from Suffolk County Landbank

Breon Peace, United States attorney for the Eastern District of New York, announced this week the federal government settled upon terms for the future of the Lawrence Aviation Industries Superfund site, ending years of litigation. This agreement will enable the sale of about two-thirds of the 126-acre Port Jefferson Station property by a subsidiary of Suffolk County Landbank.

A 2019 trial had found Lawrence Aviation, with its former CEO and owner Gerald Cohen, in violation of the Comprehensive Environmental Response, Compensation, and Liability Act of 1980 and liable to the Environmental Protection Agency, among other claimants, for over $48 million.

‘This settlement will enable a previously contaminated property to be put to uses that will benefit Port Jefferson [Station] and the greater Suffolk County community.’

— Breon Peace

This week’s announcement resolved the last unsettled question on the priority of claims against the property by New York State, Suffolk County and other agencies.

In a statement, Peace said the U.S. District Court approved a consent decree that allows for the sale and redevelopment of the Superfund site.

“This settlement will enable a previously contaminated property to be put to uses that will benefit Port Jefferson [Station] and the greater Suffolk County community,” the U.S. attorney said. “In the process, the EPA will recover at least some of the enormous costs expended in remediating the LAI Superfund site and protecting our environment from hazardous substances.”

Suffolk County Legislator Kara Hahn (D-Setauket), whose 5th Legislative District includes Port Jefferson Station, has been involved in the deliberations over the site. Reached by phone, she confirmed plans are ahead for demolishing the remaining derelict buildings on the property, an initiative subsidized by the federal government. [See story, “Schumer announces $450K to help demolish buildings at Lawrence Aviation,” Jan. 9, TBR News Media.]

“The first real step we’re going to see is the demolition of the buildings,” she said. “That is long overdue.”

The county legislator regarded the recent developments as a victory for Suffolk County taxpayers who “have been shouldering the burden of the taxes for the property for decades,” she said.

Hahn indicated that, under the plans, the site would be partitioned into three sectors — a third designated for a railyard to facilitate operations for the Metropolitan Transportation Authority, another third for an industrial solar farm and the final third for open space. The county legislator added that cleanup efforts, which include two pumping and filtration systems, will likely linger on for decades.

She tied plans for the Lawrence Aviation property to the decades-long proposal to electrify the Port Jefferson Branch of the Long Island Rail Road, referring to the combined efforts for the two projects as “transformational for the region.”

“This is a very early step in the process for electrification,” Hahn said, adding, “The full-scale electrification of the branch is at least a decade away, but it would never happen if we weren’t able to rehabilitate this Superfund site.”

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File photo by Raymond Janis

Residents deserve better than one-party rule

In the May 4 edition, the editorial board highlights that the Brookhaven landfill is a major issue in this year’s Town of Brookhaven elections [“The landfill election”]. We need bold leadership to tackle Long Island’s decades-long solid waste crisis. This is an issue of economic, environmental and racial justice that we can no longer afford to ignore.

Carting our garbage off of Long Island to another community is not a sustainable solution. We must reduce our waste, and this cannot only rest on individual households, but also on businesses and producers. We can incentivize waste reduction with pay-as-you-throw programs. We can also utilize the knowledge of experts like Stony Brook University’s research associate professor David Tonjes, whose work on waste management provides guidance on how we can address this crisis with innovation and ingenuity. We are capable of long-term, sustainable policy, but only if we have the political and moral courage to do so.

It is clear to me that the current Town Board are not the people to meet this moment. The past decade of one-party rule in Brookhaven includes a botched rollout of the recycling program, our roads in disrepair, and gerrymandering our council districts to bolster a weak incumbent in the 4th Council District. They have left us with a solid waste crisis, used nearly $250,000 of our taxpayer dollars to pay an EPA fine for air quality violations in 2020, and ignored the voices of the directly impacted residents of North Bellport time and again. They do not deserve to be reelected in 2023.

Outgoing Supervisor Ed Romaine [R] must be held accountable for his role in the failures of the Town Board he has led. Romaine is seeking the office of Suffolk county executive, and he must be questioned about the harm he has had a hand in creating in the Town of Brookhaven. We as voters must consider if he is fit to handle higher office, given the mismanagement of our municipal government under his leadership.

We deserve better elected officials than we currently have in our town government. The communities of color who have been disproportionately impacted by the landfill crisis deserve to be listened to by our representatives. There is too much at stake to accept the status quo and small-minded thinking of the current Town Board. It is time for bold solutions that meet the urgency of the moment. It is time for change.

Shoshana Hershkowitz

South Setauket

Still no funding for Port Jeff Branch electrification

Funding to pay for a number of transportation projects and pay increases for transit workers were items missing from Gov. Kathy Hochul’s [D] $229 billion budget.

