88-536: The Oyster Bay Branch is a rail line and service owned and operated by the Long Island Rail Road in the U.S. state of New York . The branch splits from the Main Line just east of Mineola station, and runs north and east to Oyster Bay . The branch is electrified between East Williston and Mineola. The branch opened in segments between 1865 and 1889. The first phase of what is now known as
176-542: A clearance of at least 14 feet (4.3 m). A new street would be carried across the line east of Hillside station. The LIRR planned to replace existing stations at Hillside and Union Hall Streets with more up-to-date facilities with full length concrete high-level platforms. The estimated cost of the project was $ 2,460,000. On December 6, 1923, the Transit Commission ordered the LIRR to extend 195th Street under
264-428: A complicated arrangement of signals and switches to the east of the station within two weeks for nearly $ 100,000 to allow eastbound express trains in the evening rush hour to bypass the station via the station's westbound tracks. The LIRR was in the process of planning improvements to the station's west to allow westbound express trains in the morning rush hour to run via the station's eastbound tracks. On July 10, 1956,
352-518: A few feet of Queens Boulevard at Lefferts Avenue (now Boulevard) and then curved sharply southeast around the southern edge of Maple Grove Cemetery, slowing service. The land for the right-of-way to the west of Lefferts Avenue was acquired from the Cord Meyer Development Corporation , while the land to the east was purchased from Alrick Man, the founder of the urban neighborhood of Richmond Hill . While he had to sell
440-538: A narrow, 11'6" bridge under the tracks for Nassau Boulevard; this bridge was replaced with a 14"-high bridge as part of the Main Line Expansion Project in October 2019. In November 1963, the LIRR announced a plan to shorten the platforms at Forest Hills and Kew Gardens by 300 feet (91 m). The railroad's justification was that ridership at the stations was low, and did not warrant repairing
528-694: A portion of the tracks of the Flushing Railroad between Winfield and Hunters Point. Floral Park station was built between October and November 1878 as "Stewart Junction," for the junction between the LIRR Main Line and the Central Railroad of Long Island built by Alexander Turney Stewart . Five years earlier the CRRLI had bridged the LIRR, and the station served as a connection between both lines. Connecting tracks were available at
616-485: A right-of-way. In June 1886, a public meeting was held and a committee of 15 was appointed to secure land. Although officials were still contemplating a through line to Northport, the LIRR organized the Oyster Bay Extension Railroad on August 31, 1886, which authorized a five-mile road from Locust Valley to Oyster Bay. Ground was broken for the project on August 15, 1887. One phase of construction
704-477: A second track was built between Mineola and Albertson. The line was double-tracked to Roslyn, Glen Cove and Locust Valley in 1905, 1909 and 1911, respectively. The extension of the line's second track was done in anticipation of electrification. Until 1928, a direct connection to the West Hempstead Branch existed just east of Mineola station. This spur crossed the Main Line , then terminated at
792-517: A supplement to the LIRR's charter passed March 12, 1860 authorized it to buy the NY&;J and build a new main line from Jamaica to Hunters Point . The LIRR carried through with the NY&J purchase on April 25, along with the purchase of a short piece of the Brooklyn and Jamaica at Jamaica. The new line to Hunters Point was officially opened on May 9, 1861, with regular service starting May 10, using
880-409: A third track between Divide and Queens Interlockings and a fourth track between Queens and Harold Interlockings. East of Ronkonkoma to Greenport, the line is not electrified and trains operate in non-signaled dark territory , with all train movements being governed by timetable and train order authority . Passenger service east of Hicksville station is covered by Ronkonkoma Branch timetables, as it
968-535: Is a rail line owned and operated by the Long Island Rail Road in the U.S. state of New York . It begins as a two-track line at Long Island City station in Long Island City , Queens , and runs along the middle of Long Island about 95 miles (153 km) to Greenport station in Greenport , Suffolk County . At Harold Interlocking approximately one mile east of Long Island City, the tracks from
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#17327833017741056-565: Is the final connecting point to other services. The Main Line has one track from just east of Long Island City , where it splits into two tracks just before Borden Avenue, which continue through Hunterspoint Avenue station 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
