Ronkonkoma Branch

The Ronkonkoma Branch is a rail service operated by the Long Island Rail Road (LIRR) in the U.S. state of New York. On LIRR maps and printed schedules, the "Ronkonkoma Branch" includes trains running along the railroad's Main Line from Hicksville (where the Port Jefferson Branch leaves the Main Line) to Ronkonkoma, and between Ronkonkoma and the Main Line's eastern's terminus at Greenport.^[1][2] The section of the Main Line east of Ronkonkoma is not electrified and is referred to as the Greenport Branch.

The western segment between Hicksville and Ronkonkoma sees 24-hour service to Penn Station in New York City. The eastern segment between Ronkonkoma and Greenport is served by diesel-electric trains, and sees much less service. Weekday service consists of only a handful of trips per day, while weekend service operates only during summer and fall. This segment is also notable for being one of the few dark territory areas of the Long Island Rail Road that does not have signals.

Segments

Electrified portion

Train #8054 at Farmingdale, using diesel locomotives due to construction.

The western segment of the line from Hicksville to Ronkonkoma was electrified in 1987,^[3] eliminating diesel service between Ronkonkoma and Hicksville and creating a one-seat ride to Penn Station. Average rush-hour trip time from Ronkonkoma to Penn Station decreased from 97 minutes pre-electrification (including the mandatory transfer from a diesel to an electric train) to 71 minutes afterwards. The $168.5 million project attracted many new passengers: A survey of peak-hour Ronkonkoma Branch passengers conducted by the LIRR in April 1988 found that 42 percent of the branch's passengers were new to the line: 34 percent switched from other lines (the Port Jefferson and Montauk Branches), 6 percent were new to the LIRR as a whole and 2 percent recently returned to the LIRR. By September 1988, over 2,000 new riders during the morning rush hour had switched to the Ronkonkoma branch, much of which occurred in the first month after electrification, faster than the LIRR expected. Commuters complained that the expanded parking facilities at Ronkonkoma built in anticipation of electrification were overcrowded and already inadequate, and that double-parking and vandalism were rampant.^[4] In the decades since, the amount of parking at Ronkonkoma has expanded. In the present, diesel locomotives continue to provide all service between Ronkonkoma and Greenport. As electrification occurred in the 1980s, the MTA also planned to double-track the line between Farmingdale and Ronkonkoma, however, this was deferred due to lack of funds.

Greenport Branch

The 46 miles between Ronkonkoma and Greenport is one of the few dark territory areas on the Long Island Rail Road that does not have signals. The relatively small amount of train movements on this segment are governed by train orders and timetable authority. This segment is served by diesel-electric "scoots", all but one of which terminate at Ronkonkoma, requiring customers traveling west of Ronkonkoma to transfer there. Two eastbound and three westbound scoots travel each weekday between Ronkonkoma and Greenport. Also, one eastbound and two westbound trains each weekday run between Ronkonkoma and Riverhead, and one eastbound each weekday runs as far as Yaphank. In addition, one eastbound train, nicknamed the "Jury Duty Special", runs between Deer Park and Riverhead in the morning, intended for use by Suffolk County jurors.^[5] This train is unique among the scoots in that it has no connection from Nassau County and New York City; only passengers in Suffolk County can access this train. This is because capacity constraints on the Main Line preclude eastbound reverse-peak service. The "Jury Duty Special" is also the only scoot that serves stations west of Ronkonkoma. The Greenport Branch has seasonal weekend service from early May to late November, consisting of two round-trips each day between Ronkonkoma and Greenport. On Fridays during the summer, the eastbound trip to Yaphank is extended to Greenport, and one evening trip runs from Greenport to Jamaica, running express between Ronkonkoma and Jamaica. Added in summer 2016, this is the only Greenport scoot trip to serve the New York City terminals.^[6]

The LIRR has tried to discontinue service east of Ronkonkoma on several occasions, citing minimal service due to low ridership. In 2010, the idea was entertained by the financially troubled MTA, who proposed eliminating all scoot service except for the popular summer weekend service.^[7] Ultimately, weekday service remained, but weekend service outside of the summer (defined as Memorial Day-Columbus Day) was discontinued. In 2013, the span of weekend service was extended to operate from early May to late November. On July 25, 2016, the LIRR announced that year-long weekend service between Ronkonkoma and Greenport would be restored in 2016.^[8]

Despite proposing to eliminate most service east of Ronkonkoma, the MTA desires to enhance the segment's infrastructure. The MTA budgeted $29 million in 2015 to add signals along the 10 mile segment from Ronkonkoma to Yaphank. This upgrade will install signals, track circuits and automatic speed control (ASC).^[9][10] In its 20-Year Capital Needs Assessment, the MTA describes extending electrification eastward from Ronkonkoma to Yaphank or Riverhead, as well as the addition of a second-track between Ronkonkoma and Yaphank as long-term needs.^[11] However, the MTA cites the high cost of electrification and other components as a barrier to present-day action.^[12] If electrification were to be extended eastward, stations would also need upgrading as all station platforms east of Ronkonkoma are only long enough to fit one train car.

