Staten Island Railway

Staten Island Railway

Company type	Rapid transit system
Industry	Public transportation
Predecessor	Staten Island Rail Road
Founded	1851
Headquarters	Staten Island, New York City , United States
Area served	Staten Island, New York City
Products	Rapid transit rail service
Owner	Staten Island Rapid Transit Operating Authority (SIRTOA)
Parent	Metropolitan Transportation Authority

The Staten Island Railway (SIR) operates as a rapid transit system on Staten Island, part of New York City. It is owned by the Staten Island Rapid Transit Operating Authority (SIRTOA), a branch of the Metropolitan Transportation Authority, and managed by the New York City Transit Authority's Department of Subways. The single SIR route functions continuously throughout the day and night, connecting St. George with Tottenville along the island's eastern corridor. Although it does not have a direct physical link to the New York City Subway, passengers on the SIR benefit from complimentary transfers to subway and bus services, and the line is featured on official subway maps. Most travelers use the adjacent Staten Island Ferry to reach Manhattan, with train timetables coordinated to match ferry schedules. In , the railway system recorded a total ridership of , averaging approximately per weekday as of .

Established in 1851 under the name Staten Island Rail Road, the line reached Tottenville by June 2, 1860, and was later reorganized into the Staten Island Railway Company in 1873. The railroad was initially operated by the Baltimore and Ohio Railroad and subsequently by the Pennsylvania Railroad. During this period, two additional passenger branches were in service: the North Shore Branch (1886–1953) and the South Beach Branch (1888–1953). Ownership of the Tottenville line was transferred to SIRTOA in 1971 following New York City's acquisition. In 1994, the MTA rebranded it as the MTA Staten Island Railway.

The SIR is identified by a unique route symbol featuring the letters SIR inside a blue circle, akin to subway route icons. It ranks among a select group of U.S. mass transit rail systems that operate around the clock, including the PATCO Speedline and Chicago’s Red and Blue Lines. Originally constructed as a conventional rail line, it is now disconnected from the national rail network; only a limited segment of the former North Shore Branch remains active for freight purposes. Passenger operations are classified as rapid transit, exempting them from certain federal railroad regulations. The line currently utilizes modern R211S subway rolling stock.

19th century

The Staten Island Rail Road was chartered on August 2, 1851, following petitions advocating for a rail connection between Tottenville and Stapleton. Funded through a loan from Cornelius Vanderbilt—who at that time was Staten Island’s sole East Shore-to-Manhattan ferry operator—this marked his initial venture into railroads. The track reached Tottenville on June 2, 1860. Under Jacob H. Vanderbilt’s direction, several independent ferry services were acquired by the railroad. Both ferry and rail operations yielded modest earnings until a catastrophic explosion involving the ferry Westfield occurred in 1871. By July 1872, financial difficulties led to receivership, with ownership transferring through foreclosure to financier George Law. On April 1, control passed to what became known as the Staten Island Railway Company.

By 1880, deteriorating operations prompted legal action by New York State seeking dissolution of the company. Erastus Wiman, an influential local figure, established the Staten Island Rapid Transit Company (SIRT) on March 25, 1880, collaborating with the Baltimore & Ohio Railroad (B&O) to create a major rail terminal and unify ferry operations. Wiman acquired land rights from George Law and designated this area "St. George." Construction commenced on March 17, 1884, for the Vanderbilt's Landing-to-Tompkinsville North Shore Branch, which began passenger service on August 1 of that year. A tunnel beneath the Tompkinsville lighthouse was built in 1885 following congressional approval.

In 1885, B&O secured a 99-year lease on SIR operations, financing completion of Saint George terminal facilities, waterfront property acquisitions, construction of a bridge over Kill Van Kull at Elizabethport, among other infrastructure projects. The North Shore Branch extended to Elm Park by February 23, 1886; shortly thereafter, Saint George terminal opened on March 7. The remainder of the North Shore Branch to Erastina became operational during summer 1886. Passenger service on the South Beach Branch started January 1, 1888, reaching South Beach by 1893. B&O’s newly constructed lines were designated Staten Island Rapid Transit Railway; meanwhile, the original Clifton-to-Tottenville segment retained its Staten Island Railway designation.