1144-625: Is used by all trains operating to New York Penn Station and Grand Central Madison , both in Manhattan. The portion between HAROLD and the Long Island City station is used by trains originating or terminating at Hunterspoint Avenue or Long Island City. East of Jamaica station, the Main Line is used by all trains on the Hempstead Branch (diverging east of Queens Village), the Oyster Bay Branch (diverging east of Mineola),
1232-685: The East River Tunnels and 63rd Street Tunnel into Manhattan intersect with the Main Line, which most trains use rather than using the Long Island City station. Continuing east, five branches split from the Main Line. In order from west to east, they are: West of Ronkonkoma station , the Main Line is largely double tracked and electrified with 750V DC third rail , with trains governed by Automatic Block and Interlocking Signals and by Automatic Train Control . The line contains
1320-537: The International Union of Railways in its official publications and thesaurus. Also Centering spring cylinder . Also Railway air brake . Also Main Reservoir and Reservoir . Also see Reverser handle . A metal casting incorporating a slot that allows the casting to fit over the rail near the wheel of a derailed car. The locomotive then pushes or pulls the car so that
1408-525: The New York City Board of Estimate approved the plans for bridges at Union Turnpike and Ascan Avenue, but did not approve the plans for the bridge carrying Quentin Road and Lefferts Avenue over the line as these streets were not yet included on the city's map. The plans were modified in 1909 to add bridges at Penelope Avenue and Ascan Avenue. The grading of the right-of-way and the laying of track
1496-496: The Panic of 1837 severely curtailed construction. Construction on the line to Greenport resumed in 1840. It was extended to Farmingdale on October 15, 1841, Deer Park on March 14, 1842, Brentwood on June 24, 1842, Central Islip on July 14, 1842 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. The city of Brooklyn banned
1584-779: The Cemetery, and during this period, the managers of the cemetery made arrangements to have visitors transported free of charge to the Richmond Hill station on the Montauk Division . The tracks were relaid during September and October 1882, and the line was rebuilt as a double-track line with iron rails. The line was reopened on October 25, 1882 for freight only to allow the Montauk Division to be exclusively used for passenger service. Service resumed on May 30, 1883 with one daily train in each direction after
1672-728: The LIRR began work on a $ 750,000 project to install reverse signaling on the 15.7 miles of the Main Line between Divide Interlocking in Hicksville and Hall Interlocking in Jamaica. The project modified existing signaling with remotely-controlled switches. Along with additional crossovers, this would enable peak-direction express trains to bypass local trains by using the track that was currently being used for infrequent reverse-peak service. This would enable running times on existing expresses trains from Hicksville to be reduced, and allow local trains to make additional stops west of Hicksville. Under
1760-411: The LIRR from using steam propulsion within city limits effective July 1, 1851. The railroad refused to comply until early October, when they stopped freight and passenger trains at Jamaica, directing passengers to take Fulton Street stages to Bedford and transfer there to "Jamaica Line" stages. Laws passed on April 19, 1859 allowed for the appointment of commissioners, empowered to contract with
1848-573: The LIRR received a $ 22,697,500 federal grant from the Urban Mass Transportation Administration (UMTA) for the project. The total cost was estimated at $ 45 million. Construction on the project began in 1968. On October 19, 1970, the LIRR's $ 69 million electrification project from Mineola to Huntington was completed. The project was funded through grants from UMTA and a New York State Transportation bond issue. 16 miles (26 km) of track were electrified as part of
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#17327833017741936-424: The LIRR replaced and raised the bridge over Buckram Road between Locust Valley and Oyster Bay Stations. In April 2021, then-President Phillip Eng announced that the LIRR entered into an agreement with Alstom to test battery-powered train cars along the Oyster Bay Branch. The branch was chosen due to the short 13-mile trip between East Williston and Oyster Bay. The project had the potential to improve service along
