O Que E Slap No Mta
Contents.History Founding In February 1965, New York Governor suggested that the create an authority to purchase, operate, and modernize the (LIRR). The LIRR, then a subsidiary of the (PRR), had been operating under bankruptcy protection since 1949. The proposed authority would also have the power to make contracts or arrangements with other commuter-railroad operators in the. On May 21, 1965, the legislature chartered the Metropolitan Commuter Transportation Authority (MCTA) to take over the operations of the LIRR. Governor Rockefeller appointed his top aide, Dr., as chairman and chief executive officer of the MCTA. In June 1965, the state finalized an agreement to buy the LIRR from the PRR for $65 million. The MCTA made a down payment of $10 million for the LIRR in December 1965, and it had completed the rest of the payment by the next month.In February 1965, Rockefeller and Connecticut Governor jointly suggested that operations of the, the 's struggling operation, be transferred to the as part of a plan to prevent the New Haven Railroad from going bankrupt.
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If the operational merger occurred, the proposed MCTA and the existing would contract with New York Central to operate the New Haven Line to. A joint report from both agencies, released in September of that year, recommended that the line be leased to New York Central for 99 years, with the MCTA and CTA acting as agents for both states. In October, the MCTA found that the New Haven Line's stations and infrastructure were even more decrepit than those of the LIRR. The New Haven Railroad's trustees initially opposed New York Central's takeover of the New Haven Line, as they felt that the $140 million offer for the New Haven Line was too low.
After some discussion, the trustees decided to continue operating the New Haven Line, but only until June 1967.In January 1966, New York City Mayor proposed merging the (NYCTA), which operated buses and subways in New York City, and the (TBTA), which operated toll bridges and tunnels within the city. Rockefeller offered his 'complete support' for Lindsay's proposed unified transit agency, while longtime city planner and TBTA chair called the proposed merger 'absurd' and 'grotesque' for its unwieldiness. In June 1966, Rockefeller announced his plans to expand the MCTA's scope to create a new regional transit authority.
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The new authority would encompass the existing MCTA, as well as the NYCTA and TBTA. Lindsay disagreed, saying that the state and city should have operationally separate transit authorities that worked in tandem.On May 3, 1967, Rockefeller signed a bill that allowed the MCTA to oversee the mass transit policies of New York City-area transit systems. The unification agreement would take place the following March, upon which the MCTA would take over the operations of the LIRR, NYCTA, TBTA, New Haven commuter services, New York Central commuter services, and the. Initially, the TBTA was resistant to the MCTA's efforts to acquire it. Moses was afraid that the enlarged MCTA would 'undermine, destroy or tarnish' the integrity of the TBTA, One source of contention was Rockefeller's proposal to use TBTA tolls in order to subsidize the cheap fares of the NYCTA, since Moses strongly opposed any use of TBTA tolls for use by outside agencies.
In February 1968, Moses finally acquiesced to the MCTA's merger proposal. New York Central and the PRR also merged in February 1968, forming the.On February 29, 1968, the MCTA published a 56-page report for Governor Rockefeller, and in it, proposed several subway and railroad improvements under the name ' (alternatively called the 'Grand Design' ). The city had already intended to build subway extensions in all four boroughs so that most riders would need at most one transfer to get to their destination.
The Program for Action also called for upgrades to the Penn Central railroads as well as to area airports. The Program for Action was put forward simultaneously with other development and transportation plans under the administration of Mayor Lindsay. This included Lindsay's Linear City plan for housing and educational facilities, and the projected construction of several, many of which were originally proposed by Robert Moses. Expanded purview On March 1, 1968, the day after the release of the Program for Action, the MCTA dropped the word 'Commuter' from its name and became the Metropolitan Transportation Authority (MTA). The MTA took over the operations of the other New York City-area transit systems.
Moses was let go from his job as chairman of the TBTA, although he was retained as a consultant. The construction of two proposed bridges over the Long Island Sound was put under the jurisdiction of the MTA. Moses stated that TBTA construction projects would reduce the MTA's budget surplus through 1970. Chairman Ronan pushed for the MTA to pursue the Program for Action, saying, 'We're making up for 30 years of do-nothingism'.Ronan also proposed that the MTA take over the Staten Island Railway from the and commence a $25 million modernization project on the railway, The city's Board of Estimate approved this purchase in December 1969. The MTA did not actually take ownership of the Staten Island Railway until January 1971.The agency entered into a long-term lease of 's, and New Haven Lines. Before 1968, the Hudson and Harlem lines had been operated by the, while the New Haven Line had been part of the.
