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Staff in March made a presentation at the Metro Board Executive Management Committee meeting on the steps necessary to implement gate locking. Now Metro staff have prepared for this month’s Committee meeting a report on actions needed to lock the subway station gates by the end of this year. Next, I find interesting the numerous mentions of Sheriff assistants as station agents, and that coverage may require nearly 60 more deputies than currently assigned to all the rail lines. At least the staff wisely dropped their hinted intention to deal with the problem of paper transfers issued by municipal carriers by no longer honoring them for accessing the rail system. The only part of this editorial I agree with is that there will be a period of confusion and inconvienence when they they start locking the gates. I’m astounded that the proposed solution to the issue of non-TAP users is to have a human being present at the gate to physically check tickets. More to the point, how could Metro have even agreed to purchase fare gates without having a plan in place to accommodate riders who aren’t in possession of a TAP card?
I added some language to try and make it clearer to first time readers or regular readers unfamilar with this issue.
My issue is not necessary with the gates themselves but the cognitive dissonance evident in the reason for instituting gates. I was a bit rushed writing this, as I wanted it circulating in advance of the Board meeting. Screw Metrolink pass holders- I’m very concerned with Metrolink one-way and round-trip tickets. Proof-of-payment is used almost universally on trains AND buses in Germany and Switzerland, among other places. What might be useful, though, is really cracking down on fare evasion every once in a while. Ironically, the only stations in her district (Second, now Mark Ridley Thomas’) to get turnstiles are the Subway Stations and Compton. Yup, surface light rail station Compton has turnstiles, while Chinatown and La Cienega (amongst other elevated stations) do not. Much better to send money to Cubic in San Diego than to hire locals to check tickets, don’t you think? So the disabled have to ride the elevator up and down a few times while they chat with ROC?
Sorry Handicapped, at Metro, you are now once again the second (third?) class citizens you were before ADA passed! Santa Monica riders, you also are about to lose the cheap transfer to LA Metro at donwtown L.A.
I’m going to guess that gates WILL indeed bring in more revenue, but not necessarily enough to offset costs.
Atlanta, for example, shifted from waist-high gates to 6-foot tall gates and saw revenue increase by 30% within the year.
That said, late last year, I bought a TAP card at the NoHo red line station from a regular ticket machine. Atlanta has always had station attendants.  Also , the Breeze RFID card is issued in a (free) paper version, something LACMTA is incapable of procuring? The EZ Pass stamp has been seen in the wild in the past, although I have not seen them recently. Don’t forget ACS who does a horrible job of running the TAP service center on the cheap.
I think this is a red herring since BART is obviously a fare card system, despite its presence of station agents. As the roll out continued, station attendants would come over and walk you through a fare purchase. I wish we had security measures in place to protect Metro from Cubic, the maker of the TAP card. The transit system is basically treated like a welfare and jobs program and we get welfare results.
Because politicians and people with little business acumen make decisions for the system, they are very vulnerable to companies like Cubic, who come in and wine and dine the powers that be and convince them to implement a very expensive RFID and fare gate scheme that adds little value to the experience of taking public transportation. At many points from conception to implementation, the program could have been canceled and our losses cut.
And the attendants were factored into the cost of operating the BART system from the start. When the idea of fare gates was first raised, some of the more cynical transit scene observers were speculating on how much wining and dining of Metro officials by turnstile suppliers took place before the contract was signed. Copyright NoticeThis work is licensed under a Creative Commons Attribution-Noncommercial-No Derivative Works 3.0 United States License. Commuters wait to board a train of subway line 10 at the Guomao Station, in Beijing, capital of China, Jan. I have never been on the LIRR, but I have heard horror stories from those who commute to Queens from West Hempstead.
In accounting, such an unusual loss in earnings is written off in the income statement as an Extraordinary Loss. The MTA must also contend with the operating budget, which includes day-to-day costs such as workers’ wages.


