The NYCTA token issues have been well covered in many exonumia journals and urban blogs. However; to the general public, many may not realize the variety of issues that truly exist. 

   Furthermore, and quite unfortunately; misinformation abounds regarding  the "first subway token", (it was the 16.5mm "Small Solid") the sales of so-called "complete sets" of "six" NYCTA tokens in a lucite holder on internet sales sites (and available through the New York City Transit Museum); when in fact there were nine issues: seven Regular Fare and two Special Fare.  Add to this, die and font varieties of a few of those varieties; and you have yourself a good 18 tokens to aim for to acquire a basic, yet "true" complete set of tokens for the NYCTA. 

   But, we are not done! One must consider the predecessor issues used prior to NYCTA issued tokens, which were issued by the Board of Transportation - New York City Transit System. These not so quite as recognized.

   Next, but not certainly last; nor to be overlooked; are the individual private companies that operated streetcar and bus services in the 5 boroughs. These include, but not limited to; the very popular Interborough Rapid Transit token that was never circulated. 

   Then, you have some of the earliest horse drawn stage car tokens from the 1800's made of pewter, and Vulcanite - a hardened rubber also known as ebonite. Yes, hard rubber tokens. These older 19th Century token issues fetch hundreds and even thousands of dollars. They may be out of reach for the casual collector, but they do come up for sale from time to time and are a very integral part of the history of New York City Transportation Tokens.

   Another facet of the tokens that is to be considered are the errors. In some cases, they also command a stout price as they are in demand. An exception to this being the NYCTA "Y cutout" token in both large and small varieties (more so for the large). It appears strike errors of the "Y" punch being not "clocked" properly with the words on the token are rather easy to procure. Naturally the more dramatic of these misalignments are more desirable than the lightly misaligned types. The most desirable tokens are where the Y punch is way off center and extends past the rim of the token.

   For some, collecting New York City transit tokens can be a daunting and expensive hobby, for others it is an obsession!

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The Atwood Coffee Catalog

   If you have your heart set on trying to acquire the varieties as some of us do, I highly recommend and suggest, nay; INSIST; that you join the American Vecturist Association, and purchase Volumes 1 (Catalog), 2 (History) and 3 (Varieties) of the Seventh Edition of the Atwood-Coffee Catalog. But, you can purchase the catalogs without joining.

   The Atwood-Coffee is an indispensable guide to collecting tokens. Did I say indispensable? I should say absolutely necessary. As a convenience, I am providing the link to the American Vecturist Association.

   Possibly the least known and least observed of the New York City transit tokens. They are without a doubt, historical. We are fortunate to have these available for inclusion here.

   The Omnibus, was a rear entry stagecoach drawn by two horses with interior seating for 12 to 14 passengers was introduced to New York in 1827. There were versions for both operation on rails and without. 

image courtesy of A. Pasquet, Untapped Cities

courtesy of Shorpy Historical Photos

   These led to the horsedrawn trolley, which allowing larger capacity of seating, with better riding qualities, and platforms and steps on the ends for easier entrance and egress :

courtesy of the New York Public Library Digital Archives

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   By 1849 there were 425 vehicles operating on 25 franchise routes. By 1851, there were 608 vehicles in operation. All but one route converged on Broadway south of Canal Street towards South Ferry. Only ten of these routes issued tokens. These figures apply only to Manhattan and the other boroughs has similar systems as well. 

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Nassau Railroad    Organized in 1865 it would operate three horse car lines in Brooklyn, with parts reaching into Queens. It would merge in 1868 to form the Brooklyn City, Hunters Point and Prospect Park Railroad.
		21mm, brown Vulcanite, solid Atwood-Coffee NY629A extremely rare; $500.00 to $700.00
Brooklyn Cross Town Railroad   This company was formerly known as the Brooklyn City, Hunter's Point & Prospect Park Railroad until September 30, 1872.
		23mm, copper nickel, solid Atwood-Coffee NY629B extremely rare; $250.00 to $500.00
		15/16", brass, solid Atwood-Coffee NY629 not listed extremely rare; $500.00 to $750.00
Brooklyn City Railroad    This zone check is believed to have been used as a payment receipt for the extra fare collected on the line extending down Brooklyn's Third Avenue to Fort Hamilton. An extra fare was paid at the Brooklyn city line (in 1870s).
		Zone Check 31mm, black Vulcanite, solid Atwood-Coffee NY997A extremely rare; $500.00 to $750.00
Third Avenue Railroad    In 1855, the Third Avenue Rail Road extended service up to Harlem. Although the service was in operation, the rails were not yet laid the full distance, so a horse car was used on the southern parts and an omnibus on the northern reaches of the line. The tokens show an omnibus or rail car with Yorkville or Harlem destinations for a total of four varieties.  George H. Lovett was the die engraver, and an "L" on each obverse is at ground level, he may have also struck these token. The scarcer varieties are the omnibus with the Yorkville destination and the horse car with the Harlem destination. The cash fare for the full distance was 15 cents unless the tokens were purchased ahead of time.
		Harlem 27mm, pewter, solid Atwood-Coffee NY630M rare; $500.00 to $750.00 for better grade
		Yorkville 27mm, pewter, solid Atwood-Coffee NY630N rare; $500.00 to $750.00 for better grade
		Harlem 27mm, pewter, solid Atwood-Coffee NY630O extremely rare; $600.00 to $850.00 for better grade
		Yorkville 27mm, pewter, solid Atwood-Coffee NY630P rare; $300.00 to $500.00 for better grades
		To Cable Line 23mm, copper nickel, solid Atwood-Coffee NY630Q The first Cable Line in NYC opened in 1885 and operated crosstown on 125th Street and Amsterdam Avenue. In 1893-94 the Third Avenue Railroad it's main route from Park Row up Third Avenue to 129th Street to cable operations. This token dates 1885-1894. uncommon, but the second most common of the 19th Century tokens $50.00 to $75.00
4th Avenue Line - Haskins & Wilkins    Haskins & Wilkins operated the 4th Avenue Line. Two routes with thirty-five two-horse stages.
		27mm, pewter, pierced Atwood-Coffee NY630E extremely rare; $1000.00 to $1250.00
5th and 7th Avenue Lines - Marshalls & Townsend    Marshalls & Townsend operated the 5th and 7th Avenue Lines.  They operated forty-six two-horse stages. Soon after ordering the tokens, they sold the franchise for the 5th Avenue route, so some have the 5th & lettering scratched off from the struck token. A later order of tokens had the "5th &" removed in die. So, the A-C listing is reversed chronologically, but show properly here
		5th and 7th Avenue Lines 27mm, pewter, pierced Atwood-Coffee NY630F extremely rare; $1000.00 to $1250.00
		7th Avenue Lines ("5th &" scratched off token) 27mm, pewter, pierced Atwood-Coffee NY630H very rare; $400.00 to $600.00
		7th Avenue Lines ("5th &" removed from die) 27mm, pewter, pierced Atwood-Coffee NY630G very rare; $400.00 to $600.00
6th Avenue Lines - Young & Ward    Young & Ward operated the 6th Avenue Line with forty two-horse stages on two very similar routes, the cross over on 8th or 9th street being the only difference.
		27mm, pewter, pierced Atwood-Coffee NY630I very rare; $400.00 to $600.00
8th Avenue Lines - Finch, Sanderson & Co.    Finch, Sanderson & Co. operated the 8th Avenue Line with fifty-six two-horse stages. The first order of tokens had both partners listed, but when Sanderson left the partnership, his name was removed from the tokens on the existing stock.
		27mm, pewter, pierced Atwood-Coffee NY630J very rare; $400.00 to $600.00
		("Sanderson" scratched off token) 27mm, pewter, pierced Atwood-Coffee NY630 (unlisted) extremely rare; $750.00 to $1000.00
Kipp Brown & Co.    Kipp & Brown operated the Chelsea Line. They operated three routes with sixty-two two-horse stages. The franchise, stables, omnibuses and horses sold for $85,000 in 1856.
		Chelsea Line 27mm, pewter, pierced Atwood-Coffee NY630K very rare; $250.00 to $400.00
Telegraph Line - Tyson & Co.    Tyson & Co. operated the Telegraph Line. It was the only east-west route of the token issuing companies. They used eighteen two-horse stages in 1851, increased to thirty in 1852. William Tyson sold out the line in 1856. There are four varieties of tokens: Two each of the lettering near or far from the edge, the near the edge variety has one or two periods under the o in Co. The far from edge variety has a period or no period after Tyson. The brass Tyson tokens as a whole are the commonest, the design with the letters close to the edge are the scarcer varieties. William Tyson was the president of the Omnibus Proprietors' Mutual Association.
		28mm, brass, pierced Atwood-Coffee NY630La (letters close to edge, 2 periods: 1 under ọ in company, 1 after) uncommon but not rare; $50.00 to $75.00
		28mm, brass, pierced Atwood-Coffee NY630Lb (letters close to edge, 3 periods: 2 under ọ in company, 1 after) uncommon but not rare; $75.00 to $100.00
		28mm, brass, pierced Atwood-Coffee NY630Lc (letters away from edge, 1 period after Tyson, 1 period under ọ in company) uncommon but not rare; $75.00 to $100.00
		28mm, brass, pierced Atwood-Coffee NY630Ld (letters away from edge, 1 period under ọ in company uncommon but not rare; $75.00 to $100.00
Token collectors please note: The Telegraph Line - Tyson & Co. tokens are the most common of all the 19th Century transit tokens because they were struck in brass and not pewter. There is evidence of fire damage on some of these tokens due to a stable fire, and the pewter variety would have melted; and thus not survived whereas the brass variety would.
		Fire damaged
42nd Street, Manhattanville & St. Nicholas Avenue Railway    Boulevard was the pre-1890 name for the section of Broadway north of Columbus Circle.
		28mm, copper nickel, solid Atwood-Coffee NY630S extremely rare; $1000.00 to $1250.00
N-York and Harlaem Railroad Co.    Incorporated in 1831, the first section opened in 1832 with the first being along Bowery from Prince Street to 14th Street. Further extensions included 1833 for service in Fourth Avenue to 32nd street. In 1834 north along Fourth Avenue to Harlem and then in 1837 further north to Harlem. A southern extension was made in 1839 via Bowery, Broom and Centre Streets to City Hall and Park Row.    Horse power was used at first for the entire route with steam engines introduced in 1837 for service north of the 27th street depot. After 1870, the horsecar service turned at 42nd Street and continued up Madison Avenue to 86th Street. Steam train service ended at the new Grand Central Terminal.    The B&S under the railroad coach is the mark of the maker of the token, Bale & Smith.    These issues are believed to be the very first tokens issued for a transportation company in the City of New York.
	same reverse as below	18mm octagonal, German silver, solid Atwood-Coffee NY630Da three varieties: a - rosette counterstamp on obverse b - dog counterstamp on obverse c - without counterstamp
		18mm octagonal, copper-nickel, solid Atwood-Coffee NY630Dc three varieties: a - rosette counterstamp on obverse b - dog counterstamp on obverse c - without counterstamp
		18mm octagonal, copper, solid Considered a pattern Atwood-Coffee NY998a two varieties: a - without counterstamp b - leaf counterstamp
		tokens at left are photo rendering 18mm octagonal, lead Considered a pattern Atwood-Coffee NY998D two varieties: a - without counterstamp b - leaf counterstamp

