whats the cost of the port jefferson 1702 to 18 jackson avenue

Long Island Rail Road co-operative

Port Jefferson Co-operative
DE30AC #400 enters Stony Brook station westbound from Port Jefferson in 2008
Overview
Condition	Operational
Possessor	Long Island Rail Road
Locale	Nassau and Suffolk County, New York, USA
Termini	Hicksville Huntington Port Jefferson
Stations	10
Service
Blazon	Driver rails
Arrangement	Long Isle Rail Road
Services	Port Jefferson Branch
Operator(s)	Metropolitan Transportation Authority
Ridership	19,114,377 (almanac ridership, 2018)
History
Opened	1854-1873
Technical
Track gauge	four ft8+ 1⁄ii  in (1,435 mm)
Electrification	750 V (DC) third rail (westward of Huntington)
Road map Legend Main Line to Penn Station & Long Island City Atlantic nine.3 mi xv km Jamaica ​​​ Far Rockaway Long Beach via Atlantic Babylon W Hempstead via Montauk Hillside Facility Queens Nassau Zone three Zone iv Belmont Park Hempstead intermediate stops Bellerose 14.9 mi 24 km Floral Park Hempstead sixteen.two mi 26.i km New Hyde Park 17.3 mi 27.viii km Merillon Avenue 18.half dozen mi 29.9 km Mineola Oyster Bay Zone 4 Zone 7 20.4 mi 32.8 km Carle Identify 21.four mi 34.iv km Westbury 24.8 mi 39.9 km Hicksville Ronkonkoma Montauk via Chief Landia (closed) 29.1 mi 46.viii km Syosset Nassau Suffolk Zone vii Zone ix 31.9 mi 51.3 km Common cold Jump Harbor Huntington Squad Track 34.7 mi 55.8 km Huntington (cease electrification) 37.4 mi 60.2 km Greenlawn Northport Branch 39.6 mi 63.7 km Northport Zone 9 Zone 10 43.iv mi 69.8 km Kings Park KPPC Branch 47.1 mi 75.8 km Smithtown 49.9 mi 80.3 km St. James Flowerfield (closed) 53.1 mi 85.five km Stony Brook Setauket (airtight) 57.five mi 92.5 km Port Jefferson 57.five mi 92.v km Wading River Extension 57.5 mi 92.v km Wading River Extension Miller Place Rocky Point Shoreham Wading River Distances shown from Pennsylvania Station This diagram: view talk edit

The Port Jefferson Branch is a rail line and service owned and operated by the Long Island Rail Road in the U.S. land of New York. The branch splits from the Primary Line but eastward of Hicksville and runs northeast and eastward to Port Jefferson. Several stations on the Principal Line due west of Hicksville are served primarily by trains bound to/from the Port Jefferson branch, so LIRR maps and schedules for the public include that role of the Main Line in the "Port Jefferson Branch" service.

The Port Jefferson Branch is one of the busiest branches of the LIRR, with frequent electrical service to Huntington where electrification ends, and diesel service east of Huntington continues to Port Jefferson. The MTA likewise refers to the line equally the "Huntington/Port Jefferson Co-operative" or "Huntington Branch".

Service [edit]

Port Jefferson Branch service (as distinct from the slice of railroad called the Port Jefferson Co-operative) extends east from Floral Park, where the Hempstead Branch separates from the Main Line. The line west of Huntington is electrified and double tracked. Electrification extends to a signal east of Huntington earlier Greenlawn station on a layup runway for electric trains. E of in that location the line is single rail with passing sidings at Greenlawn, east of East Northport, Kings Park, Smithtown and Stony Brook assuasive trains traveling in contrary directions to pass each other.

