What The Port Jefferson Branch Timetable Could Look Like

For today’s post, we’ll take a look at the Port Jefferson Branch. Before I begin, it’s important I note that for the purposes of this post, the term “Port Jefferson Branch” will refer to the stations east of Syosset all the way to Port Jefferson. Stations west of Syosset will be covered in the huge Mainline timetable. However, I've included stations Floral Park thru Hicksville for the convenience of making/reading the timetable and for intra-island travel. Elmont has also been included for travel to the stadium. Unlike today’s timetable, this timetable specifically covers service for stations east of Syosset, making it less long and much easier to read by Port Jefferson Branch customers, then it’s difficult-to-read counterpart. I have decided to include stations Westbury-New Hyde Park for ease of planning and inter-island travel.

The Port Jefferson Branch is the first real branch that has to deal with significant capacity constraints, ones that extremely de-simplify constructing service patterns because of the lack of train storage at Huntington. For every westbound out of Huntington in the morning, and vice versa in the evening, you must either have to run a reverse-peak train or deadhead equipment, something that's very costly for the LIRR since they have to deadhead various equipment trains from various yards such as Hillside and West Side Yard in order to restock the “pocket tracks” in Huntington.

Therefore, there are some pretty rough gaps in service, especially during the peak-of-the-peak. I tried to provide the most service during the beginning and the end of rush hours, as this is when it’s easiest to deadhead equipment to/from Huntington to restock. I still provided decent service however throughout the rush hour, averaging trains out of Huntington every 10-15 minutes during the busier periods. I tried to provide more express service, with local trains west of Hicksville covering the more inner-zone stops in a later post about the Main Line itself.

In the 1970s, the branch was electrified as far as Huntington, and in 1985, it was single tracked to Huntington.

Nowadays, the Port Jefferson Branch is half-finished, half-assed branch that can barely support itself during rush hours. Capacity is very limited on the branch due to not only relatively limited Main Line capacity (at least it's much, much, much better after Third Track Project), but the very limited capacity at Huntington. Obviously, Huntington is no proper terminal for electric trains, and it wasn't ever even supposed to be built as a terminal, (let alone for the second busiest branch) in the first place. 

Therefore, during rush hours, I decided it wasn't the greatest idea to place the most stress on Huntington to have it provide almost all the rush hour services along the entire Main Line, therefore, I placed larger emphasis on smaller, more western terminals such as Hicksville to carry the local stops during these busy times.

The Port Jefferson Branch sees pretty good ridership from Huntington, Cold Spring Harbor, and Syosset, and while diesel territory does pretty well too, like as discussed in the Montauk Branch post, many people still just drive down to the Ronkonkoma Branch and take trains from there for better service. I think my improving service to the best of my ability on these branches, we can help to even things a tad bit out.

Included in the linked PDF file below is full sample weekday and weekend Port Jefferson Branch Timetable. Peak, off-peak, extra, and special event trains are all included. Note that this is a new and improved timetable design. The timetables have yet to include deadhead/non-revenue moves, which will be planned out using AI to align with crew and equipment moves and will be written down on paper. They’ll be included on a separate page in the attached PDF. I tried to mostly minimize deadheading as it’s essentially wasted time, crew, and equipment hours but in some cases it’s unavoidable to make the most out of the resources available.

As always, before we can dive into the actual excel timetables, let’s quickly go over Key Assumptions and Service Guidelines:

Key Assumptions:

• There aren’t really any Key Assumptions.

Service Guidelines:

• During rush hours, service to/from both Huntington and Port Jefferson generally emulates current levels, mainly with additional trains added in to help with capacity and to provide more service to where it’s needed.
• Of the 9 diesel trains from Port Jefferson, 1 terminates at Huntington earlier in the rush hour, 3 go to Hunterspoint Av, 4 go to Long Island City, and the final two go to Penn Station. 
• During the morning rush hour, service towards Huntington is concentrated towards the beginning and end of the rush hours, when it’s easiest to run equipment in the reverse-peak direction out in order to represent westbound runs.
• During the evening rush hour, service into Port Jefferson is structured very similar to how it is today, with two dual-modes, with trains into Port Jefferson roughly every 30-40 minutes, with service trailing off towards the end as equipment becomes more sparse.
• The same can be said for Huntington, which will see roughly the same amount of trains and structure as current levels, with more express trains added in and more service during the peak-of-the-peak.
• During the weekday and weekend off-peak period, service is provided every 90 minutes to/from Port Jefferson. Most of these trains terminate at Hicksville with a handful only going as far as Huntington. 
• Huntington is served twice an hour by electric trains to/from Penn Station (continuing the LIRR’s new practice of providing half-hourly service to/from Penn Station on the 3 main electric branches). These trains make a variety of different stops, with some picking up stops west of Floral Park, others skipping those stops entirely, some running on a skip-stop schedule by skipping Carle Place and Merllion Avenue (just depends on the time). 
• During the busiest travel periods on weekends, I provided extra train service out of/into Port Jefferson to complement the scoots to Hicksville. 
• During the late night hours, service has been enhanced to include additional late-night trains into and out of Huntington & Port Jefferson.

