Rapid Transit
regular service: .	IND Rockaway Line Refund Tickets	JFK Express
service interruptions: .	Block Tickets	Courtesy Pass	Universal Transfers	General Order "G.O." Transfers
special events: and Sports Specials:	NY Titans Football @ Polo Grounds	Aqueduct Racetrack Special	Yonkers Raceway Special	Rockaway Special - Playland Ticket	Nostalgia Special "Museum Train"
	Miscellaneous Passes
Surface Transit
regular service: .	Culture Bus Loops I, II, III, SI	Shoppers Bus	Night Coach	A Night On The Town
special events: .	1939 - 1940 Worlds Fair Bus Route Tickets & Transfers

.

   There were many instances in which the New York City Transit Authority issued tickets for special events or occasions; where some were issued for a "one off" event while others were issued daily in regular service. 

   Some of these special occasions were sporting events, and some of these occasions were to garner more revenue during weekdays or late nights. As most of the passenger traffic was during morning or evening rush hours on weekdays, a lot of transit equipment sat idle during the off hour periods. 

   Obviously, this equipment cost money to purchase, as was the employees hired to operate the equipment; so having either sit idle was not financially sensible.

   So, the NYCTA operated "specials" to attempt to recoup the expenses. Some were very successful when first introduced, then ridership tapered off, and the train or bus route abolished. The JFK Express, despite being sucessful in the beginning; saw diminishing returns in later years and then operated in deficit. However public opinion kept it around, despite it costing more money to operate then it raised. 

		The IND Division Rockaway Beach Line was unique to the single fare rule on rapid transit lines for regular service.    This line was purchased for $8,500,000 from the Long Island Railroad after several fires of the wood trestle over Jamaica Bay took place; the last of which was so severe the LIRR was content to abandon the line. The NYCTA completely rebuilt the route with fill and concrete trestles and connected to the IND Subway at Howard Beach Station at a cost of $57,000,000.    As proposed originally on February 16, 1956, it was supposed to be a 40 cent fare each way. 15 cents for the regular subway, and an additional 25 cents to be collected at Broad Channel. There was such sufficient outrage at this, considering it would cost 80 cents round trip for Rockaway residents, of which at the time a good portion of Rockaway was lower income; was in no doubt justified.    So, after public hearings on the matter and local politicians getting involved; on March 30, 1956 the NYCTA relented to a degree and reduced the proposed fare to 30 cents each way. The line then opened June 28, 1956.    Passengers using this route, which at one time or another saw use by the   lines, were charged a double fare south of the Howard Beach Station. The manner of collecting this extra fare entailed the following:    Northbound from the Rockaways: passengers entering along the line from any of the stations south of Howard Beach Station; required the deposit of two tokens into the turnstile upon entering the station.    For those already on board a southbound train from other parts of the system, an additional token was payable upon exit at stations south of Howard Beach Station.    For those passengers traveling only within the double-fare zone (between the Rockaways and Howard Beach Station) would request a special "refund ticket" from the token clerk, entitling them to a refund upon exiting the system, either in cash or a token from the token clerk at their station of destination. This ticket can be seen at right.    Needless to say, there was still outrage over the double fare, and a lawsuit filed, but on June 15, 1956; Supreme Court (New York) Justice Schwartzwald found in favor of the NYCTA, adding that the LIRR fare to the Rockaways (when the line was owned and operated by them) was higher than the fare being charged by the NYCTA. Fortunately, this quelled most dissent.    This double fare remained quite unpopular, and in 1972, the matter was revisited following another lawsuit. The NYCTA conducted a study that showed due to the increased population now residing in the Rockaways, lowering the fare to regular amount would not incur any undue loss of revenue.    But, it would not be abolished until September 1, 1975; which coincided with a system-wide fare increase, as well as an increase in tolls on the Cross Bay Bridge and Marine Parkway Bridges.
front	back (oddly, the back is printed  upside down to the front. It is shown here with corrected orientation. Also note the front carries a 6-1-56 date, while the back has 8-72.
2" x 6⁹⁄₁₆"

.

.

   The most widely known of these special tickets was for the JFK Express. This service was heavily advertised on broadcast television and radio and the slogan, which a lot of people remember to this day was "Take the Train To The Plane".

   This special but scheduled service was assigned its own "bullet" on the roll signs on the subway and bus equipment:

This was an express train that operated from Manhattan, stopping at selected stations in Manhattan and through Queens to provide service to John F. Kennedy Airport. The stops for this train are listed at right.    Baggage racks were installed in those subway cars assigned to the route. During operation, New York City Transit Police assigned a patrolman to each train for security of the passengers as well as baggage.    Usually, the trains were comprised of a three car set of R-46 types (the newest in the system) and equipped with air conditioning. These three car sets were later expanded to four cars. As the JFK Express train was significantly shorter than the standard eight or ten car trains in regular IND subway service, specially marked areas on the subway platform showed passengers of the JFK Express where the train would stop.    Service was every 20-24 minutes, departing from 57th Street and Sixth Avenue (Avenue of the Americas), and then once the 21st Street / Queensbridge Station opened, from 5am to Midnight.    Service from Howard Beach / JFK Airport began at 6am and operated through 1 am.    The JFK Express was an extra fare service, meaning the fare was in addition to the regular transit fare (which at that time when service was inaugurated, was 50 cents).    In reality, this was actually the "train to the bus to the plane", as there was two express bus loops that picked up passengers at the JFK Airport / Howard Beach station to take them to or from their desired terminal.

..

Queens - IND 63rd Street Line  21st Street / Queensbridge  (for only 7 months: from October 29, 1989 to April 15, 1990 / cessation of JFK Express service)  Manhattan - IND Sixth Avenue Line  57th Street / Avenue of the Americas;   47-50th Street & Avenue of the Americas / Rockefeller Center;  42nd Street / Avenue of the Americas;   34th Street / Herald Square / Avenue of the Americas;   West 4th Street / Avenue of the Americas;   Chambers Street / World Trade Center  Broadway / Nassau  Brooklyn - IND Fulton Street Line  Jay Street Fulton Street / Borough Hall  Queens - IND Rockaway Avenue Line  Howard Beach / JFK Airport / 159th Avenue  Shuttle Bus to Airport

   One of the perqs of the premium service and as a courtesy on trains originating at JFK Airport and heading towards the city, the passenger could request a stop at an intermediate station along the route. Such as, if the passenger wanted to disembark at Ralph Avenue, they told the transit clerk aboard the train who would relay the request to the motorman, to stop at that requested station. This would alleviate the need for the passenger and their luggage to have to go to a regular station of the JFK Express and either wait for a second "local" subway train or backtrack to their desired stop.

   While normal subway service operated with a two person crew: a motorman to operate the train and a conductor to open and close the doors and make announcements; the JFK Express operated with an additional two persons: a revenue clerk and transit police officer. 

   As conductors are not bonded to handle money (or authorized by union contract), and as NYCTA revenue clerks are, therefore it was necessary to place a revenue clerk aboard each JFK Express train. Along with this was the extra security of a police officer to both guard the passengers luggage as well as guard the extra funds carried by the revenue clerk.



   There is a lot of misunderstanding by the layman about these ticket issues. It is widely assumed each denomination represented a rise in fare. But in reality, this is not the case.

   If one examines the tickets carefully, you will notice that some of the tickets are marked for trips to JFK airport, yet others are marked from JFK Airport. Other than the obvious reason of noting direction of travel, it was unknown why this would need to be specified, as when the ticket is punched it cannot be used again. But in-depth research reflected only six fare raises took place over the usage history of the JFK Express tickets, yet there are many more denominations of tickets observed.

   It was then postulated there was a slight fare difference incurred in one direction as opposed to another. A little more thought and research was put into this, and upon locating an article published in the September 28, 1978 issue of the  "Leader Observer"; (a local newspaper published for Queens residents) explained this to be exactly the case.



    When we subtract the prevailing rate of subway fare (for that particular date of usage), we will encounter the lower amount of the two fare tickets that are marked TO and  FROM airport. The "TO" ticket was always cheaper than the "FROM" ticket; because in going to the JFK Airport via the JFK Express, one has to buy a token to first enter the subway system.



