Accessibility of the Metropolitan Transportation Authority

The physical accessibility of the Metropolitan Transportation Authority (MTA)'s public transit network, serving the New York metropolitan area, is incomplete. Although all buses are wheelchair-accessible in compliance with the Americans with Disabilities Act of 1990 (ADA), much of the MTA's rail system was built before wheelchair access was a requirement under the ADA. This includes the MTA's rapid transit systems, the New York City Subway and Staten Island Railway, and its commuter rail services, the Long Island Rail Road (LIRR) and Metro-North Railroad. Consequently, most stations were not designed to be accessible to people with disabilities, and many MTA facilities lack accessible announcements, signs, tactile components, and other features.

A city law, the New York City Human Rights Law, prohibits discrimination on the basis of disability. Since 1990, elevators have been built in newly constructed stations to comply with the ADA, with most grade-level stations requiring little modification to meet ADA standards. The MTA identified 100 "key stations", high-traffic and/or geographically important stations on the subway system, which have been or are being renovated to comply with the ADA.^[1][a] One of the key tenets of the 2018 Fast Forward Plan to rescue the subway system is to drastically increase the number of ADA-accessible subway stations, adding accessible facilities to 70 stations by 2024. In 2022, the MTA agreed in a settlement to make 95 percent of subway and Staten Island Railway stations accessible by 2055.^[2]

The Metropolitan Transportation Authority (MTA) has been gradually adding disabled access to its key stations since the 1980s, though large portions of the MTA's transit system are still inaccessible. According to the MTA:

In improving services to individuals with disabilities, the MTA identified stations and facilities where compliance with the Americans with Disabilities Act (ADA) would benefit the most people, analyzing such factors as high ridership, transfer points, and service to major areas of activity. These stations were given priority in our station-renovation program. We are continuing to expand accessibility features to more and more locations.^[3]

According to the MTA, fully accessible stations have:

• elevators or ramps^[3]
• handrails on ramps and stairs^{[3][4]: 254}
• large-print and tactile-Braille signs^{[3][4]: 254}
• audio and visual information systems, including Help Points or Public Address Customer Information Screens^{[3][4]: 254}
• accessible station booth windows with sills located no more than 36 inches (91 cm) above the ground^{[3][5]: F.3}
• accessible MetroCard Vending Machines^[3]
• accessible service entry gates^[3]
• platform-edge warning strips^[3]
• platform gap modifications or bridge plates to reduce or eliminate the gap between trains and platforms where it is greater than 2 inches (5.1 cm) vertically or 4 inches (10 cm) horizontally^{[3][5]: F.3 [6]}
• telephones at an accessible height with volume control, and text telephones (TTYs)^{[3][5]: F.3}
• accessible restrooms at stations with restrooms, if a 24-hour public toilet is in operation^{[3][5]: F.3}
  • Note: not all station buildings have restrooms.^[3]

Major bus stops are also required to have bus stop announcements under the ADA. The MTA is required to maintain these components under the ADA law; for instance, buses with malfunctioning lifts will be taken out of service.^[4]: 254

In 1973, the Federal Rehabilitation Act of 1973 was signed into law. One provision of it, Section 504, was initially interpreted to require all public transit systems to become equally accessible to disabled people or risk losing Federal funding. The MTA resisted this interpretation, arguing that making the required improvements would cost more than $1.5 billion. MTA Chairman Harold Fisher argued in favor of a separate transportation system for disabled people since it would be too expensive to make the regular system accessible.^[7] In 1980, the MTA Board voted to ignore the rule in spite of threats from the federal government that the agency would forfeit Federal funding.^[8]

In September 1979, the Eastern Paralyzed Veterans Association (EPVA) filed a lawsuit in the New York Supreme Court that sought to block subway modernization projects from proceeding unless elevators were installed in stations, as per a state law that required that access for disabled riders be provided. This was the first lawsuit in New York challenging a state agency for not being in compliance with the Public Buildings Law, and the first lawsuit to argue state laws required public transit systems to add wheelchair lifts on buses and elevators in train and subway stations. The lawsuit also charged that the MTA was in defiance of New York's Human Rights Law, which outlaws discrimination, for denying people with disabilities from using public transit facilities. The EPVA decided to go ahead with the lawsuit despite the existence of the Federal regulations because it feared a lawsuit by the American Public Transportation Association (APTA), which sought to overturn the rules as being financially burdensome, might be successful.^[7]

In 1981, the Reagan administration reinterpreted Section 504, requiring that transit agencies demonstrate that they were making their best efforts to provide adequate transportation for people in wheelchairs. As a result, the MTA agreed to purchase more than 2,000 buses with wheelchair lifts, which would make 50% of its bus fleet accessible.^[8] In 1983, less than a third of the system's 3,600 buses were equipped with these lifts.^[9]

In December 1982, the New York State Supreme Court ruled in favor of the EPVA, and on January 4, 1983, the Court judge officially signed an order that barred 10 station renovation projects in the MTA's first Capital Program from proceeding until an agreement was reached regarding accessibility in the New York City transit system, which the MTA appealed. The judge based the ruling on a state law that required wheelchair access to projects that were renovated using state funds. The MTA had argued that it had already provide a transportation option for people with disabilities by ordering buses with wheelchair lifts, and that the state law in question, the public buildings law, did not apply to subway stations, and that the planned projects were repairs, not renovations.^[8]

Work at ten station renovation projects underway were placed on hold, and work at 78 others were shelved by the MTA, which feared that work would again be halted by the courts. Following the decision, the MTA asked the New York State Legislature to exempt the agency from the law requiring transportation be accessible to people with disabilities. MTA Chairman Richard Ravitch said that "the costs of station accessibility are enormous and the benefits illusory", arguing that few people would use the elevators, and noting that it would cost $1 million to make each station accessible, and the high cost of maintenance and security requirements. The MTA had offered the EPVA to set up an on-request paratransit service, which the group rejected, while the EPVA offered to make 27 key stations accessible, including Fordham Road, Forest Hills–71st Avenue, Atlantic Avenue, Times Square–42nd Street, and 125th Street, which was rejected by the MTA.^[10]

In December 1983, State Senate Minority Leader Manfred Ohrenstein proposed legislation that would make 27 key stations accessible and provide funding for a paratransit service, allowing renovations at the 88 stations to commence. Following the announcement, the MTA entertained installing elevators at a limited number of stations being renovated for the first time. Senator Ohrenstein estimated that it would cost $25 to 35 million to make the 27 stations accessible, and cost $55 million per year for the paratransit service. $30 million of the cost for paratransit service would be borne by Transit Authority revenues, $7 million would come from fares, and the remainder would come from third party payments like Medicare and Medicaid. The proposed legislation listed ten stations in Manhattan, four in The Bronx, seven in Brooklyn, and six in Queens. The bill also would have required half of buses to be equipped with wheelchair lifts, and created a 15-member Handicapped Transportation Board to oversee the paratransit system.^[11]