Penn Central continued to operate the lines under contract to the MTA. In April 1970, Rockefeller proposed that the state take over the Hudson and Harlem Lines, and the next month, he signed a bond issue that provided $44.4 million in funding to these lines.
Penn Central's operations were folded into in 1976. The MTA took over full operations in 1983, and merged the lines into the. Responsibilities and service area The MTA has the responsibility for developing and implementing a unified mass transportation policy for the, including all five and the suburban counties of,. This twelve-county area make up the 'Metropolitan Commuter Transportation District' (MCTD), within which the levies a. On April 1st, 2019, Patrick J.
Foye was appointed Chairman and CEO.The MTA's immediate past chairpersons were. (1965–1974), (1974–1975), (1975–1979), (1979–1983), (1983–1991), (1991–1995), (1995–2001), (2001–2007), (2007–2009), (2009–2011), (2012), Thomas F. Prendergast (2013–2017), and Joseph Lhota (2017-2018).
Lhota was re-appointed in 2017 and resigned on November 9, 2018.The MTA considers itself to be the largest regional public transportation provider in the Western Hemisphere. As of 2018, its agencies serve a region of approximately 15.3 million people spread over 5,000 square miles (13,000 km 2) in 12 counties in New York and two in Connecticut. MTA agencies now move about 8.6 million customers per day (translating to 2.65 billion rail and bus customers a year) and employ approximately 73,348 workers. The MTA's systems carry over 11 million passengers on an average weekday systemwide, and over 850,000 vehicles on its per weekday.
Subsidiaries and affiliates MTA carries out these planning and other responsibilities both directly and through its subsidiaries and affiliates, and provides oversight to these subordinate agencies, known collectively as 'The Related Entities'. The Related Entities represent a number of previously existing agencies which have come under the MTA umbrella. In turn, these previously existing agencies were (with the exception of and ) successors to the property of private companies that provided substantially the same services.In 1994, the MTA spent $3 million rebranding its five subsidiaries with simpler names to convey that the different agencies were part of one agency. Surveys found that a majority of riders did not know that the MTA owned the Long Island Rail Road or the Metro-North Railroad.
As part of the changes, the Triborough Bridge and Tunnel Authority was renamed MTA Bridges and Tunnels; Staten Island Rapid Transit was renamed MTA Staten Island Railway; Metropolitan Suburban Bus Authority was renamed MTA Long Island Bus. In addition, New York City Transit Authority was renamed MTA New York City Transit to seem less authoritarian, Metro–North Commuter Railroad was renamed MTA Metro-North Railroad to recognize the increase in non-commuter ridership.
The MTA logo was changed from a two-toned 'M' logo to a blue circle with the MTA initials written in perspective like they were rushing by like a train. The large 'M' logos on trains and buses were replaced with decals that state MTA New York City Bus, MTA New York City Subway or MTA Staten Island Railway, eliminating inconsistencies in signage. Today, the older 'M' logos survive on existing cube-shaped lamps on station lampposts dating to the 1980s, though such lamps have been updated with more modern spherical lamps over time.Today, each of these Related Entities has a popular name and in some cases, a former legal name.
Since 1994, the legal name has only been used for legal documents, such as contracts, and have not been used publicly. However, since the mid-2000s, the popular name has also been used for legal documents related to contract procurements where the legal name was used heretofore. App on an iPhone.The MTA has developed several official and for its subway and bus services, and also provides data to private app developers to create their own unofficial MTA apps. In 2012, the MTA officially released the Subway Time app, which uses to determine the next-train arrival times on seven services.
Real-time station information for the 'mainline', comprising all numbered services except the train, was made available to third party developers via an. This was achieved through both the Subway Time mobile app and as. In early 2014, data for the train were also given to developers. When -enabled countdown clocks were installed in the in 2016 and 2017, they were also configured to feed data to the Subway Time app as well as in an open-data format.MTA's app originated as a to install bus countdown clocks along the and routes in August 2009. At the same time, many new buses were retrofitted with -enabled systems. In October 2010, the developers of the buses' GPS devices implemented the MTA system's first bus-tracking app, which monitored buses along the M16 and M34 routes.
This evolved into the current web app, which originally tracked buses along the route in Brooklyn when it started in February 2011. By January 2012, every local and express bus in was equipped with the system. The M34 corridor began using the system on April 6, 2012 with nearly every Bronx bus route using the system by the end of 2012. All five boroughs of the city used the system by March 2014, and a mobile app was released in 2015.In 2011, the MTA began to look at ways of displaying service disruptions due to weekend engineering works in a visual format.
