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Tag: mta

  • Queens subway assault: Conductor attacked on A train

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    FILE – An A train in the Rockaways.

    Photo by Ramy Mahmoud

    The NYPD is searching for an unidentified perpetrator who landed a 37-year-old subway conductor in the hospital after punching him in the face aboard a Queens A train early Thursday morning.

    Cops say that around 1:33 a.m. on Jan. 15, officers from the 101st Precinct and Transit District 23 responded to a 911 call reporting an assault on the conductor. The incident occurred while a Manhattan-bound A train was pulling into the Beach 25th Street station in Far Rockaway.

    According to police, the victim reported being approached by the unidentified perpetrator, who then punched him in the face, causing him to hit his head on the train cabin wall.

    EMS personnel rushed the victim to St. John’s Episcopal Hospital, where he was in stable condition.

    Police are still searching for the perpetrator, who they only described as wearing a black coat. They have yet to make an arrest and continue to investigate.

    The MTA did not immediately offer comment on the incident. Ellen Moynihan, a spokesperson for the Transport Workers Union Local 100, stated that they are investigating the incident.

    The NYPD classifies the infraction as a felony assault, a crime category that is up 112.5% in the 101st Precinct through Jan. 11 compared to the same period last year. There have been 17 felony assaults in the precinct so far this year.

    Anyone with information regarding this incident is asked to call the NYPD’s Crime Stoppers Hotline at 1-800-577-TIPS (8477) or for Spanish, 1-888-57-PISTA (74782). The public can also submit their tips by logging onto the Crime Stoppers website at crimestoppers.nypdonline.org, or on X @NYPDTips. All calls and messages are kept confidential.

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    Ethan Stark-Miller

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  • Happy New Year! A series of transit fare hikes take effect this weekend

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    The MTA’s series of fare hikes takes effect this weekend.

    Yes, that means Monday’s commute will be extra rough. Plus, a system-wide rollout rarely happens flawlessly.

    Sweeping fare hikes take effect Sunday, affecting New York City Transit’s subways and buses, the Long Island Rail Road and Metro-North.

    The MTA Board approved the plan with an 11-0 vote and two abstentions in September 2025, though most changes were set to take effect in January to align with the system-wide rollout of the tap-and-ride technology.

    A funeral was held for the MetroCard as the piece of swipeable plastic retires in favor of a tap-and-go system. NBC New York’s Gaby Acevedo reports on the end of an era for the city’s subway.

    Here are the details on the fare and policy changes:

    Subways, buses and Access-A-Ride

    The base fare for subways, local buses, and Access-A-Ride increases 10 cents, from $2.90 to $3. The reduced fare goes from $1.45 to $1.50, and the express bus base fare increases from $7 to $7.25.

    A number of policy updates and enhancements are also rolling out:

    • OMNY seven-day fare-capping becomes permanent. The 7-day rolling fare cap, which allows customers to pay for 12 rides in a 7-day period and automatically ride free for the rest of the week with no pre-payment required, becomes permanent. At the adjusted and approved base fare, no customer will pay more than $35 for subway and local bus rides in a week; reduced-fare customers will pay no more than $17.50 in a week. The prepaid MetroCard 7-Day, 30-Day, and Express Bus Plus unlimited passes will retire and be replaced with the automatic fare cap for all riders.
    • Fare-capping extended to express bus network. Express bus customers will pay no more than $67 a week for unlimited express bus, local bus, and subway rides in any 7-day period.
    • Tap-and-ride will be required for fare payment on subway, local and express bus. The last day to buy or refill a MetroCard was Dec. 31, 2025. Beginning later in 2026, coins won’t be accepted on buses but will be at card vending machines in subway stations and at one of the 2,700 local businesses that sell OMNY cards.
    • OMNY charge and trip history available on OMNY. info. Customers are now able to track their trips and associated charges on OMNY.info. The page shows tap-and-ride customers their fare progress to unlimited rides. By mid-2026, the MTA app will include all self-service tools available on OMNY.info.
    • Promotional $1 OMNY card fee ends by mid-2026. The fee for a new OMNY card will be $2 when the MTA no longer accepts MetroCard for fare payments. This is still lower than the original $5 fee. OMNY cards are more durable and last for up to 5 years, more than twice as long as the MetroCard.

    For years, a Queens man enjoyed paying half-price on New York City’s mass transit system as part of a reduced fare program. So why did his discount suddenly go away? Better Get Baquero investigates.  

    Long Island Rail Road and Metro-North

    For the commuter railroads, an average increase of up to 4.5% applies to monthlies, weeklies, and one-way peak tickets (excluding City Tickets). There will be no increase to Metro-North’s Port Jervis and Pascack Valley lines.

    Monthly ticket fares will not exceed $500.

    To view the full Metro-North fare table, see here. To view the full LIRR fare table approved today, see here.

