HomeMy WebLinkAboutTransportation Plan - Rail Transportation Inventory - 1984
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A COMPREHENSIVE TRANSPORTATION PLAN
FOR SUFFOLK COUNTY
RAIL TRANSPORTATION
INVENTORY
1984
PETER F. COHALAN
COUNTY EXECUTIVE
LEE E.' KOPPELMAN
DIRECTOR OF PLANNING
GERALD V. CRONIN
DIRECTOR OF TRANSPORTATION OPERATIONS
The preparation of this report has been financed in part through funds from
the U.S. Department of Transportation, Federal Highway Administration under
the Federal Highway Act of 1956, as amended, and the Urban Mass
Transportation Administration, under the Urban Mass Transportation Act of
1964, as amended. This document is disseminated under the sponsorship of
the Department of Transportation in the interest of information exchange.
The contents of this report reflect the views of the author who is responsible
for the facts and the accuracy of the data presented herein. The contents
do not necessarily reflect the official views or poliCies of the Urban Mass
Transportation Administration, the Federal Highway Administration or the State
of New York. This report does not constitute a standard. specification. or
regulation.
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PREFACE
The Comprehensive Transportation Plan for Suffolk County was
completed in 1978 and consisted of two volumes: Volume I, 1975 Inventory
and Analysis, and Volume II, 1978-1995 Improvement Program. The plan was
prepared by the Suffolk County Department of Transportation under an
agreement with the Tri-State Regional Planning Commission.
Since the release of the plan, Tri-State has been dissolved and the
New York Metropolitan Transportation Council has been formed and is now
the Metropolitan Planning Organization (MPO) for the New York City
metropolitan area which includes Suffolk County. The Suffolk County
Department of Transportation was also abolished and its duties were divided
between the Suffolk County Department of Planning and the Suffolk County
Department of Public Works. This update of the 1975 Inventory and Analysis
Plan has been prepared by the Transportation Division of the Suffolk County
Department of Planning.
The 1984 update consists of highway, rail, air and marine transportation
elements. An update of the transit element and the completion of Phase II
of the transit system development plan proposed in the 1978-1995 Improvement
Program was accomplished under a contract with ATE Management and Service
Company, Inc.
* * * * * * * * * * * *
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This report was prepared and written by John Murray, with inventory
update coordination and editing by Charles F. Nauss, graphics by John T. Wolfe
and typing by Tsiporah Roter and Diane Hummel.
We wish to thank the Suffolk County Departments of Planning, Planning
Division, and Public Works, Traffic Control and Engineering Division, for
their cooperation and assistance in the preparation of this report.
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TABLE OF CONTENTS
Page
INTRODUCTION.... .. .. .. .. .. .... .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. 1
OVERVIEW.. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .... .. .... .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .. .... .. .. .. .. .. .. .. .. .. .. 2
RAI LROAD ROUTES.............................................. 3
PHYSICAL PLANT & EQUIPMENT................................... 5
RAILROAD PARKING LOT PROJECTS................................ 6
PASSENGER OPERATIONS AND SERVICE LEVELS...................... 7
RIDERSHIP GROWTH......................................................................................... 12
PASSENGER FARE STRUCTURE..................................... 15
REVENUES, CAPITAL AND OPERATING COSTS........................ 17
FREIGHT OPERATIONS........................................... 17
HISTORY OF FREIGHT ACCESS.................................... 20
FINANCING AND FUNDING........................................ 25
DEMOGRAPHIC TRENDS........................................... 28
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LIST OF FIGURES
Figure Page
1 Suffolk's Portion of the LIRR Branch Rail Miles........... 4
2 Tota 1 Yearly Passenger Counts............................. 7
3 A Comparison of Ridership to Type of LIRR Service......... 8-
4 LIRR Zone Schedul i ng...................................... 12
5 Rail Ridership/Population & Labor Force Growth............ 14
6 LIRR Fares and Zones...................................... 16
7 NYSOOT Full Freight Access Program........................ 21
8 LIRR Freight - 1965 to 1982............................... 23
9 LIRR Freight Revenue...................................... 24
10 LIRR Freight Volume by Carloads........................... 24
LIST OF TABLES
Table Page
1 LIRR Station Parking Lot Improvement Projects............. 6
2 LIRR Level of Service - Suffolk County.................... 9
3 Distribution of LIRR Freight Traffic - 1980............... 19
LIST OF MAPS
1 Long Island Railroad Operations..................Following 8
APPENDIX A
Westbound Peak AM Ridership......................Following 30
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RAIL TRANSPORTATION
Introduction
As part of this update of the 1975 Suffolk County Comprehensive
Transportation Plan - Inventory and Analysis, the passenger and freight
operations of the Long Island Rail Road have been examined to determine
trends and revisions in service since 1975.
While Long Island, and especially Suffolk County, continues to
increasingly rely on the automobile as the primary mode of transportation,
Nassau-Suffolk Long Island Rail Road ridership has increased 26 percent
since 1974. The bicounty labor force grew by 24% from 1970 to 1980, and
the number of New York City-bound commuters increased from 231,182 to
257,413, a gain of 26,231 or 11.3%. Passenger operations continue to be
oriented to the New York City hub since approximately 80 percent of all
boardings occur during the peak hours and virtually all are journeys to
work in New York City.
Between 1972 and 1982 the Main Line in Suffolk County had the highest
rate of ridership growth followed by the Port Jefferson branch. Both have
been selected for electrification by the Metropolitan Transportation
Authority (MTA). The Montauk branch has had the lowest rate of ridership
increase and therefore, has not been chosen at this time for electrification
extension.
The different analysis periods shown on page fourteen result from the fact
that two different government agencies' statistics have been utilized and
more recent labor force data is not available.