Expect intense bidding not only from New York topic collectors but broad spectrum token collectors as well.

These New York & Harlaem Railroad tokens crossover in interest to collectors of Hard Times era tokens and NYC collectors in general, expect intense bidding.

Omnibus tokens are "pierced" as drivers presumably carried the tokens on a looped ring of wire for convenience. 

The above omnibus tokens were struck as solids by the manufacturer; and the holes were added after delivery.
Unpierced examples do exist and command a 20% premium.

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Brooklyn Bus Corporation    Organized as a subsidiary of the Brooklyn - Manhattan Transit Corporation to operate their franchised bus lines. Ultimately it was taken over (along with the BMT) by the New York City Board of Transportation in 1940.
		1938 22mm, white metal, gunmetal plated, solid Atwood-Coffee NY629C two varieties: 629Ca, 629Cb fairly common; $10.00
Brooklyn & Queens Transit Corporation    Another subsidiary of the Brooklyn-Manhattan Transit Corporation created in 1929 to operate streetcars in Brooklyn, Queens (and via the Brooklyn or Williamsburg Bridges into Manhattan. Previously these lines were operated by the BMT directly. Ultimately it was taken over (along with the BMT) by the New York City Board of Transportation in 1940.
		1929 22mm, white metal, solid Atwood-Coffee NY629D four varieties: 629Da, 629Db, 629Dc, 629Dd, common; $7.50
		1936 24mm, brass, 2mm punch hole in center Atwood-Coffee NY629F uncommon; $15.00
Kings Coach Company    Operated two routes in Brooklyn (eventually taken over by the BMT) and one in Queens (taken over by Triboro Coach).
		1935 23mm, white metal, K cutout Atwood-Coffee NY631Ba - counterstamped not commonly seen; $20.00
		1935 23mm, white metal, K cutout Atwood-Coffee NY631Bb - not counterstamped not commonly seen; $25.00

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. . Interborough Rapid Transit Company (unissued)
		Moderately rare. September 12, 1928 Struck by Scovill Manufacturing for the Interborough Rapid Transit for intended fare increase to 7 or 8 cents in 1928. The New York State Public Service Commission denied the proposed fare hike, and sacks of tokens were placed into storage. In 1943, a significant amount of these tokens, still in their original cloth sacks were sold to Hudson & Manhattan Railroad Co, and smelted into new 16mm H&M Tokens. In 1948, the remainder were sold again, and smelted for metal content. 10,000,000 struck 22mm, copper nickel Atwood-Coffee NY630U 6 varieties known regarding design and IRT font: 630Ua, 630Ub, 630Uc, 630Ud, 630Ue, 630Uf increasingly difficult to find. $75 and up
East Side Omnibus Corporation    Organized in 1932. The company operated five routes operating on First, Second and York Avenues. The company went bankrupt in 1948 with their routes taken over by the Board of Transportation.
		1933 22mm, copper nickel, ES cutout Atwood-Coffee NY630AA two varieties: fairly common; $10.00
Avenue B & East Broadway Transportation    Organized in 1932. It operated two routes; Grand Street Crosstown and one on Avenue B. It was taken over by the New York City Transit Authority in 1980.
		1934 23mm, copper nickel, diamond center Atwood-Coffee NY630ABa - counterstamped numerals uncommon; $15.00
		1934 23mm, copper nickel, diamond center Atwood-Coffee NY630ABb - not counterstamped fairly common; $10.00
		1947 23mm, copper nickel, solid Atwood-Coffee NY630ACa  - counterstamped numerals uncommon; $20.00
		1947 23mm, copper nickel, solid Atwood-Coffee NY630ACb - not counterstamped fairly common; $15.00
		1951 16mm, copper nickel, solid Atwood-Coffee NY630AD uncommon; $20.00
		1951 16mm, copper nickel, gun metal plated, solid Atwood-Coffee NY630AE uncommon; $25.00
		1952 16mm, copper nickel, red enameled, solid Atwood-Coffee NY630AF uncommon; $25.00
Department of Plants & Structures Bridge Railroad (Williamsburg Bridge) The New York City Department of Plants and Structures was a transit operator organized in September 1919 by Mayor John Hylan. The Department was charged with organizing six private entrepreneurs to operate "emergency buses" to replace four abandoned storage battery street car lines: the Madison Street Line; Spring and Delancey Street Line, Avenue C Line and the Sixth Avenue Ferry line. The system grew taking over the Brooklyn and North River Line (streetcar) and Queens Bus Lines. The DP&S also began operating trolleys in Staten Island to replace the Staten Island Midland Railway. All routes mentioned would be privatized. Another of the DP&S acquisitions was the Bridge Operating Company, which operated the Williamsburg Bridge Local trolley in 1921. This line, as opposed to the previously mentioned lines; would remain City operated. The fare to cross the bridge was 1 2/3 cents, or three tickets for a nickel. How the tokens factored into this, it not certain. The Williamsburg Bridge trolley was replaced by bus on December 5, 1948, and the bus route was B39 and became part of the City of New York Board of Transportation.
		1921-1948? 16mm, copper nickel, star punch out at center signature of Lincoln C. Andrews, receiver Atwood-Coffee NY630AE common; $10.00
Comprehensive Omnibus Corporation    Organized in 1933 by the same owners of the East Side Omnibus Co. It operated three routes: the Madison-Chambers Crosstown; 49th-50th Streets Crosstown and the 66th Street Crosstown. The company went bankrupt in 1948 with their routes taken over by the Board of Transportation.
		1935 22mm, bronze, CO cutout Atwood-Coffee NY630W uncommon; $20.00
		1944 22mm, steel, CO cutout Atwood-Coffee NY630Y uncommon; $25.00

