Port Jefferson Branch

New Electric Yard

The branch has no yard to store electric trains; east of Huntington, a single layup track with room for three trainsets is used for storage. Because of this lack of space, electric trains must deadhead from as far away as the West Side Yard in Manhattan for rush-hour service. Construction of a new electric yard would rectify this issue and allow the LIRR to increase branch service when East Side Access is completed and service to Grand Central Terminal begins. In the early 2000s, the MTA performed environmental studies evaluating over a dozen sites between Huntington and Smithtown for usage as a yard.^[1] Electrification of the line would have to be extended if a site beyond Huntington was chosen; a site near Huntington would eliminate this need. Communities near the sites opposed the MTA's efforts to advance work on a new yard, arguing that the MTA was too secretive and that the increased train service and train movements would hurt their communities and decrease their quality of life. One commenter asserted that a yard would turn the communities along the line into the MTA's "storage closet" for East Side Access. Some opponents of the plan also argued that the MTA should extend electrification to Port Jefferson to utilize the existing diesel rail yard there, however, a full electrification of the line would add an extra layer of expenses to the project.^[2][3] The MTA neglected to provide any funding for the project in its 2005-2009 Capital Program, deferring it until 2015, when the agency budgeted $8 million in its 2015-2019 Capital Program to conduct new environmental studies, create new designs and acquire land for a new electric yard. Construction would be funded in a future Capital Program.^[4][5]

Third track between Floral Park and Hicksville

The Post Avenue Bridge near Westbury station, which was replaced in October 2017 to accommodate a third track

To accommodate an expected increase in Long Island Rail Road ridership once the East Side Access project to Grand Central Terminal is completed and to expand local and reverse peak service, the Metropolitan Transportation Authority plans to build a third Main Line track from Floral Park to Hicksville.^[6][7] Also known as the LIRR Expansion Project, this would include purchasing properties in the track's right of way, eliminating grade crossings (in conjunction with New York State Department of Transportation), relocating existing stations, and reconfiguring Mineola Station. The project was stalled by fierce opposition from the villages of Floral Park, New Hyde Park, and Garden City,^[8][9][10] which advocated that construction and the resulting increased train service will reduce the quality of life in their neighborhoods. These villages support station improvements and the elimination of grade crossings in lieu of third track expansion, but the MTA has long insisted that a third track is a necessary component of LIRR's East Side Access expansion.^[11] In March 2015, LIRR president Patrick Nowakowski declared that the LIRR would not proceed with the project without the support of the local communities.^[12]

Small segments of the third track have been built already or will be built, however. One segment is between Merillon Avenue and Mineola; this section was built in the vicinity of Herricks Road during the grade crossing elimination project that took place in 1998.^[13] Another segment will be built as part of the upcoming station renovation at Hicksville. This construction will connect Track 1 at Hicksville station to the North Siding track located about 3,000 feet (910 m) west of the station. This short segment, when completed, will essentially serve as the eastern end of the future third track; it will also allow for a slight increase in peak-hour service.^[14][15] The MTA has also left provisions for a third track in construction of other infrastructure along the line, such as the Mineola Intermodal Center located adjacent to Mineola station, Mineola Blvd Bridge, Roslyn Road Underpass in Mineola, and the replacement Ellison Avenue Bridge over the Main Line in Westbury.^{[16][17][18][19]}

In January 2016, Governor Andrew Cuomo announced a transportation improvement plan which included several million dollars in funding to restart third track development.^[20][21] Governor Cuomo said that unlike previous third track proposals, his plan involves building the third track within existing LIRR right of way, which will reduce the number of existing homes and businesses affected by installation of the third track.^[22] While previous proposals would have affected around 250 properties, 80 of which were homes, Governor Cuomo's proposal would only require taking small amounts of property from 50 properties in total, including around 20 homes.^[22] This reduction in properties affected be accomplished by shifting the alignments of tracks in some areas to make room for the third track within the right-of-way and building a shorter third track than previous proposals, resulting in a 9.8-mile (15.8 km) three-track segment starting at Floral Park, the easternmost station shared by the Hempstead Branch and Main Line, instead of the previously planned 11.5-mile (18.5 km) segment starting from Queens Village, where the Hempstead Branch and Main Line split from a 4-track corridor into two distinct pairs of tracks.^[20][23] Despite the promise of mitigation efforts, several local politicians denounced the governor's plan within a day of its announcement; Floral Park's mayor told the New York Times that "we thought this was dead and buried",^[20] while New Hyde Park's mayor pledged to "fight the governor vehemently on this" and a local state senator called the governor's plan "dead on arrival."^[24]

