View source for Staten Island Railway

{{Short description|Rapid transit line in New York City}}
{{Good article}}
{{Use American English|date=February 2022}}
{{Use mdy dates|date=November 2024}}
{{Infobox public transit
| box_width = 300px
| name = Staten Island Railway
| image = SIR logo.svg
| imagesize = 218px
| caption =
| image2 = NYCS-bull-trans-SIR-Std.svg
| imagesize2 = 75px
| alt2 = The white letters SIR in a blue circle
| caption2 = The ''SIR'' bullet, used on the MTA's website, timetables, New York City Subway map, and some station signage
| image3 = Staten Island Railway R211S at Jefferson Av Station.jpg
| imagesize3 = 300px
| alt3 = A Staten Island Railway R211S train arriving at the Jefferson Avenue station
| caption3 = A Staten Island Railway [[R211 (New York City Subway car)|R211S]] train approaching [[Jefferson Avenue station]]
| transit_type = [[Rapid transit]]
| system =
| area served =
| locale = [[Staten Island]], [[New York City]]
| line_number =
| start = [[Tottenville (Staten Island Railway station)|Tottenville]] (south)
| end = [[St. George Terminal|St. George]] (north)
| stations = 21
| ridership = {{American transit ridership|NY MTA SIRR daily}} ({{American transit ridership|dailydate}}){{American transit ridership|dailycitation}}
| annual_ridership = {{American transit ridership|NY MTA SIRR annual}} ({{American transit ridership|annualdate}}){{American transit ridership|annualcitation}}
| chief_executive =
| began_operation = {{Start date and age|February 1, 1860}}
| close =
| lines = 1
| owner = Staten Island Rapid Transit Operating Authority (SIRTOA), a subsidiary of the [[Metropolitan Transportation Authority]]
| operator = [[New York City Transit Authority]] Department of Subways
| character =
| vehicles = [[R211 (New York City Subway car)|R211S]] (75 cars)
| system_length = {{convert|14|mi|km|1|abbr=on}}
| tracklength =
| notrack =
| track_gauge = {{RailGauge|ussg|allk=on}}
| el = {{600 V DC|conductor=third rail}}
| speed =
| elevation =
| map = {{switcher
|{{maplink-road|from=Staten Island Railway.map}}
|Show interactive map
|{{SIR-infobox}}
|Show route diagram
}}
| map_state = collapsed
| website = {{URL|https://new.mta.info/agency/staten-island-railway}}
| top_speed = {{cvt|45|mph}}
}}

The '''Staten Island Railway''' ('''SIR''')<ref name="sirschedule">{{NYCS const|timetable|sir}}</ref> is a [[rapid transit]] line in the [[New York City]] [[borough (New York City)|borough]] of [[Staten Island]]. It is owned by the Staten Island Rapid Transit Operating Authority (SIRTOA), a subsidiary of the [[Metropolitan Transportation Authority]], and operated by the [[New York City Transit Authority]] Department of Subways. SIR's only line operates 24 hours a day, seven days a week, providing local service between [[St. George Terminal|St. George]] and [[Tottenville station|Tottenville]], along the east side of Staten Island. There is no direct rail link between the SIR and the [[New York City Subway]] system, but SIR riders do receive a free [[Transfer (public transit)|transfer]] to New York City Transit bus and subway lines and the line is included on official [[New York City Subway map]]s.<ref>{{NYCS const|map}}</ref> Commuters on the railway typically use the [[Staten Island Ferry]] to reach [[Manhattan]].  The line is accessible from within the Ferry Terminal, and most of its trains are timed to connect with the ferry. In {{American transit ridership|annualdate}}, the system had a ridership of {{American transit ridership|NY MTA SIRR annual}}, or about {{American transit ridership|NY MTA SIRR daily}} per weekday as of {{American transit ridership|dailydateasof}}. 

The railroad was incorporated in 1851 and was completed to Tottenville on June 2, 1860, as the Staten Island Rail Road. It was reorganized into the Staten Island Railway Company in 1873. During the late 19th and early 20th centuries, it was operated successively by the [[Baltimore and Ohio Railroad]] and then the [[Pennsylvania Railroad]]. Under these companies' control, the SIR formerly operated two other branches for passenger trains: the [[North Shore Branch]] from 1886 to 1953 and the [[South Beach Branch]] from 1888 to 1953. Operation of the Tottenville line was turned over to SIRTOA in 1971, and the line was purchased by the city of New York. The MTA rebranded the Staten Island Rapid Transit as the MTA Staten Island Railway in 1994. 

The line has a route bullet similar to subway routes: the letters ''SIR'' in a blue circle. The line is one of the few 24/7 mass-transit rail systems in the United States.{{efn|name=fn2|The others are the [[PATCO Speedline]], the [[Red Line (CTA)|Red]] and [[Blue Line (CTA)|Blue Lines]] of the [[Chicago "L"]], and the [[PATH (rail system)|PATH]] system.}} Although the railway was originally considered a standard rail line, the existing line is severed from the [[Rail transport in the United States|national rail system]], and only a small portion of the former North Shore Branch still sees freight use. The passenger operations are regulated as a rapid transit system and exempt from some regulations.<ref name="noptc">{{cite web|url=https://www.silive.com/news/2016/10/staten_island_railway_positive_train_control.html|title=No Positive Train Control for Staten Island Railway: Here's why|last=Sanders|first=Anna|website=silive|date=October 6, 2016|access-date=January 14, 2019}}</ref> The line uses [[R211 (New York City Subway car)|R211S]] subway cars.<ref name="R211prodpress">{{Citation |title=MTA News Conference – 6/29/2023 | date=June 29, 2023 |url=https://www.youtube.com/watch?v=xOsMLJDNPEE |access-date=July 21, 2023 |language=en}}</ref>

== History ==
{{Main|History of the Staten Island Railway}}

=== 19th century ===
[[File:A Map of the Staten Island Rapid Transit Company from 1885.png|thumb|upright=0.9|1885 Staten Island Rapid Transit Company map]]

The Staten Island Rail Road was incorporated on August 2, 1851, after [[Perth Amboy, New Jersey|Perth Amboy]] and Staten Island residents petitioned for a [[Tottenville (Staten Island Railway station)|Tottenville]]-to-[[Stapleton (Staten Island Railway station)|Stapleton]] rail line. The railroad was financed with a loan from [[Cornelius Vanderbilt]], the sole Staten Island-to-Manhattan ferry operator on the [[East Shore, Staten Island|East Shore]], his first involvement in a railroad.<ref name="EssentialHistory2">{{cite book|url=http://thethirdrail.net/0201/sirt1.html|title=Staten Island Rapid Transit, 1860–1965|last1=Leigh|first1=Irvin|last2=Matus|first2=Paul|date=1965|publisher=Silver Leaf Rapid Transit|location=Brooklyn, New York|access-date=June 27, 2015|archive-url=https://web.archive.org/web/20150530063638/http://www.thethirdrail.net/0201/sirt1.html|archive-date=May 30, 2015|url-status=dead}}</ref> The line was completed to Tottenville on June 2, 1860.<ref name="SIRT">{{cite book|url=https://books.google.com/books?id=f338CQAAQBAJ&q=staten+island+rapid+transit&pg=PA7|title=Staten Island Rapid Transit Images of Rail|last=Pitanza|first=Marc|publisher=[[Arcadia Publishing]]|year=2015|isbn=978-1-4671-2338-9|location=Charleston, South Carolina}}</ref>{{Rp|7}}<ref name="StatenIslandRapidTransit">{{cite book|url=https://books.google.com/books?id=qfZ0VxuLoc0C|title=The Wheels That Drove New York: A History of the New York City Transit System|last1=Roess|first1=Roger P.|last2=Sansome|first2=Gene|date=2013|publisher=[[Springer Science+Business Media]]|isbn=978-3-642-30484-2|location=New York, New York|access-date=October 4, 2015}}</ref>{{Rp|225}} Under the leadership of Vanderbilt's brother, Jacob H. Vanderbilt, the Staten Island Rail Road took over several independent ferries.<ref>{{Cite news|url=https://www.newspapers.com/clip/27276614/newyork_tribune/|title=Ferry Boats Old And New|date=September 3, 1899|work=New York Daily Tribune|access-date=January 16, 2019|via=Newspapers.com}}</ref> The Staten Island Railway and ferry line made a modest profit until the explosion of the ferry ''Westfield'' at Whitehall Street Terminal on July 30, 1871.<ref name="SIRT" />{{Rp|7}}<ref name="RoyalBlueLine">{{cite book|url=https://books.google.com/books?id=1xFtQGUUaxYC&q=staten+island+railway&pg=PA37|title=Royal Blue Line: The Classic B&O Train Between Washington and New York|last1=Harwood|first1=Herbert H.|date=2002|publisher=Johns Hopkins University Press|isbn=978-0-8018-7061-3|location=Baltimore, Maryland|access-date=November 17, 2015}}</ref>{{Rp|36}} By July 1872, the railroad and ferry were in [[receivership]]. On September 17, 1872, the company was sold to [[George Law (financier)|George Law]] in [[foreclosure]].<ref name="EssentialHistory2" /><ref name="StatenIslandRapidTransit" />{{Rp|225–228}}<ref name="SIRTHistory">{{cite book|url=https://books.google.com/books?id=m-kTAAAAYAAJ&q=february+23,+1886+st.+george+staten+island+rapid+transit&pg=PA463|title=Morris's Memorial History of Staten Island, New York|last=Morris|first=Ira|publisher=Memorial Publishing Company|year=1900|volume=2|location=West New Brighton, New York|oclc=923774320}}</ref>{{Rp|462}} The following April 1, the Staten Island Rail Road was transferred to the Staten Island Railway Company.<ref name="PSC1913">{{Cite book|url=https://books.google.com/books?id=1QmIp5f4atgC&q=march+20%2C+1873+george+law&pg=PA1255|title=Report of the Public Service Commission For the First District of the State of New York For the Year Ending December 31, 1913|date=1913|publisher=[[New York Public Service Commission]]|location=Albany, New York|language=en|oclc=82958977}}</ref>{{Rp|1255}}

By 1880 the railway was barely operational, and New York State sued (through [[Attorney General of New York|Attorney General]] [[Hamilton Ward Sr.|Hamilton Ward]]) to dissolve the company in May of that year.<ref name="StatenIslandRapidTransit" />{{Rp|229}}<ref>{{Cite news|url=https://www.nytimes.com/1880/05/14/archives/a-railroad-charter-in-peril.html|title=A Railroad Charter in Peril|date=May 14, 1880|work=[[The New York Times]]|access-date=April 23, 2018|language=en-US|issn=0362-4331}}</ref> [[Erastus Wiman]], one of the island's most prominent residents, organized the Staten Island Rapid Transit Company (SIRT) on March 25, 1880, and partnered with the [[Baltimore and Ohio Railroad|Baltimore & Ohio Railroad]] (B&O) to build a large rail terminal on the island and centralize the six-to-eight ferry landings.<ref name="SIRT" />{{Rp|7}}<ref name="StatenIslandRapidTransit" />{{Rp|7}}<ref name="RoyalBlueLine" />{{Rp|37}} He secured an extension on a land-purchase option from George Law by offering to name it "[[St. George, Staten Island|St. George]]" after him.<ref>{{Cite book|url=http://www.nyc.gov/html/lpc/downloads/pdf/reports/ST._GEORGE_HISTORIC_DISTRICT.pdf|archive-url=https://web.archive.org/web/20180316223240/http://www.nyc.gov/html/lpc/downloads/pdf/reports/ST._GEORGE_HISTORIC_DISTRICT.pdf|url-status=dead|archive-date=March 16, 2018|title=St. George Historic District Staten Island|date=July 19, 1994|publisher=[[New York City Landmarks Preservation Commission]]|location=New York, New York|oclc=35087982}}</ref>{{Rp|4}}<ref>{{Cite book|url=https://books.google.com/books?id=yvEsrztpAWIC&q=saint+george+george+law+staten+island&pg=PA8|title=St. George|last1=Goldfarb|first1=David|last2=Ferreri|first2=James G.|date=2009|publisher=Arcadia Publishing|isbn=978-0-7385-6252-0|location=Charleston, South Carolina|language=en}}</ref>{{Rp|8}}

[[File:Baltimore & Ohio Viaduct Under Construction Over the Arthur Kill Connecting Staten Island and New Jersey.png|thumb|upright=0.9|1885 drawing of the Baltimore & Ohio viaduct (under construction) over [[Arthur Kill]], between Staten Island and New Jersey]]

