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Hempstead Branch

The Hempstead Branch is an electrified line owned and operated by the (LIRR), a subsidiary of the (MTA), that connects the village of Hempstead in , with Manhattan's Penn Station and terminals. Spanning and counties, it provides essential daily transportation for suburban residents commuting to and from , with trains offering one-seat rides to Manhattan at all times and transfers at Jamaica for service to in . Originating as the LIRR's first , constructed in 1839 from Mineola to Hempstead to support early suburban and agricultural transport needs, the route underwent significant repositioning in 1893 to align with its current right-of-way from Valley Stream through Garden City to Hempstead. The line's development reflected broader LIRR expansion amid post-World War II population booms in areas like Hempstead, where residency surged by over 40,000 in 1950 alone, driving demand for reliable rail service. The branch was electrified in 1926, with further modernization efforts in the mid-20th century, including state acquisition of the LIRR in 1966, transforming it into a key component of the electrified network serving high-density commuter corridors. Today, the Hempstead Branch operates with peak-hour service featuring up to nine trains in each direction to on weekdays, supplemented by hourly off-peak trains primarily to , and limited weekend schedules. Key stations include Hempstead (the eastern terminus), Country Life Press, Garden City, Nassau Boulevard, Stewart Manor, Floral Park, Bellerose, Elmont–UBS Arena (opened in 2021 with full regular service starting in 2023 to serve the nearby and provide year-round access), Queens Village, Hollis, and , where passengers connect to other LIRR branches and the . Recent infrastructure upgrades, such as signal modernization and new substations, continue to enhance capacity and reliability amid ongoing suburban growth and event-driven ridership at venues like .

Overview

Route Description

The Hempstead Branch originates at the Hillside Maintenance Facility adjacent to in , , and extends eastward and southward as a commuter rail line operated by the (LIRR). From , the route proceeds through Hollis and Queens Village in eastern before curving south through Elmont (served by Elmont– station) and Bellerose. This segment traverses urban and suburban neighborhoods, passing industrial areas near the Hillside Facility and residential communities along the way. Crossing the Queens–Nassau county line between Village and Elmont–UBS Arena station, the branch enters County and continues south through Bellerose, where it remains in , and Floral Park, where it diverges from the parallel alignment with the LIRR Main Line. Beyond Floral Park, the route serves Stewart Manor and Boulevard before reaching Garden City, then proceeds to Country Life Press station and terminates at Hempstead, the branch's eastern endpoint in a commercial and residential hub. The line follows a relatively straight southbound trajectory in County, skirting the edges of urban centers and passing through mixed-use developments. The entire Hempstead Branch spans approximately 19.8 miles (31.9 km) from the reference point, providing a direct link between western suburbs and central connectivity points. Mileage markers along the route align with LIRR standards, beginning near zero at and increasing progressively, with the Hempstead terminus at around milepost 19.8. The path spans fare zones 1 through 12, starting with Zone 1 at , Zone 3 at Hollis, and progressing through Zones 4 to 12 in . The entire route is electrified with , supporting efficient electric multiple-unit operations throughout.

Service and Ridership

The Hempstead Branch serves as a key commuter rail line on the (LIRR), primarily transporting passengers from suburban areas in Nassau County and to terminals. Following the completion of the project in January 2023, the branch's primary western terminal shifted to , providing direct access to Midtown 's East Side and improving connectivity for riders seeking destinations like . This change eliminated the need for transfers at for most trips to , enhancing overall efficiency and appeal for daily commuters. During peak hours, service operates with approximately 14 trains westbound in the morning (split between Penn Station and ) and 17 eastbound in the evening, with frequencies varying from 10 to 30 minutes through , the branch's major interchange point, as of November 2025. Off-peak service runs hourly between Hempstead and , with all trains making stops at intermediate stations, including the new Elmont– stop for year-round event access. A limited number of peak-hour trains—one in each direction—extend to in , catering to riders bound for or connections to the system there. The integration has boosted the branch's role in supporting balanced all-day travel patterns, reducing reliance on Penn Station and alleviating congestion on the West Side. In 2023, the Hempstead Branch recorded an annual ridership of 3,271,387 passengers, reflecting a 17.7% increase from 2022 and underscoring its importance in the regional economy by facilitating workforce mobility between suburban residential areas and urban job centers. This volume positions the branch as a vital artery for County's commuters, with ridership growth attributed in part to the enhanced access provided by .

