Numbers of Art Galleries in New York City in 1964

Bus and subway service operator

New York City Transit Authority
The New York City Transit Authority (trading equally MTA New York City Transit) provides jitney, subway, and paratransit service throughout New York Metropolis.
Overview
Possessor	Metropolitan Transportation Authority (bus) Urban center of New York (subway)
Locale	New York City
Transit type	Subways, Buses and BRT
Number of lines	235 bus[1] 25 subway[1]
Main executive	Craig Cipriano (interim) [two] [3]
Headquarters	2 Broadway, New York, NY 10004 US
Functioning
Began performance	1953
Operator(due south)	NYCT Department of Buses (bus) NYCT Department of Subways (subway) SIRTOA (Staten Island Railway)
Number of vehicles	four,451 buses[1] 6,418 subway cars[1] 63 SIR cars[1]

The New York City Transit Authority (too known as NYCTA, the TA ^[4] or but Transit,^[5] and branded as MTA New York Urban center Transit) is a public-benefit corporation in the U.S. state of New York that operates public transportation in New York Urban center. Part of the Metropolitan Transportation Authorisation, the busiest and largest transit system in North America,^[6] the NYCTA has a daily ridership of 8million trips (over ii.5billion annually).^[7]

The NYCTA operates the following systems:

• New York City Subway, a rapid transit system in Manhattan, the Bronx, Brooklyn, and Queens.
• Staten Island Railway, a rapid transit line on Staten Island (operated by the subsidiary Staten Island Rapid Transit Operating Authority)
• New York City Bus, an extensive bus network serving all five boroughs, managed by MTA Regional Bus Operations.

Name [edit]

As office of establishing a common corporate identity, the Metropolitan Transportation Authority in 1994 assigned popular names to each of its subsidiaries and affiliates.^[viii] The New York City Transit Authority is now known popularly equally MTA New York City Transit (NYCT), (or more than specifically on the vehicles, MTA New York Urban center Bus and MTA New York City Subway), though the former remains its legal proper name for documents and contracts. Newer contracts and RFPs, nevertheless, have likewise used the popular proper noun.^[9]

The Dominance is also sometimes referred to as NYCT (for New York City Transit), or simply the TA (for Transit Authorisation).^{[ citation needed ]}

Management construction [edit]

The chairman and members of the MTA, by statute, also serve equally the chairman and members of the Transit Say-so, and serve as the directors of the Manhattan and Bronx Surface Transit Operating Potency. The executive director of the MTA is, ex officio, executive managing director of the Transit Potency.

The Transit Potency has its own management structure which is responsible for its day-to-day operations, with executive personnel reporting to the agency president. The position of president was vacant as of February 21, 2020^[update], following the resignation of its about recent president, Andy Byford.^{[10] [eleven]} Sarah Feinberg and Craig Cipriano served on an interim basis until May 2, 2022 when Richard Davey was hired to assumed the role of NYCT President^[12] on a permanent basis.

History [edit]

Background [edit]

The subway system today is composed of what once were 3 dissever systems in competition with one another. Ii of them were built and operated by private companies: August Belmont's Interborough Rapid Transit Company (IRT) and the Brooklyn–Manhattan Transit Corporation (BMT). The third, the public Independent Subway System (IND) was owned and operated by the City of New York. The IRT and BMT systems were acquired by the urban center on June 1, 1940, for $317,000,000 and consolidated with the IND into the New York City Board of Transportation (NYCBOT).^{[13] [14]}

The buses on Staten Island had been operated by a private company operating under a franchise that expired in 1946. When it became known that the visitor would not renew its franchise, a group of residents in the borough organized the Island Transportation Company, to keep functioning. This group ran into financial difficulties and the urban center took over the visitor on February 23, 1947. The city and then controlled all of the bus routes on Staten Island. On March 30, 1947, the City took over the bus lines of the North Shore Bus Company, which comprised one-half of the privately endemic lines in Queens, afterwards that company went into financial troubles. On September 24, 1948, the City acquired five jitney lines in Manhattan for similar reasons.^{[14] [xv]}

The surface functioning of the BOT was a costly operation, resulting from the various equipment that was required, including trolley cars, trolley coaches, gasoline and diesel fuel buses, of which many were obsolete and in need of replacement.^[14]