    There are also a bunch of ticket policy changes:

    • Universal reduced-fare ticket valid for travel at all times. There will be a universal reduced-fare ticket for seniors, people with disabilities, and people on Medicare that will be valid 24/7, including on morning peak trips.
    • More affordable trips for families. The eligibility age for a Family Fare ticket goes from 11 to 17. Children aged 5-17 will ride for $1 when accompanied by a fare-paying adult, including during the morning rush.
    • One-way tickets are valid until 4 a.m. the next day. All one-way tickets, both paper and mobile, will expire at 4 a.m. the day after purchase. Current one-way tickets are valid for 60 days. Customers still need to activate tickets before boarding.
    • New unlimited Day Pass. A Day Pass is available to purchase for unlimited daily travel, replacing the round-trip ticket and will be valid until 4 a.m. the next day. On weekdays, the Day Pass will cost 10% less than two one-way peak tickets; on weekends, it would cost the same as two one-way off-peak tickets.
    • “Pay-as-you-go” mobile discount replaces 10-trip ticket. A new “pay-as-you-go” discount will be available for mobile customers. After 10 peak or off-peak trips in 14 days, mobile customers get an 11th peak or off-peak one-way trip for free in the same 14-day period. The prior 10-trip was discontinued, and the new fare product does not require customers to pre-pay upfront to receive a discount.
    • Onboard surcharges for late mobile ticket purchases and activations. Customers who repeatedly purchase or activate mobile tickets on board are subject to an onboard surcharge after an escalating series of warnings. This change is aimed at expediting fare collection by encouraging customers to have their tickets activated and ready for inspection.

    Pei-Sze Cheng reporting on LIRR, Metro North fare increase takes effect January 4.

    Bridge and tunnel tolls

    One-way passenger-vehicle toll rates increase between 20 cents to 60 cents at all bridge and tunnel facilities. This includes E-ZPass and Tolls by Mail.

    The existing toll discount programs for Queens, Bronx, and Staten Island drivers remain in effect.

    Learn more about fare and toll changes here.

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    NBC New York Staff

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  • The end of the line: New York City’s iconic MetroCard is about to go out of service

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    For more than three decades, lifelong New Yorkers and tourists visiting the Big Apple have shared the experience of a MetroCard swipe gone wrong. Swiping the transit card too fast or too slow, with the stripe facing the wrong side, or having insufficient fare all led to the subsequent, seemingly judgmental thud of the turnstile slamming into you.”It’s embarrassing. You feel like you’re not an authentic New Yorker if you’re not swiping your MetroCard the right way,” said Mike Glenwick, 37, who has lived in the city most of his life and has been collecting limited-edition MetroCards since he was six.Now the days of swiping the blue and yellow plastic cards are numbered. Come January 1, the Metropolitan Transit Authority will no longer sell MetroCards, and riders will be required to use OMNY, a contactless fare payment system. (Existing MetroCards will continue to be accepted at terminals, though MTA said their “final acceptance date will be announced at a later time.”)Bidding farewell to the card has been a journey for New Yorkers and the MTA alike.From tokens to cardsNew York City subway’s iconic tokens were the default form of fare payment before the MetroCard was introduced. When tokens were initially rolled out in 1953, they were about the size of a dime and most had a hollowed-out Y between an engraved N and C, spelling out NYC.Though clunky to carry around, they were easy to use: all transit passengers had to do was drop the tokens into a turnstile or farebox. For the MTA, it overcame the issue of being able to increase fares without having to redesign fare collection systems to accept various kinds of coins.But in 1983 Richard Ravitch, then the commissioner of the MTA, began to envision a different fare payment system. Instead, he floated a magnetic stripe card with a stored value.”His argument was that New York is a very modern cosmopolitan city and there are other modern cosmopolitan cities that are using this as their fare payment system,” said Jodi Shapiro, curator of the FAREwell MetroCard exhibit at the New York Transit Museum. But as his idea gained traction, it quickly became about more than just keeping up with other cities. At one point the MTA considered integrating MetroCards with pay phones so callers didn’t have to use coins (that didn’t end up happening, though).The MTA initially thought the shift to MetroCards would “spell the death knell for fare evasion” since many riders were previously getting away with using various other kinds of coins and tokens, said Noah McClain, a sociology professor who has researched MetroCard technology and fare evasion trends. But that was hardly the case: “Fare evasion certainly endured, albeit often in different forms.”One famous one, “swipers,” as they came to be known, sold bent MetroCards that allowed riders to fraudulently bypass turnstiles. Separately, a group of hackers was able to successfully reverse engineer many parts of the MetroCard.But riders saw benefits, too. One of the biggest selling points for the MetroCard was that users could purchase different, more flexible fares. That included discounts for seniors, disabled people and students, as well as cards that offered unlimited rides throughout the month.Cards also came with a massive perk that tokens didn’t: free transfers. One swipe of a MetroCard on a bus or subway meant riders didn’t have to pay again if they transferred to another bus or subway train.A collector’s itemBut just as New York subway tokens became icons of the city, so did the MetroCard. And that was by design.”MetroCards were made to be collected,” Shapiro said. The year the MTA launched the MetroCard, 1994, was also when it released an inaugural limited edition card. Since then there have been around 400 commemorative MetroCards issued. Some of those have featured advertisements, a major source of revenue for the MTA, while others have commemorated historic events, such as Grand Central’s centennial anniversary and the first game between the Yankees and Mets in 1997, a tradition now known as the “Subway Series.”Other notable cards include the Supreme-branded ones and the David Bowie ones aimed at marketing a museum exhibit timed to the release of cards. New Yorkers reported hours-long lines to purchase these at stations.Glenwick has nearly 100 MetroCards in his collection, and his first featured members of the New York Rangers after the team won the Stanley Cup in 1994 for the first time in 54 years.The idea to collect MetroCards immediately clicked for him: “It was something that was accessible to collect. I didn’t spend extra money because we used the MetroCards anyway,” he said.An art mediumThomas McKean has lost track of how many MetroCards he’s accumulated over the past 25 years. It all started on a subway ride where he forgot to bring a newspaper or a book, something he’d typically do before the age of smartphones.In their absence, to pass the time, he stared at his MetroCard, idly wondering how many words he could wring from its letters. When he got off the subway, he grabbed a fistful of MetroCards lying around on the ground of the station, and once he got home, he started making MetroCards with different words.”And then without even realizing it, I got hooked because I love the material and aesthetic,” McKean told CNN. His designs were initially two-dimensional, using the front and back of MetroCards cut up and pieced together like a mosaic, but eventually he started experimenting with three-dimensional designs, too.McKean’s art has been featured at home goods store Fishs Eddy in Manhattan, as well as on the cover of a Time Out New York magazine. His art will also be featured at an upcoming exhibit at the Transit Museum’s Grand Central gallery. Over the years, he’s taken on several commissions. To his surprise, many of those customers aren’t based in New York and yet they exhibit the same admiration for the MetroCard as lifelong New Yorkers.McKean said he has several thousand untouched MetroCards left in his reserves in addition to all the scraps from prior projects. “I never throw anything away until it’s just too small to use.”A tap-and-go futureThe transit system going forward, OMNY, short for One Metro New York, replaces swipes with taps at turnstiles via smartphones or smartwatches with mobile wallets, credit cards or OMNY cards.For now, riders can still use cash to purchase OMNY cards for $1 at vending machines at subways and at retailers across the city. But many feel as though it’s a matter of time before the MTA stops accepting cash, like many retailers have, which has essentially excluded people who are unbanked and lack a credit or debit card. (The MTA didn’t respond to CNN’s request for comment.)”While there’s no doubt the MetroCard will remain an iconic New York City symbol, tap-and-go fare payment has been a game changer for everyday riders and visitors, saving them the guessing game on what fare package is most cost efficient for their travels and making using NYC’s transit system much easier,” MTA chief customer officer Shanifah Rieara said in a statement in March, when the phaseout of the MetroCard was announced.At the time, the MTA said the change will save the agency $20 million annually “in costs related to MetroCard production and distribution; vending machine repairs; and cash collection and handling.”But for all the benefits that the MTA has advertised OMNY contains, including unlimited rides after your 12th of the week, Glenwick is not ready to make the transition.”I feel like part of my childhood is disappearing… I don’t want to let it go until I have to.”