Construction of the [[Vanderbilt's Landing (Staten Island Railway station)|Vanderbilt's Landing]]-to-[[Tompkinsville (Staten Island Railway station)|Tompkinsville]] portion of the [[North Shore Branch]] began on March 17, 1884,<ref name="StatenIslandRapidTransit" />{{Rp|230}}<ref name="RoyalBlueLine" />{{Rp|37}}<ref>{{Cite news|url=https://www.nytimes.com/1884/03/18/archives/city-and-suburban-news-newyork-brooklyn-long-island-staten-island.html|title=City and Suburban News; New-York. Brooklyn. Long Island. Staten Island. Westchester County. New-Jersey.|date=March 18, 1884|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}}</ref> and the line opened for passenger service on August 1 of that year.<ref>{{Cite news|url=https://www.nytimes.com/1884/08/13/archives/city-and-suburban-news-newyork-brooklyn-long-island-staten-island.html|title=City and Suburban News; New-York. Brooklyn. Long Island. Staten Island. New-Jersey.|date=August 13, 1884|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}}</ref> The lighthouse just above Tompkinsville impeded the line's extension to St. George but, after the SIRT lobbied for an [[act of Congress]], construction of a two-track, {{convert|580|ft|m|adj=on}} tunnel under the lighthouse began in 1885 for about $190,000.<ref name="SIRTHistory2">{{cite book|url=https://books.google.com/books?id=IswpAQAAMAAJ&q=february+23,+1886+st.+george+staten+island+rapid+transit&pg=PA691|title=History of Richmond County (Staten Island), New York: From Its Discovery to the Present Time, Part 1|last=Preston|first=L. E.|publisher=Memorial Publishing Company|year=1887|location=New York, New York|oclc=361409734}}</ref>{{Rp|690}} The SIR was leased to the B&O for 99 years in 1885.<ref name="SIRT" />{{Rp|7–8}}<ref name="StatenIslandRapidTransit" />{{Rp|230}}<ref name="RoyalBlueLine" />{{Rp|37}} Proceeds of the lease were used to complete the terminal at Saint George, pay for two miles of waterfront property, complete the Rapid Transit Railroad, build a bridge over the [[Kill Van Kull]] at [[Elizabeth, New Jersey|Elizabethport]], and build other terminal facilities.<ref>{{Cite news|url=https://www.nytimes.com/1885/11/22/archives/affairs-of-railroads-the-baltimore-and-ohio-railroad-to-enter.html|title=Affairs of Railroads; the Baltimore and Ohio Railroad to Enter New-York. Mr. Garrett Leases the Staten Island Rapid Transit Railroad and Will Connect His Road with That System.|date=November 22, 1885|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}}</ref> The North Shore Branch opened for service on February 23, 1886, to [[Elm Park (Staten Island Railway station)|Elm Park]].<ref name="SIRTHistory2" />{{Rp|690}} The Saint George terminal opened on March 7, 1886, and all SIR lines were extended to the station.<ref name="StatenIslandRapidTransit" />{{Rp|231}}<ref name="RoyalBlueLine" />{{Rp|37}} The remainder of the North Shore Branch, to its terminus at [[Erastina (Staten Island Railway station)|Erastina]], was opened in the summer of 1886.<ref name="SIRT" /> On January 1, 1888, the [[South Beach Branch]] opened for passenger service to [[Arrochar (Staten Island Railway station)|Arrochar]].<ref name="New York State Board of Railroad Commissioners 1889">{{Cite book|url=https://books.google.com/books?id=IjpNAQAAMAAJ&q=staten+island%5C|title=Sixth Annual Report of the Board of Railroad Commissioners of the State of New York for the Fiscal Year Ending September 30, 1888|date=January 14, 1889|publisher=New York State Board of Railroad Commissioners|location=Albany, New York|language=en}}</ref>{{Rp|257–258}}<ref name="The New York Times 1888">{{Cite news|url=https://www.nytimes.com/1888/09/01/archives/staten-island-improvements.html|title=Staten Island Improvements|date=September 1, 1888|work=The New York Times|access-date=April 23, 2018|language=en-US|issn=0362-4331}}</ref> In 1893, the [[South Beach Branch]] was extended from [[Arrochar (Staten Island Railway station)|Arrochar]] to a new terminal at [[South Beach (Staten Island Railway station)|South Beach]].<ref name="American Bank Note Company 1895">{{Cite book|url=https://archive.org/details/poorsmanualofrai18newyuoft|title=Poor's Manual of Railroads|publisher=American Bank Note Company|year=1895|location=New York, New York|pages=[https://archive.org/details/poorsmanualofrai18newyuoft/page/340 340]}}</ref> The new lines opened by the B&O were known as the Staten Island Rapid Transit Railway, and the original line (from [[Clifton (Staten Island Railway station)|Clifton]] to Tottenville) was called the Staten Island Railway.<ref name="Moody">{{cite book|url=https://books.google.com/books?id=xthCAQAAMAAJ&pg=PA159|title=Moody's Analyses of Investments. Part I, Steam Railroads|last=Moody|first=John|date=1915|publisher=[[Moody's Investors Service]]|location=New York, New York|oclc=8153859|access-date=November 3, 2015}}</ref>

In 1886, Congress passed a law authorizing the construction of a {{convert|500|ft|m|adj=on}} [[Arthur Kill Bridge|swing bridge over Arthur Kill]], after three years of effort by Wiman.<ref name="RoyalBlueLine" /><ref name="ArthurKillBridge">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1888/06/14/106325591.pdf|title=The Largest Drawbridge: Completion of the Big Span Across the Arthur Kill|date=June 14, 1888|work=The New York Times|access-date=July 3, 2015|issn=0362-4331}}</ref> The bridge was completed three days early, on June 13, 1888, at 3&nbsp;p.m.<ref name="EssentialHistory2" /><ref name="SIRTHistory" /><ref name="South Beach Branch2">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1888/09/01/106191260.pdf|title=Staten Island Improvement|date=September 1, 1888|work=The New York Times|access-date=July 3, 2015|issn=0362-4331}}</ref> The Arthur Kill Bridge was the world's largest drawbridge when it opened, and there were no fatalities in its construction.<ref name="ArthurKillBridge" /> In 1889, construction began on the [[Baltimore and New York Railway]]— {{convert|5.25|mi|km||abbr=|adj=mid}} line from Arthur Kill to the [[Central Railroad of New Jersey|Jersey Central]] at Cranford, and was finished later in the year. On January 1, 1890, the first train operated from [[St. George Terminal]] to [[Cranford, New Jersey|Cranford Junction]].<ref name="SIRT" />{{Rp|8}}<ref name="SINJ">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1890/01/02/106037139.pdf|title=Over The New Bridge: A Train Runs From Staten Island to New Jersey|date=January 2, 1890|work=The New York Times|access-date=July 3, 2015|issn=0362-4331}}</ref><ref name="ArthurKillBridge2">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1888/06/14/106325591.pdf|title=The Largest Drawbridge: Completion of the Big Span Across the Arthur Kill|date=June 14, 1888|work=The New York Times|access-date=July 3, 2015|issn=0362-4331}}</ref> When the Arthur Kill Bridge was completed, the [[United States War Department]] was unsuccessfully pressured by the [[Lehigh Valley Railroad|Lehigh Valley]] and [[Pennsylvania Railroad]]s to have the newly built bridge replaced with a bridge with a different design; according to the railroads, it was an obstruction to navigation of the large numbers of coal barges past Holland Hook on Arthur Kill.<ref name="RoyalBlueLine" /> In 1897, the terminal at Saint George (which served the railroad and the ferry to Manhattan) was completed.<ref name="StatenIslandRapidTransit" />

=== 20th century ===
Improvements were made to the SIRT after the [[Pennsylvania Railroad]] (PRR) took control of the B&O in 1900,<ref name="B&O2">{{cite book|url=https://books.google.com/books?id=IEPCqQErPHAC&q=staten+island&pg=PA166|title=History of the Baltimore and Ohio Railroad|last1=Stover|first1=John F.|date=1995|publisher=Purdue University Press|isbn=978-1-55753-066-0|location=West Lafayette, Indiana|access-date=November 1, 2015}}</ref>{{Rp|194–195, 199–200}} after which the B&O became profitable again.<ref name="CNJ">{{cite web|url=http://jcrhs.org/B&O.html|title=The Baltimore & Ohio Railroad in New Jersey|last1=Bommer|first1=Edward|date=July 3, 2004|website=jcrhs.org|publisher=[[United Railroad Historical Society of New Jersey|Jersey Central Railway Historical Society Chapter]]|access-date=December 17, 2015}}</ref>{{Better source needed|date=January 2019}} On October 25, 1905, New York City took ownership of the ferry and terminals and evicted the B&O from the Whitehall Street terminal. The [[St. George Terminal]] was then built by the city for $2,318,720, {{Inflation|US|2318720|1906|fmt=eq}}.<ref>{{Cite book|url=https://books.google.com/books?id=80UdAAAAIAAJ&q=$2,318,720+saint+george+terminal|title=The Staten Island Ferry|last=Hilton|first=George Woodman|date=1964|publisher=[[Howell-North Books]]|location=Berkeley, California|pages=29|language=en|oclc=639351783}}</ref>

In anticipation of a [[Staten Island Tunnel|tunnel]] under [[the Narrows]] to [[Brooklyn]] and a connection there with the [[BMT Fourth Avenue Line]] of the New York City Subway, the SIRT electrified its lines with [[third rail]] power distribution and cars similar to those of the [[Brooklyn–Manhattan Transit Corporation]] (BMT).<ref name="Electrification">{{Cite news|url=https://www.nytimes.com/1925/07/02/archives/opens-new-service-on-electrified-line-staten-island-marks-end-of.html|title=Opens New Service on Electrified Line; Staten Island Marks End of Steam Locomotives on Perth Amboy Division. Lunch Leads Ceremony Commends B. & O. for Prompt Action in Obeying the Law – Galloway Asks Cooperation.|date=July 2, 1925|work=The New York Times|access-date=August 13, 2017|language=en-US|issn=0362-4331}}</ref> The first electric train was operated on the [[South Beach Branch]] between [[South Beach (Staten Island Railway station)|South Beach]] and [[Fort Wadsworth (Staten Island Railway station)|Fort Wadsworth]] on May 30, 1925, and the other branches were electrified by November of that year.<ref name="Electrification" /><ref name="ElectrificationSI">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1925/05/31/101667454.pdf|title=Electrical Rapid Transit Begins On Staten Island|date=May 31, 1925|work=The New York Times|access-date=November 11, 2015|issn=0362-4331}}</ref> Electrification did not greatly increase traffic, and the tunnel was never built.<ref name="nyt-1895-10-23">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1895/10/23/106069860.pdf|title=Baltimore and Ohio to Operate on Staten Island|date=October 23, 1895|work=The New York Times|access-date=July 14, 2011|issn=0362-4331}}</ref> During the 1920s, a branch line along Staten Island's West Shore was built to haul building materials for the [[Outerbridge Crossing]].<ref name="SIRT" />{{Rp|111}} The branch was cut back to a point south of the crossing after the bridge was built. The [[Gulf Oil]] Corporation opened a dock and tank farm along [[Arthur Kill]] in 1928; to serve it, the [[Travis Branch]] was built south from [[Arlington Yard]] into the marshes of the island's western shore to [[Gulfport (Staten Island Railway station)|Gulfport]] in the early 1930s.<ref name="SIRT" />{{Rp|41}}<ref name="Clarion-Ledger 1930">{{Cite news|url=https://www.newspapers.com/clip/27276852/clarionledger/|title=Staten Island Is To Be Oil Center Standard and Gulf Companies Engage in Large Developments There|date=June 19, 1930|work=Clarion-Ledger|access-date=January 16, 2019|via=Newspapers.com|location=Jackson, Mississippi}}</ref>

The Port Richmond–Tower Hill viaduct, the nation's largest grade-crossing-elimination project, was completed on February 25, 1937. The viaduct, more than a mile long, spanned eight grade crossings on the SIRT's [[North Shore Branch]] and was the final part of a $6 million grade-crossing-elimination project on the island which eliminated thirty-four crossings on its north and south shores.<ref name="Viaduct">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1937/02/26/94340516.pdf|title=Staten Island Opens Mile-Long Viaduct; Thirty-Four Grade Crossings Are Eliminated|date=February 26, 1937|work=The New York Times|access-date=November 11, 2015|issn=0362-4331}}</ref>

{{Rail freight|1925|67|1944|81|1960|37|1967|38|title=Revenue-passenger traffic, in millions of passenger miles|float=right}}Freight and [[World War II]] traffic helped pay some of the SIRT's accumulated debt, and the line was briefly profitable in the 1940s. All [[East Coast of the United States|East Coast]] military-hospital trains were handled by the SIRT during the war, and some trains stopped at Staten Island's [[Arlington (Staten Island Railway station)|Arlington station]] to transfer wounded soldiers to a large military hospital. The need to transport war [[materiel]], POW trains and troops made the stretch of the Baltimore & New York Railway between Cranford Junction and Arthur Kill extremely busy.<ref name="CNJ" /> The B&O also operated special trains for important officials, such as [[Winston Churchill]].<ref>{{Cite book|url=https://books.google.com/books?id=4w0MAAAAYAAJ&q=winston+churchill|title=Staten Island: Gateway to New York|last=Smith|first=Dorothy Valentine|date=1970|publisher=Chilton Book Company|isbn=978-0-8019-5488-7|location=Philadelphia, Pennsylvania|pages=217|language=en}}</ref> On June 25, 1946, a fire destroyed the St. George Terminal; three people were killed, twenty-two were injured and damage totaled $22&nbsp;million.<ref name="StatenIslandRapidTransit" />{{Rp|239}}<ref name="RoyalBlueLine" /> The fire destroyed the ferry terminal, the four slips used for service to Manhattan and the SIRT terminal.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1946/06/26/107140534.pdf|title=Staten Island Fire Wrecks Ferry Terminal, Kills 3; Damage Put at $2,000,000: 22 Go to Hospitals|date=June 26, 1946|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1946/06/27/107141213.pdf|title=Staten Island Fire Still Smoldering: City Acts to Vote $3,000,000 to Start Work on Terminal Costing $12,000,000|date=June 27, 1946|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref> Normal service was not restored until July 13, 1946, and a request for bids to build a temporary terminal was issued on August 21 of that year. On February 10, 1948, a replacement terminal was promised by Mayor [[William O'Dwyer]]. The new $23 million terminal opened on June 8, 1951, with ferry, bus and rail service in one building; portions of the new terminal were phased into service earlier.<ref name="StatenIslandRapidTransit" />{{Rp|240}}<ref>{{Cite book|url=https://books.google.com/books?id=XdyRBAAAQBAJ&q=saint+george+terminal+1951&pg=PA55|title=Staten Island Ferry|author=Staten Island Museum|date=September 1, 2014|publisher=Arcadia Publishing|isbn=978-1-4396-4706-6|location=Charleston, South Carolina|language=en}}</ref>{{Rp|55}}<ref>{{cite book|url=https://books.google.com/books?id=cFR56pF1JaUC&q=1951+saint+george+terminal&pg=PA282|title=Over and Back: The History of Ferryboats in New York Harbor|last1=Cudahy|first1=Brian J.|date=January 1, 1990|publisher=[[Fordham University Press]]|isbn=978-0-8232-1245-3|location=New York, New York|page=282|access-date=October 12, 2015}}</ref>

