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Long Island Rail Road

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Long Island Rail Road
Company typeSubsidiary
IndustryRail transport
Founded1834
Headquarters
Jamaica, New York
,
United States
Area served
Southeastern New York, Long Island
Key people
Robert Free (CEO)
ProductsCommuter rail services
OwnerMetropolitan Transportation Authority (MTA)
ParentMetropolitan Transportation Authority (MTA)

The Long Island Rail Road (LIRR) is a commuter rail system serving southeastern New York, extending from Manhattan to Suffolk County on Long Island. Operated by the Metropolitan Transportation Authority (MTA), it offers passenger services powered by both electric and diesel trains, while freight transportation is managed by the New York and Atlantic Railway. With an average weekday ridership of 354,800 recorded in 2016, it stands as the busiest commuter railroad in North America and is among the rare systems running continuously throughout the year. The MTA markets it under the name MTA Long Island Rail Road.

Founded in 1834 and operating without interruption since then, the LIRR holds the distinction of being the oldest railroad in the United States still functioning under its original charter and name. Its network comprises 126 stations spread over more than 700 miles of track, featuring two primary lines that traverse Long Island lengthwise along with eight significant branches, collectively covering over 700 miles of routes.

In 2018, the LIRR operated on a budget near $2.05 billion, which included $1.6 billion allocated for operating expenses and $450 million for debt servicing. Funding sources encompass fare revenues—which account for roughly 43% of operating costs—along with designated taxes and other financial contributions from the MTA. This funding structure ensures continued service despite substantial subsidies.

The LIRR shares its corporate governance framework with the Metro-North Railroad, which serves New York’s northern suburban areas. Its main administrative office is situated at Jamaica station in Jamaica, New York. Robert Free serves as the chief executive officer, responsible for strategic direction and operational oversight. The railroad’s business approach emphasizes preserving market position by enhancing service quality, investing in infrastructure upgrades, and broadening its integration within the regional transit system.

History

The Long Island Rail Road Company was incorporated in 1834 to operate daily rail service connecting New York City with Boston, utilizing a ferry from its Greenport terminal located on Long Island’s North Fork. This arrangement was replaced in 1849 by a land-based route through Connecticut. Subsequently, the LIRR concentrated on serving Long Island itself, merging several rival railroads under leadership figures such as Conrad Poppenhusen and Austin Corbin during the 1870s.

Although historically unprofitable, the LIRR was acquired by the Pennsylvania Railroad (PRR) in 1900 as part of PRR’s strategy to gain access to Manhattan. This acquisition led to expansion and modernization efforts funded by PRR subsidies, including the start of electric train operations in 1905.

Following industrial declines after World War II, PRR discontinued its financial support; as a result, the LIRR entered receivership in 1949. Due to its critical role in regional transportation, New York State began subsidizing it during the 1950s and ultimately purchased it from PRR for $65 million in 1965. Control was transferred to the Metropolitan Commuter Transit Authority (MCTA), which evolved into the Metropolitan Transportation Authority (MTA) in 1968 after consolidating multiple transit organizations.

Since coming under MTA ownership and receiving its subsidies, the LIRR has continued to modernize and remains the busiest commuter rail system in the United States. It is also notable for maintaining continuous operation under its original charter throughout its history.

East Side Access

The East Side Access initiative established a new Long Island Rail Road (LIRR) branch leading to Grand Central Terminal, utilizing part of the lower level within the existing 63rd Street Tunnel. This development introduced an eight-track terminal named Grand Central Madison, situated beneath Grand Central Terminal. Although initially outlined in the 1968 Program for Action, construction did not commence until 2007 due to prior funding setbacks. By April 2018, the project's estimated cost had reached $11.1 billion, with service originally targeted for December 2022. The terminal officially opened on January 25, 2023, offering limited shuttle service between Jamaica and Grand Central; full operational service began on February 27, 2023.

To accommodate increased peak-period traffic following East Side Access, several preparatory projects were undertaken to enhance LIRR's overall capacity. These included adding a new platform at Jamaica station dedicated to trains bound for Atlantic Terminal, effectively transforming much of the Atlantic Branch into a frequent shuttle operation. Further infrastructure upgrades encompassed additional storage tracks located east of Massapequa station and Great Neck station, along with expanded yard facilities at Ronkonkoma station. A planned yard enlargement at Port Washington station remains on hold as of September 2022 due to unresolved negotiations with local officials.