    CNN —

    For more than three decades, lifelong New Yorkers and tourists visiting the Big Apple have shared the experience of a MetroCard swipe gone wrong. Swiping the transit card too fast or too slow, with the stripe facing the wrong side, or having insufficient fare all led to the subsequent, seemingly judgmental thud of the turnstile slamming into you.

    “It’s embarrassing. You feel like you’re not an authentic New Yorker if you’re not swiping your MetroCard the right way,” said Mike Glenwick, 37, who has lived in the city most of his life and has been collecting limited-edition MetroCards since he was six.

    Now the days of swiping the blue and yellow plastic cards are numbered. Come January 1, the Metropolitan Transit Authority will no longer sell MetroCards, and riders will be required to use OMNY, a contactless fare payment system. (Existing MetroCards will continue to be accepted at terminals, though MTA said their “final acceptance date will be announced at a later time.”)

    Bidding farewell to the card has been a journey for New Yorkers and the MTA alike.

    From tokens to cards

    New York City subway’s iconic tokens were the default form of fare payment before the MetroCard was introduced. When tokens were initially rolled out in 1953, they were about the size of a dime and most had a hollowed-out Y between an engraved N and C, spelling out NYC.

    Though clunky to carry around, they were easy to use: all transit passengers had to do was drop the tokens into a turnstile or farebox. For the MTA, it overcame the issue of being able to increase fares without having to redesign fare collection systems to accept various kinds of coins.

    But in 1983 Richard Ravitch, then the commissioner of the MTA, began to envision a different fare payment system. Instead, he floated a magnetic stripe card with a stored value.

    “His argument was that New York is a very modern cosmopolitan city and there are other modern cosmopolitan cities that are using this as their fare payment system,” said Jodi Shapiro, curator of the FAREwell MetroCard exhibit at the New York Transit Museum. But as his idea gained traction, it quickly became about more than just keeping up with other cities. At one point the MTA considered integrating MetroCards with pay phones so callers didn’t have to use coins (that didn’t end up happening, though).

    The MTA initially thought the shift to MetroCards would “spell the death knell for fare evasion” since many riders were previously getting away with using various other kinds of coins and tokens, said Noah McClain, a sociology professor who has researched MetroCard technology and fare evasion trends. But that was hardly the case: “Fare evasion certainly endured, albeit often in different forms.”

    One famous one, “swipers,” as they came to be known, sold bent MetroCards that allowed riders to fraudulently bypass turnstiles. Separately, a group of hackers was able to successfully reverse engineer many parts of the MetroCard.

    But riders saw benefits, too. One of the biggest selling points for the MetroCard was that users could purchase different, more flexible fares. That included discounts for seniors, disabled people and students, as well as cards that offered unlimited rides throughout the month.

    Cards also came with a massive perk that tokens didn’t: free transfers. One swipe of a MetroCard on a bus or subway meant riders didn’t have to pay again if they transferred to another bus or subway train.

    A collector’s item

    But just as New York subway tokens became icons of the city, so did the MetroCard. And that was by design.