In March 1984, the MTA, the office of Governor Mario Cuomo, and advocates for disabled people began working on an agreement to permit the agency to begin work on it subway station modernization program. On June 21, 1984, Mayor Ed Koch blocked an agreement that had been reached in principle to resolve the impasse.^[12] The agreement would have required the MTA to spend $5 million a year over eight years to make about 40 stations accessible and equipped every bus on the system with wheelchair lifts within fifteen years. He opposed making stations accessible, writing, "I have concluded that it is simply wrong to spend $50 million in the next eight years—and ultimately more—in putting elevators in the subways."^[13]

In June 1984, Governor Cuomo and the leaders of the State Assembly and State Senate reached a settlement agreement in spite of Mayor Koch's objections. The agreement amended the New York State Transportation and Building Laws to require the MTA to install elevators in 54 stations, of which 38 were designated in the legislation, while eight were to be chosen by the MTA, with the remaining eight to be chosen by a new 11-member New York City Transportation Disabled Committee. The MTA would be required to spend $5 million a year over eight years to make station accessible and to equip 65 percent of buses wheelchair lifts. At least eight stations had to become accessible within five years of when the legislation took effect. The New York City Transportation Disabled Committee would develop a plan for a pilot paratransit service within 210 days. The service would have a $5 million annual budget.^{[14][15]: 1–2} The legislation was signed into law by Governor Cuomo on July 23, 1984, and the MTA Board approved a resolution in agreement with the legislation on July 25, 1984. A settlement agreement was approved on September 24, 1984, allowing the MTA to start work renovating 88 subway stations.^[16]

As late as 1988, prior to the opening of the Archer Avenue lines, there were still only four wheelchair-accessible stations in the subway system. Three of them were ground-level stations at Canarsie–Rockaway Parkway, Middle Village–Metropolitan Avenue, and Rockaway Park–Beach 116th Street; the other was the World Trade Center station in Lower Manhattan.^[17]

On July 26, 1990, the Americans with Disabilities Act of 1990 was signed into law, requiring all transit systems to making their services and facilities fully accessible to people with disabilities. A provision of the legislation required all transit agencies to submit a key station plan to the FTA by July 26, 1992. As part of the plan, agencies were required to include the methodology they used to select key stations and a timeline for the completion of the accessibility improvements. Though stations were required to be made accessible by July 1993, transit agencies were granted permission to extend the deadline by as many as thirty years. As part of New York City Transit's key station plan, 54 stations were to be made ADA-accessible by 2010.^[15]: 2

Between 1986 and 1991, the number of disabled people using buses in New York City increased from 11,000 rides a year to 120,000. In 1991, ninety percent of buses were equipped with wheelchair lifts and ten of the 54 key stations were made wheelchair-accessible; at the time, 20 of 469 subway stations had ramps or elevators.^[9] The New York City Transit Authority had also made efforts to improve training for its employees and bus operators to on how to assist people with disabilities and on how to operate wheelchair lifts. At least one train car in each subway train had to be accessible by 1993, and major subway stations were supposed to be retrofitted with elevators or ramps by 1995.^[9]

The MTA created the New York City Transit ADA Compliance Coordination Committee (CCC) in June 1992. The committee works to coordinate the MTA's accessibility plan, as well as reaches out to disabled MTA riders.^[4]: 253 The MTA also provides training to disabled riders, the families of disabled riders, and mobility specialists. Between 1995 and 2019, it has trained 775 passengers.^[4]: 308

In 1994, amendments were made to the New York State Transportation and Public Building Laws, increasing the key station obligation from 54 stations to a list of 100 stations to be completed by 2020. Of the 100 new stations, 91 were specified immediately, including 37 additional stations that were chosen in accordance with FTA and MTA criteria and discussions at five public forums. The remaining nine stations were to be selected following discussions with the Transportation Disabled Committee and public advocates.^[15]: 2 However, this revision also stipulated that the subway and Staten Island Railway were exempt from making accessibility modifications that were, by law, required for other public buildings.^[4]: 261

Shortly after this modification, 66th Street–Lincoln Center (1 train) and Prospect Park–Brighton (B, ​Q, and ​S trains) were added to the list of 91 stations. There were also three options for modifying the list of 91 stations. They included adding Broadway–Lafayette Street (B, ​D, ​F, <F>, and ​M trains) and Bleecker Street (6 and <6>​ trains); replacing Broad Street with Chambers Street (both served by the J and ​Z trains) and Church Avenue with Kings Highway (both served by the B and ​Q trains); or modifying dates for several key stations. The public supported all of these options.^[4]: 247

In February 1994, the MTA Board approved the submission of the bill to the Governor to expand the key station obligation from the 54 stations in the plan at the time and 37 additional stations to be completed through 2020. In May 1994, the Board approved the addition of contracts to make seven of the 37 stations accessible during station renovation projects between 1994 and 1996 to the 1992–1996 Capital Program. These stations were 14th Street, Eighth Avenue, 207th Street, Church Avenue, 72nd Street, Lexington Avenue and 47th–50th Streets–Rockefeller Center. The first two were set to be awarded in 1994, the next two in 1995, and the final three in 1996. The contracts were added on the assumption that the bill would be signed so as to not delay the projects and to avoid having to return to the stations after their renovation projects were completed to add elevators. These projects required $60.9 million.^{[5]: F.1–F.10}

The Federal Transit Administration approved the list of 95 key stations in June 2000. Far Rockaway–Mott Avenue (A train) and East 180th Street (2 and ​5 trains) were added to the 100-station list in 2000 and 2002, respectively. Subsequently, a new South Ferry station (1 train) and the existing Eastern Parkway–Brooklyn Museum station (2, ​3, ​4, and ​5 trains) were respectively selected in 2003 and 2004. The hundredth station was the subject of some debate, but the MTA ultimately decided to choose Bedford Park Boulevard (B and ​D trains).^[4]: 261

The MTA started posting a list of out of service elevators and escalators on its website in August 2007. In December 2007, the MTA Board voted on a $1.3 million contract to connect the system's elevators and escalators to a computerized monitoring system so breakdowns could be dealt with more quickly.^[18]

In October 2010, the United Spinal Association filed a class action lawsuit against the MTA for not making the Dyckman Street station accessible as part of a station renovation project, arguing that the agency violated the ADA by not allocating twenty percent of the project budget to improving access to disabled people.^[19] The MTA had not planned to make the station accessible due to a lack of funds, and as it was not identified by the agency as a key station.^[20] In July 2010, the United Spinal Association announced that it had reached a settlement with the MTA to install an elevator to the southbound platform of the station by 2014. An elevator was not installed to the northbound platform as the MTA argued that doing so was not feasible due to the layout of the landmarked station.^[21]

