Staten Island Ferry

Staten Island Ferry

Company type	Public service
Industry	Transportation
Founded	1817
Founder	Richmond Turnpike Company
Headquarters	New York City , United States
Area served	New York Harbor, Staten Island, Manhattan
Products	Passenger ferry service
Owner	New York City Department of Transportation

The Staten Island Ferry is a no-cost passenger ferry service managed by the New York City Department of Transportation. This single route crosses New York Harbor, linking the boroughs of Manhattan and Staten Island, with each journey lasting approximately 25 minutes. Operating continuously throughout the day, ferries depart every 15 to 20 minutes during rush periods and every half hour during off-peak times. Together with the NYC Ferry St. George line, it serves as one of the only direct mass transit connections between these two boroughs. Since 1997, the ferry has operated without charging fares, promoting ease of access and convenience for commuters. It functions separately from other regional ferry networks such as NYC Ferry and NY Waterway.

The terminals are situated at Whitehall Terminal in Lower Manhattan and St. George Terminal on Staten Island. Whitehall Terminal provides links to the New York City Subway system as well as several local bus routes, while St. George Terminal connects to the Staten Island Railway and numerous bus services at the adjacent St. George Bus Terminal. Passengers benefit from seamless transfers between subway, bus, and ferry options through MetroCard fare integration, enhancing connectivity within New York City’s public transportation network.

Established in 1817 by the Richmond Turnpike Company, the ferry service was purchased by businessman Cornelius Vanderbilt in 1838 and later merged with rival operators in 1853. Ownership changed hands to the Staten Island Railroad Company in 1864, then to the Baltimore and Ohio Railroad in 1884, before ultimately coming under New York City government control in 1905.

In the early 1900s, additional ferry routes linked Staten Island to Brooklyn but were phased out by the mid-1960s due to rising automobile use; only the Staten Island–Manhattan route remained active as an essential commuter corridor. A short-lived express ferry to Midtown Manhattan ran from 1997 to 1998, with discussions about its reinstatement occurring during the 2010s.

Recording an annual ridership of in , this ferry system ranks as the busiest passenger-only ferry service both in the United States and worldwide, highlighting its prominent role in regional transit. Its complimentary operation draws both daily commuters and tourists attracted by panoramic views of New York Harbor, reinforcing its importance within NYC’s transportation framework and business strategy.

Predecessors

Prior to European settlement, the native Lenape people navigated waterways across what is now known as Lenapehoking, encompassing present-day Staten Island, Manhattan, and parts of New Jersey. The Dutch established New Netherland here in 1624; it became British-controlled Province of New York in 1664 and later part of the United States following independence in 1776. During the 18th century, private operators ran ferry services between Staten Island and Manhattan using "periaugers," shallow-draft sailing vessels common throughout New York Harbor.

Early years

At age sixteen, Staten Island native and future industrialist Cornelius Vanderbilt launched a ferry operation between Staten Island and Manhattan in 1810. He invested a $100 birthday gift to acquire a periauger named Swiftsure, which he used to transport passengers to Manhattan’s Battery. Known as "Commodore" for his entrepreneurial drive, Vanderbilt expanded his fleet during and after the War of 1812 by transporting cargo and purchasing additional boats.

Meanwhile, U.S. Vice President Daniel D. Tompkins secured a charter for the Richmond Turnpike Company in 1815 to develop Staten Island’s Tompkinsville area, granting ferry operation rights to New York City. In 1817, this company introduced Nautilus, Staten Island’s first steam-powered ferry captained by John DeForest, Vanderbilt’s brother-in-law. This breakthrough ended Fulton Ferry's exclusive control over steamboat service in New York Harbor.

Following Tompkins's death in 1825, his company’s shares were held in trust at Fulton Bank. Vanderbilt gained control over Richmond Turnpike Company by 1838 and consolidated its leases after its charter expired in 1844. By mid-19th century, three distinct ferry operators served routes between Staten Island and Manhattan: Tompkins and Staples Ferry, New York and Staten Island Steam Ferry Company (People's Ferry), and Richmond Turnpike Ferry. In 1853 these merged after Vanderbilt sold his ferry business for $600,000 but retained influence until the Civil War.

The combined Staten Island and New York Ferry Company expanded its fleet with double-ended vessels such as Hunchback, Southfield I, Westfield I, and Clifton I to accommodate increasing demand. During the Civil War, several ferries were requisitioned by the Union Army for blockade missions; only Hunchback survived afterward but was retired by 1880. Replacement ships were acquired between 1862 and 1863 to maintain service despite wartime losses.