    “MetroCards were made to be collected,” Shapiro said. The year the MTA launched the MetroCard, 1994, was also when it released an inaugural limited edition card. Since then there have been around 400 commemorative MetroCards issued. Some of those have featured advertisements, a major source of revenue for the MTA, while others have commemorated historic events, such as Grand Central’s centennial anniversary and the first game between the Yankees and Mets in 1997, a tradition now known as the “Subway Series.”

    Other notable cards include the Supreme-branded ones and the David Bowie ones aimed at marketing a museum exhibit timed to the release of cards. New Yorkers reported hours-long lines to purchase these at stations.

    Glenwick has nearly 100 MetroCards in his collection, and his first featured members of the New York Rangers after the team won the Stanley Cup in 1994 for the first time in 54 years.

    The idea to collect MetroCards immediately clicked for him: “It was something that was accessible to collect. I didn’t spend extra money because we used the MetroCards anyway,” he said.

    An art medium

    Thomas McKean has lost track of how many MetroCards he’s accumulated over the past 25 years. It all started on a subway ride where he forgot to bring a newspaper or a book, something he’d typically do before the age of smartphones.

    In their absence, to pass the time, he stared at his MetroCard, idly wondering how many words he could wring from its letters. When he got off the subway, he grabbed a fistful of MetroCards lying around on the ground of the station, and once he got home, he started making MetroCards with different words.

    “And then without even realizing it, I got hooked because I love the material and aesthetic,” McKean told CNN. His designs were initially two-dimensional, using the front and back of MetroCards cut up and pieced together like a mosaic, but eventually he started experimenting with three-dimensional designs, too.

    McKean’s art has been featured at home goods store Fishs Eddy in Manhattan, as well as on the cover of a Time Out New York magazine. His art will also be featured at an upcoming exhibit at the Transit Museum’s Grand Central gallery. Over the years, he’s taken on several commissions. To his surprise, many of those customers aren’t based in New York and yet they exhibit the same admiration for the MetroCard as lifelong New Yorkers.

    McKean said he has several thousand untouched MetroCards left in his reserves in addition to all the scraps from prior projects. “I never throw anything away until it’s just too small to use.”

    A tap-and-go future

    The transit system going forward, OMNY, short for One Metro New York, replaces swipes with taps at turnstiles via smartphones or smartwatches with mobile wallets, credit cards or OMNY cards.

    For now, riders can still use cash to purchase OMNY cards for $1 at vending machines at subways and at retailers across the city. But many feel as though it’s a matter of time before the MTA stops accepting cash, like many retailers have, which has essentially excluded people who are unbanked and lack a credit or debit card. (The MTA didn’t respond to CNN’s request for comment.)

    “While there’s no doubt the MetroCard will remain an iconic New York City symbol, tap-and-go fare payment has been a game changer for everyday riders and visitors, saving them the guessing game on what fare package is most cost efficient for their travels and making using NYC’s transit system much easier,” MTA chief customer officer Shanifah Rieara said in a statement in March, when the phaseout of the MetroCard was announced.

    At the time, the MTA said the change will save the agency $20 million annually “in costs related to MetroCard production and distribution; vending machine repairs; and cash collection and handling.”

    But for all the benefits that the MTA has advertised OMNY contains, including unlimited rides after your 12th of the week, Glenwick is not ready to make the transition.

    “I feel like part of my childhood is disappearing… I don’t want to let it go until I have to.”

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  • Op-Ed | The holidays bring crowds, and NYC Transit is ready for them | amNewYork

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    MTA New York City Transit President Demetrius Crichlow riding a bus in Queens.

    Marc A. Hermann / MTA

    New York is a global travel destination all year round, but it’s particularly special to be here during the holidays. Longtime residents and tourists alike take advantage of all that the City has to offer – from iconic holiday markets to elaborate decorations, to big events like the Thanksgiving Day Parade and the Rockefeller Center Tree Lighting. 

    All these people aren’t getting around in private cars. They’re taking transit, and our team is mindful of the influx of regular and new riders. So, we’re taking proactive steps to maintain great service throughout the season. 

    Much like how you might clean up before hosting, New York City Transit also wants the system to look its best – power washing high-traffic stations like 34 St-Herald Square ahead of the parade and 42 St-Times Square Station before the ball drop. We send additional personnel to stations to help with crowd control, wayfinding and fare purchases as well. 

    The holidays are prime time for station agents, who aren’t just ambassadors to the subways; they’re also representatives of New York City and their work is important. We take seriously our duty to provide excellent customer service to all riders, including visitors who might need a little extra help navigating the system.   

    We also know that more people create more trash. As much as we encourage customers to dispose of their garbage in bins, they don’t always do that. Not only does this present a cleanliness issue, but it can also have an impact on service when debris ends up on the tracks. That’s why we’re ramping up cleaning schedules at 47-50 Sts-Rockefeller Center to help protect service at the station that is the gateway to so many iconic New York holiday traditions. 

    We don’t want anything to jeopardize your ride. On-time performance last month reached an impressive 83.4%, boosted by the introduction of new trains. We now have 745 R211 cars in service, with over 250 running on the A line, 100 on the C, 70 on the G, and more than 100 on the B. The entire Staten Island Railway fleet has also been replaced with the new models. 

    Strong service isn’t a gift, it should be a given and we work hard to provide it. With this incredible team in place, I know we can continue to deliver safe and efficient service that all riders can rely on this holiday season.

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    By Demetrius Crichlow

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  • NYC Mayor’s Race: Mamdani rebuffs MTA boss Lieber’s skepticism of his free bus plan | amNewYork

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    Democratic mayoral nominee Zohran Mamdani rebuffed MTA CEO and Chair Janno Lieber’s criticsm of his free bus plan. Thursday, Oct. 30, 2025.