Congress authorized construction of a swing bridge over Arthur Kill in 1886 after Wiman’s advocacy efforts. Finished on June 13, 1888, this bridge was then recognized as the world’s largest drawbridge with no fatalities during its construction phase. The Baltimore and New York Railway—a line extending from Arthur Kill to Jersey Central at Cranford—was built in 1889 and began service from St. George Terminal to Cranford Junction on January 1, 1890. Despite opposition from Lehigh Valley and Pennsylvania Railroads citing concerns about navigation at Holland Hook on Arthur Kill, the bridge remained in place. The Saint George terminal serving both railroad passengers and Manhattan ferry users was completed in 1897.

20th century

Following the Pennsylvania Railroad's (PRR) acquisition of the Baltimore and Ohio Railroad (B&O) in 1900, the B&O experienced a return to profitability. On October 25, 1905, New York City assumed control of the ferry operations and terminals, resulting in the B&O’s eviction from the Whitehall Street terminal. Subsequently, the city invested $2,318,720 to construct the St. George Terminal.

In preparation for a proposed tunnel beneath the Narrows linking Brooklyn with the BMT Fourth Avenue Line, the Staten Island Rapid Transit (SIRT) electrified its routes using third rail technology and rolling stock resembling those employed by the Brooklyn–Manhattan Transit Corporation (BMT). The inaugural electric train service commenced on May 30, 1925, on the South Beach Branch; by November of that year, electrification extended across all branches. Despite these upgrades, traffic levels saw little improvement, and plans for the tunnel were ultimately abandoned. Throughout the 1920s and 1930s, additional branch lines were established to cater to industrial clients such as Gulf Oil’s dock and tank farm located at Gulfport.

The Port Richmond–Tower Hill viaduct was finalized in 1937 as part of a $6 million initiative aimed at eliminating grade crossings, removing thirty-four such intersections along Staten Island’s northern and southern shores.

During the 1940s, freight operations alongside World War II military transport briefly restored profitability. SIRT managed all East Coast military hospital trains throughout the conflict and provided special services for dignitaries including Winston Churchill. A devastating fire on June 25, 1946, destroyed the St. George Terminal, inflicting $22 million in damages and suspending service until July 13. A replacement terminal costing $23 million opened on June 8, 1951, integrating ferry, bus, and rail facilities into a single complex.

Ridership dropped sharply from 12.3 million passengers in 1947 to just 4.4 million by 1949 due to competition from city-operated buses offering reduced fares. This decline prompted service reductions in 1948; however, some services were reinstated following public protest. The Interstate Commerce Commission authorized SIRT to discontinue its Tottenville–Perth Amboy ferry route in 1948; passenger services on both North Shore and South Beach Branches ceased in 1953 as buses increasingly dominated transit options.

In 1956, construction began on replacing the Arthur Kill swing bridge with a new single-track vertical-lift bridge costing $11 million, which opened in August 1959. The federal government funded 90% of this project to enhance navigational safety. Additionally, in 1958, the Travis Branch was extended to serve a Consolidated Edison power facility.

In 1971, operational control of the Tottenville line shifted to the Metropolitan Transportation Authority's Staten Island Rapid Transit Operating Authority while B&O retained freight management responsibilities. By 1973, aging equipment was replaced with new R44 subway cars accompanied by station modernization efforts.

The B&O merged into Chessie System in 1971; freight operations were rebranded as Staten Island Railroad Corporation. Following Conrail’s establishment in 1976—which isolated B&O/C&O properties from New Jersey lines—freight volumes declined significantly. Car-float operations ended by 1980 with only a handful of freight customers remaining.

Chessie sold Staten Island Railway freight operations to New York, Susquehanna and Western Railway in April 1985 for $1.5 million amid hopes for revival; nevertheless, freight traffic continued to diminish. The Arthur Kill Bridge was closed in July 1991; the last freight train ran in April 1992. The line and bridge were acquired by NYCEDC in 1994 but remained largely underutilized for several years.