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Green Bus Lines    Formed in 1925, it combined and sold off numerous smaller company franchises during its lifetime. It was taken over by the MTA in 2006.
		1937 21mm, bronze, ball center Atwood-Coffee NY631R uncommon; $7.00
Jamaica Buses   Granted bus franchises for Queens routes in 1933 and remained independent of the MTA until 2006.
		1933 22mm, brass, solid Atwood-Coffee NY631C uncommon; $15.00
		1972 20mm, brass, solid Atwood-Coffee NY631U uncommon; $7.00
		1976 20mm, brass, bar center Atwood-Coffee NY631V common; $10.00
North Shore Bus Company    Another of the franchised routes in Queens. Established in 1920 and operated until 1947. Routes were concentrated in Flushing and Northern Queens.
		unknown date (1935-1947) 22mm, copper nickel, triangle cutout Atwood-Coffee NY631E uncommon; $15.00
		1930 16mm, copper nickel, R cutout Atwood-Coffee NY631F common; $7.50
New York & Queens County Ry. Co.    Operated streetcar lines in Western and Northern Queens, as well as a line over the Queensboro Bridge. It was a subsidiary of the Interborough Rapid Transit Co. until the IRT prioritized their operation to subways and elevated lines and no longer wanted to finance the interest payment on the outstanding bonds. Lincoln C. Andrews was appointed receiver for three years commencing January 1923 but the line was unable to raise the fare above five cents.
		1924 16mm, coper nickel, ball center signature of Lincoln C. Andrews, receiver Atwood-Coffee NY631A uncommon; $20.00
Queensboro Bridge Railway    These tokens were issued for the streetcar lines "Bridge Local", which used the outer lanes on the bridge from an underground loop-track terminal on Second Avenue (Manhattan) to a loop track in Queens Plaza.    Fares for the Queensboro Bridge did not always rise in conjunction with other private operators or the Board of Transportation and later New York City Transit Authority; but like other private operators the Queensboro Bridge Railway needed Public Service Commission approval for a raise in fare.    Making the fare schedule even more complicated, is the fact that two different rates were charged between Manhattan and Welfare Island and Queens and Welfare Island with the "through" trip from Manhattan to Queens (or vice versa) the highest fare.    Also, the tokens were not priced the same as the cash fare or in lieu of a cash fare like NYCTA tokens were. Tokens for the Queensboro Bridge Railway were offered at a discount to cash fares when purchased.    Tokens were used for discounted fares for workers and volunteer at Coler - Goldwater Memorial Hospital on Welfare Island (reached by a station/building built next to the bridge and making an elevator connection with it for automobiles. date fare notes ? 5¢ 3¢ 2 for 5¢ Manhattan to Queens or Queens to Manhattan (cash), Manhattan to Welfare Island (cash), tokens (2½¢ - also good for Welfare Island to Queens) December 12, 1948 7¢ 5¢ 5¢ 5 for 20¢ 1¢ Manhattan to Queens or Queens to Manhattan (cash) Manhattan to Welfare Island (cash) Queens to Welfare Island (cash) tokens (6¼¢ per token) - also good for Welfare Island to Queens transfers to other lines October 31, 1953 8¢ 5¢ Manhattan to Queens or Queens to Manhattan (cash) transfers to other lines April 7, 1957 15¢ 24 for $1.50 free Manhattan to Queens or Queens to Manhattan: trolley line discontinued, replaced by bus service; tokens for Bird-Coler Employees (6¼¢ per token). tokens no longer accepted at Manhattan Terminal - Queens to Welfare Island only transfers to other lines December 20, 1957 15¢ Manhattan to Queens (cash)
		1944 23mm, steel, bar center Atwood-Coffee NY631O common; $7.00
		1945 23mm, brass, bar center Atwood-Coffee NY631P common; $6.00
		1947 23mm, copper nickel, bar center Atwood-Coffee NY631Q five varieties: 631Qa, 631Qb, 631Qc, 631Qd, 631Qe, extremely common; $4.00	collection of Philip M. Goldstein
A bridge connecting Welfare Island to Queens would be built in 1955 and streetcar operations ended on April 7, 1957. On that date, bus service replaced trolley service and the following tokens issued. This brass 16mm token was sold to employees and volunteers at the Coler - Goldwater Memorial Hospital at the rate of 24 tokens for $1.50 which equated to 6¼¢ per token.     Although used on the Steinway Transit Company bus serving Welfare Island, it used the name of the corporate owner.
		1970 16mm, brass, ball center Atwood-Coffee NY631T common; $5.00
Steinway Transit     Yet another of the private bus lines that operated in Queens. These tokens were issued for use by employees and volunteers at the Coler-Goldwater Memorial Hospital on Welfare (now Roosevelt) Island. Tokens were sold at the Hospitals at a half fare discount. They were valid for use only on the Steinway Transit Route serving Welfare Island, the Q102. Steinway Transit descended from Steinway Omnibus.
		1976 16mm, white metal, S Atwood-Coffee NY631W two varieties: 631Wa, 631Wb common; $4.00
Triboro Coach Corporation    In the 1920 the company was known as the Woodside - Astoria Transportation Company and operated a number of routes in Astoria, Woodside and Maspeth. In 1931 the company was reorganized as Triboro Coach Corp. and added several other routes from smaller companies expanding service to Jackson Heights, Elmhurst, Corona, Forest Hills, Jamaica and Rockaway Park and became another private bus line operating in Queens. In 1946 the company was sold to Green Bus Lines but operated as a subsidiary. Eventually the franchise was taken over by the MTA in 2006.
		1936? 22mm, copper nickel, solid Atwood-Coffee NY631I uncommon; $20.00
		1936 22mm, copper nickel, gunmetal plated, solid Atwood-Coffee NY631J uncommon; $15.00
		1936 24mm, brass, solid Atwood-Coffee NY631K common; $12.00
		1936 24mm, brass, T punch out Atwood-Coffee NY631L uncommon; $5.00
		undated (1940?) 24mm, copper nickel, copper plated, S Atwood-Coffee NY631M uncommon; $15.00
		1940 24mm, copper nickel, gun metal plated, S Atwood-Coffee NY631n uncommon; $20.00

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Richmond Light & Railroad    John J. Kuhn was appointed receiver for three years (1920-1923). Under his leadership the company was able to raise the fare to eight cents, and exited from the receivership by splitting up into the Staten Island Edison Co. and the Richmond Railroad Co.
		date unknown (1902-1927) 16mm, copper nickel, R Atwood-Coffee NY632A uncommon; $25.00

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   Before continuing further on this chapter of tokens, there is one token that must be viewed. This token is quite special - only two are known to exist; and when one is placed for sale, it commands prices that even an advanced vecturist blanches at. 

