Main Line (Long Island Rail Road)

LIRR Main Line
At the Grand Avenue overpass
Overview
Type	Commuter rail
System	Long Island Rail Road
Status	Operational
Locale	Long Island, New York, USA
Termini	Long Island City Greenport
Stations	29 passenger, 1 employee-only
Services	Main Line (City Terminal Zone)   Belmont Park Branch   Hempstead Branch   Oyster Bay Branch   Port Jefferson Branch   Port Washington Branch   Ronkonkoma Branch
Operation
Owner	Long Island Rail Road
Operator(s)	Long Island Rail Road
Technical
Track gauge	4 ft 8 1⁄2 in (1,435 mm)
Electrification	750 V (DC) third rail (west of Ronkonkoma)

LIRR Main Line
Amtrak/NJT NEC continues 0.0 New York Pennsylvania Station Grand Central Terminal (starting 2019–2024) East River Tunnels 63rd Street Tunnel 1.9 Long Island City   Sunnyside Yard Amtrak/NJT employees only Sunnyside(proposed) Montauk Branch (east) Amtrak NEC 2.5 Hunterspoint Avenue   4.9 Woodside   Port Washington Branch Rockaway Beach Branch closed in 1962 8.5 Forest Hills 9.7 Kew Gardens Montauk Branch (west) Morris Park Facility LIRR employees only Atlantic Branch (west) AirTrain JFK Zone 1 Zone 3 10.8 Jamaica Atlantic Branch (east) Montauk Branch (east) Hillside Facility LIRR employees only 13.4 Hollis 15.0 Queens Village Queens Nassau Zone 3 Zone 4 Belmont Park 16.1 Bellerose 16.7 Floral Park Hempstead Branch 18.0 New Hyde Park 19.1 Merillon Avenue 20.3 Mineola Oyster Bay Branch Zone 4 Zone 7 22.2 Carle Place 23.2 Westbury 26.6 Hicksville Port Jefferson Branch 29.7 Bethpage Central Branch 32.0 Farmingdale Zone 7 Zone 9 34.2 Pinelawn 36.5 Wyandanch 40.2 Deer Park Zone 9 Zone 10 42.9 Brentwood 45.4 Central Islip 50.3 Ronkonkoma Ronkonkoma Yard end of electrification 55.9 Medford Zone 10 Zone 12 60.4 Yaphank 67.0 Manorville closed 1968 67.2 Manorville Branch closed in 1949 71.1 Calverton closed 1958 Zone 12 Zone 14 75.1 Riverhead 84.2 Mattituck 91.9 Southold 96.1 Greenport
Highlighted route is the Northeast Corridor, owned by Amtrak and is not part of the LIRR Main Line. Distances shown in miles from Pennsylvania Station.

The Main Line is a rail line owned and operated by the Long Island Rail Road in the U.S. state of New York. It begins in Long Island City and runs along the middle of Long Island about 95 miles (153 km) to Greenport. A mile east of Long Island City (east of Hunterspoint Avenue) the four tracks of the East River Tunnels join the two tracks from Long Island City; most Main Line trains use those tunnels rather than running to or from Long Island City.

Continuing east, five branches split from the Main Line; in order from west to east, they are:

• Port Washington Branch (at WOOD Interlocking in Woodside, Queens)
• Hempstead Branch (at QUEENS Interlocking along the Queens / Nassau County border)
• Oyster Bay Branch (at NASSAU Interlocking, east of Mineola station)
• Port Jefferson Branch (at DIVIDE Interlocking, east of Hicksville station)
• Central Branch (at BETH Interlocking, east of Bethpage station) – a single non-electrified track with no stations, connecting the Main Line to the Montauk Branch

Public timetables refer to the Main Line east of Hicksville as the Ronkonkoma Branch.

Trains on the Main Line between Long Island City and Ronkonkoma are governed by Automatic Block and Interlocking Signals and by Automatic Train Control (known as Automatic Speed Control by the LIRR). East of Ronkonkoma to Greenport trains operate in non-signaled dark territory, with all train movements being governed by train orders and timetable authority.

Route description and current train service

The Main Line has two tracks from just east of Long Island City to Harold Interlocking (HAROLD, 0.6 miles (0.97 km) northwest of the Woodside station), where the four track Northeast Corridor from Penn Station in Manhattan joins the Main Line after passing through the East River Tunnels.^[1] East of HAROLD,^{[ua 1]} the four-track Main Line runs adjacent to the two-track Port Washington Branch until, 0.7 miles (1.1 km) southeast of the Woodside station, the Port Washington Branch turns northeastward. The Main Line continues southeast with four tracks to JAY Interlocking where it meets the Atlantic Branch and Montauk Branch at the west end of Jamaica station. Eight platform tracks and two bypass tracks pass Jamaica station, along with a few yard tracks and two former freight tracks on the south side that can be used by trains bypassing Jamaica. At HALL Interlocking^{[ua 2]} just east of the station there are eight through tracks: two usually westward tracks for Main Line and Montauk trains, two Atlantic Branch tracks that are about to duck under and turn southeast, two usually eastward Main Line/Montauk tracks, and the two former freight tracks on the south side of Hall tower.