In 1993, SIRT was incorporated into various New York City Transit divisions; that year Dongan Hills station became compliant with ADA standards. MetroCard fare payments were introduced at St. George station in March 1994 as the line was rebranded MTA Staten Island Railway (SIR). In July 1997, fares between Tompkinsville and Tottenville were eliminated under the "One City, One Fare" program with fare collection centralized exclusively at St. George station—a change that coincided with a rise in crime along this corridor.

Express service expanded in April 1999 with three afternoon express trains running between St. George and Great Kills. A segment of the North Shore Branch reopened temporarily from June 2001 until June 2010 to serve Richmond County Bank Ballpark events. In January 2010, a new station building at Tompkinsville debuted featuring turnstiles designed to reduce fare evasion near the ferry terminal.

During the 2010s, Staten Island officials advocated for replacing outdated R44 cars. Although initial plans considered acquiring R179s or refurbished R46s, the MTA ultimately opted for new R211S cars as replacements. The first R211S units entered service in October 2024 with full fleet replacement anticipated by September 2025.

Passenger service

Passenger operations on the Staten Island Railway are confined to the Main Line, which runs in a north-south direction. Since the 1960s, this route has been separated from road traffic except for short sections at street level located between Grasmere and Old Town stations, as well as from just south of Pleasant Plains extending to Tottenville, the line’s final stop. The St. George terminal, which directly links to the Staten Island Ferry, contains twelve tracks, ten of which are active for service. At Tottenville, there is a three-track yard positioned east of the station’s two-track island platform.

The fleet includes seventy-five R211S subway cars produced by Kawasaki Railcar Manufacturing, with initial deployment beginning on October 8, 2024, and full operation expected by September 2025. For maintenance and work purposes, four BL20G locomotives from Brookville Equipment, delivered in 2009, are utilized. Major repairs take place at NYCT’s Clifton Shops; vehicles requiring substantial servicing are transported across the Verrazzano-Narrows Bridge to the Coney Island Complex in Brooklyn. The railway’s right-of-way features a mix of elevated structures, embankments, open cuts, and includes a tunnel near St. George.

Before 2025, the system operated with refurbished R44 subway cars manufactured in early 1973, which had replaced the earlier ME-1 rolling stock inherited from the Baltimore & Ohio Railroad dating back to 1925.

The signaling infrastructure employs Baltimore & Ohio Railroad-style color position light signals that underwent modernization in 2007 through a $72 million initiative introducing FRA-compliant automatic train control (ATC). Forty R44 cars and four locomotives were outfitted with onboard cab signaling to facilitate bi-directional ATC functionality. This upgrade also involved establishing new control centers. Power is delivered via a NYC Transit-standard 600 V DC third rail. Passenger trains can reach speeds up to 45 mph but are restricted to 10 mph when operating on tail tracks, sidings, and within yards.

Since October 2024, Demetrius Crichlow has held the position of president and chief officer. The workforce consists of roughly 200 hourly employees who are represented by United Transportation Union Local 1440.

Accessibility

Stations that have been upgraded to comply with Americans with Disabilities Act of 1990 standards include Dongan Hills, St. George, Great Kills, New Dorp, and Tottenville, all equipped with elevators and/or ramps. According to the MTA’s capital plan for 2020–2024, ADA accessibility improvements are planned for two additional stations: Huguenot and Clifton.

Park-and-ride amenities are available at Prince's Bay, Huguenot, Annadale, Great Kills, Dongan Hills, and Arthur Kill stations. The newest facility, Arthur Kill, inaugurated on January 21, 2017, meets ADA standards and replaced the aging Atlantic and Nassau stations.

Railroad Police

On June 1, 2005, the Staten Island Rapid Transit Police Department was dissolved, with its 25 officers being absorbed into the Metropolitan Transportation Authority Police Department. The MTA Police, originally formed in 1998 by merging the police forces of the Long Island Rail Road and Metro-North Railroad, expanded its jurisdiction through the addition of Police District #9 to oversee Staten Island Railway operations.

Fare

As of 2025, the cash fare stands at $2.90, aligning with the rates for both the New York City Subway and MTA buses. Fare collection occurs exclusively at St. George and Tompkinsville stations upon entry and exit; trips that neither begin nor end at these stations are free of charge. Payments can be made using a MetroCard or OMNY. Since these payment methods permit free transfers within subway and bus networks, many passengers effectively incur no additional cost on the Staten Island Railway unless making a subsequent transfer. Transfers are also available between Staten Island buses, the railway, and Manhattan transit services near South Ferry.