Link to Port Jefferson Branch Timetable

The Port Jefferson Branch (specifically the west of Huntington portion) is a very difficult branch to provide adequate service on, as Huntington isn’t a proper terminal and it can't handle the growing ridership demands on this heavily-used branch. Trying to sustain reasonable service levels, especially during the peak periods was quite a challenge considering the limited amount of space to turn trains, so, in some cases, I had to attempt to combine trains (ex. I had a Port Jefferson train make the added stops of Cold Spring Harbor and Syosset in order to provide service from those stations to HPA). 

I built these timetables with the goal of load balancing. There are certain rush hour trains on the branch that are overcrowded, and I tried to add additional trains in to supplement those, with many of those trains running to alternate terminals (HPA or ATL), not only helping even the loads but also providing direct one-seat rides back to those places. I also tried to provide more express service to/from Huntington during the busiest periods to take stress of the local trains. I also tried to minimize large gaps in service, especially east of Huntington. There’s a long 30-min gap during the rush hour between trains 617 (the 6:40am out of Port Jefferson) and 619 (the 7:10am out of Port Jefferson), and I was able to minimize that by adding a new train in departing at 6:57am.

Another aspect of the timetable that got an upgrade was reverse-peak service. While reverse-peak service got a huge upgrade after the third track, I still feel like reverse-peak service is under thought and underserved, especially considering they deadhead so many sets to Huntington in the morning. I tried when possible to provide robust reverse-peak service, by instead of deadheading all these runs I at least tried to run them in revenue service, providing express service to certain stations. I think I did a decent job of better utilizing the limited infrastructure. The Port Jefferson section was more difficult to fix considering lack of passing sidings, but I tried my best to improve service, especially in the westbound direction on Fridays with students coming home from Stony Brook University, along with people heading in for concerts, which can see the last reverse-peak train out of Port Jefferson, crushloaded due to it running with only 3 cars and it being the last train before the 3 hour gap. I also was able to close that afternoon westbound obnoxious gap as well.

One thing you'll notice with some of the midday Port Jefferson Branch trains is that many of them run to Hicksville. One of the many problems with the Port Jefferson Branch is the obnoxious transfer at Huntington. Not only is it slow, but it's just very painful. Hicksville is much better configured to handle transfers, and the even better thing is, I can have these trains connect with Ronkonkoma trains, providing an even faster ride. While I can't eliminate the capacity issues at Huntington, I can at least annihilate that annoying transfer!

Another thing you'll notice, but will be discussed much more in the Main Line timetable, is that many of the off-peak Huntington trains that typically would run "express" skipping Merllion Avenue and Carle Place no longer do so. Especially during the morning hours, on weekends, when they run express service skipping these poor stations without even saving any time! I don't get the point of that, as your literally just denying them a train when it could easily stop there and still get to it's next stop on time. Therefore, express service has only been provided during hours where there isn't supplemental service west of Hicksville by locals starting out of Hicksville.

Similarly to what was done on the Montauk Branch, on weekends, during the busier travel periods, I provided two additional trains per direction, with the first one being a dual-mode train to Penn Station, and the second one going to Jamaica. I had the dual-mode train make stops at Huntington, Cold Spring Harbor, Syosset, Hicksville, Westbury, Mineola, and New Hyde Park to augment service there. I think this will go a long way in providing better service and reducing crowding at the Main Line stations. I think these trains are well-timed to encourage off-peak travel, a growing trend on the Long Island Railroad!