Staten Island Railway period

The Staten Island Railway (SIR) commenced operations in phases starting in 1860, creating a vital connection between rail services and Manhattan ferry routes. Initial efforts encountered difficulties due to competing ferry lines owned by George Law. Vanderbilt sought to challenge Law’s monopoly by establishing a central dock on Staten Island but abandoned the plan after storm damage. Following a franchise disagreement, Vanderbilt sold his ferry business to Law in 1862 and handed over transit management to his brother Jacob Vanderbilt, who remained in charge until 1883. By 1864, Vanderbilt had regained control of Law’s ferry operations, uniting the railroad and ferry services under one enterprise.

On July 30, 1871, the ferry Westfield II experienced a devastating boiler explosion in Manhattan, resulting in numerous fatalities and injuries. This tragedy severely weakened the railway’s financial standing, pushing it into receivership by March 1872. By September of that year, most assets were acquired by George Law, except for the Westfield II, which was bought by Horace Theall.

Businessman Erastus Wiman aimed to boost Staten Island’s development through transit improvements. After relocating to New York in 1867, he founded the Staten Island Rapid Transit Railroad Company in 1880 and advocated for consolidating ferry services at a single terminal in St. George, which opened in 1886. In 1883, Wiman’s firm took control of SIR and its ferries; by 1885, the Baltimore & Ohio Railroad (B&O) had acquired majority ownership of the Staten Island Railway Ferry Company through a 99-year lease. This acquisition allowed B&O to provide ferry connections closer to Manhattan’s transit hubs, enhancing overall accessibility.

In 1888, two steel-hulled ferries equipped with advanced multi-cylinder steam engines—Erastus Wiman (later renamed Castleton) and Robert Garrett—were introduced. Following Robert Garrett’s resignation as B&O president in 1887, interest in Staten Island operations diminished. Wiman faced financial setbacks during the Panic of 1893, leading to asset sales by 1895.

The B&O planned in 1893 to redirect some Central Railroad of New Jersey ferries to the Whitehall Street terminal and commissioned new ferries Easton and Mauch Chunk, which began service in 1897. Construction of a new St. George ferry terminal also commenced in 1895 under B&O’s direction.

By 1899, a partnership between the Pennsylvania Railroad (PRR) and New York Central Railroad targeted smaller freight railroads for acquisition. PRR president Alexander Cassatt secured a significant stake in B&O by 1901, thereby gaining indirect control over the Staten Island Railway and Ferry as part of this broader strategy.

Conclusion of Staten Island Railway period

At the dawn of the twentieth century, residents of Staten Island expressed growing dissatisfaction with the railway-operated ferry service to Manhattan due to safety issues. A major incident occurred on June 14, 1901, when the CNJ ferry Mauch Chunk collided with B&O’s ferryboat Northfield II near Whitehall, resulting in a breach that caused Northfield II to sink within ten minutes near today’s South Street Seaport. Of approximately 995 passengers aboard, only four or five perished. Investigations attributed the sinking to collision damage rather than the vessel’s advanced age of 38 years. No criminal charges were brought forward; however, the captain of Mauch Chunk was reprimanded for excessive speed and inadequate rescue efforts. During this period, B&O temporarily operated the paddle-wheeler John Englis, borrowed from the Williamsburg Ferry Company.

On February 21, 1902, local leaders convened with MacDougal Hawkes from the New York City Department of Docks to demand enhancements for the Whitehall–St. George ferry route. That summer, entrepreneur Henry Huttleston Rogers, associated with Standard Oil, demonstrated his steam yacht’s superior speed compared to SIR vessels and sought operating rights for the ferry line. Rogers’ transportation enterprise also managed streetcars on Staten Island and competed with B&O for ferry franchises throughout 1902. Debates over terminal locations ensued—B&O supported St. George plus an additional terminal; Rogers advocated for Tompkinsville and West Brighton terminals. By February 1903, despite public opposition to extending B&O's franchise, the Sinking Fund Commission awarded operating rights to B&O.

Shortly thereafter, New York City announced intentions to take ownership of ferry services. In March 1903, the Sinking Fund Commission approved two city-run routes: one connecting Staten Island and Manhattan (between 23rd Street and Battery Park), and another linking Staten Island with Brooklyn’s Bush Terminal area at 39th Street. Legislative approval followed with Governor Benjamin B. Odell signing a bill authorizing this acquisition in May 1903. The city agreed on a $3.2 million purchase price covering operations and $2 million allocated for five new screw-propelled ferries named after each borough. Four vessels were contracted from Maryland Steel Company for $1.7 million in June 1904; the fifth ferry, Richmond, was constructed locally by Burlee Dry Dock Company.