    Photo by Lloyd Mitchell

    Zohran Mamdani, the Democratic mayoral nominee and frontrunner, dismissed on Thursday MTA Chair Janno Lieber’s recent criticism of his signature campaign promise to make buses operated by the agency free.

    Lieber is one of a number of critics of Mamdani’s fare-free bus plan. As amNewYork reported Wednesday in an in-depth examination of the plan, skeptics say Mamdani faces numerous challenges to fulfilling this campaign promise — from financing operations without a state-approved tax increase, to wresting control of the bus system away from the MTA.

    During a Thursday afternoon Brooklyn campaign stop, Mamdani responded to Lieber’s comments from earlier this week on NY1, stating that his free bus proposal needed to be studied far more thoroughly.

    “Any change of the scale that’s being talked about, taking a section of our incredibly important transit system and changing it entirely has to be studied,” Lieber said, noting that the MTA studied the potential impact of the congestion pricing program for five years before implementing it.

    The MTA boss said such a review is necessary to understand if the MTA needs to run more buses, bring extra depots online, and account for a loss in subway fare revenue as well.

    But Mamdani — who is also a democratic socialist Queens Assembly member — said on Oct. 30 that he heard many similar criticisms when pushing for a free bus pilot program in Albany. The pilot saw the MTA make one bus line in each of the five boroughs free for a year.

    The test run ended in the summer of 2024, with the MTA declaring it a failure because it slowed average bus speeds, despite more regular riders boarding each route.

    MTA Chair and CEO Janno Lieber
    MTA Chair and CEO Janno Lieber riding the subway on March 6, 2025.Photo by Dean Moses

    During the Thursday press gaggle, Mamdani didn’t offer any new information about his bus plan — but he said he took comments criticizing his bus vision with “a grain of salt.”

    “I take things that are said with a grain of salt about the lack of changing the way that we do things here in New York City,” Mamdani said. “When we were pushing for free buses in Albany, these were a lot of the same concerns that were raised at the time, and we won the first free buses in New York City history. We made one bus route free in every single borough.”

    Lieber also aired concerns about subsidizing bus fares for those who can afford to pay, saying he prefers the city’s means-tested Fair Fares program, which provides half-fare rides to low-income New Yorkers up to 145% of the federal poverty level. Mamdani’s chief rival, former Gov. Andrew Cuomo, has mounted a similar criticism against his free bus plan.

    Mamdani also stood by his campaign’s $700 million-a-year cost estimate for making buses free, in response to Lieber’s prediction that it will bear a price tag closer to $1 billion. A 2023 Independent Budget Office analysis estimated the expected price tag at a minimum of $652 million. 

    “I continue to be confident in our cost estimates,” Mamdani said. “I think that much of the estimates that are being put forward are more of hypotheticals than actually realistic assessments of where we are in this moment.”

    He added that he is “excited to work with” Lieber.

    The Democratic nominee has said he wants to fund the program — and other core campaign initiatives, such as free universal child care — by raising the state’s corporate tax rate to 11.5% and personal income taxes on millionaires by 2%.

    However, Mamdani needs Albany lawmakers and Gov. Kathy Hochul to approve such a tax increase. While Assembly Speaker Carl Heastie has said he supports raising taxes on the wealthy, the governor — who is headed into a potentially tough reelection year — has said tax hikes are a nonstarter.

    Even those who tacitly support free buses in New York noted that such a proposal comes with a hefty cost that someone will need to pay.

    “Nothing is free in life, so we’re not talking about free buses,” John Samuelsen, president of the Transport Workers Union International, told amNewYork. “We’re talking about building the cost of the buses into the wider tax bases. Just like we don’t pay for sanitation at the point of service.” 

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    Ethan Stark-Miller

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  • Ask the MTA | Leaf peeper trains, MTA memorabilia sale and more | amNewYork

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    amNewYork Metro, in conjunction with the MTA, present “Ask the MTA,” a column where MTA officials answer your questions about transit service in New York City. If you have a question for the MTA about subways, buses, commuter rails and more, email askthemta@amny.com.

    Q: Will Metro-North bring back the leaf peeper trains this fall? Beth K., Cortlandt, NY

    A: We were thrilled to bring back our hugely popular leaf peeper trains earlier this month. They started running October 4 and will continue on weekends through November 16 so New Yorkers can take in all the fall foliage and outdoor activities the Hudson Valley has to offer. Schedule information is available on the MTA website and the Train Time app. – Justin Vonashek, President, Metro-North Railroad 

    Q: I saw something on social media about an upcoming MTA memorabilia sale. When is it and how can I get there? Landon S., Rochdale 

    A: We love sharing vintage and other authentic Transit subway signs, globes, and logos along with items from our retired fleets, such as grab holds and R46 seats, and even smaller treasures like tokens. For the first time ever, we’ll be accepting walk-ins only, so nobody will have to make a reservation to browse and buy. Visitors at the pop-up location will have a 45-minute window to shop to help keep things moving. 

    The sale will take place this Thursday (10/15) and Friday (10/16) from 9 a.m. to 2 p.m. at 23 Avenue X in Gravesend, Brooklyn. The best way to get there is by taking the D train to Bay 50 St. Parking will also be available.

