These R44 cars on the Staten Island Railway, formerly called the "Staten Island Rapid Transit", (SIRT) came to Staten Island in 1973 and replaced vintage 1925 stock. These were the cars built by the Standard Steel Car Company, (later to become a part of Pullman) that were similar to the BMT Standards. This was ordered by the SIRT's parent company, Baltimore and Ohio, in anticipation of this line being connected to the BMT Forth Avenue Subway in Brooklyn. (Before 1925, the Staten Island Railway was a steam locomotive hauled line with trackage that had 80 Pounds per yard rail. This was upgraded to 100 Pound rail when the three mainlines were electrified.) Most of the fleet of R44s were delivered via rail from St Louis, MO from the mainland, when the Staten Island Railroad was still connected to the National Freight Rail Network. (Some R44's came from the Subway to Staten Island) The tracks continue beyond the Staten Island Ferry Terminal in St George, crosses the Arthur Kill Rail Bridge into New Jersey and connects to both Conrail's former Central Railroad of New Jersey's Chemical Coast Secondary in Elizabeth Port, NJ and with an NJ Transit line at Cranford Junction in Cranford, NJ. (This too was an CNJ line to Bayonne and into Jersey City, NJ.) With the abandonment of the Staten Island Railroad from St George, Staten Island, to Cranford Junction in Cranford, NJ on March 9th 1991, the St George to Tottenville portion of the railroad has operated as an "isolated railroad", severed from the mainland. In the early 2000's, work was done to reopen approximately 2/3s of the abandoned rail line from NJ to Staten Island, in anticipation of restoring freight service. (The last freight train was pulled off Staten Island by the New York Susquehanna & Western on March 9th 1991, when Proctor & Gamble closed their Port Ivory Factory Complex. There was also Terminal Lumber Co in Mariners Harbor, near the abandoned Lake Ave Station on the North Shore, east of Arlington Yard.) When this was being restored, a "new" junction was built in Elizabeth Port, to connect the Staten Island Railroad with Conrail's Chemical Coast Secondary. (The other junction is still intact) This gives Conrail access to the Staten Island Railroad from their Oak Island Yard in Newark, NJ. The Right of Way of the North Shore east of Arlington Yard, from the Union Ave overpass in Mariners Harbor, to where the Empire Outlets Mall is, next to the Staten Island Ferry Terminal in St George hasn't been restored yet.
All of the SIRT R44s were delivered from St. Louis to Coney Island in the first three months of early 1973 (last cars April 23). At Coney Island they had inspections and acceptance testing, before arriving at St. George terminal by carfloat (since removed).
@@kevinwong6588 Thanks Kevin for that info: I stand corrected. The Chessie System abandoned their carfloat operation around 1981 or so, I believe. I saw pictures of these R44's sitting on what appeared to be yard leads in St George from about 1973ish, (this was when the carfloat was still in operation and Chessie System still had a yard where the Empire Outlets Mall now sits, but on steel work over the existing tracks) and thought they came directly from the mainland, via rail. I know these cars were rebuilt in Coney Island and the blue stripe was removed.
@ True. Graffiti never caught on out here. Staten Island trains and buses were rarely tagged, if ever. Some tags occasionally seen along the SIR right of way, but they paint over it quickly.
I wish all stations would be made wheelchair-accessible since they’re all above-ground. Because unlike platform extensions at Richmond Valley or Clifton which are not urgent due to low ridership, wheelchair-accessibility is a part of human rights regardless of ridership since the disabled may look unfit for this world but are still innocent people with minds. However, the shorter platforms would have to be extended if elevators are installed, since wheelchairs would be in either the front or rear cars. But these renovations would be a perfect opportunity to extend the short platforms. However, this would still be a long way down the road because there are other busier stations that are yet to be made accessible first. But I hope all stations will eventually be made accessible so that all wheelchair users can use the subway just like everyone else. Honestly, while facelifts would make the older stations blend in with the new ones, they should come after accessibility or even at the same time to clear the way for wheelchairs ASAP.
Not only the last St. Louis built cars (January-April 1973), among the very last in daily service excluding PCCs and historic heritage operations. The others are the 1968 "Comarrow" (Arrow I MU) coaches on Caltrans San Joaquin service and a few 1953 St. Louis built U.S. Army cars now as combines on NCDOT's Piedmont.
