Staten Island Rapid Transit Railway
| Company type | Rapid transit |
|---|---|
| Industry | Public transportation |
| Predecessor | Staten Island Rail Road, Staten Island Rapid Transit Company |
| Founded | 1851-08-02 |
| Headquarters | Staten Island, New York City , United States |
Area served | Staten Island, New York City |
| Products | Passenger rail transport |
| Owner | Staten Island Rapid Transit Operating Authority (SIRTOA), a branch of the Metropolitan Transportation Authority (MTA) |
| Parent | Metropolitan Transportation Authority |
The Staten Island Railway (SIR) functions as a rapid transit system on Staten Island, New York City. It is owned by the Staten Island Rapid Transit Operating Authority (SIRTOA), a branch of the Metropolitan Transportation Authority, and operated by the New York City Transit Authority Department of Subways. SIR offers continuous local service around the clock, connecting St. George Terminal and Tottenville station with 21 stops along the eastern corridor of the island.
Although it is not physically linked to the national rail network, SIR coordinates with New York City Transit bus and subway services through complimentary transfers and is represented on official subway maps. The majority of passengers transfer to Manhattan via the Staten Island Ferry, whose schedules are aligned to support smooth connections. As of , annual ridership reached , with an average weekday ridership of .
Within the MTA system, the line is identified by an "SIR" route symbol on timetables, select signage, and R211S rolling stock. It provides uninterrupted service throughout the year, making it one of the rare U.S. mass transit rail lines operating 24/7. Fare payment points are limited to St. George and Tompkinsville stations.
Classified as rapid transit for regulatory purposes, the line is exempt from certain railroad rules. Its fleet comprises updated R44 cars alongside newer R211S subway vehicles, with plans to phase out all R44s by late 2025. This fleet renewal aligns with SIR’s strategic goal to improve service dependability and enhance rider satisfaction within its core market of Staten Island commuters.
19th century
The Staten Island Rail Road was established on August 2, 1851, following community petitions advocating for a rail connection between Tottenville and Stapleton. Initial financing came through a loan from Cornelius Vanderbilt, marking his inaugural investment in railroads. The line extended to Tottenville by June 2, 1860. Under Jacob H. Vanderbilt’s leadership, the company acquired several independent ferry operations. The railroad and ferry services operated modestly until the 1871 explosion of the ferry Westfield resulted in receivership and foreclosure; subsequently, George Law purchased the enterprise in 1872. Ownership then transferred to the Staten Island Railway Company.
By 1880, financial difficulties led New York State to pursue legal action aimed at dissolving the railway. Erastus Wiman, a notable entrepreneur and regional business figure, founded the Staten Island Rapid Transit Company (SIRT) that year and collaborated with Baltimore & Ohio Railroad (B&O) to establish a major rail terminal while consolidating ferry landings. Wiman acquired land by naming it "St. George" in honor of George Law.
Construction began in 1884 on the North Shore Branch stretching from Vanderbilt's Landing to Tompkinsville, opening for passengers that August. A two-track tunnel beneath a lighthouse was constructed following successful lobbying efforts in Congress. In 1885, SIRT leased its operations to B&O for a 99-year term, using revenues to finalize the St. George terminal and expand facilities including waterfront properties and bridge infrastructure.
The North Shore Branch reached Elm Park by February 1886 and was fully extended to Erastina later that year. The South Beach Branch commenced operations in 1888 and was extended to South Beach by 1893. The B&O-operated lines were known collectively as Staten Island Rapid Transit Railway; meanwhile, the original route retained the name Staten Island Railway.
After Wiman’s advocacy, Congress authorized construction of a 500-foot swing bridge over Arthur Kill in 1886; it opened in June 1888 as the largest drawbridge worldwide at that time. This structure connected Staten Island with New Jersey via a 5.25-mile track completed in 1889, enabling direct train service from St. George Terminal to Cranford Junction by January 1890.
Despite resistance from rival railroads concerned about navigational issues, construction proceeded without incidents and the Arthur Kill Bridge remained functional throughout. The Saint George terminal, serving both rail and ferry traffic, was completed in 1897, cementing Staten Island’s status as a key transportation hub within regional rail systems.