In 2001, the farebox recovery ratio for the SIR was recorded at 0.16—the lowest among MTA divisions—meaning only 16 cents were recovered per dollar spent. This low recovery rate influenced the MTA’s 2002 decision to integrate the SIR into the subway system under MTA Subways to simplify accounting and subsidy management.

Prior to introducing a unified fare zone with MetroCard free transfers in 1997, conductors collected fares onboard from passengers boarding beyond St. George. To reduce fare evasion—particularly by riders who disembarked at Tompkinsville to walk to the St. George Ferry Terminal—the MTA installed turnstiles and constructed a new station facility at Tompkinsville in January 2010.

On October 23, 2017, the MTA revealed plans to phase out MetroCard in favor of OMNY, a contactless fare payment system developed by Cubic that supports payments via Apple Pay, Google Pay, NFC-enabled debit or credit cards, and RFID cards. OMNY readers were installed at St. George and Tompkinsville stations—the only two equipped with turnstiles—in December 2019.

Freight service

In the early 2000s, the Port Authority of New York and New Jersey (PANYNJ) proposed reopening the Staten Island Rapid Transit line extension into New Jersey. With the Central Railroad of New Jersey converted into a New Jersey Transit route, plans included constructing a new junction connecting to the former Lehigh Valley Railroad line. To enhance freight transportation across the New York metropolitan region, two rail tunnels were proposed linking Brooklyn to Staten Island and Greenville, New Jersey.

On December 15, 2004, NYCEDC and PANYNJ initiated a $72 million project aimed at restoring freight service on Staten Island and refurbishing the Arthur Kill Vertical Lift Bridge—including repainting and repairing its lift mechanism. By 2006, freight operations resumed along the connection from New Jersey to Staten Island Railroad via the Arthur Kill Bridge. Regular freight service began on April 2, 2007—16 years after its closure—facilitating container shipments from Howland Hook Marine Terminal and other industrial customers. This operation forms part of PANYNJ’s ExpressRail network and includes a single-track connector known as Chemical Coast. Conrail Shared Assets Operations (CRCX) manages these services on behalf of co-owners CSX Transportation and Norfolk Southern Railway.

The initiative also involved rehabilitating sections of the North Shore Branch, enlarging Arlington Yard, and adding approximately 6,500 feet of new track along the Travis Branch leading to the Staten Island Transfer Station at Fresh Kills. Following service restoration, Mayor Michael Bloomberg officially marked the reopening in April 2007. As of 2019, contractors for the NYC Department of Sanitation transport municipal solid waste containers by barge from Queens and Manhattan to Howland Hook Marine Terminal for onward rail shipment.

Several segments of the North Shore Branch still contain tracks and rail overpasses that suggest potential for future freight or transit applications.

Future Developments

Plans have been proposed to introduce an in-fill station within the Rosebank area to close the largest distance between the Grasmere and Clifton stops. Historically, this site was served by the now-closed Rosebank station on the South Beach Branch.

Multiple initiatives aimed at linking the Staten Island Railway (SIR) with the subway network—such as the incomplete Staten Island Tunnel and a route traversing the Verrazzano-Narrows Bridge utilizing B Division cars—have encountered financial, political, and technical obstacles that have hindered their progress.

Potential branch revival

In 2006, the Staten Island Advance published a report exploring the possibility of reinstating passenger service along part of the North Shore Branch between St. George and Arlington. To access approximately $360 million in funding, a comprehensive study must be finalized. Initial projections estimated daily ridership could reach up to 15,000 passengers. Federal funds amounting to $4 million were secured by U.S. Senator Chuck Schumer for an in-depth feasibility analysis.

The Metropolitan Transportation Authority (MTA) conducted an evaluation in 2012 of transit options along the North Shore corridor, considering heavy rail, light rail, and bus rapid transit. Bus rapid transit emerged as the preferred choice due to its comparatively lower capital requirement ($352 million) and simpler implementation process. By January 2018, no funding had been allocated for this project. The MTA Capital Program for 2015–2019 earmarked $4 million for continued examination of Staten Island light rail alternatives.

