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The New York Post points out that this is the fifth price increase in the past eight years.
ABC News published a fare breakdown by the Associated Press listing every increase in the past 111 years, since the subway opened in 1904. Here are those 22 increases in chart form, from the original 5-cent fare to the current $2.75.
While the above chart shows a steady rise to today's price, the inflation-adjusted chart below shows the fare growing in fits and starts, even dipping in the late '70s. Note that the adjustments for inflation are imperfect because the first government inflation data available from the Bureau of Labor Statistics via the St. It is unknown when public transportation will return to normal in New York City and New Jersey.
Next week Thursday the New York Subway-the greatest underground railway in the world-will be opened. So inbred has become this idea of "Commercialism in Politics" and public life that every office-holder, be he honest or dishonest, is certain that his public acts are being watched by the two "R's"- reporters and reformers.
How was the Subway in New York built without scandal being attached to any official, high or low? The answer to all these questions is that the construction of the New York Subway was a business proposition carried to a successful fruition by business men whose reputations were at stake and who would never allow the taint of dishonesty to enter any work in which they were interested. The city's interests were looked after by the Rapid Transit Commission and Chief Engineer William Barclay Parsons, who designed the Subway. Now that the Subway is about to be opened it is proper that a few facts of the "dark period" in the history of the New York Rapid Transit system should be told. What might be called the "Subway Age" of New York will be inaugurated on October 27, 1904, when the thirty-five mile system, costing more than seventy-five million dollars for construction and equipment, will be open for public travel. To those connected with this work it is plain that so many new features will be introduced into New York's life by the new Subway as to warrant the assertion that a "New World" has been created by engineering skill. The next center of business activity reached on the trip up-town which will be effected by the Subway is at Astor Place, Eighth and Ninth streets.
Along the route above the Grand Central Depot arcades have been built at several stations which allow passengers to enter hotels, rathskellers and business buildings without coming to the street. In designing the Subway it was planned to keep the stations of the road as near the surface as possible. From the Brooklyn Bridge to Thirty-third Street the Subway consists of a single tunnel having four tracks, two for local and two for express trains.
And, best of all, the carrying capacity of the road is calculated to be nearly 100,000 people an hour. Entry to New York subway stations is through electronic turnstiles, using prepaid fare cards.
When you're looking at a difference of $2.70 over a century with an average historical 3% rate of inflation every year, it turns out that the fare hasn't risen as much as the unadjusted graph would indicate. Louis Fed's FRED database is from 1913, and because March data isn't yet available (we used January 2015 dollars). Work is currently be done to get all public transportation operational as soon as possible.
This red dirt Okie first got her feet wet reporting the news in high school when she founded the school’s only newspaper. When a contract involving the expenditure of thirty-five millions of public money has been carried out to the letter and practically on time, the wonderment of the public is so great as to excite general curiosity. While the Subway is public property, the responsibility for all expenditures was in a large measure lodged in the Interborough Rapid Transit Company, the lessees of the system for a term of fifty years.

The interests of the lessees were looked after by August Belmont, President of the Interborough Rapid Transit Company, and Contractor John B. When, after years of agitation and two unsuccessful attempts had been made to get capitalists interested in the project, the contract for the construction and operation of the Subway was awarded to John B. The rock blasting, sand digging and construction work has taken three years and seven months, including delays caused by strikes and labor troubles of nearly a year. Engineers and tunnel builders from London and Paris have declared the New York Subway to be the finest and largest in the world. At first designed as a north and south bound transit system, the plans have been gradually broadened until the life of the Metropolis will center around the express and local stations of the road.
Hereon the surface every evening there are thousands of people jammed together, crowding the cars to Brooklyn and other lines of travel. Here a new skyscraper department store has been built, with a large arcade entrance from the underground road direct to the building.
At Broadway and Forty-second Street the tunnel runs through the sub-cellar of a building now being constructed for a newspaper. The old type of deep tunnel such as exists in London was discarded because of the discomforts of travel which the people of the English metropolis have experienced. The tunnel is so planned that only express trains will run on express tracks and only local trains on local tracks. What that means to the daily traveler on our present crowded elevated and surface cars only a New Yorker can understand. Although not all of the subway trains will be running, all of the operational trains will offer free rides to those needing to travel on Friday. Those buses include the shuttles that run north on Third Avenue and south on Lexington Avenue and many others. While earning two degrees in college, Emma Riley Sutton became a professional writer which led her to becoming the editor of a daily newspaper. McDonald at his bid Of $35,000,000 for construction, financiers interested in the great railroad systems refused to undertake the project of tunneling through rock-ribbed, New York in close proximity to the foundation walls of skyscrapers down-town.
To show that this statement is true let the reader take an imaginary "Seeing New York" trip, not on the surface in a big double-decked automobile, but on one of the Subway cars. When the large station of the Subway is opened express trains of seven cars and local trains of six cars will carry thousands north to homes in Manhattan and the Bronx. Shoppers from the Bronx, Brooklyn and Manhattan will journey to this place, make all their purchases and return to their homes without seeing how down-town New York looks, unless they desire to walk the streets. A magnificent arcade is being built in this station and it has been designed with the idea of making this point one of the show places of the underground system. It was necessary to excavate about 3,212,000 cubic yards of material, of which 1,900,000 cubic yards was earth, and 1,312,600 cubic yards of rock had to be blasted in open cut and in the tunnels from Thirty-fourth Street along Park Avenue and also the Fort George tunnel. Throughout most of its length the New York Subway is only four or five feet beneath the surface of the street, and it is clear that the walk downstairs to the platforms is not tedious or tiring. From Thirty-fourth Street to Forty-second Street the road is divided and the tunnels pass on either side of the tunnel of the Metropolitan Street Railroad at a level considerably lower. The final check on all expenditures was the Finance Department of the city, headed in turn by Comptrollers Bird S.
Starting from the Battery, where the dip is made under the East River to Brooklyn, and traveling north, the car will pass near the foundations of the great skyscrapers.
The tides of travel will be divided, and it is expected that the opening of the Subway will mark the end of the disgraceful scenes which are now nightly enacted at the Bridge entrance. When the Pennsylvania tunnel is completed it will be possible for a passenger to come from any section of the United States West or South, go through underground New York to theaters, apartment houses, stores and do all his business or pleasure-seeking without viewing the old city above ground.