On September 16, 2011, the MTA introduced a -style interactive, 'The Weekender', to its website. The web app provided a way for riders to get information about any planned work, from late Friday night to early Monday morning, that is going on either on a service(s) or station(s) of the subway during the weekends.
On June 11, 2012, the MTA duplicated 'The Weekender' site as a free mobile app download for. On November 29, 2012, an version of the app was released.The MTA announced plans to integrate all three apps in 2017. The combined app, which was scheduled for release in 2018, would include real-time arrival information for all subway and bus routes, as well as weekend service changes and travel planners. In April 2018, the MTA started testing, which provides arrival information for MTA railroad, subway, and bus routes; escalator and elevator outage information; and real-time service changes.
The app also includes an improved version of the MTA's Trip Planner; whereas the existing Trip Planner can only plan trips along MTA-operated modes of transportation, MYmta's Trip Planner can also suggest routes via other operators such as the,. A of MYmta was released to the general public in July of that year. In future versions of the MYmta app, the MTA planned to integrate the eTix functionality, as well as make it easier for customers to view when their vehicle will arrive at a certain point. Fare collection. Further information:The subway, buses, and Staten Island Railway charge a single flat fare for each trip, regardless of time or distance traveled.
From the MTA's inception until 2003, the agency collected subway and bus fares via a series of small metal tokens. The MTA cycled through several series of tokens throughout the late 20th century. In 1993, MTA started testing the, a that would replace the tokens used to pay fares. By 1997, the entire bus and subway system accepted MetroCard, and tokens were no longer accepted for fare payment in 2003.A different fare payment system is used on the LIRR and Metro-North. Both railroads sell tickets based on geographical 'zones' and time of day, charging peak and off-peak fares. Tickets may be bought from a ticket office at stations, (TVMs), online through the 'WebTicket' program, or through apps for and devices.In 2017 it was announced that the MetroCard would be phased out and replaced by, a system, with fare payment being made using, debit/credit cards with enabled, or radio-frequency identification cards.
The announcement calls for all buses and subway stations to use electronic fare collection by 2020. However, support of the MetroCard is slated to remain until 2023. MTA also plans to use OMNY in the LIRR and Metro-North. Issues Expenses Budget gaps The budget deficit of the MTA is a growing crisis for the organization as well as for New York City and State residents and governments.
The MTA held $31 billion in debt in 2010 and it also suffered from a $900 million gap in its operating budget for 2011. The capital budget, which covers repairs, technological upgrades, new trains, and expansions, is currently $15 billion short of what the MTA states it needs. If this is not funded, the MTA will fund the repairs with debt and raise fares to cover repayments.The MTA has consistently run on a deficit, but increased spending in 2000–04 coupled with the economic downturn led to a severe increase in the financial burden that the MTA bore.
The budget problems stem from multiple sources. The MTA cannot be supported solely by rider fares and road tolls. In the preliminary 2011 budget, MTA forecasted operating revenue totaled at $6.5 billion, amount to only 50% of the $13 billion operating expenses. Therefore, the MTA must rely on other sources of funding to remain operational. Revenue collected from for transportation purposes helped to contain the deficit.
However, due to the weak economy and unstable market, money from these taxes severely decreased; in 2010, tax revenue fell at least 20% short of the projected value. Beyond this, steadily reducing support from city and state governments led to borrowing money by issuing bonds, which contributed heavily to the debt.This budget deficit has resulted in various problems, mainly concentrated in. Fares have been increased four times since 2008, with the most recent occurring March 22, 2015, raising single-ride fares from $2.50 to $2.75, express service from $6 to $6.50 and the monthly fare from $112 to $116. Each fare raise was met with increasing resistance by MTA customers, and many are beginning to find the fare increases prohibitive. 2010 also saw heavy service cuts for many MTA subsidiaries.
Fewer trains spaced farther between resulted in heavy overcrowding beyond normal rush hours, leading to frustration for many subway and bus riders. In 2013, the subway had the highest ridership since 1947. MTA employees also suffered due to the budget issues.
By mid-July 2010, MTA layoffs had reached over 1,000, and many of those affected were low-level employees who made less than $55,000 annually.As of 2015, the MTA was running a $15 billion deficit in its $32 billion 2015–2019 Capital Plan. Without extra funding, many necessary construction and renovation projects would not be performed.