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Freight traffic has declined primarily due to high interest rates
and a concomitant lull in construction and the materials shipment required
by construction. Also, because of inflation, more industries utilize
computerized inventory control, resulting in decreased material storage.
This in turn demands timely freight delivery which, at the present time,
is betten served by the truck industry.
Overview
The Long Island Rail Road (LIRR), a subsidiary of the Metropolitan
Transportation Authority (MTA), is the largest commuter railroad in the
nation in terms of passenger volume. During 1983, ridership exceeded
73 million passengers. The LIRR carries more than 270,000 passengers
on an average weekday. Regionally, 1982 LIRR ridership is 50% greater
than Metro-North, which serves suburbs north of New York City.
In addition to providing the only passenger rail service to Suffolk
County, the LIRR also provides freight service to the county. In 1980,
the Long Island Rail Road carried 37,036 carloads of freight, a decrease
of 39% since 1974. Rail freight traffic was inbound and terminating, and
consisted primarily of building materials, foodstuffs, and paper products.
During 1982, rail freight shipments to and from Suffolk accounted for 8%
of the total freight movement in the county.
The combined passenger and freight operations in 1982 produced $217
million in revenues, but operating costs were more than double that
amount, which resulted in a deficit of $241 million. Extensive improvements,
costing hundreds of millions of dollars, will be made to the physical plant
and equipment of the railroad during the MTA Five Year Capital Program.
So, while ridership has increased, freight volumes have continued to
decline and operating deficits have increased significantly.
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The increase in passengers can be attributed primarily to one factor:
the substantial increase (11.3%) in the number of New York City bound
commuters. Intra-county passenger operations however still do not account
for a significant portion of the ridership, principally because of the
New York City-oriented service that results from zone scheduling which,
in effect, leapfrogs stations in one or more zones further down the line.
Suffolk County residents accounted for nearly 26% of the total daily
peak hour ridership, and 48% (1984) of these riders utilize the electrified
branch lines which extend a total of 9 miles into Suffolk County.
The significance of the LIRR as a mass transit facility within the
county cannot be underestimated. Its routes traverse the major east-west
travel corridors of the county. However, its orientation toward the
New York City-bound commuter, coupled with generally low service levels
throughout most of the county, and unattractive intra-county fares severely
limit its ability to function as a local mass transit facility. A
reevaluation of present operating policies is necessary to achieve the
objective of integrating the railroad to the overall county transportation
network.
Railroad Routes
Suffolk County is the eastern terminus for three major LIRR services:
the Main Line, the Port Jefferson Branch and the Montauk Branch. A minor
branch, the Central, connects Babylon to Bethpage and is used to route
peak period diesel trains. The Main Line traverses the central corridor
of Suffolk County to Riverhead and continues along the North Fork to Greenport.
The Port Jefferson Branch originates from the Main Line at Hicksville and,
in general, traverses the northern corridor of the county to Port Jefferson.
The Montauk Branch follows the southern corridor of the county to Montauk.
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L1RR ROUTES IN SUFFOLK
PORT JEFFERSON
BRANCH
V""
MONTAUK BRANCH
BRANCH
The LIRR System is comprised of 322 route miles, of which approximately
122 are electrified, with 28 more miles to be electrified by 1987.
Approximately. 180 route miles are within Suffolk County (54%), but only
9 miles are electrified. These are on the Montauk Branch as far as Babylon
and on the Port Jefferson Branch as far as Huntington (Figure 1). The
planned additional 28 miles of electrification are mostly within Suffolk County.
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Physical Plant and Equipment
In 1980 the MTA embarked on a new modernization program to improve
the rail system, including rolling stock, signals, track, and roadbed.
During 1982, the M-1 Car Overhaul Program completed a total of 100 cars.
Since 1980, M-1 cars have been overhauled at the rate of. 180 per year.
Of the LIRR's fleet of 236 diesel-hauled coaches, 103 or 44% have been
rebuilt since 1980. Other highlights include:
- Parking lot improvements at Port Jefferson, Brentwood, Huntington,
Kings Park, Sayville, Smithtown, Mastic-Shirley, Wyandanch, and
Deer Park. (See Table 1).
Completion of a Massapequa Park grade crossing el imilnation project in
1981 at Sunrise Highway near the Sunrise Mall, thus increasing
service 1 evel s for passengers boardi ng at Ami tyvi lIe, Copi ague,
Lindenhurst, and Babylon.
- Installation of second electrified track from Syosset to Huntington.
- Purchase of 174 M-3 cars for use on electrified lines.
- Purchase of 20 new diesel locomotives for use on non-electrified
service
Within Suffolk County, these improvements have been concentrated in
the western sector on the Montauk and Port Jefferson branches. The LIRR
has improved much of the roadbed on the majority of the track mileage in
the county and has improved track on the Main and Montauk routes, including
the installation of welded rails.
In spite of these improvements, 95% of the route miles in Suffolk
County are still served by diesel locomotives and by rolling stock which
was retired from electrified service as the M-1 cars were introduced.
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Plans for extending electrification between Hicksville and
Ronkonkoma on the Main Line and between Huntington and Port Jefferson_
on the Port Jefferson branch are in the process of being implemented
concurrent with improvements in the commuter parking at the affected
railroad stations.
TABLE 1
LIRR Station Parking Lot Improvement Projects
Station
Additional
Spaces Needed 1990
760
700*
980
777
66
65
618
325
5751
500
Replacement of
Existing Spaces
Brentwood
Wyandanch
Deer Park
Huntington
Kings Park
Smithtown
SUNY Parking Lot Acquisition
Port Jefferson
Sayv i 11 e
Mastic-Shirley
Non-TIP Post 1990 Parking Lot Construction
Station
Additional Spaces Needed - 1990
1,170
790
Ronkonkoma
Central Islip
1 - Replacement of Deer Park and Pine Aire spaces lost. 390 spaces are to
be replaced at new station in Deer Park, 110 are to be replaced at
Wyandanch.