20th century
Following the Pennsylvania Railroad's (PRR) acquisition of the B&O in 1900, the railroad regained its financial stability. On October 25, 1905, New York City took control of the ferry operations and terminals, resulting in the eviction of B&O from the Whitehall Street terminal. Subsequently, the city invested $2.3 million to construct the St. George Terminal.
In preparation for a planned Staten Island Tunnel connecting to Brooklyn and linking with the BMT Fourth Avenue Line, SIRT upgraded its infrastructure by electrifying its tracks using third rail power and adopting BMT-style rolling stock. The inaugural electric train service commenced on May 30, 1925, on the South Beach Branch, with full electrification completed by November of that year. Despite these improvements, passenger numbers did not rise substantially, and the tunnel project was ultimately abandoned. Throughout the 1920s and 1930s, additional branch lines were developed to cater to construction projects and industrial clients such as Gulf Oil.
The Port Richmond–Tower Hill viaduct was finalized in 1937 as a component of a $6 million initiative aimed at eliminating grade crossings; this effort removed thirty-four crossings across Staten Island’s northern and southern shores.
During World War II, freight and military transport temporarily enhanced SIRT’s financial results. The line was responsible for transporting all East Coast military hospital trains, prisoner-of-war shipments, and special trains carrying dignitaries including Winston Churchill. A devastating fire in 1946 destroyed the St. George Terminal, causing damages estimated at $22 million; a replacement terminal costing $23 million opened in 1951, integrating ferry, bus, and rail services under one roof.
Post-war years saw a steep decline in ridership due to competition from city-operated buses offering reduced fares. Consequently, service reductions occurred in 1948, including a halving of weekday train frequency and layoffs affecting 30% of staff. Public opposition led to partial restoration of services. The ferry route between Tottenville and Perth Amboy was discontinued in 1948. Passenger operations on both North Shore and South Beach branches ceased in 1953 owing to bus competition; however, freight services persisted on the North Shore line.
Beginning in 1956, construction commenced to replace the Arthur Kill swing bridge with a single-track vertical-lift bridge that opened in 1959 at a cost of $11 million. Federal funds covered most expenses due to the bridge’s benefits for maritime navigation. In 1958, the Travis Branch was extended to serve a Consolidated Edison power facility.
In 1971, management of the Tottenville line was transferred to the Staten Island Rapid Transit Operating Authority—a division of the Metropolitan Transportation Authority—while B&O retained freight responsibilities. From 1973 onward, new R44 subway cars replaced outdated equipment alongside station modernization efforts.
The B&O merged into the Chessie System in 1971; freight operations were rebranded as Staten Island Railroad Corporation. With Conrail’s formation in 1976 absorbing numerous bankrupt northeastern railroads, B&O and C&O found themselves isolated from other holdings. Efforts to revive car float operations failed, leading to their cessation by 1980.
By the mid-1980s, only a handful of industries utilized rail freight on Staten Island. Chessie sold SIRT to New York, Susquehanna and Western Railway (NYS&W) for $1.5 million in 1985; NYS&W sought to increase freight business but embargoed a portion of the North Shore Branch by 1989. The closure of key customers such as Procter & Gamble in 1990 further diminished freight volumes; the Arthur Kill Bridge was closed in 1991 with final freight service ending in 1992. Ownership transitioned through CSX Transportation before being acquired by New York City Economic Development Corporation by 1994 amid stalled redevelopment initiatives.
In 1993, SIRT was reorganized within divisions of NYC Transit Authority; that same year Dongan Hills station achieved ADA compliance. MetroCard fare collection was introduced at St. George station in 1994 when MTA reinstated the name MTA Staten Island Railway (SIR). Under MTA’s "One City, One Fare" policy implemented in 1997, fares were eliminated for travel between Tompkinsville and Tottenville; fare collection became centralized exclusively at St. George station with no turnstiles elsewhere—this raised union concerns regarding increased ridership and potential crime.
Express train frequency nearly doubled in 1999 with three additional afternoon runs bypassing intermediate stops between St. George and Great Kills stations. A segment of the North Shore Branch briefly reopened for passenger service connecting to Richmond County Bank Ballpark from 2001 until its closure in 2010. In 2010, a new Tompkinsville station building was inaugurated featuring turnstiles aimed at reducing fare evasion near the ferry terminal.