   To reiterate, for passengers going to the airport: the regular subway fare was 50 cents. The passenger pays at the token booth, gets a token and goes through the turnstile to the platform. The JFK Express train pulls in, the passenger boards and pays the on-board train clerk the $3.00 JFK Express premium fare. Therefore, they are issued a $3.00 ticket. Upon arrival at the Howard Beach / JFK Airport Station, they disembarked and then boarded the JFK Airport Loop Bus.

   In the opposite direction (from Howard Beach / JFK Station to Brooklyn or Manhattan), passengers paid a premium fare of $3.50 to the on-board train clerk, with this amount covering the base subway entry fare of 50 cents and the $3.00 premium fare for the JFK Express.


   Originally, this author was under the impression that the Loop Bus operator sold the "from airport" tickets: $3.50 premium fare ticket and the $1.20 loop bus and  train ticket.

   But here we encounter a dilemma. Unfortunately, there was some ambiguity as to the collection of fares on the Loop Bus from the airport terminals to the Howard Beach Station. It was logically presumed that the Loop Bus operator collected fares and issued tickets for bus services (Loop Bus only; Loop Bus and train; and the Loop Bus and JFK Express train). But, recent information that has come to light, that states the revenue clerk on-board the JFK Express train to Manhattan collected the fare for the express train portion not the bus operator.

   This then left the postulation that the Loop Bus and Express Train services were paid for independently, with passengers showing the Express Train on-board revenue clerk their Loop Bus ticket purchased from the Loop Bus operator, to verify their payment for that service. However, this is duplicitous as the Loop Bus service was included in the overall ticket price of the premium.

   According to the 1978 JFK Express brochure issued by the NYCTA, the passenger paid the Express Train on-board transit clerk for the entire service (which I take it to include the Loop Bus fare). But, this leaves us with a quandary: a passenger could now ride the Loop Bus for free to Howard Beach Station and not take the JFK Express train. But those passengers that did take the JFK Express train, as they paid for a premium ticket - in which they paid for the Loop Bus service, because the Loop Bus fare was included in the ticket purchase price. This seems to be an unfair advantage in favor of the local subway rider, who could get away with not paying for the service.

   Another possible answer is to make the Loop Bus service free. But this is contradictory to the fact and existence of the Loop Bus tickets. So this is not an answer either. We also know the Loop Bus offered a stand alone ticket for terminal to terminal transportation. This means the bus operator driver must have been authorized to sell at least the Loop Bus only tickets, and possibly the Loop Bus and Subway tickets as well. Or did they?

   Since 1969, bus drivers no longer held the responsibility of making change, due to robberies. Having the bus operator collect premium fares and make change for such, would have left said operators in a vulnerable position.

   Upon learning of the existence of the mid-platform ticket booth from the following images on nycsubway.org, another obstacle arises: if the Bus Loop passenger pays for the Loop Bus and train ticket, does this entail showing said ticket to the mid-platform clerk at the Howard Beach Station? There is no turnstile shown in the images; so therefore tokens were not used. The only option here is for the Loop Bus passenger who purchased their Loop Bus and train ticket from the bus operator to show it to the clerk in the mid-platform booth, to access the regular fare section of the platform. Then that booth is superfluous.
   Wait a minute, my thoughts are coalescing.. and wait for it...

   The presence of this mid-platform ticket booth acted as a divider for two sections of this northbound platform (which was long enough to accommodate 14 cars) and could be considered to have two seperate fare control areas connected end to end). The southern portion of the northbound platform could accommodate the standard "B Division" 10 car  train; and of which provided service to regular fare subway passengers, these having paid their fare at the full time token booth at the station-house at Coleman Square and 159th Avenue attached to the southbound platform or from other parts of the subway system.

   This southern section of the northbound platform was also accessed via the overhead pedestrian bridge from the southbound platform and station-house. This gave the passenger coming from the airport access to both the southbound platform (to the Rockaways); and to the street.

Therefore, this mid-platform ticket booth, which divided the northern 300 foot section of northbound platform from the southern 750 foot area. This 300 foot northern section had a four car capacity and provided controlled access to the JFK Express Train premium fare and the ramp to Loop Bus area, as shown in the diagram below right.    Originally, this 300 foot section of platform was not covered, as evidenced by the image at right dated September 24, 1978. (Doug Grotjahn image, collection of Joseph Testagrose, nycsubway.org archives)    Also note that the original location of the mid-platform booth was located halfway between the original three car JFK Express Train length (about 125 feet from either end of the premium fare control area).    As seen in the image below which was taken a year later, the booth was now moved to the southern border of the 300 foot extra fare area, and the platform roofed over to provide covered egress for premium fare passengers. (They're paying $3.50 for an express train - better not make 'em stand in the rain!)    This 300' long separate platform control area, which was long enough to accommodate four 75' "B Division" cars; was connected by a covered inclined ramp down to the bus lane of the parking lot. Here, at ground level, another large covered shelter housed the boarding area for JFK Express passengers transferring to and from the Loop Buses.    In the image below, this mid-platform booth can be seen, along with signs for the regular subway fare and access the regular subway platform (no turnstile) - note the amount $1.50. This was not the cost of a token - but the cost of the Loop Bus and train ticket!

northbound (to NYC) platform, looking north note at least four crewpersons at far end.

northbound (to NYC) platform looking south The mid-platform ticket booth. Note signs on booth: NO EXIT, $1.50 and CC Local Service $1.50 Bklyn & Manhattan Also note the person holding the brown travel valise at back window of booth. This, in all likelihood; is a regular subway passenger purchasing a $1.00 JFK Loop Bus Ticket as they came in on the regular fare subway. Also note the ticket chopper under the $1.50 sign! August 1979 - Steve Hoskins photo - David Pirmann collection - courtesy of nycsubway.org

   The only access to the Loop Bus was either via that mid-platform ticket booth to the airport terminal, or from the airline terminals to the mid-platform ticket booth. Passengers arriving via the train had already paid their token at their originating station, and they would only need to pay for and access to the Loop Bus. Again, until now it was assumed the bus operator sold said ticket.

   But with the visual evidence of the mid-platform ticket booth, we now know tickets for the Loop Bus was sold at the ticket booth as well as the tickets for the loop bus and the train! The bus driver merely collected the perforated stub attached to the ticket when the passenger boarded to prevent reuse.

   This alleviated the bus operator from handling any money, and still controls both the "to" and "from" portions of travel on the Loop Bus.

   So, the linear description of payment procedures would be as follows:

TO JFK:
via JFK Express :	Purchase 50¢ token to access subway, pay $3.00 premium fare on board JFK Express; upon arrival at Howard Beach Station, access to JFK Loop Bus included;
or
via regular subway train service:	Purchase token to access subway, detrain at Howard Beach Station, buy $1.00 JFK Loop Bus Ticket at mid-platform booth for access to JFK Loop Bus;
FROM JFK:
via JFK Express :	Board bus at airline terminal, disembark at bus ramp at Howard Beach Station and walk up to subway platform. If purchasing city-bound JFK Express train ticket ($3.50) you purchased it from "on board" clerk waiting at doors of subway train. The Loop Bus ride is included in the premium fare;
or
via regular subway train service:	or pay $1.20 cash at mid-platform booth ($1.00 for Loop Bus plus 20¢ discounted subway fare), no token required for access to subway train.

   
   Research is ongoing, insight is desperately needed and you are of course invited to contact me here with further info.



   With declining patronage, the NYCTA was facing mounting criticism for operating a special train that saw minimal usage. As regular subway passengers would watch an empty JFK Express trains roll through a station, especially late at night when it could be 20 minutes or longer between regular service trains. This resulted in some modifications to JFK Express service. According to the 1988 transit map, the JFK Express now carried local passengers between Sixth Avenue and 57th Street station and 47th / 50th Street Station weekday evenings 9:00 pm to 1:00 pm. South of 47th / 50th Street Station, the JFK Express began extra fare service.

   Also around this time, upper management at NYCTA began recommending an abolition of JFK Express service altogether. Cessation of JFK Express would save the NYCTA 7 million dollars annually, free up 144 employees and add 12 subway cars to the regular service roster. This eventually took place on April 15, 1990.