There are also proposals for a new station in the Queens neighborhood of Sunnyside, positioned between New York’s main terminals and the Woodside station. This facility is intended to serve all LIRR branches and potentially accommodate Amtrak, Metro-North’s New Haven Line, and New Jersey Transit trains. However, construction will only proceed once East Side Access achieves full operational capacity.

Main Line projects

Starting in 2012, the LIRR undertook a project to add a second track along the previously single-track section of the Main Line between Farmingdale and Ronkonkoma station to boost capacity and improve service reliability. This enhancement was completed by September 2018.

In preparation for East Side Access commencement, the LIRR upgraded sections between Floral Park and Hicksville station from two to three tracks, removed grade crossings, and rebuilt stations to optimize operations. Construction for this third-track expansion began in September 2018 and concluded in 2022, coinciding with East Side Access’s opening.

As part of the Belmont Park Redevelopment Project, a new Elmont station was constructed on the Main Line between Queens Village and Bellerose to serve the UBS Arena in Elmont, New York. This represented the first new LIRR station in nearly five decades—the previous being Southampton College station (1976–1998). The eastbound platform at Elmont opened in November 2021, followed by the westbound platform in October 2022.

Major stations

The LIRR operates four primary western terminals within New York City:

  • , situated beneath Grand Central Terminal, opened on January 25, 2023 as part of the East Side Access project. This terminal increases peak-hour capacity by alleviating congestion and serves as the main hub for the Hempstead Branch along with other electrified lines. Due to loading gauge limitations within the 63rd Street Tunnel, diesel-powered trains do not operate through this terminal.
  • Formerly known as Flatbush Avenue, Atlantic Terminal in Downtown Brooklyn primarily handles service for the West Hempstead Branch, with limited weekday peak trains on other routes. It connects directly to the NYC Subway's Atlantic Avenue–Barclays Center complex, facilitating access to Lower Manhattan. After East Side Access implementation, shuttle services mainly operate between Atlantic Terminal and Jamaica.
  • hosts peak-hour trains at two stations: Long Island City station on the East River—the oldest western terminal—and Hunterspoint Avenue station approximately 0.6 miles eastward. Hunterspoint Avenue links with the subway’s Hunters Point Avenue stop, while Long Island City connects to Vernon Boulevard–Jackson Avenue subway station and NYC Ferry routes serving Midtown and Lower Manhattan.

Jamaica station in Queens functions as a significant transfer point featuring ten tracks, six platforms, and yard facilities. It enables transfers across all LIRR lines except for the Port Washington Branch. A sixth platform was added in February 2020 specifically for Atlantic Branch shuttle trains traveling to Brooklyn. The station also provides connections to three subway lines at Sutphin Boulevard–Archer Avenue–JFK Airport station, numerous bus routes, and the AirTrain automated people mover servicing JFK Airport. The LIRR headquarters are located adjacent to Jamaica station.

Passenger routes and operations

The Long Island Rail Road (LIRR) manages eleven passenger branches, including three principal trunk lines:

  • Main Line: Traverses the central portion of Long Island, running from Long Island City to Greenport via Jamaica.
  • Montauk Branch: Follows the southern coastline from Long Island City to Montauk, also passing through Jamaica.
  • Atlantic Branch: Primarily located within New York City limits, linking Atlantic Terminal with Valley Stream through Jamaica.

Supporting these are eight smaller branches that enhance the overall system. For operational clarity, certain branches are further segmented; for instance, the Montauk Branch’s electrified section between Jamaica and Babylon is designated as the Babylon Branch, while diesel-powered trains operate eastward from Babylon to Montauk. Except for the Port Washington Branch, all routes converge at Jamaica, a pivotal hub where western tracks form the City Terminal Zone. This zone includes portions of the Main Line, Atlantic, and Montauk Branches, as well as the Amtrak-owned East River Tunnels leading into Penn Station.