As part of the 2015–2019 Capital Program, $300 million was allocated to enhance station access and provide ADA-accessibility at fifteen stations chosen by the city. Four stations were chosen in January 2018: 170th Street (4 train), Broadway Junction (A and ​C trains' platforms), Livonia Avenue (L train), and Queensboro Plaza (7, <7>​​, N and ​W trains). Four more stations are being evaluated. These stations are the J and ​Z trains' platforms at Broadway Junction, as well as Union Street (R train), Vernon Boulevard–Jackson Avenue (7 and <7>​ trains), and East Broadway (F and <F>​ trains).^[22][23] In April 2018, the MTA added an ADA-accessibility project at Westchester Square–East Tremont Avenue (6 and <6>​ trains) as part of the 2015–2019 Capital Program.^[24]

The MTA hired Stantec in February 2018 to determine the feasibility and cost of making all subway stations ADA-accessible. The study Stantec completed was used to determine which stations would be made accessible the agency's 2020–2024 Capital Program. It found that it would be impossible to make the southbound platform at the 14th Street–Union Square station on the IRT Lexington Avenue Line accessible due to the station's curvature. In addition, making the Court Street station was not found to be feasible due to the significant amount of conduits that would have to be rerouted.^[25]

In 2018, as part of the MTA's Fast Forward program to improve subway and bus service, an Executive Accessibility Advisor was hired at New York City Transit Authority chief Andy Byford's request, reporting directly to Byford.^[26] However, the MTA's efforts were still seen as inadequate. After a woman died in January 2019 from falling down a staircase at Seventh Avenue, a station with no elevators, officials criticized the MTA for not adding enough elevators, and one advocacy group released an unofficial map of stations that should receive accessibility upgrades.^[27][28][29]

In April 2019, the Suffolk Independent Living Organization filed a class action lawsuit against the MTA for not making the Amityville, Copiague, and Lindenhurst stations on the Long Island Rail Road accessible after the agency spent $5 million renovating escalators at the stations from 2015 to 2016. The MTA reached a settlement with the Suffolk Independent Living Organization on July 10, 2020, agreeing to make the three stations fully compliant with the ADA, including the installation of elevators. Work on these projects was to be completed by June 2023, with funding to come out of the MTA's 2020–2024 Capital Program.^[30] The elevators at these stations were finished in 2024.^[31][32]

As of January 2022^[update], ADA-accessibility projects are expected to be started or completed at 51 stations as part of the 2020–2024 Capital Program.^[33][34] This would allow one of every two to four stations on every line to be accessible, so that all non-accessible stops would be a maximum of two stops from an accessible station.^[35]: 37 In June 2018, it was announced that the Sixth Avenue station on the L train would receive elevators following the 14th Street Tunnel shutdown in 2019–2020.^[36] As part of the plan to add fifty ADA-accessible stations, the MTA surveyed the 345 non-accessible stations for possible ADA-accessibility.^{[37]: 93–94} After the accessibility report was released in February 2019, the MTA indicated that it might possibly only retrofit 36 of 50 stations because of a lack of funding.^[38] However, in the draft 2020–2024 Capital Program released in September 2019, it was indicated that 66 stations might receive ADA improvements.^[39] Plans for ADA access at another 20 stations were announced that December.^[40][41] The news outlet The City did an analysis of the 2020–2024 Capital Program, and found that the cost of replacing nineteen elevators in the system in had doubled from $69 million to $134 million.^[42]

In December 2020, the MTA Board voted to approve a $149 million contract to install seventeen elevators to make seven subway stations and one Staten Island Railway station accessible, and a fifteen-year $8 million contract for elevator maintenance. The MTA used Federal grant money for the Penn Station Access project that would have otherwise expired. The initial cost to make these eight stations accessible was $581 million. The cost of the project was reduced by planning to make the stations accessible without constructing machine rooms, which require additional excavation and underground utility relocation.^[43] In January 2022, the MTA added a project to make Massapequa Park station on the LIRR ADA-accessible to the 2020–2024 Capital Program.^[33]

In early 2021, the MTA announced it was proposing a zoning law, Zoning for Accessibility (ZFA), which would increase the number of subway elevators by placing many of them on private property. Under the proposed legislation, developers of lots adjacent to subway stations would meet with the MTA to determine whether an elevator entrance could be constructed. If such an entrance was included in a building, the developers could receive "density bonuses" that would allow them to add more space in their buildings.^[44][45][46] The New York City Council approved ZFA in October 2021,^[47] and the first project under the ZFA program was announced two months later.^[48] In June 2022, as part of a settlement for two class-action lawsuits, the MTA proposed making 95 percent of subway and Staten Island Railway stations accessible by 2055.^[2][49][50] This would require installing elevators and ramps at 81 stations before 2025; at another 85 stations between 2025 and 2035; and at 90 additional stations in each of the next two decades. Due to technical limitations, about five percent of stations could not accommodate either elevators or ramps.^[2]

Also in 2021, the MTA announced it would install wide-aisle fare gates at five subway stations.^[51] After partnering with Cubic to design the fare gates, the MTA would replace existing equipment at select locations in order to make station access easier for wheelchair users and passengers with other wheeled devices such as walkers, strollers, and suitcases.^[52] Two years later, as part of a plan to improve bike access in the subway, the agency announced the five stations planned to receive the new fare gates: Astoria Boulevard and Sutphin Boulevard/JFK Airport in Queens, Bowling Green and 34th Street-Penn Station in Manhattan, and Atlantic Avenue-Barclays Center in Brooklyn.^[53] The implementation of these fare gates was delayed; the MTA's chief accessibility officer indicated in February 2023 that the new fare gates would be installed at the Sutphin Boulevard–Archer Avenue–JFK Airport and Atlantic Avenue–Barclays Center stations shortly afterward.^[54][55] As part of this primarily cyclist-focused initiative, the MTA also agreed to consider providing larger elevator cab sizes and elevator redundancy at stations.^[53] In November 2022, the MTA announced that it would award a $965 million contract for the installation of 21 elevators across eight stations,^[56][57] and the contract was awarded the next month.^[58] The same month, MTA also announced that it would award a $146 million contract for the installation of eight elevators across four stations.^[58] Further contracts for accessibility upgrades at 13 rapid transit stations were awarded in late 2023.^[59]

The MTA planned to fund several accessibility projects with revenue from congestion pricing in New York City,^[60][61] but after the congestion toll was paused in mid-2024, there was uncertainty over whether some of these projects would be funded.^[62][63] In August 2024, a state judge indicated that the city government might have to pay for platform modifications at several stations, to reduce gaps between the train and platform.^[64] As part of the MTA's 2025–2029 Capital Program, the agency indicated that it would make 60 additional subway stations and 6 commuter rail stations ADA-accessible,^[65][66] which would cost $7.1 billion in total.^[67] According to Curbed, the high costs of these upgrades were attributed in part to tangentially related projects such as equipment upgrades, since the elevators themselves only cost $5 million apiece on average.^[68]