Towering above the Subway kiosks, which are on the street surface of Times Square, will be the highest office structure in New York. Light and air are admitted to many of the stations by means of glass, cement and iron vault lights, and so well has the work of waterproofing been done throughout the Sub way that it is dry and has none of the disagreeable dampness which has caused criticism of foreign tunnels.
Through this rock section the simplest form of tunnel was used, consisting of a three-centered concrete arch supporting the roof and resting on concrete sidewalls founded upon the concrete floor. Contractor McDonald, who had deposited with the city a forfeit of $100,000 could not at first get the backing to carry through the plan, and he faced a loss of money and prestige. Cenis tunnels are small as compared with the New York Subway, while the London and Paris underground roads are behind the times when compared with the "near-the-surface" system of this city. When near Trinity Church the side of the car will be within ten feet of the foundations of this historic edifice.
When the connection is made at the Grand Central Depot with the Subway, travelers from the North and East may do likewise.
The two tunnels at Forty-second Street and the Grand Central Depot curve to the west and again unite in a four-track single steel tunnel.
In this emergency an appeal was made to August Belmont, head of the banking firm of August Belmont & Company, to take up the work. At Broadway the tunnel again curves into this main thoroughfare of the city up to One Hundred and Fourth Street, where it divides into an East Side line and a West Side line.
The tenants of this building will not come to the surface of the street to go to and from business, but will walk through a large underground arcade lined with stores and kiosks. The total length of track laid is 305,000 feet, of which 245,000 feet is underground and 60,000 feet is on elevated structures in the upper sections of Manhattan and the Bronx. Whitney, declined to undertake the contract except on the basis of a franchise in perpetuity.
Here a man can buy his evening newspapers, tickets to theaters, flowers and candy for home or girl, and hundreds of other necessities or luxuries.
Responsibility for this class of shopping has been gradually shifted on the busy New Yorker until there is danger of the "male shoppers" repeating daily in the underground stations the rush for bargains which result in crushed millinery and trampled dresses in department stores when "gentle woman" emulates the rush-line of a football game to save two cents.
It seemed as if New York was doomed to another disappointment and that the old slogan, "Battery to Harlem in Fifteen Minutes," would be shouted for many years to come without a spadeful of earth being turned.
The builders expect that many new business enterprises will take advantage of the enormous traffic through the Subway to make of this station in the Trinity Building one of the most important centers of activity in the down-town district. He gave his personal pledge and that of his banking firm to carry out the Rapid Transit project. It took the financier but a few days to see that it would be impossible to sign the contract with the city under the restrictions imposed.
The bond demanded would place the builders of the road absolutely in control of the guaranty and surety companies, who were then asking exorbitant rates for the risk involved. He showed the Rapid Transit Commission that an excessive bond was useless, as millions of dollars would have to be spent by the company undertaking the operation of the road. Belmont placed several millions of his own money and securities in the city treasury and formed the Rapid Transit Subway Construction Company.
In a short time men who had refused to bid for the contract were anxious to invest their millions in the enterprise with August Belmont at the head.

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