Electric trains on the co-operative operate betwixt Penn Station and Huntington, providing local service on the branch; additional weekday service operates between Penn Station and Hicksville. Trains to the Ronkonkoma Branch provide supplemental service; these unremarkably run limited, stopping only at Mineola and/or Hicksville. Boosted service to Mineola is provided by Oyster Bay Branch trains, and a handful of Montauk Branch trains also finish at Mineola and Hicksville on weekdays; one Montauk-bound train makes a stop at Hicksville overnight, though the vast majority of Montauk Branch trains that run on the branch exercise not stop. Service on the unelectrified portion of the branch between Port Jefferson and Huntington is usually provided by diesel shuttles running between Port Jefferson and either Huntington or Hicksville, where customers transfer to electric trains for service to New York City. During rush hours, the branch sees extra service, including directly electrical service to Atlantic Terminal, service to Penn Station that bypasses Jamaica, and direct service to Hunterspoint Artery, Long Isle City, or Penn Station from stations east of Huntington.

Stations on the electrified portion that accept the heaviest traffic include Mineola, Hicksville, and Huntington. On the non-electrified portion, the heaviest traffic tends to be to the Stony Brook station where Stony Brook University is located.

Infrastructure improvements [edit]

New electric grand [edit]

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 equally the West Side Yard in Manhattan, around 37 miles (60 km) away from Huntington, for rush-hour service.

Construction of a new electrical yard would rectify this upshot and permit the LIRR to increase branch service when E Side Admission is completed and service to M Central Concluding begins. In the early 2000s, the MTA performed ecology studies evaluating over a dozen sites between Huntington and Smithtown for usage equally a yard.^[1] Electrification of the line would take to be extended if a site beyond Huntington was called; a site near Huntington would eliminate this need. Communities most the sites opposed the MTA's efforts to advance piece of 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 subtract their quality of life. One commenter asserted that a m would turn the communities along the line into the MTA's "storage cupboard" for East Side Admission. Some opponents of the plan also argued that the MTA should extend electrification to Port Jefferson to apply the existing diesel fuel rail yard there, merely a total electrification of the line would add more expenses to the projection.^{[2] [three]}

The MTA neglected to provide any funding for the projection in its 2005–2009 Capital letter Program, deferring it until 2015. The agency approaching $8 one thousand thousand in its 2015–2019 Upper-case letter Program to conduct new environmental studies, create new designs and learn land for a new electrical yard. Construction would exist funded in a futurity Capital Programme.^{[four] [v]} As of 2019^[update], the MTA was also considering other options, such as extending electrification and/or a 2d track from Huntington to Port Jefferson.^[vi]

In February 2022, Port Jefferson Station Superfund site was urged past the locals to exist transformed to a 1000 of electric trains that the MTA has been seeking for years, a project that would likewise complete electrification from Huntington to Port Jefferson, but the MTA did not give a clear answer for the program of farther electrification.^{[7] [8]}

3rd rails between Floral Park and Hicksville [edit]

The Postal service Avenue Span near Westbury station, which was replaced in October 2017 to suit a 3rd rail

Construction of new platforms at the Mineola station in 2021 to accommodate the tertiary track

To accommodate an expected increment in Long Island Runway Route ridership once the East Side Access project to Yard Central Terminal is completed and to expand local and opposite summit service, the Metropolitan Transportation Say-so plans to build a tertiary Main Line track from Floral Park to Hicksville.^{[9] [10]} Also known as the LIRR Expansion Project, this would include purchasing properties in the runway'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 past trigger-happy opposition from the villages of Floral Park, New Hyde Park, and Garden City,^{[11] [12] [thirteen]} which advocated that structure and the resulting increased train service will reduce the quality of life in their neighborhoods. These villages practise, withal, support the station improvements and the elimination of form crossings that the LIRR has planned in conjunction with the third runway, and called for the LIRR to complete them in lieu of 3rd track expansion, but the MTA has long insisted that a third track is a necessary component of LIRR's East Side Admission expansion.^[14] In March 2015, LIRR president Patrick Nowakowski declared that the LIRR would not proceed with the project without the back up of the local communities.^[xv]

