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Как получить льготный проезд на общественном транспорте бруклин сша

On all modes of transport except for NYC Ferry, all fare payments must be made using MetroCard , coins except for express buses and subways, and excluding half-dollars and pennies , or OMNY. OMNY is currently available only for full-fare, pay-per-ride trips, and MetroCard remains the only option for discounted or unlimited-ride fares. All fares are in US dollars. Except for NYC Ferry, kids under 44" tall ride for free with fare-paying rider; limit is 3. All transfers are good for two hours. There are no transfers to the BxM4C.

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Транспорт в Нью-Йорке: как не заблудиться в «Большом яблоке»

On all modes of transport except for NYC Ferry, all fare payments must be made using MetroCard , coins except for express buses and subways, and excluding half-dollars and pennies , or OMNY. OMNY is currently available only for full-fare, pay-per-ride trips, and MetroCard remains the only option for discounted or unlimited-ride fares.

All fares are in US dollars. Except for NYC Ferry, kids under 44" tall ride for free with fare-paying rider; limit is 3. All transfers are good for two hours. There are no transfers to the BxM4C. SingleRide tickets are valid for one ride within two hours after purchase on local buses and the subway. One bus-to-bus transfer is allowed; [28] however, transfer between buses and subways in either direction are not allowed. On the Select Bus Service routes except S79, customers paying with coins requiring a transfer must board via the front door and request a transfer from the operator.

All other customers may board via any of the three doors on Select Bus Service buses. The BxM4C does not accept or issue any transfers. However, passengers can request one free transfer to a connecting NYC Ferry route, valid within 90 minutes of the passenger boarding the first route.

Tickets are checked prior to boarding, when the boat arrives at the station. There are restrictions on transfers, as noted below. There are two exceptions:. This transfer was eliminated with the opening of an in-system transfer passageway among the three stations. Additional out-of-system transfers are added on a case-by-case basis, usually whenever a regular transfer is unavailable due to construction. For Pay-Per-Ride MetroCard and OMNY customers, there is no free transfer back onto the same route on which the fare was initially paid, or between the following buses: [45].

Different combinations of transfer privileges and the abolition of double fares to the Rockaways have altered these fares from time to time. Since July 4, , massively increased transfer privileges and pass discounts have lowered the average real fare significantly. The tokens were changed periodically as prices changed.

The first token change occurred in when the fare was raised to 30 cents. Another fare rise in , which brought the fare from 50 to 60 cents, did result in the issuance of smaller tokens. For the 75th anniversary of the subway in also called the Diamond Jubilee , a special token with a small off-center diamond cutout and engraved images of a subway car and kiosk were issued.

Many were purchased for keepsakes and were not used for rides. There were issues with the tokens, however. It was a common scam to circumvent the payment of fares by jamming the token slot in an entrance gate with paper. A passenger would insert a token into the turnstile, be frustrated when it did not open the gate, and have to spend another token to enter at another gate. A token thief would then suck the token from the jammed slot with their mouth. This could be repeated many times as long as no police officers spotted the activity.

Some token booth attendants sprinkled chili powder in the slots to discourage "token sucking". Token issues were compounded when transit riders discovered in the early s that tokens purchased for use in the Connecticut Turnpike toll booths were of the same size and weight as New York City subway tokens.

Since they cost less than one third as much, they began showing up in subway collection boxes regularly. Tokens were sold until April 13, , when they were replaced with the MetroCard. On October 30, , the installation of Automated Fare Collection turnstiles began. Before , the MetroCard design was blue with yellow lettering.

This program was originally billed as "MetroCard Gold". Card colors changed to the current blue lettering on goldenrod background. Two pilot programs were introduced to find a replacement to the MetroCard a few years after it was implemented. This one started on June 1, , and ended on November 30, The first two months started with the customer just using the MasterCard PayPass debit or credit card.

The MetroCard is expected to remain available until Passengers enter the subway by swiping farecards to unlock the turnstiles. Typical control areas feature low turnstiles, one or more EXGs, and a token booth. All control areas must have at least one EXG, as per State emergency regulations. While a loud, piercing, and warbling alarm sounds whenever EXGs are opened, general public took to using gates for exiting substantially reducing queues , especially at unstaffed locations.