The MTA has been criticized for its inaccessibility, particularly in the New York City Subway.^[69][70] As of September 2021, just 28% of the city's 472 subway stations were accessible, among the lowest percentages of any major transit system in the world.^[71][72] There are some lines where two accessible stations are separated by ten or more non-accessible stops.^[29] A report from the New York City Comptroller published in July 2018 found that, out of the 189 neighborhoods officially recognized by the city, 122 had at least one subway station, but only 62 of these neighborhoods had accessible stations.^[73] Even at some stations that are ADA-accessible (such as 59th Street–Columbus Circle and Times Square–42nd Street), the gaps between the trains and platforms exceed the maximum gap allowed by the ADA.^[6][64]

Some places such as Woodlawn, South Brooklyn, and Stapleton, as well as neighborhoods with large elderly or young populations, do not have any accessible stations.^[72][73] The Comptroller's report found that approximately 640,000 young, elderly, or disabled residents in the city did not have access to any nearby accessible stations, while another 760,000 residents did have such access. As a result, the unemployment rate tends to be higher among disabled residents of New York City. Additionally, the 25% labor force participation rate among disabled residents is one-third that of non-disabled residents' labor force participation rate of 75%.^[73]

By comparison, all but one of Boston's MBTA subway stations are accessible, the Chicago "L" plans all stations to be accessible in the 2030s,^[74] the Toronto subway will be fully accessible by 2025,^[75] and Montreal Metro plans all stations to be accessible by 2038.^[76] Both the Boston and Chicago systems are as old or older than the New York City Subway, though all of these systems have fewer stations than the New York City Subway.^[77][78] Newer systems like the Washington Metro and Bay Area Rapid Transit have been fully accessible from their opening in the 1970s.^[79]

Many transfer stations, such as Broadway Junction on the A, ​C​, J​, L​, and Z trains and Delancey Street/Essex Street on the F, <F>​​, J, M, and Z​ trains are not wheelchair-accessible, making it harder to travel between different parts of the city. The Rockaway Park Shuttle, which typically runs from Broad Channel to Rockaway Park–Beach 116th Street, has only one accessible station. Several stations also only contain elevators leading from street level to their respective mezzanines.^[g] Additionally, some stations on the LIRR are not accessible.

Several stations that serve major sports venues in the metropolitan area also have little to no accessibility; the Mets–Willets Point subway station, located adjacent to Citi Field (home of the New York Mets), is only accessible through a ramp at a southern side platform, which are only open during special events. Similarly, the connecting Long Island Rail Road station of the same name is not ADA-compliant, nor is the LIRR station serving Belmont Park. The Aqueduct Racetrack subway station, serving the eponymous racetrack in South Ozone Park, was inaccessible until 2013, following a two-year renovation project at the behest of Resorts World Casino, which opened near the racetrack in 2011.^[84] Although all New York City buses are accessible, transfers between bus routes, as well as the bus trips themselves, are usually cumbersome because buses run at a much lower frequency than the subway does.^[85]

As per the ADA, if a station is significantly modified, at least 20% of the renovation's cost must be spent on ADA improvements, but this is not always the case in the New York City Subway system.^[70] For example, the Smith–Ninth Streets station was renovated for two years and reopened in 2013 without any elevators.^[86] None of the stations being renovated under the Enhanced Station Initiative, which began in 2017, are proposed to include elevators, except for the stations already equipped with them (e.g. Hunts Point Avenue).^[70] The lack of elevators at one station renovated through the ESI, the Cathedral Parkway–110th Street station at Frederick Douglass Boulevard, drew protests by a member of the City Council, a State Senator, and disability rights activists.^[87]

There have been several lawsuits over this issue. What is believed to have likely been the first such suit was based on state law and was filed in 1979 by the Eastern Paralyzed Veterans Association.^[88] In 2011, the MTA added a single elevator at the Dyckman Street station (1 train) after a lawsuit by the United Spinal Association midway during the station's renovation.^[89] In 2016, the MTA was sued by another disability rights group for not installing an elevator at the Middletown Road station during a 2014 renovation.^[90] Similarly, in 2017, disability rights groups filed a class-action suit against the MTA because the subway in general was inaccessible, which violated both state and federal laws.^[91][69]

The federal government sued the MTA in March 2018 over a lack of elevators at Middletown Road and the Enhanced Station Initiative stops.^[92] In March 2019, federal district judge Edgardo Ramos ruled that all subway station renovations that "affect the station's usability" must include upgrades to make the station fully accessible unless it is deemed unfeasible to do so.^[93][94] In February 2021, the state-court case reached class-action status with over 500,000 plaintiffs;^[95] the class-action lawsuit was resolved as part of the June 2022 settlement with the MTA.^[2][49][50]

As of May 2024^[update], out of 472 total stations in the New York City Subway system, 145 (or 31%) are accessible to some extent;^[107][j] many of them have AutoGate access.^[108][97] If station complexes are counted as one, then 117 out of the system's 423 stations are accessible to some extent (or 28%). There are 21 more non-ADA-accessible stations with cross-platform interchanges, as well as other same-platform transfers, designed to handle wheelchair transfers.^[97]

The MTA sought to make 100 "key stations" accessible by 2020 to comply with the ADA,^[a][109][69] of which 97 were accessible, 2 under construction, and one (68th Street–Hunter College station) under design by that year.^[4]: 250 It has retrofitted dozens of "non-key stations" as well.^[69][110]

Because of how they were designed, many existing subway stations were built with narrow platforms, as such making it difficult to install wheelchairs in such stations.^[111] Seven station complexes in the system have a mix of accessible platforms and non-accessible platforms.^[b]

As of November 2024^[update], there are 64 ADA-compliant stations in Manhattan out of 153 (42%),^[k] or 46 (38%) if stations in complexes are counted as one.^[97][l] Stations built after 1990 are marked with an asterisk (*).

