We applaud your decision to pause EAGLE teams following some recent disturbing incidents. It’s clear that taking a step back and going back to the drawing board to retrain and reevaluate the EAGLE teams is necessary, particularly with the internal protocol breakdown that led to multiple major incidents not being reported or elevated. No rider should fear being assaulted over a $3 fare. Thank you for making the right decision and listening to riders.  

Affordability continues to be a major issue, which is why we’re so glad to see that Fair Fares is finally expanding to include New Yorkers earning up to 200% of the Federal Poverty Level, thanks to Speaker Menin and Mayor Mandani. This opens up opportunities to more New Yorkers around the city. Last week, PCAC testified at the City Rule Change hearing to support the implementation of this change, including a reformed renewal process for people receiving other HRA services. We’re also extremely supportive of Councilmember Hudson’s efforts to streamline enrollment and ensure that more program participants can stay enrolled from year to year. There is still work to be done, but these are great steps in the right direction. 

The partnership between the city and the MTA is stronger than ever, and buses are another great example of that. We’re so excited to see that the city will install 2,900 digital countdown clocks at bus stops by 2030. This is a common-sense way to improve communication with riders who just want to know when their bus will come. 

But seeing long bus wait times is aggravating and inconvenient whether you see it on the MTA app or on a bus stop countdown clock. Riders deserve better, more reliable, and more predictable service, and we’re confident that the recently released Bus Action Plan will help. It’s so encouraging to see the work on the Flatbush Avenue busway and around the city, and we hope to see the MTA and DOT continue to collaborate for true Bus Rapid Transit in all five boroughs. Thank you. 

The post MTA/DOT Collaboration for Affordability and Reliability- NYCT Committee Testimony appeared first on PCAC.

First, we want to thank you and all transit employees for working overtime to ensure that riders could get where they needed to go safely through this weekend’s storm. Protecting our transit infrastructure from the risks of extreme weather will only become more and more important as the climate crisis continues to worsen.

Next month will mark fourteen years since Superstorm Sandy, and we’ve already grown accustomed to changes in weather patterns as we’ve all witnessed in recent summers: short periods of torrential downpour that lead to sewer blockage, flooding streets and stations. The MTA has also had to change its approach from focusing primarily on coastal resilience to looking at all areas where water can enter the system. We’re very optimistic about the MTA’s Climate Resilience Roadmap, which presents a forward-looking approach to addressing all of the potential impacts that Mother Nature may send our way.

We’re also very encouraged by the many accessibility projects in the works and recently completed! It’s great that the MTA is also conducting state of good repair work alongside accessibility upgrades to minimize the amount of time when riders are impacted by GOs and construction activities. As described in the Committee book, most of the Stations Program work is on track, but there are some risks of delay on the 7 line because high ridership and events can make GOs difficult to schedule. This is a good problem to have—riders want to take transit—but it’s also important that work gets done, and should be over-communicated as far in advance as possible. I must also mention the need for accessible Mets-Willets Point stations, highlighted every year during the US Open and Mets seasons!

Lastly, we had the honor of seeing some of the new Penn Station Access stations under construction in the Bronx last month. This project will be transformative for riders around the region, and it’s imperative that Amtrak and the federal government support the MTA’s work without further delays. Thank you.

The post Protecting Riders from Extreme Weather-Capital Program Committee Testimony appeared first on PCAC.

Earlier this month, the Monitor Point proposal was officially approved by the City Council. The project resulting from the zoning change will allow for over a thousand much-needed housing units—many of  which are income-restricted affordable units— and a park and museum on currently underutilized MTA-owned property. It will also relocate the MTA’s current Mobile Wash Unit and Emergency facility on the waterfront to a more appropriate industrial site. Importantly, revenue from this lease will raise funds that will be invested back into the MTA’s capital projects like accessibility upgrades, station improvements, and more.  Overall, it’s a win-win-win for riders, the MTA, and community members. We hope to hear specific details about where these funds will be used so that we can tout the local benefits of TOD projects like this, just as we love celebrating the projects in the works that are funded by congestion relief. We’re already dreading whatever the USDOT has in mind for this successful program, but rest assured that every court case has been successful in keeping the cameras on.   