   It is the proposed pattern for the New York City Transit System (Board of Transportation) Subway Token.  Those two pieces of the pattern token below that were struck, are now the "holy grail" for vecturists and NY transit collectors alike.

   The following tokens were used throughout the city, and therefore do not fall into a particular borough category as the tokens in the preceding chapter do. 

As early as 1928, the streetcars and buses of the Brooklyn Manhattan Transit Company had Perry Model 55 "Superstyles" (seen at right) installed instead of fareboxes to accept nickels.    Upon the First Unification in 1940, over 75,000 22mm white metal, and many fewer brass transfer tokens were minted. There were seven basic designs minted, with one of those issues having five die varieties.    In that area operation, the surface transfer system had a lot of variations. There were transfers that cost 2 cents, and some were free. Normally, a passenger handed their transfer to the driver and proceeded to the rear of the bus.    The installation of this turnstile hindered that, as the turnstile was mounted in the aisle a few feet behind the driver and were it was accessible only by the passenger. The transfer tokens were used to overcome that obstacle.    When a passenger desired a transfer to another line, it was requested at time of boarding. The two cent surcharge was paid directly to the operator on the first streetcar or bus, who presented the passenger with a paper transfer. When that passenger boarded the second streetcar or bus, they surrendered the paper transfer to the operator, and in turn the operator gave the passenger a transfer token to be deposited into the turnstile, permitting the passenger to proceed through. In no other terms, it was a doubled procedure that accomplished the same end result.    In the case of the free transfers, the token was issued as well to just pass through the turnstile. It appears very likely that the two different color tokens were used to denote the different fare structure: one for free transfers and the other for 2 cent transfers.    Also during this time a three-cent child's fare was introduced, and that token was 2 millimeters larger; so some turnstiles were outfitted with a two-slot turnstile. Only a very limited number of buses or streetcars had two slot turnstiles, so these tokens saw very limited use. Normally the patron would pay the three cents for the child to the operator and pass through on a regular transfer token if the vehicle was equipped with just a one-slot turnstile.

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First Unification; New York City Transit System - 1940 - 1953
		1938 22mm, copper nickel, solid Atwood-Coffee NY629G five varieties: 629Ga, 629Gb, 629Gc, 629Gd, 629Ge, uncommon; $15.00
		1940 22mm, steel, solid Atwood-Coffee NY629H total struck: 75,000 (may include token type above) uncommon; $15.00
		1940 22mm, brass, solid Atwood-Coffee NY629I very uncommon; $25
		1941 Issued for Childrens Fare - associated with the Three Cent Children's Ticket in Fare Tickets Chapter, First Unification above. 24mm, brass, 2mm punch hole in center Atwood-Coffee NY629J uncommon; $12
		1941? 22mm, bronze, solid Atwood-Coffee NY629K uncommon; $20
		Unissued - Error Instead of properly stating the obverse legend: NEW YORK CITY TRANSIT SYSTEM", this token bears the legend: "NEW YORK CITY TRANSFER SYSTEM" 22mm, bronze, solid Atwood-Coffee NY629KA extremely rare; $250
New York City Transit System - Manhattan Bus Division
		1949 22mm, copper nickel Atwood-Coffee NY630V total struck: 5,000 rare; $100

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Second Unification; New York City Transit Authority Tokens - 1953 - 2003

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   The Atwood-Coffee catalog, (at least in my opinion - PMG) makes a glaring error in the categorization of the NYCTA token issues: they are attributed to the Borough of Manhattan (NY630 series), when the New York City Transit Authority headquarters was in fact located in Brooklyn! Specifically, it was located at 370 Jay Street. 

   This building was also the location of their very highly secure Office of Revenue and its associated vaults where the fare proceeds were brought to be accounted, and then transferred to the respective banks. These vaults also contained the token issues for that period and stored the issues no longer being used. 

   So, in all practicality, the NYCTA token issues should be attributed in the catalog to the Borough of Brooklyn, (NY629 series) and not Manhattan.

"Will the real first token please stand up"..

   The first item for clarification: in the collective memories of NYC transit users, only the most astute recall the small "dime sized" solid token:    It was only in circulation for approximately six weeks before being culled out of circulation by September 1953. 

   Most people only recall the "Small Y Cutout":  and now misattribute it as the "first token". This misattribution is also repeated by the Transit Museum. As a result of this and quite unfortunately, many transit and city history related websites, blogs and social media posts refer to this as the "first token". However, it is not.

    The reasons for the lack of general recognition of the first token had remained foggy until now. According to George Cuhaj, it is accepted and understood that the Transit Authority needed to get a token into circulation in time for the announced fare hike to 15 cents on July 25th. 

   As there has been nothing official published or displayed on the part of the Transit Museum, this piqued my interest and led me to research the matter. I would be well rewarded for my efforts. I gleaned the following articles from the New York Times Digital Archives, and they uncovered and clarified the situation quite well. 

   So, I put together this scrapbook of articles, so the unedited copy could be reviewed. A synopsis, and my notes follow.

New York Times - May 17, 1953	New York Times - June 3, 1953

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New York Times - June 5, 1953	New York Times - June 7, 1953

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Note the highlighted text: Maj. Gen Hugh J. Casey authority chairman, said, "It may also be necessary to accept some tokens without a punched-out center Y."
New York Times - June 9, 1953	New York Times - June 17, 1953

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New York Times - June 19, 1953	New York Times - June 21, 1953

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New York Times - July 14, 1953

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New York Times - July 23, 1953

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New York Times - July 25, 1953

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New York Times - July 25, 1953	New York Times - July 29, 1953

   A synopsis of this situation reads as thus: the announced fare hike which had been discussed most of 1953, was scheduled for Saturday, July 25. However, NYCTA had not yet been given authority to do so, despite all the back and forth between the Transit Agency, the Mayor and the Governor. 

   The NYCTA, and rightfully so; did not wish to repeat the mistake of the IRT some twenty-five years before, where the IRT had minted 10,000,000 pieces of their proposed 7 cent tokens, only to have the proposed fare raise rejected by the Public Service Commission. This of course, led to the IRT storing the hundreds of bags of now useless tokens. Ironically, the IRT tokens are mentioned in one of the New York Times articles above. So, the NYCTA wisely held off on ordering their tokens until the last possible moment. 

   Now in a rush, on or about June 3, the NYCTA approached the US Mint to strike the tokens, but their request was rejected. The Mint did not want to put itself in the private token / coinage market, and while the Mint even accepted production of some foreign government coin issues as goodwill per request of the State Department, the line was drawn at not producing private issues. When this rejection took place, there was quite expectedly a bit of concern on the part of NYCTA. Governor Thomas Dewey (New York), got involved to intercede on the NYCTA's behalf with the US Mint, but his ministrations were refused as well. As such, the NYCTA then ran to the Canadian Mint on or about June 4, and of whom also turned down the NYCTA.