Station	Services	Accessible entrance and notes[97]
First Avenue		Elevator for westbound service at northwest corner of 14th Street and Avenue A. Elevator for eastbound service at southwest corner of 14th Street and Avenue A.
14th Street/Eighth Avenue	​​​	Elevator at northwest corner of 14th Street and Eighth Avenue.
14th Street/Sixth Avenue	​​​	Elevator at northeast corner of West 14th Street and Sixth Avenue (connects to L and northbound F, <F>, and ​M only). Elevator at southwest corner of West 14th Street and Seventh Avenue for northbound 1, ​2, and ​3 only. Note: Southbound F, <F>, and ​M train platform, passageway to 14th Street-Seventh Avenue station, and southbound 1, ​2, and ​3 platform are not accessible.
14th Street–Union Square	​​​	Elevator at northeast corner of 14th Street and Park Avenue South (Union Square East). Note: 4, ​5, ​6, and <6> platforms are not ADA-compliant.
23rd Street	​	Elevator for northbound service at northeast corner of 23rd Street and Park Avenue South. Elevator for southbound service at northwest corner of 23rd Street and Park Avenue South.
28th Street	​	Elevator at southwest corner of 28th Street and Park Avenue South. Note: accessible for southbound trains only.
34th Street–Herald Square	​​​ ​​​	Elevator at Herald Center building on west side of Broadway south of 34th Street.
34th Street–Hudson Yards*	​	Elevator near the southwest corner of Hudson Park & Boulevard and 34th Street.
34th Street–Penn Station	​​	Elevator on south side of West 34th Street west of 7th Avenue at LIRR entrance to Penn Station. Elevator at northwest corner of 7th Avenue & West 33rd Street.
34th Street–Penn Station	​​	Elevator at southeast corner of 34th Street and Eighth Avenue.
42nd Street–Port Authority Bus Terminal	​​	Elevator inside Port Authority Bus Terminal on 8th Ave between West 41st and West 42nd Streets. Elevator and manually–operated lift at southwest corner of 8th Avenue and West 44th Street. Note: The passageway ramp used to transfer between A, ​C, and ​E and 1, ​2, ​3​, 7, <7>​​, N, ​Q, ​R, ​W, and S trains is not ADA-compliant.
47th–50th Streets Rockefeller Center	​​​	Elevator at northwest corner of 6th Avenue and 49th Street.
49th Street	​​​	Elevator at northeast corner of 49th Street and Seventh Avenue. Note: accessible for northbound trains only.
50th Street	​​	Elevator on northwest corner of 49th Street and Eighth Avenue. Note: accessible for southbound trains only.
Lexington Avenue/ 51st Street	​​​	Elevator at northeast corner of 52nd Street and Lexington Avenue
57th Street–7th Avenue	​​​	Elevator at northeast corner of 55th Street and 7th Avenue. Elevator at southwest corner of 57th Street and 7th Avenue. Note: elevator at 57th Street is not ADA-compliant.
59th Street–Columbus Circle	​​​​​	Elevator at northwest corner of Columbus Circle and Central Park West. Elevator at southwest corner of 8th Avenue and Columbus Circle.
66th Street–Lincoln Center	​	Elevator for northbound service at southeast corner of 66th Street and Broadway. Elevator for southbound service at southwest corner of 66th Street and Broadway.
72nd Street	​​	Elevators inside station house on north side of 72nd Street between Broadway and Amsterdam Avenue.
72nd Street*	​​	Elevators at southeast corner of Second Avenue and 72nd Street.
86th Street	​	Elevator on northeast corner of 86th Street and Lexington Avenue. Note: accessible for northbound local trains only.[112][113]
86th Street*	​​	Elevator at southeast corner of 86th Street and Second Avenue.
96th Street	​​	Elevators inside station house in median of Broadway; entrances on south side of 96th Street and north side of 95th Street.
96th Street*	​​	Elevator in plaza on west side of Second Avenue between 95th and 96th Streets.
125th Street	​​	Elevator at northeast corner of 125th Street and Lexington Avenue.
125th Street	​​​	Elevator at southwest corner of 125th Street and Saint Nicholas Avenue.
135th Street	​	Elevator for northbound service at northeast corner of 135th Street and Lenox Avenue. Elevator for southbound service at southwest corner of 135th Street and Lenox Avenue.
168th Street	​	Elevator at southeast corner of 168th Street and Saint Nicholas Avenue for A and ​C only. Note: elevators to 1 platforms are not ADA-compliant.
175th Street		Elevator at northeast corner of 177th Street and Fort Washington Avenue.
181st Street		Elevators inside station house on the east side of Fort Washington Avenue between West 183rd and West 185th Streets across from Bennett Park. Wheelchair ramp entrance at northwest corner of West 184th Street and Overlook Terrace.
Bowling Green	​	Elevator to northbound platform and lower mezzanine level at northeast corner of Broadway and Battery Place. Note: The elevator to lower mezzanine level and southbound platform resides within the fare control area of this station.
Broadway–Lafayette Street/Bleecker Street	​ ​​​	Elevator at northwest corner of Lafayette and Houston Streets.
Brooklyn Bridge–City Hall/Chambers Street	​​​​	Elevator on west side of Centre Street south of Chambers Street.
Canal Street	​	Elevator for northbound service at northeast corner of Canal Street and Lafayette Street. Elevator for southbound service at northwest corner of Canal Street and Lafayette Street. Note: N, ​Q, ​R, ​W, J and ​Z platforms are not ADA-compliant.
Chambers Street	​​	Elevator at northwest corner of Hudson and Chambers Streets.
Cortlandt Street/World Trade Center	​​	Elevators at southwest corner of Dey Street/Broadway and northeast corner on John Street/Broadway, shared by 4 and ​5 trains. Elevator at southeast corner of Church Street and Park Place. Note: 2, ​3, A, and ​C platforms are not ADA-compliant.
Dyckman Street		Elevators inside station house at southwest corner of Hillside Avenue and St. Nicholas Avenue/Ft. George Hill (accessible via wheelchair ramp at street level).
Fulton Street	​​​​​​​	Elevators at southwest corner of Dey Street/Broadway and northeast corner on John St/Broadway for 4 and ​5 trains, connection to N, ​R, and ​W trains. Elevator at northeast corner of Fulton and Nassau Streets for A, ​C, J and ​Z trains Elevator at southwest corner of Fulton and William Streets for A, ​C, 2 and ​3 trains.
Grand Central–42nd Street	​​​	Elevator to mezzanine inside main entrance, immediately to the right of Grand Central Terminal entrance (East 42nd Street between Park and Lexington Avenues). Elevator at northwest corner of East 42nd Street and Lexington Avenue.
Inwood–207th Street		Elevator at northwest corner of Broadway and 207th Street.
Lexington Avenue–63rd Street	​​	Elevator on north side of 63rd Street west of Lexington Avenue. Elevator at northwest corner of 63rd Street and Third Avenue
Roosevelt Island		Elevators at station house.
South Ferry*		Elevator at SW corner of Whitehall and State Streets. Note: N, ​R, and ​W platforms are not ADA-compliant.
Times Square–42nd Street	​​​ ​​​	Elevators at southeast corner of 7th Avenue and West 42nd Street and northwest corner of Broadway and West 42nd Street. Notes: The passageway ramp used to transfer between 1, ​2, ​3​, 7, <7>​​, N, ​Q, ​R, ​W, and S and A, ​C, and ​E trains is not ADA-compliant. The passageway ramp used to transfer between 1, ​2, ​3​, 7, <7>​​, N, ​Q, ​R, ​W, and S and B, ​D, ​F, <F>, and ​M trains is not ADA-compliant. (The B, ​D, ​F, <F>, and ​M trains' platforms at 42nd Street–Bryant Park are also not ADA-compliant.)
West 4th Street– Washington Square	​​ ​​​	Elevator at northeast corner of 6th Avenue and 3rd Street.
WTC Cortlandt*		Elevator at southwest corner of Greenwich and Vesey Streets.