Active branches

  • The Main Line stretches eastward from Long Island City to Greenport. Electrification covers the segment west of Ronkonkoma station, with diesel services operating beyond Ronkonkoma toward Greenport. Train services are identified by their terminal destinations, such as Ronkonkoma or Greenport Branch.
  • The Montauk Branch runs from Long Island City to Montauk, with electric trains operating between Jamaica and Babylon. East of Babylon, diesel locomotives provide service; meanwhile, the section from Long Island City to Jamaica (Lower Montauk Branch) is dedicated solely to freight.
  • The electrified Atlantic Branch connects Downtown Brooklyn’s Atlantic Terminal to Jamaica and continues southeast as the Long Beach Branch past Valley Stream. The Far Rockaway and West Hempstead Branches diverge just east of Valley Stream.
  • The electrified Port Washington Branch uniquely bypasses Jamaica, branching off near Woodside from the Main Line and proceeding east to Port Washington. It serves four stations in Nassau County and includes the Manhasset Viaduct—the tallest bridge within the network.
  • East of Hicksville, the Port Jefferson Branch splits off with electric service reaching Huntington; diesel trains continue onward to Port Jefferson. Historically, this branch extended further east to Wading River.
  • The electrified Hempstead Branch diverges east of Elmont, running parallel to the Main Line before heading toward Hempstead. A secondary spur at Garden City leads to Mitchel Field.
  • The electrified West Hempstead Branch separates from the Montauk Branch near Valley Stream and proceeds northeast to West Hempstead.
  • The Oyster Bay Branch branches off east of Mineola; electrification ends at East Williston, with diesel service covering the remaining distance to Oyster Bay.
  • The diesel-only Central Branch links the Main Line near Bethpage with the Montauk Branch west of Babylon, offering an alternative route. Plans for electrifying this branch were included in the 2020–2024 MTA Capital Program.
  • The electrified Far Rockaway Branch diverges southward from Valley Stream toward Far Rockaway and was formerly connected westward to the NYC Subway’s IND Rockaway Line.
  • Starting at Valley Stream, the electrified Long Beach Branch turns south after Lynbrook and terminates at Long Beach.

Collectively, these branches compose an extensive network that serves a wide range of commuter populations across Long Island and New York City, reinforcing LIRR’s dominant position in regional rail transportation.

Former Branch Lines

Throughout its history, the railroad phased out multiple branch lines due to insufficient passenger demand. Sections of the Rockaway Beach Branch were absorbed into the IND Rockaway Line of the New York City Subway, while other segments were either relegated to freight operations or abandoned entirely. Until 1917, the Long Island Rail Road also operated services over portions of the BRT elevated and subway systems.

  • The Bethpage Branch extended northward from the Main Line and Central Branch at Bethpage.
  • The Bushwick Branch, primarily a freight route, connects Bushwick in Brooklyn to Fresh Pond Junction in Queens, where it links with the Montauk Branch.
  • The Camp Upton Branch stretched north from the Main Line to Camp Upton.
  • The Cedarhurst Cut-off (known as the New York and Rockaway Railroad) lengthened the Montauk Branch from Springfield Junction to Cedarhurst, running parallel to the Far Rockaway Branch towards Mott Avenue in Far Rockaway.
  • The Central Extension ran eastward from Garden City to Central Park near Bethpage Junction; it was later shortened to Island Trees and currently serves partially as a freight line called the Garden City Secondary.
  • The Chestnut Street Incline in Brooklyn connected Atlantic Avenue with Fulton Street starting in 1898, facilitating through passenger service to Manhattan via the Williamsburg Bridge between 1909 and 1917 in cooperation with BRT.
  • The Creedmoor Branch, a surviving portion of the Central Railroad of Long Island, ran northwest from Floral Park through Creedmoor toward Flushing.
  • The Evergreen Branch served as a link between the Bushwick Branch and Bay Ridge Branch near East New York.
  • The Flushing Bay Freight Spur extended north along Flushing Bay’s southern shoreline from the Whitestone Branch.
  • The Glendale Cut-off connected Rego Park on the Main Line with Glendale on the Montauk Branch, continuing as the Rockaway Beach Branch; its southern section now forms part of the NYC Subway's IND Rockaway Line.
  • The Manhattan Beach Branch ran southward from Flatbush on the Bay Ridge Branch to Manhattan Beach.
  • The Manorville Branch connected Manorville on the Main Line southeastward to Eastport on the Montauk Branch; this line was originally part of the Sag Harbor Branch.
  • The Mineola-West Hempstead Branch linked West Hempstead with Mineola Station via Country Life Press, intersecting both Hempstead and Garden City Secondary lines.
  • The Montauk Cut-off functioned as a brief connector between Lower Montauk Branch and Main Line in Long Island City, allowing directional changes without entering Long Island City station.
  • The Northport Branch ran northeast from Greenlawn to Northport Village, branching off from the Port Jefferson Branch.
  • The North Shore Freight Branch, initially constructed by the Flushing and North Side Railroad, extended westward from Sunnyside Yard to the East River; remnants remain at Arch Street Shops within Sunnyside Yard.
  • The Roosevelt Field Spur, utilized for freight operations, branched north off Garden City Secondary near Commercial Avenue, crossing Stewart Avenue and Meadowbrook Parkway before terminating near Zeckendorf Boulevard.
  • The Sag Harbor Branch ran north from Bridgehampton on the Montauk Branch to Sag Harbor.
  • The Wading River Branch extended east from Port Jefferson to Wading River, serving communities including Mount Sinai, Miller Place, Rocky Point, and Shoreham.
  • The White Line, constructed by LIRR’s subsidiary Newtown and Flushing Railroad, operated between Winfield Junction and Flushing between 1873 and 1876.
  • The Whitestone Branch, originally built by Flushing and North Side Railroad, diverged from Port Washington Branch near Mets–Willets Point station and ran northeast to Whitestone.
  • The Woodside Branch ran north of Port Washington Branch between Woodside and east of Corona Yard, featuring a spur that connected to the Whitestone Branch.