During World War 2, the New York Metropolis Transit Organisation showed an operating surplus on the five-cent fare, because gasoline was rationed and machine riders had to abandon their cars for subway and bus travel. Factories began to work around the clock, and therefore business boomed. Transit repairs were kept at a minimum equally basic materials were in short supply for noncombatant use. Operating revenues were raised and maintenance costs were reduced, only as a event, the future bug of deferred maintenance and falling ridership. In 1946, costs rose and profits turned to losses, and to obtain needed funds, the fare was raised in 1948 to ten cents on the subways and elevated, and to seven cents on the surface lines. This increment only produced a revenue surplus for a single year. In 1951 a uniform ten-cent fare was established on both the rapid transit and surface lines. Operating deficits continued to add up and public dissatisfaction with the transit system grew, as equipment was deteriorating, and train schedules being hard to bide past.^[14]

Formation of the TA [edit]

In March 1953, the Lath of Transportation was abolished, and was replaced by the New York City Transit Authority (NYCTA). The NYCTA formally succeeded the BOT on June 15, 1953, beingness composed of v unsalaried members. Hugh Casey was elected as the bureau'southward chairman at the authority'south outset meeting.^{[13] [16] [17] [18]} The new Transit Authority was modeled subsequently the existing Port of New York Authority which at present calls itself the Port Authority of New York and New Jersey and Triborough Bridge and Tunnel Dominance, the latter of which is likewise at present part of the MTA.^{[13] [16] [19]} At this time, the urban center government leased the IRT, BMT, and IND subway lines and the surface system (buses and, until 1956 street cars). A major goal of the germination of the NYCTA was to remove transit policy, and especially the setting of the transit fare, from Metropolis politics. The fare was increased to xv cents on July 25, 1953, and a token was introduced for paying subway and elevated fares. Bus and trolley fares continued to be paid by cash only.^[13]

In July 1953, the NYCTA proposed spending $1,065,000,000 over six years, expanding the metropolis'southward subway system through new lines and connections betwixt the IND and BMT Divisions. The about important new lines were a 2nd Avenue subway, including a Chrystie Street connectedness to the Williamsburg and Manhattan Span and a rebuilt DeKalb Avenue junction in Brooklyn, IRT Utica Avenue and Nostrand Avenue extensions into southeast Brooklyn, and the extension of subway service to the Rockaway Peninsula using the Long Island Railroad's Rockaway Embankment Co-operative. Only the Chrystie Street connexion, the rebuilt DeKalb Avenue Junction, and the Rockaway Line were built between 1954 and 1967.^[thirteen]

One provision in the 1953 police force that created NYCTA demanded that by July 1955, the agency create a plan to sell its omnibus and trolley routes to private operators. In the beginning of 1955, it was reported that the NYCTA's surface operations cost 7 meg dollars more to operate annually than it collected in revenue from the fare box. Past privatizing the surface operations, and as a outcome focusing on subways, the NYCTA could then run across its operating costs. Two Manhattan private operators, New York Metropolis Double-decker and Surface Transportation, in March 1955, expressed involvement in taking control of the five-road NYCTA coach operation in that borough. In the other boroughs there was no interest in taking over the routes in Brooklyn and Staten Island, and in that location was piffling interest in Queens. In April 1955, laws were passed by the New York State legislature to change the NYCTA into a iii-fellow member salaried panel to become in effect on July 1, 1955. This immune its members to devote their total-fourth dimension to managing New York'southward transit system. As part of this law, the provision that required surface operations to be sold was removed. The Chairman of the NYCTA then became Charles Patterson.^[13]

One major trouble that the NYCTA inherited from the Board of Transportation was the age of the subway cars from the IRT and BMT. The outset new cars were the R16s, numbered 200, which first appeared in Jan 1955 beingness put in service on the J train. These cars were introduced with automatic thermostats and dampers to command the heat and ventilation systems based on the air temperature exterior. Additional subway cars were also ordered and delivered between 1960 and 1965; the R27s, the R30s and R32s for the IND/BMT lines, and R29s, R33s and R36s for the IRT (two,350 cars). Between 1966 and 1969, an additional one,000 cars, split up between the R38, R40, and R42 orders, were placed into service.^[13] The last of the original BMT Standard stock was retired by 1969, forth with the terminal prewar IRT equipment.

