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New York City Transit Authority, and check out New York City Transit Authority on Wikipedia, Youtube, Google News, Google Books, and Twitter on Digplanet. The New York City Transit Authority (also known as NYCTA, The TA[1] or simply Transit,[2] and branded as MTA New York City Transit) is a public authority in the U.S. New York City Subway, a rapid transit system in Manhattan, The Bronx, Brooklyn, and Queens. New York City Bus, a bus network serving all five boroughs, managed by MTA Regional Bus Operations.
As part of establishing a common corporate identity, the Metropolitan Transportation Authority in 1994 assigned popular names to each of its subsidiaries and affiliates.[5] The New York City Transit Authority is now known popularly as MTA New York City Transit (NYCT), (or more specifically on the vehicles, MTA New York City Bus and MTA New York City Subway), though the former remains its legal name for documents and contracts.
The Authority is also sometimes referred to as NYCT (for New York City Transit), or simply the TA (for Transit Authority). The Chairman and Members of the MTA, by statute, also serve as the Chairman and Members of the Transit Authority, and serve as the Directors of the Manhattan and Bronx Surface Transit Operating Authority. The Transit Authority has its own management structure which is responsible for its day-to-day operations, with executive personnel reporting to the agency president. The subway system today is composed of what once were three separate systems in competition with one another.
In March 1953, the Board of Transportation was abolished, and was replaced by the New York City Transit Authority (NYCTA). In July 1953, the NYCTA proposed spending $1,065,000,000 over six years, expanding the city's subway system through new lines and connections between the IND and BMT Divisions.
One provision in the 1953 law that created NYCTA demanded that by July 1955, the agency create a plan to sell its bus and trolley routes to private operators.
One major problem that the NYCTA inherited from the Board of Transportation was the age of the subway cars from the IRT and BMT. Today, all of the subways are owned by New York City and leased to the Transit Authority for operation.
As with all mass transit in the United States the TA requires assistance for its capital costs and to cover operational needs, however, the very high ridership of New York City's subway system has enabled it to pay 67% of its operating costs from fares and advertising.[9] Historically, the TA's capital requirements were met by the city and state jointly, but this support was withdrawn, primarily by Governor Rockefeller, in the 1960s. In 1965, mayoral candidate John Lindsay pleded to use the toll revenues from the Triborough Bridge and Tunnel Authority (TBTA) to offset the NYCTA's deficits. Employees of the New York City Transit Authority assigned to the New York City Subway and in Brooklyn, Manhattan, and the Bronx are members of the Transport Workers Union of America Local 100, with Queens and Staten Island bus personnel represented by various Amalgamated Transit Union locals. In 1949, the Transport Workers Union 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. On December 16, 1957 another representation election for the TWU was scheduled, and the motormen from the MBA did not want to have a small role in the TWU, and threatened to strike, but were stopped by court injunctions. In 2008a€“09, MTA management once again refused to sign off on an agreement with Local 100 for a successor to the collective bargaining agreement, which expired early in 2009.
In December 2006, MTA New York City Transit launched TripPlanner, its online travel itinerary service. 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 bus system 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 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 Trip Planner has since largely replaced the NYCTA call center on NYC Transit's phone number. A notable example of Modernism is becoming widely recognized only now that it is to be altered beyond recognition. Built for the New York City Board of Transportation, the building later became the headquarters of the successor organization, the Metropolitan Transportation Authority, which it remained until 2006. As more prominent Modern office structures sprouted across the East River, this serenely functional structure attracted little more attention. The building incorporated an entry to the Jay Street subway station, with a side track for the nightly delivery of turnstile receipts to headquarters.