Specialized services

In addition to serving daily commuters, the LIRR offers a variety of tailored services:

  • Seasonal trains operate to popular Long Island beach spots such as Long Beach, Jones Beach, the Hamptons, Montauk, and Greenport, frequently coordinated with connecting bus and ferry options.
  • Extra trains run to and from Atlantic Terminal to accommodate fans attending Brooklyn Nets games at the Barclays Center.
  • Between May and October, four daily trains serve Belmont Park during racing events, with additional service on Belmont Stakes race days to manage heightened passenger volumes.
  • The railroad formerly operated an annual special non-passenger train for the Ringling Brothers Barnum and Bailey Circus traveling between Long Island City and Nassau Veterans Memorial Coliseum. This service was discontinued in May 2017 following the circus’s closure.

Intermodal connectivity

Penn Station offers transfers to Amtrak intercity rail, NJ Transit commuter lines, as well as connections to the PATH, the New York City Subway, and the MTA Regional Bus Operations network. Meanwhile, Grand Central Terminal links with Metro-North Railroad and local transit services. Numerous stations in Brooklyn and Queens provide access to NYC Bus routes, with several also connecting directly to subway lines. In Nassau and Suffolk counties, many stations are served by Nassau Inter-County Express and Suffolk County Transit buses, enhancing regional transportation integration.

Fare system

Similar to Metro-North Railroad and NJ Transit, the LIRR employs a distance-based fare model, differing from the flat fares used by the New York City Subway and local bus services. The railroad is segmented into eight non-adjacent fare zones. Zone 1, known as the City Terminal Zone, encompasses Penn Station, Grand Central, all Brooklyn stations, Queens stations west of Jamaica on the Main Line, and Mets–Willets Point.

Zone 3 covers Jamaica and eastern Queens stations except for Far Rockaway. Zones 4 and 7 include Nassau County along with Far Rockaway and Belmont Park in Queens. Zones 9, 10, 12, and 14 serve Suffolk County. A standardized fare applies for travel between any two stations within these designated origin and destination zones.

Peak versus off-peak pricing

Peak fares are charged on weekdays for trains arriving at western terminals from 6 AM to 10 AM and departing between 4 PM and 8 PM. Passengers holding off-peak tickets who ride peak trains must pay an additional upgrade fee. Tickets are available through station agents, ticket vending machines (TVMs), or conductors; however, onboard purchases incur a penalty fee unless boarding occurs at stations without ticket facilities or for seniors, disabled riders, or Medicare beneficiaries.

Available ticket categories include one-way, round-trip, peak, off-peak, senior/disabled AM peak or off-peak, peak child, and off-peak child fares. Discounted family tickets for children traveling with adults can be purchased prior to boarding. Seniors and disabled passengers pay peak rates only during morning peak hours.

Commuters may select ten-trip tickets, weekly unlimited passes, or monthly passes valid within specified fare zones regardless of travel time. During the COVID-19 pandemic, off-peak fares were applied at all times; peak pricing was reinstated on March 1, 2022, accompanied by new discounts and ticketing options.

This fare framework underpins the LIRR’s commercial strategy by balancing revenue objectives with passenger flexibility across its broad service area in the New York metropolitan region.

Special fares

Throughout the summer months, the railroad provides bundled ticket offers to popular spots such as Long Beach, Jones Beach, the Hamptons, Montauk, and Greenport. Travelers aboard the Cannonball service heading to the Hamptons and Montauk have the option to reserve seats within fully reserved Parlor Cars.

Prior to November 2021, accessing Belmont Park from Jamaica required a distinct ticket, with weekly and monthly passes not accepted for this route. However, following the opening of Elmont station in November 2021, both Belmont Park and Elmont stations were incorporated into fare zone 4.