Just east of there, Montauk Branch trains get their own two tracks in the center of the four Main Line tracks until the Montauk tracks fly over^{[ua 3]} the other tracks and head southeast. At QUEENS Interlocking, just inside Nassau County between the Queens Village and Bellerose stations, the four-track Main Line splits into the two-track Main Line and the two-track Hempstead Branch; the four tracks continue parallel to Floral Park station where the Hempstead Branch curves away southward. The two-track Main Line continues east to Mineola where the two track Oyster Bay Branch begins and curves to the north. The line continues east from Mineola to Hicksville where the two track Port Jefferson Branch begins and curves to the north. To FARM Interlocking (just east of Farmingdale station), the Main Line has two tracks, then is single track with passing sidings to Greenport except for a three-mile stretch of double track from west of Deer Park to east of Brentwood. The Main Line was electrified between Hicksville and Ronkonkoma in 1987, requiring construction of high platforms along that stretch. LIRR plans to eventually complete double track to Ronkonkoma as part of the Ronkonkoma Branch Double Track Project. Phase I of construction, which will double track the five mile stretch between Central Islip and Ronkonkoma stations, began in April 2014.

The Main Line west of Jamaica to Harold Interlocking is the only line that can reach the East River Tunnels, so all trains bound for Penn Station use it. The portion between HAROLD and the Long Island City station is used by trains originating or terminating at Hunterspoint Avenue and LIC.

Power station at NASSAU Interlocking in Mineola

East of Jamaica station, the Main Line is used by all trains on the Hempstead Branch, the Oyster Bay Branch (diverging east of Mineola), the Port Jefferson Branch (diverging east of Hicksville), and the Ronkonkoma Branch (terminating at Ronkonkoma, the easterly limits of the line's electrification). Some Montauk Branch trains use the Main Line on their way to Babylon via the Central Branch, diverging east of Bethpage.

Only a few diesel shuttle trains, informally known as scoots, operate between Ronkonkoma and Greenport.

History

The Main Line opened beyond Jamaica to Hicksville on March 1, 1837; shortly afterwards, the Panic of 1837 severely curtailed construction. It was extended to Farmingdale on October 15, 1841, Deer Park on March 14, 1842, Brentwood on June 24, Central Islip on July 14, and Yaphank on June 26, 1844. An opening excursion to Greenport was operated on July 27, 1844, and revenue service began over the full line on July 29.^[2][3][4][5]

The line was electrified in stages throughout the early 20th Century. Electrification between Long Island City and Jamaica began on September 8, 1910. Prior to this segment however, the line was electrified from to Queens Village and Belmont Park in October 2, 1905, and then to Floral Park, in May 26, 1908. Hempstead Branch stations southeast of Floral Park were electrified on the same date, but stations along the Main Line east of Floral Park to Mineola were electrified by October 1926. The Oyster Bay Branch, which left the main line at Mineola was partially electrified in June 1934, up north to East Williston station. The line was electrified to Hicksville, and then north along the Port Jefferson Branch to Huntington in 1970, and finally electrification was extended from Hicksville to Ronkonkoma in 1987.^[6]

Major infrastructure improvements

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.^[7] 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.^[7] 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.^[8][9] 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).^[8][10]: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.^[11] A design–build contract for phase 2 was awarded in June 2016.^[12] In August 2016, workers started to clear brush and make space for Phase 2 east of Deer Park near Wyandanch.^[11]

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.^[7] 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.^[13] 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.^[14] 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.^[15]

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.^[16] The station was deferred from the MTA's 2010-2014 budget due to budgetary issues, but revived in 2012.^[17][18] 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.^{[10]: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).^[10]:96