Isn't the Piedmont an Amtrak train that's funded by NCDOT? This train is the only Amtrak train that's still run with Streamliner Era coaches, or "Heritage Fleet" cars. Most were built by the St Louis Car Co in the 1950's and early '60s. Most are of Union Pacific origin and others were built by Pullman. These are the small window smooth sided cars that were built as 44 seat coaches for the UP's "City" Series Streamliners. Those were acquired by Amtrak in 1971, and were later converted from steam heated cars to electric train line heating, or Head End Power. (HEP) These cars retained their direct dump toilets and probably received retention toilets later on. (Probably in the late 1990's, as Amtrak was "mothballing these cars.) There's some that are of Kansas City Southern origin and may have been used in the "Southern Bell", which was their premiere Streamliner train between Kansas City and New Orleans.
@@joshbenton4080 Those 1965 Pullman built KCS coaches were the last new passenger cars purchased by a Class I private carrier without public subsidy and found their way to NJDOT/NJT in the 1970s, running the CNJ lines (RVL and Coast Line). The 1964-1965 UP (St. Louis built) coaches were also among the last private carrier coaches. Interesting they were on the assembly line alongside the R36 MLs and PATH PA1s, quite a contrast with the latter's sleek, racy, all aluminum design.
Close. Excluding historic operations such as PCCs, there's some St. Louis cars on NCDOT's Piedmont and the 1968 Comarrow coaches at Caltrans San Joaquin line.
That’s not going to happen as the R44s are being phased out. Also, I wouldn’t call them “better equipment” as they’re worn-out, rusting, and break down often.
@@rodneywilliams3762 Wrong. There’s express and local with three terminals. Besides St. George and Tottenville, there’s Great Kills local trains as seen at start of video.
These are Mile Post markers, from when a track rehabilitation project was done on a few miles of track. A few years ago, approximately 4 or 5 miles of track were replaced.
Maintenance has never been an MTA strength. Even though these buckets are nearing retirement, the MTA could have made some placards with the destination sign for the front of the trains. Instead, they put useless SIR stickers or leftover American flags.
yeah they usually dont have anything on the rollsigns, or something incorrect A few days ago i saw a tottenville local signed as a st george express even tho thats not even a thing
why on earth would mta do that? are you crazy or something? can't keep running old outdated equipment on the subway that keeps breaking down. Delays happen because of that.
That makes no sense for multiple reasons. The first being anything that runs in SI needs to be retrofitted with cab-signaling equipment which the R68’s do not have. Second, the R68s are due to be phased out in the upcoming years by option orders of the R211. Third and final, the R211S were specifically ordered for Staten Island are part of the base order.
Why? It wouldn't work because the R68s are also being phased out in a couple of years, unless you want more delays whenever they break down, like how the R46s in the NYC subway system do since they are really old and squeaky.
@edwardp3502 Of corse they served for that long! So did the Standard Steel ones that ran in the 40's 50's and 60's! And so did the Long Island Rail Road EMU's ! The reason why the 44's ran for such a long time is that Staten Island is landlocked. So the maintenece was pretty easy for those cars. It still doesn't change the fact that the 44's are and always will be, JUNK!!!!