Passenger Transportation
Presently, the Staten Island Railway provides passenger services exclusively along the north-south Main Line. Since the 1960s, the route has been separated from road traffic except for short street-level sections near Clifton and between Pleasant Plains and Tottenville, which serves as the southern terminus. The St. George terminal, directly linked to the Staten Island Ferry, contains twelve tracks, with ten actively used. At Tottenville station, there are two tracks flanking an island platform alongside a three-track yard facility.
The fleet consists of refurbished R44 subway-style cars originally manufactured in 1973 by the St. Louis Car Company, marking their final production. These units are being phased out in favor of seventy-five R211S subway cars produced by Kawasaki Railcar Manufacturing, which commenced operation on October 8, 2024. Additionally, four BL20G locomotives from Brookville Equipment, introduced in 2009 for maintenance purposes, remain in service. Major repairs and upkeep are conducted at the NYCT Clifton Shops; vehicles requiring extensive overhaul are transported to the Coney Island Complex located in Brooklyn. The railway's right-of-way includes elevated sections, embankments, open cuts, and a tunnel near St. George.
Signaling consists of Baltimore & Ohio Railroad-style color position light signals that reflect the railway’s historical B&O roots. A $72 million upgrade completed in 2007 installed an FRA-compliant automatic train control (ATC) system featuring onboard cab signals to enable two-way operations. This modernization also included the construction of new rail control centers. Power is delivered through a NYC Transit-standard 600 V DC third rail. Trains reach speeds up to 45 mph during passenger runs but must reduce to 10 mph within yards and sidings.
In October 2024, Demetrius Crichlow was named president and chief executive officer, providing strategic direction for the railway’s management. Approximately 200 hourly workers staff the operations and are represented by United Transportation Union Local 1440.
Accessibility
Stations upgraded to meet the standards of the Americans with Disabilities Act of 1990 include Dongan Hills, St. George, Great Kills, New Dorp, and Tottenville; these feature elevators and/or ramps for improved access. The MTA’s capital plan for 2020–2024 includes scheduled renovations to bring Huguenot and Clifton stations into ADA compliance.
Several stations—Prince's Bay, Huguenot, Annadale, Great Kills, Dongan Hills, and Arthur Kill—provide park-and-ride options for commuters. The most recent addition is Arthur Kill station, which opened on January 21, 2017; it complies fully with ADA requirements and replaced the aging Atlantic and Nassau stations.
Police
On June 1, 2005, the Staten Island Rapid Transit Police Department was dissolved, with its 25 officers being incorporated into the Metropolitan Transportation Authority Police Department. The MTA Police, originally formed in 1998 through the consolidation of the Long Island Rail Road and Metro-North Railroad police forces, expanded its jurisdiction by adding Police District #9 to oversee the Staten Island Railway.
Fare
The cash fare for the Staten Island Railway is set at $2.90, consistent with fares for the New York City Subway and MTA buses. Payment is required exclusively at St. George and Tompkinsville stations; trips that neither begin nor end at these locations do not require a fare. Riders can pay using a MetroCard or OMNY, which allows seamless transfers within the subway and bus networks. This often results in no extra charge for passengers using the SIR if they do not make multiple transfers. Transfers are also available between Staten Island buses, the SIR, and Manhattan transit near South Ferry. Due to these fare arrangements, the SIR recorded a farebox recovery ratio of only 0.16 in 2001—the lowest among MTA divisions—prompting its integration with the subway system in 2002 to simplify financial management and subsidy allocation.
Prior to the introduction of the one-fare zone in 1997, which enabled free MetroCard transfers, conductors collected fares onboard from passengers boarding outside St. George. Fare evasion was common as some riders disembarked at Tompkinsville to walk to the St. George Ferry Terminal without paying. This issue led to the installation of turnstiles and construction of a new station facility at Tompkinsville in 2010.