Between 1902 and 1903, after considerable discussion Whitehall Street was chosen as Manhattan’s new terminal location. When Staten Island Railway Company declined a $500,000 offer for their terminals in 1904, municipal authorities proceeded with eminent domain actions to acquire the property. Although B&O's franchise was due to expire early that year, delays in delivering new borough-class ferries led to a two-year extension under conditions allowing cancellation upon thirty days’ notice and permitting city acquisition of terminals along with five existing ferries: Westfield II, Middletown, Southfield II, Robert Garrett, and Castleton. The city invested $2.3 million constructing a new St. George Terminal.

By April 1905 all vessels except Richmond had been completed; this final ship was ready by May without requiring transport since it was built locally. On October 25, 1905, ownership of both ferries and terminals transferred to the Department of Docks and Ferries, marking a new era as borough-operated ferries commenced service. The city completed consolidation by purchasing B&O’s five ships the following year, fully assuming control over ferry operations.

Early 20th century: 1900s and 1910s

On November 1, 1906, the ferry route connecting St. George to 39th Street in Brooklyn's Sunset Park transitioned to municipal operation, following legislation enacted in 1903 that shifted control of the line to the city. The Brooklyn terminal catered primarily to industrial sectors in Sunset Park, especially after the previous railroad terminal was repurposed for the West End subway line. Despite initial doubts from Mayor George McClellan and Docks Commissioner Maurice Featherson, the Sinking Funds Commission approved the city's acquisition of the route in 1905. Initially, service utilized three ferryboats from the Union Ferry Company of Brooklyn before introducing three smaller vessels—Gowanus, Bay Ridge, and Nassau—commissioned between July and September of 1907.

A separate ferry connection from St. George to Brooklyn commenced operations on July 4, 1912, run privately by the Brooklyn & Richmond Ferry Company, terminating at 69th Street in Bay Ridge. Additionally, New York City inaugurated a ferry service between Battery Park and Stapleton in May 1909, operating at ninety-minute intervals until its termination in 1913 due to insufficient ridership despite community opposition.

Following McClellan’s tenure, Mayor William Jay Gaynor criticized the rapid acquisition of the 39th Street route and advocated for cost reductions, prompting changes in management. Neither Staten Island ferry line achieved profitability until 1915 under Mayor John Purroy Mitchel’s administration. While the city initially regarded these purchases as temporary measures pending private operation resumption, municipal control persisted alongside continued private franchise awards for other ferry lines.

In 1914, under Mitchel’s leadership, the ferryboat Mayor Gaynor was introduced to improve service on the Whitehall route; however, it proved less efficient than borough-class vessels and thus served as a supplementary craft. The Castleton was sold off in 1915, whereas its sister ship Robert Garrett—renamed Stapleton—remained under city ownership until 1922.

From the 1920s through early 1940s

Following Mayor Mitchel’s term, John Francis Hylan initiated a fleet expansion starting in 1917 with new ferries such as President Roosevelt (1921) and American Legion (1926). These vessel names generated controversy due to their political and veterans’ group affiliations. Hylan’s administration ultimately commissioned sixteen new boats, broadening the scope of city-operated ferry services. After Hylan’s defeat by Jimmy Walker in 1925, several vessels were renamed, and in 1926 the fleet’s white paint was replaced with maroon to better conceal dirt accumulation.

In 1924, Commissioner Grover A. Whalen proposed municipal takeover of the infrequently operated 69th Street route; however, the Brooklyn & Richmond Ferry Company continued managing it until 1939. That same year, New York Bay Ferry assumed control of the 39th Street route. By late 1924, these ferry routes were promoted as Staten Island’s main link pending completion of a tunnel project that ultimately stalled.

During the 1930s, two new ferry classes were introduced: the Dongan Hills class (constructed between 1929 and 1931) servicing the 39th Street line, and the Mary Murray class (built from 1937 to 1938) operating on Whitehall Street. Although both classes shared engine specifications, their designs differed.

The Brooklyn & Richmond Ferry Company faced difficulties maintaining its aging fleet amid competition from newer vessels on the 39th Street route. This led to reduced frequency and declining revenue on the Bay Ridge-to-69th Street service. In February 1939, the U.S. Department of Commerce mandated cessation of operations due to vessel deterioration. Electric Ferries took over in March 1939, supplementing service with seven newly built and three secondhand boats.

In 1940, Brooklyn & Richmond requested that city authorities discontinue municipal operation on the 39th Street route to consolidate Staten Island–Brooklyn traffic onto the lower-cost 69th Street ferry; however, this proposal was rejected by city officials.