CityTicket

Introduced initially as a trial in 2003 and officially adopted in 2004, CityTicket offers reduced one-way fares for travel solely within New York City on both the Long Island Rail Road and Metro-North. Originally available only on weekends at a cost of $2.50, its coverage expanded in March 2022 to include off-peak weekday trains priced at $5. By late 2022 and early 2023, announcements confirmed by governor Kathy Hochul revealed plans to extend CityTicket fares to peak-hour trains at $7. Beginning July 2024, a one-year pilot program will introduce a 10% discount on monthly passes valid exclusively for trips within NYC.

CityTicket is applicable within Zones 1 and 3 on the Long Island Rail Road and must be purchased prior to boarding—except at Mets–Willets Point, where buying tickets onboard is permitted. The fare is valid only on the day it is bought and does not cover travel to stations in Zone 4 such as Elmont station, Far Rockaway, or Belmont Park.

Long Island Rail Road stations where CityTickets are accepted
Zone 1 Zone 3
Penn Station Jamaica
Grand Central Hollis
Woodside Queens Village
Forest Hills St. Albans
Kew Gardens Locust Manor
Atlantic Terminal Laurelton
Nostrand Avenue Rosedale
East New York Flushing-Main Street
Long Island City Murray Hill
Hunterspoint Avenue Broadway
Mets-Willets Point Auburndale
Bayside
Douglaston
Little Neck

Freedom Ticket

In late 2017, the MTA announced plans for a pilot program named the "Freedom Ticket," designed as an integrated fare permitting use of LIRR trains, buses, and subways on a single ticket. This idea was originally proposed by the New York City Transit Riders Council (NYCTRC) in 2007 with the goal of mitigating lengthy commutes and high expenses, especially for riders from Southeast Queens who experience some of the longest and costliest journeys in the city. Unlike CityTicket, Freedom Ticket provided off-peak travel in all directions with unlimited transfers included and featured a monthly price cap of $215 compared to CityTicket’s $330.

The pilot was initially limited to select stations in Brooklyn and Queens where customers could purchase one-way, weekly, or monthly passes valid across LIRR services as well as buses and subways. The fare was set above a standard MetroCard ride but below combined costs of separate LIRR and MetroCard tickets while allowing unlimited transfers. Former MTA chairman Thomas Prendergast announced an early-2017 field study aimed at evaluating fare structures and service effects. The initiative sought to utilize approximately 20,000 unused seats during peak hours on trains traveling to Atlantic Terminal and Penn Station while offering affordable options for long-distance commuters. The six-month pilot was scheduled for launch in spring 2017.

In May 2018, the MTA Board approved a comparable six-month trial called the Atlantic Ticket that enabled southeast Queens LIRR riders to purchase one-way tickets to Atlantic Terminal at $5 starting June 2018. Due to its success, this program was extended through summer 2020 and renewed advocacy emerged for implementing a citywide $2.75 Freedom Ticket fare featuring free transfers among LIRR, Metro-North, bus, and subway networks. This approach represents strategic efforts to make transit more affordable while broadening ridership in underserved communities through innovative fare integration solutions.

Far Rockaway Ticket

In May 2023, the MTA unveiled the Far Rockaway Ticket, designed to provide reduced fares specifically for travel on the Far Rockaway Branch within New York City limits, excluding Belmont Park. This fare option offers discounts similar to those of the CityTicket but includes safeguards against fare evasion customized for the branch's distinct routing. Purchases are restricted to Far Rockaway station or through the MTA's TrainTime app when users are physically near the station, enforced by geolocation technology. The ticket was officially launched on August 20, 2023.

OMNY

The MTA revealed plans in 2017 to replace the MetroCard system with OMNY, a contactless payment platform. OMNY allows riders to pay fares using Apple Pay, Google Pay, NFC-enabled credit or debit cards, or RFID cards. This initiative is part of the MTA’s comprehensive effort to improve rider convenience and operational productivity across its transit networks, including both the Long Island Rail Road and Metro-North Railroad.

Combo Ticket

In December 2022, the MTA introduced a fare option that covers trips combining both of its railroad systems via Grand Central Terminal. The cost is $8 more than an adult off-peak ticket from the origin station to Grand Central and is valid for travel during both peak and off-peak periods.