   Ironically, the Express Airport Loop Bus service continued on, even after the JFK Express service was abolished as the bus loop service was still needed to get passengers to and from the JFK Airport / Howard Beach subway station for those passengers arriving and departing via the IND train.

   So, the Airport Express bus could be paid for independently, for passengers arriving via the normal "local" subway train or by connecting bus routes.

   When the AirTrain opened for service in 2003, it eliminated the need for the Express Bus Loop, as all the terminals were now connected via the AirTrain, but as the AirTrain ticket is treated as a separate purchase from the regular subway fare, it constitutes a two fare system.

   The following chart reflects which tickets were issued coinciding with other tickets for that fare period.

date	base subway fare	JFK Express Train  TO JFK Airport (does not include regular fare for subway)	Express Bus Loop bus and JFK Express Train FROM JFK Airport (includes base fare for subway)	Express Bus Loop bus and   Train FROM airport	Express Bus Loop onlyc TO JFK Airport	JFK Employee tickets (book of 20 tickets)
September 23, 1978	.50	$3.00	$3.50	$1.20	$1.00	n/a
January 1, 1979	.50	n/c	n/c	n/c	n/c	$25.00 ($1.25)	On January 1, 1979; employees of the various airlines as well as employees of the Port Authority of New York and New Jersey who worked at JFK airport; were provided with a discounted book of twenty tickets, sold for $25 ($1.25 per ticket).
June 28, 1980	.60	$3.40	$4.00	$1.50	$1.20	$30.00 ($1.50)
July 3, 1981	.75	$4.25	$5.00	$1.80	$1.50	$45.00? ($2.25?)	This era of JFK Express train service also provided service to the Aqueduct Racetrack when racing was in session and upon request of the passenger.
January 2, 1984	.90	$5.10	$6.00	$2.00?	$1.80
January 1, 1986	1.00	$5.50	$6.50	$2.25	$2.00	$50.00? ($2.50)	On January 1, 1986, the cost of an JFK employee discount ticket rose from $2.25 to $2.50. For this fare, $6.00 tickets were redacted and overprinted with $6.50.b
		$5.50	$5.50				see ticket below
January 1, 1990	1.15	$5.60?a $6.35?a	$6.75 $7.50?a	n/c?	n/c?		JFK Express service was discontinued April 15, 1990

^a - $5.60 denomination ticket not yet seen or confirmed, but believed to exist. Furthermore, the December 16, 1989 article in New York Times states the JFK Express fare was to rise to $6.35 and token. This would correspond to a "from airport" ticket
     fare of $7.50; none of which have been seen.
^b - $6.50 non-redacted tickets have not yet been seen.
^c - fare for shuttle bus when not used with JFK Express train.
n/c = no change

JFK Employees JFK Express Ticket Book (bi-directional) - January 1, 1979 to June 28, 1980 Book of twenty tickets purchased from on-board ticket clerk. Booklet number is independent from individual ticket numbers. Note booklet cover carries value, but not individual tickets, and tickets must not be detached from booklet prior to clerks removal. Globe Ticket Booklet cover is 4" x 2¹⁄₁₆" with 3/8" selvage, tickets are 5" x x 2¹⁄₁₆ with ⅜" left selvage for book binding, and ¹⁵⁄₁₆" clerk stub on right		JFK Employees JFK Express Ticket (bi-directional) (shown detached from booklet.) As tickets did not carry a denomination, the same ticket could be used throughout various booklet values. ($25.00, $30.00, etc) Globe Ticket 5" x 2¹⁄₁₆"
September 23, 1978
		....
FROM NYC / TO AIRPORT 50 cent subway fare paid at token booth + $3.00 JFK Express fare & Shuttle Bus paid to on-board ticket clerk. Globe Ticket 6¾" x 2½		TO NYC / FROM AIRPORT Shuttle Bus and JFK Express  from JFK Airport $3.50 JFK Express fare and subway combined and paid to Bus Loop Operator Globe Ticket above National Ticket below 6¹³⁄₁₆" (including 1⅜" selvage) x 2½"
June 28, 1980
FROM NYC / TO AIRPORT 60 cent subway fare paid at token booth + $3.40 JFK Express fare & Shuttle Bus paid to on-board ticket clerk Globe Ticket 4¼" x 2½"		TO NYC / FROM AIRPORT $4.00 - JFK Express fare and subway combined and paid to Bus Loop Operator Globe Ticket 4¹⁄₁₆" x 2½"
July 3, 1981
FROM NYC / TO AIRPORT 75 cent subway fare paid at token booth + $4.25 JFK Express fare & Shuttle Bus paid to on-board ticket clerk expedient $4.25 ($3.00 ticket overstamped to $4.25 - Globe Ticket $4.25 - Globe Ticket 4¹⁄₁₆" x 2½"		TO NYC / FROM AIRPORT $5.00 - JFK Express fare and subway combined and paid to Bus Loop Operator
January 2, 1984
FROM NYC / TO AIRPORT 90 cent subway fare paid at token booth + $5.10 JFK Express fare and Shuttle Bus to JFK Airport  paid to on-board ticket clerk goldenrod is Globe Ticket above pale cream is unknown printer below 4¹⁄₁₆" x 2½"		TO NYC / FROM AIRPORT $6.00 - JFK Express fare and subway combined  paid to Bus Loop Operator Arcus Ticket 4¹⁄₁₆" x 2½"
January 1, 1986
$1.00 subway fare paid at token booth + $5.50 JFK Express fare and Shuttle Bus (free) to JFK Airport paid to on-board ticket clerk Globe Ticket 4¹⁄₁₆" x 2½"		$6.00 redacted, overstamped to $6.50 - Shuttle Bus (free) and JFK Express  from JFK Airport paid to Bus Loop Operator note: no perforation on right side for bus stub. Arcus Ticket
And now, for another fly in the ointment. These $5.50 tickets below, differ significantly from the one above left (and others prior to it), as the tickets below are good for $5.50 in both directions: "Good for one trip Via Express Train and Bus to J. F. K. Airport or from Howard Beach to 57th Street."    In order to accomplish this matching two way fare rate, the base subway fare would have to be collected separately or not at all on the "from Howard Beach" direction (to Manhattan). And at no other time was the fare $5.50 to or from J.F.K. so these tickets must fall into the January 1, 1986 through January 1, 1990 usage period. Research remains ongoing and comments are welcome.    Most coincidentally, upon the delivery of both tickets to me on March 16, 2023 (purchased from different sellers on eBay); John Telesca, a fellow member of the Facebook group "New York's Railroads Subways & Trolleys Past & Present" made the following post in response to a comment I made: "I rode it twice and [each time] they collected fares differently. The first had a uniformed person collecting fares in the car, at the same time trying to change larger bills. On my last trip you paid the fare when you got off at Howard Beach, at a little podium on the airport side before boarding the airport bus. On the way back from the airport they let anyone board at the stops. I believe it was summer, 1989.    Since this is an anecdotal recollection, it needs to be confirmed via official documentation. But at the very least, we are now aware that a change in the method and time of payment for JFK Express passengers took place. As such; the verbiage on the tickets was modified to reflect this as well. Also note the wording on the bus portion of the ticket: "To Be Collected By Bus Operator" by the still attached stub on the ticket below left. This wording does not appear on earlier issues of the JFK Express Tickets.    Furthermore, upon acquiring the following two tickets; subtle differences are noticed between the two: note the M logo, and slight different font and size of the wording. Both are Globe Ticket, however, the one on right now carries "Globe Ticket and Label".
$5.50 JFK Express fare and Shuttle Bus (free) to JFK Airport paid to clerk at station $5.50 JFK Bus Loop and JFK Express to Manhattan paid to Bus Loop Operator Globe Ticket 5³⁄₁₆" x 2½"		$5.50 JFK Express fare and Shuttle Bus (free) to JFK Airport paid to on-board ticket clerk $5.50 JFK Bus Loop and JFK Express to Manhattan paid to Bus Loop Operator Globe Ticket and Label 4¹⁄₁₆" x 2½"
January 1, 1990
not yet seen		not yet seen
$1.15 subway fare paid at token booth & $5.60 JFK Express fare and Shuttle Bus to JFK Airport paid to on board clerk.		$6.75  - Shuttle Bus and JFK Express  from JFK Airport
Also: the December 16, 1989 article in New York Times states the JFK Express fare was to rise to $6.35 and token. This would correspond to a "from airport" ticket fare of $7.50; none of which have been seen.
. .
Airport Loop "Express" Bus only - TO JFK  (for a passenger arriving at Howard Beach / JFK Airport Station via subway Line)		Airport Loop "Express" Bus & Local Subway Service FROM JFK (for a passenger at JFK Airport towards Howard Beach / JFK Airport Station via Express Bus and subway Line)
September 23, 1978
$1.00 - Shuttle Bus ONLY to JFK Airport Globe Ticket 6¹³⁄₁₆" (including 1⅜" selvage) x 2½"		$1.20 - Shuttle Bus and  Train ONLY from JFK Airport Globe Ticket 6¹³⁄₁₆" (including 1⅜" selvage) x 2½"
June 28, 1980
intentionally left blank
		$1.50 - Shuttle Bus and  Train ONLY from JFK Airport Globe Ticket
July 3, 1981
		intentionally left blank
.$1.50 - Express Bus ONLY to JFK Airport Globe Ticket
January 2, 1984
intentionally left blank
.January 1, 1986
$2.00 - Express Bus ONLY to JFK Airport Globe Ticket		$2.25 - Shuttle Bus and  Train ONLY from JFK Airport Globe Ticket