Source: MTA/LIRR 5-Year Capital Program Line Improvements, March 83,
LIRR Planning Department - Market Analysis & Pricing Group
Source: * Suffolk County Planning Department
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Passenger Operations and Service Levels
The LIRR operates over 700 trains per day to serve its 270,000 daily
passengers. Nearly one-half, or 327 of these trains, serve the Suffolk
County passengers. During the period 1970-1974, overall ridership
averaged 63,000,000 per year. However, this average increased to
67,000,000 during the 1975-1982 period.
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TOTAL YEARLY PASSENGER COUNTS 1966-1983
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~ ~ ~ ~ ~ ~ ~ ~ m ~ m
m m m m m m m m m m m
'CDE~ 19-;2--JA; 19;3 ~IRR STRIKE
FI GURE 2
As can be seen in Figure 2, the ridership decline of 1966-73 was
reversed and ridership increased steadily from the mid year of 1974 through
i
1983 by 26%.
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Because higher service levels are found on the portions of routes
in the western sector of the county, 97% of the LIRR riders utilize only
70 miles or 38% of the total route miles within the county. (see
Fi gure 3).
100
90
80
70
60
%
50
40
30
20
10
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A COMPARISON OF
RIDERSHIP TO TYPE OF L1RR SERVICE
IN SUFFOLK COUNTY
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% SUFFOLK RIDERS
OF LIRR
% LIRR BRANCH RAIL
MILES IN SUFFOLK
COUNTY
ELECTRIFIED
PORTION
OF LIRR
REGULAR.
DIESEL
SERVICE
LINES
INFREOUENh*
DIESEL
SERVICE
LINES
* HEADWAYS UNDER 90 MINUTES (SEE MAP)
.. HEADWAYS OVER 120 MINUTES (SEE MAP)
FIGURE 3
Typically, service on the electrified portions of all routes receive
the highest levels of service; an average of one train in each direction
is provided at 30 minute intervals between 5:00 A.M. and midnight (See
Map 1). Although more than 300 trains operate daily in the county, 211 of
these operate exclusively on the nine miles of the electrified routes
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Zone 10
Zone II
Zone 9
PORT JEFFERSON BRANCH
Total length ::
In Suffolk
32.6 miles
25.2 miles
Service levels:
Between Average headways
Hlcksville and
Huntington :: under 30 minutes
under 60 minutes
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Zone 12
LONG
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Zone 14
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MAIN
LINE
Total length
In Suffolk
92.5 miles
63.5 miles
Service levels:
Between Average headways
Hicksville and
Ronkonkoma :: under 60 minutes
Ronkonkoma and
Greenport :: over 120 minutes
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MONTAUK BRANCH
Total length
In Suffolk
115.8 miles
84.0 miles
ATLANTIC
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Service levels:
Between Average headways
New York City
and Babylon :: under 30 minutes
OCEAN
Babylon and
Patchogue :: under 90 minutes
Patchogue
and Montauk over 120 minutes
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LEGEND
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STATION
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ELECTRIFIED
SERVICE
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DIESEL
SERVICE
DAILY PASSENGER COUNTS BY
STATION (APPROX)
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150-750
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NOTE; STATIONS WHICH HAO LESS
THAN 150 PASSENGERS
WERE NOT CIRCLEO,
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MAP NO. I
A 4 - 84 UPDA:"E
NO. DATE DESCRIPTION
REVISIONS
iK (..- U r PLANNING OEPT:
7/RANSPD,/1Y!;'9,JlON
TIT
LI RR OPERATIONS
OR . 4-84
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(Table 2). Consequently, service between Huntington and Port Jefferson,
between Hicksville and Ronkonkoma, and between Babylon and Patchogue is
less frequent, having average headways of between 60 to 90 minutes.
Beyond both Ronkonkoma and Patchogue service is extremely limited, averaging
2-3 trains per day.
TABLE 2
LIRR Level of Service - Suffolk County
No. of Peak Hour
Passengers Arriving No. of w/b Trains Arriving
at NYC Terminals Trains per NYC Terminals
Section 6 A.M. - 10 A.M. 24 hr. day (6 A.M.- 10 A.M.)
1973 1984 1973 1984 1973 1984
Port Jefferson
to Huntington 4900 5700*** 15 18 6 7
*Huntington
to New York City 4000 6300 31 39 13 13
**Ronkonkoma
to New York City 3200 5700 15 20 6 7
**p a tchogue
to Babylon 2600 3800*** 17 19 5 6
*Babylon
to New York City 5500 8000 59 66 26 20
* Electrified M-l Trains
** Some are shuttle service from Ronkonkoma to Hicksville or from Patchogue to
Babylon, others go into Jamaica Railroad Station
Source: MTA 5 Year Capital Program
*** LIRR Survey of 19BO-81
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Because of its New York City commuter orientation, the LIRR Suffolk
County service peaks are westbound during the period 6:00 A.M. to
10:00 A.M. (New York arrivals) and eastbound between 4:00 P.M. to 8:00 P.M.
(New York departures). Railroad statistics reveal that 88% of the daily
passengers travel during these two peak periods.
The most active stations within the County are those at Babylon and
Huntington, where between 4,000 to 5,000 passenger trips originate at
each station each weekday. Passenger concentrations occur at those stations
located on the 40% of the route miles which have regular service throughout
the day. Map 1 depicts station trip origins which exceed 150 passengers
per day. As can be noted from the map, nearly one-half of the stations
within the County (20 stations out of a total of fifty) generate fewer than
150 trip origins per day.