Small segments of the third runway have been built already or will be congenital. One segment is betwixt Merillon Artery and Mineola; this department was congenital in the vicinity of Herricks Road during the grade crossing elimination project that took place in 1998.^[16] Some other segment will be built every bit part of the upcoming station renovation at Hicksville. This structure volition connect Track ane at Hicksville station to the North Siding track located virtually 3,000 feet (910 m) west of the station. This short segment, when completed, will essentially serve as the eastern end of the hereafter third rails; it volition as well allow for a slight increase in height-hour service.^{[17] [18]} The MTA has also left provisions for a third track in construction of other infrastructure along the line, such as the Mineola Intermodal Eye located adjacent to Mineola station, Mineola Boulevard Bridge, Roslyn Road Underpass in Mineola, and the replacement Ellison Avenue Bridge over the Main Line in Westbury.^{[xix] [20] [21] [22]}

In Jan 2016, Governor Andrew Cuomo announced a transportation comeback program which included several million dollars in funding to restart third rails development.^{[23] [24]} Governor Cuomo said that unlike previous tertiary track proposals, his plan involves building the third runway inside existing LIRR right of fashion, which will reduce the number of existing homes and businesses affected by installation of the third runway.^[25] While previous proposals would have affected around 250 properties, 80 of which were homes, Governor Cuomo'southward proposal would simply crave taking small-scale amounts of property from 50 properties in total, including around 20 homes.^[25] This reduction in properties afflicted is to be accomplished by shifting the alignments of tracks in some areas to brand room for the third rail inside the right-of-style and building a shorter third rails than previous proposals, resulting in a ix.viii-mile (xv.8 km) three-track segment starting at Floral Park (the easternmost station shared by the Hempstead Branch and Master Line, where the Hempstead Branch and Principal Line split from a 4-rail corridor into two distinct pairs of tracks), instead of the previously planned 11.5-mile (18.5 km) segment starting from Queens Village.^{[23] [26]} Despite the hope of mitigation efforts, several local politicians denounced the governor'southward plan within a day of its proclamation; Floral Park'south mayor told The New York Times that "nosotros thought this was dead and buried",^[23] 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 inflow."^[27]

In December 2017, the LIRR awarded a contract for the project to the consortium 3rd Track Constructors for $1.viii billion, with construction beginning in 2018 and completion estimated for 2022.^{[28] [29] [30]} The first part of the contract includes the reconstruction of the Carle Identify, 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.^[31] A groundbreaking anniversary for the third rail project was held on September 5, 2018.^{[32] [33]} All eight class crossings in the Third Track construction area were removed by February 2021.^{[34] : seven}

History [edit]

The line from Hicksville to Syosset was chartered in 1853 equally the Hicksville and Syosset Railroad and opened in 1854. The LIRR afterwards planned to extend to Cold Jump Harbor, but Oliver Charlick, the LIRR'due south president, disagreed over the station's location, so Charlick abandoned the grade and relocated the extension s of Cold Leap, refusing to add a station stop near Cold Spring for years. Another argument at Huntington led to the line bypassing the boondocks two miles (3 km) to the south, though a station was built. The line was extended from Syosset past Huntington to Northport in 1868,^[35] and in 1873 the 1870-chartered Smithtown and Port Jefferson Railroad opened from a mile due south of Northport to Port Jefferson,^[36] turning the old line into Northport into the Northport Branch, the result of another argument betwixt Charlick and Northport.^[37]

The Woodville Road Span in Shoreham which one time carried the Wading River Extension of the co-operative.

The Port Jefferson Branch was extended to Wading River in 1895, and became known every bit the Wading River Branch. The line was once slated to proceed eastward and rejoin the Main Line at either Riverhead or Calverton. From 1905 to 1928, Wading River was also the site of an LIRR demonstration farm. The other one was e of Medford station on the Main Line.

The grade crossing with New York Avenue in Huntington was eliminated in 1909 as that road was lowered below course.^{[38] : 53} In 1910 and 1911 work was undertaken to reduce grades and eliminate sharp curves along the line betwixt Syosset and Huntington. The projection eliminated course crossings, shortened the line by iii,300 feet (1.0 km), and provided two meg yards of excavated material that could exist used for the reconstruction of Jamaica station.^{[39] : 21–22} In 1911, the line'due south 2d runway was extended from Hicksville to Cold Spring.^{[40] : 22} In 1985, the second track was extended from but east of Syosset to but west of Huntington to alleviate a single-track clogging.