On July 5, 1966, the fare was increased to twenty cents.^[13]

Every bit with all mass transit in the United states of america the TA requires assistance for its uppercase costs and to encompass operational needs, however, the very high ridership of New York Urban center's subway system has enabled it to pay 67 percent of its operating costs from fares and advertising.^[xx] Historically, the TA'south uppercase requirements were met by the urban center and state jointly, but this support was withdrawn, primarily by Governor Rockefeller, in the 1960s.

In 1965, mayoral candidate John Lindsay pledged to apply the price revenues from the Triborough Bridge and Tunnel Authority (TBTA) to kickoff the NYCTA's deficits. In January 1966, New York State, with the aid of Governor Nelson Rockefeller. purchased the Long Island Rail Road, from its corporate parent, the Pennsylvania Railroad, becoming role of the Metropolitan Commuter Transportation Dominance (MCTA). Rockefeller saw the difficulty that John Lindsay, who had since won the mayoral ballot, had in his plan to use the TBTA surpluses for the NYCTA, and decided to expand the MCTA to give it oversight to the NYCTA and the TBTA. The MCTA would be renamed the Metropolitan Transportation Authority (MTA). Tied to a bill with the creation of the MTA was a $2.5billion bond event that would be approved or disapproved past voters in November 1967. A majority of the bonds would go to the state'south mass transit systems, with a bulk going to New York City, and to Nassau, Suffolk, Westchester, Putnam, Dutchess, Rockland, and Orangish Counties. The solar day prior to the election, ii make new R40 cars were displayed on the IND Sixth Avenue Line at Herald Square. The bond issue passed, and the MTA was ready to take over the NYCTA in 1968. The night before December 31, 1967, the NYCTA and the TWU made an agreement to avoid a strike. The deal gave NYCTA workers the ability to retire with almost half-pay after twenty years if the employee was over fifty years erstwhile. This would later on crusade problems, as big numbers of transit workers would retire to have advantage of these benefits. On March ane, 1968, the NYCTA, and its subsidiary, the Manhattan and Bronx Surface Transit Operating Authorization (MaBSTOA), were placed under the control of, and are now affiliates of the Metropolitan Transportation Authority (MTA).^[xiii]

2017–present: transit crunch [edit]

In 2017, New York governor Andrew Cuomo declared a country of emergency for the MTA due to various incidents involving the NYCTA's subway and motorcoach systems. At the fourth dimension, but 65 percentage of weekday trains reached their destinations on time, the lowest rate since a transit crisis in the 1970s. To a bottom extent, New York City buses operated past the MTA were too affected.^[21] To resolve these issues, a "Subway Action Plan" was revealed,^[22] as well as a "Bus Action Programme".^[23]

COVID-nineteen pandemic [edit]

Beginning March 25, 2020, service on buses and subways was reduced due to decreased ridership during the offset moving ridge of the COVID-19 pandemic in New York City.^{[24] [25]} In late March, NYCTA interim president Sarah Feinberg stated that a shutdown "feels misguided to me" and was "not on the table".^[26] Feinberg as well spoke in favor of risk pay for front end-line workers.^[26] In Apr 2020, four City Council members requested that subway service exist temporarily suspended due to the spread of COVID-nineteen in the subway organization.^[27] As well that April, Feinberg called the MTA "the most ambitious transit agency in the country in acting quickly and decisively to protect our workforce".^[28] By April 22, 2020, COVID-19 had killed 83 agency employees; the agency appear that their families would be eligible for $500,000 in decease benefits.^{[29] [26]} Over 100 employees had died of COVID-19 as of June 2020^[update].^[30]

Starting in May 2020, stations were closed overnight for cleaning; the overnight closures were announced as a temporary measure that would exist ended once the pandemic was over.^[31] Trains and stations were cleaned more than than usual.^{[32] [33]}

Presidents [edit]

NYCTA presidents (1973–present)

John G. DeRoos	1973–1979
John D. Simpson	1979–1984
David L. Gunn	1984–1990
Alan F. Kiepper	1990–1996
Lawrence G. Reuter	1996–2007
Howard Roberts	2007–2009
Thomas Prendergast	2009–2013
Carmen Bianco	2013–2015
Veronique "Ronnie" Hakim	2016–2017
Andy Byford	2018–2020
Sarah Feinberg (interim)	2020–2021
Craig Cipriano (acting)	2021-2022
Richard A. Davey	2022-Present

Strikes [edit]

The original livery for NYC Transit Say-so buses in the 1950s.