In October 2015, the MTA passed the $29 billion 2015–2019 Capital Plan, the largest capital plan in MTA's history; it will be funded by federal, state and city government as well as riders' fares and tolls. Three months later, New York Governor and MTA chairman Thomas Prendergast unveiled their plan to spend $26 billion to modernize the subway network, which includes adding Wi-Fi and cellphone services throughout all 278 underground stations by the end of 2016. Other plans call for, allowing mobile ticketing by cellphone or bank cards, and adding security cameras on buses, charging stations for electronics, and more countdown clocks.
Roughly $3 billion will be spent to improve bridges and tunnels. Reasons for high costs On November 18, 2017, The New York Times published an investigation into the problems underlying the MTA.
It found that politicians from both the and parties, at the mayoral and gubernatorial levels, had gradually removed $1.5 billion of MTA funding. Other actions by city and state politicians, according to the Times, included overspending; overpaying unions and interest groups; advertising superficial improvement projects while ignoring more important infrastructure; and agreeing to high-interest loans that would have been unnecessary without their other interventions.
The Times stressed that no single event directly caused the crisis; rather, it was an accumulation of small cutbacks and maintenance deferments. The MTA funds were described as a 'piggy bank' for the state, with the issuance of MTA bonds benefiting the state at the MTA's expense.
By 2017, a sixth of the MTA's budget was allocated to paying off debt, a threefold increase from the proportion in 1997. The city's $250 million annual contribution to the MTA budget in 2017 was a quarter of the contribution in 1990., who helped end a transit crisis when he led the NYCTA in the mid-1980s, described the 2017 crisis as 'heartbreaking'.In December of the same year, the Times reported that the $12 billion project, which would extend the LIRR to upon its completion, was the most expensive of its kind in the world, with a projected price of $3.5 billion per mile of track. Over the years, the projected cost of East Side Access had risen by billions of dollars due to unnecessary expenses. In addition to overpaying workers and overspending, politicians and trade unions had forced the MTA to hire more workers than was needed. In 2010, an accountant found that the project was hiring 200 extra workers, at a cost of $1,000 per worker per day, for no apparent reason.
The bidding process for MTA construction contracts also raised costs because, in some cases, only one or two contractors would bid on a project. Similar construction projects in New York City, such as the and, had been more expensive than comparable projects elsewhere for the same reasons, even though other cities' transit systems faced similar, or greater, problems compared to the MTA. In March 2018, the federal ordered an audit of the United States' transit costs, which were generally higher than in any other developed country in the world. The GAO planned to devote special attention to the MTA's transit costs. Advertisement bans The MTA collected $138 million from advertising on its trains and buses in 2014. In June 1992, the MTA banned tobacco advertising on subways, buses and commuter rail, costing the agency $4.5 million in annual advertising revenue.
The tobacco advertisements were removed once the advertising contracts expired. They were removed from subways, buses, and bus shelters by the start of 1993, from the commuter rail lines by the start of 1994, and from Long Island Bus vehicles by the start of 1997.The MTA refused to display an ad in the New York City Subway system in 2012, which read: 'In any war between the civilized man and the savage, support the civilized man. Support Israel. The authority's decision was overturned in July 2012 when Judge of the ruled that the ad of the is under the, and that the MTA's actions were.
The judge held in a 35-page opinion that the rejected ad was 'not only protected speech — it is core political speech. which as such is afforded the highest level of protection under the First Amendment.'
The MTA had received $116.4 million in revenue in 2011 from advertising sold throughout its subway, commuter rail, and bus systems.In April 2015, another ad became the subject of controversy when the MTA refused to display it, the refusal was again challenged in court, and the MTA again lost in court and was ordered by a federal judge to display the ad. The ad, paid for by the American Freedom Defense Initiative, showed a man with a scarf covering his face, with the caption 'Killing Jews is Worship that draws us close to ', which was attributed to ' MTV,' and then stated: 'That's His. What's yours?' The ad included a disclaimer that the display of the ad did not reflect the opinion of the MTA.
District Judge of the US District Court for the Southern District of New York in Manhattan said the ad was under the First Amendment of the U.S. Constitution, and rejected the MTA's argument that the ad might endorse terrorism or violence., president of the group that sued the MTA in order to run the ads, lauded the decision, and a lawyer for the organization said the same decision had been made in Washington and Philadelphia.A week afterward, the MTA's board in a 9–2 vote banned all political, religious, and opinion advertisements on subways and buses, limiting any ads to commercial ones. Specifically, it banned advertisements that 'prominently or predominately advocate or express a political message' about 'disputed economic, political, moral, religious or social issues,' and any ad that 'promotes or opposes' a political party, ballot referendum, and 'the election of any candidate'. The board estimated that the ads that the board was banning made up less than $1 million of the MTA's advertising revenue of $138 million in 2014. Nevertheless, lawyers for the American Freedom Defense Initiative called the MTA's action a 'disingenuous attempt to circumvent' the judge's order.Another controversy regarding MTA ads arose in 2018. After initially rejecting proposed advertisements from Unbound, a sex-toy retailer, the MTA allowed the ads.