[[File:SIRT map.jpg|thumb|upright=0.9|1952 Staten Island Rapid Transit map, with freight connections]]
[[File:Citizens Mass Meeting in Protest Against Discontinuance of Passenger Service on North Shore and South Beach Rapid Transit Lines March 17, 1953.jpg|thumb|upright=0.9|Poster publicizing a March 1953 meeting protesting SIRT cuts]]

Ridership decreased from 12.3 million in 1947 to 4.4 million in 1949 as passengers switched from the rail line to city-operated buses due to a bus-fare reduction.<ref>{{Cite journal|date=August 11, 1952|title=Staten Island–Laboratory Experiment In Socialized Transportation: How Below-Cost Competition From Money-Losing City Buses Has Made Impossible Continued Private Operation of Rail Passenger Service In New York's Island Borough|url=https://books.google.com/books?id=s3hCAQAAIAAJ&q=million+passengers+staten+island|journal=[[Railway Age]]|location=New York, New York|volume=133|pages=58–63}}</ref> In September 1948, about half of weekday trains were cut, night trains after 1:29&nbsp;a.m. were cancelled, and thirty percent of the company's employees were [[Termination of employment#Layoff|laid off]].<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/03/96695112.pdf|title=PSC Fails to Prevent S.I. Rail Service Cut|date=September 3, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/06/88126188.pdf|title=Road Cuts Service On Staten Island: Non-Rush-Hour Schedules Are Reduced by 50 % – Some Night Trains Taken Off|date=September 6, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/09/85270006.pdf|title=Staten Islanders Protest Train Cuts: Led by Borough President Hall, They Charge Overcrowding With Curtailed Service|date=September 9, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref> After backlash, service was slightly increased.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/14/85273171.pdf|title=Train Service Added For Staten Island|date=September 14, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref> On September 22, the [[Interstate Commerce Commission]] allowed the SIRT to abandon the ferry it had operated for 88 years between [[Tottenville (Staten Island Railway station)|Tottenville]] and [[Perth Amboy, New Jersey]], and the ferry operation was transferred to Sunrise Ferries of [[Elizabeth, New Jersey]] on October 16.<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/23/94650358.pdf|title=Ferry To Change Hands: Staten Island Rapid Transit Facility to be Run by Lessee|date=September 23, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref><ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1948/09/30/96598848.pdf|title=Ferry Line To Change Hands|date=September 30, 1948|work=The New York Times|access-date=July 5, 2015|issn=0362-4331}}</ref> SIRT discontinued passenger service on the North Shore Branch and the South Beach Branch at midnight on March 31, 1953, due to competition from city-operated buses; the South Beach Branch was abandoned shortly afterwards, and the North Shore Branch continued to carry freight.<ref name="drury">{{cite book|title=The Historical Guide to North American Railroads: Histories, Figures, and Features of more than 160 Railroads Abandoned or Merged since 1930|last=Drury|first=George H.|publisher=[[Kalmbach Publishing]]|year=1994|isbn=978-0-89024-072-4|location=Waukesha, Wisconsin|pages=312–314}}</ref><ref name="1953Closure2" /> On September 7, 1954, SIRT applied to discontinue passenger service on the Tottenville Branch on October 7 of that year;<ref>{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1954/09/08/93408394.pdf|title=Staten Island Line Would Cease Runs: Railway Renews Bid to End All Passenger Service–Rejects Transit Union Plan|last1=Ingalls|first1=Leonard|date=September 8, 1954|work=The New York Times|access-date=October 11, 2015|issn=0362-4331}}</ref> a large city subsidy allowed passenger service on the branch to continue.<ref name="EssentialHistory2" />

In 1956, work began on the replacement of the Arthur Kill [[swing bridge]] by a single-track, {{Convert|558|feet|meters|adj=on}} [[vertical-lift bridge]], which opened in August 1959.<ref name="RoyalBlueLine" />{{Rp|135}}<ref>{{Cite news|url=https://www.nytimes.com/1959/08/26/archives/new-bridge-opens-over-arthur-kill-b-o-verticallift-span-largest-of.html|title=New Bridge Opens Over Arthur Kill; B. & O. Vertical-Lift Span, Largest of Kind in World, Crossed by First Train|last=Bamberger|first=Werner|date=August 26, 1959|work=The New York Times|access-date=January 16, 2019|language=en-US|issn=0362-4331}}</ref> The prefabricated, 2,000-ton bridge was floated into place.<ref name="SIRT" />{{Rp|8}} The [[Arthur Kill Bridge|new bridge]] could rise {{Convert|135|feet|meters}} and, since it aided navigation on Arthur Kill, the federal government assumed 90% of the project's $11 million cost. Freight trains started crossing the bridge when it opened on August 25, 1959.<ref name="B&O2" />{{Rp|349}} The [[Travis Branch (Staten Island Railway)|Travis Branch]] was extended in 1958 to a new [[Consolidated Edison]] power plant in Travis (on the West Shore), allowing coal trains from [[West Virginia]] to serve the plant.<ref name="SIRT" />{{Rp|8}}

<!--SIRT lost money until the 1970s as it rebuilt stations between [[Jefferson Avenue (Staten Island Railway station)|Jefferson Avenue]] and [[New Dorp (Staten Island Railway station)|New Dorp]]. Rail traffic across the [[Arthur Kill Bridge]] dropped dramatically with the closing of [[Bethlehem Steel]] in 1960 and [[U.S. Gypsum]] in 1972.<ref>{{Cite book|url=https://fraser.stlouisfed.org/files/docs/publications/bls/bls_1866_1975.pdf|title=Wage Chronology: Bethlehem Steel Corporation and the IUMSW, June 1941 – August 1975|publisher=U.S. Department of Labor Bureau of Labor Statistics|year=1975|location=Washington, D.C.|pages=6}}</ref>-->Operation of the Tottenville line was turned over to the Staten Island Rapid Transit Operating Authority (a division of the state's [[Metropolitan Transportation Authority]]) on July 1, 1971, and the line was purchased by the city of New York.<ref>{{Cite news|url=https://www.newspapers.com/clip/26476117/ronan_adds_lemon_to_his_loser_brew/|title=Ronan Adds Lemon To His Loser Brew|last=Mazza|first=Frank|date=July 30, 1971|work=New York Daily News|access-date=January 16, 2019|via=Newspapers.com|pages=36}}</ref> As part of the agreement, freight on the line would continue to be handled by the B&O under the Staten Island Railroad.<ref name="SIRT" />{{Rp|9}} The first six [[R44 (New York City Subway car)|R44]] cars (the same as the newest cars then in use on the subway lines in the other boroughs) were put into SIRT service on February 28, 1973, replacing the [[PS Standard (New York City Subway car)|ME-1]] cars which had been in service since 1925.<ref name="R44">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1973/03/01/79846524.pdf|title=S.I 'Toonerville Trolley' Gets New Cars|date=March 1, 1973|work=The New York Times|access-date=July 8, 2015|issn=0362-4331}}</ref> Between 1971 and 1973, a project began to extend the high-level platforms at six stations.<ref name="tenyearprogram">{{cite book|title=1968–1973, The Ten-Year Program at the Halfway Mark|publisher=Metropolitan Transportation Authority|year=1973|location=New York, New York|hdl=2027/mdp.39015023095485|oclc=25043775}}</ref>{{Rp|11–12, 49, 52}} A station-rebuilding program began in 1985, and the line's R44s were overhauled starting in 1987.<ref>{{Cite news|title=SIRT Keeps Rolling Along. Rebuilding Program Nearing Completion|date=April 18, 1993|work=Staten Island Advance}}</ref>

[[File:STATEN ISLAND RAPID TRANSIT, PART OF THE NEW YORK SUBWAY SYSTEM, CONNECTS THE SMALL TOWNS OF THE BOROUGH OF RICHMOND - NARA - 547842.jpg|thumb|300px|alt=Train at a station, with its driver leaning out the window to pose for the camera|An R44 at Grant City heading to St. George in July 1973]]

The B&O became part of the larger [[Chessie System]] in a merger with the [[Chesapeake and Ohio Railway]] (C&O), and the island's freight operation was renamed the Staten Island Railroad Corporation in 1971.<ref name="RoyalBlueLine" />{{Rp|174}} The B&O and C&O became isolated from their other properties in New Jersey and Staten Island with the creation of [[Conrail]] on April 1, 1976, in a merger of bankrupt lines in the northeastern U.S. Their freight service now terminated in [[Philadelphia]], but for several years afterward B&O locomotives and one B&O freight train a day ran to [[Cranford, New Jersey|Cranford Junction]].<ref name="RoyalBlueLine" />{{Rp|174}}<ref>{{Cite book|url=https://books.google.com/books?id=BqZuYcaRoCkC&q=%22april+1,+1976%22+%22conrail%22+%22staten+island%22|title=ConRail Authorization, Fiscal Year 1979: Hearings Before the Subcommittee on Transportation and Commerce of the Committee on Interstate and Foreign Commerce, House of Representatives, Ninety-fifth Congress, Second Session, on H.R. 11492 ... April 11, 12, and 17, 1978|last=Commerce|first=United States Congress House Committee on Interstate and Foreign Commerce Subcommittee on Transportation and|date=1978|publisher=U.S. Government Printing Office|pages=107, 134|language=en}}</ref> In 1973, the [[Central Railroad of New Jersey|Jersey Central's]] [[car float]] yard was closed;<ref>{{Cite book|url=https://books.google.com/books?id=SbhIAQAAIAAJ&q=Since+1973,+there+has+been+no+CNJ+carfloating+activity|title=Recent Tanker Accidents: Hearings Before the Committee on Commerce, United States Senate, Ninety-fifth Congress, First Session ...|last=Commerce|first=United States Congress Senate Committee on|date=1977|publisher=U.S. Government Printing Office|pages=229|language=en}}</ref> however, the B&O's car-float operation was later brought back to Staten Island at Saint George Yard, after having ended in September 1976. This car-float operation was taken over by the New York Dock Railway in September 1979, and ended the following year.<ref name="RoyalBlueLine" />{{Rp|173}}

Only a few isolated industries on Staten Island continued to use rail services, and the yard at Saint George was essentially abandoned.<ref name="SIRT" />{{Rp|9}} In April 1985, as a result of a decline in freight traffic, the Chessie System sold the Staten Island Railway to the [[New York, Susquehanna and Western Railway]] (NYS&W), a [[Delaware Otsego Corporation|Delaware Otsego]] (DO) subsidiary, for $1.5 million via a promissory note payable for over ten years.<ref name="Hartley 1988">{{Cite magazine |last=Hartley |first=Scott |date=January 1988 |title=Regionals In Review – The Delaware Otsego Story |url=https://www.trains.com/trn/magazine/archive-access/trains-january-1988/ |url-access=limited |access-date=October 8, 2024 |magazine=Trains |publisher=Kalmbach Publishing |page=34 |pages= |volume=48 |issue=3}}</ref> The NYS&W subsequently retained the Staten Island's freight operations, which served only ten customers by that time, and they had hopes of attracting more to boost profitability on the line.<ref name="Hartley 1988" /> In 1989, the NYS&W embargoed the trackage east of [[Elm Park (Staten Island Railway station)|Elm Park]] on the [[North Shore Branch]], ending all freight service to Saint George.