Interior view of one of the buses from 1958

Employees of the New York Urban center Transit Authority assigned to the New York Metropolis Subway and in Brooklyn, Manhattan, and the Bronx are members of the Transport Workers Union of America Local 100, with Queens and Staten Island autobus personnel represented by various Confederate Transit Spousal relationship locals.

In 1949, the Transport Workers Marriage and the Board of Transportation, under Mayor Willian O'Dwyer signed a Memorandum of Understanding that gave the right to represent all of the system's workers to the TWU. In 1954 an NYCTA-broad representation ballot took place. It gave TWU exclusive collective bargaining rights for all hourly workers for the NYCTA, except for those in the Queens and Staten Island Bus Divisions, which remained a part of the Amalgamated Association of Street Electric Railway and Motor Autobus Employees of America, which became the Amalgamated Transit Union in 1964. Afterwards looking at the Brotherhood of Locomotive Engineers equally their model, NYCTA motorman formed their own matrimony in 1954, a Motormen's Benevolent Clan (MBA) to further their interests. In 1956 they went on strike on a hot June day, tying up service on the BMT Segmentation. Its president, Theodore Loos, and its leadership were fired after the strike, only were reinstated later on agreeing not to strike again.^[13]

On December xvi, 1957, another representation election for the TWU was scheduled, and the motormen from the MBA did not want to have a small-scale part in the TWU, and threatened to strike, only were stopped by court injunctions. As a effect, the motormen wanted to concord an election for the representation of their craft independent of the NYCTA-wide elections. The management of the NYCTA did not recognize the MTA equally a bargaining unit as the TWU officially represented the motormen. A request for a separate ballot was denied, and as a result the motormen wanted to show their power and to acquire their own representation. Equally a result, on Dec 9, 1957, the motormen went on strike, resulting in subway service being reduced in half for eight days. Riders using the IND lines in Queens, the Bronx, and Upper Manhattan, and the southern Brooklyn lines of the BMT were the hardest hit. The leaders of the MBA were punished later on going against injunctions prohibiting strikes. Afterwards, the MBA leaders were punished, and on the get-go morning of the strike, the MBA President Theodore Loos and three other MBA officials were arrested and sent to jail. In 1958, the TWU and the MBA reached a settlement. The motormen became a separate United Motormen's Segmentation within the TWU and benefitted from a fund for skilled arts and crafts workers. Theodore Loos became its head.^[xiii]

On New year's day's Twenty-four hours, in 1966, a 12-day strike was started with the aid of Michael J. "Mike" Quill. This strike started after the union member'due south contracts had expired, and with large economical demands from the union. Later the 1966 New York City transit strike, the Taylor Law was passed making public employee strikes illegal in the state of New York.^[13]

Despite the Taylor Police, at that place was still an 11-day strike in 1980. Thirty-four thousand union members struck in order to phone call for increased wages.

New York City Transit Learning Center, Brooklyn

On December 20, 2005, some other strike occurred. Workers walked off at 3 a.grand. and the NYCTA stopped operating. Later on that day, State Supreme Courtroom Justice Theodore Jones warned the transit union that there would be a fine of $1million for each day the TA is shut down. As well for each day the workers missed during the strike they would be fined two days' pay. Ultimately, the Gauge fined the matrimony $2.5million, charged employees ii days' wages for every twenty-four hours they were out on strike, and imposed individual fines on the union's officers. Most significantly, the courts indefinitely suspended the Union'south dues checkoff and refused to restore it for nearly xviii months. The strike was over past Dec 23, after several contract negotiations; the original contract, agreed to by Local 100 and the Transit Authority as a outcome of the strike, was ultimately imposed on both parties by an arbitrator. More than four months after the strike ended, the courts imposed a cursory jail term on Local 100 President Roger Toussaint for his office in the strike.

In 2008–09, MTA management once once more refused to sign off on an understanding with Local 100 for a successor to the commonage bargaining agreement, which expired early in 2009. This time, the Union chose to pursue the arbitration process provided by the Taylor Police rather than strike in support of its demands. On August 11, 2009, after months of community meetings and dozens of witnesses, the country arbitration panel issued its award. Nevertheless, the MTA refused to comply with the award, forcing the Union to go to court to seek to enforce it. On December eleven, 2009, State Supreme Courtroom Justice Peter Sherwood issued a conclusion upholding the arbitration honor in all respects. The MTA had non indicated whether it appealed this determination.