Main Line Stops

Regular Service	Peak Period Services			Station Name	Opening Date	Closure Date	Connections and Notes
	Local Rush Hour	AM Express	PM Express
all times	rush hour only	rush hour only	rush peak	St. George Terminal Template:SIR acc	March 7, 1886		Staten Island Ferry service to Whitehall Terminal Template:Bus icon Extensive NYCT Bus links
all times	rush hour only			Tompkinsville	July 31, 1884		Template:Bus icon Multiple NYCT Bus routes
all times	rush hour only			Stapleton	July 31, 1884		Template:Bus icon Connections including SIM30 bus service
all times	rush hour only			Clifton	April 23, 1860		Template:Bus icon Served by NYCT Bus S51 route
all times	rush hour only			Grasmere	1886		Template:Bus icon Served by NYCT Bus S53 route
all times	rush hour only			Old Town	1937
all times	rush hour only			Dongan Hills Template:SIR acc	April 23, 1860
all times	rush hour only			Jefferson Avenue	1937
all times	rush hour only	rush peak ↑		Grant City	April 23, 1860	Template:Bus icon NYCT Bus: S51, S81
all times	rush hour only	rush peak ↑		New Dorp Template:SIR acc	April 23, 1860		Template:Bus icon NYCT Bus: S57, S76, S86
all times	rush hour only	rush peak ↑		Oakwood Heights Template:SIR acc	April 23, 1860		Template:Bus icon NYCT Bus: S57
all times	rush hour only	rush hour only	rush peak	Bay Terrace	Early 1900s		Successor to former Whitlock station
all times	rush hour only	rush hour only	rush peak	Great Kills Template:SIR acc	April 23, 1860		Template:Bus icon NYCT Bus: S54, SIM5, SIM6; Southern terminal for select local trains; Originally known as Gifford's station
all times	* ↑	rush hour only	rush peak	Eltingville	April 23, 1860	Template:Bus icon NYCT Bus: S59, S79 SBS, S89, SIM1, SIM7, SIM10, SIM22
					Woods of Arden station 1886 c. 1894–1895 Closed
all times	* ↑	rush hour only	rush peak	Annadale	May 14, 1860	Template:Bus icon NYCT Bus: S55, SIM23
all times	* ↑	rush hour only	rush peak	Huguenot	June 2, 1860	Template:Bus icon NYCT Bus: S55, SIM2, SIM24; Some northbound local morning trips originate here; Formerly Bloomingview then Huguenot Park
all times				rush hour only		rush peak		Prince's Bay		June 2, 1860				Template:Bus icon NYCT Bus: S55, S56, SIM25; Previously Lemon Creek then Princes Bay
	all times				rush hour only		rush peak		Pleasant Plains		June 2, 1860				Template:Bus icon NYCT Bus: S55, SIM26
	all times				rush hour only		rush peak		Richmond Valley		June 2, 1860				Template:Bus icon NYCT Bus: SIM26; No boarding available from last car
							Nassau station c. 1924 January 21, 2017 Replaced by Arthur Kill
	all times				rush hour only		rush peak		Arthur Kill Template:SIR acc		January 21, 2017				Template:Bus icon NYCT Bus: S74, S78, S84
							Atlantic c.1909–1911 January 21, 2017 Replaced by Arthur Kill
	all times				rush hour only		rush peak		Tottenville Template:SIR acc		June 2, 1860				Template:Bus icon NYCT Bus: S74, S78, S84

North Shore Branch

Passenger operations on the North Shore Branch ceased on March 31, 1953. Currently, a portion at the western extremity remains in use for freight services as part of the ExpressRail intermodal system at Howland Hook Marine Terminal, facilitating connections to the Chemical Coast through the Arthur Kill Vertical Lift Bridge. Historically, this branch catered to key industrial customers including Procter & Gamble, United States Gypsum, shipbuilding operations, and maintained a car float facility at Saint George Yard. A shorter eastern segment provided seasonal passenger service to the Richmond County Bank Ballpark station between 2001 and 2010. In 2008, proposals were made to rehabilitate the largely dormant 6.1-mile stretch as part of Staten Island's light rail development plan. An environmental impact study is currently ongoing to evaluate the implementation of a bus rapid transit corridor along this branch.