Mid-1940s and 1950s

Following the conclusion of World War II, the city focused on rebuilding St. George Terminal to improve ferry connections to Whitehall Street. On June 25, 1946, a fire devastated the Whitehall ferry slips at St. George, resulting in three fatalities and suspending ferry operations. Due to increased passenger volumes, the intact 39th Street ferry slips temporarily accommodated Whitehall ferries, causing an indefinite suspension of 39th Street service despite objections from local merchants. The reconstruction of the terminal was finalized in June 1951.

During 1950 and 1951, the city commissioned three ferries of the Merrell class for the Whitehall route, equipped with advanced 6-cylinder "Unaflow" steam engines offering greater efficiency. Although their $6.44 million cost far exceeded the previous $1 million vessels, these ferries rapidly became outdated as diesel-powered boats emerged.

The rise of bridges and tunnels led to a decline in ferry usage, culminating in the termination of the 69th Street ferry service by 1964 following the opening of the nearby Verrazzano-Narrows Bridge. Meanwhile, the Manhattan-Staten Island route remained essential as the only direct connection between these boroughs. The franchise for Electric Ferries at Bay Ridge ended in 1954, with operations subcontracted to sustain service until its eventual closure. At that time, the 69th Street ferry transported approximately 7,000 passengers and 8,000 vehicles daily; however, capacity constraints caused significant congestion. Anticipating population growth and rising commuter demand on Staten Island, the St. George-Whitehall route continued to operate.

1960s to 1990s

By 1967, automobile competition had reduced New York City’s ferry network to only one remaining route: St. George to Whitehall. This route persisted as the city’s sole ferry line until additional services resumed during the 1980s. Off-peak operations were briefly halted in 1967 but reinstated within two months. Night service was discontinued in 1975 amid fiscal challenges faced by New York City and substituted by subway options; however, it was restored in the 1980s following the introduction of two new Austen class ferries tailored for off-peak and nighttime use, which entered service in 1986.

Ferry travel experienced a resurgence by the late 1980s. In 1991, seventy companies expressed interest in managing new city ferry routes; this pool was narrowed down to three contenders by 1993. New York Fast Ferry secured rights to operate a high-speed (35-knot) service connecting Staten Island's St. George terminal with Midtown Manhattan’s East 34th Street, commencing operations in January 1997 with an estimated daily ridership of around 1,650 commuters.

The Midtown route prospered until July 1997 when the Metropolitan Transportation Authority introduced a "one-city, one-fare" transfer system that eliminated fares on the Whitehall-to-St. George ferry. This policy enabled Staten Island passengers to transfer free of charge between Staten Island buses and trains and Manhattan transit via the Whitehall ferry, effectively undercutting New York Fast Ferry’s $5 fare. Consequently, daily ridership on the Midtown ferry plummeted to approximately 400 passengers, leading to New York Fast Ferry ceasing operations by year-end 1997. NY Waterway assumed control but also failed to achieve profitability; this route was ultimately discontinued on July 31, 1998.

Although community advocates called for reinstatement, Staten Island–Midtown ferry service did not resume until August 23, 2021, when NYC Ferry inaugurated its St. George route.

2000s to present

In the aftermath of the September 11, 2001 attacks, Staten Island ferryboats were instrumental in evacuating individuals from the World Trade Center site. Ferry operations were halted for a week and recommenced by September 18, with several vessels redirected to Bay Ridge due to subway and roadway disruptions. By 2002, daily passenger numbers stabilized at approximately 2,200, maintaining this level even after other transportation services resumed.

Following the enactment of the Maritime Transportation Security Act in 2002, vehicular access on the ferry was prohibited starting in 2003. Additionally, boarding protocols were revised to separate arriving and departing passengers across different terminal levels, affecting the convenience of park-and-ride services at St. George Terminal.

Although night service was proposed for elimination in 2002, this decision was overturned by 2004 as demand increased, leading to expanded night and weekend schedules. Before this adjustment, overnight trips operated only once per hour despite Staten Island’s growing population. Weekend morning frequency was enhanced in both 2006 and again in 2015 to half-hour intervals, reflecting ongoing ridership expansion.

To reduce congestion during peak times, lower terminal levels at both ends reopened in 2017. The COVID-19 pandemic caused ridership to plummet by 86% in March 2020, resulting in a temporary shift to hourly service and suspension of onboard concessions. Service reductions overnight were extended through mid-2021, achieving cost savings of $6 million. Full around-the-clock operations were restored by August 2021.

In January 2024, the New York City Department of Transportation and Economic Development Corporation revealed plans to bring back onboard food and beverage concessions, actively soliciting vendors to improve passenger amenities.