TripPlanner [edit]

So-NYCT President and former MTA Chairman & CEO Thomas F. Prendergast at the opening of the Court Square subway complex.

In Dec 2006, MTA New York City Transit launched TripPlanner, its online travel itinerary service. TripPlanner offers users customized subway, jitney, and walking directions within all five boroughs of New York City, every bit well equally service alerts and service advisories for planned track work. The service was developed and is maintained by NYC Transit and its outside vendor, Trapeze Group. Information technology is accessed through the MTA website.

Similar to MapQuest, which offers driving directions, TripPlanner provides search fields for starting address and destination address, and allows end users to navigate the complexity of the subway and jitney arrangement by narrowing their options to subway, local bus or express bus only, minimizing the number of transfers or time, and adjusting the walking distance to and from the transit stop.

In October 2007, NYCT launched TripPlanner On the Go! This service allows users with mobile access to the spider web to obtain travel itineraries while away from a desk or laptop reckoner. TripPlanner On the Become! was made applicable for cellular telephone, PDA, or Blackberry users, and offered the aforementioned three-choice travel directions forth with existent-fourth dimension service alerts. The back end programming for On the Go! was "adult using XHTML technology and the latest Microsoft Dot Cyberspace Framework in a clustered surroundings." Past the stop of October 2007, more than than 5,000 daily customers were using TripPlanner.

In February 2008, NYCT announced an upgrade to the mapping system using NAVTEQ and Microsoft Virtual Earth software similar to mapping sites such as Google Maps and MapQuest. The new software offered more accurate street grids, included business and points of interest, and allowed users to view the maps in aerial, and 3-D points of view. To date, the aerial and 3D views are not available on TripPlanner'due south mobile service.

In June 2008, NYCT announced it had reached ten,000 daily visitors to TripPlanner. Since the annunciation, the number of visits to the service eclipsed the number of telephone calls to the agency's travel information hotline. The following month, Trip Planner launched every bit a widget application, allowing users to add together it to their personalized homepage, weblog, or website.

The Trip Planner has since largely replaced the NYCTA call heart on NYC Transit's phone number.

Fare collection [edit]

In Nov 1993,^[34] a fare arrangement chosen the MetroCard was introduced, which allows riders to employ cards that shop value who are then charged fares equal to the amount paid at a subway station booth or vending car.^[35] Designed and initially ^{[ clarification needed ]} operated by Cubic Transportation Systems, the MetroCard was enhanced in 1997 to allow passengers to brand gratis transfers betwixt subways and buses within ii hours; several MetroCard-only transfers between subway stations were added in 2001.^{[36] [37]} With the addition of unlimited-ride MetroCards in 1998, the New York Urban center Transit system was the last major transit system in the United States, with the exception of BART in San Francisco, to introduce passes for unlimited bus and rapid transit travel.^[38] Unlimited-ride MetroCards are available for seven-day and xxx-day periods.^[39] One-24-hour interval "Fun Pass" and xiv-day cards were also introduced merely take since been discontinued.^[twoscore]

In Apr 2016, MTA solicited proposals for a contactless "New Fare Payment System" to replace the MetroCard by 2022.^[41] On October 23, 2017, information technology was announced that the MetroCard would be phased out and replaced by OMNY, a contactless fare payment arrangement likewise by Cubic, with fare payment being fabricated using Apple tree Pay, Google Pay, debit/credit cards with near-field advice technology, or radio-frequency identification cards.^{[42] [43]} The announcement calls for the expansion of this organization to a general-utilise electronic fare payment system at 500 subway turnstiles and on 600 buses by late 2018, with all buses and subway stations using electronic fare collection by 2020. However, back up for the MetroCard is slated to remain in identify until April 2024.^[43]

Meet likewise [edit]

• Transportation in New York Metropolis
• History of transportation in New York City
• New York City transit fares
• MetroCard
• Service animal policy of MTA

References [edit]