As of February 2024^[update], there are 18 ADA-compliant stations in the Bronx out of 70 (26%), or 17 (25%) if stations in complexes are counted as one.^[97][l]

Station	Services	Accessible entrance and notes[97]
Third Avenue–149th Street	​	Elevator for northbound service at southwest corner of 149th Street and 3rd Avenue. Elevator for southbound service at northwest corner of 149th Street and Melrose Avenue.
161st Street–Yankee Stadium	​​	Elevator at northeast corner of 161st Street and River Avenue.
170th Street		Elevator at southeast corner of East 170th Street and Jerome Avenue.
231st Street		Elevator for northbound service at southeast corner of 231 Street and Broadway. Elevator for southbound service at southwest corner of 231 Street and Broadway.
233rd Street	​	Elevator at northwest corner of White Plains Road and 233rd Street.
Bedford Park Boulevard	​	Elevator at northwest corner of Grand Concourse (main road) and Bedford Park Boulevard.
East 149th Street		Elevator for northbound service at southeast corner of East 149th Street and Southern Boulevard. Elevator for southbound service at northwest corner of East 149th Street and Southern Boulevard.
East 180th Street	​	Elevators inside station house at northwest corner of East 180th Street and Morris Park Avenue (accessible via wheelchair ramp at street level).
Fordham Road		Elevator at southeast corner of Jerome Avenue and East Fordham Road.
Gun Hill Road (Seymour Avenue)		Elevators inside station house on south side of Gun Hill Road between Sexton and Dewitt Places.
Gun Hill Road (White Plains Road)	​	Elevators inside main entrance in White Plains Road median between Gun Hill Road and 211th Street.
Hunts Point Avenue	​	Elevator on the Monsignor Del Valle Square at the northwest corner of Hunts Point Avenue and Bruckner Boulevard.
Kingsbridge Road	​	Elevator at northeast corner of Grand Concourse (service road) and East Kingsbridge Road.
Pelham Bay Park	​	Elevator at back of station beyond escalators, near corner of Westchester Avenue and Bruckner Boulevard
Pelham Parkway	​	Elevator at southwest corner of Pelham Parkway and White Plains Road.
Simpson Street	​	Elevator for northbound service at southwest corner of Simpson Street and Westchester Avenue. Elevator for southbound service at northeast corner of Simpson Street and Westchester Avenue.
Tremont Avenue	​	Elevator at southeast corner of Grand Concourse (service road) and Echo Place.

As of April 2024^[update], there are 42 ADA-compliant stations in Brooklyn out of 169 (25%), or 34 (22%) if stations in complexes are counted as one.^[97][l]

Station	Services	Accessible entrance and notes[97]
59th Street	​​	Elevator at northwest corner of 59th Street and 4th Avenue.[24][37]: 90
62nd Street/New Utrecht Avenue	​​	Elevators inside station house at southeast corner of 62nd Street and New Utrecht Avenue.[114][115][37]: 92
86th Street		Elevator at southeast corner of 86th Street and 4th Avenue.[116]
Atlantic Avenue–Barclays Center	​​​ ​ ​	Elevator at southeast corner of Pacific Street and Fourth Avenue. Elevators at Hanson Place and Flatbush Avenue in Atlantic Terminal mall; shared with LIRR station. Elevator at southeast corner of Atlantic and Flatbush Avenues, adjacent to the Barclays Center.
Avenue H		Ramp for northbound service on north side of Avenue H and East 15th Street. Ramp for southbound service on south side of Avenue H and East 16th Street.
Bay Parkway		Elevator at northwest corner of Bay Parkway and 86th Street.
Bedford Avenue		Elevator at northeast corner of Bedford Avenue and North 7th Street.
Borough Hall	​​	Elevator in front of Supreme Court Building at Court Street and Montague Street for 2 and ​3 and northbound 4 and ​5. Notes: The southbound 4 and ​5 platform is not ADA-compliant. The elevators to the N, R, and ​W platform are not ADA-compliant.
Canarsie–Rockaway Parkway		Station at street level.
Church Avenue	​	Elevator for northbound service at southeast corner of Church Avenue and Nostrand Avenue. Elevator for southbound service at southwest corner of Church Avenue and Nostrand Avenue.
Church Avenue	​	Elevator at northwest corner of Church Avenue and McDonald Avenue.
Coney Island–Stillwell Avenue	​​​​	Wheelchair ramps inside station house accessible from the northeast corner of Surf Avenue and Stillwell Avenue and southeast corner of Mermaid Avenue and Stillwell Avenue. Southernmost accessible station in the system. Notes: Wheelchair ramps inside fare control each stretch out from the mezzanine to the F and <F>​, N and Q platforms. The ramp from the D platform to the mezzanine is not accessible; that platform is instead accessed first via two elevators, one each from the D and N platforms to an overpass and then via a ramp from the latter's platform.
Crown Heights–Utica Avenue	​​​	Elevator at northwest corner of Utica Avenue and Eastern Parkway, in Eastern Parkway median.
DeKalb Avenue	​​​​​	Elevator at southeast corner of DeKalb Avenue and Flatbush Avenue Extension.
Eastern Parkway–Brooklyn Museum	​​	Elevator to the south side of Eastern Parkway in front of the Brooklyn Museum
Eighth Avenue	​	Elevators inside station house at northwest corner of Eighth Avenue and 62nd Street.
Euclid Avenue	​	Elevator at northeast corner of Euclid and Pitkin Avenues.
Flatbush Avenue–Brooklyn College	​	Elevator at southeast corner of Flatbush Avenue and Nostrand Avenue.
Flushing Avenue	​	Elevator at southwest corner of Flushing Avenue and Broadway. Elevator to each platform from station house.
Franklin Avenue	​​	Elevator at southwest corner of Franklin Avenue and Fulton Street.
Grand Street		Elevator for northbound service at northeast corner of Grand Street and Bushwick Avenue. Elevator for southbound service at northwest corner of Grand Street and Bushwick Avenue.
Greenpoint Avenue		Elevator at northeast corner of Greenpoint Avenue and Manhattan Avenue.
Hoyt Street	​	Elevator near southwest corner of Hoyt Street and Fulton Street[117] Note: accessible for southbound trains only.
Jay Street–MetroTech	​​​​​	Elevator at northwest corner of Jay and Willoughby Streets, for all train services.
Kings Highway	​	Elevators to platforms inside station house on south side of Kings Highway between 15th and 16th Streets.
Livonia Avenue		Elevator inside station house at northwest corner of Livonia and Van Sinderen Avenues.
Marcy Avenue	​	Elevator for eastbound service at southwest corner of Marcy Avenue and Broadway. Elevator for westbound service at northwest corner of Marcy Avenue and Broadway.
Metropolitan Avenue/Lorimer Street	​	Elevator at southeast corner of Union Avenue and Metropolitan Avenue for G trains. Elevator at northwest corner of Lorimer Street and Metropolitan Avenue for L trains. Note: The transfer passageway between the G platforms and the L platforms is not ADA-compliant; there is an accessible out-of-system transfer.
Myrtle–Wyckoff Avenues	​	Elevators inside station house at the triangle formed by Gates, Myrtle, and Wyckoff Avenues.
Park Place		Ramp from Prospect Place west of Franklin Avenue; service in both directions on single track.
Prospect Park	​​	Entrance ramp on Lincoln Road between Flatbush Avenue and Ocean Avenue; elevators after fare control.
Seventh Avenue	​	Elevator at northwest corner of 7th Avenue and 9th Street.
Utica Avenue	​	Elevator at northwest corner of Fulton Street and Malcolm X Boulevard.
Wilson Avenue		Ramp at dead-end of Wilson Avenue east of Moffat Street. Note: accessible for northbound trains only.