History

Origins and Construction

The Hempstead Branch of the (LIRR) originated in the late 1830s as a means to connect the growing village of Hempstead and its surrounding agricultural communities to the main LIRR line. In 1838, the LIRR surveyed a short pursuant to a legislative act, aiming to facilitate passenger and for local farmers and residents who previously relied on stagecoaches or ferries for access to . Construction proceeded rapidly, and the line opened to the public on July 4, 1839, extending approximately 3.5 miles south from the main line station at Hempstead Branch (later renamed Mineola) to a terminus on in Hempstead village. The inaugural was powered by the Taglioni, a type built by the Poughkeepsie Locomotive Engine Company, marking the first branch off the LIRR's main route and serving primarily to transport produce, livestock, and passengers from the fertile Hempstead Plains region. Initial service on the branch was modest, with horsecars operating the shuttle between Mineola and Hempstead until 1862, when a small steam dummy engine named Hempstead replaced them to improve efficiency amid rising demand from agricultural shipments. By the early , however, the line's limited northern connection to the LIRR main line constrained growth, prompting plans for a more direct route to via western . To address this, the Central Railroad of Long Island (CRR of LI) was chartered on March 4, 1871, under the leadership of Alexander T. Stewart, a prominent New York merchant and developer of City, with the explicit goal of extending rail access through central to support suburban development and farming interests. Stewart, who owned vast tracts of land in the area, envisioned the railroad as a key infrastructure project to boost property values and commerce in Hempstead and nearby villages. Construction of the CRR of LI's extension began in late 1871, rebuilding and lengthening the Hempstead Branch northward from Hempstead Crossing (near modern-day Mineola) through Floral Park and Garden City. The line connected to the Flushing and North Side Railroad at Woodside, providing a pathway to Hunter's Point in for ferry links to . Service from Garden City to Hempstead commenced on January 8, 1873, followed by the full segment from Hempstead Crossing to Bethpage Junction on May 26, 1873, with the right-of-way largely owned and leased by Stewart himself. By August 1873, through service extended from Hunter's Point via Flushing to Hempstead, effectively integrating the original LIRR branch into a longer 19-mile route that enhanced connectivity for Hempstead's agricultural economy and emerging residential areas. This expansion doubled the branch's utility, enabling regular freight hauls of vegetables, dairy, and bricks from local kilns while accommodating up to six daily passenger round trips. In 1893, the Hempstead Branch underwent a major realignment with the opening of the New York Bay Extension Railroad's line (now the ), which connected Hempstead Crossing to Valley Stream on the Atlantic Branch. This repositioned the route to its present right-of-way from Valley Stream through Garden City to Hempstead, abandoning the older northern alignment via the Central Branch toward Mineola and improving direct access to and .

Electrification and Expansions

The Hempstead Branch experienced key infrastructural advancements in the early 1900s, driven by the 's ownership of the since 1900, which emphasized and service expansions to support suburban growth along the line. efforts culminated on May 26, 1908, when the branch received a 750 V DC system extending from Woodside through and to Hempstead, enabling electric multiple-unit operations and replacing steam locomotives for more efficient commuter service. This upgrade aligned with broader initiatives to modernize the LIRR main line, including tunnel connections to and enhanced power distribution, though the Hempstead Branch's implementation focused on local reliability and capacity. Parallel to these power system improvements, the branch saw physical expansions through the addition of new stations to accommodate residential and industrial development in Nassau County. Nassau Boulevard station opened in 1907 to serve emerging communities near , providing a key stop for local passengers. Similarly, Country Life Press station was established in 1911 specifically to support the Doubleday publishing company's operations, reflecting the branch's role in facilitating industrial access and boosting ridership in the area. These additions enhanced connectivity and contributed to the line's integration with the electrified main line network.