![Felix "Unfair" | [Stray Kids : SKZ-PLAYER]](http://i.ytimg.com/vi/Oswujxm2Ag0/mqdefault.jpg)
1:00 we're not gonna question the random pairs of socks on the floor? 😂
Someone was running real hard to catch the Tottenville Express 😂
These R44 cars on the Staten Island Railway, formerly called the "Staten Island Rapid Transit", (SIRT) came to Staten Island in 1973 and replaced vintage 1925 stock. These were the cars built by the Standard Steel Car Company, (later to become a part of Pullman) that were similar to the BMT Standards. This was ordered by the SIRT's parent company, Baltimore and Ohio, in anticipation of this line being connected to the BMT Forth Avenue Subway in Brooklyn. (Before 1925, the Staten Island Railway was a steam locomotive hauled line with trackage that had 80 Pounds per yard rail. This was upgraded to 100 Pound rail when the three mainlines were electrified.) Most of the fleet of R44s were delivered via rail from St Louis, MO from the mainland, when the Staten Island Railroad was still connected to the National Freight Rail Network. (Some R44's came from the Subway to Staten Island) The tracks continue beyond the Staten Island Ferry Terminal in St George, crosses the Arthur Kill Rail Bridge into New Jersey and connects to both Conrail's former Central Railroad of New Jersey's Chemical Coast Secondary in Elizabeth Port, NJ and with an NJ Transit line at Cranford Junction in Cranford, NJ. (This too was an CNJ line to Bayonne and into Jersey City, NJ.) With the abandonment of the Staten Island Railroad from St George, Staten Island, to Cranford Junction in Cranford, NJ on March 9th 1991, the St George to Tottenville portion of the railroad has operated as an "isolated railroad", severed from the mainland. In the early 2000's, work was done to reopen approximately 2/3s of the abandoned rail line from NJ to Staten Island, in anticipation of restoring freight service. (The last freight train was pulled off Staten Island by the New York Susquehanna & Western on March 9th 1991, when Proctor & Gamble closed their Port Ivory Factory Complex. There was also Terminal Lumber Co in Mariners Harbor, near the abandoned Lake Ave Station on the North Shore, east of Arlington Yard.) When this was being restored, a "new" junction was built in Elizabeth Port, to connect the Staten Island Railroad with Conrail's Chemical Coast Secondary. (The other junction is still intact) This gives Conrail access to the Staten Island Railroad from their Oak Island Yard in Newark, NJ. The Right of Way of the North Shore east of Arlington Yard, from the Union Ave overpass in Mariners Harbor, to where the Empire Outlets Mall is, next to the Staten Island Ferry Terminal in St George hasn't been restored yet.
All of the SIRT R44s were delivered from St. Louis to Coney Island in the first three months of early 1973 (last cars April 23). At Coney Island they had inspections and acceptance testing, before arriving at St. George terminal by carfloat (since removed).
@@kevinwong6588 Thanks Kevin for that info: I stand corrected. The Chessie System abandoned their carfloat operation around 1981 or so, I believe. I saw pictures of these R44's sitting on what appeared to be yard leads in St George from about 1973ish, (this was when the carfloat was still in operation and Chessie System still had a yard where the Empire Outlets Mall now sits, but on steel work over the existing tracks) and thought they came directly from the mainland, via rail. I know these cars were rebuilt in Coney Island and the blue stripe was removed.
7:14 what purpose do the blue indicators serve exactly?
They indicate that the door at the end of the car is unlocked.
SIR keeps the tracks and stations pretty clean, at least by NYC standards.
The R44s remained clean through the 1980s even during the graffiti epidemic.
@ True. Graffiti never caught on out here. Staten Island trains and buses were rarely tagged, if ever. Some tags occasionally seen along the SIR right of way, but they paint over it quickly.
I wish all stations would be made wheelchair-accessible since they’re all above-ground. Because unlike platform extensions at Richmond Valley or Clifton which are not urgent due to low ridership, wheelchair-accessibility is a part of human rights regardless of ridership since the disabled may look unfit for this world but are still innocent people with minds. However, the shorter platforms would have to be extended if elevators are installed, since wheelchairs would be in either the front or rear cars. But these renovations would be a perfect opportunity to extend the short platforms. However, this would still be a long way down the road because there are other busier stations that are yet to be made accessible first. But I hope all stations will eventually be made accessible so that all wheelchair users can use the subway just like everyone else. Honestly, while facelifts would make the older stations blend in with the new ones, they should come after accessibility or even at the same time to clear the way for wheelchairs ASAP.
cool video and have more to come
Not only the last St. Louis built cars (January-April 1973), among the very last in daily service excluding PCCs and historic heritage operations. The others are the 1968 "Comarrow" (Arrow I MU) coaches on Caltrans San Joaquin service and a few 1953 St. Louis built U.S. Army cars now as combines on NCDOT's Piedmont.
Isn't the Piedmont an Amtrak train that's funded by NCDOT? This train is the only Amtrak train that's still run with Streamliner Era coaches, or "Heritage Fleet" cars. Most were built by the St Louis Car Co in the 1950's and early '60s. Most are of Union Pacific origin and others were built by Pullman. These are the small window smooth sided cars that were built as 44 seat coaches for the UP's "City" Series Streamliners. Those were acquired by Amtrak in 1971, and were later converted from steam heated cars to electric train line heating, or Head End Power. (HEP) These cars retained their direct dump toilets and probably received retention toilets later on. (Probably in the late 1990's, as Amtrak was "mothballing these cars.) There's some that are of Kansas City Southern origin and may have been used in the "Southern Bell", which was their premiere Streamliner train between Kansas City and New Orleans.
