The story
Founded by Nelson Rockefeller on May 31, 1965, in New York City.1
History
Founding
In February 1965, New York governor Nelson Rockefeller suggested that the New York State Legislature create an authority to purchase, operate, and modernize the Long Island Rail Road (LIRR). The LIRR, then a subsidiary of the Pennsylvania Railroad (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 rail operators in the New York City area. On June 1, 1965, the legislature chartered the Metropolitan Commuter Transportation Authority (MCTA) to take over the operations of the LIRR. Governor Rockefeller appointed his top aide, William J. Ronan, 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 completed the rest of the payment the next month.
In February 1965, Rockefeller and Connecticut governor John N. Dempsey jointly suggested that operations of the New Haven Line, the New Haven Railroad's struggling commuter rail operation, be transferred to the New York Central Railroad as part of a plan to prevent the New Haven Railroad from going bankrupt. If the operational merger occurred, the proposed MCTA and the existing Connecticut Transportation Authority would contract with New York Central to operate the New Haven Line to Grand Central Terminal. A September 1965 joint report from both agencies, 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 1965, the MCTA found that the condition of 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 until June 1967.
In January 1966, New York City Mayor John Lindsay proposed merging the New York City Transit Authority (NYCTA), which operated buses and subways in New York City, and the Triborough Bridge and Tunnel Authority (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 Robert Moses 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. 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.
In May 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 took place the following March, with the MCTA taking over the operations of the LIRR, NYCTA, TBTA, New Haven commuter services, New York Central commuter services, and the Staten Island Rapid Transit Railway. 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 by outside agencies. In February 1968, Moses acquiesced to the MCTA's merger proposal. New York Central and the PRR merged in February 1968, forming the Penn Central Transportation Company.
In February 1968, the MCTA published a 56-page report for Governor Rockefeller, proposing several subway and railroad improvements under the name "Metropolitan Transportation, a Program for Action" 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 and 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 Interstate Highways, many of which had originally been 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 to 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 proposed that the MTA take over the Staten Island Rapid Transit Railway Company from the Baltimore and Ohio Railroad and start a $25 million modernization project on the railway. The city's Board of Estimate approved this purchase in December 1969. The MTA took ownership of the Staten Island Rapid Transit in January 1971.
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The agency entered into a long-term lease of Penn Central's Hudson, Harlem, and New Haven Lines. Before 1968, the Hudson and Harlem Lines had been operated by the New York Central Railroad, while the New Haven Line had been part of the New York, New Haven and Hartford Railroad. 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. 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 Conrail in 1976. The MTA took over full operations in 1983, and merged the lines into the Metro-North Commuter Railroad. In 1994, the MTA rebranded its five subsidiaries with simpler names to convey that the different agencies were part of one agency.
History
The department was formed on January 1, 1998, with the consolidation of the Long Island Rail Road Police Department and the Metro-North Railroad Police Department. Since the September 11 terrorist attacks, the department has expanded in size and has ramped up dramatically its counter-terrorism capabilities, adding K-9 teams and emergency services officers. There is one lieutenant, four sergeants, and 44 police officers who are assigned to the K-9 Unit and serve as handlers with their canine partners. The department has one of the best trained K-9 units in the United States. At a national competition in 2013, two MTA Police dogs took third and fourth place in explosives detection.
Currently, training for new recruits is conducted at the New York City Police Academy. After successfully completing the academy curriculum, officers are further trained in Connecticut law and law enforcement procedures.
2017–2021 transit crisis
In June 2017, New York governor Andrew Cuomo declared a state of emergency for the MTA due to ongoing reliability and crowding problems. This order applied particularly to the New York City Subway, 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 Scott Stringer 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.
2021 onsite COVID-19 vaccinations
In May 2021, the MTA operated eight walk-up COVID-19 vaccination sites in subway, Metro-North and Long Island Rail Road stations as part of a five-day pilot project. This pilot project was subsequently extended another week at two stations. Over 11,000 people received the Janssen COVID-19 vaccine as part of the program.
From Wikipedia’s article on Metropolitan Transportation Authority, shared under CC BY-SA 4.0.5