On October 23, 2017, the MTA revealed plans to phase out MetroCard in favor of OMNY, a contactless payment system developed by Cubic that supports fare payment through Apple Pay, Google Pay, NFC-enabled credit or debit cards, and RFID cards. OMNY readers were installed at both St. George and Tompkinsville stations in December 2019, representing a significant modernization of fare collection technology for the Staten Island Railway.
Freight service
In the early 2000s, the Port Authority of New York and New Jersey (PANYNJ) announced intentions to reactivate freight service on the Staten Island Rapid Transit line extending into New Jersey, including constructing a new connection to the former Lehigh Valley Railroad to facilitate freight transit across the New York metropolitan region. Plans also included two rail tunnels from Brooklyn: one linking to Staten Island and another reaching Greenville, New Jersey.
On December 15, 2004, a $72 million initiative was launched jointly by NYCEDC and PANYNJ aimed at restoring Staten Island's freight operations and refurbishing the Arthur Kill Vertical Lift Bridge—work that involved repainting and overhauling its lifting mechanisms. By 2006, freight service from New Jersey into Staten Island resumed, with regular operations commencing on April 2, 2007. This enabled container freight shipments originating from Howland Hook Marine Terminal and other industrial customers. The freight route is integrated into PANYNJ’s ExpressRail network via the Chemical Coast connector and is managed by Conrail Shared Assets Operations (CRCX) on behalf of CSX and Norfolk Southern Railway.
The project encompassed rehabilitation of portions of the North Shore Branch, expansion of Arlington Yard, and installation of approximately 6,500 feet of new track along the Travis Branch leading to the Staten Island Transfer Station at Fresh Kills. Mayor Michael Bloomberg officially marked this reactivation in April 2007. As of 2019, municipal solid waste containers from Queens and Manhattan were transported by barge to Howland Hook for transfer onto rail.
Several tracks and rail overpasses remain intact along the North Shore Branch, indicating possible future uses for freight or passenger transit.
Future developments
Local Staten Island representatives, including State Senator Diane Savino, have advocated for the replacement of the Staten Island Railway's outdated R44 cars. Initially, the Metropolitan Transportation Authority intended to acquire R179 units for this purpose but later shifted to refurbishing R46 cars. Ultimately, this approach was abandoned in favor of purchasing 75 R211S vehicles to supplant the R44 fleet. Meanwhile, routine maintenance continues on the R44 cars to ensure their operation through at least 2025.
Discussions are underway regarding the possible addition of an in-fill station within the Rosebank area, aimed at bridging the longest station gap between Grasmere and Clifton. This proposed stop would be situated near the site of the former Rosebank station along the discontinued South Beach Branch.
Concepts to link the Staten Island Railway directly with the subway network—such as the uncompleted Staten Island Tunnel or a route traversing the Verrazzano-Narrows Bridge utilizing B Division rolling stock—have encountered significant financial, political, and technical obstacles that have prevented their materialization.
Potential branch revival
A 2006 article from the Staten Island Advance explored reinstating passenger transit over a 5.1-mile stretch of the North Shore Branch between St. George and Arlington. This initiative would require a feasibility study to qualify for roughly $360 million in funding. Initial projections estimated daily ridership at around 15,000 passengers. Federal funding of $4 million was secured by U.S. Senator Chuck Schumer to support a comprehensive feasibility analysis. In 2012, the MTA examined various transit modes—including heavy rail, light rail, and bus rapid transit (BRT)—along this corridor, ultimately favoring BRT due to its lower capital cost of $352 million and simpler implementation process. As of January 2018, funding for this project had not been allocated. The MTA Capital Program for 2015–2019 designated $4 million specifically for analyzing Staten Island light rail possibilities.