[[Procter & Gamble]], the line's primary customer, closed in 1990, resulting in a further decline in freight traffic. On July 25, 1991, the Arthur Kill Bridge was removed from service, and the line's final freight train operated on April 21, 1992.<ref>{{Cite book |last=Tupaczewski |first=Paul R. |title=New York, Susquehanna and Western In Color |publisher=Morning Sun Books, Inc. |year=2002 |isbn=1-58248-070-2 |location=[[Scotch Plains, New Jersey]] |pages=114}}</ref> The North Shore Branch and the Arthur Kill Bridge were then taken over by Chessie's successor, [[CSX Transportation]] (CSX). The line and bridge were sold again in 1994 to the [[New York City Economic Development Corporation]] (NYCEDC), followed by a decade of false starts.<ref name="SIRT" />{{Rp|9}}

SIRT was transferred from the New York City Transit Authority's Surface Transit Division to its Department of Rapid Transit on July 26, 1993,<ref>{{Cite news|title=SIRT Switched From One Division To Another. T.A. Reorganization Leaves Bus Service Without Manager|date=July 27, 1993|work=Staten Island Advance}}</ref> and that year the [[Dongan Hills (Staten Island Railway station)|Dongan Hills]] station became accessible, making it compliant with the [[Americans with Disabilities Act of 1990]].<ref>{{Cite news|title=Island Disabled Subject of SIRT Station Hearing. MTA To Discuss Dongan Hills Plans|date=April 25, 1992|work=Staten Island Advance}}</ref> [[MetroCard]]s were accepted for fare payment at the St. George station beginning on March 31, 1994, and the station became the 50th MTA rapid transit station to accept them.<ref>{{Cite news|title=MetroCard Christened at St. George Station. Transit Officials Say Ferry Is Next In Line For New Fare System|date=April 1, 1994|work=Staten Island Advance}}</ref> The [[Metropolitan Transportation Authority]] (MTA) restored the line's original name on April 2 of that year as the MTA Staten Island Railway (SIR).<ref name="SIRT" />{{Rp|9}}<ref>{{Cite news|title=It's Island Railway, Not Rapid Transit. MTA Has New Names For Its Transportation Systems. Out With the Old In With the New|date=April 2, 1994|work=Staten Island Advance}}</ref> On July 4, 1997, the MTA eliminated fares for travel between [[Tompkinsville (Staten Island Railway station)|Tompkinsville]] and [[Tottenville (Staten Island Railway station)|Tottenville]] as part of the year's "One City, One Fare" fare reductions.<ref>{{Cite news|title=Staten Island Railway Traverses Our Borough|date=April 29, 2001|work=Staten Island Advance}}</ref> United Transportation Union Local 1440, the union representing SIR employees, was concerned about the fare reduction in part because of an expected increase in ridership.<ref>{{Cite news|title=S.I. Railway: More May Ride Train For Free And That Has Workers Worried|date=April 10, 1997|work=Staten Island Advance}}</ref> No turnstiles were installed at the other stations on the line, and passengers at St. George began paying when entering and exiting;<ref>{{Cite news|title=Free Rides To Most Stations On Staten Island Railway. Only Those Who Enter And Leave At St. George Pay For The Commute|date=April 26, 1998|work=Staten Island Advance}}</ref> fares had previously been collected on board by the conductor.<ref>{{Cite news|title=Railway Riders Will Pay Only At St. George. On-Board Collection Will Be Eliminated As Line Joins The City's One-Fare System July 4|date=May 14, 1997|work=Staten Island Advance}}</ref> The removal of fares was blamed for an immediate spike in crime along the line.<ref>{{Cite news|title=Free Ride to Commit a Crime. Elimination of Fare For Most on the Staten Island Railway Allows Trouble-Causing Youths to Get On and Off at Will|date=August 22, 1999|work=Staten Island Advance}}</ref> Three afternoon express trains were added to the schedule on April 7, 1999, nearly doubling the previous express service. The express trains skipped stops between St. George and Great Kills.<ref>{{Cite news|title=3 Additional Express Runs Begin Tonight on Railway. New Trains Almost Double The Evening Express Service From St. George to Great Kills|date=April 7, 1999|work=Staten Island Advance}}</ref> A several-hundred-foot section of the easternmost portion of the North Shore Branch was reopened for passenger service to the [[Richmond County Bank Ballpark]], home of the [[Staten Island Yankees]] minor-league baseball team, on June 24, 2001; the service was discontinued on June 18, 2010.<ref>{{cite web|url=http://web.mta.info/mta/news/books/docs/NYCT_2010_Service_Reduction_Evaluation.pdf|title=Evaluation of 2010 Service Reductions|date=September 23, 2011|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=December 16, 2015}}</ref> A new station building at [[Tompkinsville (Staten Island Railway station)|Tompkinsville]] opened on January 20, 2010, with [[turnstile]]s installed to prevent passengers from exiting (free of charge) at Tompkinsville and walking the short distance to the St. George ferry terminal.<ref name="Mooney 2008" />

In the 2010s, elected officials on Staten Island, including State Senator [[Diane Savino]], demanded the replacement of the railway's aging R44 cars.<ref name="Savino">{{cite web |last1=Savino |first1=Diane J. |title=Staten Island Railway Rider Report |url=http://www.nysenate.gov/files/pdfs/Savino%20Staten%20Island%20Railway%20Report.pdf |url-status=dead |archive-url=https://web.archive.org/web/20140717150225/http://www.nysenate.gov/files/pdfs/Savino%20Staten%20Island%20Railway%20Report.pdf |archive-date=July 17, 2014 |access-date=October 8, 2015 |website=nysenate.gov |publisher=[[Diane Savino]]}}</ref> Although the Metropolitan Transportation Authority initially planned to order [[R179 (New York City Subway car)|R179s]] for the Staten Island Railway, it was later decided to overhaul [[R46 (New York City Subway car)|R46s]] to replace the R44s.<ref>{{Cite web |date=November 2010 |title=MTA Capital Program Milestones Report |url=http://www.mta.info/capitaldashboard/pdf/Milestones_Report.pdf |url-status=bot: unknown |archive-url=https://web.archive.org/web/20110103203205/http://www.mta.info/capitaldashboard/pdf/Milestones_Report.pdf |archive-date=January 3, 2011 |access-date=September 12, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref> However, the R46 overhaul plan was also dropped, and 75 [[R211 (New York City Subway car)|R211S]] cars were ordered to replace the R44s.<ref>{{Cite web |date=August 11, 2016 |title=R34211 Notice -Of- Addendum Addendum #3 |url=http://web.mta.info/nyct/procure/addenda/R34211add3.pdf |access-date=August 15, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority |archive-date=August 20, 2016 |archive-url=https://web.archive.org/web/20160820023957/http://web.mta.info/nyct/procure/addenda/R34211add3.pdf |url-status=dead }}</ref><ref name="MTACapitalProgram">{{cite web |date=October 28, 2015 |title=MTA Capital Program 2015–2019 |url=http://web.mta.info/capital/pdf/CapitalProgram2015-19_WEB%20v4%20FINAL_small.pdf |access-date=December 16, 2015 |website=mta.info |publisher=Metropolitan Transportation Authority |archive-date=November 6, 2015 |archive-url=https://web.archive.org/web/20151106022734/http://web.mta.info/capital/pdf/CapitalProgram2015-19_WEB%20v4%20FINAL_small.pdf |url-status=dead }}</ref> The first R211S cars entered service in October 2024,<ref name="Brachfeld 2024" /><ref name="Matteo 2024" /> fully replacing the R44s by September 2025.<ref name="Russo-Lennon 2025" /><ref name="Trains 2025" />

== Current use ==

=== Passenger service ===
Although the Staten Island Railway originally consisted of three lines, only the north-south Main Line is in passenger service. It has been [[Grade separation|grade-separated]] from all roads since the 1960s, but runs more or less at street level for a brief stretch north of Clifton, between the [[Grasmere (Staten Island Railway station)|Grasmere]] and [[Old Town (Staten Island Railway station)|Old Town]] stations, and from south of the [[Pleasant Plains (Staten Island Railway station)|Pleasant Plains]] station to Tottenville—the end of the line. The terminus at St. George provides a direct connection with the [[Staten Island Ferry]].<ref>{{cite web |url=http://web.mta.info/nyct/service/SIR_railway_ferry.htm |title=The Railway and the Ferry Connection |date=October 2015 |website=mta.info |publisher=Metropolitan Transportation Authority|access-date=August 10, 2017}}</ref> St. George has twelve tracks, ten of which are in service. [[Tottenville (Staten Island Railway station)|Tottenville]] has a three-track yard to the east of the station, which itself has two tracks and an island platform.<ref name="tracks">{{NYCS const|trackref|doughtery}}</ref>{{rp|102}}

{{Multiple image
|align=center
|direction=horizontal
|total_width=750
|image1= Kawasaki R211S Local Inaugural Round Trip @ Bay Terrace - October 2024.jpg
|caption1=R211S train at Bay Terrace during its first day of service
|image2=Staten Island Railway 777.jpg
|caption2=BL20G #777 at Tottenville
}}

Rolling stock consists of seventy-five [[R211 (New York City Subway car)|R211S]] subway cars manufactured by [[Kawasaki Railcar Manufacturing]].<ref>{{cite web | last=Matteo | first=Mike | title=Staten Island Railway to get new cars by end of year, but some feel we don't deserve them | website=silive | date=June 26, 2024 | url=https://www.silive.com/news/2024/06/staten-island-railway-to-get-new-cars-by-end-of-year-but-some-feel-we-dont-deserve-them.html | access-date=June 26, 2024}}</ref><ref>{{cite web | last=Khalifeh | first=Ramsey | title=Staten Island Railway to get new trains for first time in 50 years | website=Gothamist | date=June 24, 2024 | url=https://gothamist.com/news/staten-island-railway-to-get-new-trains-for-first-time-in-50-years | access-date=October 6, 2024}}</ref> The first R211S cars entered service on October 8, 2024,<ref name="Brachfeld 2024">{{cite web | last=Brachfeld | first=Ben | title=New R211 subway cars roll into service on Staten Island Railway | website=amNewYork | date=October 8, 2024 | url=https://www.amny.com/transit/new-r211-subway-cars-staten-island-railway/ | access-date=October 8, 2024}}</ref><ref name="Matteo 2024">{{cite web | last=Matteo | first=Mike | title=New Staten Island Railway cars: First train takes inaugural ride Tuesday | website=silive | date=October 8, 2024 | url=https://www.silive.com/news/2024/10/new-staten-island-railway-cars-first-train-takes-inaugural-ride-tuesday.html | access-date=October 8, 2024}}</ref> and the final cars were placed into service less than a year later in September 2025.<ref name="Russo-Lennon 2025">{{cite web |last=Russo-Lennon |first=Barbara |date=September 14, 2025 |title=Brand-new subway cars make up Staten Island's only train line |url=https://www.amny.com/news/new-subway-cars-make-staten-islands-only-train/ |access-date=September 14, 2025 |website=amNewYork}}</ref><ref name="Trains 2025">{{cite web |date=September 12, 2025 |title=Staten Island Railway now has full fleet of new railcars |url=https://www.trains.com/pro/mechanical/passenger-cars/staten-island-railway-now-has-full-fleet-of-new-railcars/ |access-date=September 14, 2025 |website=Trains}}</ref> The line also has four [[BL20G]] locomotives manufactured by [[Brookville Equipment|Brookville]], which were delivered in 2009 and are used for work service.<ref>{{cite book | last=Pitanza | first=Marc | title=Staten Island Rapid Transit | publisher=Arcadia Publishing | series=Images of America | year=2015 | isbn=978-1-4671-2338-9 | url=https://books.google.com/books?id=eOSsCQAAQBAJ&pg=PA120 | language=en| page=120}}</ref> Heavy maintenance is performed at NYCT's Clifton Shops, and any work unable to be done at Clifton requires the cars to be trucked over the [[Verrazzano-Narrows Bridge]] to the subway's [[Coney Island Complex]] in [[Brooklyn]]. The [[Right-of-way (transportation)|right-of-way]] includes elevated, embankment and open-cut sections, as well as a tunnel near St. George.<ref name="tracks" />{{rp|102–103}} Prior to 2025, the Staten Island Railway used modified [[R44 (New York City Subway car)|R44]] subway-type cars built in early 1973,<ref name="tenyearprogram" />{{Rp|53}} added to the end of the R44 order of subway cars for New York City Transit; they were the last cars built by the [[St. Louis Car Company]].<ref name="Sansone 2004">{{Cite book |last=Sansone |first=Gene |url=https://books.google.com/books?id=6WFHNSXBpocC&q=Gene+SANSONE+subway+cars |title=New York Subways: An Illustrated History of New York City's Transit Cars |date=October 25, 2004 |publisher=[[Johns Hopkins University Press]] |isbn=978-0-8018-7922-7 |location=Baltimore, Maryland |pages=257 |language=en}}</ref><ref>{{Cite book |last1=Young |first1=Andrew D. |url=https://books.google.com/books?id=BjpPAAAAMAAJ&q=R44 |title=The History of the St. Louis Car Company, "Quality Shops" |last2=Provenzo |first2=Eugene F. Jr. |date=1978 |publisher=Howell-North Books |isbn=978-0-8310-7114-1 |location=Berkeley, California |pages=284 |language=en}}</ref> The R44s themselves replaced the [[ME-1 (New York City Subway car)|ME-1]] rolling stock inherited from the B&O that had remained in continuous service since 1925 when the system was electrified.<ref name="tenyearprogram" />{{Rp|49, 52}}<ref name="Sansone 2004" />{{Rp|175}}<ref name="R44" />

The Staten Island Railway uses Baltimore & Ohio Railroad-style [[North American railroad signals#Color position light|color position light]] signals dating back to its B&O days. In 2007, a $72-million project to enhance the old signal system was completed. The Signaling system was enhanced with an FRA-compliant 100&nbsp;Hz, track-circuit-based automatic train control (ATC) signal system. As part of the project, forty R44 subway cars and four locomotives were modified with onboard cab signaling equipment for ATC bi-directional movement. A new rail control center and backup control center were built as part of the project.<ref name="Signal">{{cite web |url=http://www.transitresources.net/hts_sir2012.pdf |title=Staten Island Signal Modernization |publisher=Transit Resources |access-date=December 16, 2015 |archive-date=December 8, 2015 |archive-url=https://web.archive.org/web/20151208190753/http://www.transitresources.net/hts_sir2012.pdf |url-status=dead }}</ref> The line uses [[New York City Transit Authority|NYC Transit-standard]] 600 V DC third-rail power.<ref>{{Cite journal|date=May 17, 1924|title=Staten Island Line to Electrify|url=https://archive.org/details/electricrailwayj632mcgrrich|journal=[[Electric Railway Journal]]|location=New York, New York|volume=63|issue=20|pages=776–777|oclc=990315014}}</ref> Trains run up to {{convert|45|mph}} in passenger service, although trains are limited to {{convert|10|mph}} on tail tracks, sidings and in yards.<ref name="Bascome 2022 p483">{{cite web | last=Bascome | first=Erik | title=MTA looking for ways to speed up Staten Island Railway | website=silive | date=September 21, 2022 | url=https://www.silive.com/news/2022/09/mta-looking-for-ways-to-speed-up-staten-island-railway.html | access-date=November 11, 2023}}</ref>

[[File:Conductor 5-Car at Grant City.jpg|thumb|Disused Conductor indicator for a 5-car train at Grant City. Used during 5-car train tests in the early 2010s. By 2019, almost all of these had been removed, as the SIRTOA continued to use 4-car trains.]]