1. ^ ^{a b c d e} "The MTA Network". Metropolitan Transportation Authorisation. Retrieved February 22, 2018.
2. ^ "MTA appoints Sarah Feinberg every bit interim president of New York City Transit". Mass Transit. February 27, 2020. Retrieved March 6, 2020.
3. ^ "1-on-Ane with Interim Transit President Sarah Feinberg". Spectrum News NY1 | New York City. Feb 26, 2020. Retrieved March 6, 2020.
4. ^ "New York Metropolis Transit – History and Chronology". mta.info. Metropolitan Transportation Authority. Retrieved September 28, 2013.
5. ^ "The MTA 2006 ANNUAL Written report: Comprehensive Almanac Financial Study for the Twelvemonth Ended December 31, 2006 Comprehensive Annual Financial Report for the Year Ended December 31, 2006" (PDF). mta.info. Metropolitan Transportation Authorisation. May 1, 2007. Retrieved Dec 28, 2015.
6. ^ "MTA - Transportation Network". mta.info. Metropolitan Transportation Dominance. Retrieved September 3, 2019.
7. ^ "Facts and Figures". mta.info. Metropolitan Transportation Authority. Retrieved September 3, 2019.
8. ^ McKinley Jr., James C. (August 28, 1994). "What'southward in a Symbol? A Lot, the G.T.A. Is Betting". New York Times.
9. ^ McKinley, James C., Jr. (August 28, 1994). "What'south in a Symbol? A Lot, the M.T.A. Is Betting". The New York Times . Retrieved Feb 23, 2008.
10. ^ Goldbaum, Christina; Fitzsimmons, Emma G. (January 23, 2020). "Andy Byford Resigns as New York City'due south Subway Chief". The New York Times. ISSN 0362-4331. Retrieved Jan 23, 2020.
11. ^ Guse, Clayton. "Andy Byford resigns from the MTA". nydailynews.com . Retrieved Jan 23, 2020.
12. ^ Archive, View Author; feed, Get author RSS (May two, 2022). "New Transit president Richard Davey giving marching orders on first day in NYC". New York Postal service . Retrieved May 2, 2022.
13. ^ ^{a b c d eastward f g h i j thousand l} Sparberg, Andrew J. (October 1, 2014). From a Nickel to a Token: The Journey from Board of Transportation to MTA. Fordham Academy Printing. ISBN978-0-8232-6190-1.
14. ^ ^{a b c d} Annual Study 1962–1963. New York Urban center Transit Authority. 1963.
15. ^ Report for the iii and one-one-half years ending June 30, 1949. New York City Board of Transportation. 1949. hdl:2027/mdp.39015023094926.
16. ^ ^{a b} Roess, Roger P.; Sansone, Gene (August 23, 2012). The Wheels That Drove New York: A History of the New York Urban center Transit System. Springer Science & Business Media. ISBN978-3-642-30484-2.
17. ^ Egan, Leo (June 2, 1953). "Authority Leases Urban center Transit Lines; Fare Rising In Sight" (PDF). The New York Times. pp. 1, 33. Retrieved October xiv, 2016.
18. ^ "Digest of Charter Agreement Between the City of New York and the Transit Dominance" (PDF). The New York Times. June two, 1953. Retrieved July i, 2015.
19. ^ Osman, Suleiman (March nine, 2011). The Invention of Brownstone Brooklyn: Gentrification and the Search for Authenticity in Postwar New York. Oxford Academy Press. p. 75. ISBN978-0-19-983204-0 . Retrieved October 14, 2016.
20. ^ Freiss, Steve (December 28, 2004). "Better Luck for Vegas Monorail?". The Washington Postal service. p. A04. Retrieved August 6, 2010.
21. ^ Rosenthal, Brian M.; Fitzsimmons, Emma G.; LaForgia, Michael (November 18, 2017). "How Politics and Bad Decisions Starved New York's Subways". The New York Times. ISSN 0362-4331. Retrieved November 18, 2017.
22. ^ Fitzsimmons, Emma Chiliad. (July 25, 2017). "Rescue Plan to Amend Subways Includes Removing Seats". The New York Times. ISSN 0362-4331. Retrieved July 25, 2017.
23. ^ Fitzsimmons, Emma Thousand. (April 23, 2018). "At Long Last, a Plan to Fix New York Metropolis's Buses". The New York Times. ISSN 0362-4331. Retrieved April 24, 2018.