Operations

The Staten Island Ferry runs continuously 24/7, with departures every half hour throughout most of the day and increased frequency during peak travel periods. Each crossing spans about 5.2 miles and takes roughly 25 minutes. In fiscal year 2016, the ferry carried nearly 23.9 million riders. It operates independently from NYC Ferry services.

Route

Departing from Manhattan’s Whitehall Terminal located at South Ferry near the Battery, the ferry travels to Staten Island’s St. George Terminal on Richmond Terrace, close to Borough Hall and the Supreme Court. The journey provides scenic views of prominent landmarks such as Lower Manhattan and Downtown Jersey City skylines, the Statue of Liberty, Ellis Island, Governors Island, and the Verrazzano-Narrows Bridge. This makes it a favored attraction for tourists and a popular backdrop for films including Working Girl (1988), How to Lose a Guy in 10 Days (2003), and Spider-Man: Homecoming (2017).

Throughout much of the twentieth century, vehicles were transported on the ferry for a fee of $3 per car. However, after reconstruction of Whitehall Terminal eliminated vehicle loading facilities in 1992, cars were no longer accommodated; this prohibition was permanently reinforced following security concerns post-September 11 attacks due to screening difficulties. Although increased tolls on the Verrazzano Bridge sparked discussions about reintroducing vehicle transport, it was ultimately deemed unfeasible.

While automobiles are no longer permitted onboard, bicycles remain allowed with dedicated ground-level access points at both terminals for straightforward boarding. Cyclists undergo security screening and must walk their bikes to assigned storage zones within the ferry.

During peak commuting hours, departures occur every 15 to 20 minutes but decrease to half-hour intervals during midday periods, evenings, early mornings (12 a.m.–6 a.m.), and weekends.

Whitehall Terminal

Since 1903, the site of the current Whitehall Terminal has accommodated several terminal structures. The initial building showcased Beaux-Arts design, akin to that of the Battery Maritime Building. After a fire in 1919 caused damage, a renovation costing $3 million was finalized in 1956. Another fire in 1991 destroyed the terminal entirely. A temporary setup was used until a newly designed terminal by architect Frederic Schwartz opened on February 7, 2005, adjacent to the two-acre Peter Minuit Plaza.

This terminal functions as a vital transit center, providing connections to the New York City Subway at the South Ferry/Whitehall Street station complex, alongside bus and taxi services. It supports substantial commuter and tourist flows essential for the ferry’s operational model and revenue.

St. George Terminal

In the 1870s, railroad magnates George Law, Cornelius Vanderbilt, and Erastus Wiman proposed a combined ferry and rail terminal at St. George's Landing to unify ferry operations on Staten Island’s northern and eastern shores. The location was selected due to its close proximity—approximately —to Manhattan. The surrounding area and terminal were renamed "St. George" in honor of Law, facilitating development on his property. The ferry terminal commenced operations in early 1886.

On June 25, 1946, a fire destroyed the wooden ferry and rail terminals at St. George, resulting in three fatalities and over 200 injuries. Full service was restored by July of that year. A new $21 million facility officially opened on June 8, 1951. In March 1997, renovation plans were revealed, leading to a $300 million refurbishment of several ferry terminals during the 2000s, including Whitehall Terminal.

As of 2013, St. George remains one of the rare U.S. sites offering a direct connection between rail and maritime transport.

Fares

Riding the Staten Island Ferry is complimentary. Nevertheless, passengers traveling round-trip must exit and reenter terminals to comply with Coast Guard vessel capacity regulations. Since fare collection ended in 1997, turnstiles have been removed; passenger numbers are now estimated by crew members. The state subsidy per passenger was $4.86 in 2012, increased to $5.87 in 2016, then decreased to $5.16 in 2017. For comparison, NYC Ferry’s subsidy per rider in 2017 was $6.50 alongside a $2.75 fare.

Historically, the ferry charged five cents for much of the late 19th and early 20th centuries, aligning with New York City Subway fares. Attempts to raise fares in the late 1800s faced public opposition through protests and petitions but were mostly unsuccessful. By 1898, fares returned to five cents and persisted at that rate despite inflation and operational deficits.

During the 1960s and 1970s, fare increase proposals aimed at lowering subsidies led to gradual hikes culminating in a 25-cent round-trip fare by 1975, which generated an additional $1.35 million annually. The fare was doubled to fifty cents in 1990, provoking public backlash that contributed to Staten Island’s non-binding secession referendum in 1993.