The line east of Port Jefferson was abandoned in 1938. The right-of-way is now endemic by the Long Island Power Authority and used for ability lines, and an additional parallel rail trail for bicycling, running, and walking is existence congenital out, though every bit of August 2021 information technology was not yet officially open. Expected completion is in the fall of 2021.^[41] The Port Jefferson Branch was electrified from Mineola to Huntington Station in 1970. The former Northport Branch was abandoned in 1985, and the Kings Park Psychiatric Center spur (come across below) was abandoned in 1988.

Kings Park Psychiatric Centre Spur [edit]

The sometime crossing of the Kings Park Psychiatric Center spur with NY 25A, now the showtime of the Kings Park Hike and Bike Trail,

Kings Park Psychiatric run-off likewise known as KPPC is an abased spur off the Port Jefferson Co-operative for the Kings Park Psychiatric Eye. This spur started only west of Kings Park station, ran north of the station house, crossed Indian Caput Road (Suffolk CR 14) so curved north to cross New York State Route 25A, where information technology ran along the western border of the hospital holding, and ended at the Infirmary's coal power plant.

This spur was first used in 1896 for coal and passenger use on Sundays.^{[38] : 78} The route was the second largest spur in the Long Island Rail Road organization when it was first completed. The road came to an end during the late 1980s.^[42] Nowadays, this abandoned road is a Correct-of-manner for biking and is open to the public today. As well, today, only minor fragments of rail remain as it about of information technology was removed during the demise of the complex.^[43]

On a minor notation, electrification reached from Mineola to Hicksville & Huntington in 1970. For fifteen years from Amott Interlocking eastward of Syosset Station to west of Huntington it was single-tracked. In 1985, the LIRR constructed a 2d electrified track in that surface area to avoid the single track bottle neck, this included Cold Spring Harbor adding a second platform.

Electrification [edit]

In 1970, electrification was extended from Mineola to Huntington, the eastern limit of electrification on the co-operative. 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 function considering the Main Line's central location in Suffolk Canton would benefit a larger number of people.

In December 1983, the LIRR announced that information technology was taking steps in the electrification of the branch, with the first step existence the add-on of a 2nd electrified track between Huntington and Syosset. The second built along the south side of the existing runway.^[44] The second track was expected to be open in 1986. In August 1983, Long Island Lighting Company started relocating its power line forth the right-of-way between these points. The following calendar month a contract to ready the site and to construct the roadbed for the rail was awarded for $9.5 1000000. In December 1983, grading and structure piece of work was expected to begin that calendar month, and track installation was scheduled to exist completed by the end of 1985. As function of the project, the 800 feet (240 m) south platform was to be extended to accommodate 12-car trains. The design of the project to Northport was completed, and preliminary designs were expected to exist completed past early 1984.^[45]

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 equally signal and m upgrades near Penn Station. Financial constraints acted as another obstacle to electrification to Northport.^[46] McIver likewise did not desire 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 one time. 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. Considering electrification has non occurred, these 12-car platforms are unique in the LIRR'southward diesel territory; the high-level platforms along the Montauk, Greenport and Oyster Bay diesel branches are all much shorter. Piece of work to install centralized traffic command betwixt Smithtown and Port Jefferson started in fall 1974 and was completed in March 1975. This projection was intended to better safety and to increase railroad train speed. The change allowed trains to run in more than one management at a time in single-track territory with the use of passing sidings.^[47]

On June 9, 1986, the double-tracking of the line between Syosset and Huntington was completed, and 7 boosted trains were added to the schedule.^[48] The 2d rail speeded some trips by up to 15 minutes. The $41 one thousand thousand projection started in September 1983 and included the widening of bridges at West Rogues Path and Woodbury Road.^[49]

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 simply almost all the positive aspects of electrification with this proposal."^[l] The LIRR'due south 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.^[51]