Internationally, some of the best-funded transit systems that we look to for inspiration rely heavily on using development on transit agency-owned land to raise funds and reinvest in infrastructure. That helps those agencies provide excellent service and keep fares low with less support from their governments. Building housing that will reinvest in the trains and buses we depend on is mutually beneficial, and we hope it’s a model that can be used on other MTA-owned sites to keep transit affordable and well-funded for generations to come. 

As you continue to deliver major improvements like CBTC work on the G and track replacements on the 1/2/3, it’s key that riders know about service changes well in advance of GOs so they can plan for alternatives. Communication channels like the Weekender newsletter and MTA service alerts are great, and we hope you’ll promote these tools even further so that more riders know where to look and how to plan. Thank you.  

The post Testimony to the MTA Capital Program Committee- Investing in Transit through Better Land Use appeared first on PCAC.

March 23, 2026 

Good morning! I’m Kara Gurl, Planning and Advocacy Manager at the Permanent Citizens Advisory Committee to the MTA (PCAC).  

First, thank you to the transit workers who kept us moving on Transit Employee Appreciation Day and every day. This was a particularly brutal winter for train service, and we’re thankful that riders were largely able to get around through the storms.  

But this winter, many Metro-North riders reported an abrupt change in the way that trains pulled into the stations—what we’ve now learned is called “Universal Train Spotting.” While riders may have previously waited for the train in the same spot on the platform every day, trains are now pulling all the way up to the front of the platform, shaking up the way that commuters show up for and wait for their trains. We’ve also heard reports of this happening on the LIRR more recently. 

We’re sure that there’s a reason for this policy change to ensure that trains are arriving in stations in a standardized way, but it’s important to communicate with riders in advance or in tandem with any decision that will impact their commutes. Consistency in where trains stop at stations makes sense, but the abrupt change left riders running up slippery platforms when the train no longer arrived at the spot where they’re used to catching it. As with all policy changes, riders can adapt if you clearly explain why changes are happening, why it will benefit them, and how they can change their travel behaviors to limit any inconveniences. We do appreciate that you’ve since made some tweaks and released a video explanation to address rider concerns.  

We’re similarly still hearing from riders who miss their ten-trip tickets and lament the loss of flexibility with the new and shorter ticket validity window. Thank you for making some major strides with affordability through the expanded Family Fare to age 17, extended AM peak discount for Senior, disabled, and Medicare-eligible riders, and permanent CityTicket one-way fares—these are all examples of how common-sense fare policy can help attract more people onto transit, and we hope to see detailed ticket sales data on the Open Data portal in the coming months. Thank you. 

The post Thanking Transit Workers, Improving Commutes appeared first on PCAC.

Good morning! I’m Kara Gurl, Planning and Advocacy Manager at the Permanent Citizens Advisory Committee to the MTA (PCAC).

When we learned in early 2022 that Governor Hochul planned to create the IBX, we were beyond thrilled. A few years later, we’re well on the way to seeing this once-in-a-generation project take off. For too long, riders traveling between most of Brooklyn and Queens have had to ride through Manhattan or endure long bus and train trips. The IBX will transform the transit network for 160,000 daily riders and 900,000 neighborhood residents along the route. We’re endlessly thankful that the Governor has made this project a priority, and that the MTA has the funding and investment needed to commence the environmental review and scoping process.

We’re excited that the early stages of the planning study have pointed to light metro as the mode of choice for the IBX. Light metro systems have proven to be the best balance of cost-effectiveness, speed, and capacity so we support the decision to move forward with that mode. We’re thrilled the MTA is making the investment to tunnel below Metropolitan Avenue and All Faiths Cemetery to minimize the possibility of cars and trucks interfering with the IBX at grade level. Speeding up the run time, enhancing safety, and encouraging more riders will pay dividends over the long-term. 

We also hope to see stronger, more direct, transfer points between IBX stations and subway and the LIRR’s East New York station. While the existing tracks for the IBX may be located a few blocks away from some current stations, including at Broadway Junction and Brooklyn College, we hope to see station designs and wayfinding that clearly point riders to the IBX—and of course, transfer and fare policy that allows all riders to use all of the connected modes without paying twice.

Riders are counting on our elected leaders to continue funding and supporting transit at the city, state, and federal level. For too long, we’ve had to choose between maintaining the century-old transit system we have and expanding its reach— but as long as the MTA’s Capital Plan remains funded, New Yorkers will see that we can have both. Thank you.