Per MTA fare tariff, exceptions to normal turnstile operations abound. Those with bulk items bicycles, strollers, packages must request station agent witness their swiping farecard , rotating turnstile without entering, then enter through an AOG with their items.

School groups traveling with authorization letters may be admitted through an AOG. An added complication is several unofficial system entry methods resulting in no revenue loss but forbidden by tariff are frequently practiced. At unstaffed locations, fellow passengers often open EXGs for entry by customers with bulk packages after witnessing them rotate turnstiles without entering.

Police officers or station agents sometimes allow student groups to enter through gates. Crime was rampant; derailments, fires, breakdowns, and assaults were commonplace. Trains and stations were covered in graffiti. Passengers were actually afraid to ride the subway. Comparatively, fare evasion seemed a small problem.

However, fare evasion was causing the TA to lose revenue. Similarly, fare evasion was taken seriously. The TA began formally measuring evasion in November This continued through Plainclothes surveyors collected data for five hours per week at target locations, predominantly during morning peak hours.

Finally, in , evasion began to show a steady and remarkable decline, dropping to about 2. In the city, crime rate decline begun in under Mayor David Dinkins and continued through next two decades under Mayors Rudolph Giuliani and Michael Bloomberg. The AFC system was being designed, and evasion-preventing capability was a key consideration. Compromises with more secure low-turnstile designs were difficult, as AFC did not prevent fare evasion.

As AFC equipment was rolled out, evasion plummeted. Fare abuse agents, together with independent monitoring, were eliminated. In December , in the midst of a transit crisis , the MTA announced that as many as four percent of subway riders and 16 percent of bus riders each day might not be paying fares, amounting to , subway riders and , bus riders per day.

However, AFC eliminated long token booth queues, so fewer clerks were needed. Passengers now interact with agents only for requests like mutilated farecards, concessionary fares, or travel directions. Clerks were not cross-trained for AFC maintenance; that function was assigned to turnstile maintainers.

The MTA determined that each station required only one full-time booth, serving dominant or both travel directions. Some booths were removed altogether because it was felt that MVMs would be sufficient. Some thought the station destaffing plan would lead to potential evasion increases, and consequently more general crime. Further confusing the issue, agents themselves historically provided evasion counts in their normal course of duty.

Decision to eliminate agents turned out controversial with both riding public and elected officials. A civil suit concerning the sexual assault at 21st Street station, which occurred despite the alarm having been raised by the agent. The fiscal crisis necessitated more agent reductions, leaving only one hour booth per station complex. Planned attrition program was converted to layoffs when fiscal situation deteriorated further in In studies, gate evasion rate was found to be 1.

Keeping gates locked potentially halves gate-related evasions. Following this finding, MTA reinstructed station supervisors and agents on importance and revenue impacts of keeping gates locked. Questionable gate entries decreased from 1. This measure seems to target mostly casual evasions.

Originally fare control hardware and staff presence was thought to affect evasions. Unstaffed HEETs with emergency exits , a generally unsupervised environment, might invite rampant evasions. However, pilot studies indicated these locations had similar gate evasions 0. At least in New York, agents do not seem to deter evaders. Unsupervised HEETs had similar turnstile evasions 1.

Unsupervised exit-only locations have lower gate evasions 0. Exit-only gates are only opened when trains arrive and passengers open them from the paid side; evaders likely find it more time-efficient to evade through entrances.

Only the most determined evaders would wait at exit-only locations for others to exit, to enter. Passengers may be unaware of height guidelines determining when children must begin to pay, which were posted at booths that many customers no longer use.

The coordinated efforts resulted in a five-swiper ring being disbanded and sentences of over one year being imposed. The most important evasion fighting tool is arguably comprehensive and functioning legal frameworks to deal with evaders and counterfeiters. With appropriate legal framework, like traffic stops, evasion checks can be effective in identifying and arresting criminals wanted on outstanding warrants.

Renewed enforcement interests led to several high-profile cases. Swiss tourists with allegedly valid passes were ticketed for bumping turnstiles.