Proposed electrification extension [edit]

In 2015, multiple parties renewed calls for electrification of the branch. The LIRR estimated that electrification would cost up to $18 million per rails mile, so electrification of the 23 miles from Huntington to Port Jefferson could cost approximately $414 million.^{[52] [53] [54]} In its twenty-Year Needs Assessment, the agency lists electrification eastward as a long-term goal.^[55]

In September 2018, LIRR President Phillip Eng said the LIRR is still exploring the possibility of electrifying the remaining section of runway betwixt Huntington and Port Jefferson.^[56]

Grade crossing eliminations [edit]

The Port Jefferson Branch has also been known to take the most hazardous grade crossings in the country. On April 28, 1998, a span over Herricks Route opened, replacing a course crossing which was once "labeled the most chancy in the U.s. past the National Transportation Safety Board." The grade-crossing elimination project was initiated later an incident on March 14, 1982, when a van with ten teenagers got struck at the four-lane wide rail crossing with the crossing gates down, killing 9 of them. The projection took v years and price $85 million. Work continued for a yr to widen the overpass to allow for a futurity third track.^[57]

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 in 2008, the four-lane wide Roslyn Road in Mineola was eliminated in the same fashion. Several chancy crossings nevertheless exist w of Huntington, such as Robbins Lane and Jackson Artery in Syosset. East of Huntington, Park Avenue in Huntington and Main Street in Port Jefferson are considered quite hazardous.

The Third Track project is expected to shut seven remaining grade crossings on the Main Line, namely those in Westbury, Mineola, and New Hyde Park.^{[58] [59]} The first two crossings that underwent emptying would be Urban Avenue in Westbury and Covert Avenue in New Hyde Park. Structure to eliminate began from February–Apr 2019 with the closures of both roads. On the weekend of July 20–21, 2019, the trestle that will carry the three tracks was installed at Urban Avenue. Later on construction of retaining walls, pedestrian walkway, and the repaving of the road, Urban Avenue was officially reopened on September 5, 2019. Covert Avenue underwent the installation of a three-track trestle on the weekend of August 24–25 and reopened on October twelfth, 2019. New Hyde Park underwent the installation of a three-track trestle on the weekend of July 11–12, 2020, and reopened in August 2020. Past mid-2021, Main Street in Mineola, the pedestrian crossing at Mineola's station, and twelfth Street in New Hyde Park will be permanently closed to pedestrian and vehicular traffic, while Willis Avenue in Mineola and School Street in Westbury volition receive trestles, with the roads crossing underneath. From May 2020 to Nov 2020, School Street underwent emptying and reopened less than two years after a violent accident involving a selection-up and two trains. On October 24, 2020, New Hyde Park officially was grade-separated when 12th Street was closed permanently. As of tardily 2020, the only form crossings in betwixt Hicksville and Floral Park are located in Mineola. In Nov 2020, Willis Avenue's elimination project began that will see both its Main Line and Oyster Bay Branch crossings eliminated with the road going underneath the tracks. Main Street and the pedestrian crossing will be removed shortly later on. After the 3rd Rails Project is completed at that place will exist no grade crossings from Hicksville Westward, noise from horns volition be reduced to the benefit of residents along the tracks, and carbon emissions from idling vehicles volition exist eliminated. The elimination and reopening of Willis Avenue on September 3, 2021 officially marked the completion of the course crossing emptying attribute of the Third Track Project, and the branch existence fully class-separated westward of Hicksville.

Stations [edit]

West of New Hyde Park, trips go on to end at Penn Station, Hunterspoint Artery, Atlantic Last, or Jamaica.^[lx] Stations east of Port Jefferson on the sometime Wading River Branch were abandoned on October 3, 1938.