The LIRR could be a significant mass transit facility for work trips
within Nassau and Suffolk. Its routes traverse the major east-west
travel corridors and serve most of the industrial and major business districts
of western Suffolk. However, because of the New York City hub-bound
commuter orientation of the railroad, no eastbound trains can travel through
central Nassau County on the Main Line for one hour and a half (between
6:30 A.M. and 8:00 A.M.) because both tracks are used for westbound commuter
traffic. In addition, the railroad's zone service pattern means that trains
originating in Suffolk make fewer or no stops in Nassau. Therefore, local
rush hour service will be extremely limited until capacity improvements
are undertaken between Floral Park and Hicksville.
As Table 2 indicates, service levels have improved on all sections
of the railroad since 1973 except Babylon and Huntington to New York
during peak hour. As a result, daily peak westbound ridership in
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Suffolk County reached 30,000 in 1984. According to the Regional Plan
Association, between 1971 and 1981, the number of daily Long Island
passengers entering Penn Station increased by 37%. This was due largely
to a 24% increase in the resident labor force during the decade (Figure 5).
A new intra-county fare policy was initiated in 1980 to encourage
local ridership by providing a reduced fare of 95~ to commuters traveling
within the same or to adjacent fare zones in either Nassau or Suffolk
Counties. Since July 1981, all intra-county trips pay the same fare.
This fare is now $1.15. From 1980 to 1981, local ridership within Nassau
and Suffolk Counties increased 22% but this increase was not significant
in relation to total daily ridership.
Elimination of the grade crossing in Massapequa Park was completed
in 1981, making the Babylon branch elevated for its entire length,
improving safety and service operating speeds. For example, the
7:21 A.M. Babylon Express now travels non-stop to Penn Station in
57 minutes.
The LIRR also runs express service originating in Huntington at
7:08 A.M. (with two stops - Cold Spring Harbor and Syosset), that
reaches Penn Station at 8:01 A.M. for a trip time of 53 minutes. (The
additional 1.9 mile trip length from Babylon to Penn Station vs. Huntington
would seem to account for the additional 4 minutes in travel time.)
The express trains and'other additional peak hour services were made
possible by the implementation of a major service (operational) change on
the LIRR that schedules trains by zone1. Instead of originating all trains
from the eastern terminus of each branch of the railroad and then
1. Eisele, Donald 0., Zone Theory of Suburban Rail Transit Operations:
Revisited. Urban Transportation perspectives and prospects (Eno
Foundation, 1982).
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skipping some stops, the zone scheduling of trains starts one train
from the zone furthest from the business district (destination) and
makes all stops within that zone. The next train starts from the next
zone and so on. A direct result is reduced equipment requirements that
allow the additional peak hour service and a dramatic decrease in travel
time for zone 9 commuters in Babylon and zone 9 commuters in Huntington,
(Figure 4).
LIRR Zone Scheduling
BABYLON BRANCH ZONE SCHEDULING
DURING AM WEEKDAY PEAK HOURS
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ZONE 3 ZONE 4 ZONE 7 ZONE 9 TRAIN
(JAMAICA) TYPE/TIME
~ EXPRESS 7:21 AM
- 7:29
- EX PRESS 7:31
~ 7:40
- 7:45
~
~ 7:46
FIGURE 4
Ridership Growth
Between 1970 and 1980 population growth slowed to 1.9 percent in the
Nassau-Suffolk Region.2
2. LILCO, Population Surveys, 1970-1980.
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Population growth was not distributed evenly throughout the
bicounty region. While Nassau County lost 7.5% of its population,
Suffolk gained by 13.9%~ Seventy eight (78) percent of Suffolk County's'
population increase (157,201) occurred in Brookhaven Town (122,586).4
While Brookhaven Town population grew 49% from 1970 to 1980, LIRR
ridership grew 30% on the Main Line in Suffolk County, mainly
attributable to increased boardings at Ronkonkoma, Deer Park and Central
Islip. The period of rapid population growth in Suffolk County ended in
1973. Since that time, with the exception of Brookhaven Town, Suffolk
County population has alternated between stabilization and slow growth.
From 1973 to 1984 Long Island railroad ridership has increased 46 percent
in Suffolk County.5 During the same period Brookhaven Town population
increased 31 percent. While the Main Line, according to the LIRR,
experienced an 81% increase from 1973 to 1984, this high percentage reflects
an increase of only 2,560 in absolute numbers6. (Figure 5).
The MTA 5 Year Capital Program provides for continued ridership
growth on the Main Line through electrification. The increased service
levels and travel speeds will encourage increased use of the railroad
during the off-peak period as well as reverse commuting. The largest
market sector with growth potential is the increased resident labor force
in Suffolk County that commutes to Nassau County. Nassau County's labor
force will experience a slight decline. This will produce a job surplus
in Nassau County;
3. Long Island Regional Planning Board, Labor Force and Jobs Analysis-1983
4. Long Island Lighting Company, Population Survey, 1981.
5. Appendix A
6. Ibid
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Rail Ridership/Population & Labor Force Growth
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70 -
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NASSAU-
SUFFOLK
LABOR FORCE
WORKING IN NYC
(1970-1980)
NASSAU-
SUFFOLK
R R RIDERSHIP
SUFFOLK
COUNTY
POPULATION
FIGURE 5
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BROOKHAVEN
TOWN
POPULATION
MAIN LINE
RIDERS
RONKONKOMA
BRANCH
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Passenger Fare Structure
The LIRR has divided its area of operation into ten separate
zones (Map 1). Suffolk County stations are located in zones 9 through
14 inclusive. The fare structure is based on an initial charge incremented
by the number of zones traveled. Figure 6 gives an example of 1984
fares for zones 1 through 14.