Demetrius Crichlow has been the railway's president and chief officer since his appointment in October 2024.<ref>{{cite web | last=Ley | first=Ana | title=MTA Promotes New Subway President, Demetrius Crichlow, After 27 Years of Service | website=The New York Times | date=October 23, 2024 | url=https://www.nytimes.com/2024/10/23/nyregion/mta-subway-crichlow.html | access-date=October 23, 2024}}</ref><ref>{{cite web | url=https://new.mta.info/press-release/mta-chair-and-ceo-janno-lieber-appoints-demetrius-crichlow-12th-president-of-new-york | title=MTA Chair and CEO Janno Lieber Appoints Demetrius Crichlow as the 12th President of New York City Transit }}</ref> The workforce, about 200 [[Hourly worker|hourly employees]], is represented by [[United Transportation Union]] Local 1440.<ref>{{Cite web|url=http://1440.utu.org/UTU_Web/|title=Proudly Serving the Riders of the MTA Staten Island Railway (SIRTOA)!|website=1440.utu.org|publisher=[[United Transportation Union|UTU Local 1440]]|archive-url=https://web.archive.org/web/20150228222845/http://1440.utu.org/UTU_Web/|archive-date=February 28, 2015|url-status=dead|access-date=April 23, 2018}}</ref>
==== Accessibility ====
Only the [[Dongan Hills (Staten Island Railway station)|Dongan Hills]], [[St. George Terminal|St. George]], [[Great Kills (Staten Island Railway station)|Great Kills]], [[New Dorp station|New Dorp]] and [[Tottenville (Staten Island Railway station)|Tottenville]] stations have been renovated to comply with the [[Americans with Disabilities Act of 1990]]; these stations have elevators and/or ramps.<ref name="MTA">{{cite web |title=MTA Staten Island Railway General Information |url=http://web.mta.info/nyct/sir/sirinfo.htm |access-date=October 8, 2015 |website=mta.info |publisher=Metropolitan Transportation Authority}}</ref><ref>{{cite web |url=http://web.mta.info/accessibility/stations.htm#sir |title=MTA Guide to Accessible Transit |website=mta.info |publisher=Metropolitan Transportation Authority|access-date=April 22, 2018}}</ref> As part of the MTA's 2020–2024 capital plan, two additional stations are planned to be renovated to become ADA-accessible, [[Huguenot station|Huguenot]] and [[Clifton station (Staten Island Railway)|Clifton]].<ref>{{cite web |url=https://www.silive.com/news/2019/09/3-staten-island-railway-stations-to-get-accessibility-upgrades.html |title=Staten Island Railway Stations to get accessibility upgrades |website=siLive.com |publisher=Staten Island Advance|access-date=September 3, 2019}}</ref>

The [[Prince's Bay (Staten Island Railway station)|Prince's Bay]], [[Huguenot (Staten Island Railway station)|Huguenot]], [[Annadale (Staten Island Railway station)|Annadale]], Great Kills, Dongan Hills, and Arthur Kill stations have [[Park and ride|park-and-ride]] facilities. The newest station on the Staten Island Railway, [[Arthur Kill station|Arthur Kill]], opened on January 21, 2017, and is ADA-compliant. The station is between (and has replaced) the now-demolished [[Atlantic (Staten Island Railway station)|Atlantic]] and [[Nassau (Staten Island Railway station)|Nassau]] stations, which were in the poorest condition of all the stations on the line.<ref name="www.mta.info" /><ref>{{cite web |url=http://web.mta.info/mta/news/books/pdf/160623_1345_CPOC.pdf |title=Capital Program Oversight Committee Meeting June 2016 |date=June 17, 2016 |website=mta.info |publisher=Metropolitan Transportation Authority|access-date=June 17, 2016}}</ref>

==== Police<span class="anchor" id="Railroad Police"></span> ====
On June 1, 2005, the Staten Island Rapid Transit Police Department was disbanded and its 25 railroad police officers became part of the [[Metropolitan Transportation Authority Police Department]]. The MTA Police Department was created in 1998 with the merger of the [[Long Island Rail Road]] Police Department and the [[Metro-North Railroad]] Police Department. The MTA Police Department then opened its newest patrol district, Police District #9, which began covering the Staten Island Railway.<ref>{{cite web |url=http://web.mta.info/mta/budget/pdf/Section%20VIIe%20-%20Agency%20Financial%20Plans%20-%20SI%20Railway,%20MTA%20Bus%20.pdf |title=MTA Staten Island Railway 2006 Preliminary Budget July Financial Plan 2006–2009 |date=July 2006 |website=mta.info |publisher=Metropolitan Transportation Authority|access-date=August 15, 2017}}</ref><ref>{{Cite web|url=http://web.mta.info/mta/police/about.html|title=About The MTA Police|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=December 19, 2018|archive-date=August 14, 2018|archive-url=https://web.archive.org/web/20180814232920/http://web.mta.info/mta/police/about.html|url-status=dead}}</ref>

==== Fare ====
{{Main|New York City transit fares}}
{{As of|2025}}, the cash fare is $2.90, the same fare as the New York City Subway and [[MTA Regional Bus Operations|MTA buses]].<ref name=NYC311>{{cite web | title=Staten Island Railway | website=NYC311
 | date=September 30, 2025 | url=https://portal.311.nyc.gov/article/?kanumber=KA-01218 | access-date=October 29, 2025}}</ref> Fares are paid on entry and exit only at [[St. George (Staten Island Railway station)|St. George]] and [[Tompkinsville station|Tompkinsville]]. Rides not originating or terminating at St. George or Tompkinsville are free.<ref name="MTA2"/> Fares are payable by [[MetroCard]] or [[OMNY]].<ref name=NYC311/> Since the card enables free transfers for a continuous ride on the subway and bus systems, for many riders there is effectively no fare for riding the SIR, as long as they do not need to make a second transfer. Riders can also transfer between a Staten Island bus, the SIR and a Manhattan bus (or subway) near [[South Ferry – Whitehall Street (New York City Subway)|South Ferry]].<ref name="MTA2">{{cite web|url=http://web.mta.info/nyct/sir/sirfare.htm|title=MTA Staten Island Railway Fare and Transfer Information|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=October 8, 2015|archive-date=January 27, 2014|archive-url=https://web.archive.org/web/20140127055118/http://web.mta.info/nyct/sir/sirfare.htm|url-status=dead}}</ref> Because of this, the SIR's 2001 [[farebox recovery ratio]] was 0.16; for every dollar of expense, 16 cents was recovered in fares (the lowest ratio of MTA agencies).<ref>{{Cite web|url=https://www.nymtc.org/Portals/0/Pdf/Regional%20Transportation%20Statistics/rtsr2002.pdf|title=Regional Transportation Statistical Report|date=January 2005|website=nymtc.org|publisher=New York Metropolitan Transportation Council|page=57|access-date=January 16, 2019}}</ref> The low farebox recovery ratio is part of the reason the MTA sought to merge the SIR with the subway to form MTA Subways in October 2002: to simplify accounting and subsidy of a single line.<ref>{{Cite news|url=https://nypost.com/2002/10/10/mta-plans-major-restructuring-job/|title=MTA Plans Major Restructuring Job|last=Mangan|first=Dan|date=October 10, 2002|work=New York Post|access-date=January 16, 2019}}</ref>

Before the 1997 introduction of the one-fare zone,<ref name="mayors_message">{{cite web|url=http://www.nyc.gov/html/records/rwg/html/97a/me970629.html|title=Archives of Rudolph W. Giuliani Mayor's Message|last=Giuliani|first=Rudolph|date=June 29, 1997|website=nyc.gov|publisher=New York City Department of Records|access-date=December 5, 2011|archive-date=March 4, 2016|archive-url=https://web.archive.org/web/20160304110132/http://www.nyc.gov/html/records/rwg/html/97a/me970629.html|url-status=dead}}</ref> with the MetroCard's free transfers from the SIR to the subway system and MTA buses, fares were collected from passengers boarding at stops other than St. George by onboard conductors.<ref name="Linder">{{Cite journal|last=Linder|first=Bernard|date=January 2018|title=Staten Island's 157-Year-Old Railroad|url=https://gallery.mailchimp.com/53077b4eb8363107e691b3757/files/bf1a5c1d-f35f-46da-a26f-823a73eb0fbe/January_2018_ERA_Bulletin.pdf|journal=The Bulletin|location=New York, New York|publisher=Electric Railroaders' Association|volume=61|issue=1|pages=1}}</ref> In the past, passengers had avoided paying the fare by exiting at Tompkinsville and walking a short distance to the St. George Ferry Terminal. As a result, the MTA installed [[turnstile]]s at Tompkinsville and a new station building, which opened on January 20, 2010.<ref name="Mooney 2008">{{cite news|url=https://www.nytimes.com/2008/09/07/nyregion/thecity/07disp.html?_r=0|title=Soon, It Won't Even Pay to Walk|last=Mooney|first=Jake|date=September 7, 2008|work=The New York Times|access-date=October 8, 2015|issn=0362-4331}}</ref>

On October 23, 2017, it was announced that the MetroCard would be phased out and replaced by [[OMNY]], a [[Contactless payment|contactless fare payment]] system also by Cubic, with fare payment being made using [[Apple Pay]], [[Google Pay (payment method)|Google Pay]], debit/credit cards with [[near-field communication]] technology, or [[radio-frequency identification]] cards.<ref>{{Cite news |url=http://www.nydailynews.com/new-york/mta-approves-plan-scrap-metrocards-tap-payment-system-article-1.3584098|title=MTA approves plan to scrap MetroCards for 'tap' payment system|last=Rivoli|first=Dan|date=October 23, 2017|work=NY Daily News|access-date=October 24, 2017 |language=en}}</ref><ref name="Barron 2017">{{Cite news |url=https://www.nytimes.com/2017/10/23/nyregion/metrocard-subway-new-york.html|title=New York to Replace MetroCard With Modern Way to Pay Transit Fares|last=Barron|first=James|date=October 23, 2017|work=The New York Times|access-date=October 24, 2017|language=en-US|issn=0362-4331}}</ref> The St. George and Tompkinsville stations, the only two Staten Island Railway stations with turnstiles, received OMNY readers in December 2019.<ref name="Bascome 2020">{{cite web|last=Bascome|first=Erik|date=June 5, 2020|title=MTA: OMNY installation to be completed on time despite coronavirus outbreak|url=https://www.silive.com/coronavirus/2020/06/mta-omny-installation-to-be-completed-on-time-despite-coronavirus-outbreak.html|access-date=July 18, 2020|website=silive}}</ref>

=== Freight service ===
{{See also|Rail freight transportation in New York City and Long Island|Linden Yard}}
During the early 2000s, plans to reopen the Staten Island Rapid Transit line in New Jersey were announced by the [[Port Authority of New York and New Jersey]] (PANYNJ). Since the [[Central Railroad of New Jersey]] became a [[New Jersey Transit]] line, a new junction would be built to the former [[Lehigh Valley Railroad]]. So all New England and southern freight could pass through the New York metropolitan area, two rail tunnels from Brooklyn (one to Staten Island and the other to [[Greenville, New Jersey]]) were planned.<ref name="envisionfreight.com 2011">{{Cite web|url=http://www.envisionfreight.com/issues/pdf/Task_6_Case_Study_SIRR.pdf|title=Case Study: Staten Island Railroad|date=2011|website=envisionfreight.com|publisher=Transportation Research Board of the National Academies|access-date=January 16, 2019|archive-date=March 3, 2016|archive-url=https://web.archive.org/web/20160303235408/http://www.envisionfreight.com/issues/pdf/Task_6_Case_Study_SIRR.pdf|url-status=dead}}</ref>