Zone[61]	Location	Station	Miles (km) from NYP[62]	Appointment opened	Date closed	Connections / notes
four	New Hyde Park	New Hyde Park	sixteen.2 (26.i)	c. 1837		Nassau Inter-County Express: n24, n25 Originally named Hyde Park
	Garden City Park	Merillon Avenue	17.3 (27.eight)	1837		Originally named Clowesville, so Garden Metropolis
	Mineola	Mineola	eighteen.6 (29.9)	1837[63]		Long Island Runway Road: Ronkonkoma, Montauk, Oyster Bay branches Nassau Inter-County Express: n22, n22X, n23, n24, n40, n41 Originally named Hempstead, then Branch or Hempstead Branch
vii	Carle Identify	Carle Place	20.4 (32.8)	1842[64]		Nassau Inter-Canton Limited: n22 Originally named Carll Place
	Westbury	Westbury	21.four (34.4)	1837[63]		Nassau Inter-County Express: n22, n35
	New Cassel	New Cassel		1875	1876
	Hicksville	Hicksville	24.8 (39.9)	1837[63]		Long Island Rail Road: Ronkonkoma Branch Nassau Inter-Canton Express: n20H, n22, n24, n48, n49, n78, n79, n80
	Syosset
		Landia		1952	1973
		Syosset	29.1 (46.8)	1854
		Woodbury		1875	c. 1901	Replaced by Cold Spring Harbor
9	West Hills	Cold Jump Harbor	31.nine (51.3)	c. 1901
	Huntington Station	Huntington	34.7 (55.8)	1868		Suffolk County Transit: S1 Terminus of electrification
	Greenlawn	Greenlawn	37.4 (60.2)	c. 1868		Huntington Area Rapid Transit: H30 Originally named Centreport
	East Northport	Northport	39.6 (63.seven)	1873		Suffolk County Transit: S41 Huntington Expanse Rapid Transit: H40 Originally named New Northport, then Northport East
10	Kings Park	Kings Park	43.iv (69.eight)	1872		Suffolk County Transit: S56 Originally named St. Johnsland
	Smithtown	Smithtown	47.1 (75.8)	1872		Suffolk Canton Transit: S45, S56, S58
	St. James	St. James	49.nine (lxxx.3)	1873
		Flowerfield		1910	1958
	Stony Brook	Stony Brook	53.1 (85.5)	1873		Suffolk Canton Transit: 3D, S60, S69, S76 SBU Transit: Outer Loop, Railroad Routes ane, Railroad Route 2
	East Setauket	Setauket		1873	c. 1980
	Port Jefferson Station	Port Jefferson	57.5 (92.5)	January 13, 1873[65]		Suffolk County Transit: S60, S61, S62, S69, S76 Port Jefferson Double-decker
	Miller Place	Miller Place	60.5 (97.4)	1898	1938
	Rocky Signal	Rocky Signal	64.4 (103.6)	June 27, 1895[66] [67]	1938	Freight house all the same exists every bit a lumber yard
	Shoreham	Shoreham	65.7 (105.6)	1900	1938
	Wading River	Wading River	68.7 (110.6)	June 27, 1895[66] [67]	1938

Bibliography [edit]

• Allen, W.F. (1895). Travelers' Official Railway Guide for the United States, Canada and Mexico Containing Railway Time Schedules, Connections and Distances. New York, New York: The National Railway Publication Company. Retrieved April 2, 2021.