Train operations

The Long Island Rail Road primarily operates out of Penn Station, the busiest rail terminal in the United States, but connects with other rail carriers at just two locations:

Train crews on LIRR consist of an engineer and a conductor who oversee safety protocols, fare collection, and customer assistance; assistant conductors may also be assigned. The LIRR remains one of the few U.S. railroads still utilizing mechanical interlocking towers for managing rail traffic.

As of 2016, eight operational control towers function under the Movement Bureau based in Jamaica, which coordinates train movements. The Penn Station Control Center (PSCC), a collaborative facility between LIRR and Amtrak, administers Amtrak territory and controls tracks extending eastward to Harold Interlocking. The PSCC replaced several older tower operations.

Since 2010, interlockings around Jamaica terminal have been managed by the Jamaica Control Center, consolidating several former local towers. Additional trackside towers continue to oversee switches and signals under Movement Bureau supervision.

Signal and safety systems

The LIRR’s signaling infrastructure traces back to its Pennsylvania Railroad heritage and features an assortment of wayside signals such as position light, color light, and dwarf types. A significant portion of the network employs bi-directional Pulse Code Cab Signaling—known as automatic speed control (ASC)—while some segments still depend solely on single-direction wayside signals. Notably, color-light signals were first introduced on above-ground portions only in 2006.

Some sections lack both automatic and cab signals entirely and operate under timetable and train order rules; these areas are progressively undergoing signal modernization. The Main Line’s Third Track Project involves comprehensive upgrades to signaling and switching systems, especially around Mineola station, enhancing operational performance.

On routes equipped with ASC, engineers monitor a speed display unit presenting seven different speed indications. Following a 2013 derailment on Metro-North, railroads with similar cab signaling systems—including LIRR—were required to implement more stringent speed enforcement measures, which has led to lower average speeds throughout these networks.

Power supply

The electrified segments of the LIRR receive power through a third rail system operating at 750 volts DC.

Electric units

The LIRR's electric roster comprises 836 M7, 170 M3, and several hundred M9 electric multiple unit cars arranged in married pairs, each pair equipped with its own engineer's cab. Typical train lengths vary between 6 and 12 cars.

In September 2013, the MTA announced an order for new M9 railcars from Kawasaki. Projections made by the MTA in 2014 indicated a requirement for 416 M9 units: 180 to replace the aging M3 fleet and 236 to accommodate increased ridership anticipated after the East Side Access project. The initial M9 cars commenced revenue service on September 11, 2019.

Diesel and dual-mode equipment

The LIRR operates a fleet of 134 C3 bilevel coaches powered by 24 DE30AC diesel-electric locomotives and 20 DM30AC dual-mode locomotives. These primarily serve non-electrified branches including Port Jefferson, Oyster Bay, Montauk, Central, and Greenport. Additionally, 23 MP15AC locomotives are utilized for yard switching and work train duties.

Named trains

Although the LIRR mainly caters to daily commuters, it historically operated numerous named trains featuring all-first class accommodations, parlor cars, and full bar service. Most of these services were discontinued following World War II; however, some names reappeared during the 1950s and 1960s as luxury parlor car services expanded with coaches and Pullman cars obtained from other railroads.

Present

  • Cannonball – This train operates on Fridays only from May through October as a 12-car service to Montauk. It includes two reserved parlor cars offering full bar amenities. Since May 24, 2013, the Cannonball departs from Penn Station with a Sunday evening return trip from Montauk; only the westbound journey makes a stop at Jamaica. The name pays tribute to the original Cannon Ball, an all-year-round Montauk service dating back to 1899 that featured both parlor cars and standard coaches until its discontinuation in 1951 with the end of DD1 electric operations.

Former services

  • Fisherman's Special (1932–1950s) – A seasonal service running April through October between Long Island City and Canoe Place Station/Montauk via Jamaica, primarily serving Long Island’s fishing community.
  • Peconic Bay Express / Shinnecock Bay Express (1926–1950) – A Saturday-only express route from Long Island City to Greenport and Montauk; discontinued during World War II but briefly reinstated afterward.
  • Shelter Island Express (1901–1903; 1923–1942) – A Friday-only summer express connecting Long Island City with Greenport, providing ferry connections to Shelter Island.
  • Sunrise Special (1922–1942) – Offered summer service from New York Penn Station to Montauk on Fridays with westbound returns on Mondays; operated daily during summer 1926. Between 1932 and 1937, this train ran exclusively with parlor cars.
  • Grand Central Direct (2023) – A temporary shuttle service between Jamaica and Grand Central Madison launched on January 25, 2023, coinciding with the terminal’s opening; this service concluded when regular operations began the following month.