Unissued books of JFK Tickets in varying denominations are now appearing on the eBay market. 

Individual tickets: $7.00 to $10.00 for circulated and punch canceled tickets
Books; no more than $15.00 per book as these are unissued remainders.

JFK Express JFK Employee Tickets; are somewhat rarer: $15.00 - $20.00 for issued tickets.
Books; no more than $15.00 per book as these are unissued remainders.

.

.

Sports Specials

.

Aqueduct Racetrack - Thoroughbred Horse Racing

   Two items should be noted before we proceed: 

• Aqueduct Special trains only operated when racing programs or meets were being held at Aqueduct. For those not familiar with thoroughbred racing; racing programs / meets are not held year round at a single track. These at Aqueduct alternated with those at Belmont Park. The programs at Aqueduct were usually slated for fall and winter months, October through April; with the Belmont Park racing program taking place Spring, Summer, from April through July and September through October. 
  
  
• there is a great deal of information lacking and/or erroneous in the Wikipedia entry for this service.

In 1955, the New York Racing Association (NYRA) purchased the Aqueduct Racetrack located in South Ozone Park, Queens, and the racetrack was closed from 1956 through 1959 for renovations. Because of its proximity to the Long Island Rail Road Rockaway Beach Branch, a station was constructed by the New York Racing Commission. Ironically, the LIRR on the verge of bankruptcy, and following a fire on the trestle over Jamaica Bay; sold the line to the NYCTA for $8,500,000 on June 11, 1952.     Under NYCTA ownership, all stations on the segment south of Ozone Park were taken out of service on June 27, 1955 due to reconstruction and as such, the Aqueduct Racetrack station had gone unused. The line reopened on June 26, 1956, albeit with a double fare on the station south of Howard Beach.    The Aqueduct Racetrack Station opened on September 14, 1959, along with the newly renovated racetrack.    Preceding this event slightly, a trial run of dedicated express service to Aqueduct Racetrack took place on June 2, 1959, with an approximate running time of 29 minutes. Aboard this trial train were 200 members of the National Association of State Racing Commissioners. Transit officials stated that the actual time of the specials would be 30 minutes at a minimum as the pace of the train was too swift; and the trip usually averaged 35 minutes in regular service.     The actual start of Aqueduct Special express service to the general public began on Monday, September 19, 1959. Two trains departing from the lower level of the 42nd Street / Port Authority Bus Terminal Station on the IND Eighth Avenue Line in Manhattan. These trains, the first departing at 12:20 pm, and the second at 12:45 pm, ran nonstop to the racetrack in Queens in 28 minutes.    These extra-fare trains cost 50¢ and during its first year of operation, the Aqueduct Special carried 341,000 passengers. The NYCTA 1959-1960 Annual Report states: "A special 50¢ fare express service from midtown Manhattan and downtown Brooklyn to the track was inaugurated with the 1959-60 fall meeting. This was supplemented during the 1960 spring meeting with a Saturday and holiday express service from the track to the City. This extra service carried 341,000 riders during the year. It did not in any way diminish or replace the regular Rockaway Line service to this area."    A third train, would depart from the Hoyt–Schermerhorn Streets station in Brooklyn. at 12:35 pm utilizing the now-closed outer platforms of this station, which segregated passengers using the special service.    Saturday operations had these three train leaving 20 minutes earlier.

The Aqueduct Special saw a lot of passengers on its initial opening, so on September 22, 1959, the NYCTA added five "Daily Double" trains on weekdays and eight trains on Saturdays, more than doubling the original number of trains originally designated for this service.     What is interesting to learn from the article in "The Wave" (a Rockaway, Queens newspaper) seen at right; is that the NYCTA utilized half dollar coins (50 cent pieces) sold by the token booths, along with special turnstile mechanisms sized for half dollars, to grant admittance to the special platforms for the Aqueduct Special.       From the description, passengers desiring to board the Aqueduct Racetrack Special, would go to the token booth to change quarters, nickels and dimes and dollar bills, into half dollar pieces to actuate the special turnstiles; unless of course they brought their own half dollar pieces.    This revelation potentially answers the question why the NYCTA opted to used the "Extra Large Y Cut Out" token (instead of a smaler design) and upon the raise in fare to 75 cents. A US 50 cent piece is 1.2 inches (30.6 mm) in diameter, and the  the Extra Large Y Cutout (special fare) Token is 1.1 inches (28mm) in diameter;    Therefore the size was familiar to the Aqueduct Special users and remained instantly recognizable in the tactile sense.    Also, If my understanding of the coin and token mechanisms is correct, coin and token mechanisms like those used in the subway turnstiles, could only be adjusted to a certain degree (within a few millimeters).    Therefore, trying to adjust the mechanism from the size of a 16.5mm x 1.14mm slot (the size of the small token for regular fare)

up to the 28mm x 2.33mm size (the Extra Large Special Fare token) would have encountered too much "slop" or play in the coin mechanism. The difference in thickness (being only 2.1mm difference between the two token) could easily be adjusted, the diameter difference of 11.5 mm (almost a half an inch or 12.7mm) was just too much. So, a "special turnstile" (a different, larger mechanism) that "accepts 50 cent pieces" as mentioned in the article, is understandable.

   Here is an apt analogy: a size 8½ foot would fit ok in a size 9 shoe, with minimal play; but an 8½ foot in a size 12 shoe is going to require a sock or newspaper jammed into the shoe to take up the difference!

   Furthermore, if one compares the mechanisms of period stamp or ticket dispensers, pay phones or parking meters; there were individual slots for the nickels, dimes or quarters. As such, the half dollar or the Extra Large Special Fare token needed its own mechanism for acceptance and rejection.

   A later variation of this Aqueduct Special service combined the two trains stops, and all Aqueduct Special trains would stop at Hoyt–Schermerhorn Streets, making the service:

• 42nd Street & Port Authority Bus Terminal
• Hoyt / Schermerhorn Streets
• Aqueduct Racetrack.

   Furthermore, Aqueduct Special Service was further increased for the 1960 Spring racing program with Saturday and Holiday service. from the racetrace back to the City.

   While covered on the token page of this website, they are shown again here for continuity. In 1966, the extra fare was collected at special turnstiles at the three stations served by the special and it is at this point, the larger 28mm brass "Y" tokens were issued:

"Extra Large Special Fare Y Cutout" issued in 1966 at 75 cents as special fare token for trains to Aqueduct Race Track then repurposed for use for Express Buses late 1980's-1990's. 28mm / 1.10", brass, Y cutout Atwood-Coffee NY630AP uncommon; $15.00

   In October 1966, the NYRA reached its final agreement to cover the $5,000 cost of the maintenance and the operation of the station. (The NYRA last made these payments for the 1974-1975 racing season.)