20th-Century Changes and Decline

In the mid-1930s, the Hempstead Branch underwent significant restructuring due to regulatory pressures on grade crossing safety. Passenger service north of Hempstead Crossing, which connected to the Central Branch toward Mineola, was discontinued on September 14, 1935, following demands from the Public Service Commission for costly grade crossing eliminations that the (LIRR) could not afford amid the . Freight operations on this northern segment persisted until their full abandonment in 1965, as the line's low traffic volumes and maintenance challenges rendered it uneconomical under private ownership. The LIRR's broader financial difficulties intensified in the 1960s, exacerbated by declining ridership, aging infrastructure, and the parent Pennsylvania Railroad's own bankruptcy proceedings, leading to frequent service disruptions on branches like Hempstead. By 1965, one in six trains system-wide was running late, with cancellations common due to equipment shortages, prompting New York State intervention. The Metropolitan Commuter Transportation Authority (MCTA, predecessor to the MTA) was established in 1965 to acquire and operate the LIRR, with the takeover formalized on January 1, 1966, marking the shift to public ownership and stabilizing operations on the Hempstead Branch through subsidized maintenance and electrification extensions from prior decades. Under MTA oversight, the Hempstead Branch saw incremental improvements in the 1970s through 1990s, including station renamings for clarity—such as the 1974 redesignation of certain stops to reflect local landmarks—and minor platform upgrades to enhance accessibility amid growing suburban commuting. A key development was the 1991 opening of the Hillside Maintenance Facility in , a 30-acre complex built at a cost of $380 million to overhaul electric multiple-unit cars serving electrified branches like Hempstead, replacing outdated shops and improving reliability.

Infrastructure

Track and Signaling

The Hempstead Branch employs a configuration of double-track and single-track sections tailored to its operational demands and terrain. Beginning at Queens Interlocking near the Queens-Nassau county line, the line maintains two tracks through urban segments such as Floral Park, facilitating bidirectional traffic without interference and supporting peak-hour frequencies. This full double-tracking extends eastward past stations like Floral Park and Stewart Manor, optimizing capacity in high-density areas. Beyond Garden City station, the route narrows to a single at Garden Interlocking, spanning the final 1.4 miles (2.3 km) to Hempstead; this segment includes limited passing sidings to manage occasional overtakes, though its brevity generally permits straightforward scheduling of opposing trains. Signaling on the Hempstead Branch relies on (ABS) across its entirety, which divides the route into blocks and uses wayside signals to enforce safe distances and speeds between trains. This system integrates seamlessly with the Rail Road's (CTC) framework, managed from the Jamaica Control Center via advanced dispatch software, enabling real-time oversight and routing adjustments. In 2019, the branch received full implementation of (PTC), an overlay technology that automates enforcement of speed restrictions and prevents collisions, enhancing the ABS infrastructure's reliability. Grade separations predominate in the branch's infrastructure, particularly through bridges that elevate the tracks over roadways in the Elmont and Hempstead vicinities, reducing vehicular conflicts and supporting consistent service. A prominent example is the Cherry Valley Avenue bridge in Garden City, adjacent to the Hempstead area, which spans the roadway and was raised by 4 feet (48 inches) and fully replaced in 2023 to address frequent truck strikes—162 incidents occurred between 2010 and 2022—while maintaining compatibility with the 750 V DC third-rail electrification. Similar overpasses, such as those crossing local streets near Hempstead station, further eliminate at-grade interactions in built-up zones, though the branch retains five at-grade road crossings on its independent section, monitored for safety upgrades.