The LIRR's fare structure favors the long distance traveler. For
shorter distances, other modes of transportation are cheaper. Based
upon the LIRR's regular one-way fare, the average passenger will pay
25~ per mile for a trip of 20 miles but less than 14~ per mile for a
trip of over 60 miles. As you move further east from the Manhattan
central business district the fare cost per mile gradually decreases.
For example,in zone 9 the cost per mile for a Huntington trip to
Manhattan is 16.3~, in zone 10 a Ronkonkoma trip costs 13.7~ per mile,
and a Port Jefferson trip in zone 11 costs 12.9~ per mile.
For intra-county trips under 20 miles it is cheaper to take the bus.
A train ticket between Patchogue and Babylon, a distance of approximately
20 miles (17.4), costs $1.8~. The fare for the same trip by Suffolk
Transit bus route (S-40) is 75~.
Since 1975, commuter passenger fares on the LIRR in Suffolk County
have increased 75%. As of January I, 1984 fares were raised 20% in each
zone in Suffolk County. However, when the fare increase went into effect
on July 15, 1981 it was at a decreasing rate as the commuting distance
increased from Manhattan. That fare increase averaged almost 59% but
ranged from 47% in zone 12 to 75% in zone 8.
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" ~l~ I ~ ::I ~ 4 7 9 10 11 12 13 14
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\I:~ ,..._ '_A 1 Monthly . 97.00 '109.00 "23.00 "35.00 "45.00 U 60.00 '168.00 0168.00
P.-." Il_~ I..... ...._ Weekly 30.00 33.76 38.25 41.75 45.00 49.50 52.00 52.00
UlOOKLV.... =-::::... One-Way -4.45 -5.00 -6.00 -6.90 -7.70 -S.65 .'0.00 -11.10
'................1
fIl0ctwn0nd.....~
.....~A..
(_.....,...........
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,...~~ ..un..,....
- 3 Monthly 72.00 84.00 101.00 119.00 129.00 144.00 150.00 168.00
lCUII...... ~ ........ A......... Weekly 22.25 26.00 31.25 37.00 40.00 44.75 46.50 52.00
- One-Way -3.00 -3.56 ...65 -5.45 -8.25 -7.20 -8.65 -10.25
.......~ -
"-UIe ~ A.... n_.... L__
- ..... --
~ I~~ ,....." G..- _
-- - -... Monthly 36.00 36.00 67.50 90.00 94.00 103.25 112.50 150.00
_. 4
C""""'II -.. - Weekly 11.25 11.25 21.00 2800 28.25 32.00 35.00 46.50
--
'-- A" One-Way 1.15 1.15 2.30 "3.00 "3.80 '420 -5.85 -7.50
--- lffl' .... <-. ......... I"or1W...........
Fat fIl__.. ""' .... ,...'" ~-h"~
-~
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....- a-..- c.... PlK.
-- 'r....-nW-1tuIy ~
.......... Merrell ~... 7 Monthly 36.00 38.00 36.00 63.00 75.00 94.00 105.00 142.50
L.......tc:.. ........ HO..... G." HM4 W..kly 11.25 11.25 11.25 19.50 23.25 2925 32.50 44.25
w....... ... CI.ft
One-Way 1.15 1.15 1.15 2.10 '3.00 "380 '5.30 -7.15
-- 6<_ ~...... G....c_
--~ ...- $yMMI lac....IV.....
M...........IJ8It Fe!' ........ O~.."
V - , c....s.r.,..t* 36.00 36.00 56.50 75.00 90.00 120.00
- .- 9 Monthly 67.50 38.00
-- -- Nunc....."" Weekly 21.00 11.25 11.25 1\.25 17.50 23.25 28.00 37.25
-.... 6<_ One-Way 2.30 1.15 1.15 1.15 1.85 '3.00 '4.50 '6.00
- P,_.AHe --
....5hor. .....-- Monthly 90.00 63.00 36.00 36.00 36.00 67.50 84.25 105.00
- .""......11. 10
Gr_f1_ Ceneral...... W..kly 28.00 19.50 11.25 11.25 11.25 21.00 26.00 32.50
- ~hI_ One-Way '3.00 2.10 1.15 1.15 1.15 2.30 '3.35 '5.30
5."".... --- -
_.~ 11 Monthly 94.00 75.00 56.50 36.00 36.00 45.00 79.00 90.00
-.- Weekly 29.25 23.25 17.50 11.25 11.25 14.00 24.50 28.00
'- _.. -- One-Way -3.80 -3.00 1.85 1.15 1.15 -1.50 2.65 '4.50
- .-'* 12 Mon~IY 103.25 94.00 75.00 67.50 45.00 36.00 56.50 84.25
_.- W.. y 32.00 29.25 23.25 21.00 14.00 11.25 17.50 26.00
c..-__
- c.~Ofl One-WIY -4.20 '3.80 '3.00 2.30 -1.50 1.15 .'.85 3.35
~.... 13 Monthly 112.50 105.00 90.00 84.25 19.00 56.50 36.00 5650
- J.......... Weekly 35.00 32.50 28.00 26.00 24.50 17.50 11.25 17.50
sOUln.:"~":: MC-:"-::~_ One.Way '5.65 '5.30 "4.50 "3.35 12.65 -'.85 1.15 '185
'- _o,"'*",
......'- ....- Monthly 150.00 142.50 120.00 105.00 90.00 84.25 56.50 38.00
....- 14 Weekly 46.50 44.25 37.25 32.50 28.00 26.00 17.50 11.25
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-- One-Way '7.50 -7.15 -6.00 "5.30 "4.50 3.35 -1.85 1.15
-Lower rates for Off Peak (non-rush hour} travel ....e available. Ask your ticket agent for the leasl expensive ticket available for the time and day on which you plan to travel.