   The Aqueduct Special fare was raised to $1.00 on January 4, 1970; and raised again to $1.50 in February 1972. Two months later, it was reduced back to $1.00.

   But, note the following 1974 advertising. effective Monday October 14, "The fare for riding these special express trains has been reduced to 75¢..."

   This is direct contradiction to the Wikipedia entry for Aqueduct service on 3/17/2025:


   Obviously, something is amiss because the Wiki entry says the fare was "lowered back to a dollar" after February 1972; yet the NYCTA advertisement for 1974 says it was reduced to 75¢.


   Beginning on April 15, 1978, and during racing season; one train which carried the moniker "Special Aqueduct Special" operated from 57th Street Station on the IND Sixth Avenue Line departing at 11:00 am for Aqueduct Racetrack, and arriving at Aqueduct at 11:35 am. The train departed the Aqueduct Racetrack Station for the return trip to Manhattan shortly after the final race.

   In September 1978, the JFK Express service was begun, and also stopped at the Aqueduct Station on racing days.

   However, commensurate with the decline in interest in thoroughbred racing, ridership at the Aqueduct Racetrack Station also declined, from a peak of 1,100,000 passengers in 1975 to a little more than half that just four years later: 573,000 passengers in 1979.

   Despite this fall off in passenger count, the NYCTA issued the second of Special Fare Tokens for use on the Aqueduct Specials, the 23mm white metal token in April 1979:

"Silver Special Fare" issued April 1979 used as special fare for train to Aqueduct Race Track. 500,000 struck 23mm / .90", white metal, solid Atwood-Coffee NY630AX uncommon; $20.00

   Because this special fare token was 23mm, the same as the regular fare token used during this period in 1979, it is not believed a special turnstile mechanism was needed as has been on the Extra Large Special Fare Token of 1960, saving on expense. It is postulated that the NYCTA relied on the minimal usage of this particular fare and customer, that there would be minimal risk of a Aqueduct Racetrack passenger using a regular fare token in its place, and cheating the NYCTA out of the balance of extra fare.. If anything, its use would serve only to identify how many special fare tokens were deposited and tallied; after the clerk empried the turnstiles at end of their shift.

   Use of this particular white metal token was short lived as the NYCTA abolished use of dedicated Aqueduct Special trains in October 1981.

   Despite this however, express service to Aqueduct Racetrack did not quite end; but in fact merged with the more expensive $5.00 "JFK Express" fare (which had began service in September 1978 - see above chapter). this extra fare train ran all year round, and of which would stop at this station upon request on racing days.

   Racegoers using the subway service were displeased with the increase in fare, and some of these displeased riders hung the disparaging moniker ''Tram to the Scam'' on the new service using the JFK Express as a parody to the NYCTA's marketing jingle for that JFK Express "Take the Train to the Plane."

   In 1990, and after the JFK Express was discontinued; the Aqueduct Racetrack station was closed throughout the day.

   The station reopened on October 22, 1997 for the racing season, following an agreement with the New York Racing Association, which believed that the 1,700 feet distance from the Aqueduct - North Conduit Avenue station to Aqueduct Racetrack reduced transit usage as well as attendance at the racetrack. This agreement took effect on October 1, 1997, and was set to expire on September 30, 1999. As part of this agreement, the northern underpass entrance at Aqueduct - North Conduit Avenue would be reopened, shortening the walking distance for people arriving at Aqueduct Racetrack by 900 feet.

   The Aqueduct Racetrack station was reopened without a token booth, and using new MetroCard only High Entrance / Exit Turnstiles (HEETs) a/k/a "iron maidens", allowing the station to be unstaffed at all times. Though MetroCards were not sold at the station, they were sold at betting windows at Aqueduct Racetrack. This was one of the first stations in the system to have HEETs.

   Another unusual factor about the Aqueduct Racetrack Station is that it only had one platform on the northbound side. Southbound (arriving) service was switched to the northbound track with the train terminating at the northbound platform and reversing direction for the trip back to Manhattan. This is the only "through stop" that serves trains in one direction only.



   The fares for the Aqueduct Special was as follows.

   While it may be known by some collectors that the NYCTA utilized both the extra large 28mm brass "Y" cutout and later for a very brief time, the 23mm white metal solid "Special Fare" tokens for the Aqueduct Special (NYCTA Special Fare Tokens); there were tickets and vouchers issued as well.

regular fare	Aqueduct Special fare	date	notes
15¢	50¢	June 2, 1959	US Half Dollars used in turnstiles with special mechanisms for Aqueduct Special
20¢	75¢	July 5, 1966	"Extra Large Special Fare Y Cutout" token instituted
30¢	$1.00	January 4, 1970
35¢	$1.50	January 5, 1972
35¢	$1.00	April 1972	(reduced)
35¢	75¢	October 14, 1974	(reduced) 1974 NYCTA advertising card
50¢	$1.00?	April 1979	"Silver Special Fare" token instituted
60¢	$1.50	June 28, 1980
75¢	$3.00	October 1981	end of "Silver Special Fare" token usage
75¢	$5.00	October 1981	"Aqueduct Racetrack Special Fare Tickets" instituted: (to and from via JFK Express)
$1.00	$5.50	January 1, 1986

 
.

N.Y.C.T.A. JFK Express Aqueduct Special $5.50 - 1986 Good for one Trip via J.F.K. Express Train received upon payment to on board agent upon boarding train    It is understood the following tickets were issued beginning January 1, 1986, which is commensurate with the $5.50 JFK Express fare. These tickets would be sold by the railroad clerk onboard the JFK Express, not the conductor! (NYCTA conductors were not bonded to handle money.) 5 ⁹⁄₁₆" x 2 ½"
. .
75¢ Cash Fare Ticket - 1967 Good for single trip on Special Trains between the following stations of the IND Division- From 42nd Street - 8th Avenue or Hoyt Street to Aqueduct From Aqueduct to Hoyt or 42nd Street - 8th Avenue Holder must surrender ticket to Collector Before Passing through Turnstile Special Trains to Aqueduct Racetrack May 15, 1967 Globe Ticket
.. .
"Special Aqueduct Special" - May 21, 1978 Subway fare (both directions), and clubhouse admission and one free program ticket to Aqueduct Racetrack issued by the New York Racing Association valid to May 21, 1978 Globe Ticket	"Special Aqueduct Special" - May 21, 1978 Subway fare (both directions), and clubhouse admission and one free program ticket to  Aqueduct Racetrack issued by the New York Racing Association valid to May 21, 1978 Globe Ticket
currently unknown why two different colors

Aqueduct Cash Fare Tickets rarely encountered; $30.00 - 40.00 in good condition.
Special Aqueduct Special rarely encountered; $30.00 - 40.00 in good condition.

.
.

While the Aqueduct Special is fairly well remembered and documented, I was taken aback when I discovered there was a Yonkers Raceway counterpart.     Well, sort of, anyway.    After the NYCTA announced the creation of the Aqueduct Special in 1959, it also announced it would initiate a limited express service to Yonkers Raceway as well. Yonkers Raceway ran trotters also known as harness racing (horses with sulkies) and not thoroughbred racing like at Aqueduct or Belmont.    From the following New York Times article, the train cost the standard 15 cent fare each way (and not a 50 cent premium fare like the Aqueduct Special cost).    The train departed from the IRT Grand Central Station at 7:15 pm, with one stop at 86th Street, and the destination being Woodlawn - Jerome Avenue Terminal. From here, passengers will have transfered to special buses operated by Club Transportation for the final leg of their trip to Yonkers for an additional 25 cents.      For the return trip, the train would depart Woodlawn- Jerome Avenue after the last race at 12:20 am, making two stops (86th Street) and Grand Central Station.    This train was to operate though the end of the Yonkers meeting on July 31.    I could find no other information on this train in later editions of the NY Times, so it is presumed this Yonkers Raceway Special did not see a second running.    As it used regular fare, it is not expected that special tokens or tickets existed.

.

.

Football Subway Special at the Polo Grounds:

   Stepping back in time by a few decades; the NYCTA operated N. Y. Titans Football Specials, which departed from the IND Parsons Boulevard Station in Queens at 6:40 pm, with one stop at 42nd Street and Eighth Avenue and terminating at the 155th Street Station which serviced the Polo Grounds at 7:35 pm. 

