This bill makes assaults on seniors (65+) occurring while they are using, attempting to use, or accessing public transportation a class D violent felony. It directly affects seniors using public transit and sets a penalty of up to 7 years in prison for such assaults. The key provision adds a new legal definition to the penal law specifically covering reckless or intentional physical injury to seniors in public transportation settings. This changes the legal classification for these incidents from a lesser offense to a more serious felony.
Prohibits the operation of NYC transit authority subways or trains without at least one conductor on board; requires a conductor on any subway or train operated by such authority whenever the subway or train has more than two cars attached to the engine.
This bill requires transit authorities and their subsidiaries to ensure accessible buses (wheelchair-friendly) are available within a three-mile service area of any bus line. It mandates that 65% of all regularly operated buses must be accessible, achieved by requiring all newly purchased, leased, or brought-into-service buses (except those for temporary shortages) to be accessible until the 65% threshold is met. The law directly affects public transit agencies like the MTA, ensuring better access for transportation-disabled riders, including wheelchair users, on fixed-route bus services. Key provisions include the 65% accessibility target and the 3-mile service area requirement for accessible buses.
This bill creates a 16-member "parking placard review board" to study how parking placards (for disabled drivers) affect traffic and emissions in New York City. The board, appointed by state and city officials, will examine issues like congestion, misuse (e.g., parking at bus stops), and current enforcement within six months. It will recommend changes to placard rules, including potential limits on issuance, eliminating dedicated parking spots, and improving penalties for misuse. The review aims to reduce vehicle traffic - critical since NYC’s transportation sector contributes 28% of U.S. greenhouse gas emissions - and improve air quality. The bill does not change current placard rules but sets up a process to evaluate them.
Establishes a discount fare rate of no less than 25% for full-time undergraduate students attending an accredited college who utilize the New York city transit system, including railroad, subway and/or omnibus services.
Directs revenues from tolls collected on the Verrazzano-Narrows bridge to be applied to expansion of bus rapid transit and high-occupancy vehicle lanes in the borough of Staten Island.
Requires the commissioner of motor vehicles to promulgate rules and regulations to require that every school bus be equipped with a stop-arm on each side of the bus regardless of seating capacity; prohibits the operation of a school bus on public highways without a functioning stop-arm on each side of such bus.
This bill (A 4031) requires the MTA, working with NYC's Department of Transportation, to study whether an autonomous rail rapid transit (ART) network could be built in New York City. The study must focus on adding transit options to neighborhoods with limited or no subway or rail service, examining potential routes, infrastructure needs, fares, integration with buses, and technology availability. The MTA must complete the study within one year and submit a report with findings and recommendations to the governor, state legislature leaders, and NYC Mayor. This bill does not fund or build the network - it only mandates a feasibility study to inform future decisions.
This bill requires New York City's transit authority to implement a policy allowing pay-per-ride Metrocard users to receive two automatic free transfers between subway, bus, or bus-to-bus routes within a two-hour window after purchasing their initial fare. It directly affects Metrocard users who pay per ride, enabling them to switch between transit modes without additional cost during that timeframe. The policy must be funded exclusively by state appropriations, not the transit authority's operating or capital budget, and may be amended later.
This bill, S 3144, expands the required service area for accessible paratransit transportation. It mandates that accessible buses be available within a service area measuring three miles from any bus line operated by a transportation authority or its subsidiaries. This provision applies to both existing requirements for a percentage of accessible buses and the mandate for 100% accessible fixed-route buses, aiming to ensure broader geographical access for transportation-disabled persons, including those in wheelchairs.