Freight Operations

Freight transportation has traditionally been an integral component of the LIRR network, though it experienced a marked decline following the acquisition of the railroad by New York State. Recently, there has been a revitalized emphasis on enhancing rail freight movement within New York City and Long Island—areas that still heavily depend on trucking despite having substantial rail infrastructure and facing significant roadway congestion.

One proposed solution to these issues is the development of a Cross-Harbor Rail Tunnel, which has garnered increasing endorsement from policymakers. However, this initiative continues to confront considerable financial and administrative challenges.

Since May 1997, freight services have been operated under contract by the New York and Atlantic Railway (NYAR), a short-line railroad owned by the Anacostia and Pacific Company. NYAR employs its own locomotives and personnel but makes use of LIRR facilities. Freight operations extend eastward to locations including the West Hempstead Branch, Huntington on the Port Jefferson Branch, Bridgehampton on the Montauk Branch, and Riverhead on the Main Line. Westbound service covers the Bay Ridge and Bushwick branches, the "Lower Montauk" segment between Jamaica and Long Island City, and at Fresh Pond Junction in Queens connects with major rail carriers such as CSX, Canadian Pacific Kansas City, and Providence and Worcester.

Dedicated Freight Branches

Several lines without electrification are designated exclusively for freight transport:

  • The Garden City–Mitchel Field Secondary is a brief spur off the Hempstead Branch at Garden City, extending to Uniondale, near prominent sites like Hofstra University and Nassau Veterans Memorial Coliseum. Passenger service on this branch was discontinued long ago; it was notably utilized by Ringling Bros. Circus for logistical purposes until 2017.
  • The Bushwick Branch runs westward from the Montauk Branch at Maspeth to Bushwick Terminal. Passenger operations ceased here in 1924.
  • The Bay Ridge Branch stretches from the Montauk Branch at Fresh Pond to Bay Ridge, where it connects with CSX's Fremont Secondary line leading toward Upstate New York and New England. This branch also interfaces with the New York New Jersey Rail cross-harbor barge operation, enabling freight transfer between New York and New Jersey. Originally electrified in 1927, its overhead catenary was removed in 1969. Passenger service ended in 1924.

Electrification Initiatives

Within the framework of the 2020–2024 MTA Capital Program, there were intentions to electrify the LIRR's Central Branch to boost capacity and minimize service interruptions. Although funds were designated for this project, its progress is currently paused.

Additionally, efforts have been underway—most recently championed by former State Senator Jim Gaughran—to electrify remaining portions of the Port Jefferson Branch (from Huntington to Port Jefferson) as well as the Oyster Bay Branch (between East Williston and Oyster Bay). The goal of these electrification projects is to enhance service frequency and allow direct train access to Manhattan terminals such as Penn Station and Grand Central Madison, thereby overcoming current constraints imposed by diesel-powered trains and tunnel clearance limitations.

Law enforcement

Founded in 1868, the Long Island Rail Road Police Department combined with the Metro-North Railroad Police Department in 1998, resulting in the creation of the Metropolitan Transportation Authority Police Department (MTA Police).

Passenger concerns

Commuters have long expressed dissatisfaction with the quality of service provided by the LIRR. A 1999 article in the New York Times highlighted the railroad's operational difficulties as part of Long Island’s so-called "unholy trinity," alongside elevated utility costs and traffic congestion. Passenger interests are represented by several advocacy organizations and the state-mandated LIRR Commuters Council.

One common complaint is that the LIRR has failed to sufficiently extend service to Long Island’s East End, despite rising demand demonstrated by successful private bus companies such as Hampton Jitney and Hampton Luxury Liner, as well as initiatives to create an East End Transportation Authority. Local legislators have pushed for more frequent service or for transferring management to a regional entity.

Questions remain regarding the reliability of LIRR’s on-time performance (OTP) statistics. The railroad considers a train "on time" if it arrives within 5 minutes and 59 seconds of its scheduled time—a standard that was adjusted from 4 minutes and 59 seconds due to technical issues with their computer system. In the absence of independent verification or disclosure of raw data, critics challenge the accuracy of these performance metrics. The LIRR publishes OTP figures monthly in its TrainTalk report (previously titled "Keeping Track"). Alternative methods, such as measuring "Passenger Hours Delayed," have been proposed to better capture delay impacts but have yet to be adopted.

Ridership rose from 81 million passengers in 2011 to 89.3 million in 2016, reaching levels not seen since 1949. The all-time high was recorded in 1929 with 119 million riders. This increase is largely attributed to greater utilization by millennials and a rise in reverse-peak travel.