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39. ^ The Long Island Railroad Xx-Ninth Annual Report For The Yr Ending Dec 31st, 1910. Long Island Railroad Visitor. 1911.
40. ^ The Long Isle Railroad Thirtieth Annual Report For The Twelvemonth Catastrophe December 31st, 1911. Long Island Railroad Visitor. 1912.
41. ^ Anker, Sarah (July 29, 2021). "North Shore Rail Trail Update July 2021". Suffolk Canton Legislature. Retrieved August 2, 2021.
42. ^ Mileposts 43-44 Kings Park (Bob Emery Map; September 1957; TrainsAreFun.com)
43. ^ Kings Park State Hospital Spur (Train Web)
44. ^ "Letters to the Long Island Editor; L.I.R.R.'s Plans For Electrification". The New York Times. September 2, 1984. ISSN 0362-4331. Retrieved February 27, 2019.
45. ^ Goldman, Ari Fifty. (Dec 4, 1983). "Amount of 50.I.R.R. Fare Ascent Weighed". The New York Times. ISSN 0362-4331. Retrieved Feb 27, 2019.
46. ^ McQuiston, John T. (November 24, 1985). "Pulling the Plug on Electrification". The New York Times. ISSN 0362-4331. Retrieved January 5, 2016.
47. ^ Stadler, Derek (August xvi, 2016). ""Port Jefferson Blues": The Smithtown Commuter Saga". Derek Stadler . Retrieved May 6, 2018.
48. ^ "Port Jefferson Co-operative Timetable Effective June 9, 1986". Flickr. Long Isle Rails Route. February 27, 2019. Retrieved February 27, 2019.
49. ^ "LIRR adds vii new trains Mon". New York Daily News. June 5, 1986. p. 340. Retrieved February 27, 2019.
50. ^ McQuiston, John T. (February 23, 1986). "Fifty.I.R.R. Electrification: New Plans, New Delays". The New York Times. ISSN 0362-4331. Retrieved January 5, 2016.
51. ^ Lambert, Bruce (May 31, 1997). "The 4:49 to Port Jefferson: A Spoardic Promise of Modernity". The New York Times. ISSN 0362-4331. Retrieved January 5, 2016.
52. ^ Castillo, Alfonoso A. (February 15, 2015). "Port Jefferson backs electrification of LIRR line". Newsday. Retrieved January half dozen, 2016.
53. ^ Schwartz, David Thou.; Make, Rick (March four, 2015). "Suffolk planning panel calls for LIRR electrification". Newsday. Retrieved January six, 2016.
54. ^ Murdocco, Rich (March 9, 2015). "Now Is Not the Fourth dimension to Electrify More than LIRR Tracks". Long Island Press . Retrieved May 3, 2015.
55. ^ "MTA 2015-2034 20-Year Uppercase Needs Assessment" (PDF). mta.info. Metropolitan Transportation Authority. p. 70. Retrieved January 5, 2016.
56. ^ Castillo, Alfonoso A. (September 26, 2018). "LIRR to power up a seldom-used rail link to convalesce service disruptions". Newsday. Retrieved September 26, 2018.
57. ^ Draffen, Duayne (April 28, 1998). "16 Years After Death of nine Teen-Agers, Track Bridge Opens". The New York Times. ISSN 0362-4331. Retrieved May 8, 2015.
58. ^ "Long Island's & NYC's News Source - Newsday". Newsday . Retrieved April 21, 2019.
59. ^ "Governor Cuomo Announces Groundbreaking of Historic Long Island Track Road Third Track". Governor Andrew Chiliad. Cuomo. September 5, 2018. Retrieved Apr 21, 2019.
60. ^ LIRR Port Jefferson Branch timetable
61. ^ "New Fares — Effective April 21, 2019". Metropolitan Transportation Authorisation. Retrieved April 27, 2020.
62. ^ Station pages linked from MTA LIRR - Stations, accessed April 24, 2020.
63. ^ ^{a b c} Brooklyn Advocate, Long Isle Rail Road, February 1837
64. ^ "Long Island Railroad Company". Brooklyn Daily Eagle. Brooklyn, NY. May 28, 1842. p. 3.
65. ^ "Port Jefferson". The Brooklyn Daily Hawkeye. January xiii, 1873. p. 4. Retrieved April 2, 2021 – via Newspapers.com.
66. ^ ^{a b} "Wading River Branch Inspected". The Brooklyn Daily Eagle. May 25, 1895. p. 7. Retrieved April two, 2021 – via Newspapers.com.
67. ^ ^{a b} Allen 1895, p. 236.

External links [edit]

Road map:

KML is not from Wikidata

• NYCSubway.org Port Jefferson Line
• Wading River Branch (Arrt's Arrchives)
• Port Jefferson Co-operative (The LIRR Today)

amiesefors1950.blogspot.com

Source: https://en.wikipedia.org/wiki/Port_Jefferson_Branch

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