SENIOR CITIZEN/HANDICAPPED 'ares are equal to 1/2 the regular one.way lare.
MONTHLY SCHOOL fares, for elementary and high school studenls under 21 are equalta 2/3 the regular monthly fare.
All fares direct route only.
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Revenues, Capital and Operating Costs
Combined freight and passenger revenues from the LIRR operations
account for approximately one-half of the operating costs. Despite
freight rate and passenger fare increases, deficits have continued to
increase, especially during the past twelve years.
Total passenger revenue in calendar year 1982 was $204.22 million.
Total passenger operating expenses in 1982 were $437.5 million, yielding
a net passenger operating deficit of $233 million.
One of the best performance indicators for mass transportation is
the farebox recovery ratio.
Farebox recovery ratio is passenger fare revenue divided by total
passenger operating expenses. In 1982 the LIRR had a farebox recovery
ratio of 45.5%, which is typical of large urban areas and approaches the
ratio of central city transit systems.
Total freight revenue in 1982 was $13.02 million but total freight
operating costs for the year were $21.20 million.
Combined passenger and freight revenue in 1982 amounted to $217.24
million but combined operating costs were $458.7 million resulting in a
deficit of $241.46 million.
Freight Operations
In 1980, the Long Island Rail Road carried 37,036 carloads of freight,
most of which were inbound and consumption-oriented, since few of Long
Island's industries are export-oriented. Ninety percent of total tonnage
in 1976 and 95% of total tonnage in 1980 was inbound and terminating.
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Long Island Rail Road freight traffic is unevenly di~tributed, as
shown in Table 3, since 80% of the carloads and 78% of the revenues
involve 12 of the 52 freight stations. Also, freight volume, measured
in carloads, is decreasing at an annual average rate of 6%. Between the
base year, 1969, and 1975, the LIRR's annual freight volume declined by
approximately 43%, or double the 21% decline in industrywide adjusted
carloadings7.
From 1976 to 1980, the LIRR experienced a 22% freight decline in tons
and declined 29% in number of carloads. The most significant reasons for
this extreme decline in freight volume over the past 15 years are:
~ While highway access to Long Island improved via the Throgs Neck
Bridge, the Verrazano Bridge and Long Island Expressway completion, the
Long Island Rail Road started phasing out marine carfloat services in the
New York harbor in 1971.
~ During the same period, the LIRR's connecting line-haul carriers,
the Erie-Lackawanna, Lehigh Valley and Jersey Central Railroads returned
to marine carfloat services, thus requiring the railroad to rely on all
land-routing via Hellgate Bridge and Selkirk.
~ Regional Rail Reorganization Act of 1973 reorganized all of the
LIRR's direct connection line-haul carriers into Conrail on April I, 1976.
The end result has been a fundamental access problem due to bridge
clearance restraints on all land routings via Selkirk (near Albany)
restricting TOFC/COFC (Trailer-on-flatcar/Container-on-flatcar) traffic
to Long Island.
7 NYSDOT, LIRR Freight Study, Part III-Cost Study, Nov. 1981, p. 9.
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TABLE 3
Distribution of Long Island Rail Road Freight Traffic - 1980
Carloads
Revenues
Long Island City
Nichols Siding (Maspeth)
Farmingdale
Deer Park
Bushwick
Jamaica
Central Islip
Mineola/Garden City
Huntington
He ltsvill e
Fresh Pond
Hicksville
40 other stations, each less than
1,000 cars per year
Total
5,267
4,960
3,868
2,575
2,458
2,243
2,109
1,942
1,605
1,519
1,191
1,083
$ 3,153,000
3,206,000
2,349,000
1,410,000
1,225,000
1,157,000
1,133,000
1,120,000
1,023,000
243,000
465,000
776,000
4,870,000
$22,130,000
7,616
38,436
Source: NYSDOT, Freight Cost Study, 1981
In January, 1985 the Long Island Railroad negotiated new rates with
connecting freight railroads and the New York Cross-Harbor Terminal Railroad
Company to reinstitute marine carfloat services that were eliminated during
the last decade, as mentioned above. Currently this operation carries
only paper and pulpboard products but negotiations are underway to extend
this service to other commodities.
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History of Freight Access
Even though it was one of the rationales for the creation of the
Port Authority of New York and New Jersey, the construction of a rail
freight tunnel from New Jersey to Long Island never started. Instead,
freight was shipped by barge across the Hudson River.
Since the LIRR switched to all land routings from the mainland via
He11gate Bridge and Selkirk. (established by Penn Central in 1971), all
TOFC traffic was excluded because of height restrictions. All height
restrictions have since been improved between the Selkirk Yard and
Highbridge in the Bronx by the end of 1982.
Construction started in early 1983 on the South Bronx-Oak Point
Link Project,(Figure 7), which is now being advanced under the 1979 Rail
Bond Issue to remove restrictions from Highbridge south to Oak Point
in the South Bronx. The next phase will be from Oak Point to Fresh Pond
Junction in Queensand then from Fresh Pond eastward as far as Hicksvi11e
on the main line.
Four Nassau County LIRR bridges are scheduled for reconstruction and
are located in Carle Place, Ellison Avenue in Westbury, Mineo1a Boulevard
in Mineo1a, and Grand Boulevard in New Cassell-Westbury. In addition the
LIRR tracks will be elevated over six Mineo1a intersections on one
structure estimated to cost $70 million to be funded by regular state
budget appropriations (100% state funding).