Third track between Queens Village and Hicksville

To accommodate an expected increase in Long Island Rail Road ridership once the East Side Access project to Grand Central Terminal is completed and to expand local and reverse peak service, the Metropolitan Transportation Authority has proposed to build a third Main Line track from Queens Village to Hicksville in the future.^[19][20] Components of the project include purchasing properties in the track's right of way, eliminating grade crossings (in conjunction with NYSDOT), relocating existing stations, and reconfiguring Mineola Station. The project has been stalled by fierce opposition from the villages of Floral Park, New Hyde Park, and Garden City,^[21][22][23] which say the construction and the resulting increased train service will reduce the quality of life in their neighborhoods. These villages support station improvements and the elimination of grade crossings in lieu of third track expansion; however, the MTA has long insisted that a third track is a necessary component of LIRR's East Side Access expansion.^[24] In March 2015, LIRR president Patrick Nowakowski declared that the LIRR would not proceed with the project without the support of the local communities.^[25]

Small segments of the third track have been built already or will be built, however. One segment is between Merillon Avenue and Mineola, built in the vicinity of Herricks Road during the grade crossing elimination project that took place in 1998.^[26] Another segment will be built as part of the upcoming station renovation at Hicksville. This construction will connect Track 1 at Hicksville station to the North Siding track located about 3,000 feet west of the station. This short segment, when completed, will essentially serve as the eastern end of the future third track; it will also allow for a slight increase in peak-hour service.^[27][28] The MTA has also left provisions for a third track in construction of other infrastructure along the line, such as the Mineola Intermodal Center located adjacent to Mineola station, Mineola Blvd Bridge, Roslyn Road Underpass in Mineola, and the replacement Ellison Avenue Bridge over the Main Line in Westbury.^{[29][30][31][32]}

In January 2016, Governor Andrew Cuomo announced a transportation improvement plan which included several million dollars in funding to restart third track development.^[33][34] Governor Cuomo said that unlike previous third track proposals, his plan involves building the third track within existing LIRR right of way, which will reduce the number of existing homes and businesses affected by installation of the third track.^[35] While previous proposals would have affected around 250 properties, 80 of which were homes, Governor Cuomo's proposal would only require taking property from 50 properties in total, including around 20 homes.^[35] This reduction in properties affected be accomplished by building a shorter third track than previous proposals, resulting in a 9.8-mile (15.8 km) three-track segment instead of the previously planned 11.5-mile (18.5 km) segment.^[33][36]

Stations

Hempstead Branch trains run on separate tracks east of Queens Village (and, east of Floral Park, split to the south), Oyster Bay Branch trains split off after Mineola, and Port Jefferson Branch trains split off after Hicksville. Montauk Branch trains that use the Main Line and Central Branch split off after Bethpage, but only some stop at Mineola and Hicksville east of Jamaica.