   By this time, June 7; the NYCTA was in full blown panic mode. It needed the 15 cent fare hike to help make it solvent, but the turnstile mechanisms already installed could not accept two coins. And leaving the fare at 10 defeated the purpose of the fare hike. The fare had to go to 15 cents and tokens had to be the medium used. The NYCTA publicly solicited bids from the private manufacturers. The three token manufacturers that responded were: Scovill Manufacturing, Osborne Coinage, and Meyer & Wenthe. All three came to the conclusion they while they could supply the tokens to the NYCTA; not enough tokens could be produced by July 25 to the design as specified by the TA - ergo, the "Small Y cutout."

   However, they suggested; if the NYCTA was willing to accept the first batches of tokens as solid tokens and not cut-out tokens (which required the extra steps of orienting and punching the token after being initially struck with the basic design). With the combined efforts of the production lines of the three private manufacturers, they could produce enough of the solid style tokens by July 24, to give the NYCTA sufficient stock in regard to their 15 cent fare raise and the introduction of a token issue to control it. 

   From the July 23 New York Times article, the production quantity of the small solid Y tokens was to be 5,000,000.

   The token manufacturers further stated the two types of tokens would be compatible with each other in regards to the token mechanisms in the turnstiles. Furthermore, as the production resources of all three manufacturers would be needed, the bidding contract would need to be written to allow for a split up of the manufacturing quantities.

   The NYCTA, pretty much with its back against the wall; agreed to all suggestions and stipulations; and on June 17 it signed the contracts, with the following noted:

   Three bids were rejected, which ranged from $13.00 to $35.00 per $1,000. Also, the option for 30,000,000 additional tokens may be ordered after July 30.

   Again, according to the July 23 New York Times article; 5,000,000 small solid Y tokens were struck and distributed first to ensure a minimum supply to the NYCTA. Thus, the three token manufacturers set about to produce them. So the first tokens delivered to and released by the NYCTA were not the "Small Y Cut out" as originally planned, announced (and stated currently by the Transit Museum); but in fact the "Small Solid" token was first.

   Subsequent production of tokens would conform to the TA's original design of the "Small Y cutout" and deliveries would continue after July 25, with final delivery taking place in September 24. On this date and the solid tokens withdrawn from service after this date.

  On July 25th, the following statistics were announced:

17,290,000 tokens had been delivered as of the evening of July 24, with
2,349,349 tokens sold in 48 hours, with 
4,484,000 disbursed to IND token booths, 
5,302,000 disbursed to IRT token booths and 
3,075,000 disbursed to BMT token booths. 

4,000,000 tokens were kept in reserve and 
41,500,000 total tokens expected by September 24, 1953.

   Also learned from this article, was that the tokens were not intended to be accepted on surface transit (streetcars and buses) - it was to be for rapid transit (subways & elevateds) use only! Buses were to remain coin only until decided otherwise. However, some riders accidentally dropped tokens and they were accepted as payment in good faith albeit with a polite admonishment. Tokens on buses would not be officially accepted until May 18, 1963 - almost ten years later.

   On July 27th, it was announced that 20,000,000 more tokens were to be delivered that day, with 13,500,000 tokens distributed and 3,700,000 held in reserve. It was also announced in this article that Woolworth's had voluntarily pulled the play money from their store shelves in the New York City area (but an injunction had been drafted in case they refused). 

   It was also stated that Mr. Bingham had stayed up all the previous night positioned by a turnstile "in his shirt sleeves" at the 14th Street and Seventh Avenue Station station workshop, adjusting and readjusting the mechanism until it could reject the play money reliably. This accomplishment took place at 2 pm. It should also be noted that Mr. Bingham was no stranger to the innards of a turnstile - his uncle was Frank Hedley (President of the IRT), who with assistant James S. Doyle; had patented the first turnstile design for use in New York City in 1921!

   This article (for better or worse) also lists the diameter dimensions for both the token and the play money: .650" for the token and .630" for play money, with the original rejection setting at .600" or less. Now the rejection setting was approximately between the two at .640" +/-. This would reject the play coins, but allow the new tokens to work. The play coins were also thinner than the tokens, allowing for another dimension to discriminate. As I was sitting here and typing this, I just had to break out my micrometer: .648 on the Solid and .647 on the Y Cutout. I just had to make sure they were right!

   With this magic number now known, NYCTA turnstile technicians spread out throughout the system to adjust the other 2,466 turnstile mechanisms. Also, with sufficient quantities of tokens in TA possession, bags of 1000 tokens were now being sold to banks, cigar and cigarette stands, newsstands and other businesses for added convenience to sell to  transit users.

   On July 28th it was reported that 120,000 tokens had been sold to the following companies for resale: Guaranty Trust of New York,New York Savings Bank, Dun & Bradstreet, New York Telephone, Western Union Telegraph, Abraham & Straus, the US Army and US Navy, as well as independently owned newsstands.

   On July 30th it was reported that 21,650,000 tokens had been delivered, 13,888,000 distributed and 7,762,000 held in reserve. 170,000 tokens have been sold to banks, businesses and other concerns for resale to customers. As a result, the token "rationing" of five per person was relaxed somewhat, and was now increased to 10 tokens per person, enough for a work week (2 trips per day multiplied by 5 days). Also 4,364 "spurious" coinage (foreign coins, slugs, washers and fake tokens) were collected, but this number was expected to diminish since the recalibration of token discriminators two days prior.

   On July 31st, the first arrest of "turnstile cheating" took place: Rafael V. Rivera, 27; of East 109th Street was caught trying to use a Chicago Transit Authority token in a turnstile located at the 125th Street Station on the IRT Lenox Avenue Line. Arrests after this date also increased of people either trying to use slugs or for the outright mass manufacturing of counterfeit tokens (January 20 and 21, 1954). 

   When sufficient quantities of the "small Y cutout" tokens were finally produced (which was the intended design to be placed into circulation) they were shipped to NYCTA for distribution to token booths, and entered into circulation. Final delivery of the small tokens were scheduled for September 24. So, as the token clerks emptied the turnstiles, the solid design of tokens were pulled from circulation. 

   It retrospect, it seems duplicitous and a waste of both resources and financial investment for a short lived token issue; but rest assured, this is what took place. 

   The questions that now remain are:

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   In regards to other tokens issues by the New York City Transit Authority:     

Fare hike = new token designs? Nope! Tokens purchased and stored - sometimes for years? Yup!

   Another item that needs to be clarified, is that the date a new token design was released does not always correspond to the date of rise in fare. Case in point: the Bulls-eye Token. The fare hike to $1.00 took place on January 1, 1986, but the Bulls-eye Token was not released until April 21. Unfortunately, several websites, historical societies and blogs correlate the new token design with the fare hike. This is incorrect, and not always the case. 

   Furthermore, the NYCTA would purchase a new token design, but not necessary release it. Sometimes, and in the case of the "Large Solid" token, it would be stored for nine years. The NYCTA purchased the "Large Solid" design of token around 1970 for the next intended fare hike. When the NYCTA announced the rise in fare to 35 cents to take place on January 1, 1972, the NYCTA also announced that on that date of the fare raise, new tokens would replace the old models. This was done to prevent hoarding - where people bought up the older tokens in large quantities at the lower price to use after the fare hike and save on the difference. The NYCTA even released photos of the new token design to the newspapers. Since the NYCTA said it was going to change the tokens, people did not buy them up and hoard them, but the day before the fare raise, the NYCTA now "announced" it would NOT be changing the tokens, and in all essence pulled "a bluff" on the transit users; and the "old" Large Y Cutout token remained in service.