On December 15, 2004, a $72 million project to reactivate freight service on Staten Island and repair the [[Arthur Kill Vertical Lift Bridge]] was announced by the NYCEDC and the PANYNJ. Projects on the Arthur Kill Bridge included repainting the steel superstructure and rehabilitating its lift mechanism.<ref>{{Cite news|url=http://www1.nyc.gov/office-of-the-mayor/news/347-04/mayor-michael-bloomberg-governor-george-e-pataki-reactivation-staten-island|title=Mayor Michael R. Bloomberg and Governor George E. Pataki Announce Reactivation of Staten Island Railroad|date=December 15, 2004|website=nyc.gov|access-date=April 23, 2018|publisher=[[Mayor of New York City|Office of the Mayor]]}}{{dead link|date=November 2023 |bot=InternetArchiveBot |fix-attempted=yes }}</ref> In 2006, the freight line connection reopened from New Jersey to the Staten Island Railroad, including the Arthur Kill Bridge.<ref>{{cite news|title=Riding the rails into the port's future|last=Young|first=Deborah|date=October 5, 2006|newspaper=Staten Island Advance}}</ref> Regular service began on April 2, 2007 (16 years after it had closed)<ref>{{Cite journal|last=Broder|first=Jonathan|date=June 2016|title=Staten Island Railroad|url=http://www.conrail.com/wp-content/uploads/2014/01/CRST1606.pdf|journal=Conrail Shared Track|location=Mount Laurel, New Jersey|pages=7|access-date=January 16, 2019|archive-date=January 16, 2019|archive-url=https://web.archive.org/web/20190116200733/http://www.conrail.com/wp-content/uploads/2014/01/CRST1606.pdf|url-status=dead}}</ref> to ship container freight from the [[Howland Hook Marine Terminal]] and other industrial businesses. The service at the marine terminal is part of the PANYNJ's [[ExpressRail]] system completed with of the single-track [[Chemical Coast]] connector.<ref>{{cite web   | title = STATEN ISLAND RAILROAD: CHEMICAL COAST LINE CONNECTOR   | newspaper = American Association of Port Authorities   | date = June 14, 2007 | url = http://www.aapa-ports.org/files/PDFs/FacilitiesEngAwards/2007/2007_FacilitiesEngAwards_NYNJ.pdf   | access-date = December 16, 2014}}</ref><ref>{{cite press release | title = Mayor Bloomberg Officially Reactivates the Staten Island Railroad | publisher = City of New York | date = April 17, 2007 | url = http://www.nyc.gov/portal/site/nycgov/menuitem.c0935b9a57bb4ef3daf2f1c701c789a0/index.jsp?pageID=mayor_press_release&catID=1194&doc_name=http%3A%2F%2Fwww.nyc.gov%2Fhtml%2Fom%2Fhtml%2F2007a%2Fpr112-07.html&cc=unused1978&rc=1194&ndi=1 | access-date = December 9, 2014 | archive-date = December 23, 2007 | archive-url = https://web.archive.org/web/20071223224338/http://www.nyc.gov/portal/site/nycgov/menuitem.c0935b9a57bb4ef3daf2f1c701c789a0/index.jsp?pageID=mayor_press_release&catID=1194&doc_name=http%3A%2F%2Fwww.nyc.gov%2Fhtml%2Fom%2Fhtml%2F2007a%2Fpr112-07.html&cc=unused1978&rc=1194&ndi=1 | url-status = dead }}</ref> Service is provided by and [[Conrail Shared Assets Operations]] (CRCX) for its co-owners, [[CSX Transportation|CSX]], [[Norfolk Southern Railway]].

As part of the project, a portion of the North Shore Branch was rehabilitated, the [[Arlington Yard]] was expanded, and {{convert|6500|ft|m|0}} of new track was laid along the [[Travis Branch]] to [[Staten Island Transfer Station]] at Fresh Kills.<ref name="mycedc">{{cite web|url=http://www.nycedc.com/Web/AboutUs/OurProjects/CompletedProjects/StatenIslandRailroadReactivation.htm|title=Staten Island Railroad Reactivation|date=April 17, 2007|website=nycedc.com|publisher=[[New York City Economic Development Corporation]]|access-date=March 7, 2009|archive-date=August 20, 2008|archive-url=https://web.archive.org/web/20080820034509/http://www.nycedc.com/Web/AboutUs/OurProjects/CompletedProjects/StatenIslandRailroadReactivation.htm|url-status=dead}}</ref> Soon after service restarted on the line, Mayor [[Michael Bloomberg]] officially commemorated the reactivation on April 17, 2007.<ref name="StatenIslandRailroad" /> As of 2019, the New York City Department of Sanitation's contractor was moving containers of municipal solid waste by barge from Queens and Manhattan to the Howland Hook Marine Terminal for transfer to rail there.<ref>{{cite web |url=https://dsny.cityofnewyork.us/wp-content/uploads/2018/07/Appendix_C_Rail_Capacity_Plan.pdf |title=Appendix C – Rail Freight Capacity Analysis For Movement Of New York City Waste |website=New York City Department of Sanitation |date=June 2018}}</ref>

Along the remainder of the North Shore Branch, there are still tracks and rail overpasses in some places.<ref name="MTA-NSAA-Presentation-April20102">{{cite web|url=http://www.zetlin.com/Images/NSAA%202010%20NL.pdf|title=North Shore Alternatives Analysis: Public Meeting Thursday, April 22, 2010 7:00 p.m.|date=April 22, 2010|website=zetlin.com|publisher=Metropolitan Transportation Authority|archive-url=https://web.archive.org/web/20151006071458/http://www.zetlin.com/Images/NSAA%202010%20NL.pdf|archive-date=October 6, 2015|url-status=dead|access-date=July 31, 2015}}</ref><ref name="NorthShoreFeasibility-20042">{{cite web|url=http://library.wagner.edu/SI_Reports/SIBoroughPresPubs/nsrr_study_complete2.pdf|title=Feasibility Study of the North Shore Railroad Right-of-Way Project Assessment Report March 2004|date=March 2004|website=[[Wagner College|library.wagner.edu]]|publisher=[[Borough president#Richmond/Staten Island Borough Presidents|Office of the Staten Island Borough President]], [[Port Authority of New York and New Jersey]], [[URS Corporation|URS]], [[SYSTRA]]|access-date=August 6, 2015|archive-date=October 18, 2015|archive-url=https://web.archive.org/web/20151018060138/http://library.wagner.edu/SI_Reports/SIBoroughPresPubs/nsrr_study_complete2.pdf|url-status=dead}}</ref>{{Rp|15–17}}

== Future plans<span class="anchor" id="Future"></span> ==
{{Staten Island Railway annual ridership}}
There has been discussion of building an [[in-fill station]] in the Rosebank neighborhood, which would bridge the longest gap between two stations ([[Grasmere (Staten Island Railway station)|Grasmere]] and [[Clifton (Staten Island Railway station)|Clifton]]). The area was once home to the [[Rosebank (Staten Island Railway station)|Rosebank station]] on the railway's now-defunct South Beach Branch, which was located east of the proposed station site.<ref name="Savino" />{{Rp|17–18}}

Several proposals have been made to connect the SIR to the subway system, including the abandoned, unfinished [[Staten Island Tunnel]] and a line along the [[Verrazano-Narrows Bridge|Verrazzano-Narrows Bridge]] using [[B Division (New York City Subway)|B Division]] cars and [[loading gauge]], but economic, political and engineering difficulties have prevented these projects from realization.<ref name="Raskin-RoutesNotTaken-2013">{{Cite Routes Not Taken}}</ref><ref>{{cite news| url=https://www.nytimes.com/2019/01/18/nyregion/staten-island-subway-dreams.html|title=A Subway to Staten Island? How a Transit Dream Died|last=Padnani|first=Amisha|author-link=Amy Padnani|newspaper=The New York Times| date=January 18, 2019}}</ref>

=== Possible branch restoration<span class="anchor" id="Restoration of the North Shore Branch and light rail on the West Shore"></span> ===
In a 2006 report, the ''[[Staten Island Advance]]'' explored the restoration of passenger service on {{convert|5.1|mi}} of the [[North Shore Branch]] between St. George and [[Arlington station (Staten Island Railway)|Arlington]]. Completion of a study is necessary to qualify the project for an estimated $360&nbsp;million. A preliminary study found that ridership could reach 15,000 daily.<ref name="silive_reality2" /> U.S. Senator [[Chuck Schumer]] of New York requested $4 million of federal funding for a detailed feasibility study.<ref>{{Cite web|url=http://www.ny1.com/nyc/all-boroughs/archives/2006/06/16/schumer-throws-support-behind-si-light-rail-system.NYC_60287.html |title=Schumer Throws Support Behind S.I. Light Rail System|date=June 16, 2006| website=ny1.com| publisher=[[NY1 News]]|access-date=April 23, 2018|url-status=dead|archive-url=https://web.archive.org/web/20180424072018/http://www.ny1.com/nyc/all-boroughs/archives/2006/06/16/schumer-throws-support-behind-si-light-rail-system.NYC_60287.html|archive-date=April 24, 2018}}</ref> In 2012, the MTA released an analysis of North Shore transportation solutions which included proposals for the reintroduction of heavy rail, [[light rail]] or [[bus rapid transit]] using the North Shore line's right-of-way. Other options included [[Transportation Systems Management|system management]], which would improve existing bus service, and the possibility of future ferry and [[water taxi]] service. Bus rapid transit was preferred for its cost ($352 million in capital investment) and relative ease of implementation. In January 2018, the project had yet to receive funding.<ref name="MTA-NSAA-20122">{{cite web| url=http://web.mta.info/mta/planning/nsaa/pdfs/FinalReport.pdf| title=NYCT North Shore Alternatives Analysis: Alternatives Analysis Report|date=August 2012| website=mta.info |publisher=Metropolitan Transportation Authority|access-date=July 20, 2015}}</ref>{{Rp|61}} As part of the 2015–2019 MTA Capital Program, $4 million was allocated for an analysis of [[Staten Island light rail]].<ref name="Capital">{{Cite web| url=http://web.mta.info/capital/pdf/WEB2015-2019Program_reduced.pdf| title=MTA Capital Program 2015–2019 Renew. Enhance. Expand. Amendment No. 2 As Proposed to the MTA Board May 2017| date=May 24, 2017| website=mta.info| publisher=Metropolitan Transportation Authority| access-date=May 24, 2017| archive-date=April 2, 2020| archive-url=https://web.archive.org/web/20200402222007/http://web.mta.info/capital/pdf/WEB2015-2019Program_reduced.pdf| url-status=dead}}</ref>

== Branches and stations ==
{{Main|List of Staten Island Railway stations}}
{{stack|[[File:Map Staten Island Railway en.png|thumb|300px|SIR map, with all branches and stations]]|{{maplink-road|frame-align=right|plain=no|frame-height=300|frame-width=300|text=Map of the SIR overlaid on a modern road map|from=Staten Island Railway (historical).map}}}}

=== Main Line stations ===
{{NYCS service legend
| alltimes = show
| rushonly = show
| rushpeak = show
}}
:{{asterisk}} Some local trains start at Huguenot during morning rush hours.<ref name="sirschedule" />