The post IBX Scoping Meeting Testimony appeared first on PCAC.

This month marked another important milestone for the Interborough Express: officially kicking off the environmental review process and getting started with formal project scoping. The IBX is a once-in-a-generation opportunity to connect Brooklyn and Queens neighborhoods with much faster trips, and it’s also a chance to show that the MTA can build new things with the development of our first light rail project. We encourage riders to speak up at the MTA’s upcoming scoping meetings to weigh in on the details of the project, station locations, and reasons why the IBX will benefit you. We’ll have more to say in the coming weeks about just how transformative the IBX will be for riders, the city, and even for the MTA itself.

There’s a lot to be optimistic about with the MTA’s capital projects, but we remain alarmed by the actions of USDOT and the federal government that risk holding New York back. Withholding $18 billion for the Hudson River Tunnel Project and phase two of the Second Avenue Subway – combined with their decision to withhold critical antiterrorism and public safety money for the MTA – are the latest examples of their blatant efforts to punish New York and New Yorkers.

Tens of thousands of jobs hang in the balance and hundreds of billions in economic activity are at stake should these projects fail to move forward. These jobs and essential projects support not just New York but the entire region, and the working men and women who depend on them. We stand with Governor Hochul and the New York Congressional Delegation and urge them to fight this unconstitutional injustice with every ounce of their strength. We encourage you to continue the work that needs to get done, and thank you for keeping riders moving in times of uncertainty.

The post Capital Program Committee Testimony- Keeping Transit Projects Moving Without Support from USDOT appeared first on PCAC.

Nearly a month into the full implementation of the Queens Bus Network Redesign, we’re glad— but not surprised— that things are working smoothly. This generational upgrade to the Queens bus network and $35 million in new operating funding was sorely needed, and it’s great to see that many of the common-sense improvements like balancing stop spacing, streamlining routes, and creating new “Rush” routes are helping riders already. The PCAC team was out at bus stops around Queens as ambassadors for both phases of the redesign implementation. We were glad to see such a robust in-person program informing riders about changes— it’s clear that the best way to tell riders that their commutes are changing is by meeting them where they already are, at their bus stops and in their neighborhoods.

But the MTA can’t improve the bus network alone: NYC DOT has a major role to play in upgrading our buses. We’re very happy that construction on the upgraded Flatbush Avenue began last week with center-running bus lanes, reduced traffic lanes, and bus boarding islands. This is a big step in the right direction towards true BRT in New York City, and we encourage the city and MTA to work together to upgrade street-level infrastructure around the five boroughs that will speed up buses. Our report, released earlier this summer, “BRT for the Boroughs,” outlines even more improvements that can be made on Flatbush and around the five boroughs – but only with the city’s direct involvement.

We’re also calling on the city to expand the Fair Fares program to at least 200% of the Federal Poverty Level and to the railroads within the city so that 450,000+ more New Yorkers can afford transit. Currently, minimum wage workers earn too much to qualify— that needs to change. Especially as we approach a potential new mayoral administration, the time has never been better to make major upgrades to the city’s transit commitments and opportunities.

Thank you.

The post NYCT Committee Meeting- Interagency Collaboration for Better Buses appeared first on PCAC.

Good evening! I’m Kara Gurl, Planning and Advocacy Manager at the Permanent Citizens Advisory Committee to the MTA (PCAC).

I’m here tonight to talk about some very welcome fare policy changes, along with some improvements that could make transit simpler and more affordable for riders.

We’re thrilled you’re proposing to expand the senior and disability half-fare to the AM peak, something PCAC has long advocated for. We also support planned, moderate fare increases coupled with targeted discounts.

Making the 7-day rolling fare cap permanent and adding it to express buses is great. It makes total sense not to have to pay upfront for rides, as with the unlimited MetroCard offerings. However, adding a single-day—and most importantly, 30-day—fare cap would ensure that the most frequent riders are not subjected to a fare increase of up to 18%. We urge you to work with Cubic to program OMNY readers in this way.

We’re also thrilled to see that CityTicket will become permanent, and that all one-way city zone fares on TVMs will match its price. PCAC has long called for this fix so that no one is accidentally overcharged simply for not knowing about CityTicket, and we appreciate that you’ve listened.