Central Branch

Some LIRR maps also include as part of the Ronkonkoma Branch the non-electrified Central Branch, which splits from the Ronkonkoma Branch east of Bethpage and connects with the more southern Montauk Branch, just west of Babylon. There are no stations along this stretch, and it is mainly used by trains with diesel-electric engines going express from Jamaica to Babylon. No trains using this track appear on Ronkonkoma Branch schedules; they appear on Montauk Branch and Babylon Branch schedules, and some appear on schedules for Mineola and Hicksville on the Main Line, if a stop is scheduled there.

Projects

Second track between Farmingdale and Ronkonkoma

Groundbreaking for Phase 1

In 2012, the MTA approved a project to build a second track between Ronkonkoma and Farmingdale, a well anticipated event since the electrification of the rail line in the 1980s.^[13] Currently, the only areas east of Farmingdale with two tracks are between Deer Park and Brentwood stations (including those stations), at Central Islip station, and finally at Ronkonkoma itself. This construction will take place on land already owned by the LIRR (acquired during the 1980s electrification of this segment) so no land acquisition is required. It will include upgrades to switches, grade crossings, and station facilities.^[13] The project will be done in two phases:

• Phase 1: Constructing the second electrified track to the North of the current one along the 4-mile stretch from Ronkonkoma to Central Islip, followed by a continuation of it with the track being constructed South of the current one in between Central Islip and Brentwood. This is currently underway and should be completed by mid to late 2016.^[14][15] As of late March 2017, the second track between Ronkonkoma and Central Islip was laid using a NTC machine (New Track Constructing) followed by the installation of the third rail. It is still unknown when that track will be put into service.
• Phase 2: Construction of the second electrified track will continue with the new track being laid down South of the current one from West of Deer Park through Wyandanch, past Pinelawn station to the East end of FARM Interlocking at Republic. Phase 2 will commence once Phase 1 is completed and should be completed by late 2018 to 2019. Additional construction includes rehabilitation of grade crossings, demolition of pedestrian bridges, and a second platform at Wyandanch (the station currently has only one track and platform).^[14][16]:92 As of late March 2017, work has begun by pile driving supports into the existing embankment by the old Deer Park station to the South of the current electrified track as they make room for it. In addition all the brush has been cleared, embankment has been added to the stretch between Pinelawn and the East Great Neck Road grade crossing, and Long Island Avenue/Conklin Street-Wellwood Avenue intersection located South of the tracks will be reconstructed into a roundabout with new signals added.

The project officially got underway in August 2015. With the help of a New Track Construction machine, workers officially laid the second track between Ronkonkoma and Central Islip within a year, with some work still to be done. There were a few weekends with no service, and in addition, a few grade crossings were closed for two days to add the second track to the crossings.^[17] A design–build contract for phase 2 was awarded in June 2016.^[18] In August 2016, workers started to clear brush and make space for Phase 2 east of Deer Park near Wyandanch.^[17]

The benefits of the project include increased operational flexibility, increased reverse-peak service between Farmingdale and Ronkonkoma, and increased off-peak service between Hicksville and Ronkonkoma—operating half-hourly instead of just hourly—as well as increased resilience for the system, as this additional capacity will allow the Main Line to better serve as a substitute for South Shore lines in case of a disturbance caused by extreme weather.^[13] The project as of now is slated to be completed by 2018.

Mid-Suffolk Yard

In 2015, the MTA conducted environmental studies to expand the existing rail yard in Ronkonkoma. This expansion, called the Mid-Suffolk Yard, will add 11 new tracks, increasing the number of total tracks from 12 at present to 23.^[19] The expansion will use space already owned by the MTA located immediately to the south of the existing rail yard and north of MacArthur Airport. The increase in storage space will allow the MTA to increase peak-hour service once East Side Access is complete and service to Grand Central begins. The project is budgeted for $76.6 million, and the MTA expects to finish construction by late 2018.^[20] Other locations along the line considered for a new electric yard but rejected include Deer Park, Central Islip, and Yaphank. Reasons given include the cost of land acquisition, the fact that the Deer Park option would impact several grade crossings, duplicate employee facilities and would not benefit customers east of Deer Park, the fact that the proposed Central Islip site (Connetquot River State Park) is State parkland, and the high cost of electrification and station upgrades between Ronkonkoma and Yaphank.^[21]

Possible reopening of Republic station

The MTA has expressed interest in reopening Republic station, located between Farmingdale and Pinelawn, which closed in 1987 as part of electrification between Hicksville and Ronkonkoma. At the time, the station only had about a dozen riders daily, which didn't make it very cost-effective to upgrade the station to support electric railcars.

However, within the last decade, there has been an increased amount of commercial and residential development along Route 110 near the station, which has led to the MTA looking into re-opening Republic station.

The reopened station would serve the Route 110 corridor, a major north-south commercial route.^[22] The station was deferred from the MTA's 2010-2014 budget due to budgetary issues, but revived in 2012.^[23][24] The MTA budgeted $5 million in 2015 to design a new station and carry out environmental studies, although construction itself has not been funded yet.^{[16]:88, 204} The rebuilt station will have two new 12-car platforms, and ADA-compliant ramps.