2024-584: The LIRR said that it would seek permission in 1937 to abandon the three stations along the Main Line between Jamaica and Pennsylvania Station—Kew Gardens, Forest Hills, and Woodside. The LIRR had said that it anticipated a loss of annual revenue between $ 750,000 and $ 1 million with the opening of the extension of the Independent Subway System 's Queens Boulevard Line to Jamaica. Westbridge station closed on January 1, 1939. On August 15, 1955, LIRR officials announced that it would install
2112-575: The LIRR to close the Cobble Hill Tunnel , cease using steam within city limits, and instead run horse cars for freight and passengers to the city line or East New York , connecting with steam trains to and beyond Jamaica there. By the fall of 1861, both use of steam as propulsion and of the tunnel had ceased. In order to maintain access to New York, the LIRR chartered the New York and Jamaica Railroad (NY&J) on September 3, 1859, and
2200-710: The LIRR undertook the construction of the Maple Grove Cut-Off for $ 500,000. The Cut-Off shortened the Main Line by 328 feet (100 m), and sped up service with the construction of a new straightened four-track route that ran at a lower grade. The Cut-Off branched from the original line about 400 feet (120 m) north of Ascan Avenue in Forest Hills , and continued to 84th Drive in Kew Gardens, or about 700 feet (210 m) east of Lefferts Avenue. The original line ran straight from Winfield to within
2288-554: The Long Island Rail Road, offered to supply iron and rolling stock for the extension to Oyster Bay if local residents provided the right-of-way. While citizens considered the offer, the Northern Railroad folded since not enough money was raised. With the threat eliminated, the extension of rail service to Oyster Bay was temporarily delayed. The project was revived in 1886 when some citizens offered to secure
2376-601: The Main Line after passing through the East River Tunnels . East of HAROLD, 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
2464-598: The Main Line and two for the North Side Railroad (now Port Washington Branch ), with seven steel viaducts carrying the LIRR diagonally over the intervening street grid. A temporary Woodside station near 61st Street and Woodside Avenue opened in April 1913, replacing the old Woodside station at 39th Avenue and 58th Street. When the project was completed in November 1915, both the temporary Woodside station and
2552-488: The Main Line between Winfield and Jamaica from one track to four tracks, with two additional tracks between the Glendale Cut-Off and Winfield. 40 grade crossings were eliminated as part of the project. In addition, the line was electrified using a third rail . This was expected to reduce the running time between Jamaica and Sunnyside Yard from 18 minutes to 12 minutes. To speed up service through Kew Gardens,
2640-515: 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 north to East Williston station . New York City applied to extend 199th Street and 202nd Street across the Main Line in Queens. On September 26, 1928, the Transit Commission ordered to extend 202nd Street across the line below
2728-519: The Main Line east of Jamaica station and a crossing at Hillside on the Montauk Division to complete the elimination of grade crossings on the Main Line east of Jamaica within city limits. The LIRR accepted the order and expected to begin construction on the project following the completion of the Queens Elimination project. As part of the project, grade crossings at New York Avenue, Puntine Street, Smith Street, Canal Street, Brenton Avenue with
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2816-524: The Main Line in Hollis. Work was complete soon afterwards. Work began on the Jamaica Elimination project in October 1929, and was completed in 1931. At the same time, work was done to extend 177th Street under the Montauk Division. The total cost of the project was $ 5,897,000. The grade crossings were eliminated by raising the line onto an embankment between retaining walls. Stations along
2904-426: The Main Line, allowing for increased peak direction capacity without adding additional tracks. The signaling project would also install automatic speed control and interlocking improvements. To provide interim benefits from reverse-signaling, one block reverse signaling was installed on the eastbound Main Line 2 track, allowing westbound diesels in the morning peak to head west by signal indication, reducing congestion on
2992-444: The Main Line, and at South Street with the Montauk Division would be eliminated. Existing grade-separated crossings at Union Hall Street, Washington Street, and Prospect Street, which crossed over the rail line would be modified to be under-grade crossings. At the time, the Main Line tracks were elevated at Jamaica, and then descended on a steep grade to the east of the station to a level 20 feet (6.1 m) lower. After Hillside station,