You'll notice, however, that Huntington is one of the only electric terminals that doesn't recieve any extra service during weekend mornings or afternoons. I did this because I didn’t want to have to have to run any more equipment out there nor turn any more trains, so instead I will run extra trains from Hicksville, to supplement service on the Main Line, and customers at Cold Spring Harbor and Syosset can take advantage of the two additional thru Port Jefferson trains which all stop there.

To be honest, there isn't that much to say about the Port Jefferson Branch timetable. It was difficult because I had to try to provide as much service as I possibly could out of Huntington, and therefore I had to deadhead a lot of equipment. 

Similar to what is the case with the other branches, this timetable is too numerous to cover all the little oddities, but I'm very happy to and would love to answer any questions you may have. I will also happily take any suggestions, especially if your a commuter on the branch yourself. Next time, we'll take a look at the huge Main Line timetable, then take a look at the equally large Babylon Branch timetable, before wrapping up the regular branches with the South and North Fork timetables.

View an index of all other sample timetables, the post about those timetables, and revision history, right here.

Possible Reactivation of the Wading River Branch?

If you know the Port Jefferson Branch, then, chances are you know that it ends in Port Jefferson. But, did you know it actually originally ran to Wading River? Yes, you heard that correctly, originally Port Jefferson was an intermediate point along a very little-used branch line along the North Shore into Wading River. 

The branch originally opened in 1893 as a short 10-mile extension of the "North Shore Branch" to Wading River, with intermediate stops in Miller Place, Rocky Point, and Shoreham. It was originally supposed to eventually continue and rejoin the Main Line at either Riverhead or Calverton, but eventually closed in 1938 instead due to a hurricane and ridership dropped off significantly after it.

Map of the old Wading River Branch

Rocky Point station (Photo: Trains Are Fun)

I believe that once the LIRR eventually electrifies out to Port Jefferson, they should study reopening the line back out to Wading River. It would require them to pretty much rebuild the line from scratch, as all of the tracks are gone, but most of the right-of-way had been sold to LIPA (Long Island Power Authority) to run their powerlines so they could in theory reopen it.  There's also a rail trail there but they could restore a two-track line while keeping the bikepath.

The line would continue to have intermediate stations in Shoreham, Rocky Point, and Miller Place, along with an added stop in Mount Sinai.  I firmly believe an added station in Mount Sinai would be worthwhile, as Mount Sinai has pretty much the same population as Miller Place does, and I see a lot of intra-island/reverse-peak service opportunities as there's quite a bit of medical employment centers out in this area. In fact, I wrote the first part of this post while at my annual eye-doctor appointment in Miller Place! The area has grown quite a bit since when it was abandoned and many believe it could definitely support rail service again.

Miller Place Station (Photo: Trains Are Fun)

If they were to reopen the line, I think a 2-car shuttle (like they do currently on the Greenport line) every hour or so between Wading River and Port Jeff would be sufficient. It takes about 20 minutes for a train to complete the trip and since the line is so short that if they double-tracked, delays would be infrequent so they could probably only need two sets to run hourly-off-peak service with maybe some thru-service to Hicksville, Jamaica, and Hunterspoint Ave during peak times.

And, I've had this odd dream that seams to have taken place 20-25 years from now when C3s have been replaced and Alstom multilevels are the norm in which I'm on a train, headed towards Wading River, at around 8am and I'm travelling on a C3. I think once the LIRR gets the new equipment, instead of retiring the C3s they could run a couple sets of them on this line to live out the last couple of years before real retirement. This would save the newer equipment for the busy Montauk Branch and for the East of Ronkonkoma and Oyster Bay lines and would allow the C3s to run a very easy short slow branch line before full retirement.

Wading River station

In conclusion, while I doubt the Wading River Branch will ever see the light of day again, at least not any time, now you know it did exist, and that they could possibly study it to bring it back one day.

Could More Dual Modes Be A Suitable Substitute For Electrification?

In today's post, I'm going to build on yesterday's post about the Crippling State of the LIRR's Diesel Fleet, by talking more about the future of the LIRR's current diesel fleet.

In the LIRR's most recent 20-year needs assessment (which will soon be getting a post of it's own), the LIRR didn't mention anything about electrification out to Port Jefferson or Patchogue, hinting this is not coming in the next 10 or so years. They did say that they'd analyze it in the 2025-2029 capital program, suggesting it's coming.

