on April 17, 2007. 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. Along the remainder of the North Shore Branch, there are still tracks and rail overpasses in some places. Future plans Elected officials on Staten Island, including State Senator Diane Savino, have demanded the replacement of the railway's aging R44 cars. Although the Metropolitan Transportation Authority initially planned to order R179s for the Staten Island Railway, it was later decided to overhaul R46s to replace the R44s. However, the R46 overhaul plan was also dropped, and 75 R211S cars will replace the R44s. In the meantime, the R44s are receiving intermittent rounds of scheduled maintenance to extend their usefulness until at least 2022–2023. There has been discussion of building an in-fill station in the Rosebank neighborhood, which would bridge the longest gap between two stations (Grasmere and Clifton). The area was once home to the Rosebank station on the railway's now-defunct South Beach Branch, which was located east of the proposed station site. 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 Verrazzano-Narrows Bridge using B Division cars and loading gauge, but economic, political and engineering difficulties have prevented these projects from realization. Possible branch restoration In a 2006 report, the Staten Island Advance explored the restoration of passenger service on of the North Shore Branch between St. George and Arlington. Completion of a study is necessary to qualify the project for an estimated $360 million. A preliminary study found that ridership could reach 15,000 daily. U.S. Senator Chuck Schumer of New York requested $4 million of federal funding for a detailed feasibility study. 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 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. As part of the 2015–2019 MTA Capital Program, $4 million