Distance (miles)	Station Name	Opening Date	Closure Date	Remarks
0	St. George	March 7, 1886
0.1	RCB Ballpark	June 24, 2001	June 18, 2010
0.7	New Brighton	February 23, 1886	March 31, 1953
1.2	Sailors' Snug Harbor	February 23, 1886	March 31, 1953
1.8	Livingston	February 23, 1886	March 31, 1953
2.4	West Brighton	February 23, 1886	March 31, 1953
3.0	Port Richmond	February 23, 1886	March 31, 1953
3.4	Tower Hill	February 23, 1886	March 31, 1953
3.9	Elm Park	February 23, 1886	March 31, 1953
4.3	Lake Avenue	1937	March 31, 1953
4.6	Mariners Harbor	Summer of 1886	March 31, 1953	'Erastina' was its original designation
4.9	Harbor Road	"1935–1937"	"March 31, 1953"
"5.2"	"Arlington"	"1889–1890"	"March 31, 1953"
"6.1"	"Port Ivory"	"1906"	"1948"

South Beach Branch

The South Beach Branch commenced operations on January 1, 1888, initially reaching Arrochar and later extending to South Beach in 1893. Service ended at midnight on March 31, 1953, with most of the infrastructure dismantled except for a few remaining structures: a concrete embankment near Clayton Street and Saint John's Avenue, the overpass on Tompkins Avenue, the trestle spanning Robin Road in Arrochar, and a filled-in bridge beneath McClean Avenue. This route branched off from the Main Line just south of Clifton station, running to its east. Although much of the corridor has been redeveloped, its former path is still discernible on maps; notably, Lily Pond Avenue follows part of the right-of-way where it passes underneath the Staten Island Expressway.

Among all remnants, the Robin Road trestle stands as the sole surviving intact trestle along this former line. In the early 2000s, land surrounding both sides of its abutments was acquired by developers amid competing claims from the developers themselves, the New York City Department of Transportation, and the New York City Transit Authority. Subsequently, residential townhouses have been constructed adjacent to this trestle.

Miles	Station	Inaugurated	Discontinued
2.0	Bachmann	January 1, 1888	1937
2.1	Rosebank	January 1, 1888	March 31, 1953
2.5	Belair Road	January 1, 1888	March 31, 1953
2.7	Fort Wadsworth	January 1, 1888	March 31, 1953
3.2	Arrochar	January 1, 1888	March 31, 1953
3.5	Cedar Avenue	1931	March 31, 1953
3.9	South Beach	1893	March 31, 1953
4.1	Wentworth Avenue	1925	March 31, 1953

Travis Branch

Stretching from Arlington Yard to Fresh Kills, the Travis Branch runs along Staten Island’s West Shore. Originally constructed in 1928 to provide service to Gulf Oil near the Arthur Kill, it was extended in 1957 to facilitate operations at the newly built Consolidated Edison power plant. After undergoing renovations in 2005, the branch was further lengthened to reach the Staten Island Transfer Station at Fresh Kills, with consistent service commencing in April 2007.

Mount Loretto Spur

The now-defunct Mount Loretto Spur formerly served the Mount Loretto Children's Home. It branched off south of Pleasant Plains station and was operated by the B&O Railroad until ceasing service in 1950. By the 1970s, tracks had been removed entirely; only a coal trestle remains as a vestige of this spur.

West Shore Line

A non-electrified spur known as the West Shore Line diverged south of Richmond Valley station, heading toward the construction site for the Outerbridge Crossing. Built in 1928 to deliver construction materials, it later also served a scrapyard owned by the Roselli Brothers. Operations on this siding ended on June 14, 2011. The track split beneath Page Avenue with some segments still existing. The right-of-way constitutes an easement on property owned by Nassau Metals and has subsequently been utilized by CSX. While portions of track have been removed over time, other sections remain covered by vegetation.

See also

• Cross-Harbor Rail Tunnel

External links

• Collection of SIRT artifacts at the Staten Island Historical Society's Online Archives