3080-483: The Oyster Bay Branch opened on January 23, 1865. The line was built by the Glen Cove Branch Rail Road, a subsidiary of the Long Island Rail Road (LIRR), which was incorporated on December 3, 1858. The line was built as a branch of the LIRR's Main Line from Mineola, and extended to Glen Head . On May 16, 1867 the railway was extended to Glen Cove (now known as Glen Street). and on April 19, 1869
3168-702: The Port Jefferson Branch (diverging east of Hicksville), and the Ronkonkoma Branch (terminating at Ronkonkoma, the eastern 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 . The Main Line opened beyond Jamaica to Hicksville on March 1, 1837; shortly afterwards,
3256-533: The Vice President of the LIRR, in December, stated that the LIRR had to deal with the completion of multiple grade crossing elimination projects before electrifying the Oyster Bay Branch, which was estimated to cost $ 3.28 million. By June 1934, the section of the line between East Williston and Mineola was electrified, with the remainder of the branch expected to be electrified soon after. However,
3344-639: The branch and across the LIRR's remaining diesel territory. However, after spending $ 850,000 on the project, in July 2022 the LIRR announced that retrofitting existing trains with the technology was proven to be unfeasible, but the technology could be added to future train cars. Environmental groups continue to pressure the state to include LIRR electrification in their plan to become carbon neutral by 2050. West of Mineola , most trains originate or terminate at Jamaica , with some rush hour trips ending at Hunterspoint Avenue , Long Island City , or Penn Station . Once on
3432-526: The branch, all trains run local except for one westbound rush-hour skip-stop service. Additionally, some rush hour trains express through Mineola in order to prevent congestion on track 3 of the Main Line. Rail line Rail transport terms are a form of technical terminology applied to railways. Although many terms are uniform across different nations and companies, they are by no means universal, with differences often originating from parallel development of rail transport systems in different parts of
3520-553: The building contract was signed, with work set to begin in August. The Long Island Rail Road attempted to undermine the Northern Railroad's project before it could sell stock and acquire a roadbed. It was going to link its north side branches together as a continuous railroad to Northport. Construction cost from Great Neck to Roslyn and from Locust Valley to Northport was approximately $ 400,000. In February 1883, Austin Corbin, president of
3608-658: The built-up portion of Richmond Hill. Man built streets through the property of the old golf club, and built elegant homes close to the new railroad station, creating what is known as Kew Gardens today. On November 20, 1908, the New York Public Service Commission approved the LIRR's application to complete the Maple Grove Cut-Off. Limited construction began on the Cut-Off in November 1908, with real work beginning in March 1909. On December 4, 1908,
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3696-449: The completion of the project to 60 percent. With the opening of this track, service in both directions was relocated from the previous level, 20 feet (6.1 m) below the embankment level, to the embankment, allowing the old tracks to be discontinued, and for five grade crossings to be closed. In February 1924, work on the project was expected to be completed in May, though it was completed in
3784-473: The construction of a new grade-separated route within Woodside to increase train capacity, which was limited by the previous at-grade routing. Land acquisition for this reroute, dubbed the "Woodside/Winfield Cut-Off", starting in 1908. In order to provide fast service for the opening of the Pennsylvania Railroad 's East River Tunnels in 1910, the Long Island Rail Road completely rebuilt
3872-573: The crumbling concrete. These sections of platforms had been installed in about 1929 to allow the stations to accommodate full-length trains. This move was opposed by civic groups, and resulted in an investigation by the Public Service Commission . However, the platform extensions were removed by March 1964. Prior to their removal, the platforms extended to the overpass at 82nd Avenue (formerly known as Onslow Place). A staircase from each platform allowed passengers to enter and leave
3960-485: The day. As part of the MTA's first capital program, the signaling system on the Main Line between Jamaica and Penn Station would be upgraded to reduce congestion and allow for increased capacity. The project would construct a new control center at Penn Station, allowing for remote control of Harold Interlocking, redesign Harold Interlocking, modernize towers and switching systems at Penn Station, and install reverse-signaling on