24. ^ "Coronavirus New York: MTA launches essential schedule amongst COVID-xix crisis". ABC7 New York (WABC-Goggle box). March 24, 2020. Archived from the original on March 26, 2020. Retrieved March 26, 2020.
25. ^ "MTA Slashes Service, NJ Transit on Reduced Schedules". NBC New York. March 24, 2020. Archived from the original on March 26, 2020. Retrieved March 26, 2020.
26. ^ ^{a b c} "Sarah Feinberg is focused on the subway's survival | CSNY". Cityandstateny.com. March 25, 2020. Retrieved April 23, 2020.
27. ^ "Gov. Cuomo urged to close downwards NYC subways to stop coronavirus spread". New York Postal service. Apr 18, 2020.
28. ^ Meyer, David (April 20, 2020). "MTA chair passes arraign to wellness officials as bureau's coronavirus expiry cost tops lxxx". New York Mail. Retrieved May 5, 2020.
29. ^ Guse, Clayton (April 14, 2020). "MTA promises $500k in death benefits for coronavirus victims". New York Daily News . Retrieved April 16, 2020.
30. ^ Martinez, Jose (June 1, 2020). "NYC Subway Crews Hit Hardest by Coronavirus, MTA Numbers Bear witness". THE City. Archived from the original on June 14, 2020.
31. ^ Goldbaum, Christina (April 30, 2020). "N.Y.C.'s Subway, a 24/vii Mainstay, Will Close for Overnight Disinfection". The New York Times. ISSN 0362-4331. Retrieved April 30, 2020.
32. ^ Goldbaum, Christina (June 10, 2020). "Inside the Newly Spotless Subway: 'I've Never Seen It Similar This'". The New York Times. ISSN 0362-4331. Archived from the original on June xiii, 2020. Retrieved June 16, 2020.
33. ^ "How We're Stepping Upward Our Cleaning Procedures During the Coronavirus Pandemic". MTA. Archived from the original on June xi, 2020.
34. ^ Salkin, Allen (June 15, 2000). "Former Metrocard Can Be a Fare-Ly Assisting Particular". New York Mail . Retrieved March 13, 2016.
35. ^ Faison, Seth (June 2, 1993). "3,000 Subway Riders, Cards in Hand, Test New Fare System". The New York Times . Retrieved Apr 25, 2010.
36. ^ Donohue, Pete (August 26, 2014). "With work on Greenpoint Tube fix to end, advocates want gratis G-to-J/M transfer to exist permanent". New York Daily News . Retrieved February 28, 2016.
37. ^ "NYC Transit Grand Line Review" (PDF). mta.info. Metropolitan Transportation Dominance. July 10, 2013. Retrieved Feb 28, 2016.
38. ^ Newman, Andy (July iii, 1998). "Hop On, Hop Off: The Unlimited Metrocard Arrives". The New York Times . Retrieved January 8, 2010.
39. ^ Newman, Andy. "Guide to NYC Subway". FreshNYC. Archived from the original on January 5, 2018. Retrieved February 24, 2019.
40. ^ "MTA: Say Goodbye to Fun Cards". WNYC . Retrieved February 9, 2016.
41. ^ Rivoli, Dan; Gregorian, Dareh (April 12, 2016). "MTA to solicit proposals for 'New Fare Payment System,' taking get-go pace in finding MetroCard replacement". New York Daily News . Retrieved Nov 30, 2016.
42. ^ Rivoli, Dan (October 23, 2017). "MTA approves plan to scrap MetroCards for 'tap' payment system". NY Daily News . Retrieved Oct 24, 2017.
43. ^ ^{a b} Barron, James (October 23, 2017). "New York to Replace MetroCard With Modern Way to Pay Transit Fares". The New York Times. ISSN 0362-4331. Retrieved Oct 24, 2017.

External links [edit]

• New York City Transit: official site
• nycsubway.org: New York Urban center Subway Resources
• Transport Workers Union Local 100
• New York City Transit: Trip Planner site
• "New York City Transit Authority collected news and commentary". The New York Times.
• New York City Transit Authority Collective Bargaining Agreements at the Kheel Center for Labor-Direction Documentation and Archives, Cornell Academy Library

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Source: https://en.wikipedia.org/wiki/New_York_City_Transit_Authority

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