Legal framework is more than prohibition of illegal acts and prescription of fines.

Половина пользователей могут лишиться права на льготный проезд в метро Нью-Йорка

Планируется со следующего года ввести регистрацию для всех ньюйоркцев, живущих за чертой бедности. Эту программу критиковали за то, что она охватывала только 45 тыс. Между тем на прошлой неделе МТА приняло решение о повышении цен на проездные билеты с 21 апреля. Однако утверждается, что теперь льготная программа охватит гораздо больше пассажиров. Пока льготы еще не введены, а также тем, кого они не коснутся, будет интересно воспользоваться калькулятором MetroCards, чтобы рассчитать, какой билет выгоднее покупать цена разовой поездки в этом году осталась неизменной, ее не повышали.

льготный проезд на общественном транспорте для пенсионеров и инвалидов. получения легального статуса на проживание или гражданства США. Kings County (Бруклин): Больница Округа Кингс (Kings County Hospital Center).

Транспорт в Нью-Йорке

Общественный транспорт Нью-Йорка представлен широчайшей сетью метро, автобусов, электричек, паромов. Большая часть общественного транспорта находится под управлением компании MTA. Бумажный проездной имеет магнитную черную полосу на оборотной стороне. Безлимитную MetroCard можно пополнять билетами на одну поездку. Тарифная сетка билетов Метро-Норт также довольно обширна. Именно так можно миновать огромные многочасовые пробки. Станции метро Нью-Йорка довольно грязные, зато курсирование поездов отлажено как нельзя лучше. Передвижение под Нью-Йорком: крупнейшее метро мира.

New York City transit fares

Теперь её пользователи переживают, что вообще не смогут себе позволить пользоваться общественным транспортом. Об это пишет издание Daily News. Она рассчитана на всех жителей Большого Яблока с низкими доходами. Некоторые пользователи программы теперь опасаются, что они не получат льгот после того, как деньги в программе закончатся, и вообще не смогут пользоваться общественным транспортом, поскольку полную стоимость проезда они оплачивать не могут.

Безусловно, это самый удобный способ передвигаться по Нью-Йорку. Подземка работает круглосуточно некоторые станции закрываются на ночь , семь дней в неделю даже в самых отдаленных районах города.

Изменения тарифов и платы за проезд

Муниципальное транспортное агентство MTA — это локомотив, который приводит город Нью-Йорк в движение. Ежедневно подвижной состав агентства, — электрички метро, автобусы, пригородные поезда, — и инфраструктура МТА, — мосты и туннели — соответственно совершают и обеспечивают 9 миллионов поездок. Средства от приобретения билетов, поступающие в городскую казну, формируют одну из основных бюджетообразующих статей, обеспечивают качество и количество обслуживания, которое агентство MTA предлагает своим клиентам, а также покрывают растущие расходы. В этой связи Финансовый план MTA предусматривает умеренный рост тарифов и платы за проезд каждые два года. Настоящее предложение, касающееся изменений тарифов и платы за проезд, предусматривает наименьшее их повышение с года, когда MTA впервые перешла к практике повышения тарифов и платы за проезд по регулярному графику.

Де Блазио пообещал помочь неимущим льготами на MetroCard


В Нью-Йорке без общественного транспорта не обойтись. Вот почему: Нью-​Йорк — крупнейший город США площадью около км²;; в час пик здесь В Нью-Йорке проезд на метро, автобусах и по канатной дороге можно оплатить Паромы доставляют пассажиров до Статен-Айленда, Бруклина и​.






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  1. Лев

    Добрый день, можно спросить?

  2. Розалия

    Спасибо большое за информацию

  3. Виктория

    Судья сказал что свидетелей не было, а как же Ваш клиент? Он же присутствовал и все видел. Или состав преступления все-таки был ?)))

  4. Ангелина

    Где расписка под видео

  5. capmifede

    Ти прав , там куча проблемс , 1 првар 2 персонал і.т д . у меня бил ресторан ! а теперь он закрити на протязі 6 років . і здати в оренду не можу і переобладнати не можу , бо гроши потрібно на ремонт і взагалі , не стоїть в мене до того ресторану