4048-642: The derailed wheel runs up the rerailer and back on to the track. Also see Extended Wagon Top Boiler . Also see Waist sheet . Also see Expansion knee . Also see Valve gear. Also see Grate Also see Train air signal apparatus. Also see Control system. Also Adhesion railway . Also Adhesion railway . Also see Hub. Also Adhesion railway . Also see Whistle stem. Also Coupler Yoke , Bell Yoke , Guide Yoke , Valve Yoke . Main Line (Long Island Rail Road) Distances shown from Long Island City The Main Line
4136-475: The end of a wye at what was often called the Garden City Branch. Until passenger service was abandoned along this branch, passengers would transfer between the two lines at Mineola Station itself. In November 1928, LIRR officials surveyed the branch to evaluate the feasibility of electrifying the line. The Glen Cove Chamber of Commerce petitioned the LIRR, advocating for electrification. In response,
4224-529: The existing service plan, the number of stops local trains could make were limited to avert delaying express trains following behind them. On July 10, 1956, to the west of Hicksville, a pre-fabricated bridge that would hold automatic signals was installed. The first 6.3-mile section, between Hicksville and Mineola, was completed in early 1957. Completing this section required the installation of three sets of crossover switches, over 400 electrical relays, housed in 18 steel cabinets, 1,500 feet of pipe for air lines for
4312-420: The fall. The new station at Bellaire opened on September 20, 1924 with high-level platforms. The project to eliminate the five grade crossings cost $ 2,500,000, while the project to extend Cross Island Boulevard under the line cost $ 75,000, and the project to do the same for Bellaire Boulevard (211th Street) cost $ 60,000. On January 16, 1923, the Transit Commission ordered the LIRR to eliminate five crossings on
4400-525: The gates at the crossings were down. It was decided to construct the grade separation on an elevated structure rather than in an open cut so as to not interfere with the city sewer system and as it would require ridiculously steep grades. The existing bridges at Prospect Street, Washington Street, and Union Hall Street were very old, had steep grades of over 8 percent on either side. The steep grade starting west of Prospect Street caused many delays for westbound service as trains had to increase speed before going up
4488-638: The grade and could not operate as slowly as would be necessary for efficient train operations at Jamaica. As part of the plan, the Main Line would be increased to eight tracks, four of which would connect with the four-track right-of-way starting at Hollis. Two tracks would allow freight traffic to go to Holban Yard without having to use the Main Line tracks as was done at the time, and the two other tracks would be used for Montauk Division trains, which would no longer need to cross Main Line tracks at grade. The line would be built on embankment with concrete retaining walls, with all crossings to be made below grade, with
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#17327833017744576-590: The grade of the line, and to create a pedestrian only underpass for 199th Street. The plans for the crossing at 199th Street were approved on April 17, 1929, while the plans for 202nd Street were approved on August 19, 1931. In 1931, it was expected to begin work in 1932. On March 17, 1936, at a hearing of the New York State Transit Commission and the New York State Public Service Commission,
4664-503: The introduction of electric service to Penn Station using the Maple Grove Cut-Off. The first train left the station at 4:14 a.m. The first passenger boarding at Kew was also the first passenger to pass through the gates at Penn Station. The present Jamaica station was designed by Kenneth M. Murchison and built between 1912 and 1913 as a replacement for the two former stations in Jamaica. Both former stations were discontinued as station stops. The 1912–13 "Jamaica Improvement"
4752-602: The line on an embankment and constructing bridges, and two new streets were extended underneath the line, at Bellaire Boulevard and Cross Island Boulevard. In addition, the line was four-tracked and electrification was extended to Floral Park. Bellaire and Queens stations were rebuilt with concrete high-level platforms that could accommodate eleven-car trains. Pedestrian subways were constructed between platforms at Floral Park and Bellerose, station platforms at Hillside and Hollis were extended new interlockings were installed at Floral Park and Queens, and an automatic block signaling system
4840-489: The line was extended further to Locust Valley . By the early 1880s, there had been pressure to expand rail service eastward. At this time another railroad, the Northern Railroad of Long Island threatened the Long Island Rail Road's monopoly. The Northern Railroad was incorporated on March 23, 1881, and it planned to build a road from Astoria to Northport via Flushing, Great Neck, Glen Cove, Oyster Bay and Huntington. By June 1881, construction plans were authorized and in mid-July