    A completed waiver is required for entry. We recommend printing one directly from the MTA website to bring with you. It’s also worth noting payment is strictly Visa or Mastercard, no cash or Amex, and all items are pick-up only.  – Vivian Ng, Asset Recovery Manager, New York City Transit

    Q: I’ve seen alerts about major construction for the 34 St busway coming within the next few weeks. Do you know when it will open, and will there be any disruptions to express bus service in the meantime? Minerva E., Midtown South

    A: The New York City Department of Transportation is in charge of street management – including busway projects — and they’ve assured us there will be relatively little construction involved, mostly signage changes with some pavement markings. Buses will continue to operate around this work as they always do during other bus lane and bus priority projects. Recent reports say the 34 St busway will be completed by the end of the year. –Sarah Wyss, Acting Chief of Operations Planning, New York City Transit 

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    amNewYork

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  • Federal government disrupts major NY infrastructure projects: What contractors should know | Long Island Business News

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    In Brief:

    As the federal government shutdown stretches on, New York’s construction sector is bracing for significant disruption. Approximately $18 billion in federal infrastructure funding is now frozen, impacting two of the city’s largest and most critical transit projects: The Hudson Tunnel reconstruction and the Second Avenue Subway extension. These high-profile transit projects represent billions in construction contracts and tens of thousands of jobs across the region.

     

    Hudson Tunnel project

    Part of the , this $17.2 billion initiative represents one of the most ambitious infrastructure undertakings in the Northeast. Having secured more than $11 billion through various federal grant programs, the project encompasses the construction of a new tunnel, along with the rehabilitation of the 115-year-old North River Tunnel, which was damaged during Superstorm Sandy. The rail link is considered vital to the Northeast Corridor’s economic , with approximately 200,000 commuters relying on it daily. The project is expected to create over 95,000 direct, indirect and induced jobs during construction while generating $19.6 billion in economic activity.

     

    Second Avenue Subway extension

    A long-awaited and needed expansion into East Harlem, this project promises to bring improved transit access to over 100,000 residents. The extension is expected to reduce overcrowding on the Lexington Avenue line by 22 percent during morning rush hours. With Phase 2 of the project costing an estimated $2 billion, construction had been ramping up with federal support until the shutdown paused reimbursements and furloughed key Department of Transportation staff.

    Economic and operational impacts of the shutdown

    It goes without saying that the funding freeze is expected to significantly impact New York-based infrastructure contractors, especially those facing delayed timelines and potential job losses. While the Metropolitan Transportation Authority () has a set state-sponsored budget in place, it still relies on federal grants. The freeze is anticipated to affect MTA operations and delay future bids, with uncertainty likely to ripple through the broader economy, particularly in sectors tied to public infrastructure.

     

    How impacted contractors can respond

    It’s been a turbulent year for the . Tariff uncertainties, volatile markets and fluctuating labor costs have prompted new strategies throughout 2025. Now, the adds another challenge to the mix. With billions in funding frozen and project timelines up in the air, contractors are rethinking their approach in several key areas:

     

    Strengthening financial management

    This level of uncertainty is prompting sharper financial oversight from contractors, as projects that impact financial results are now in question. In any economic climate, the fundamental “tried-and-true” construction financial management tools—cash flow forecasts and project budgets—are essential. These reports will help management identify peaks and valleys in cash flow across projects and the company as a whole, allowing for proactive planning rather than reactive fixes.

     

    Evaluating liquidity options

    Even with the consensus that the shutdown will eventually be resolved, a prolonged funding freeze would impact operational liquidity. As part of ongoing financial modeling, it’s essential to understand where cash is accessible. The obvious source is working capital lines of credit from banks. Although interest rates are beginning to creep lower, there is still a cost to that capital.

    Contractors should evaluate other potential cash sources, including short-term loans from ownership, liquidation of marketable securities or other readily tradable investments and negotiating advance payment from project owners. Some firms may also consider temporarily scaling back discretionary spending or postponing equipment purchases to preserve cash reserves.

     

    Maintaining communication with financial partners

    Whether the stakeholders are bonding agents, sureties, bankers or other financial parties, transparent communication regarding the shutdown’s potential impacts could prove critical in maintaining relationships and reinforcing confidence in management. Demonstrating how the business could be impacted and outlining the plan(s) to remediate and alleviate those risks will build support for any short-term help.

     

    What’s ahead for New York?

    City officials have not yet announced emergency funding measures, but the pressure is mounting. With New York’s transit system serving over 3 million riders daily, any prolonged disruption could have cascading effects on mobility, employment and urban development. Industry leaders are urging Congress to reach a swift resolution as every day of delay costs time, money and public trust.

    For now, the industry waits—but contractors with strong financial buffers and proactive communication strategies may be better positioned to weather the uncertainty.

     

    Carl Oliveri is partner and construction practice leader at Grassi, with more than 25 years of experience guiding construction executives on financial strategy, operations and market trends.


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  • Judge blocks feds from cutting millions in NYC transit anti-terrorism funds

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    Citing the 9/11 attacks and other threats, a U.S. judge on Wednesday blocked the federal government from diverting or withdrawing $34 million in funding to protect New York’s transportation system from terrorist attacks.

    Judge Lewis A. Kaplan said the state of New York will “quite likely” be able to prove its claims that the money would be improperly diverted because the Trump administration wanted to punish New York for not cooperating with its massive deportation program.

    The state sued the Department of Homeland Security and the Federal Emergency Management Agency on Tuesday, noting that the Sept. 11, 2001, terror attacks let to the creation of the Rail and Transit Security Grant Program to protect transit systems from chemical, biological, radiological and explosives threats.