Zone	Station name	Miles (km) from NYP[37]	Ronkonkoma Local	Port Jefferson Local	Date opened	Date closed	Connections / Notes
1[lower-alpha 1]	Pennsylvania Station [lower-alpha 2]	0.0 (0.0)	●	●	1910		NYC Subway: (at 34th Street – Penn Station (Seventh Avenue)) (at 34th Street – Penn Station (Eighth Avenue)) NYCT Bus: M4, M7, M20, M34 / M34A SBS, Q32 New Jersey Transit Amtrak PATH
	Long Island City	-[lower-alpha 3]	♦	♦	1854		NYC Subway:   (at Vernon Boulevard – Jackson Avenue) MTA Bus: Q103 NY Waterway: East River Ferry
	Hunterspoint Avenue	-[lower-alpha 3]	♦	♦	1860		NYC Subway   (at Hunters Point Avenue) NYCT Bus: B62 MTA Bus: Q67
	Woodside	4.9 (7.9)	●	●	1869[38]		LIRR: Port Washington Branch NYC Subway:   (at 61st Street – Woodside) NYCT Bus: Q32 MTA Bus: Q18, Q53, Q70 to LGA
	Winfield				1864	1929
	Port Washington Branch diverges
	Grand Street				1913	1925
	Rego Park				1928	1962
	Matawok				1922	1925
	Forest Hills	8.5 (13.7)	¤	¤	1906		NYC Subway: (at Forest Hills – 71st Avenue) MTA Bus: Q23, Q60, Q64
	Hopedale				1875	c. 1884
	Kew Gardens	8.8 (14.2)	¤	¤	1879		NYC Subway: (at Kew Gardens – Union Turnpike) NYCT Bus: Q10, Q37 MTA Bus: QM18 Originally Maple Grove, then Kew
	Westbridge[39]				1916	1939	Originally High Bridge
	Dunton				1897	1939
3	Jamaica	10.8 (17.4)	●	●	1836		LIRR; Atlantic, Babylon, 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
	Atlantic Branch diverges
	Union Hall Street				1890	1976	Originally New York Avenue
	Canal Street				1853[40]	1899
	Hillside				c. 1909 May 15, 1911	1911 1966
	Babylon and Montauk Branches diverge
	Hillside Facility		No passengers[lower-alpha 4]		1991		Employee-only station
	Rockaway Junction, also called Woodhull Park[41]				1875 or 1890[42]	c. 1905
	Willow Tree[43]				March 1, 1837	June 1872
	Hollis	13.4 (21.6)	|	¤	1885		NYCT Bus: Q2, Q3 MTA Bus: Q110 Originally East Jamaica
	Bellaire				1837[44]	1972	Originally Flushing Avenue, then Brushville, then Interstate Park, then Brushville Road
	Queens Village	15.0 (24.1)	|	¤	1881		NYCT Bus: Q1, Q27, Q36, Q83, Q88 NICE Bus: n24
	Belmont Park Branch diverges
Queens / Nassau county line
4
	Bellerose		|	|	1898		Hempstead Branch only
	Hempstead Branch diverges
	Floral Park	16.7 (26.9)	|	¤	c. 1870		LIRR: Hempstead Branch NYCT Bus: Q36 NICE Bus: n24 Originally Plainfield, then Stewart Junction, then Hinsdale, then East Hinsdale
	New Hyde Park	18.0 (29.0)	|	●	1845		NICE Bus: n24, n25 Originally Hyde Park
	Merillon Avenue	19.1 (30.7)	|	¤	1837		Originally Clowesville, then Garden City
	Mineola	20.3 (32.3)	¤	●	1837[44]		NICE Bus: n22, n23, n24, n40, n41 Originally Hempstead, then Branch or Hempstead Branch
Oyster Bay Branch diverges
7	Carle Place	22.2 (35.7)	|	●	1842[45]		NICE Bus: n22 Originally Carll Place
	Westbury	23.2 (37.3)	|	●	1837[44]		NICE Bus: n22, n35
	New Cassel				November 1875	March 1876
	Hicksville	26.6 (42.8)	●	●	1837[44]		NICE Bus: n20H, n22, n48, n49, n78, n79, n80
	Port Jefferson Branch diverges Main Line is solely the Ronkonkoma Branch
	Grumman	28.5 (45.9)		Through to Port Jefferson via Huntington	1942	1985
	Bethpage	29.7 (47.8)	●		c. 1854[46]		Originally Jerusalem, then Central Park
	Bethpage Junction					1873
	Central Branch diverges
	Farmingdale	32.0 (51.5)	●		1841[47][48]		NICE Bus: n70, n72
Nassau / Suffolk county line
9
	Republic	33.0 (53.1)			1940	1987
	Pinelawn	34.2 (55.0)	¤		c. 1890		Originally Melville
	Wyandanch	36.5 (58.7)	●		1875		Suffolk County Transit: S23, S33, 2A, 2B Originally West Deer Park, then Wyandance
	Edgewood				1892	1914
	Deer Park	40.2 (64.9)	●		1842[49][50]		Suffolk County Transit: S27 Tanger Shuttle Bus
	Pilgrim State Hospital				c. 1931	May 21, 1978
	Thompson	42.2 (67.9)			1842[51]	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[52]	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[53]
	Holtsville	54.2 (87.2)			1843	1998	Originally Waverly[54]
	Medford (limited service)	55.9 (89.0)	●		1844[55]		Suffolk County Transit: S61
	Bartlett's	58.7 (94.5)			1844	1880	Originally Bellport
	Fire Place				1844[55]	1845
12	Yaphank (limited service)	60.4 (97.2)	●		1844		Originally Milleville
	Carman's River				1844[55]	1845
	Upton Road				1918	1922
	Camp Upton				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
	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: S62, S92, 8A
	Aquebogue				June 1892	July 1967
	Jamesport	80.2 (129.1)			1844	1985
	Laurel	81.7 (131.5)				1967
	Mattituck (limited service)	84.2 (135.5)	●		1844
	Cutchogue	87.2 (140.3)			1844	1962
	Peconic	90.2 (145.2)			1844	1970	Originally Hermitage
	Southold (limited service)	91.9 (147.9)	●		1844		Suffolk County Transit: S92
	Greenport (limited service)	96.1 (154.7)	●		1844		Suffolk County Transit: S92 North Ferry to Shelter Island Heights
Trains stop at stations marked as ● and pass stations marked as |. Diesel trains stop at stations marked as ♦ during weekday rush hours. Some trains do not stop at stations marked as ¤.
↑ Part of the City Terminal Zone ↑ Pennsylvania Station is owned by Amtrak and is not part of the Main Line. 1 2 Not part of the branch to Penn Station, so mileage is not listed. ↑ At Hillside Facility, trains stop to pick up any employees; however, passengers may not board or exit trains at this station.

Coordinates

References

External links

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