Due to political pressure and as part of Mayor Rudy Giuliani’s agenda, fares were eliminated in July 1997 under the MTA’s "one-city, one-fare" initiative designed to unify transit costs across boroughs. Although fare revenue had previously amounted to about $6 million yearly, eliminating fares resulted in an approximate $1 million net cost after savings from removing turnstiles and MetroCard processing.

A city study conducted in 2014 explored reinstating a fare exclusively for tourists while exempting Staten Island residents. It estimated that charging $4 could produce a net gain of $35.5 million over fifteen years; conversely, a $2 fare would generate only $804,000 net within the same timeframe based on an annual ridership near 21.9 million passengers.

Ridership

Annual Ridership Figures, Fiscal Years 2007–2023

Fiscal Year	Ridership (millions)
2007	18.953
2008	19.757
2009	20.118
2010	21.464
2011	21.404
2012	22.178
2013	21.399
2014	21.256
2015	21.9
2016	23.1
2017	23.9
2018	24.5
2019	25.2
2020	15.9
2021	7.6
2022	12.1
2023	14.7

The highest passenger count was recorded in 1964, reaching approximately 27.5 million, before experiencing a decline following the opening of the Verrazzano-Narrows Bridge in 1965. During the early part of the twenty-first century, annual ridership hovered between roughly 18 and 19 million, increasing to over 21 million by fiscal year 2011.

Data from fiscal years reveal a steady rise from about 22.18 million riders in 2012 to a peak of 25.2 million in fiscal year 2019, attributed to enhanced service frequency and operational improvements. The COVID-19 pandemic caused a significant downturn, with ridership plummeting to just 7.6 million in fiscal year 2021 before rebounding partially to nearly 14.7 million by fiscal year 2023.

As of the year 2024, this ferry system holds the distinction of being the busiest single-route passenger ferry service both nationally and internationally, with annual usage figures comparable to multi-route operators such as Washington State Ferries, which slightly surpasses it due to its more extensive network.

Current

The current fleet consists of nine ferries categorized into four distinct classes: Barberi, Austen, Molinari, and Ollis. By the year 2025, all vessels have transitioned to running on renewable diesel fuel, underscoring the organization's dedication to environmentally sustainable energy sources.

Barberi class

The "Barberi class" includes two vessels: MV Andrew J. Barberi and MV Samuel I. Newhouse, constructed in the early 1980s (1981 and 1982). Each ferry accommodates up to 6,000 passengers with a crew complement of fifteen, spans approximately 310 feet in length and seventy feet in width, and is powered by engines generating around eight thousand horsepower. Manufactured at Equitable Shipyard at a cost of $16.5 million per unit, these vessels were notable for having the largest licensed passenger capacity worldwide upon their introduction.

Their names honor prominent Staten Island personalities: Andrew J. Barberi, recognized for his long tenure as a high school football coach, and Samuel Irving Newhouse Sr., publisher of the Staten Island Advance newspaper.

Austen class

The "Austen class" comprises MV Alice Austen and MV John A. Noble, built in the mid-1980s (1986), commonly referred to as "the Little Boats." Each can carry up to 1,280 passengers with a crew of nine members, measures roughly 207 feet long by forty feet wide, and is equipped with engines producing approximately three thousand two hundred horsepower. These ferries are primarily deployed during late-night hours when passenger demand is reduced.

Named after Staten Island artists Alice Austen and John A. Noble, there are plans to convert one vessel from low-sulfur diesel fuel to liquefied natural gas (LNG), aiming to reduce fuel consumption by fifty percent and decrease greenhouse gas emissions by twenty-five percent in alignment with corporate environmental objectives.

Molinari class

The Molinari class consists of three ferries: MV Guy V. Molinari, MV Sen. John J. Marchi, and MV Spirit of America. Each ship supports up to approximately four thousand four hundred twenty-seven passengers plus thirty vehicles and is staffed by sixteen crew members. Dimensions include about three hundred ten feet in length and seventy feet in width, with a draft near thirteen feet ten inches; they weigh around two thousand seven hundred ninety-four gross tons and reach service speeds of sixteen knots powered by engines rated at nine thousand horsepower (6.7 MW). These vessels were constructed by Marinette Marine Group located in Wisconsin, blending modern engineering with traditional New York ferryboat aesthetics.

The lead ship carries the name of Staten Island borough president and U.S. Representative Guy V. Molinari and was delivered in September of 2004. The second ferry honors State Senator John J. Marchi, who served for half a century, arriving in January of the following year. The third vessel, named Spirit of America, commemorates the centennial anniversary of municipal control over the Staten Island Ferry system; it was delivered in September of that year but encountered delays caused by mechanical difficulties and legal disputes before entering service in April of 2006.