While it wasn't mentioned in the 20-year needs assessment, the LIRR once again, for like the third capital program, did mention possible future electrification of the Main Line to Yaphank, along with capacity improvements on the Port Jefferson and Montauk branches. It seams, at least for now, that given the order of up to 66 new locomotives, they're going down the dual-mode route. Even if they weren't to electrify the Main Line to Yaphank, 66 new locomotives would be more than enough equipment to cover service on the Port Jefferson Branch, Montauk Branch, Oyster Bay Branch, and Main Line east of Ronkonkoma. They may also have enough equipment to use it as a supplement to MUs on busy trains on other electrified lines, such as an 8-car MLV set covering a busy westbound Babylon Branch train in the morning, for example.

I believe the LIRR made the right choice with replacement of it's diesel fleet. They bought enough of them to provide a comfortable level of service, where they don't have to worry about not having enough equipment, something they constantly have to deal with now, and they have a little "wiggle room" to expand. I mean, look, it's better to have extra diesels around, which could be used to supplement electric trains during events, or provide emergency service during after major catastrophes (think Long Beach after Hurricane Sandy), then to have too few when electrification projects fall through. 

I'd much rather have a couple of extras lying around, which I guarantee you they can somehow find a way to use, and even if they can't they can always lease them. Some have voice concerns about ordering too many, and then it would "come back to bite them" if they do manage to finish any electrification projects during that timeframe. To me, this is very shortsighted as given the MTA's current track record of getting things done, they typically set a release date and it typically goes over that, sometimes by even a third or half. If they are planning to electrify, then they'll have 25 years before these new locomotives are due for replacement, to finish the job. 

At this point, I think the LIRR should focus on improving service with the current fleet they've got and is getting. While electrification has and probably always will be the ideal option, as it allows for the lowest operating costs, direct service to all terminals, I believe if they truly make the best possible use out of the diesel equipment they have, then they could provide a level of service comparable to the average electric line.  Look at Metro-North, for example, which provides hourly dual-mode service to/from Poughkeepsie (besides the last train of the night from Croton-Harmon.) Those trains are constantly the most popular in the entire system, and are even more travelled than the electric trains are. If the LIRR were to adopt a similar system, they could possibly be even more successful.

I believe the main reason diesel service is so unattractive is because of the gaps. Frequencies are generally fine right now, and if they were to electrify to Patchogue and Port Jefferson, or provide dual-mode service, then they could probably provide hourly service to Port Jefferson and service every 30 minutes to Patchogue. While I believe hourly service is enough for my home section of the Montauk Branch west of Patchogue, if they were to electrify, they'd probably have to provide 30 minutes as a compensation for taking land. Plus they love to spoil this area anyway, so if there gonna electrify, you might as well let them do it. It would bring a lot to my area to have half-hourly service to points west.

Dual-Mode Fever

The massive order of 66 locomotives is more than enough to provide a baseline of hourly service from Patchogue, Oyster Bay, and Port Jefferson direct into Penn Station during pretty much all hours of the day, along with even better peak service than what is provided today. I'd say the biggest improvements would be on the East End, where they could close some of the largest gaps in service and provide more peak options. Look at Metro-North, which, like I mentioned above, provides a baseline of hourly-service to/from Poughkeepsie; that could represent service levels of Port Jefferson and Patchogue. Meanwhile, Danbury would do a great job representing Speonk and Oyster Bay (with roughly bi-hourly to/from HPA), Waterbury would represent the North Fork (with mainly shuttles to Ronkonkoma, possibly with the added bonus of a thru-train every once in a while), and Wassiac would represent service levels on the South Fork. Not only does Metro-North have considerable success with it's dual-mode operations, but, NJTransit's dual-modes are also doing a pretty good job.

If they are so popular, you may be wondering why the LIRR doesn't provide more dual-mode service now. I mean they have the equipment for it, and the demand, don't they? Well, the main reason they limit it is because they really don't have enough equipment to do so, and now that they'll have more equipment, this issue will finally be resolved.

I think the LIRR's main goal with buying these locomotives is mainly not only to expand their diesel fleet, but also to buy time to stall on electrification. Like I mentioned earlier, electrification should be the ultimate reward for these communities, as it provides a level of service that can't be seen using dual-modes, period, if the LIRR does a "free trial" using the dual-modes for 10-15 years, people of the communities in diesel territory will begin to realize the benefits, and possibly be more open to electrification.

In conclusion, yes, if the LIRR actually steps up and decides to make use of the new dual-mode locomotives to provide much-wanted dual-mode service, then, I strongly believe dual-mode service could supplement electrification, at least for a little while. 