Signalling between Ronkonkoma and Yaphank

The 46 miles between Ronkonkoma and Greenport is one of the few dark territory areas on the Long Island Rail Road that does not have signals. The MTA budgeted $29 million in 2015 to add signals along the 10-mile segment from Ronkonkoma to Yaphank. This upgrade will install signals, track circuits, and automatic speed control (ASC).^[16]:96

Stations

Zone	Station name	Miles (km) from NYP[25]	Date opened	Date closed	Connections / Notes
1	For continuing service west of Jamaica, see City Terminal Zone
3	Jamaica	10.8 (17.4)	1836		LIRR; Atlantic, Belmont Park, Far Rockaway, Hempstead, Long Beach, Montauk, Oyster Bay, Port Jefferson, Ronkonkoma, and West Hempstead Branches NYC Subway: (at Sutphin Boulevard–Archer Avenue–JFK Airport) NYCT Bus: Q20A, Q20B, Q24, Q30, Q31, Q43, Q44 SBS, Q54, Q56 MTA Bus: Q6, Q8, Q9, Q25, Q34, Q40, Q41, Q60, Q65 NICE Bus: n4 AirTrain JFK: Jamaica Station Route
Queens / Nassau county line
4	Mineola	20.3 (32.3)	1837		LIRR: Montauk, Port Jefferson, Oyster Bay, and Ronkonkoma Branches NICE Bus: n22, n22X, n23, n24, n40, n41 Originally Hempstead, then Branch or Hempstead Branch
7	Hicksville	26.6 (42.8)	1837[26]		LIRR: Port Jefferson and Montauk Branches NICE Bus: n20H, n22, n22X, n48, n49, n78, n79, n80
	Port Jefferson Branch diverges
	Grumman	28.5 (45.9)	1942	1985
	Bethpage	29.7 (47.8)	c. 1854[27]		Originally Jerusalem, then Central Park
	Bethpage Junction		1873
	Central Branch diverges
	Farmingdale	32.0 (51.5)	1841[28][29]		NICE Bus: n70, n72
Nassau / Suffolk county line
9
	Republic	33.0 (53.1)	1940	1987
	Pinelawn	34.2 (55.0)	c. 1890		Suffolk County Transit: S31 Originally Melville
	Wyandanch	36.5 (58.7)	1875		Suffolk County Transit: 2A, 2B, S23, S33 Originally West Deer Park, then Wyandance
	Edgewood		1892	1914
	Deer Park	40.2 (64.9)	1842[30][31]		Suffolk County Transit: S27 Tanger Shuttle Bus
	Pilgrim State Hospital			1978
	Thompson	42.2 (67.9)	1842[32]	1869
	Pineaire		1915	1986
10	Brentwood	42.9 (69.0)	1870		Suffolk County Transit: 3A, 3B, 3D, S27, S41, S45 Originally Modern Times
	Suffolk	44.7 (71.9)	1842[33]	1873
	Central Islip	45.4 (73.1)	1873		Suffolk County Transit: 3C, 3D, S42, S45
	Central Islip State Hospital
	Nichols Road
	Lakeland	50.2 (80.8)	1843	1883	Originally Lake Road
	Ronkonkoma	50.3 (81.0)	1883		Suffolk County Transit: 6A, 7A, S57, S59 Eastern end of electrified service; originally Lake Ronkonkoma
	Hermanville	50.6 (81.4)	1850
	Holbrook	51.6 (83.0)	1907	1962[34]
	Holtsville	54.2 (87.2)	1843	1998	Originally Waverly[35]
	Medford	55.9 (89.0)	1844[36]		Suffolk County Transit: S61
	Bartlett's	58.7 (94.5)	1844		Originally Bellport
	Fire Place		1844[36]	1845
12	Yaphank	60.4 (97.2)	1844		Originally Milleville
	Carman's River		1844[36]	1845
	Upton Road[37]		1918	1922
	Camp Upton[37]		1917	1922
	Wampmissic	65.1 (104.6)	c. 1847–1848
	Manorville	67.0 (107.8)	1844	c. 1968	Originally St. George's Manor, then Manor
	Former Manorville Branch diverged
	Calverton	71.1 (114.4)	1852 1880	1858 c. 1958	Originally Hulse Turnout, then Baiting Hollow
14	Riverhead (limited service)	75.1 (120.9)	1844		Suffolk County Transit: 8A, S58, S62, S66, S92
	Aquebogue		1892	1967
	Jamesport	80.2 (129.1)	1844	1985
	Laurel	81.7 (131.5)	1901	1967
	Mattituck	84.2 (135.5)	1845		Suffolk County Transit: S92
	Cutchogue	87.2 (140.3)	1844	1962
	Peconic	90.2 (145.2)	1844	c. 1970	Originally Hermitage
	Southold	91.9 (147.9)	1844		Suffolk County Transit: S92
	Greenport	96.1 (154.7)	1844		Suffolk County Transit: S92 North Ferry to Shelter Island Heights

References