There is no new funding to advance Hochul’s three favorite NYC transportation projects: the $8 billion Penn Station improvements; $7.7 billion Second Avenue Subway Phase 2; and $5.5 billion Brooklyn-Queens Interborough Express light rail connection. Also missing was funding to advance the $3.6 billion Long Island Rail Road Port Jefferson Branch electrification project. All Port Jefferson LIRR riders have to date is the ongoing LIRR diesel territory electrification feasibility study.

There was no additional funding to pay for upcoming 2023 NYC Transport Workers Union Local 100 contracts for LIRR and Metro-North Railroad employees. The MTA only budgeted for a 2% increase. NYC TWU president, Richard Davis, will ask for far more so his 40,000 members can keep up with inflation. Both LIRR and MNR unions, with thousands of members, will want the same.

Larry Penner

Great Neck

Maryhaven: a breakdown of process

Our village process is broken. Let’s take the Maryhaven project as a recent example of what’s wrong.

This proposed development should have been brought to the Port Jefferson Village Board of Trustees via the Planning Board, which is responsible for overseeing all building-related matters.

But during the recent public hearing, we learned from the developer that he’d been in discussions with the mayor, deputy mayor and village clerk for well over a year, despite the fact there was still no proposal before the Planning Board. The first time the rest of the trustees heard about the project was when it was announced by the deputy mayor at a public meeting on March 6 of this year.

It’s likely the village attorney was also aware of these talks. As previously reported in this paper, he was pressing the village to be “proactive” and change the code to rezone the property in order to clear the path for the developers, whenever they were ready to apply. To that end, he proposed the May 1 public hearing. The attorney also suggested that if the code modification wasn’t suitable to the residents as is, there would be an opportunity to make adjustments. That is not entirely accurate.

We know this from our experience with the Mather Hospital expansion. Before the project came to a public hearing, the village made several decisions, from seemingly irrelevant (at the time) code changes to the most crucial, allowing the hospital a variance for extra clearance. The latter resulted in 2 precious acres of forest being cleared.

The impression the village gave at the time was that residents would still have a chance to weigh in. But when that time came, despite nearly 70 letters protesting the clearing of the forest and all the objections raised at the hearing, it was too late.

The Planning Board’s position was that its hands were tied by all those prior decisions, and it did not have the tools to consider the objections. In other words, we should have been paying attention when Mather first announced the master plan.

So forgive us if we’re skeptical when the village attorney tells us that we’ll have an opportunity to comment on the project overall at a later date.

Ana Hozyainova, President

Holly Fils-Aime, Vice President

Port Jefferson Civic Association

Declining public revenue in Port Jeff

The spirit of New York’s Freedom Of Information Act is transparency and access. Its introduction states, “The people’s right to know the process of governmental decision-making and to review the documents and statistics leading to determinations is basic to our society. Access to such information should not be thwarted by shrouding it with the cloak of secrecy or confidentiality.”

The issue of the future tax revenue from the Port Jefferson Power Station is critically important to both the Village of Port Jefferson and the Port Jefferson School District. So, it is surprising to me that the LIPA settlement agreement is not made available on the village or school district websites. And when I asked the village that a link be included, I was told that the village attorney advised the village not to put it on the website. I would have to complete a FOIL application. I did so. It had no redactions, and nothing in the document contained any confidentiality clause. The Town of Huntington puts its Northport Power Plant LIPA agreement on its website. So what is the objection to making the Port Jefferson agreement accessible to all on our websites? Would they prefer to have the fewest taxpayers know its full terms and potential consequences?

While both the village and school district are quick to tell us how little our tax bills will rise when promoting 30-year bond proposals, their assumptions are highly suspect given the lack of any reasonable assurance that the LIPA benefit will survive beyond the glide path expiration just four years away. Both the Port Jeff and the Northport agreements state that any extensions under the same terms beyond the 2027 expirations are dependent on power needs of National Grid. With repowering off the table, and the state’s goal of 70% renewable energy by 2030, it would seem there is little likelihood of any significant extension beyond expiration. The Port Jefferson Village budget for 2023-24 reveals LIPA taxes covering 36% of property taxes while the school district budget includes LIPA representing 42%.

It’s time for the village and school district to face the elephant in the room and (1) make critical information available on their websites and (2) for any discussion of potential costs to taxpayers, include calculations that consider a potentially abandoned power plant and taxpayers having to face 60%-plus tax increases to make up the LIPA loss.

Robert J. Nicols

Port Jefferson

Time to put the brakes on spending

Port Jefferson and Belle Terre residents are facing a school district budget and bond vote Tuesday, May 16, at the Port Jefferson high school from 6 a.m. until 9 p.m.