@@joshbenton4080 Those 1965 Pullman built KCS coaches were the last new passenger cars purchased by a Class I private carrier without public subsidy and found their way to NJDOT/NJT in the 1970s, running the CNJ lines (RVL and Coast Line). The 1964-1965 UP (St. Louis built) coaches were also among the last private carrier coaches. Interesting they were on the assembly line alongside the R36 MLs and PATH PA1s, quite a contrast with the latter's sleek, racy, all aluminum design.
It is also worth noting that these are the last train cars made by the St. Louis Car Company still in regular revenue service, if not the only ones.
Close. Excluding historic operations such as PCCs, there's some St. Louis cars on NCDOT's Piedmont and the 1968 Comarrow coaches at Caltrans San Joaquin line.
Keep the iconic rolling stock fleet old school generation alive and better equipment active alive 🧓🚉
That’s not going to happen as the R44s are being phased out. Also, I wouldn’t call them “better equipment” as they’re worn-out, rusting, and break down often.
I took the SIR once and it was bad. Half the doors don’t even work and for some only 1 door opens
You're clearly not from Staten Island. Nobody on SI calls these old, unheated rust buckets "iconic."
@@TrainMaster5097 The R211Ss are replacing these R44 trains soon.
These things are a health hazard. Maybe you enjoy the hospital, but the rest of us don't.
Why are the front Roll signs either broken or covered up by flag decals?
They’ve been stolen or damaged, and they probably don’t have any replacements
It’s one line two terminals it’s on a island you don’t need destination sign for that
@@rodneywilliams3762 Wrong. There’s express and local with three terminals. Besides St. George and Tottenville, there’s Great Kills local trains as seen at start of video.
1:02 lol the sign glitched it says 90 min
Cool video.
1:20 Arkham Asylum from “Gotham” TV series in the distance.
What’s with all the white chain code markers between the two tracks?
These are Mile Post markers, from when a track rehabilitation project was done on a few miles of track. A few years ago, approximately 4 or 5 miles of track were replaced.
@ sure. But why do they need to have the chain markers every ten feet or so?
the R44s really look in rough shape. seems like the MTA doesnt even bother fixing the rollsigns anymore. the R211S couldnt come sooner
Maintenance has never been an MTA strength. Even though these buckets are nearing retirement, the MTA could have made some placards with the destination sign for the front of the trains. Instead, they put useless SIR stickers or leftover American flags.
yeah they usually dont have anything on the rollsigns, or something incorrect
A few days ago i saw a tottenville local signed as a st george express even tho thats not even a thing
Just becuase the new tech came doesn't mean they will have issues they will keep r44 as back ups
Nope. Once the R211S cars are finished with their trial runs and new sets arrive, these old buckets are gone. SIR has limited storage space.
the R44s really look in rough shape. seems like the MTA doesnt even bother fixing the rollsigns anymore
Well these current rolling stocks are all about to go into a retirement home anyways, so there is no need of fixing role signs
Another "corker" as us Brits say!
NOOOOOOOOOOO
Na I like the newest stuff
1:20 flag
They could’ve just move the R68 to SI and R211 stay in NYC transit.
why on earth would mta do that? are you crazy or something? can't keep running old outdated equipment on the subway that keeps breaking down. Delays happen because of that.
Yo,what NO
@@TCORV SI is not a real subway
That makes no sense for multiple reasons. The first being anything that runs in SI needs to be retrofitted with cab-signaling equipment which the R68’s do not have. Second, the R68s are due to be phased out in the upcoming years by option orders of the R211. Third and final, the R211S were specifically ordered for Staten Island are part of the base order.
Why? It wouldn't work because the R68s are also being phased out in a couple of years, unless you want more delays whenever they break down, like how the R46s in the NYC subway system do since they are really old and squeaky.
These trains SUCK!!!!
They were junk when they were brand new, and they're junk now!
The R211's can't come fast enough!
@edwardp3502 Of corse they served for that long! So did the Standard Steel ones that ran in the 40's 50's and 60's!
And so did the Long Island Rail Road EMU's ! The reason why the 44's ran for such a long time is that Staten Island is landlocked.
So the maintenece was pretty easy for those cars. It still doesn't change the fact that the 44's are and always will be, JUNK!!!!
@@ONEFATE9 Part of the problem with R44s is their LAHT construction with stainless sheetmetal on the outside, unlike R46s.
@@ONEFATE9shut it
First