With CityTicket, the one-way ticket price is standard no matter where in the city you travel within a single railroad. But because there are still five different fare zones across the railroads within the boroughs, the cost of a weekly or monthly ticket varies whether you’re traveling from Jamaica to Grand Central, Woodside to Grand Central, or Fordham to Grand Central—as much as a $17.50 weekly or $45 monthly difference. It’s time to create one unified city zone with one unified fare for each ticket option. We also renew our longstanding call for a CityTicket Weekly with transfers to subways and buses. Similarly, we like the concept of an unlimited day pass, but it should be valid for use across both railroads.

Thank you for holding these hearings, but we encourage you to schedule additional full hearings around the region. We’re confident that with more discussion, we can settle on fare policy choices that bring riders a more unified, affordable transit system.

The post Fare Change Hearing Testimony- One Unified City Zone for a Better Transit Network! appeared first on PCAC.

Earlier this month, PCAC launched a survey to hear from riders about the transition to OMNY. We asked about their tapping habits, whether they’ve experienced any issues, and what features and integrations they want to see in the future.

We’ve found that riders want to make sure that OMNY will give them the best fare option available, without having to think about it or second-guess that they’ll be overcharged. We understand that OMNY’s backend had some issues last month leading to charges showing up after they were made, and that those have been worked out. But riders should be able to immediately see—whether on the reader itself or on their devices—whether their transfer was honored, they’ve hit their fare cap and how much they were charged.

Riders also told us they want OMNY to be a chance for new—and more—features and functionality, like transfers to other modes like ferries and Citi Bike, without losing their favorite things about the MetroCard, like a 30-day fare option. We know it’s possible—London and other cities have done it—and we hope Cubic will work with the MTA to make it happen. More to come on our survey results soon, but if you haven’t taken it, go to pcac.org/OMNYsurvey!

We were also proud to rally with Council Speaker Adams, Riders Alliance, and the Community Service Society earlier this month in support of Fair Fares expansion. PCAC released a new report showing that over 415,000 New Yorkers in every Council district of the city would benefit from expansion to 200% of the Federal Poverty Level. Fair Fares is a vital lifeline for low-income New Yorkers to access transit, and we urge you to put pressure on the city to finally expand the program to include minimum wage workers before the budget is finalized.

Lastly, we’re looking forward to seeing the Queens Bus Network Redesign begin implementation! We’ll be out as Ambassadors and continue to monitor feedback from riders as the changes take effect and hope to see bus speeds increase. Thank you.

The post Tapping the Way to a Better Ride- NYCT Committee Testimony appeared first on PCAC.

But we can’t ignore recent complaints from riders who are dealing with extra charges, late charges, and customer service complaints, as reported by Jose Martinez in The City.

Of course, we hope it’s true that riders aren’t actually being overcharged but are instead seeing a delay coming hours or days after tapping. But riders need to be able to trust OMNY before the MetroCard is fully phased out—and these bumps in the road are unfortunately making the transition more painful than it should be.

We in this room understand that OMNY is a common-sense upgrade that will make riding transit easier and more affordable. But despite outreach efforts, average riders are concerned about the transition—whether about being overcharged, data privacy, or ensuring that they can still pay with cash.

At this time of transition, it’s more important than ever to use OMNY’s potential to create new fare discounts that can put money – and time – back in riders’ pockets. You’ve heard about our “Rider-First Fare Agenda,” a package of fare discounts and new ticket deals to make transit more affordable and attractive. OMNY and its integration with the TrainTime app will make discounts between the LIRR, Metro-North, and subways and buses more feasible, especially if riders are automatically charged the best fare available to them.

Change isn’t easy, particularly when riders have grown so used to swiping. Building trust with riders also isn’t easy and it’s harder to rebuild it after a negative experience when finances are involved. We urge you to over-communicate with the public about the transition to OMNY, remain responsive when riders complain, and ensure that double charges are being investigated and refunded quickly when appropriate. Coupled with creative fare discounts, we’re confident that riders will eventually embrace OMNY in time for the MetroCard’s phase out. Thank you.

The post MTA Committee Meeting Testimony- Making Sure OMNY Works for Riders appeared first on PCAC.