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CD
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NYSDOT FULL FREIGHT ACCESS PROGRAM**
17'-6" MINIMUM CLEARANCE PROGRAM
Selkirk - Hi~hbridge
Modify 18 Br dges south of Irvington to obtain
clearance - Complete
Highbridge - Oak Point
Construct New Rail Link - Location and Design
Study - Completed. Design/Environmental Impact
Statement Phase - Complete. Final Design Underway.
Oak Point - Fresh Pond
Minor obstructions.
Fresh Pond - Hicksville
Modi fy structure or lower track for 7 bridges
between Fresh Pond and Hicksville. Final Design
8ay Ri dge Li ne
Track lowering under 24 structures
Final Design
West Side Line
No obstructions.
. Terminal Location
@ Intermodal Terminal
* Interim Terminal - Final Terminal locations
are being evaluated.
** Extracted from Oak Point Link
Figure 7
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In the fall of 1982, the New York State Department of Transportation
worked with Conrail and the Bimodal Corporation to commence a new form
of TOFC service between Buffalo and New York City (Highbridge) since
the height restrictions' elimination. The service will use the new
Roadrailer equipment supplied by private investment. A Roadrailer
consists of a truck trailer equipped with rail wheels so that the trailers
can be made up in a train without having to be placed on flat cars, as in
normal TOFC operations. This service, called the Empire Express was
abandoned on July 31, 1984.
TOFC service on Long Island requires completion of the Harlem River
yard and removal of clearance restrictions at six overpasses. Also, a
Nassau-Suffolk TOFC yard site must be found. The service would use Penn
Station passenger tunnels at night for southbound freight8.
As previously mentioned the historical trends of freight traffic
volume are of a steady declining rate. Volume, measured in carloads, have
decreased at an average annual rate of 6%. Revenues are increasing at a
rate reflective of inflation. Labor costs are being controlled by force
reductions averaging nearly 8% per year9 but work force reductions are not an
inexhaustible relief from declining freight traffic volume. The freight
trends as measured in tons and in revenue, are shown in Figures 8 and 9.
Figure 10 shows the freight volume trend of the last 10 years, including
the slight increase in the number of carloads during 1984.
8 The Regional Plan Association, Long Island Rail Issues - Summary and
Recommendations, March, 1983.
9 NYSDOT, Freight Cost Study, 1981, p. 11
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The New York State Department of Transportation cost study explored
two future restructuring alternatives for LIRR freight service: A short
line railroad and a terminal switching company. The short line railroad
alternative was dependent upon new sources of traffic revenue so that
the operation would be profitable.
The NYSDOT marketing study concluded that opportunities to increase
revenue by capturing new sources of profitable traffic are few and
therefore, the only viable alternative seems to be to separate freight
service from passenger operations and to run it as a bare-bones terminal
switching company.
LIRR Freight - 1965 to 1982
5
4
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~ 3
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1965
1970
1975
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FIGURE 8
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0
60
50
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o 40
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~ 30
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LIRR Freight Revenue
20
15
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1972 1973 1974 1975 1976 1977 1978 1979 1980
FIGURE 9
LIRR Freight Volume. By Carloads
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984
FIGURE 10
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Financing and Funding
Station Maintenance
The New York State Legislature requested (in the 1982-83 Fiscal
Budget) that.the M.T.A. develop, in cooperation with affected counties~
a voluntary program for county assumption of certain aspects of operation
and maintenance of commuter railroad stations. Suffolk County has
indicated an interest in participating in such a program since station
maintenance costs rose from $5.8 million to $7 million in one year (from
1981 to 1982), an increase of $1.2 million or nearly 20%.
Since 1975, total operation and maintenance payments from Suffolk
County to the Metropolitan Transportation Authority have increased 160%.
Payments in 1975 totaled $2,695,719 but by 1983 the total charges for
operation and maintenance have reached $7,028,172.
Station Maintenance and Operating Costs - 1975 and. 1983
Total Maintenance and Use
Total Operation
Total Operation and Maintenance
lill.
$1,145,609
1,550;110
$2,695,719
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$2,870,633
4,157,539
$7,028,172
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MTA Capital Financing Plan
LIRR/Metro North (As of June 1, 1982)
Expected Funding Source
Federal
State
T8TA Bonds
ASC Bonds (Annual
State Service Contract)
Revenue Bonds
Lessor Equity
Total
(Mi 11 ions)
$ 169
144
425
198
385
100
$1,367
MTA Five Year Capital Program (LIRR)
(Mill ions)
1981 Program 1982 Program Change
Rolling Stock $252.5 196.0 $-56.5
Passenger Stations 31.2 31.2
Track 75.9 48.5 -27.4
Li ne Structures 67.2 67.2
Signals 28.5 28.5
Shops/Yards 159.0 161.1 + 2.1
Electrification/Extension 35.7 63.1 +27.4
Emergency/Mi sc. 29.9 61.8 +33.9
Securi ty 3.1 3.1
Total $683.0 $660.5 $-22.5
Note: Line Improvements on the Port Jefferson Branch originally were
$111.6 million in the 1981 MTA Five Year Capital Program. It appears that
$48.5 million (2nd track) was moved to the Ronkonkoma electrification
project (single track).
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Surface Transportation Assistance (STAA) Act of 1982
The federal 9asoline tax was raised from 4t to 9t per gallon on
April 1, 1983, the first federal gas tax increase since 1959. The STAA
provides a multi-year funding source for fiscal years 1983-1986.
Of the 5 cent per gallon federal tax on gasoline, 1 cent or 20%
is allocated to go to the Mass Transit Trust Fund. The Section 3 rail
replaces the former Section 3 modernization grants (except rail) and
Section 5 Tier IV bus funds in succeeded by a new Section 9 Block Grant
for mass transit capital projects.
