Recently, more and more articles have been surfacing about electrifying the rest of the LIRR, including some that call for “catenary power” being used on it, similarly to the New Haven Line.
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| Photo: Larry Penner |
In the 2020-2024 Capital Program, funding was secured for the electrification of the Central Branch, which while I definitely wouldn't pick as it's main goal is only to provide "flexibility" during the very rare service disruption which has Ronkonkoma trains reverse and go via the Central Branch..... and while I wouldn't pick it, at least their bringing back the idea of electrification, and hopefully this would be the first of multiple electrification projects.
One newsday article suggests that studies show that by electrifying, the LIRR could save 19 minutes between Penn and Port Jefferson, and 20 minutes between Penn and Oyster Bay. While this would be amazing if it was true, it’s questionable and I have doubt that is true because on the Oyster Bay Branch, the sharp curves limit the speed down significantly for most of the branch, therefore trains “slither” down it and even with MUs it’s not like it would matter much as the acceleration wouldn’t be able to kick in.
Just unrealistic…
The study specifically suggested using catenary, which would be cheaper, and would be similar to what is used on Metro-North’s New Haven Line. However, as MTA officials pointed out, it would be costly to buy new fleet that can handle the catenary and to pay for maintenance costs. Speaking of costs, the study suggested electrifying the entire LIRR, from up the Oyster Bay Branch, to the eastern tip of Long Island in Montauk would cost the LIRR a grand $11.9 to 12.9 billion, and thats not including the costs associated with buying new cars that can handle the catenary, and if they were to use the M8s, the cars used on MNR and can switch between catenary and third rail would cost about $5.4 million. The study suggested that 300 to 400 cars would be needed, estimating for a grand cost of 2,000,000,000 for all 400 cars.
The chairman of the LIRR commuter council called this study “just unrealistic” stating that while it “seams fine in theory” the size, scale, and scope of it is just not feasible. And to be honest, this is understandable considering how much it would cost. The North Shore or the East End?
Debates have gone on about whether to prioritize electrification the North Shore to Port Jefferson, or to prioritize electrification to East Yaphank, which will be the site of a new station near Brookhaven National Lab. In my opinion, electrification to Port Jefferson would be the easily most logical first choice and make the most sense as it would finally bring electrification to communities that have long requested it, there’s a yard in Port Jeff already, and it would bring the most benefits there. Electrification to Patchogue along my home segment would make the second most sense as this is the most well-travelled portion of the line. However, some issues arise in terms of storage space as there’s very limited space to store trains and it would be difficult to tear up land out there for a yard given the close proximity to houses in the area.
While many believe electrification to Yaphank should be studied, I personally believe it makes a ton more sense to electrify to Riverhead. Riverhead is the most logical end-point in my opinion as it’s the cut-off line where population really starts to get down to rural levels, and the town of Riverhead as quite a bit to offer with the courthouse and the Tanger outlets. They could build possible infill stations in Camp Upton, Calverton, and Holtsville to provide a pretty good hourly-service out there.
I personally think Oyster Bay is less of a priority then Port Jefferson, Patchogue, and Riverhead because the line is so slow anyway, and unless they were to sharpen out those curves then it really isn't going to make too much of a difference either way.
A poll done by Newsday back in 2017 found that 70 percent of Long islanders would like to see electrification to Port Jefferson, Patchogue, and Riverhead and that 7 out of 10 respondents were either “in favor” or “somewhat in favor” of the proposal.
“Rip the band-aid off”
I will be talking about electrification much, much more in upcoming posts, but in conclusion, I personally think Port Jefferson easily makes the most sense as unlike the other too, it already has a yard, has the most ridership potential, would benefit the most from time savings as it’s marginally slower then the Montauk and Ronkonkoma branches are and has the most support. While many suggest looking into dual-modes and other alternatives, full electrification is the holy grail and nothing else can replace it. Only the best service can be provided through it and it provides the greenest service and the LIRR is going have to look to do the work associated with it in order to provide the most up to date service. The LIRR will just have to rip the band-aid off and get it done no matter if they like it or not.