   Tickets for the Football Subway special were sold at the Parsons Boulevard and the 42nd Street Stations for 50 cents. The ticket, when turned in with $1.25, allowed the passenger a discount on grandstand seating that was normally priced at $4.00 (a discount of $1.75).

   The first mention of this Football Special is published in the November 2, 1960 edition of the New York Times. The Titans would only play at the Polo Grounds located in northern Manhattan for three seasons, after which they were renamed the New York Jets, and took up residence in the newly built Shea Stadium in Flushing Meadows - Corona Park in Queens.

October 1, 1961 - New York Titans vs. Boston Patriots (American Football League)
.
October 15, 1961 - New York Titans vs. San Diego Chargers (American Football League)

.

.

Not much was known about this item; and frankly it was not known to exist until the following advertising sign appeared on eBay. July 1958    Research commenced of the New York Times Article archives, and they revealed that the NYCTA inaugurated a daily reserved seat express service to Rockaway Playland station commencing in July 1958, for a one station-stop express train departing 42nd Street & Eighth Avenue IND, a stop at IND Hoyt-Schermerhorn startion; departing that station 10:42 AM and concluding at Playland Station (Beach 98th Street) in the Rockaway, Queens.     As first offered, the train schedule departure time was 9:30 am from 42nd Street and Eighth Avenue; and departure time from Rockaway at 3:30 pm. Tickets at first were sold only at 42nd Street and Eighth Avenue station and running time was 38 minutes.    From the sign at right, a $1.55 fare purchased a round trip ticket (which was worth 60 cents - remember the Rockaways were a double fare zone then!)    When the ticket was was presented at the admission booth of Playland: Adults received tickets for 4 major rides and 2 tickets for Currie's Basketball Game; Children received tickets for 4 kiddie rides and 2 tickets for Curries Roll Down Game, 1 Carousel Ride and 1 Walk-thru attraction. Revised 1958 Service    Upon immediate public feedback however, the NYCTA adjusted the departure time from 42nd Street and Eighth Avenue to 10:30 am (one hour later), and the Rockaway Playland / Beach 98th Street departure to 5:45 pm (2 hours and 15 minutes later);    Furthermore, the NYCTA added additional special ticket booths at the IND 34th Street and Sixth Avenue station, at the IRT Times Square and 34th Street and the IRT Lexington Avenue and Grand Central stations.

Summer 1959 Service

   For the 1959 Summer Season, service was curtailed to weekend only operation and Labor Day; and service was not run on rainy days.

   Tickets were now being sold both individually for $1.55 and in a 6 ticket family pack for $7.50. This afforded a savings of $1.80 over individually purchased tickets. 

   Ticket sales locations was expanded once again, and were now available at four IND stations at 42nd Street & Eighth Avenue, 34th Street & Sixth Avenue, Hoyt-Schermerhorn Street, Chambers Street; IRT 42nd Street & Times Square, 42nd Street and Grand Central, 34th Street and Penn Station, Clark Street; and one BMT station at Cortland Street and tickets were sold from 8 am to 9 pm at these locations

End of Service Date - The Big Question Mark

   There is no mention of the Rockaway Special Service in 1960 or in any other newspaper editions or public notices, so this service is not believed to be survived into the 1960 Summer season, however this requires confirmation.

.

.

.

Nostalgia Special

 
   The Nostalgia Special was a once-a-day weekend train running from spring to fall on Sundays, with summer expansion adding Saturday service.
The BMT triplex units were used (see car card advertisement later in this section) mostly for this service.

   The Nostalgia Special ran from 57th Street and Avenue of the Americas (Sixth Avenue) to the Transit Museum at Court Street, and laid over for about two hours to allow passengers a visit the Museum. Passengers then re-boarded and the train went out the Rockaways, again with a short layover. It then returned with a stop in Brooklyn and at 57th Street and Avenue of the Americas.

   The fare on the ticket included the fare for the Nostalgia Train and admission to the Transit museum.

   After a pause in running the Nostalgia Specials the NYCTA began running other historic equipment on short segments in regular service with no extra fare such as Holiday Trains, Baseball Specials, Queens Day Specials. Often the R-1-9s or the "Train of many colors" are used in this service.

Child Fare	.    .	Adult Fare
	1976
		intentionally left blank
July 17, 1976 - issued
.
		intentionally left blank
unissued -  undated - Child Fare
.
.intentionally left blank
		July 18, 1976 - Adult Fare
.
intentionally left blank
		July 25, 1976 - Adult Fare 4 7/8" x 2 15/16" these seem cut on a table top cutter probably should have been 5x3
.
intentionally left blank
		August 8, 1976 - Adult Fare
.
intentionally left blank
		August 8, 1976 - Adult Fare and unissued August 1976 5" x 3 3/16"
.
		intentionally left blank
unissued August 1976 - Child Fare
.
intentionally left blank
		December 19, 1976 - Adult Fare  5⅛" x 3⅛"
.
.	1977
intentionally left blank
		September 3, 1977 - Adult Fare  5⅛" x 3⅛"
.
.	1978
intentionally left blank
		July 23, 1978 - Adult Fare (green)
.
September 2, 1978 - Child Fare (salmon)		September 2, 1978 - Adult Fare (yellow)
.
intentionally left blank
		November 11, 1978 - Adult Fare (pink)
Undated / Unissued
		intentionally left blank
undated - Child Fare (blue)
.
undated - Child Fare (yellow)		undated - Adult Fare (pink)
.
undated - Child Fare (pink)		undated - Adult Fare (white)
1979
June 10, 1979 - with Special Connecting Bus 6³⁄₁₆" x 3" all adult and child's tickets for Nostalgia Special above are common; $3.00 to $5.00 each.
.
.
Nostalgia Special Ticket - Complimentary uncommon, but sporadically encountered - $15.00 to $20.00.

June 28, 1980 Fare for the Nostalgia Train rose 50 cents from $3.00 to $3.50 for adults and 25 cents for under 17: $1.50 to $1.75.

3³⁄₁₆" x 4¼"

.

.

   Block tickets are issued for unplanned temporary interruptions of service due to fire, flood, derailment, law enforcement activity, signal problems, or power outages. 

   This ticket allows a passenger of whom has already paid their fare, to alight from a subway train, exit the paid portion of the system and reenter at another location to take an alternative subway line or bus instead, without having to pay a second fare.

   These tickets are good for 48 hours but are seldom marked with a date or time. The meaning of the N & B letter codes is currently unknown - if you know please send me an email .