   Lapse forward to 1975, and the NYCTA announces the next fare hike to 50 cents, and states this time the tokens will be changed. And for the second time, the NYCTA announces at the last minutes before September 2, 1975; that it will not be replacing the current token in service . Fool me once, shame on you; fool me twice, shame on... wait; there is no shame when it comes to the NYCTA!

   I think it is highly doubtful they could have pulled that bluff off for a third time; nor did they even try. On June 28, 1980, and for the fare raise to 60 cents, the NYCTA finally issued the "Large Solid" token and retired the "Large Y Cutout" token from service.

NOT Complete Sets!

   The following image IS of a complete basic type set (and shown at actual size). It represents each token used by the NYCTA through it's history from 1953 to 2003. While it does not include die varieties (very minor differences in the basic token design such as: period placement; interpunct (dot) size and placement; double spaces; and / or font style), and when tokens were struck by different manufacturers.

   Now it can be safely said, we can progress to the visually rewarding aspect of this catalog - the token images!

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Second Unification; New York City Transit Authority Tokens - 1953 - 2003

The colloquial name used by collectors is in quotation marks above the issue.
Again, keep in mind token images are shown at 200% for detail.

obverse	reverse	notes
"Small Solid"  or "Dime Sized Solid"  This was the first token issued by the NYCTA.		16.5mm solids were used from July 25, 1953 to September 1953, 15¢ for rapid transit use only (no streetcars or buses) with the 16.5mm Y cutout (below) introduced mid-September 1953 when the above publicity image was distributed. These solid tokens were removed from use soon thereafter. brass, solid diameter: 16.5mm / .650", thickness: 1.19mm / .046", weight: 1.839g design: Louis A. Schineller (NYCTA) Scovill Manufacturing; Roger Williams Mint; Meyer & Wenthe total struck (solid): 5,000,000 Atwood-Coffee NY630AN with four die varieties: N630ANa, 630ANb, 630ANc, 630ANd lack of, or sizes of dots on obverse and reverse rare; $25.00
"Small Y Cutout" This was NOT the first token issued by the NYCTA. It is the second, but was original design as ordered.		September 1953 - July 5, 1966: 15¢ (rapid transit use only - see note below) May 18, 1963 - July 5, 1966:     15¢ (rapid transit and buses) July 5, 1966 - January 3, 1970:  20¢ for rapid transit use only (no streetcars or buses) until May 18, 1963 Acceptance on NYCTA buses effective May 18, 1963. Used for children's admission to Transit Museum post-1970 brass, Y cutout (aligned) diameter: 16.5mm / .650", thickness: 1.19mm / .046", 1.775g design: Louis A. Schineller (NYCTA) Scovill Manufacturing; Osborne Coinage; Meyer & Wenthe total struck (solid & Y cutout varieties): 41,500,000  Atwood-Coffee NY630AO with five die varieties: 630AOa, 630AOb, 630AOc, 630AOd, 630AOe lack of, or sizes of dots on obverse and reverse extremely common; $1.00 in minimally circulated condition
1970
"Large Y Cutout"		January 4, 1970 - December 31, 1971: 30¢ January 1, 1972 - August 31, 1975:      35¢ September 2, 1975 - June 27, 1980:     50¢ brass, Y cutout (aligned) diameter: 23mm /.90", thickess: 1.69mm / .066", weight: 4.7g, Roger Williams Mint Atwood-Coffee NY630AS with four die varieties: thick oval font on reverse (shown) 630ASa; and thin round font on reverse with three different positions of mill marks: 630ASb, 630ASc, 630ASd There was discussion in reverting to the small Y Cutout token when the fare rose to 35¢, but this did not take place and this token remained in service. extremely common; $1.00 in minimally circulated condition
To celebrate the 75th anniversary of the IRT; the NYCTA, under the jurisdiction of the state controlled MTA, jointly planned celebrations. William Bonell, a graphic designer from J.C. Penney Co. was selected to design a commemorative token which was to circulate concurrently with the then current 23mm Y-cut out issue.    Osborne Coinage of Cincinnati, Ohio struck ten million in brass for general circulation. The design includes a subway kiosk entrance on one side, and a rendering of the 1904 subway car on the other. A diamond cut-out at top radiates throughout the background in ever-larger dimensions. It is interesting to note that nowhere on the token does it say "Good for One Fare." An error is known with two subway car designs, and no kiosk design, but has not been verified.    In addition to the regular strikes, 5,000 were struck in proof brass from polished dies and made available to the public from the NYCTA's revenue office at 370 Jay Street. An additional 10,000 pieces were struck in copper-nickel, but were never released, and are presumed destroyed.    The Fifth Avenue Jewelry firm of H. Stern was licensed to have an edition of 250 (edge numbered) made in 14-karat gold. They also has a special NYC theme bezel available for an additional fee. (see further in Proofs chapter below)
"Diamond Jubilee"		Issued in commemoration of 75th Anniversary / Diamond Jubilee of the opening of the first subway in New York City in 1904. November 1, 1979 - June 27, 1980:  50¢ brass, with diamond punch hole at top center (aligned) 23mm / .90" diameter, thickness: 1.5mm / .059", weight: 4.73g; 10,000,000 struck Roger Williams Mint? Atwood-Coffee NY630AY with two varieties: diagonal lines in car body: NY630AYa, or lack of diagonal lines in car body: NY630AYb extremely common; $1.00 in minimally circulated condition
The next token issued by the NYCTA is the "Large Solid". But while it was not issued until 1980; the tokens had been ordered around 1971 for the January 1, 1972 fare hike; and if necessary replace the previous issue token (the "Large Y Cutout") in circulation due to anticipated hoarding of lower cost tokens by transit users. To prevent this from taking place, the NYCTA announced they would change the token design to something different from the tokens already in use. Obviously, this discouraged people from mass purchasing the token; i.e.: "why buy it if they won't be good anymore?" Images of the "new" tokens were even released to the press. As people did not hoard the tokens already in circulation; the NYCTA stated at the last possible minute that they would not change the token.    So, in essence, the NYCTA bluffed the transit users! The "Large Solid" tokens were kept in storage for use at a later date. Ironically, the NYCTA pulled this "bluff" a second time for the announced fare hike on September 2, 1975 and yet again they announced a new token to replace the one in service. Once again at the last minute, there was no change in token - and the "Large Y Cutout" remained in circulation with the "Large Solid" being kept in storage. I think it is highly doubtful they could have pulled that bluff off for a third time; nor did they even try. For the fare hike on June 28, 1980; the "Large Solid" was finally released and the "Large Y Cutout" retired.