{| class="wikitable" summary="Service information for the Staten Island Railway and its stations, including service times, ADA-accessibility, subway transfers, and non-subway connections."
|-
! scope="col" rowspan=2| Normal<br />service
! colspan=3 | Peak services
! scope="col" rowspan=2| Station
! scope="col" rowspan=2| Opened
! scope="col" rowspan=2| Closed
! scope="col" rowspan=2| Connections, notes
|-
! scope="col" | {{abbr|Lcl|Local trains during rush hours}}
! scope="col" | {{abbr|AM exp|Express trains during morning rush hours}}
! scope="col" | {{abbr|PM exp|Express trains during afternoon rush hours}}
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[St. George Terminal]] {{SIR acc}}
| March 7, 1886<ref name="st. george">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1886/03/09/106300365.pdf|title=Staten Island's Rapid Transit: The New System Which Lessens Time and Increases Facilities|date=March 9, 1886|work=The New York Times|access-date=July 24, 2015|issn=0362-4331}}</ref>
|
| [[File:BSicon BOOT.svg|18px]] Staten Island Ferry to [[Staten Island Ferry Whitehall Terminal|Whitehall Terminal]]<br />{{bus icon|12px|NYCT Bus}} [[NYCT Bus]]: [[S40 (New York City bus)|S40]], [[S42 (New York City bus)|S42]], [[S44 (New York City bus)|S44]], [[S46 (New York City bus)|S46]], [[S48 (New York City bus)|S48]], [[S51 (New York City bus)|S51]], [[S52 (New York City bus)|S52]], [[S61 (New York City bus)|S61]], [[S62 (New York City bus)|S62]], [[S66 (New York City bus)|S66]], [[S74 (New York City bus)|S74]], [[S76 (New York City bus)|S76]], [[S78 (New York City bus)|S78]], [[S81 (New York City bus)|S81]], [[S84 (New York City bus)|S84]], [[S86 (New York City bus)|S86]], [[S90 (New York City bus)|S90]], [[S91 (New York City bus)|S91]], [[S92 (New York City bus)|S92]], [[S94 (New York City bus)|S94]], [[S96 (New York City bus)|S96]], [[S98 (New York City bus)|S98]]<ref name=SIBus>{{Cite NYC bus map|S}}</ref>
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Tompkinsville station|Tompkinsville]]
| July 31, 1884<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus:  S46, S48, S51, S61, S62, S66, S74, S76, S78, S81, S84, S86, S91, S92, S96, S98<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Stapleton station|Stapleton]]
| July 31, 1884<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S51, S52, S74, S76, S78, S81, SIM30<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Clifton station (Staten Island Railway)|Clifton]]
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S51<ref name=SIBus />
----Originally [[Vanderbilt's Landing station|Vanderbilt's Landing]]; no access from last car northbound<ref name="sirschedule" />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Grasmere station|Grasmere]]
| 1886
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: [[S53 (New York City bus)|S53]]<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Old Town station (Staten Island Railway)|Old Town]]
| 1937<ref name="Map2">"The Staten Island Rapid Transit Railway Company Tariff Issued January 11, 1937 Effective February 15, 1937". Staten Island Rapid Transit Railway Company.</ref>
|
| Originally [[Old Town Road station (Staten Island Railway)|Old Town Road]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Dongan Hills station|Dongan Hills]] {{SIR acc}}
| April 23, 1860<ref name="EssentialHistory2" />
|
| Originally [[Garretson's station|Garretson's]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Jefferson Avenue station|Jefferson Avenue]]
| 1937<ref name="New York State Transit Commission 1937">{{Cite book|url=https://books.google.com/books?id=aF9LAQAAMAAJ&q=%22lake+avenue%22|title=Seventeenth Annual Report For The Calendar Year 1937|date=1937|publisher=New York State Transit Commission|location=Albany, New York|pages=23|language=en}}</ref>
|
|
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | |
| align=center | |
| [[Grant City station|Grant City]]
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S51, S81<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushonly}} ↑
| align=center | |
| [[New Dorp station|New Dorp]] {{SIR acc}}
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: [[S57 (New York City bus)|S57]], S76, S86<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushonly}} ↑
| align=center | |
| [[Oakwood Heights station|Oakwood Heights]]
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S57<ref name=SIBus />
----Originally [[Richmond station (Staten Island Railway)|Richmond]],<ref>{{cite book|title=The Official Railway Guide: North American Freight Service Edition|date=June 1868|publisher=National Railway Publication Company|location=New York, New York}}</ref> then [[Court House station (Staten Island Railway)|Court House]],<ref>{{cite book|url=https://archive.org/details/toastsresponsesd00wima|title=Who Were There What They Said. The Staten Island Banquet to the President and Executives of the Baltimore and Ohio Railroad|last1=Wiman|first1=Erastus|date=December 16, 1885|publisher=[[American Bank Note Company]]|location=New York, New York|page=[https://archive.org/details/toastsresponsesd00wima/page/n104 105]|oclc=232661325|access-date=October 2, 2015}}</ref> then [[Oakwood station (Staten Island Railway)|Oakwood]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushonly}} ↑
| align=center | |
| [[Bay Terrace station|Bay Terrace]]
| Early 1900s
|
| Replaced older [[Whitlock station|Whitlock]]<ref>[https://books.google.com/books?id=WhQmAQAAIAAJ&dq=%22Whitlock%22+%22staten%22+railway&pg=PA89 Reports of Decisions of the Public Service Commission, First District, of the State of New York, Volume 4. New York (State). Public Service Commission. First District, 1914], pgs 88–92</ref>
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Great Kills station|Great Kills]] {{SIR acc}}
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: {{NYC bus link|S54}}, {{NYC bus link|SIM5|SIM6}}<ref name=SIBus />
----Southern terminus for select rush hour local trains<ref name="sirschedule" />
----Originally [[Gifford's station|Gifford's]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | * ↑
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Eltingville station|Eltingville]]
| April 23, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: {{NYC bus link|S59|S79 SBS|S89}}, {{NYC bus link|SIM1|SIM7|SIM10|SIM22}}<ref name=SIBus />
|- style="background:#dfdfdf;"
|
|
|
|
|[[Woods of Arden station|Woods of Arden]]
|1886
|c. 1894–1895
|Closed
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | * ↑
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Annadale station|Annadale]]
| May 14, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: [[S55 (New York City bus)|S55]],<ref name=SIBus /> SIM23
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center | * ↑
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Huguenot station|Huguenot]]
| June 2, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S55, {{NYC bus link|SIM2}}<ref name=SIBus /> {{NYC bus link|SIM24}}
----Some northbound local a.m. rush hour trips begin at this station<ref name="sirschedule" />
----Originally [[Bloomingview station|Bloomingview]], then [[Huguenot Park station|Huguenot Park]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center |
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Prince's Bay station|Prince's Bay]]
| June 2, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S55, {{NYC bus link|S56}}, {{NYC bus link|SIM25}}<ref name=SIBus />
----Originally [[Lemon Creek station|Lemon Creek]], then [[Princes Bay station|Princes Bay]]
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center |
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Pleasant Plains station|Pleasant Plains]]
| June 2, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S55, {{NYC bus link|SIM26}}<ref name=SIBus />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center |
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Richmond Valley station|Richmond Valley]]
| June 2, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: {{NYC bus link|SIM26}}<ref name=SIBus />
----No access from last car<ref name="threecar">{{cite web|url=http://web.mta.info/nyct/service/ServChanges_Grasmere.htm|title=Please Use The First Three Cars to Enter or Exit the Train at the Following Stations|website=mta.info|publisher=Metropolitan Transportation Authority|access-date=August 14, 2017}}</ref>
|-style="background:#dfdfdf;"
| align=center |
| align=center |
| align=center |
| align=center |
| [[Nassau station|Nassau]]
| c. 1924<ref name="EssentialHistory2" />
| January 21, 2017<ref name="arthurkillopens">{{cite press release|title=New Arthur Kill Station|date=January 20, 2017|publisher=Metropolitan Transportation Authority|url=http://web.mta.info/nyct/service/New_Arthur_Kill_Station/index.htm|access-date=January 20, 2017|website=mta.info}}</ref>
| Replaced by Arthur Kill<ref name="arthurkillopens" />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center |
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Arthur Kill station|Arthur Kill]] {{SIR acc}}
| January 21, 2017<ref name="arthurkillopens" /><ref name="www.mta.info">{{cite web |url=http://www.mta.info/news-staten-island-new-york-city-transit-railway-station-tottenville-arthur-kill/2013/10/18 |title=Groundbreaking for New MTA Staten Island Railway Arthur Kill Station in Tottenville |date=October 18, 2013 |website=mta.info |publisher=Metropolitan Transportation Authority |access-date=August 11, 2017 |url-status=dead |archive-url=https://web.archive.org/web/20140226045012/http://www.mta.info/news-staten-island-new-york-city-transit-railway-station-tottenville-arthur-kill/2013/10/18 |archive-date=February 26, 2014 }}</ref>
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S74, S78, S84<ref name=SIBus />
|-style="background:#dfdfdf;"
| align=center |
| align=center |
| align=center |
| align=center |
| [[Atlantic station (Staten Island Railway)|Atlantic]]
| c.1909–1911<ref>{{cite web|url=http://gretschviking.net/SIRTTimeTable1921.bmp|title=Staten Island Rapid Transit Timetable No. 8 Effective October 8, 1921|date=October 16, 1921|website=gretschviking.net|publisher=Staten Island Rapid Transit Railway Company|access-date=December 16, 2015}}</ref>
| January 21, 2017<ref name="arthurkillopens" />
| Replaced by Arthur Kill<ref name="arthurkillopens" />
|-
| align=center | {{NYCS SSI|alltimes}}
| align=center |
| align=center | {{NYCS SSI|rushonly}}
| align=center | {{NYCS SSI|rushpeak}}
| [[Tottenville station|Tottenville]] {{SIR acc}}
| June 2, 1860<ref name="EssentialHistory2" />
|
| {{bus icon|12px|NYCT Bus}} NYCT Bus: S74, S78, S84<ref name=SIBus />
|}

=== {{anchor|Former passenger stations}}Former stations ===

==== North Shore Branch ====
{{Main|North Shore Branch}}

The North Shore Branch closed to passenger service at midnight on March 31, 1953.<ref name="EssentialHistory2" /><ref name="drury" /><ref name="1953Closure2">{{cite news|title=The Old Order Passeth: Rails Surrender To Roads: Passenger Runs on Two Lines of SIRT Will End at Midnight|date=March 31, 1953|work=[[Staten Island Advance]]|page=1}}</ref> A small portion of the western end is used for freight service as part of the [[ExpressRail]] [[Intermodal freight transport|intermodal]] network at the [[Howland Hook Marine Terminal]]. The network, which opened in 2007, connects to the [[Chemical Coast]] after crossing the [[Arthur Kill Vertical Lift Bridge]].<ref name="StatenIslandRailroad" /><ref>{{cite web|url=http://www.aapa-ports.org/files/PDFs/FacilitiesEngAwards/2007/2007_FacilitiesEngAwards_NYNJ.pdf|title=Staten Island Railroad: Chemical Coast Line Connector|date=June 14, 2007|website=aapa-ports.org|publisher=[[American Association of Port Authorities]]|access-date=December 16, 2014}}</ref> The North Shore Branch served [[Port Ivory station|Procter & Gamble]],<ref name="envisionfreight.com 2011" /> [[USG Corporation|United States Gypsum]],<ref>{{Cite journal|date=December 2, 1916|title=New England Plaster|url=https://books.google.com/books?id=3oFHAQAAMAAJ|journal=The Traffic World|location=Chicago, Illinois|publisher=Traffic Service Corporation|volume=18|issue=23}}</ref> shipbuilders and a [[car float]] at Saint George Yard.<ref name="RoyalBlueLine" />{{Rp|173}} A smaller eastern portion, which provided seasonal passenger service to the [[Richmond County Bank Ballpark station]] (where the [[Staten Island Yankees]] played), operated from June 24, 2001, to June 18, 2010.<ref name="MTA-BallparkCloseDate-20102">{{cite web |url=http://www.mta.info/news/stories/?story=24 |title=MTA Board Approves Service Changes |date=March 2010 |website=mta.info |publisher=Metropolitan Transportation Authority |archive-url=https://web.archive.org/web/20100328114642/http://www.mta.info/news/stories/?story=24 |archive-date=March 28, 2010 |url-status=dead |access-date=August 14, 2017 }}</ref> In 2008, restoration was discussed along the mostly abandoned {{convert|6.1|mi|km|adj=on}} line as part of the island's light-rail plan.<ref name="silive_reality2">{{cite news|url=http://www.silive.com/transportation/index.ssf/2008/07/reality_check_for_staten_islan.html|title=Reality check for Staten Island's rail plans|last=Paulsen|first=Ken|date=July 12, 2008|work=Staten Island Live|access-date=July 12, 2008|archive-url=https://web.archive.org/web/20081003175609/http://www.silive.com/transportation/index.ssf/2008/07/reality_check_for_staten_islan.html|archive-date=October 3, 2008|url-status=dead}}</ref> An [[environmental impact assessment]] is being worked on for the implementation of a bus rapid transit line on the North Shore Branch.<ref name="MTA-Transit-Jul2018">{{Cite web|url=http://web.mta.info/mta/news/books/pdf/180723_1030_Transit.pdf|title=Transit & Bus Committee Meeting|date=July 23, 2018|website=mta.info|publisher=Metropolitan Transportation Authority|pages=185–186|access-date=July 23, 2018|archive-date=April 24, 2019|archive-url=https://web.archive.org/web/20190424014452/http://web.mta.info/mta/news/books/pdf/180723_1030_Transit.pdf|url-status=dead}}</ref>