    The city’s transit system isn’t the only agency facing cuts. The Trump administration slashed federal counterterrorism funding for the New York Police Department from $90 million to nearly $10 million, a move that Commissioner Jessica Tisch on Wednesday called “profoundly bad news.”

    The Justice Department declined to comment.

    “New York is no stranger to risks of terrorist attacks”

    In granting a temporary restraining order, Kaplan noted that the grant program was created with instructions that it be allocated solely on the basis of terrorism risk.

    “Obviously, New York is no stranger to risks of terrorist attacks and it’s not just 9/11 that tells us that,” the judge said before recounting numerous attacks in the city since the 1993 World Trade Center bombing that killed six people and injured more than 1,000 others.

    He also noted that Khalid Sheik Mohammed, described as the architect of the Sept. 11 attacks, was to be tried in New York until “enough pressure from Congress and the city’s administration” got the decision overturned.

    “And he’s still in Guantanamo years later with no end to a trial in sight. Why did that happen? It happened because of an acute fear of terrorism attacks,” Kaplan said.

    The judge said it was “reasonably likely, quite likely” that the city of New York will prove the Trump administration withdrew the money because it decided “New York should be punished for exercising its responsibilities in a way that does not satisfy the administration in what it calls the largest deportation mission in history.”

    NYPD commissioner said cutting resources would put lives at risk

    At an afternoon news conference before the ruling, Tisch warned that it was a “profound mistake” to take anti-terrorism funding away from “the No. 1 terrorist target in the world.”

    “Cutting these resources now, in a time of global conflict and surging threats, puts lives at risk and will make our city meaningfully less safe. To be blunt, this is the difference between a city that prevents the next attack and a city left exposed to it,” she added.

    Besides the attacks on the World Trade Center, Kaplan said the city has faced scores of attacks since 9/11, including one where a man severely burned himself trying to set off a pipe bomb in the Times Square subway station in 2017, as well as when two pressure-cooker-type devices were found at the Fulton Street subway station in lower Manhattan in 2019, triggering an evacuation and affecting thousands of commuters.

    The judge also mentioned a Halloween 2017 attack in which a man in a truck killed eight people on a bicycle path in Manhattan and the 2022 shooting on a subway train in Brooklyn in which a man wounded 10 passengers with gunfire.

    The judge said he expressed no view on the administration’s deportation program and believed a lawyer for the federal government was mistaken when he claimed that a temporary restraining order was premature because funds had not yet been dispersed on what was the first day of the new budget year.

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  • Car Free Day Long Island promotes greener travel | Long Island Business News

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    THE BLUEPRINT:

    • LI encourages alternatives to driving on Sept. 22

    • Long Islanders urged to walk, bike, or take transit

    • Local leaders join sustainability push

    • Efforts support cleaner air, safer streets and more

    Car Free Day LI is Monday, and advocates hope people in Nassau and Suffolk counties will drive less, and rely instead on mass transit, bicycling, , vanpooling and working from home.

    More than 2.8 million people live in Nassau and Suffolk, and if community members replaced one car trip on Monday alone, the results would be felt right away, according to Transit Solutions, a federally funded Metropolitan Transportation Authority program.

    “For twenty years, Transit Solutions has shown what’s possible when works together,” Mindy Germain, Car Free Day LI co-chair, said in a news release about the program.

    “Every rider, every partner and every small behavior change adds up to cleaner air, safer streets and stronger communities,” she said. “Today, we’re inviting every Long Islander to make one simple swap – and be part of the next 20 years of progress.”

    Going car-free for a day on Long Island can be challenging, but Transit Solutions highlights several initiatives aimed at making it easier, helping to reduce the region’s carbon footprint and air pollution while also improving overall transportation options.

    This includes transit investments by the Long Island Rail Road, NICE Bus and Transit, all aimed at helping people reach jobs, schools, medical appointments, run errands, and more.

    College campuses, including Farmingdale State College and Adelphi University, aim to reduce car dependency and educate students about through Transit Solutions’ Transit Ambassador Program. There is also a youth ambassador program for younger Long Islanders.

    Northwell is working with Transit Solutions to achieve the goal of becoming carbon neutral by 2050 through pre-tax transit benefits and bike co-op initiatives.

    The City of Glen Cove is working with Transit Solutions to make walkability, accessibility and age-friendly mobility a priority.

    Additional supporters include Vision Long Island and Friends of LI Greenway, which promote trails, and walkable main streets. And ICF Statewide Mobility Program is advancing new approaches that include its Bike Borrow program.

     


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    Adina Genn

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  • Tracks Raw Bar opens at Grand Central Madison, catering to LIRR riders | Long Island Business News

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    riders stopping at Grand Central Madison have a new dining spot. Tracks Raw Bar & Grill, an iconic Penn Station mainstay, is now open for business at the LIRR’s east side terminal at Grand Central.

    Metropolitan Transportation Authority officials celebrated the restaurant’s Grand Central Madison opening on Tuesday while touting the railroad’s high ridership levels.

    “Tracks is the first step towards filling the terminal with a full range of retail and food options to go along with the most reliable service in the railroad’s long history,” MTA Chair and CEO Janno Lieber said in a news release about Tracks opening at Grand Central Madison.

    The opening coincides with new seating areas at Grand Central Madison, as well as additional retailers added to the main terminal.