Despite their sophisticated design features, these Molinari-class ferries have faced numerous mechanical failures—totaling fifty-eight incidents between 2008 and 2014—with nearly half involving the MV Guy V. Molinari. Such reliability issues have influenced maintenance expenditures and operational planning within the Staten Island Ferry’s fleet management framework.

Ollis class

The ferries John F. Kennedy, Samuel I. Newhouse, and Andrew J. Barberi are being succeeded by three modern vessels: SSG Michael H. Ollis, Sandy Ground, and Dorothy Day. These new ferries, named in honor of US Army Staff Sgt. Michael Ollis from Staten Island who was killed in Afghanistan, signify a significant enhancement in the fleet's capabilities. The design was created by Elliott Bay Design, while Eastern Shipbuilding won the construction contract as the lowest bidder in November 2016. The shipbuilder received authorization to begin work on March 1, 2017. Initially planned for delivery in 2019 and 2020, the schedule was postponed due to damage caused by Hurricane Michael to Eastern Shipbuilding's Panama City, Florida yard in October 2018, along with interruptions linked to the COVID-19 pandemic. The first of these vessels, MV SSG Michael H. Ollis, commenced operations on February 14, 2022, followed by MV Sandy Ground entering service on June 17, 2022, and finally MV Dorothy Day starting service on April 28, 2023.

Fleet acquired 1905–1931

Several ferry classes obtained following municipal ownership have since been retired. The earliest group, launched in 1905, consisted of ferries named after the five boroughs: Bronx, Brooklyn, Manhattan, Queens, and Richmond. Except for Richmond—which measured 232 feet in length and had a gross tonnage of 2,006—all other vessels were approximately 246 feet long by 46 feet wide with a gross tonnage of 1,954. By the 1940s, all borough-class ferries were withdrawn from service; Bronx was the first to be scrapped, Brooklyn served as a Coast Guard floating school prior to scrapping, and Richmond was repurposed as a barge.

The subsequent class introduced in 1907 included the ferries Gowanus, Bay Ridge, and Nassau, which operated on the Brooklyn route. Each measured 182 feet in length with a gross tonnage of 862. These vessels were sold off by 1940; notably, Bay Ridge was converted into the barge named Rappahannock River, while the others were dismantled.

The third series comprised the ferry Mayor Gaynor (1914), followed by President Roosevelt (1922) and the original American Legion (1926). These differed in size and propulsion systems; for example, Mayor Gaynor was smaller at 210 feet and 1,634 gross tons and featured a less efficient triple-expansion engine compared to its successors, which were around 251 feet long with approximately 2,050 gross tons. These ferries were phased out between 1951 and 1963.

In 1923, steam turbine-powered ferries named after notable New York City businessmen—William Randolph Hearst, Rodman Wanamaker, and George W. Loft—were introduced on the 39th Street route. Each measured roughly 205 feet by 45 feet with a gross tonnage of 875. These vessels remained in service until their retirement by 1954.

Between 1929 and 1931, the fleet expanded with the addition of ferries including Dongan Hills, Tompkinsville, and Knickerbocker. The first two matched the size specifications of the President Roosevelt, while Knickerbocker was marginally larger at a gross tonnage of 2,045. These ferries were decommissioned between 1965 and 1968.

Fleet additions post-1931

The Miss New York series—consisting of Miss New York, Gold Star Mother, and Mary Murray—was introduced in 1938. These vessels shared the same size specifications as Knickerbocker, with a gross tonnage of 2,126. To cut expenses, Gold Star Mother was retired in 1969 and sold at auction in 1974. Its counterpart, Mary Murray, was also withdrawn from service and auctioned off in 1974; it eventually became abandoned on the Raritan River and underwent partial dismantling in 2008. The Miss New York ferry was decommissioned in 1975, briefly converted into a dining establishment, and ultimately sank.

The sixth series of ferryboats—comprising Cornelius G. Kolff, Pvt. Joseph F. Merrell, and Verrazzano—were commissioned in 1951. These vessels were somewhat larger than earlier models, measuring 269 feet in length, 69 feet in width, with a draft of 19 feet and a gross tonnage of 2,285. Constructed at the Bethlehem Staten Island shipyard, the Verrazzano was sold during the 1980s for use at a Japanese theme park but ended up derelict at Red Hook Container Terminal. The other two ferries were repurposed in 1987 as temporary inmate accommodations on Rikers Island to alleviate prison overcrowding. Alongside decommissioned British military transport ships, they housed approximately 1,000 prisoners until their removal from correctional use in 1997 and subsequent scrapping in 2004.