The building is to transformed—totally reclad, with outdoor spaces carved out of its upper floors—to serve as the Center for Urban Science and Progress, a joint undertaking of New York University and its Polytechnic Institute offshoot, with city support.
The Executive Director of the MTA is, ex officio, Executive Director of the Transit Authority. Two 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 NYCTA formally succeeded the BOT on June 15, 1953, being composed of five unsalaried members.
The most important new lines were a Second Avenue subway, including a Chrystie Street connection to the Williamsburg and Manhattan Bridge 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 Beach Branch.
In the beginning of 1955, it was reported that the NYCTA's surface operations cost seven million dollars more to operate annually than it collected in revenue from the fare box. The first new cars were the R16s, numbered 200, which first appeared in January 1955 being put in service on the J train. As a result, the motormen wanted to hold an election for the representation of their craft independent of the NYCTA-wide elections.
This time, the Union chose to pursue the arbitration process provided by the Taylor Law rather than strike in support of its demands. TripPlanner offers users customized subway, bus, and walking directions within all five boroughs of New York City, as well as service alerts and service advisories for planned track work.
This service allows users with mobile access to the web to obtain travel itineraries while away from a desk or laptop computer. 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.
Since the announcement, the number of visits to the service eclipsed the number of telephone calls to the agencya€™s travel information hotline. Completed in 1951, the Transportation Building at 370 Jay Street was one of the city’s earliest office buildings of thoroughly Modern design. An 18-foot-wide granite relief map of the world in the building’s open-air subway arcade recognizes the city’s transit workers who served and died in World War II. The third, the public Independent Subway System (IND) was owned and operated by the City of New York. By privatizing the surface operations, and as a result focusing on subways, the NYCTA could then meet its operating costs. These cars were introduced with automatic thermostats and dampers to control the heat and ventilation systems based on the air temperature outside. 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 Coach Employees of America, which became the Amalgamated Transit Union in 1964. The management of the NYCTA did not recognize the MTA as a bargaining unit as the TWU officially represented the motormen.
This strike started after the union member's contracts had expired, and with large economic demands from the union. On August 11, 2009, after months of hearings and dozens of witnesses, the state arbitration panel issued its award. The service was developed and is maintained by NYC Transit and its outside vendor, Trapeze Group. The following month, Trip Planner launched as a widget application, allowing users to add it to their personalized homepage, blog, or website. A substantial volume, 13 stories high and a city block long, it calls little attention to itself.
At this time, the city government leased the IRT, BMT, and IND subway lines and the surface system (buses and, until 1956 street cars). Two Manhattan private operators, New York City Omnibus and Surface Transportation, in March 1955, expressed interest in taking control of the five-route NYCTA bus operation in that borough.
Rockefeller saw the difficulty that John Lindsey, who had since won the mayoral election, 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.

After looking at the Brotherhood of Locomotive Engineers as their model, NYCTA motorman formed their own union in 1954, a Motormen's Benevolent Association (MBA) to further their interests. A request for a separate election was denied, and as a result the motormen wanted to show their power and to acquire their own representation. Later that day, State Supreme Court Justice Theodore Jones warned the transit union that there would be a fine of $1 million for each day the TA is shut down. However, the MTA refused to comply with the award, forcing the Union to go to court to seek to enforce it. Stern included it in his 1996 list of 35 Modern buildings worthy of landmark status, but has not been landmarked. A major goal of the formation of the NYCTA was to remove transit policy, and especially the setting of the transit fare, from City politics. In the other boroughs there was no interest in taking over the routes in Brooklyn and Staten Island, and there was little interest in Queens.
As a result, on December 9, 1957, the motormen went on strike, resulting in subway service being reduced in half for eight days. On December 11, 2009, State Supreme Court Justice Peter Sherwood issued a decision upholding the arbitration award in all respects.
Its lack of broader attention may also have occurred, in part, because its architects, William E. The fare was increased to fifteen cents on July 25, 1953, and a token was introduced for paying subway and elevated fares. In April 1955, laws were passed by the New York State legislature to change the NYCTA into a three-member salaried panel to become in effect on July 1, 1955. Between 1966 and 1968, an additional thousand cars, split between the R38, R40, and R42 orders, were placed into service.
Tied to a bill with the creation of the MTA was a $2.5 billion bond issue that would be approved or disapproved by voters in November 1967. Riders using the IND lines in Queens, the Bronx, and Upper Manhattan, and the southern Brooklyn lines of the BMT were the hardest hit. Ultimately, the Judge fined the union $2.5 million, charged employees two days' wages for every day they were out on strike, and imposed individual fines on the uniona€™s officers. A majority of the bonds would go to the state's mass transit systems, with a majority going to New York City, and to Nassau, Suffolk, Westchester, Putnam, Dutchess, Rockland, and Orange Counties. Most significantly, the courts indefinitely suspended the Uniona€™s dues checkoff and refused to restore it for nearly 18 months.
As part of this law, the provision that required surface operations to be sold was removed.
The day prior to the election, two brand new R40 cars were displayed on the IND Sixth Avenue Line at Herald Square.
Afterwards, the MBA leaders were punished, and on the first morning of the strike, the MBA President Theodore Loos and three other MBA officials were arrested and sent to jail.
The strike was over by December 23, after several contract negotiations; the original contract, agreed to by Local 100 and the Transit Authority as a result of the strike, was ultimately imposed on both parties by an arbitrator. More than four months after the strike ended, the courts imposed a brief jail term on Local 100 President Toussaint for his role in the strike. The night before December 31, 1967, the NYCTA and the TWU made an agreement to avoid a strike. The motormen became a separate United Motormen's Division within the TWU and benefitted from a fund for skilled craft workers. The deal gave NYCTA workers the ability to retire with about half-pay after twenty years if the employee was over fifty years old.

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