Pension and disability fraud scandal

A 2008 investigation by the New York Times revealed that since 2000, one-quarter of LIRR retirees had applied for federal disability benefits through the Railroad Retirement Board, with a 97% approval rate amounting to over $250 million paid out within eight years. This discovery led Railroad Retirement agents to inspect their Long Island office and prompted New York Governor David Paterson to call for a Congressional inquiry into the board’s operations. The board asserted that all disability annuities were lawfully granted.

On November 17, 2008, a former LIRR pension manager was arrested on charges related to official misconduct involving outside employment; however, these charges were dismissed in December 2009 due to prosecutorial mistakes.

A 2009 report from the Government Accountability Office exposed an unusually high approval rate for disability claims among LIRR retirees and pointed out questionable practices, including heavy reliance on a limited group of medical professionals for diagnoses.

Additional arrests occurred on October 27, 2011, targeting two physicians and a former union official connected to the fraudulent scheme. Court records revealed that between 1998 and 2011, approximately 79% of retiring LIRR employees secured federal disability benefits. By August 2013, a doctor and two consultants had been convicted and sentenced for their involvement in this fraud.

These revelations highlighted critical weaknesses within the company’s pension system, adversely affecting its financial health and raising serious concerns about governance and oversight within its organizational framework. The scandal emphasized the necessity for robust internal controls to safeguard assets and uphold investor confidence.

Overtime fraud controversies

In 2018, Raymond Murphy, a foreman with the LIRR, was discovered to have submitted overtime claims while being at or close to his residence on ten separate occasions. His total earnings for 2017 reached $405,021, with $295,490 attributed to overtime compensation. Despite the fraudulent activity, he retired without any disciplinary action and received a full public pension.

In 2021, federal authorities convicted track inspector Thomas Caputo along with accomplices John Nugent and Joseph Balestra for engaging in extensive overtime fraud. Caputo’s reported income in 2018 was approximately $461,000, including $344,000 from alleged overtime hours. He claimed a total of 3,864 overtime hours—averaging more than ten hours daily—but investigations revealed many of these hours were falsified, encompassing periods during vacations and social gatherings.

Accidents and incidents

  • August 26, 1893: A collision between two trains occurred in Maspeth, Queens, resulting in 16 fatalities and over 40 injuries.
  • August 13, 1926: The Shelter Island Express derailed at Calverton and crashed into a factory building; six individuals lost their lives and 15 sustained injuries.
  • August 3, 1946: A head-on collision at Port Washington station caused two deaths and injured 27 passengers.
  • February 17, 1950: Two trains collided head-on at Rockville Centre station after an engineer disregarded signal warnings; this accident caused 32 deaths and injured more than 100 people—marking the most severe LIRR disaster at that time.
  • November 22, 1950: The Kew Gardens crash resulted in the deaths of 78 people and injuries to 363 after a train passed a red signal—making it the deadliest accident in LIRR history.
  • March 14, 1982: A train struck a van at the Herricks Road crossing; nine people died and one was injured.
  • December 7, 1993: A mass shooting aboard a train near Merillon Avenue station claimed six lives and wounded nineteen others.
  • October 23, 2000: The lead locomotive of a dual-mode commuter train caught fire close to Huntington station due to faulty equipment; no injuries were reported but the locomotive was destroyed. This incident prompted comprehensive repairs across the fleet beginning in fall 2001.
  • May 17, 2011: A commuter train collided with a truck that attempted to bypass a crossing gate in Deer Park; the truck driver died while two passengers were injured.
  • October 8, 2016: East of New Hyde Park station, a commuter train sideswiped a maintenance vehicle, resulting in injuries to 33 passengers.
  • January 4, 2017: A derailment occurred at Atlantic Terminal in Brooklyn involving a commuter train; over one hundred passengers sustained injuries.
  • February 26, 2019: Two LIRR trains struck a pickup truck at Westbury crossing causing three fatalities and multiple injuries as well as damage to the platform.
  • May 25, 2019: Near Speonk station, a commuter train sideswiped a non-revenue train causing derailment; no passengers were hurt but the locomotive suffered irreparable damage. Investigation linked the cause to track circuit failure; an MTA employee resigned and was later charged with falsifying inspection records.
  • August 3, 2023: A derailment east of Jamaica station resulted in injuries to thirteen passengers.
  • April 17, 2025: A train collided with a vehicle west of Pinelawn station; the vehicle driver was killed and the first car of the train sustained damage.

See also

External links

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