Brooklyn Manhattan Transit System
. .
First Unification - 1940-1953
The reason of the letter codes 'B', 'N' and 'R' remain unknown at this time. The printers information reflect they were two separate issues, and not a reprint of of a single issue as both printing dates are "Dec '40". A fleeting thought was perhaps the letters denoted particular subway lines of usage, but route letters were not in use at time of this issue (December 1940), and furthermore a single change booth could serve different lines. Nor does it denote rapid or surface methods "at any station or surface car" as all are listed on both tickets. Update: 3/25/2025: upon reading Eric R. Oszustowicz's "The Elevated Railways of Brooklyn and the BMT Subway; Volume 2", page 302; there is/was in place a letter code system denoting station ranges. Granted, this letter code system is shown in the book during the 1960's era; but these letters are represented as such seen on the block tickets below, and I can't help but wonder if the system was carried over from Board of Transportation era of operation. This needs to be confirmed. A = Broadway BMT: Lexington Avenue - Whitehall St; Nassau St Subway at Essex St, Bowery, and Broad Street B = Brighton Line: Flatbush Avenue to Ocean Parkway C = Fourth Avenue Line: Court to 95th Street D = Sea Beach Line: Eighth Avenue to 86th Street E = West End Line: Ninth Avenue to Bay 50th Street G = West Eighth Street and Stillwell Terminal H = Canarsie Line J = Jamaica Line: 121st Street to Marcy Avenue K = M Line (Myrtle Avenue Line) from Metropolitan Avenue to Central Avenue N = all "B" Division stations not listed above for IND stations R = all IRT Stations
sans-serif "N" December 1940 BTT-N 11 Arcus Simplex Brown 4⅜" x 2-¹⁄₁₆"	sans-serif "R" December 1940 BTT-R 34 Arcus Simplex Brown 4⅜" x 2" inches high.
.
"A" prefix - serif B BTT - B42 - March 1950 (BT) unknown printer 4³⁄₁₆" x 2"	serif 'N' Globe Ticket 4⅝" (including ½" selvage) x 2"
. .
Second Unification; 1953 to 1962 (old Transit logo)
serif "B" prefix ca. 1953 - 1962? International Ticket - serif B 4¾" by 2", including selvage	sans-serif "E" prefix ca. 1953 - 1962? Elliott Ticket 58-69-0834
.
	intentionally left blank
sans-serif "G" prefix ca. 1953 - 1962? Elliott Ticket - sans-serif G 4¾" by 2", including selvage
.
	intentionally left blank
H prefix - buff yellow stripe ca. 1953 - 1962? Globe Ticket -  5¹³⁄₁₆" with selvage by, and 2"
.
In regard to the next group of issues, it has not yet been determined if the prefix letter played a part in relation to the color of the issue; or what (if anything); the color of the paper denoted.
C prefix (pink) ca. 1970's - 1980's? Globe Ticket 3¹³⁄₁₆" x 2"	G prefix (green) ca. 1970's - 1980's? Globe Ticket 3¾" x 2"
.
L, N prefix (yellow) ca. 1970's - 1980's? Globe Ticket 3¹³⁄₁₆" x 2"	N prefix (blue) ca. 1970's - 1980's? Globe Ticket.. 3¹³⁄₁₆" x 2"
. v
A prefix (orange) ca. 1990's? without "subway service" 7" x 2" (without selvage)
Second Unification; 1994 to present ( logo)
1994 - 2006 This Block Ticket lists the private bus companies: Command Bus, Green Bus Lines, Jamaica Buses, Queens Surface and Triboro Coach
.
2006 and later: this Block Ticket does not list the private bus companies which have been absorbed in the NYCTA. s/n prefix A & C known 7¼" long and 2"

Block Tickets; uncommon but occasionally offered for sale;
(on pulp paper); rare - $10.00 to $12.50.

   It appears the MTA has renamed the "Block Ticket" to "Courtesy Pass" in 2018.

The MTA will soon be handing out new courtesy passes as a way to say sorry to passengers inconvenienced on their commute. The agency says the new initiative replaces the old system to include commuters with disabilities or strollers who have to deal with elevator breakdowns. Under previous rules, riders were only given block tickets when a mechanical issue forced them off a train. The new courtesy passes are valid for 48 hours and can be used for reentry into another train station or bus. The passes will be available starting tomorrow. BY SPECTRUM NEWS STAFF NEW YORK CITY - PUBLISHED 4:29 PM ET DEC. 08, 2018

   Conditions appear to remain the same as before, to be used with 48 hours of issue on all subway stations and all local NYCTA, MABSTOA and MTA Bus Company buses. 

   As I do not have an example in my collection, I am willing to purchase one; please feel free to contact me.

ca. 2022 - present It appears the Block Ticket has been renamed. prefix A length 7¼" long and 2"?

Universal Transfers

   The use for this type of transfer is unknown. Information is needed.

November 1992
7⁷⁄₁₆" (including ⁵⁄₁₆" selvage) x 2"

.

General Order "G. O." Transfers

Daily General Order

   This type of G. O. was previously undocumented until joining the PMG collection in May 2022. Whereas a "general" general order could be issued anywhere and applied to anywhere in the system, this version was issued daily, and for a specific transfer location. From my understanding, it allowed Coney Island bound passengers to transfer from the F(Culver Elevated) Line at Avenue X to the B1 or B4 bus and thence to the (Sea Beach) Line.
 
   Furthermore, this particular G.O. ticket is believed to have been issued in response to the Stillwell Viaduct reconstruction and is reflected in the service changes box on the 1994 Subway Map.

7½" (including ⁵⁄₁₆" selvage) x 2"

Monthly General Order

   In contrast to Block Tickets in the above section of this page, of which are issued for unplanned temporary interruptions of service and are only valid for 48 hours after punched; General Order Transfers are issued for planned prolonged outages or rerouting due to construction or reconstruction.

   As such, G. O. Tickets are issued monthly, and are valid until the end of that month; as all dates seen thus far are for the last day that month.

   1990's through 2010(?): solid beige, pink, green paper;
   2010's: white paper with magenta, lavender, yellow stripes (possibly other colors as well)
all appear to have unprinted backs.

 

June 30, 1992 7½" (including ⁵⁄₁₆" selvage) x 2"	September 30, 1992 7¹⁄₁₆" x 2"	March 31, 1993 7⅝" x 2"	March 31, 1996 note that despite the MTA logo being changed in 1994, this ticket still bears the M logo above but the new  logo below. 7¹⁄₁₆" x 2"	July 31, 1998	September 30, 1999
.
September 30, 2003 7" x 2"	December 31, 2003 7" x 2"	December 31, 2004	December 31, 2005 7⅛" x 2"	December 31, 2007 7½" (including ⁹⁄₁₆" selvage) x 2"	December 31, 2008 7½" (including ⁹⁄₁₆" selvage) x 2"
.
	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank	intentionally left blank
December 31, 2010 7⅛" x 2"
intentionally left blank					intentionally left blank
	December 31, 2018	September 30, 2019 7" x 2"		December 31, 2019 7" x 2"

.

.

   With the opening of the 1939-1940 Worlds Fair in Flushing Meadows - Corona Park, the City of New York Board of Transportation constructed both a rapid transit spur to the Worlds Fair off the IND Queens Boulevard Line, and instituted a bus route to and from the Fairgrounds that was routed through Brooklyn & Queens.

   To pay for the construction of the spur line as well as the bus service, the BoT charged a premium fare: 10 cents, when almost all other trolley lines and bus routes were only 5 cents. 

   Special turnstiles were installed at the Worlds Fair Terminal: for subway riders arriving at the Fair, an additional 5 cents was charged when exiting the Worlds Fair Station turnstiles. Those departing the Fair, paid 10 cents at the turnstiles to access the subway platforms. Images of these turnstiles and further information can be found on the Turnstile Chapter on the Introduction Page of this website.

To the Worlds Fair

   5 cents was collected upon boarding an intersecting trolley line or bus route. Those wishing to transfer to the Worlds Fair bus route paid an additional 10 cents and received the "Worlds Fair Ten Cent Transfer" ticket seen below left, for a total fare of 15 cents. 

   However those boarding the Worlds Fair bus directly along it route, only paid 10 cents. 

From the Worlds Fair

   Upon leaving the Fair, passengers paid 10 cents to board the Worlds Fair bus, and upon request, specially marked transfers were issued to connect to other surface transportation (trolley lines & bus routes) as well as on intersecting trolley line and bus routes. There was not additional charge for the transfer. Applicable transfer points to / from the Worlds Fare bus were:

	Trolley Lines						Bus Routes
2 24 50B 41 58 47 25	Bergen Street  Broadway  Bushwick Avenue  Flatbush Avenue  Flushing-Ridgewood  Franklin Avenue  Fulton Street	27 48 53 69 44 49 11	Jamaica Avenue  Lorimer Street  Metropolitan Avenue  McDonald-Vanderbilt  Nostrand Avenue  Ocean Avenue  Ralph Avenue	10 55 5 7 71 46 14	Ralph-Rockaway  Richmond Hill  St. Johns Place  Tompkins Avenue  Union St  Utica-Reid  Wilson Avenue	B-7 B-12 B-13 B-14 B-17 B-18 B-20	Kings Highway  East New York  Crescent Street  Pitkin Avenue  Remsen Avenue  Wyckoff Avenue  Decatur Street

   

   These transfers were used from April 30, 1939 through October 27, 1940.