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Previous advertisement proposals from companies, such as female-hygiene retailer 's ad proposal in 2015, had been rejected and later approved due to 'dissemination of indecent material to minors' and 'public displays of offensive sexual material.' 2017 transit crisis. Main article:In June 2017, New York Governor declared a state of emergency for the MTA due to ongoing reliability and crowding problems. This order applied particularly to the, which was the most severely affected by dilapidated infrastructure, causing overcrowding and delays. With many parts of the system approaching or exceeding 100 years of age, general deterioration could be seen in many subway stations.
By 2017, only 65% of weekday trains reached their destinations on time, the lowest rate since a transit crisis in the 1970s. A corresponding bus crisis was not covered as heavily in the media, but in November 2017, New York City Comptroller identified several causes for the bus system's unreliability. The average speeds of New York City buses were found to be 7 to 8 miles per hour (11 to 13 km/h), the slowest of any major bus system nationwide. Campaigns Safety campaign. Stairs in the station painted with the slogan, 'If you see something, say something.' In 2002, following the, the MTA introduced the slogan 'If you see something, say something.'
The campaign, which was based from a theme created by Korey Kay & Partners, consisted of, posted on boards in stations, subway, buses, and trains, urging people to report suspicious activity., CEO of Korey Kay and Partners, stated in 2007 that the company had to do a lot of research to ensure that consumers understood the message correctly. Since 2002 the campaign has evolved from simple print ads to television spots, and reports of suspicious packages in the system rose over 40-fold, from 814 in 2002 to over 37,000 in 2003.The MTA moved to trademark the slogan in 2005.
The slogan was used by more than 30 other 'transport and governmental' organizations by 2007. That year, the MTA spent $3 million to run 4,000 television ads and 84 newspaper ads in 11 total papers, over a span of more than four months. The idea gained traction, and in 2010, the domestic-security branch of the United States federal government, the (DHS), started its own 'see something, say something' campaign. Kevin Ortiz, a spokesman for the MTA, described the slogan as having 'engaged the public in serving as the eyes and ears of our system.'
Meanwhile, the DHS's campaign had attracted at least 215 partners in the private, public, and nonprofit sectors by 2014, which one writer called 'a true smart practice.' However, the MTA program has not been universally well-received; in 2012, a sociologist at noted that the campaign had not netted any thwarted terrorist plots, and that the sheer volume of calls to the MTA hotline resulted in MTA workers possibly not being able to identify genuine threats.In 2016, MTA updated the campaign, renaming it 'New Yorkers Keep New York Safe.' As before, the campaign features public service announcements in advertisement spaces. However, this new campaign now features the pictures, names, and quotes of New Yorkers who called to report suspicious people or things on the MTA's system. The rebooted campaign also shows 15- to 30-second videos of these New Yorkers who speak about their experiences. The two-year 'New Yorkers Keep New York Safe' campaign received $2 million of funding from the DHS.
The MTA still owns the trademark for 'If you see something, say something.' Courtesy campaigns In MTA buses, there are stickers plastered on the frontmost seats. The front seats are priority seating, and the stickers state 'Won't you please give up your seat to the disabled or elderly' with the 'o' in 'Won't' replaced with a heart symbol. In 2009, it was codified into an enforceable policy that could be punished with a fine.Since 2014, the MTA has had a 'Courtesy Counts' campaign consisting of posters that show colored stick figures having either correct or incorrect etiquette.
Green stick figures show what riders should do, such as taking off their backpacks, while red stick figures show what riders should not do, such as. All of the posters have the tagline “Courtesy Counts: Manners Make a Better Ride.” Starting in January 2015, these posters were installed in subway cars, with the posters coming to commuter rail and buses the following month.In May 2017, the MTA started a three-month pilot program to encourage riders to give up their seats for the pregnant, disabled, or elderly. It created a website where pregnant women, the disabled, and the elderly could request specialized buttons. There are two designs: a ' button for pregnant mothers and a more generic 'Please offer me a seat' button. This idea stemmed from the 'Baby on Board' buttons that were given out across the in 2013 after the, wore such a button there.
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O Que E Slap No Mta Video
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