4928-430: The line went up on a more gradual grade and rose to approximately the same elevation at Jamaica Station at Farmers Avenue in Hollis. All the at-grade crossings in the section were heavily trafficked, and buildings and other obstacles obstructed views of the crossings. The Canal Street crossing had seven tracks, while the others had five tracks. During the summer, car traffic would pile up for several blocks on both sides when
5016-414: The locomotive with flags and wreaths. Upon arrival at Oyster Bay, an organized procession commenced, which was viewed by 5,000 residents and visitors. On Tuesday, June 25, the extension opened for regular passenger service with eight round trips daily to and from Long Island City. The line ended at Locust Valley for two decades until a final extension added four miles (6.4 kilometers) to Oyster Bay . One of
5104-437: The managers of the cemetery made a request to the directors of the Long Island Rail Road. In 1886, the station was moved 40 feet (12 m) to provide space for a lawn and flowerbed. After Hopedale station closed in 1884, this was the only station on the Main Line between Winfield and Jamaica, and as of 1897, the line was mostly used for freight, with the exception of some passenger service during commuting hours. The line
5192-564: The old at-grade right-of-way. A grade crossing at Charlotte Avenue to the west of the station was removed in 1969. The LIRR was acquired by New York State in 1965 and was put under the control of the Metropolitan Commuter Transportation Authority (MCTA). It authorized engineering studies for the extension of electrified service along the Main Line from Mineola to Hicksville , then along the Port Jefferson Branch to Huntington . On June 13, 1967
5280-523: The operation of switches, and about 42 miles of cable and wire. In December 1957, the project was expected to be completed by the end of the year to Floral Park, and in 1958 to Jamaica. The equipment was provided by the Union Switch and Signal Company. On April 22, 1957, work began on a $ 12,500 project to extend the station platform at Hicksville by 470 feet to allow trains to stop without blocking grade crossings at Broadway and Jerusalem Avenue. Work
5368-519: The original Winfield Junction station on the old routing were replaced by stations along the new route. Work on the Queens Elimination Project, which extended from a point 2,000 feet (610 m) west of Bellerose station to Hollis station, was completed in 1924. As part of the project, five grade crossings, at Hempstead Turnpike, Springfield Boulevard, Bennet Avenue, Wertland Avenue, and Madison Avenue, were eliminated by placing
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#17327833017745456-474: The project were constructed with concrete floors, heavy steel girders, and watertight steel. On September 8, 1910, the line between Long Island City and Jamaica was electrified, and service to Pennsylvania Station was inaugurated. Initially, service consisted of 101 trains in each direction to the Hempstead, Far Rockaway and Long Beach branches. On September 8, 1910, the new Kew station opened along with
5544-421: The project, four stations would be eliminated (Grumman, Republic, Pine Aire and Deer Park), eight stations would receive high-level platforms (Bethpage, Farmingdale, Pinelawn, Wyandanch, a new Deer Park stop, Brentwood, Central Islip and Ronkonkoma). The platforms at Farmingdale and Bethpage were replaced as part of a separate program. In addition, the line would receive new signaling, additional passing sidings, and
5632-482: The project. Diesel service on this section was replaced with electric service running directly to Penn Station, eliminating the need to change at Jamaica, and saving passengers an average of 15 minutes. This was the LIRR's first new electrification project since 1925. Union Hall Street closed on May 20, 1977. Some people in the area were already under the impression the station was closed. Some time before, wire fences were installed to seal Union Street, which passes under
5720-745: The property of the Richmond Hill Golf Club and 25 acres of estate, he still owned a lot of the land in Richmond Hill, and therefore financially benefitted from the move. Since the golf course was going to be cut in half by the railroad, Man closed the course in 1906, and decided to sell the course and turn it into a residential community. The right-of-way initially had room for six tracks, of which four tracks were built. The two additional tracks would have been used for freight. The LIRR's right-of-way increased from 50 to 60 feet (15 to 18 m) to 150 feet (46 m). Crystal Lake, which