Main Line stops
- Certain local trains originate from Huguenot during morning peak hours.[1]
| Regular service |
Peak period services | Station | Opening date | Closure date | Connections and remarks | |||
|---|---|---|---|---|---|---|---|---|
| Lcl | AM exp | PM exp | ||||||
| Template:NYCS SSI | Template:NYCS SSI | Template:NYCS SSI | Template:NYCS SSI | St. George Terminal Template:SIR acc | March 7, 1886 | Staten Island Ferry to Whitehall Terminal; extensive NYCT Bus routes including S40, S42, S44, S46, S48, S51–S62 series, S66, S74–S78 series, S81–S86 series, S90–S98[2] | ||
| Template:NYCS SSI | Template:NYCS SSI | | | Tompkinsville station | July 31, 1884 | NYCT Bus: S46, S48, S51, S61–S62, S66, S74–S78 series, S81–S86 series, S91–S92, S96, S98[2] | |||
| Template:NYCS SSI | Template:NYCS SSI | | | Stapleton station | July 31, 1884 | NYCT Bus: S51, S52, S74–S78 series, S81; SIM30[2] | |||
| Template:NYCS SSI | Template:NYCS SSI | | | Clifton | April 23, 1860 | NYCT Bus: S51[2] | |||
| Nassau station | circa 1924 | January 21, 2017 | Superseded by Arthur Kill station | |||||
| Atlantic | circa 1909–1911 | January 21, 2017 | Replaced by Arthur Kill station | |||||
North Shore Branch
Passenger operations on the North Shore Branch ended on March 31, 1953. However, a portion at the western terminus continues to function for freight purposes as part of the ExpressRail intermodal system at Howland Hook Marine Terminal. This segment connects via the Arthur Kill Vertical Lift Bridge to the Chemical Coast rail line. The freight corridor serves important industrial customers including Procter & Gamble and USG Corporation, as well as shipbuilding enterprises and a car float facility located at Saint George Yard. Between 2001 and 2010, a limited eastern section offered seasonal service to the Richmond County Bank Ballpark station. In 2008, proposals were made to revive light rail service along much of the largely unused corridor, accompanied by an environmental review for a planned bus rapid transit route.
| Miles | Name | Opened | Closed | Notes | |
|---|---|---|---|---|---|
| 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 1886 | March 31, 1953 | Originally named Erastina | |
| 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 service on January 1, 1888, initially reaching Arrochar and later extending to South Beach by 1893. This branch was shut down at midnight on March 31, 1953, after which it was abandoned and largely dismantled. A few remnants remain: a concrete embankment near Clayton Street and Saint John's Avenue; the Tompkins Avenue overpass; the Robin Road trestle in Arrochar; and a bridge that has been filled in beneath McClean Avenue. Spanning approximately 4.1 miles, this line branched off from the Main Line just south of Clifton station and ran eastward of it. Though much of the former right-of-way has been redeveloped over time, its route can still be identified on maps; notably, Lily Pond Avenue covers segments beneath the Staten Island Expressway.
Among all former structures along this line, only the Robin Road trestle remains intact. In the early twenty-first century, developers acquired land flanking its abutments, sparking ownership disputes involving multiple parties including developers themselves, the New York City Department of Transportation, and the New York City Transit Authority. Currently, residential townhouses have been constructed adjacent to this trestle.
| Miles | Name | Opened | Closed | |
|---|---|---|---|---|
| 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
The Travis Branch extends from Arlington Yard to Fresh Kills along Staten Island's West Shore. Initially constructed in 1928 to serve Gulf Oil near Arthur Kill, it was lengthened in 1957 to accommodate the Consolidated Edison power facility at Travis. After undergoing refurbishment in 2005, the branch was further extended to reach the Staten Island Transfer Station at Fresh Kills. Regular freight operations commenced in April 2007, significantly improving logistics for waste management services.
Mount Loretto Spur
The Mount Loretto Spur was a non-electrified track that branched off south of Pleasant Plains station to serve the Mount Loretto Children's Home. Managed by the B&O Railroad until 1950, this line provided limited industrial and passenger transport before its rails were dismantled during the 1960s and 1970s. Presently, only a coal trestle remains as a vestige of its previous industrial function.
West Shore Line
Located south of Richmond Valley station, the non-electrified West Shore Line diverged toward Tottenville. Built in 1928 by the B&O Railroad, it originally delivered construction materials for the Outerbridge Crossing project and subsequently served a scrapyard operated by the Roselli Brothers. This siding was decommissioned in June 2011. Some track segments still exist beneath Page Avenue and on land owned by Nassau Metals, with portions adapted by CSX, illustrating ongoing changes in freight infrastructure and strategic asset management on Staten Island.