As of January 2024^[update], there are 24 ADA-compliant stations in Queens out of 83 (29%), or 21 (27%) if stations in complexes are counted as one. This count excludes Mets–Willets Point, where the sole ADA-accessible platform is open only during certain events.^[97][l]

Station	Services	Accessible entrance and notes[97]
21st Street–Queensbridge		Elevator at northwest corner of 21st Street and 41st Avenue.
61st Street–Woodside	​	Elevator at northeast corner of Roosevelt Avenue and 61st Street; shared with LIRR station.
Aqueduct Racetrack		Elevator next to south staircase down to Resorts World Casino Parking Lot. Alternate wheelchair access via the Sky Bridge entrance to Resorts World New York City.
Astoria Boulevard	​	Elevators at southeast corner of Hoyt Avenue South and 31st Street, and northwest corner of Hoyt Avenue North and 31st Street.
Beach 67th Street		Elevator to mezzanine level and westbound platform at northwest corner of Beach 67th Street and Rockaway Freeway. Note: The elevator to mezzanine level and eastbound platform resides within the fare control area of this station.
Court Square–23rd Street	​​	Elevator at northeast corner of 23rd Street and Jackson Avenue for the 7 and G trains. Elevator at northeast corner of 23rd Street and 44th Drive under Skyline Tower for southbound E and M trains. Notes: The northbound E and M platform is not ADA-compliant. The passageway between the E and M platforms and the G platform is not ADA-compliant.
Far Rockaway–Mott Avenue		Elevators to platform level inside station house at northeast corner of Mott Avenue and Beach 22nd Street.
Flushing–Main Street	​	Elevator on Roosevelt Avenue east of Main Street, north side.
Forest Hills–71st Avenue	​​​	Elevator on south side of Queens Boulevard between 70th Road and 71st Avenue.
Howard Beach–JFK Airport		Elevators at Coleman Square and 159th Avenue.
Jackson Heights– Roosevelt Avenue/ 74th Street	​​​​​	Elevator after fare control in station house on Roosevelt Avenue between 74th and 75th Streets, or enter on Broadway between 74th and 75th Streets.
Jamaica–179th Street	​	Elevator at southeast corner of 179th Place and Hillside Avenue.
Jamaica Center–Parsons/Archer	​​​	Elevator on south side of Archer Avenue at Parsons Boulevard.
Jamaica–Van Wyck		Elevator at corner of 89th Avenue and Van Wyck Expressway south service road, adjacent to Jamaica Hospital.
Junction Boulevard	​	Elevator at northeast corner of Junction Boulevard and Roosevelt Avenue.
Kew Gardens–Union Turnpike	​	Elevator at southeast corner of Union Turnpike and Kew Gardens Road.
Mets–Willets Point	​	Ramp to overpass on south side of Roosevelt Avenue. Note: Only the northbound side-platform is accessible; service at this platform is available only to Main Street-Flushing on Mets baseball game, USTA game, or special events.
Middle Village– Metropolitan Avenue		Station at street level.
Ozone Park–Lefferts Boulevard		Elevator at northwest corner of Liberty Avenue and Lefferts Boulevard.
Queens Plaza	​​	Elevator at southwest corner of Queens Plaza South and Jackson Avenue.
Rockaway Park–Beach 116th Street	​	Station at street level.
Sutphin Boulevard–Archer Avenue–JFK Airport	​​​	Elevator off southeast corner of Sutphin Boulevard at Archer Avenue near elevated LIRR tracks; shared with LIRR station.

As of September 2023^[update], there are six ADA-accessible stations on the Staten Island Railway out of 21 (29%). Stations built after 1990 are marked with an asterisk (*).^[97]

As of September 2018^[update], 185 out of the 248 stations (75%) in the entire MTA commuter rail system are accessible by wheelchair. Many of them are ground or grade-level stations, thus requiring little modification to accessibility. A few stations, including the entire Babylon Branch, are elevated or on embankments, but some have been renovated or retrofitted with elevators to meet ADA standards. 57% of the accessible stations in the MTA's railroad system are Long Island Rail Road stations.^[97]

During the late 1990s, the LIRR began converting much of its low-floor, at-grade stations into high-floor platforms. Rather than renovate to meet ADA standards, ten low-floor stations, including the surviving five on the Lower Montauk Branch were closed in March 1998, due to low patronage, and incompatibility with then-new C3 bi-level coach cars that can only use high platforms.^[118] Five of the LIRR's branches are entirely accessible from east of Jamaica: the Long Beach Branch, Montauk Branch, Oyster Bay Branch, Port Jefferson Branch, and Ronkonkoma Branch. The West Hempstead Branch has only one non-accessible station along its line, St. Albans.^[97]

In January 2020, as part of the 2020–2024 Capital Plan, the MTA announced the three additional Metro-North stations to receive elevators.^[119] Forest Hills on the LIRR will also receive elevators as part of the 2020–2024 Capital Plan, as the ramps installed at the station in 1997 are not ADA-compliant.^[120]

As of November 2024^[update], 110 of the 124 LIRR stations (89%) are accessible by wheelchair ramp and/or elevator. Stations that meet full ADA requirements are marked with an asterisk (*). (Other stations are wheelchair accessible but may be missing some ADA features).^[97] Stations built after 1990 are marked with a double asterisk (**).

As of January 2018^[update], 79 of the 124 Metro-North stations (64%) are accessible by wheelchair ramp and/or elevator. Stations that meet full ADA requirements are marked with an asterisk (*). (Other stations are wheelchair accessible but may be missing some ADA features).^[97] Stations built after 1990 are marked with a double asterisk (**).

All MTA buses and routes are wheelchair accessible, since all current fleet were built and entered service in the 2000s or later, after the passing of the Americans with Disabilities Act of 1990.^[4]: 247 As of May 2019^[update], all of the local-bus fleet consists of semi-low floors with wheelchair ramps,^[122] while all express buses have high floors and contain lifts.^[123][124]

Many retired fleet are high-level buses, and many of the fleet built before 1990 do not comply with ADA standards. The federal government started requiring that half of all MTA buses be accessible in 1981. However, the wheelchair lifts on the earliest wheelchair-accessible buses were unreliable.^[125] By 1983, less than a third of the 3,600-vehicle MTA fleet were accessible, and it was impossible to tell which routes had accessible buses because they were dispatched randomly. Drivers sometimes refused to pick up disabled passengers, or they did not carry keys for lift-equipped buses, or the lifts were operated improperly.^[126] As part of a disability-lawsuit agreement in June 1984, Governor Mario Cuomo agreed to equip 65% of MTA buses with wheelchair lifts.^[14]