Electrification System

The Hempstead Branch employs a delivering 750 volts of (), which supplies power to trains along the entire route from its interconnection with the Main Line in to the Hempstead terminus. This under-running configuration is standard for the Long Island Rail Road's (LIRR) electrified network, enabling efficient propulsion for electric services while integrating seamlessly with the broader trackage. The system ensures consistent power delivery across the branch's approximately 20-mile length, supporting operational speeds up to 80 mph where track conditions permit. Power for the third rail is distributed through a network of substations, with primary support originating from the Hillside Maintenance Facility in , which serves as the central hub for electric fleet maintenance and traction power infrastructure. This facility houses motor-generator sets and related equipment critical to the branch's power stability, allowing for comprehensive inspections and repairs of electrical components. Periodic upgrades to these substations, including replacements and capacity enhancements, have been implemented to improve reliability and mitigate voltage drops, particularly during peak service hours; for instance, similar modernizations on adjacent lines demonstrate the LIRR's ongoing commitment to resilient power delivery. The setup is fully compatible with the LIRR's M7 and M9 electric multiple units (EMUs), which feature pantograph-free designs optimized for collecting power from the 750 V via contact shoes. These cars, introduced in the early and respectively, incorporate advanced asynchronous traction motors that draw efficiently from the system, enabling smooth acceleration and to return energy to the rail. This compatibility supports the branch's high-frequency service patterns without requiring dual-voltage adaptations.

Stations

Stations in Queens

The Hempstead Branch includes three facilities in , comprising two passenger stations and one maintenance yard, which facilitate connections to local bus services and support regional commuting needs. Hollis station, opened in May 1885, features two side platforms with the westbound platform equipped with a shelter and ticket machines, though it lacks a or ticket office. The station is not accessible, though accessibility upgrades including platform replacements and a new tunnel are under construction as of 2025, with completion expected by 2027; the nearest accessible stops are at and Queens Village. Bus connections include routes Q2, Q3, and Q110, providing links to and nearby neighborhoods. Queens Village station, established in October 1881 as "Queens" and relocated in 1924 during grade elimination efforts, operates at ground level with full accessibility via elevators, tactile warning strips, and audiovisual announcements. Ticket machines are available at street level on the westbound side, and a waiting area is open daily from 5 a.m. to 2 p.m. It connects to buses Q27, Q36, Q88, and Q110, as well as Bus n24 service for travel to County destinations. The Hillside Facility, a non-passenger maintenance yard spanning 30 acres in Hollis, opened in 1991 following construction that began in 1982, primarily serving (EMU) railcar inspections and repairs. It supports LIRR operations without public access, including employee-only train stops.