It’s a rather hefty price tag being proposed: $47 million for the proposed 2023-24 budget and close to $16 million additional for a bond focused entirely on enhancements to the high school.

While district residents have been more than generous in past years in support of our schools, maybe it’s time to ask if spending over $50,000 each year to educate a student is really feasible. (That’s the amount when you divide the proposed 2023-24 budget by the 933 students in the district, as suggested by Deputy Superintendent Sean Leister as a simple approximation of the per pupil costs, at the village board meeting on May 1.)

Perhaps this is the time to put the brakes on this spending and take a hard look at the future of the high school and consider alternatives.

Charles G. Backfish

Port Jefferson

We need to say ‘no’ to the school bond

Port Jefferson School District residents will be asked May 16 to approve an almost $16 million bond entirely for the benefit of the high school building. The more crucial question to be asked is: “Why are we considering this enormous expenditure when our high school student population is still dwindling?”

According to the school district’s own numbers — found on the district website or online (Long Range Planning Study, Port Jefferson Union Free School District 2021-22) — our enrollment numbers are declining precipitously. On page 18 of the report, our high school’s total enrollment grades 9-12 by 2031 will be a mere 233 students. Divide that number by the four grades in the school and your average graduating class size by 2031 would be only 58 students.

Port Jefferson high school’s small size cannot be compared to that of a prestigious private high school. Even most of the top private schools like Choate, Phillips and Exeter keep their total high school enrollment over 800 students. Most parents want a high school atmosphere that is academically, athletically and socially rich for their children — a true preparation for college. A high school with less than 240 students can’t realistically provide that.

Our high school is presently functioning with the classroom configurations it has had for decades. Before we invest many millions to move art, tech ed and music to the main building to create team and trainer rooms, let’s first focus on what we do if the high school population keeps dwindling, as the district study projects. 

Perhaps we could maintain a strong pre-K through 8th grade school system here and investigate tuitioning out our high school students to Three Village and/or Mount Sinai. This solution has been used successfully by many small school districts. Other larger local districts are facing declining enrollments as well, undoubtedly because of the high home prices and high taxes presenting an obstacle to young families seeking to move to this area. Given that reality, neighboring school districts would welcome our high school students.

Right now, we need to say “no” to the school bond. Before we spend almost $16 million on the high school building, we must find a solution to this ongoing decline in enrollment. To keep ignoring this serious issue is unfair to our already stressed-out taxpayers — and equally unfair to our future high school students.

Gail Sternberg

Port Jefferson

Experience matters

Kathianne Snaden is running for mayor and Stan Loucks is running for reelection as a trustee for the Village of Port Jefferson. They have worked together on the village board for four years. 

Kathianne has shown to be tireless and dedicated to the betterment of every facet of our village. She has opened the doors to the internal workings of government by live streaming the board meetings, originating the Port eReport and the practice of responding to every and all questions from everyone. As the liaison to the Code Enforcement Bureau, she is totally committed to improving public safety and was responsible for increasing the presence of the Suffolk County Police Department. Kathianne is also our liaison to the Port Jefferson School District. This is an important relationship that was absent and created by Kathianne. 

Stan Loucks has been devoting his retirement years to the Village of Port Jefferson. Prior to his election to the village board in 2015, he was on the tennis board, the board of governors, the greens committee and the Port Jefferson Country Club management advisory committee for a total of 20 years, including chair. Stan has been the liaison to the parks and recreation departments, deputy mayor and liaison to the country club. 

He is a hands-on person who will always be directly involved in any issue related to his duties. He has been directly responsible for numerous projects and improvements such as renovation of the golf course; building a new maintenance facility, driving range, fitness center, membership office; upgrading village parks; initiating relationships with our schools and much more. 

Kathianne was TBR News Media Person of the Year in 2019, and Stan was Person of the Year in 2021. Seems like they would be the team that we would want to represent our village.

Experience, knowledge, integrity, dedication and hard working are qualities that we need.

Jim White

Port Jefferson

Editor’s note: The writer is a former Port Jefferson Village trustee.

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Photo by Joseph Cali

Several trains will be temporarily suspended on the Port Jefferson Branch for two days, according to the Long Island Rail Road.

Service will be suspended from 10:45 a.m. to 4 p.m. on Tuesday, May 9, and Wednesday, May 10, between Huntington and Port Jefferson in both directions. Buses will be available for customers. LIRR recommends travelers plan for approximately 30 to 40 minutes of additional travel time in either direction.

LIRR is conducting its Sperry Testing along the branch. The rail testing program is part of an annual track maintenance program to ensure infrastructure is in good repair.

Work is weather dependent, dates are subject to change to take advantage of favorable conditions. 

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