The project is forecast to cost $US 1-1.5bn and while New York Metropolitan Transportation Authority's current five-year capital plan does not allocate any funding for the scheme, Cuomo says the New York state government will make several million dollars available this year for planning. The addition of a third track will enable bidirectional peak operation and also reduce the risk of delays spreading across the network when failures occur.Ĭuomo says the project will relieve pressure on the island's main east-west highways and improve rail links between Long Island and LaGuardia and John F Kennedy airports. This stretch of line is used by around 40% of LIRR passengers, but capacity is severely constrained at peak times, when both tracks are used to operate trains either into or out of the city, limiting the potential for journeys within Long Island. If the escalation of labor costs and the labor needs for train operation are not reduced in the future, it will not be possible to maintain competitive fares or shift to more transit-like operations.Under the proposals outlined by Cuomo, the 15.7km section from Floral Park to Hicksville, which is used by services from New York to Port Jefferson, Oyster Bay, Ronkonkoma, and Montauk, will be widened from two to three tracks. From 1981 to 1983, LIRR labor cost per worker rose by 16.9 percent, while general inflation was only 11.9 percent.
Output, measured in passenger miles per worker, was only 18 percent greater than on the subways. Wages, benefits and pensions on the LIRR averaged $42,144 per worker in 1981, about 27 percent more than on former Conrail lines and 32 percent more than on Transit Authority (TA) subways. There is also room for substantial productivity improvements in the maintenance of cars. Each time an LIRR passenger boards a train, it costs $1 to have his ticket checked.
While one-man crews such as on PATCO may not be feasible on long LlRR trains, cutting operating crews in half would reduce total Labor requirement by 15 percent and operating expenses by 12 percent. The PATCO rapid transit system in southern New Jersey employs only 4.5 to keep a train running for 12 hours. The LIRR has to employ 19 operating personnel to keep one train running for an average of seven hours during the day. The electric cars and power supply of the LIRR are designed for fast acceleration which is needed when stops are frequent-but that capability is not being used because of the emphasis on long hauls into Manhattan. Yet no rapid transit in the world offers off-peak service as infrequently as every hour or half-hour. In terms of service density, the electrified part of the LIRR exceeds four of the nation’s rapid transit systems and is comparable to Bay Area Rapid Transit (BART) in the San Francisco area. There are three related reasons why the Rail Road does not fulfill that function: The latter will also affect travel within Long Island, less than one percent of which is now served by rail. Therefore, the sharp increase in Manhattan-bound LIRR commuters will taper off this study assumes only a 20 percent increase by the year 2000 - a consequence of upgrades, better railroad service, and rising auto congestion. The excess labor force was largely absorbed by new office jobs in Manhattan.ĭuring the 1980s, some 176,000 new jobs are expected on Long Island, but they will be just about matched by growth in the local labor force. This was because only 207,000 jobs were added in Nassau and Suffolk, while the labor force grew by 237,000, as young people reached working age and more women started to work.
Between 19, daily Long Island Rail Road (LIRR) passengers to Penn Station increased by 37 percent to 104,000, despite an almost static population on the Island.
Over a third of all income of Nassau and Suffolk County residents is earned outside those counties - and 19 out of 20 commuters work in New York City.
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