Stations in Nassau County

The Hempstead Branch's stations in Nassau County reflect the line's suburban character, serving residential villages with designs emphasizing accessibility and local integration rather than high-density urban throughput. These six stops—Floral Park, Bellerose, Elmont–, Stewart Manor, Nassau Boulevard, Garden City, Country Life Press, and Hempstead—facilitate commuter access to while supporting community ties through bus linkages and educational proximity, contrasting the denser configurations in . Floral Park station, opened in 1878 as the junction for the diverging from the Main Line, features an elevated structure converted in 1960 with recent elevator additions for full accessibility. It serves both Hempstead Branch trains, which stop at all times, and select (Main Line) services, resulting in limited Main Line usage primarily during peak hours. The station's suburban role includes parking for local residents and integration with village life in Floral Park, where it acts as a gateway for eastbound transfers. Bellerose station, opened in 1898 and rebuilt in 1909, provides basic facilities including ticket machines on both sides of an underpass and a waiting area open weekdays from 5 a.m. to 6 p.m. It is not accessible, with nearby options at Elmont– and Floral Park, and is positioned near the Queens-Nassau county line. Local bus connections encompass routes Q36 and Q110, along with Bus n24. Elmont–UBS Arena station opened on November 16, 2021, initially for eastbound service, with two-way operations commencing on October 6, 2022, marking the first new LIRR station in nearly 50 years. The facility includes ADA-compliant platforms designed to accommodate 12-car trains, featuring modern amenities such as an overpass for safe track crossing. Stewart Manor station, established in January 1873 by the Central Railroad of as one of its original stops, maintains compact side platforms suited to the village's low-volume residential setting. Accessibility enhancements include ramps and tactile warning strips, with street-level ticket machines supporting Hempstead Branch service. Community connectivity is bolstered by (NICE) n25 and n58 buses, providing links to nearby Hempstead and New Hyde Park for local errands and work commutes. Nassau Boulevard station, constructed in 1907 with a historic brick building featuring restored interior tiling, caters to Garden City's academic and suburban commuters on the Hempstead Branch. Its side platforms, accessible via ramps, are positioned near , approximately a five-minute walk away, enhancing its role in student and faculty transport. The station connects directly to the university's free Panther Express shuttle, which aligns with train schedules for seamless campus access. Garden City station, dating to 1872 as a key depot built by the Central Railroad of with a 40-by-22-foot structure, preserves historic elements like a restored and tiled LIRR in its waiting area. The dual station houses—one from 1872 and a 1898 rebuild—support Hempstead Branch operations with ramp-accessible platforms and village-operated parking, underscoring its community landmark status opposite the Garden City Hotel. n40 and n41 buses provide essential links to , Hempstead, and Mineola, aiding daily suburban mobility. Country Life Press station, opened in 1913 and located within the village of Garden City, features side platforms at grade level with basic shelters and ticket vending machines. It serves local residents and is accessible via ramps, though without elevators. The station connects to NICE Bus n40 for links to nearby areas. Parking is available adjacent to the station. Rosa Parks Hempstead station, the branch terminus originally opened in 1872 by the Central Railroad of Long Island at Fulton Avenue, functions as a major intermodal hub integrated with the Rosa Parks Hempstead Transit Center, renamed in 2006 to honor civil rights icon Rosa Parks. Rebuilt multiple times, including a 1913 brick structure, it offers full accessibility with ramps, tactile strips, and a ticket office, serving peak Hempstead Branch demand. The adjacent transit center handles over 20,000 daily NICE bus riders on routes like n6, n15, n40, n41, and n70, enabling extensive transfers within Nassau County and to Queens. This central role positions it as a vital node for Hempstead's diverse commuter base, including workforce and retail access.

Operations

Train Services

The Hempstead Branch utilizes M7 and M9 cars, formed into consists of 8 or 12 cars for passenger service. These vehicles are standard for electrified (LIRR) operations, providing reliable third-rail powered propulsion along the route. All trains on the branch operate as local service, stopping at every station from Hempstead to without any express patterns. This all-stop configuration ensures comprehensive coverage for the 11 stations along the approximately 12-mile line. Service frequencies vary by time of day, with off-peak trains running every 30 to 60 minutes and increased headways during morning and evening rush hours, typically every 15 to 30 minutes. Weekday operations include 25 inbound trains to and 26 outbound trains to Hempstead (total 51), as of November 2025, while weekend and holiday service maintains hourly intervals throughout the day. Trains terminate at either Penn Station or in , offering direct one-seat rides. Full-time service to Elmont– began in February 2023.