Because of the powerful union for the MTA workers, it is difficult to cut costs for this part of the budget.
Complaints about the price hike are valid, among other reasons, because once prices go up, they will never go down.
Despite the rising costs of riding the subway, we should recognize that the MTA is not a complete rip-off.
As a city characterized by people always on the move, it is unsurprising that the subway is one of the mainstays of New York City. AboutQC Voices is an evolving experiment that started with a handful of Queens College students writing about their interests and experiences. Work to resolve fare media issues with Metrolink and the Municipal Operators and fare inspection issues with the Sheriffs Department.
Outreach from the beginning has been poorly handled and now it appears the solution to this failure is draconian measures forcing folks to get TAP cards by locking the gates. It’s pretty clear to me that the fare evasion rate is much higher than the estimates. I try to assume intelligence of the reader but try to remember they may lack specific knowledge of the specifics. But my perception is that has been not a priority of Metro in the period they have struggled to implement TAP. The question is whether or not gates will be a sufficient deterrent to fare evasion, and whether or not they’ll cost more to install and staff than the fares they collect.
The idea is to have reasonably priced monthly passes for the majority (80%) and ubiquitous ticket machines for the rest. Because cost control is not really a concern (by gum, transit is a human right and must be provided no matter what, after all!), schemes like TAP and fare gates are not evaluated with much rigor. But because the incentives are distorted, they continue the charade. This is why they are not only going to continue with the fare gate debacle, but also why they will be spending even more money to add 60 more deputies, as Mr. They need incentives to do the right thing, the most basic of which is not losing your shirt. Remember that temporary cards can be issued on the spot and are continued to be planned to do so. Logistically it is only possible because of the single entrance on the MTA, as opposed to the UP, side of the right of way. Such information is provided as reportage and dissemination of information but does not necessarily reflect the opinion of or endorsement by CRI. Last semester, there were times that I rode it four times in one day just to reach different parts of Manhattan! The public transportation in other urban cities has also been on the rise, at about the same clip.
While a super storm that cripples a metropolitan city is rare, the notion of a fare hike is not. But sometimes, the screeching of the subway is so unbearable that I question this basic tenant of physics. However, you should recognize that for one flat sum, you are able to go from one area of New York all the way to the other side. Of course, there are some who will stop using the subway, as determined by the Law of Demand.
It is also unsurprising that, in a city known for its high cost of living, the price of public transportation is increasing once again. In February 2011, Matt Raymond, the Metro executive in charge of both fare gate and TAP card implementation, estimated such agents would cost $20 million dollars a year. Yet doggedly the agency keeps pushing forward, seemingly unwilling to concede that it should admit gating just doesn’t pencil out and it is about time to tell Cubic to pull the damned turnstiles out of our rail stations and end this debacle.
Every time I walk into the station and I see them doing a check, I observe 1 or 2 people around me stopping in their tracks, and either turning around for the escalators or going to the machines to get a ticket. It may be a nice added benefit but the primary reason transit agencies put up gates is the establish a sterile area for free transfers.
Your casual observation of some evaders doesn’t prove increased revenue counterbalances the huge amount the gating is costing and will cost on an ongoing basis.
A few people getting $400 fare evasion tickets would probably do a lot more for fare evasion rates than the faregates, and cost a lot less. The purchase of reduced fare Day Passes will require a valid Reduced Fare TAP Card to purchase fares from TVMs.
Unfortunately Prop A never required any fare coordination or participation in any regional coordination. Breeze tickets were reusable for up to three months. MARTA killed the Breeze ticket last year though. So the government must come in and provide the service, and they must pay the bus drivers more and bus manufacturers more to incentivize production. Overall, everything costs more than it otherwise would. The powers that be even indirectly benefit from the public perception that deadbeats ride public transportation, a perception that they helped create by operating such an inefficient service.
And to residents of Staten Island and Long Island who always gripe about not being recognized as New Yorkers, fret not: rates for the Long Island Railroad and the Staten Island Railroad increase, too. The combined impact of subways not running, increased repairs, and decreased ridership caused the MTA’s fourth quarter earnings to take a major hit.


Historically, this will be the fourth time since 2009 that the MTA has approved an increase. A union is an organization that negotiates with a firm on behalf of its members to ensure job security and other benefits, such as pensions and healthcare.
Indeed, one of the latest concessions was that members would receive a 2% increase in salary next year. Other countries base the cost on the number of districts one travels, which is more expensive. The reason why New York City’s public transportation is low, relative to that of other urban cities, is because it is subsidized.
Often, the inelastic curve is applied to demand for medication; people will buy it at any cost in order to get healthy. For the most part, though, subway riders have an inelastic demand-they are not sensitive to the price change. Despite the assertion by agency staff that the recent fare gate locking tests proved gate closing results in revenue generation, I have to question any claims the gating makes fiscal sense given the enormous cost for agents.
Metro apparently bought the turnstiles without thinking through how it would accommodate these people. Do you think rates of fare evasion are as high as one every six minutes, at every station on both Red and Purple lines? This requirement is comparable to current bus operations where customers with a valid TAP card may purchase a Day Pass for $5 and those without for $6; and reduced fare riders must board with a valid Reduced Fare TAP Card to receive a reduced fare discount. In terms of ratio of new travel cost to people's total income, it won't be higher than the last fare change in 2007."Sun Yudong, public administration expert with Renmin University, notes the plan does allow for discounts for daily Beijing commuters who use smart-cards.
After months of deliberations and multiple votes, fare hikes were officially implemented this Sunday. The additional quarter may seem insignificant, but over time it adds up; since 2013, the cost of a round trip subway ride will be a full dollar more! It effectively functions by virtue of power in numbers; united, the workers have greater bargaining power than if they were to rally individually for better conditions. The debts that the MTA incurs are partly covered by our fares, and partly by the government. This method of checks and balances serves the best interest of the subway rider, ensuring that prices stay low. And my pre-med friends say they don’t need to know anything about economics when they are doctors!
For now we may grumble at $2.75, but do not be surprised when the fare breaks the dreaded $3 mark.
Plus relying on the results of gate tests that were done in a very limited manner (and with a platoon of folks to oversee it) as being a realistic basis for going forward with the locking seems foolhardy.
I bet that there are stations on the system where there isn’t even one passenger every six minutes mid-day. Without having an engineering degree, I can confirm this solely based on the screeching I hear and the rocking I experience. From an economic point of view, unions are inefficient because they make laborers more expensive.
Many are dependent on the subway as being the most efficient way, or sometimes the only way, of reaching their destination. The types of customers that this could impact are first-time users to the system such as out-of-town visitors and infrequent riders.
The cost of riding the subway would be substantially more if we bore the entire onus upon swiping our card. Since there is no appropriate substitute for the subway, they have no other option but to pay the increased fare. Ever hear the intercom announcement of “we apologize for the delay due to construction on train tracks ahead of us?” Exactly. From daily commuters to tourists, riders will be mostly undeterred by the increase of 25 cents. The purchase of reduced fare Single Trips will require a valid Reduced Fare TAP Card to purchase fares from TVMs. Ultimately, this contributes to major societal inefficiencies, with people having to wait and be late. With the same number of people, but increased prices, the MTA ultimately makes a greater profit. Of course, upgrading the obsolete infrastructure would be ideal, but nearly impossible because it would be so expensive and time consuming. This is consistent with current existing procedures; the loading of any discounted fares onto TAP requires eligibility qualifications to limit fraud.




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