Included below is a poll. Considering it's going to be another 20-25 years or so before these new coming locomotives are replaced, I'd love to know your opinion on how far you think the LIRR will have electrified it's system by the time 2045 rolls around:

online polls

People’s Attempts at Electrifying the LIRR

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. 

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.

Capacity Issues at Huntington

Ah, Huntington, the terminal that shouldn’t be. Huntington has an interesting story, like the rest of its branch does. Originally, Huntington was diesel territory, and it was single tracked and it even went Wading River, but service obviously wasn’t frequent one bit. Eventually, they cut back service to Port Jefferson, and in 1970, they electrified to Huntington, and eventually installed a second track between AMOTT and Huntington interlockings. Originally, they were planning on electrifying to Port Jefferson in the 80s, and they even converted the platforms to high-level in anticipation however due to little funding, they ended up ending in Huntington.

Therefore, what we have left is a branch that is unfinished, and Huntington was never properly built up as a terminal, because they were planning on having everything in Port Jefferson but money ran out.

What we have left to deal with is a half-built terminal that barely supports itself. Unlike Ronkonkoma and Babylon, there’s no yard, and if this was a smaller terminal like Far Rockaway or West Hempstead, this wouldn’t be much of an issue, but because this is the head of one of the largest branches, it’s a huge problem. All we got is 2 sidings, and even them can’t support much.

The storage facilities at Huntington mostly consist of the North Side Track which can hold one train and a diesel set; and the South Side Track which can hold maybe 2 trains and maybe a smaller one if you pack them in.

Now, you may think solving the issue just requires deadheading a bunch of trains to and from Huntington and turn them there, however, you must remember that even with the Third Track, there’s still loads of capacity constraints, and even with the trains you can deadhead, it’s still very very costly.

This easily results in crippling capacity in Huntington. While Ronkonkoma & Babylon have to deadhead trains all the time, Huntington barely has enough revenue trains already. On average, 20,000 weekday riders rely on the 3 electrified stations on the Port Jefferson Branch, and that doesn’t count the hundreds more that rely on Hicksville, Westbury, Carle Place, Mineola, Merillon Avenue, and New Hyde Park. On a normal day, the yard empties remarkably quickly in the morning and fills up quite quickly in the afternoon, therefore, they have to run these costly deadhead trains. It’s extremely costly, all but a couple of trains that originated in Huntington must scurry back and forth from places like Jamaica, West Side Yard, and Hillside Facility. This requires extra crew and equipment hours, as it takes much longer to deadhead a train to/from Huntington then to just lay it up in the yard.

I think since it’s Christmas time, I’ll unveil the very special project I’ve been working on the last couple of months for those of you who are listening. I am currently working on a project that mainly consists of rewriting a completely new set of timetables for the Long Island Rail Road’s various branches that fix many of the problems that have been associated with East Side Access, or have been there before. I haven’t gotten to the Port Jefferson Branch yet, in fact, I’m currently working on the smaller branches to hopefully reduce crowding on branches like the Port Jefferson. An issue that will occur with the Port Jefferson Branch that cannot be fixed easily is that these Huntington deadheads will take up a lot of the precious reverse-peak slots, therefore, Ronkonkoma reverse-peak service will suffer.

The one thing that can help this is more storage space for MU sets at Huntington. However, it all boils down to the fact that there’s not enough money nor enough willpower to get it done. They could possibly extend the South Side Track and Electrification to Dunlap Road to fit another couple of sets, which would help, but that’s difficult, expensive, and these days that could take ages.

The other and (much more feasible) alternative is to extend electrification to someplace else on the branch and build a yard there. There have been talks about extending to Northport every now and then, but there is a perfectly good yard in Port Jefferson, and with that would come multiple problems magically fixed. By extending electrification to Port Jefferson, you’d be able to free up more diesel sets, and people east of Huntington would finally get their long awaited electric service into New York. In fact, the side tracks at Huntington could be used to short-turn additional trains like at Farmingdale, Great Neck, and Massapequa therefore giving E. of Huntington riders more express service like before.

It’s unfortunate that very few people know just how bad the Huntington issue really is, but the LIRR has bought some land in Port Jefferson, and people’s conclusions suggest they are trying to build additional yard space there in preparation for electrification. Hopefully, the Huntington issue will be of the past soon and this branch will finally function like the other big ones.