Connections and Accessibility

The Hempstead Branch supports intermodal connectivity through key transfer points along its route. At Hempstead station, the eastern terminus, passengers can access multiple (NICE) bus routes, including the n4 to , n6 to via Hempstead Turnpike, n15 to Long Beach, and n16 to and Roosevelt Field, making it a central hub for local bus travel in Nassau County. Floral Park station offers rail-to-rail transfers to the , where Hempstead Branch trains share platforms with Port Jefferson services, enabling seamless connections for riders heading toward County. Accessibility features on the branch comply with the Americans with Disabilities Act (ADA) at select stations, enhancing usability for passengers with mobility needs. Elevators provide vertical access at Elmont–UBS Arena station, the newest addition opened in 2021, along with ramps and wide platforms to ensure full compliance from street to train. Hempstead station includes ramps, tactile warning strips on platforms, and audiovisual announcements for navigation assistance. Floral Park features three elevators—one for each platform—installed in 2021 to connect street level to platforms, rendering the station fully ADA-accessible. Ongoing retrofits, such as elevator installations at Hollis station, continue to expand compliance across the branch as part of the MTA's broader accessibility initiatives. Station amenities prioritize passenger convenience with options for parking and cycling. Garden City station offers metered and permit-based parking lots managed by the Village of Garden City, accommodating commuters, with free parking available during off-peak hours outside rush periods. Queens Village provides bike racks and lockers for secure storage, supporting trips and aligning with LIRR policies allowing bikes on off-peak trains.

Projects

Elmont–UBS Arena Station

The Elmont–UBS Arena station was developed as a key component of the $1.3 billion Belmont Park Redevelopment Project, which includes the construction of UBS Arena for the New York Islanders NHL team. Construction on the station began in late 2019, coinciding with the groundbreaking for the arena, to provide enhanced rail access to the site and support both event-day crowds and year-round commuter service on the Hempstead Branch. The project, costing approximately $105 million and primarily financed by arena developers with contributions from New York State, marked the first new Long Island Rail Road station in nearly 50 years. The station opened partially for eastbound service on November 20, 2021, allowing Hempstead Branch trains to serve the new facility ahead of the Islanders' first home game at . Full two-way service commenced on October 6, 2022, with the completion of the westbound platform, enabling direct departures toward Penn Station and eliminating the need for shuttle transfers on event days. This phased rollout ensured operational readiness for high-volume events while integrating seamlessly with the branch's existing schedule. Designed with two side platforms capable of accommodating 12-car trains, the station features high-level boarding for efficiency and safety, along with full Americans with Disabilities Act (ADA) compliance through elevators on a 20-foot-wide pedestrian overpass connecting the platforms. Modern amenities include canopied platforms with an embedded snow-melting system, USB charging stations, , digital arrival signs, Help Points for assistance, and security cameras, all tailored to handle surges in ridership for concerts and games at the adjacent 19,000-seat . The station's location in Elmont, Nassau County, positions it about three-quarters of a mile north of the arena, facilitating pedestrian access via dedicated pathways.

Ongoing Improvements

Following the completion of the project in 2023, the (LIRR) has integrated enhanced signaling systems to support expanded service to , with work spanning 2023 to 2025 as part of broader network optimizations. Accessibility retrofits remain a priority on the Hempstead Branch, with elevator installations underway at Bellerose station to achieve full ADA compliance. The project, funded under the MTA's 2025-2029 Capital Plan, involves constructing a new hydraulic , modifying an existing for the elevator tower, and adding a new stair from the street to the mezzanine level, with completion targeted through 2025. The Hollis Station Improvement Project, which began construction in March 2025 and is expected to continue through 2027, includes replacement of existing platforms to accommodate 12-car trains, installation of a new for full ADA compliance, new platform canopies, benches, lighting, , and tactile warning strips. These upgrades aim to improve , , and capacity. As of November 2025, the project has resulted in off-peak service changes, including bus substitutions between and Hempstead and trains bypassing Hollis, , and Elmont– stations during certain periods to accommodate construction. Sustainability efforts on the Hempstead Branch are supported by the MTA's plans, which fund the of LED at stations and upgrades to energy-efficient traction power substations to reduce and . These initiatives align with the 's goal to cut operational emissions by 85% by 2040, incorporating high-efficiency and substation modernizations across LIRR facilities.

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