5808-644: The reasons for building to Oyster Bay was to create a connection to New England. A large pier, now owned by the Flowers Oyster Company, was built to facilitate the loading of passenger cars onto a ferry, specifically to the Danbury and Norwalk Railroad station and ferry pier in Wilson's Point section of Norwalk, Connecticut . Service lasted only a few years as overland service from New York to Boston, once thought impossible, commenced. In early 1892,
5896-409: The remainder of the work was not completed; as a result, the branch is served by diesel powered-locomotive trains, though until 2021, one AM peak train that originated at East Williston and ended at Penn Station utilized electric multiple units. Mill Neck station closed in 1998. In 2009, the LIRR replaced the bridge over West Shore Road between Locust Valley and Oyster Bay Stations. In the late 2010s,
5984-474: The southwest corner of the bridge at the station, and on the northwest corner of the bridge west of the station. It was renamed "Hinsdale" in 1879 with the closing of the CRRLI depot of the same name along the Creedmoor Branch , then renamed "East Hinsdale" in 1887. That same year, the station gained a control tower known as "Tower #47." Apparently due to the presence of the florist John Lewis Childs ,
6072-429: The station from its western end. On September 12, 1964, a grade-crossing elimination project at Hicksville was completed, with the new station being located on an elevated structure. The $ 15 million project eliminated seven grade-crossings, provided 556 parking spaces, and rebuilt the Hicksville station as a three-track station with two 1,235 foot (376 m)-long island platforms. The parking spaces were built along
6160-476: The station replacing Maple Grove on the Main Line. The LIRR stated that the station would continue to receive service. Provisions were left for future crossings at Roman Avenue (72nd Avenue), Puritan Avenue (75th Avenue), and Allegheny Avenue (77th Avenue). The floor system of the Union Turnpike bridge was designed to allow for two trolley tracks to pass over it. All of the bridges completed as part of
6248-552: The station was renamed "Floral Park" by 1890. On January 1, 1881, Austin Corbin took over the Long Island Rail Road and sought out to install new rails on the Main Line from Winfield Junction to Jamaica. In February 1881, all service on the Main Line was halted, and this station was temporarily abandoned at this time. Starting in April, the old rails were torn up and used on the South Side Railroad of Long Island . The temporary abandonment inconvenienced visitors to
6336-419: The station, to car traffic. An opening was left to allow people to reach the staircases to the platforms. In October 1979, work began on a $ 525,000 project to extend the platforms at New Hyde Park station to accommodate ten-car trains. At the time, the westbound platform was eight cars long, while the eastbound platform was four cars long. The work, which also required some renovations to the station building,
6424-538: 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 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 three-track Main Line and
6512-418: The two track Port Jefferson Branch begins and curves to the north. At Hicksville, the Main Line reverts to two tracks. From FARM Interlocking (just east of Farmingdale station), the Main Line continues to Ronkonkoma, except for some freight sidings along the route. The Main Line west of Jamaica to Harold Interlocking is the only line that connects to the East River Tunnels and the 63rd Street Tunnel , so it
6600-493: The two-track Hempstead Branch (with one track shared by both lines); the four tracks continue parallel to Floral Park station, after which the Hempstead Branch curves away southward and the three-track Main Line continues east to Mineola . East of Mineola, the Oyster Bay Branch splits from the northernmost Main Line track and curves to the north. The Main Line then continues east from Mineola to Hicksville , where
6688-660: The under-construction Queens Boulevard near 67th Street, as well as the need to construct the elevated IRT Flushing Line over the new route at 61st Street. Work on the Winfield project resumed in 1912, and the following year, the Dual Contracts finalized the plans for the Flushing Line. The project entailed building six electrified tracks between Woodside and the Winfield Junction station, four for
6776-552: 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 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
6864-408: The westbound tracks. This operation started in May 1983. These projects were expected to cost $ 66.2 million. At the time, in 1983, the Main Line west of Jamaica heading to Penn Station was at capacity, with 40 trains using the two Main Line tracks in the peak direction. In 1983, the LIRR recommended electrifying and double-tracking sections of the Main Line from Farmingdale to Ronkonkoma. As part of