		Note in the description how the points of connection are listed: ◄ trolley lines ◄ omnibus routes It was this ticket that led me to learn how the transit agencies denoted between "lines" and "routes".
K-15 (buff) H-8-39 Ten Cent Transfer World's Fair Brooklyn & Queens Transit	(buff) May 12, 1940 Special Transfer World's Fair Route Brooklyn Bus Corp		Map of Worlds Fare Bus Route north / eastbound: Grand Army Plaza - Eastern Parkway - Pitkin Avenue - Legion Street - East New York Avenue - Hopkinson Avenue - Decatur Street - Myrtle Avenue - Fresh Pond Road - Eliot Avenue - Woodhaven Boulevard - Queens Boulevard - World's Fair Boulevard south / westbound: World's Fair Boulevard - Queens Boulevard - Eliot Avenue - Fresh Pond Road - Myrtle Avenue - Summerfield Street - Wyckoff Avenue - Covert Street - Schaefer Street - MacDonough Street - Saratoga Avenue - East New York Avenue- Eastern Parkway - Grand Army Plaza
This issue was purchased on intersecting lines to allow transfer onto the World's Fair Bus Route, hence the ten cent fare.	This issue was received upon request when boarding the World's Fair Bus Route (where one already paid the 10 cents), allowing free transfer to intersecting lines and routes.
Perhaps one of the rarest and more desirable of the known transfers. The '39-'40 World's Fair holds a lot of fond memories for quite a few people. Since it took place beforeWW2 and before a lot of people could afford a private automobile much less a second-hand one. I'd say a fair price for an example of this would be in $10 to $15 dollar range.

.

.

Culture Bus Loops

Culture Bus I - Midtown Manhattan & Harlem

   The Culture Bus Loop I (M-41 Route in Manhattan) and Culture Bus Loop II (B-88 in Brooklyn) operated from May 26, 1973 through September 3, 1984 and on weekends and holidays only. The Culture Bus Loop III (Bx-56 in the Bronx) operated briefly from August 3, 1974 through September 2, 1974, and a Staten Island Culture Bus Loop operated sometime between 1974 through 1977.

   The Culture Bus Loops allowed a passenger to disembark and visit museums and places of interest along the route, then reboard a later bus to continue their journey to their next destination pretty much door to door. This allowed passengers greater flexibility than having to walk several blocks to a subway station, make a transfer to adjoining line, et al; then walk back to their next destination.. 

   The following two sided five panel brochure, explains in detail how and when the Culture Bus Loop I and Culture Bus Loop II operated, their routes and the places of interest on each route. 

   As an added bonus, it also explains the other discounted special services such as the Sunday Half Fare, Add-A-Ride, Shoppers Special, and Nightcoach programs (as shown on this particular page and on others in this website); so without a doubt this brochure was worthy of display.

	above: back cover	above: front cover
5 panels; 20" x 9 1/8"; undated (but mention of 50 cent fare usage has this brochure fall into the September 2, 1975 - June 27, 1980 date range).

   The Culture Bus Loop I ran in Manhattan, and for the price of $1.00 a Culture Bus ticket was issued to the passenger. This Culture Bus gave the passenger access to dozens of New York City's Museums and Tourist Attractions as listed in the above brochure.

March 1974 - MDA one dollar exact change 5" x 3⅛"
March 1982 - MEA "Culture Bus Loop I" $2.50 5" x 3"

    Culture Bus tickets were also sold at subway token booths located at: Grand Central Terminal, Penn Station, Port Authority Bus Terminal, Times Square, Rockefeller Center and Columbus Circle stations during the hours of operation of the Culture Bus. 

   We know on June 28, 1980 the price of a Culture Bus ticket rose from $1.25 to $1.75.

Culture Bus II - Brooklyn & Midtown Manhattan

    There was also a Culture Bus that operated in Brooklyn. This was known as "Culture Bus II" and ran the route of the B88:

March 1974 - MDD One Dollar Exact Change
. .
April 1974 - ADA One Dollar Exact Change 5" x 3"
. ..
April 1974 - OCB One Dollar Exact Change 5" x 3" (two tone cardstock)
. .
March 1975 - MEA One Dollar Exact Change 5" x 3" Culture Bus & Culture Bus II tickets; $15.00 to $20.00 in good condition. Due to the short existence of the Culture Bus III, tickets are worth substantially more: $25.00 - 35.00

   The fares on Culture Buses I and II and Staten Island Culture Bus rose from $1.00 to $1.25 on September 1, 1975. On June 28, 1980 the price of a Culture Bus ticket rose from $1.25 to $1.75.

Culture Bus III - Harlem, Manhattan & Bronx

   There was a third culture bus route, the Culture Bus III.

   The Culture Bus III route was located in north Manhattan and the Bronx. However, this route was extremely short lived, and only operated from August 3, 1974 (some sources erroneously cite Memorial Day weekend - but the NY Times article at right states otherwise) through September 2, 1974 - Labor Day; at which time this special route was discontinued, and never reinstated. 

   This loop route was designated the Bx56.

   To date, tickets for this route remain undocumented.

.

Staten Island Culture Bus

   The Staten Island Culture Bus route started at the Staten Island Ferry Terminal, Ramp F in St. George, and stopped at the Staten Island Museum, Snug Harbor Cultural Center, Jacques Marchais Center for Tibetian Art, and Richmondtown Restoration and back to the Ferry Terminal, where one could visit the Staten Island Ferry Maritime Museum at either the beginning or end of the bus loop. 

   It is not believed the Staten Island Culture Bus received a route number designation like the other Culture Bus routes.

   Fare was $1.25, operating on Saturdays and Sundays, Summer and Fall; however the year is not noted. Abraham Beame is listed as Mayor on the pamphlet, and his single term administration was January 1, 1974 through December 31, 1977 which helps date the pamphlet to some degree.

   As with the Bronx Culture Bus III, tickets remain undocumented. 

.

.

Shoppers Buses

   In an attempt to drum up business during the midday, when bus occupancy is at its least, the NYCTA advertised for and ran "Shoppers Buses." This was a bus that ran a fixed route throughout the Manhattan Shopping District. With the purchase of a ticket, the passenger could get on or off the bus on that route however many times they chose, to do their shopping in an endless number of stores.

   Shoppers Buses rose from 75 cents to $1.00 on September 1, 1975

5¹⁄₁₆" x 3⅛" Shoppers Special Tickets (on cardstock); $15.00 to $20.00 in good condition.

		2" x 5¹³⁄₁₆ (including ⅝" selvage)

Shoppers Special Tickets (on pulp paper); $8.00 to $10.00 in good condition.
Complete books are known.

.

.

A Night On The Town

buff cardstock A Night on the Town Bus Ticket (on cardstock); $12.00 to $15.00 in good condition.
. .
pink pulp paper (5-75) Globe Ticket 2¹⁄₁₆" x 5⅝" with ⅝" selvage	natural pulp paper with blue stripe (8-76) Globe Ticket 2¹⁄₁₆" x 5¾" with ⁷⁄₁₆" selvage

complete books $8.00 to $10.00 in good condition.

Midtown Shoppers or Night on the Town Exchange Coupon
.
Culture Bus I or Culture Bus II Exchange Coupon
Shoppers Bus / A Night on the Town Bus Ticket and Culture Bus Exchange Coupons (on pulp paper); National Ticket rare - $25.00 to $30.00. . .

Night Coach

.

.

New York City Youth Board - Free Transit Pass for Group
Free Transportation Pass for Youth Board / Boy Scouts of America - April 13, 1972 extremely rare; $50.00 8⅝" x 5"
. .
Visitor's Pass - 1976
4½" x 3" rubberstamp signature of David L. Yunich extremely rare; $50.00
. .
Op Sail '76 Bicentennial Special Transit Pass - July 4 to July 11, 1976
3¾" x 2 9/16" extremely rare; $50.00
. .
Visitor's Pass - 1977
4½" x 3" extremely rare; $50.00
. .
Visitor's Pass - 1978
4½" x 3" extremely rare; $50.00
. .
Visitors Pass - 1979
4½" x 3" extremely rare; $50.00
. .
Special Transit Pass - Harbor Festival 1979
4½" x 3" extremely rare; $50.00
. .
Visitors Pass - 1980
4½" x 3" extremely rare; $50.00

.

.

Photographers Authorization Pass - 1985
Not valid for free or reduced passage.