In December 2017, the LIRR awarded a contract for the project to the consortium 3rd Track Constructors for $1.8 billion, with construction beginning in 2018 and completion estimated for 2022.^[25][26][27] The first part of the contract includes the reconstruction of the Carle Place, Mineola, and Floral Park stations; the construction or reconstruction of six railroad crossings and underpasses; and the construction of a parking structure at Mineola station. These projects will start between winter 2018 and winter 2019.^[28] A groundbreaking ceremony for the third track project was held on September 5, 2018.^[29][30]

Kings Park Psychiatric Center Spur

Kings Park Psychiatric run-off also known as KPPC is an abandoned spur off the Port Jefferson Branch for the Kings Park Psychiatric Center. This spur started just west of Kings Park station, ran north of the station house, crossed Indian Head Road (Suffolk CR 14) and then curved north to cross New York State Route 25A, where it ran along the western edge of the hospital property, and ended at the Hospital's coal power plant.

This spur was first used in 1896 for coal and passenger use on Sundays.^[34]:78 The route was the second largest spur in the Long Island Rail Road system when it was first completed. The route came to an end during the late 1980s.^[38] Nowadays, this abandoned route is a Right-of-way for biking and is open to the public today. Also, today, only small fragments of rail remain as it most of it was removed during the demise of the complex.^[39]

On a small note, electrification reached from Mineola to Hicksville & Huntington in 1970. For 15 years from Amott Interlocking east of Syosset Station to west of Huntington it was single-tracked. In 1985, the LIRR constructed a second electrified track in that area to avoid the single track bottle neck, this included Cold Spring Harbor adding a second platform.

Electrification

In 1970, electrification was extended from Mineola to Huntington, the eastern limit of electrification on the branch. Since then, the LIRR has aspired to extend electrification beyond Huntington. In the 1980s, the railroad prepared to extend electrification to at least Northport, or Smithtown, although electrification of the Ronkonkoma Branch on the Main Line was seen as a higher priority, in part because the Main Line's central location in Suffolk County would benefit a larger number of people. Bruce McIver, president of the LIRR at the time, estimated in 1986 that electrification of the branch would cost $320 million, including new rolling stock. He argued that the limited funds the railroad had set aside for electrification would be better spent on other improvements, such as signal and yard upgrades near Penn Station. Financial constraints acted as another obstacle to electrification to Northport.^[40] McIver also did not want to electrify the branch in a piecemeal fashion and wanted to wait until the railroad had the funds to electrify from Huntington to Port Jefferson all at once. In anticipation of electrification, from late 1985 to early 1986, the LIRR built full-length high-level platforms at all stations between Huntington and Port Jefferson. Because electrification has not occurred, these 12-car platforms are unique in the LIRR's diesel territory; the high-level platforms along the Montauk, Greenport and Oyster Bay diesel branches are all much shorter. Work to install centralized traffic control between Smithtown and Port Jefferson started in fall 1974 and was completed in March 1975. This project was intended to improve safety and to increase train speed. The change allowed trains to run in more than one direction at a time in single-track territory with the use of passing sidings.^[41]

Instead of electrification, the LIRR ultimately pursued dual-mode locomotives that could switch between diesel power and electric power to serve Penn Station (where diesel emissions are banned). Senator Norman Levy said that "The people who ride the line would have just about all the positive aspects of electrification with this proposal."^[42] The LIRR's dual mode locomotives debuted in the late 1990s, providing two round trips during weekday rush hours between Penn Station and Port Jefferson, the first time a one-seat ride was available.^[43]

Grade crossing eliminations

The Port Jefferson Branch has also been known to have the most hazardous grade crossings in the country. In 1982, a van was struck by a diesel train at the Herricks Road crossing in Mineola. The crossing for many years was dubbed by the NTSB as "The most dangerous crossing in the U.S." In 1998, after a complicated project, the crossing was finally eliminated, with the tracks now going over the road on a bridge. Other crossings eliminated along the branch include: Mineola Boulevard in Mineola (1930), crossings within Hicksville when the station was elevated in the early 1960s, and Charlotte Avenue in Hicksville (1973). Ten years later Roslyn Road also in Mineola was eliminated in the same fashion.

Other hazardous crossings along the branch west of Huntington are Robbins Lane & Jackson Avenue in Syosset, School Street & Urban Avenue in Westbury, Willis Avenue & Main Street in Mineola, and New Hyde Park Road, 12th Street, and Covert Avenue in New Hyde Park. East of Huntington, Main Street in Port Jefferson is considered quite hazardous. There are plans, after a third track is added, for the branch to be fully elevated and grade separated from Hicksville Westward, similar to the Babylon Branch.