[[File:Bard Av SIRT jeh.JPG|thumb|alt=<nowiki>Tracks on the North Shore Branch eroding into the [[Kill Van Kull]]</nowiki>|The abandoned North Shore Branch, with the [[Bayonne Bridge]] in the background]]
{| class=wikitable
|-
!Miles
!Name
!Opened
!Closed
!Notes
|-
|0
|[[St. George Terminal|St. George]]
|March 7, 1886
|
|
|-
|0.1
|[[Richmond County Bank Ballpark station|RCB Ballpark]]
|June 24, 2001
|June 18, 2010<ref name="MTA-BallparkCloseDate-20102" />
|
|-
|0.7
|[[New Brighton station (Staten Island Railway)|New Brighton]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|1.2
|[[Sailors' Snug Harbor station|Sailors' Snug Harbor]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|1.8
|[[Livingston station (Staten Island Railway)|Livingston]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|2.4
|[[West New Brighton station|West Brighton]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|3.0
|[[Port Richmond station|Port Richmond]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|3.4
|[[Tower Hill station (Staten Island Railway)|Tower Hill]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|3.9
|[[Elm Park station (Staten Island Railway)|Elm Park]]
|February 23, 1886<ref name="SIRTHistory2" />{{Rp|691}}
|March 31, 1953<ref name="1953Closure2" />
|
|-
|4.3
|[[Lake Avenue station|Lake Avenue]]
|1937<ref name="New York State Transit Commission 1937" />
|March 31, 1953<ref name="1953Closure2" />
|
|-
|4.6
|[[Mariners' Harbor station|Mariners Harbor]]
|Summer 1886
|March 31, 1953<ref name="1953Closure2" />
|Originally named Erastina
|-
|4.9
|[[Harbor Road station|Harbor Road]]
|1935–1937<ref name="NYTImes-SIRTNB-GradeCross-1937">{{cite news|url=https://timesmachine.nytimes.com/timesmachine/1937/02/26/94340516.pdf|title=Staten Island Opens Mile-Long Viaduct: Thirty-four Grade Crossings Are Eliminated|date=February 26, 1937|access-date=June 27, 2015|work=The New York Times|issn=0362-4331}}</ref>
|March 31, 1953<ref name="1953Closure2" />
|
|-
|5.2
|[[Arlington station (Staten Island Railway)|Arlington]]
|1889–1890
|March 31, 1953<ref name="1953Closure2" />
|
|-
|6.1
|[[Port Ivory station|Port Ivory]]
|1906
|1948<ref name="SIRT" />{{Rp|39}}
|
|}

==== South Beach Branch ====
{{Main|South Beach Branch}}

The South Beach Branch opened on January 1, 1888, to [[Arrochar station|Arrochar]],<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" /> and was extended to [[South Beach station|South Beach]] in 1893.<ref name="American Bank Note Company 1895" /><ref name="South Beach Branch2" /> The branch closed at midnight on March 31, 1953.<ref name="drury" /><ref name="1953Closure2" /> It was abandoned and demolished, except for a few segments: a concrete embankment at Clayton Street and Saint John's Avenue,<ref>{{Cite web|url=https://i2.wp.com/railfanning.org/graphics/IMG_1116.jpg?resize=600%2C338|title=Saint John's Avenue Embankment|website=railfanning.org|access-date=April 23, 2018}}</ref> the Tompkins Avenue overpass, [[Trestle bridge|trestle]] over Robin Road in [[Arrochar, Staten Island|Arrochar]]<ref>{{Cite web|url=http://www.gretschviking.net/GOSIRTPagePartTwo_files/image061.jpg|title=Robin Road Trestle in 2018|last=Owen|first=Gary|date=2018|website=gretschviking.net|access-date=April 23, 2018}}</ref> and a filled-in bridge under McClean Avenue.<ref>{{Cite web|url=http://www.gretschviking.net/GOSIRTPagePartTwo_files/image024.jpg|title=An Aerial View of the Filled in Right-of-way and the New Housing.|website=gretschviking.net|access-date=April 23, 2018}}</ref><ref>{{Cite web|url=http://www.gretschviking.net/GOSIRTPagePartTwo_files/image030.jpg|title=The Abandoned ROW at the McClean Avenue Bridge With the Major Avenue Overpass in the Distance.|date=1964|website=gretschviking.net|access-date=April 23, 2018}}</ref> This {{convert|4.1|mi|km|adj=on}} line left the Main Line at {{Coord|40|37|08|N|74|04|18|W|type:landmark_region:US-NY}} (south of the Clifton station), and was east of the Main Line. Although the right-of-way has been redeveloped, most of it is still traceable on maps; Lily Pond Avenue is built over the right of way where it passes under the Staten Island Expressway.<ref name="ShoreFrontDrive">{{Cite book|url=https://books.google.com/books?id=m7o1AQAAMAAJ&q=S.I.R.T&pg=PA53|title=Shore Front Drive, North Shore Section, Richmond, New York City: Environmental Impact Statement|date=April 1973|publisher=[[Federal Highway Administration]]|location=Babylon, New York|pages=25, 36, 53–54|language=en}}</ref>

{{anchor|Robin Road Trestle}}The Robin Road trestle is the only remaining intact trestle along the former line. Developers purchased the land on either side of its [[abutment]]s during the early 2000s, and the developers, the [[New York City Department of Transportation]], and the [[New York City Transit Authority]] all claimed ownership. [[Terraced house|Townhouses]] have been built on both sides of the trestle.<ref name="ShoreFrontDrive" /><ref name="Advance 20082">{{cite web|url=http://blog.silive.com/sinotebook/2008/11/permission_to_dream.html|title=Permission to Dream|last=Dominowski|first=Michael|date=December 7, 2008|website=silive.com|access-date=October 8, 2015}}</ref>

[[File:SIR South Beach Branch bridge vc.jpg|thumb|alt=Rusting trestle over a one-way street|Abandoned trestle over Robin Road]]
{| class="wikitable"
|-
!Miles
!Name
!Opened
!Closed
|-
|2.0
|[[Bachmann station|Bachmann]]
|January 1, 1888<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" />
|1937
|-
|2.1
|[[Rosebank station|Rosebank]]
|January 1, 1888<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" />
|March 31, 1953<ref name="1953Closure2" />
|-
|2.5
|[[Belair Road station|Belair Road]]
|January 1, 1888<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" />
|March 31, 1953<ref name="1953Closure2" />
|-
|2.7
|[[Fort Wadsworth station|Fort Wadsworth]]
|January 1, 1888<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" />
|March 31, 1953<ref name="1953Closure2" />
|-
|3.2
|[[Arrochar station|Arrochar]]
|January 1, 1888<ref name="New York State Board of Railroad Commissioners 1889" />{{Rp|257–258}}<ref name="The New York Times 1888" />
|March 31, 1953<ref name="1953Closure2" />
|-
|3.5
|[[Cedar Avenue station|Cedar Avenue]]
|1931<ref>{{Cite book|url=https://archive.org/details/annualreport1119newy/|title=Eleventh Annual Report For The Calendar Year 1931|year=1922|publisher=New York State Transit Commission|pages=75}}</ref>
|March 31, 1953<ref name="1953Closure2" />
|-
|3.9
|[[South Beach station|South Beach]]
|1893<ref name="American Bank Note Company 1895" />
|March 31, 1953<ref name="1953Closure2" />
|-
|4.1
|[[Wentworth Avenue station|Wentworth Avenue]]
|1925<ref name="EdwardBommer2">{{cite book |last1=Bommer |first1=Edward |title=Stations and Places Along the Staten Island Rapid Transit |date=2003 |url=https://drive.google.com/file/d/0BzKvSWhrQBW4RlBVZGc5d0VNQ28/view |access-date=November 19, 2015}}</ref>
|March 31, 1953<ref name="1953Closure2" />
|}

=== Freight lines<span class="anchor" id="Freight Lines"></span> ===
==== Travis Branch ====
The [[Travis Branch]], from [[Arlington Yard]] to [[Fresh Kills]], runs along the island's [[West Shore, Staten Island|West Shore]]. The branch was built in 1928 to serve [[Gulf Oil]] along the [[Arthur Kill]], south from [[Arlington Yard]] into the marshes to Gulfport.<ref name="Clarion-Ledger 1930" /> It was extended to Travis to serve the new [[Consolidated Edison]] power plant in 1957.<ref name="SIRT" />{{Rp|47}} In 2005, the branch was renovated and extended from the old Con Edison plant to the [[Fresh Kills Landfill#Staten Island Transfer Station|Staten Island Transfer Station]] at Fresh Kills; regular service to the [[Transfer station (waste management)|transfer station]] began in April 2007.<ref name="StatenIslandRailroad">{{cite press release |title=Mayor Bloomberg Officially Reactivates the Staten Island Railroad |date=April 17, 2007 |publisher=New York City Mayor's Office |url=http://www.nyc.gov/html/om/html/2007a/pr112-07.html |access-date=January 28, 2010 |archive-date=December 23, 2007 |archive-url=https://web.archive.org/web/20071223224338/http://www.nyc.gov/portal/site/nycgov/menuitem.c0935b9a57bb4ef3daf2f1c701c789a0/index.jsp?pageID=mayor_press_release&catID=1194&doc_name=http%3A%2F%2Fwww.nyc.gov%2Fhtml%2Fom%2Fhtml%2F2007a%2Fpr112-07.html&cc=unused1978&rc=1194&ndi=1 |url-status=bot: unknown }} on December 23, 2007.</ref>

==== Mount Loretto Spur ====
The [[Mount Loretto Spur]] is an abandoned branch whose purpose was to serve the [[Mount Loretto Unique Area#History|Mount Loretto Children's Home]]. The spur diverged from the Main Line south of [[Pleasant Plains station|Pleasant Plains]].<ref name="SIRT" />{{Rp|110}} The B&O Railroad served the non-electrified branch, which had some industry and a passenger station, until 1950. Although its track was removed during the 1960s and 1970s, some [[Railroad tie|ties]] were visible until the 1980s. A [[coal trestle]] is all that remains of the branch.<ref name="EssentialHistory2" />{{Rp|15}}

==== West Shore Line ====
South of the [[Richmond Valley station]], a non-electrified spur, branched off the [[Tottenville station|Tottenville]]-bound track. The spur, built in 1928, was called the West Shore Line by the B&O Railroad and delivered building materials to the [[Outerbridge Crossing]] construction site near Arthur Kill.<ref>{{Cite book|url=http://corpinfo.panynj.gov/files/uploads/documents/financial-information/annual-reports/annual-report-1929.pdf|title=Ninth Annual Report December 31, 1929|publisher=[[Port Authority of New York and New Jersey|Port of New York Authority]]|year=1929|location=New York, New York|pages=16|access-date=April 2, 2018|archive-date=February 16, 2017|archive-url=https://web.archive.org/web/20170216144656/http://corpinfo.panynj.gov/files/uploads/documents/financial-information/annual-reports/annual-report-1929.pdf|url-status=dead}}</ref> Years later, the track was used to serve a scrapyard owned by the Roselli Brothers.<ref name="SIRT" />{{Rp|111}} This siding went out of service on June 14, 2011.<ref>{{Cite web|url=http://www.trainsarefun.com/lirr/lirrextralist/MTA%20Transit%20Diagrams/Schematic%20Track%20%26%20Interlocking%20Diagrams%20%282019-01%29.pdf|title=Schematic Track and Interlocking Diagrams of the New York City Transit Authority, Staten Island Railway and South Brooklyn Railway|last=Erlitz|first=Jeffrey B.|date=January 2019|website=trainsarefun.com|page=295|access-date=March 15, 2019|archive-date=March 15, 2019|archive-url=https://web.archive.org/web/20190315145041/http://www.trainsarefun.com/lirr/lirrextralist/MTA%20Transit%20Diagrams/Schematic%20Track%20%26%20Interlocking%20Diagrams%20%282019-01%29.pdf|url-status=dead}}</ref> The track divided in two under Page Avenue, with the rails still in place.<ref name="RichmondValleyRoad">{{Cite web|url=https://www1.nyc.gov/assets/planning/download/pdf/applicants/env-review/eas/12dcp080r_eas.pdf|title=236 Richmond Valley Road – Staten Island, New York Environmental Assessment Statement – Analyses|date=August 29, 2014|website=nyc.gov|publisher=[[New York City Department of City Planning]]|access-date=December 14, 2017}}</ref><ref>{{Cite web |url=https://www.nycsubway.org/perl/show?59086 |title=Page Avenue Switch |last=Pitanza |first=Marc |date=January 28, 2007 |website=nycsubway.org|access-date=December 14, 2017}}</ref> The line's right-of-way, an [[easement]] on property owned by Nassau Metals, was later used by CSX.<ref name="RichmondValleyRoad" />{{Rp|1–2}} Although sections of the old tracks have been removed, others remain in the overgrowth.<ref name="Curbed">{{Cite web|url=https://ny.curbed.com/2016/6/23/12009020/mill-creek-staten-island|title=Exploring Staten Island's changing Mill Creek|last=Kensinger|first=Nathan|date=June 23, 2016|publisher=[[Curbed]]|access-date=December 14, 2017}}</ref>

== See also ==
{{Portal|Railways|New York City}}
* [[Cross-Harbor Rail Tunnel]]

== Notes ==
{{Notelist}}

== References ==
{{Reflist|30em}}

== External links ==
{{Commons category|Staten Island Railway}}
{{Attached KML |display=title,inline}}
* {{Official website|https://new.mta.info/agency/staten-island-railway/}}
* {{NYCS const|traintime|SIR}}
* [https://statenisland.pastperfectonline.com/search?utf8=%E2%9C%93&search_criteria=%22staten+island+rapid+transit%22&searchButton=Search SIRT artifacts in the Staten Island Historical Society Online Collections Database]

{{Staten Island Rapid Transit Operating Authority}}
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[[Category:Staten Island Railway| ]]
[[Category:1899 establishments in New York City]]
[[Category:600 V DC railway electrification]]
[[Category:Companies affiliated with the Baltimore and Ohio Railroad]]
[[Category:Companies based in Staten Island]]
[[Category:CSX Transportation]]
[[Category:Defunct New York (state) railroads]]
[[Category:Metropolitan Transportation Authority]]
[[Category:Railway companies established in 1873<!--reorganized from SI Railroad-->]]
[[Category:Rapid transit in New York (state)]]
[[Category:Standard-gauge railways in the United States]]
[[Category:New York City Transit Authority]]