"Large Solid"		Possibly ordered as early as 1970 and stored for future use. It is first mentioned and shown in April 10 22, 1975 NYT article. June 28, 1980 - July 2, 1981:                 60¢ July 3, 1981 - January 1, 1984:              75¢ January 2, 1984 - December 31, 1985:  90¢ January 1, 1986 - June 2,1986:  $1.00 brass, solid diameter: 22.25mm /.875", thickness:     , weight: 3.9g 35,000,000 struck Roger Williams Mint Atwood-Coffee NY630AT extremely common; $1.00 in minimally circulated condition
3 5/8" x 8 1/2"	Many people missed the first exchange period for the older Large Solid Y and Large Y Cutout tokens to the new Bulls-eye Token, drawing a lot of ire. Therefore, the NYCTA held a second exchange period. This subway car placard announces the second exchange period.
"SJD Bulls-eye"		with initials SJD below between "D" in "GOOD" and "F" in "FOR" initials stand for Sylvester J. Dobosz, assistant director of revenue.   April 21, 1986 - December 31, 1989:  $1.00 January 1, 1990 - December 31, 1992:  $1.15 January 1, 1992 - November 11, 1995:  $1.25 bimetallic: brass, with 8mm magnetic steel center diameter: 22mm / .873", thickness: 1.4mm / .055", weight: .382g 50,000,000 struck Roger Williams Mint Atwood-Coffee NY630BE extremely common; $2.00 in minimally circulated condition due to the lack of expertise in identifying the SJD, these are commonly mixed in with those tokens lacking the SJD initials
The inclusion of the SJD initials is an interesting story to say the least: "Before he retired, Dobosz managed to have his initials, “SJD,” included on newly minted subway tokens." One irrefutable and conclusive article in the March 9, 1992 issue of New York Magazine: "The investigative reporter Matthew Fenton covered his bases well. Undaunted by the stone wall that a big bureaucracy like the TA can be, he went from department to department trying to get to the bottom of the mystery. And get to the bottom, he did. His persistence led him to the “Revenue Office”, where the Assistant Chief admitted the existence of two different versions of the Bullseye. When pressed about the reason, Fenton was told to speak to his predecessor...”the man who ordered the tokens”, but “he’s retired”. When Fenton asked how he could track down the man, he was given a name: Sylvester J. Dobosz. Ummm...”SJD”? Well, you didn’t think he would drop the ball now, did you? The good reporter finds old Mr. SJD himself, living on a quiet, tree lined street in Queens. Apparently, in 1985, Dobosz was approaching the end of his 40 year career with The New York City Transit Authority, during which time he had worked his way up from token booth clerk to senior executive. But before he retired, Sylvester Joseph Dobosz called the Roger Williams Mint in Attleboro, Massachusetts and requested that they make one last change to the bullseye token’s design, instructing them to (Yep, you guessed it) add his initials to all 60 million tokens that had been ordered. In an interview setting, Dobosz himself proved to be a tough nut to crack. Initially he says what he did “was just a means of identification”. When questioned further, he insists it was “a way of distinguishing one minting from another...you know, to discourage counterfeiters”. When pressed about why he didn’t use one of the less obvious ways of distinguishing coin design, he finally acknowledges “my last hurrah...it was my last hurrah”. That, we can conclude, was his way of saying "The devil made me do it". When the powers that be at the NYCTA discovered the SJD initials, they were ordered removed from the dies (or new dies made?) and the remaining tokens of that order lack the SJD initials.
"Archer Avenue Bullseye"		Released December 11, 1988 to commemorate the opening of Archer Avenue Extension (IND and BMT). Circulated with above issue. Extremely limited quantity struck, the least of any NYCTA token issue. December 11, 1988 - December 31, 1989:  $1.00 January 1, 1990 - December 31, 1992:  $1.15 January 1, 1992 - November 11, 1995:  $1.25 bimetallic: brass, with 8mm magnetic steel center diameter: 22mm / .873", thickness: 1.4mm / .055" weight: 3.77g 100,000 struck Roger Williams Mint? Atwood-Coffee NY630BG increasingly difficult to find due to lower production quantity and in better grades; $20.00 in minimally circulated condition
"Plain Bulls-eye"		Plain - SJD initials removed from reverse Order was placed after the discovery of SJD initials and it is believed the NYCTA discovered the initials mid-1990, so these tokens did not circulate when the fare was lower. January 1, 1990 - December 31, 1992:  $1.15 January 1, 1992 - November 11, 1995:  $1.25 bimetallic: brass, with 8mm magnetic steel center diameter: 22mm / .873", thickness: 1.4mm / .055", weight: .382g 60,000,000 struck Roger Williams Mint Atwood-Coffee NY630BI extremely common; $1.00 in minimally circulated condition
"Five Borough" or "Pentagon Punchout"		Final issue of token. November 12, 1995 - May 3, 2003:  $1.50 88/11 cupro-nickel (lightly magnetic) with pentagon shape punch hole (non-aligned) diameter: 20mm / .790", thickness: 1.4mm / .055", weight: 3.26g 60,000,000 struck Roger Williams Mint? Atwood-Coffee NY630BJ extremely common; $1.00 in minimally circulated condition
Special Fare Tokens
"Extra Large Y Cutout" or "Supersized Y Cutout"		Issued as special fare token for train to Aqueduct Race Track then repurposed for use for Express Buses late 1980's-1990's issued 1966 brass, Y cutout (aligned) diameter: 28.5mm / 1.125", thickness: 2mm / .079"; weight: 9.66g Atwood-Coffee NY630AP Roger Williams Mint uncommon; $15.00
"Special Fare" or "Silver Special Fare"		used as special fare for train to Aqueduct Race Track issued April 1979 white metal (non-magnetic), solid diamter: 23.5mm / .923", thickness: 1.5mm / .058"; weight: 4.37g 500,000 struck unknown - Roger Williams Mint? Atwood-Coffee NY630AX uncommon; $20.00