    Tracks had a long run at the Penn Station concourse, and featured train-themed décor and photographs that highlight LIRR history. The location had moved above ground to 31 Street during the Penn Station renovation and is preparing to reopen inside Penn Station, though officials have not specified when.

    “Tracks served LIRR customers at Penn Station for many years and they’ll be back,” LIRR President Rob Free said in the news release. “Now Grand Central Madison will have its own space for customers to enjoy.”

    At Grand Central Madison, “Tracks will be the first step towards filling the terminal with compelling spots to dine and shop,”  MTA Chief Real Estate Transactions and Operations Officer David Florio said in the news release.

    Over the summer, MTA officials touted new post-pandemic one-day high ridership levels, with 285,050 riders on the LIRR on May 20, and 255,638 travelers on on the same day. The MTA also said both railroads are achieving record high on-time performance, with the LIRR at an overall  97 percent and Metro-North at more than 98 percent.


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  • Commuters share opinions on the MTA’s proposed fare increases in 1st of 3 public hearings

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    NEW YORK (WABC) — If the MTA gets its way and moves forward with its plan to raise fares, New Yorkers will fork over $3 to ride the MTA’s buses and trains, beginning in 2026.

    The proposed increase would also make it more expensive to reach the MTA’s weekly fare cap, which makes rides free after the first 12 trips in a week. The cap would rise from $34 to $36.

    Increases on the LIRR and Metro-North will average 4.4% to 8%. And even tolls on the major crossings will go up roughly 7.5%.

    Suburban riders, many of whom take commuter trains and the subways, will take the biggest hit. From Hicksville, a monthly ticket will cost roughly $300 and a one-way fare will top $15. It won’t be much better from White Plains where the monthly will top $270 with a one-way fare of nearly $14.

    Drivers on the Verrazano and the MTA’s East River crossings will be hit, too, with E-ZPass tolls hitting roughly $7.50 and $12 without E-ZPass.

    Many of the MTA’s long-standing discounts are being phased out, along with the MetroCard, in favor of the agency’s tap-and-go fare readers.

    Stoking the outrage is congestion pricing, where 80% of the tolls collected from that are supposed to go to the MTA.It’s a new revenue source projected to pump $12 billion into subways and busses, and another $1.5 billion to the LIRR and Metro North, and yet, the MTA is about to ask riders for more.

    “We have to make the budgets balance, that’s why these small incremental increases every year are so important,” said MTA CEO Janno Lieber. “Rider satisfaction level is way up.”

    The entire proposal is expected to be voted on by the MTA Board after three public hearings, the first of which took place on Tuesday night at the NYPD Transit Bureau at 130 Livingston Street in Crown Heights, Brooklyn, where New Yorkers made their voices heard.

    “Us standing here, passionate, deep. Our lives are on the line,” said one commuter who attended the hearing. “So, think about that in the sentence you’re making with the power you have absorbed from us as we’re out here struggling.”

    “Working class New Yorkers are caught in an affordability crisis,” said commuter Christian Joseph. “Food, rent, childcare and many other things. Basic necessities we need in the city. Transportation being one of them.”

    Eyewitness News also spoke with commuters ahead of the Tuesday’s hearing to get their takes on the proposed increases.

    “Too much money. The average person can’t afford what the fare is now, jumping the turnstiles, so that’s definitely too much,” one woman told Eyewitness News. “Weekend service is horrible … the homelessness on the train, the worrying about crime, yeah, no good.”

    “I don’t think that the fare should be raised any higher. I mean, people are struggling, you know, they’re trying to make ends meet, and now they’re talking about raising the fare again. It seems like they just raised the fare,” another commuter reacted. “Enough is enough.”

    If the proposal is approved, the increases would take effect in January.

    The MTA has consistently raised fares every other year, by roughly 4%, since 2009. An exception happened in 2021 when Gov. Kathy Hochul froze fares after the pandemic eroded ridership.

    Local politicians have also weighed in on the MTA’s proposed fare hikes.

    Mayor Eric Adams, who is running for reelection, said previously that he didn’t support the fare increases.

    “We have continued to fight for the cost of living in the city, I believe now is not the time to do an increase in fare hikes,” Adams said. “Some people would say, ‘Well, it’s just a slight increase.’ Every dollar matters when you are struggling.”

    Democratic mayoral nominee and frontrunner Zohran Mamdani has gone even further in proposing free bus rides for New Yorkers.

    Beyond city limits, Rockland County Executive Ed Day is calling for the MTA to immediately withdraw its proposed Metro-North fare increases for West of Hudson commuters, calling them “wholly unjustifiable.”

    “Our residents already face a value gap exceeding $40 million every year — paying far more into the system than they receive — while enduring inadequate, infrequent rail service and chronic underinvestment,” Day said.

    For those who can’t attend the remaining meetings in person, the MTA says the public can submit comments online, or via mail, or by calling (646) 252-6777 from 6:00 a.m. to 10:00 p.m. daily.

    Want to participate in person or remotely? The two remaining meeting times are as follows:

    Wednesday, August 20, 2025, 10:00 a.m. – 1:00 p.m.
    Wednesday, August 20, 2025, 5:00 p.m. – 8:00 p.m.

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  • MTA approves $68.4 billion capital plan, sends it to Albany on how to figure out funding | amNewYork

    MTA approves $68.4 billion capital plan, sends it to Albany on how to figure out funding | amNewYork

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    Work continues in the tunnel near Court Square on the Crosstown G line on Tuesday, Aug 6, 2024.

    Marc A. Hermann / MTA