The Kennedy class includes MV John F. Kennedy, the second MV American Legion, and MV The Gov. Herbert H. Lehman, all delivered in 1965 by Levingston Shipbuilding Company located in Texas. Each vessel accommodated 3,055 passengers and 40 vehicles, measured 297 feet by 69 feet 10 inches, had a draft of 13 feet 6 inches, a gross tonnage of 2,109 tons, featured engines generating 6,500 horsepower, and cruised at speeds up to 16 knots. Most ships of this class have been dismantled: the American Legion was retired in 2006 and scrapped; The Gov. Herbert H. Lehman left service in 2007, was auctioned off in 2011, and sank during scrapping activities. The final active ferry, John F. Kennedy, ceased operations in August 2021 and was sold at auction to Pete Davidson and Colin Jost in January 2022.

Early decades after municipal acquisition

In November of 1910, the ferryboat Nassau became grounded on the seawall at Governors Island, sustaining minor damage to its propeller. On October 31, 1921, due to dense fog conditions, the ferry Mayor Gaynor ran aground near Robbins Reef Light, coinciding with a separate accident involving a BRT train that injured twenty individuals. The same vessel collided with the Whitehall slip twice—in both 1929 and again in 1930—resulting in several injuries.

Incidents from mid to late 20th century

On January 16, 1953, heavy fog contributed to four separate ferry collisions within New York Harbor; notably, the ferry Gold Star struck the freighter American Veteran, causing injuries to thirteen people. Four days later, the ferry Joseph F. Merrill collided with another Ellis Island ferry without any reported injuries. In 1958, the ferry Dongan Hills was struck by the tanker Tynefield, leading to fifteen injuries; similarly, in 1959, the ferry Cornelius G. Kolff collided with pilings near Whitehall Terminal injuring fourteen passengers.

On October 23, 1960, an explosion attributed to the "Sunday Bomber" damaged a supply closet aboard a ferry near the Statue of Liberty; fortunately, no one was hurt. On November 7, 1978, amid thick fog conditions near the Statue of Liberty, the ferry American Legion crashed into a seawall resulting in injuries to one hundred seventy-three passengers.

On May 6, 1981, approximately 2,400 passengers aboard the ferry American Legion experienced a collision when it was rammed by the Norwegian freighter MV Hoegh Orchid during dense fog. The ferry suffered extensive damage and seventy-one passengers required medical treatment. A National Transportation Safety Board investigation highlighted that the absence of a gyrocompass may have contributed to this accident.

On July 7, 1986, an individual suffering from mental illness assaulted passengers on board the ferry Samuel I. Newhouse using a sword; two people were killed and nine others wounded before authorities apprehended him.

On April 12, 1995, mechanical failure caused the ferry Andrew J. Barberi to crash into its slip at St. George terminal injuring multiple individuals. Later on September 19, 1997, a vehicle fell off the ferry John F. Kennedy while docking; minor injuries were reported for both the driver and a deckhand involved.

21st century

In the early years of the 21st century, the city faced its most severe mass transit tragedy in half a century. At 3:21 pm EDT on October 15, 2003, the ferry Andrew J. Barberi struck a pier at the St. George terminal, resulting in 11 fatalities and significant destruction to the lowest passenger deck. This event triggered comprehensive safety inquiries by both the ferry operator and the National Transportation Safety Board, culminating in the removal of the ferry's captain from duty. The vessel was subsequently restored to service in 2004.

Additional operational difficulties arose at the St. George terminal in later years. On July 1, 2009, the ferry Sen. John J. Marchi lost power and collided with a pier at full speed, causing minor injuries to 15 individuals; this ferry was only four years old and had a history of electrical issues. Another incident occurred on May 8, 2010, when Andrew J. Barberi suffered a reverse thrust malfunction while docking, leading to injuries for 37 out of 252 passengers aboard.

More recently, on December 22, 2022, a fire broke out on the Sandy Ground while en route to St. George, resulting in injuries and necessitating the evacuation of over 800 passengers.

These events underscore persistent challenges related to operational safety and maintenance within the ferry system’s framework, emphasizing the critical need for effective leadership to manage risks and maintain reliability of service.

See also

• Staten Island Ferry Disaster Memorial Museum, dedicated to commemorating a fictional giant-octopus attack on the Staten Island Ferry
• Additional ferry services in the New York City area:
  • NYC Ferry
  • SeaStreak
  • New York Water Taxi
  • NY Waterway

External links

• • Ferry Schedule (PDF)
• Staten Island Ferry Rider's Guide (PDF) from the Staten Island Museum.