   Tokens were not only sold via the manned token booths, but also through bank tellers and department stores for customer convenience. At some rapid transit stations, coin operated token machines also saw use during unmanned and rush hours:

booth or wall mount single token dispenser: 15 cents (dime and nickel only)		self standing double token dispenser: 2 tokens for 30 cents (any combination of coins)
both images courtesy of the New York City Transit Museum archives

   Token sales ended on April 13, 2003. Redemption of tokens at turnstiles ceased on rapid transit lines on May 3, 2003 and on surface lines December 31, 200

Rolls and Ten Packs - "Timesaver Paks"

   Those people who used the subway and transit system for their daily commute, whether it be work or higher education; they would purchase their tokens in multiples of ten: Five days multiplied by two trips a day for those with one rid commute, or twenty tokens for those unfortunate souls who needed to take a subway and a bus; or three buses.

   The NYCTA realized a significant amount of time could be eliminated from these multiple token sales by offering pre-packaged token "packs". Those people who bought multiple tokens, could now purchase the pack, instead of the clerk having to count out 10 (or more) individual tokens. This certainly cut down on the time required at the token clerk window and sped up transaction time.

   When this convenience actually started is not known, but the first observed "packaging" for rolls of tokens is this one:

		unmarked roll of ten tokens - not packaged by NYCTA as it does not bear an MTA or NYCTA logo. Rolls of tokens were sold by high end retailers like B. Altman; as well as financial institutions like First National City Bank and Manufacturers Hanover; as well as ten Long Island Rail Road stations as a convenience to customers. Mentioned in New York Times article December 8, 1960 (but the roll shown is not the applicable type of token shown for the article date, and of which was issued later). So in all likelihood, this roll is an example of those "privately" packaged tokens. Also possible, they were supplied to messenger or delivery service employees by their respective companies. 23mm, brass, Y cutout Atwood-Coffee NY630AS January 4, 1970 - June 27, 1980
These next packages, were sold by the New York City Transit Authority.    The actual date of introduction for the first package is currently unknown. A one sentence byline in the New York Times mentions ten packs were released in 1983, but nothing more specific and there is no feature article to announce this.
		large two tone blue M logo and all upper case: PLEASE COUNT & EXAMINE TOKENS BEFORE OPENING 22mm, solid Atwood-Coffee NY630AT June 28, 1980 - July 2, 1981:                 60¢ July 3, 1981 - January 1, 1984:              75¢ January 2, 1984 - December 31, 1985:  90¢ January 1, 1986 - December 31, 1989:  $1.00 uncommon; $30.00 - $35.00
		large two tone blue M logo and all upper case: PLEASE COUNT & EXAMINE TOKENS BEFORE OPENING repurposed Aqueduct Racetrack Special tokens for Express Buses - sold at Sixth Ave and 57th Street station token booth as the Express buses rode across 57th Street. 28mm, brass, Y cutout Atwood-Coffee NY630AP January 1, 1986 - December 31, 1989 rare: $100.00 - $150.00
		large two tone blue M logo and all upper case: PLEASE COUNT & EXAMINE TOKENS BEFORE OPENING 22mm, brass, with 8mm steel center Atwood-Coffee NY630BE all with initials SJD January 1, 1986 - December 31, 1989 uncommon; $20.00 - $25.00
		M logo in circle New York City Transit Authority unusual red ink "TimeSaver Pak" Please count and examine tokens before opening 22mm, brass, with 8mm steel center Atwood-Coffee NY630BE and NY630BI mixed January 1, 1986 - January 1, 1989 uncommon; $25.00 - $30.00
		logo in circle, New York City Transit ("Authority" removed) (use of this logo began in 1994) blue ink "TimeSaver Pak" Please count and examine tokens before opening. 22mm, brass, with 8mm steel center Atwood-Coffee NY630BE and NY630BI mixed January 1, 1992 - November 11, 1995 common; $15.00 - $20.00
		Located in the NY Times Digital Archives is reference to an experiment: 4 packs of tokens being sold at the Archer Avenue Station begining June 4, 1990. No accompanying image and no further reference to this experiment is mentioned in the archive; therefore it is not believed the public response to the "4 pack" was not enthusiastic enough to warrant continued sales.  The article is shown at left. These experimental packs would have been comprised of "Bulls-eye Tokens" 22mm, brass, with 8mm steel center Atwood-Coffee NY630BE
		M logo in circle New York City Transit Authority blue ink "TimeSaver Pak" Note the use of old M logo (pre-1994), with the Pentagon Token (a 1995 issue), with full legend New York City Transit Authority and despite the above issue with the new logo with predecessor token. November 12, 1995 - May 3, 2003 22mm, 88/11 cupro-nickel, with pentagon shape punch hole Atwood-Coffee NY630BJ common; $10.00 - $15.00

   Token sales ended on April 13, 2003. Redemption of tokens at turnstiles ceased on rapid transit lines on May 3, 2003 and on surface lines December 31, 2003.

Errors, Patterns, Proofs & Counterfeits

   Nothing attracts more attention than objects of "error" and they almost always capture the awe of even the non-collector. The "inverted Jenny" stamp block which never fails to amaze is evidence of this - even those who are not philatelists (stamp collectors) talk about it. US Coins and Currency have their fair share of error superstars as well; with common errors even being within reach of the novice collector. 

   So it is not surprising to know of errors existing in the realm of New York City transit tokens. 

   Now, with something as mass produced by high speed automated machinery, mistakes are bound to happen. Normally, quality control does a thorough job of inspecting batches of tokens, but every so often one escapes. Errors escape at the manufacturer who may have lax security. 

   The next point of observation would be the token clerk who would observe them at the distribution point or when they jam the counting machine or turnstile. It was a common practice for clerks to remove them and place them on a small visible shelf right above the distribution slot.

   For the sake of explanation, these manufacturing errors below differ from the "New York City Transfer System" error (NY630KA) listed in the First Unification chapter above, because that was a die engraving error, which made it into limited production and was used briefly.

   As with other errors in numismatics; error tokens will garner the attention of error collectors outside of the New York Transit exonumia area as well. Heavy bidding can be expected in an auction venue.

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Die Set Up

   This next piece, while it may appear to be an error, is in actuality a Die Set Up piece. This was done to check the dies for adequate pressure and alignment. This can be determined by only one side bearing the token design, but note the rim on the opposite side is evident, but not the design. A blank rimmed die was in place instead of the die that carried the design.

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Patterns

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Proofs

   This proof token was struck by the Roger Williams Mint using a specially prepared polished die pair. The results are coins or tokens that are exceptionally mirrorlike, and proofs are rarer than uncirculated coins. Uncirculated coins or tokens, on the other hand, are created in larger quantities and may have blemishes.

   These proofs were sold at the NYCTA Revenue Department cash window at 370 Jay Street in very limited quantities in 1979 to 1980 or so.

   They came in unmarked but heat sealed plastic pouches for basic protection from dings.

   The Fifth Avenue Jewelry firm of H. Stern marketed a 14 karat gold version of the Diamond Jubilee token. These were also struck from proof dies. Mintage of 500, edge numbered.

   The NYCTA had struck a very very limited supply (supposedly 25 pairs) of 16.5 and 23mm tokens, struck from new proof dies. These tokens are not to be confused with regular tokens which were polished, gold-plated and sold as cuff-links or tie-tacks. 

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Counterfeits

   If there was a way to save on paying the full fare price, one can be sure that there are less than honest people willing to make a counterfeit token or make available selected world coins or tokens from other cities which would trip the turnstile.

   In most cases, these well executed counterfeits were mass produced, and sold in bulk quantities to a distributor. This distributor would add their mark up to the unit price, and resell the counterfeits, at say 25% to 50%; of and actual token cost for a package of 50 or 100.

   Something to be kept in mind about counterfeits, no matter how crude it is they really only have to work once. The tokens were often poorly made so as to be easily identified and separated from authentic tokens buy the booth attendant before recirculated in conjunction with the daily operations of the token booth.

   So, for the sake of thoroughness, the following are examples of NYCTA token counterfeits.

		Counterfeit NY630AT This token is drastically lighter than an authentic brass token. It appears to be cast in either zinc or aluminum.
		Counterfeit NY630AS Lead with light brass plating.

on display at and courtesy of the New York City Transit Museum

Token Manufacturing

That’s it. Cupro-nickel. Heavy on the copper for that rose tone. Nickel as ferromagnetic properties.    I'm a little disappointed the NYCTA didn’t opt for something exotic like that Alloy 725, but truth be told; the results are far from unexpected. Simple and cheap. When I got home, I looked up that particular composition. Corrosion resistance: Copper-nickel alloy coins do not tarnish. Electrical conductivity: Copper-nickel coins have specific electronic signatures that help prevent fraud in vending and coin-handling machines. Antimicrobial properties: Copper-nickel coins are much more sanitary than coins that do not contain copper. This is because copper surfaces kill dangerous bacteria, viruses and fungi quickly and with a high degree of efficacy. Durability: Copper-nickel coins can survive at least 30 years in circulation. This is one reason why copper-nickel was chosen for the 1- and 2-euro denominations. Malleability: Clear images and distinct edging can be struck on copper-nickel coins. Allergy risk: Billions of people handle copper-nickel coins with no allergic reaction at all. The risk of contact dermatitis with copper-nickel is very small. Ease of stamping: Large volumes of coins can be struck with minimal maintenance. Recyclability: Copper-nickel coins are 100% recyclable. Brand new copper-nickel coins can be minted from recycled metals.    And there you have it, nothing earth shattering, a little anti-climactic, but I got my answer.    Equipment: Tescan Vega; 4th Generation    FIB SEM: Focused Ion Beam Scanning Electron Microscope    EDS = Energy-Dispersive Spectroscopy    WDS = Wavelength-dispersive Spectroscopy

Click on the collage below to view images of the testing:

Page 1: Fare Tickets & Employee Passes	Page 7: Half Fare Tickets - Sundays / Weekends
you are on Page 2: Tokens	Page 8: Half Fare Tickets - Senior Citizens & Handicapped
Page 3: Continuing Ride Tickets & Transfers - Rapid Transit	Page 9: School / Student / Pupil Reduced Fare & Free Passes
Page 4: Continuing Ride Tickets & Transfers - Surface; Streetcar Lines	Page 10: Special Issue Tickets
Page 5: Continuing Ride Tickets & Transfers - Surface; Bus Routes	Page 11: Staten Island Rapid Transit
Page 6: Continuing Ride Tickets; Surface; Add-A-Ride	Page 12: Hudson and Manhattan & Port Authority Trans-Hudson (PATH)

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