6952-757: The world, and in the national origins of the engineers and managers who built the inaugural rail infrastructure . An example is the term railroad , used (but not exclusively) in North America , and railway , generally used in English-speaking countries outside North America and by the International Union of Railways . In English-speaking countries outside the United Kingdom, a mixture of US and UK terms may exist. Various terms, both global and specific to individual countries, are listed here. The abbreviation "UIC" refers to terminology adopted by
7040-484: Was centered around Union Hall Street, 0.6 miles (0.97 km) east of the new station at Sutphin Boulevard and Archer Avenue. The LIRR thus decided to add a new Union Hall Street station in 1913. (The Union Hall Street station closed on May 20, 1977.) Meanwhile, the Winfield relocation project was delayed due to uncertainties about certain portions of the project, such as the new trestle that had to be erected across
7128-409: Was completed by September 1909. On July 26, 1909, eastbound trains started running over the Maple Grove Cut-Off. On July 30, westbound trains began running via the cut-off with its completion. Following the completion of the Cut-Off, riders who patronized the Richmond Hill station on the Montauk Division were concerned that passenger service to their station would be discontinued, requiring them to use
7216-449: Was double-tracked to Hicksville in 1890. The line was electrified to Queens Village and Belmont Park on October 2, 1905. On May 26, 1908, the line was electrified to Floral Park ; Hempstead Branch stations southeast of Floral Park were electrified on the same date. The line was triple-tracked between Bellerose and Floral Park in 1908. Around the same time, the construction of Pennsylvania Station and Sunnyside Yard necessitated
7304-421: Was expected to be complete about May 6. To complete the project, changes were made in the handling of express and freight operations, a switch was moved, and tracks in the freight yard were relocated. The LIRR had completed similar platform extension projects at Manhasset, Bethpage, Westbury, Copiague, Malverne, and Brentwood. Merillon Avenue station was rebuilt in 1958, featuring a smaller structure, as well as
7392-741: Was expected to be completed in four months. On February 1, 1980, the LIRR, in response to audit released by the state comptroller on November 16, 1979, submitted a proposal to close 29 stations, including Kew Gardens, to save $ 250,000. The audit evaluated ticket sales in 1976, and recommended that stations with fewer than 60 transactions per hour be closed. Thirty-nine LIRR stations fell in to this category, but ten were not recommended for closure, either because they were terminals or switch locations. In addition to Kew Gardens, Forest Hills, East Hampton , Westhampton , Sea Cliff and Locust Valley would be completely closed. The other stations would have been closed on weekends, every day but Monday, or closed half of
7480-436: Was in the path of the Cut-Off, was drained in 1909. As part of the initial agreement, bridges over the new right-of-way were to be built over Quentin Road (now 80th Road) and Lefferts Avenue. The Maple Grove station was moved from its location 500 feet (150 m) south of Kew Gardens Road (old Newtown Avenue) to a spot 600 feet (180 m) south along the north side of tracks on the west side of Lefferts Avenue, closer to
7568-405: Was installed between Floral Park and Hillside. Telephone and telegraph lines were constructed as part of the project, as was a freight yard at Queens, and a storage yard east of Floral Park for electric local trains. On December 17, 1923, the first track on the embankment opened for service in the westbound direction. On January 7, 1924, a second track, an eastbound one, opened for service, increasing
7656-549: Was the building of a bridge over what is now Tunnel Street in Locust Valley. The masonry project began in October 1888 and the arch was finished on April 13, 1889. The entire bridge was completed by September. On June 24, 1889, the extension opened with a huge celebration in Oyster Bay. A ceremonial train of ten cars left Long Island City about 9:30 a.m. and was met at Locust Valley by ten young ladies who decorated
7744-457: Was the final step in consolidating the branch lines of the LIRR. To the west of the station, Jay Interlocking was built, and to the east, Hall Interlocking was constructed. These interlockings allowed any line to reach any other line, allowing easy transfer between lines at Jamaica station, which is the hallmark of current day LIRR service. When the new Jamaica station opened, residents of Jamaica were dissatisfied with its location; downtown Jamaica
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