New York State Transportation Infrastructure Bond Issue of 1.25 billion
dollars was approved by the voters in the Fall of 1983. This bond issue
will pay 100% of the cost of the Freight Access Program of the NY State
Department of Transportation.
New York State Operating Assistance
Operating Assistance to the LIRR has been provided by New York State
under the Mass Transportation Operating Assistance Program (MTOA) since
1974, with a matching requirement by the Counties in which the rail line
operates. From the first year of the MTOA program funding levels have
risen from $100 million (1974) to $650 million (1982). During the 1983-84
state fiscal year, under the MTOA program, the MTA received $24.03 million
from the state general fund (Section 18-b), $44.15 million from Dedicated
Taxes and $95.0 million from the Corporate Surcharge taxes for operating
expenses of its commuter railroads. In addition, the MTA counties were
required to match the 18-b portion of the state payments. While no precise
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figure is available, it is estimated that the LIRR received slightly
over 50% of these state subsidies which, when including the required
match, would have amounted to about $103 million during the 1983-84 year.
Demographic Trends
Because of the amount of developable, industrially zoned land
available in Suffolk County, the existing network of roads and utility
lines, as well as economic development financing policies favoring growth,
the continuation of existing trends can be expected. The majority of
workers will continue to travel to work by automobile.
Analysis of 1980 census data revealed that 87.5% of the Suffolk
County labor force commute by car, truck or van. Census data also show
that 68% of Nassau-Suffolk residents, work in Nassau or Suffolk, a jump
of nearly 4% in the last decade. The existing fare structure of the LIRR
induces work trips within the County but not inter-county work trips
between zones 4 and 14.
Over the past two decades manufacturing has been moving increasingly
from Nassau to Suffolk County. Suffolk gained 35,000 such jobs, while
Nassau lost 16,000. But, at the same time, following national trends,
Nassau has been shifting towards white-collar office work that is
concentrated in the high growth areas of Garden City (including Roosevelt
and Mitchell Fields), Jericho, and Lake Success, which are well served
by highways but under-served by mass transit. White-collar jobs in
finance and services accounted for 60% of the labor force growth in the
bicounty region and virtually all of Nassau County's jOb growth.
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Women entering the labor force accounted for 57% of the labor force
growth in Suffolk County and 92% of the increase in Nassau.
Women's labor force participation rate is significant for transit
planning. Census data has shown that women use public transportation
twice as much as men. Although increasing numbers of women are becoming
licensed drivers, they still comprise less than half (41%) of all
U.S. drivers.lO
The local labor force grew by 24% in the last decade (Nassau and
Suffolk) and is expected to continue growing in Suffolk, but at a slower
rate through the next decade (4% to 1990 and less thereafter). As a
result of all the demographic factors cited above, (LIRR ridership will
continue to grow but less than has occurred since the late 1970's.
However, the census data and ridership analysis seems to justify
support for triple-tracking in Nassau County between Floral Park and
Hicksville and electrification in Suffolk County between Republic and
Ronkonkoma and on the Port Jefferson branch to accommodate additional
peak hour service and reverse commuter trips. Recent changes in labor
force participation and suburban back office location should increase
public transit ridership in Nassau and Suffolk Counties.
Although the LIRR fare structure and off-peak service frequency do
affect inter-county ridership, another major reason for low utilization
of the railroad for worktrips to Nassau-Suffolk employment sites is
that few of these sites are located near rail stations. While the LIRR
serves most of the industrial and major business districts of Nassau
10 Fox, M.B. Working Women and Travel: The Access of Women to Work and
Community Facilities. Journal of the American Planning Association
49, 2:156-170.
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County and western Suffolk, the growth trend for office complex location
has 'been outside these areas.
Suffolk County supports the current MTA capital plans that will
provide mid-island residents with electrified service similar to that
of the Huntington and Babylon branches, as well as extension of
electrification on the Port Jefferson branch.
At the same time, Suffolk County also remains committed to controlling
payments to the Metropolitan Transportation Authority for the operation
and maintenance of commuter railroad stations to amounts necessary to
cover the actual expenses of operating and maintaining the stations in
Suffolk.
Other Suffolk County priorities include maintenance of existing
freight service, completion of the freight access program, and a
reevaluation of present operating policies to facilitate inter-county
(Nassau and Suffolk) travel along with maintaining reasonable fare levels
for commuters/residents.
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APPENDIX A
Long Island Rail Road
Westbound AM Peak Ridership*
From Stations in Suffolk County
(Port Jefferson Branch and Main Line)
Station 1973 1984 % Change
Cold Spring Harbor 640 1,150 79.69%
Huntington 3,360 5,170 53.87%
Greenlawn 570 580 1.75%
Northport 1,880 1,230 -34.57%
Kings Park 700 1,310 87.14%
Smithtown 860 910 5.81%
St. James 260 350 34.62%
Stony Brook 270 490 81.48%
Setauket 10 N/A N/A
Port Jefferson 380 860 126.32%
Branch Totals 8,930 12,050 34.94%
Wyandanch 660 700 6.06%
Deer Park 530 1,030 94.34%
Pine-Aire 60 80 33.33%
Brentwood 710 780 9.86%
Central Islip 220 470 113.64%
Ronkonkoma 980 2,660 171.43%
Branch Totals 3,160 5,720 81.01%
# Includes Holtsville-Yaphank
Total 12,090 17,770 46.98%
* Westbound AM Peak - Passengers on trains arriving at the three western
terminals between 6:00 A.M. and 10:00 A.M.
Sources: 1973 LIRR Passenger Loadings by Branch (P&D)
LIRR Spring 1984 Ridership Base (August 1983 OlD Matrix
weighted up to the LIRR Transportation Department's Spring 1984
ridership book)
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