The number of disabled riders on MTA buses rose eleven-fold between 1986 and 1991. By 1991, a year after the ADA law was passed, the bus system saw 120,000 disabled passengers per year. Ninety percent of the fleet was wheelchair-accessible, compared to other cities' transit systems, which had much lower percentages of accessible buses in their fleets.^[9] The last non-accessible vehicle in the MTA New York City Bus fleet, excluding routes that later became part of the MTA Bus Company, was retired in 1993.^[126][127] In 1997, the first low-floor bus in the city was tested; these buses have ramps rather than a wheelchair lift, with a significantly lower step to the curb.^[128][129] Low-floor buses have made up most of the new non-express buses ordered since the early 2000s, with the last non-express high-floor bus withdrawn in 2019.^[124]

In the calendar year of 2019, the MTA recorded over 1.5 million bus customers who used wheelchair ramps or lifts.^[4]: 253 All MTA Bus operators are required to have ADA training. The newest buses have hands-free intercom systems for drivers.^[4]: 254

The New York City Transit Authority also operates paratransit services branded as Access-A-Ride (AAR) for disabled customers who cannot use regular bus or subway service in New York City, and nearby areas in Nassau and Westchester counties, within MTA's three-quarter mile service area. AAR is available at all times.^[130] In addition, AAR has dedicated pickup locations around the city.^[131] Passengers are charged the same $2.90 fare on AAR as on regular transit.^[132]

The paratransit system began as a $5 million pilot program following the passage of the ADA law.^[9] The services are contracted to private companies.^[133] In 1993, because many disabled riders were being refused service in violation of the ADA, the MTA announced an expansion of the program. The service was carrying 300,000 yearly riders back then.^[134] In 1998, in response to a discrimination lawsuit, the Access-A-Ride program underwent another expansion. At the time, despite having 1 million annual customers the program only had 300 vehicles and Access-A-Ride journeys often took several hours, while only twenty-six subway stations were ADA-accessible.^[133]

The paratransit system has come under scrutiny by the media for being unwieldy: rides must be booked 24 to 48 hours in advance; it is costly to operate;^[135] and vehicles often show up late or fail to show up at all.^[136] AAR vehicles were defined as being "on time" when they arrived within 30 minutes of the scheduled time, and in 2017, two pilot programs were implemented to speed up AAR service.^[137] Nonetheless, its operating cost was $461 million per year as of 2015, which is relatively high considering that only 150,000 people use it every year.^[135]

Howard Roberts, a former high-ranking MTA official, was quoted as saying that "it probably has turned out to be … a hundred times more expensive to go with buses and paratransit than it would have been to bite the bullet and simply rehabilitate the stations and put elevators in."^[138] The Access-A-Ride service competes with options such as accessible taxis, although accessible taxis only make up a small percentage of the city's entire taxi fleet.^[139] As part of the 2018 MTA Action Plan, the MTA would improve the Access-A-Ride interface to make the ride-hailing, vehicle scheduling, and traveling processes easier.^[35]: 42 During the COVID-19 pandemic, there was an increase in the reports of AAR trips that were canceled, in part because of traffic congestion and a shortage of drivers.^[140] AAR bought its first electric vans in 2024;^[141][142] at the time, the AAR fleet had 1,100 vehicles.^[143] As of 2024^[update], AAR averages 30,000 daily customers on weekdays.^[142]

In October 2019, the MTA unveiled an accessible station lab at the Jay Street–MetroTech subway station, which included Braille signs, tactile pads, wayfinding apps, diagrams of accessible routes, and floor stickers to guide passengers to subway routes.^[144] The MTA also added a hearing induction loop to the Bowling Green station, the first such installation in the subway system, during a pilot program in early 2020.^[145]

The MTA released the NaviLens and NaviLens Go apps as part of another pilot program in late 2020. The apps could scan QR codes at bus stops and read out signs and bus-arrival times.^[146][147] To assist visually-impaired riders and those with limited English proficiency, the MTA began adding colorful QR codes outside selected subway stations in early 2024. These codes could be scanned using the NaviLens and NaviLens Go apps, which display train-arrival times and translate signs into 34 languages.^[148][149] Initially, the NaviLens codes were present only at M66 bus stops and selected subway stations on the 1, 2, and 3 routes,^[149][150] as well as at some M23 bus stops.^[150][151] In 2023, the MTA received a federal grant to expand the program to the 6 subway route and the Bx12 bus route.^[150]

In September 2022, designated stroller-parking spaces were added to 100 MTA buses as part of a pilot program, allowing parents and guardians to keep their strollers open on the bus; previously, passengers had to fold all strollers before boarding the bus.^[152][153] Despite concerns from accessibility advocates, who feared that the strollers would pose a hazard,^[154] the program was expanded in 2023 to over 1,000 buses.^[155][156]

There were several "station groupings" that were proposed by the MTA in February 2019. At least one station in each grouping is slated to receive ADA improvements. In total, 24 groupings were proposed: three each in Queens and Staten Island, four each in the Bronx and Manhattan, and 10 in Brooklyn.^[157][158] An internal MTA list in July 2019 narrowed down these choices.^[159] These stations were included in the list of 48 stations that were confirmed as being under consideration for ADA-accessibility in an announcement in September 2019.^[160]

As of July 2021^[update], numerous stations across the MTA system are slated to receive ADA renovations. Those projects are in various stages of planning, design, or construction. The following listing excludes stations that are already accessible but will receive ADA renovations anyway, including Forest Hills on the LIRR Main Line in Queens.^{[161][162]: 201 [163]}

Station	Current service	Location	Status[m]	Notes/refs.
149th Street–Grand Concourse	​​	The Bronx	Renovation in progress[164]
14th Street/Sixth Avenue	​​​​​​	Manhattan	Renovation in progress[165]	Southbound F, <F>, and ​M platform and southbound 1, ​2, and ​3 platform only; other platforms already accessible
68th Street–Hunter College	​	Manhattan	Renovation in progress[166]	From a previous capital plan.[81][37]: 91
Queensboro Plaza	​​​	Queens	Renovation in progress[166]	"Package 2" bundle awarded in December 2021.[167]
Westchester Square–East Tremont Avenue	​	The Bronx
Woodhaven Boulevard	​	Queens
57th Street	​	Manhattan	Renovation in progress (ZFA)[168]	Being constructed by developer of 41–47 West 57th Street.[169][170][171]
Church Avenue	​	Brooklyn	Renovation in progress	"Package 3" bundle awarded in December 2022.[58][172]
Junius Street	​​​	Brooklyn
Kings Highway	​	Brooklyn
Mosholu Parkway		The Bronx
Rockaway Boulevard		Queens
Sheepshead Bay	​	Brooklyn
Steinway Street	​	Queens
Woodhaven Boulevard
Borough Hall	​	Brooklyn	Renovation in progress[172]	Southbound platform only; northbound platform already accessible
137th Street–City College		Manhattan	Renovation in progress[58]	"Package 4" bundle awarded in December 2022.
Bay Ridge–95th Street		Brooklyn
Northern Boulevard	​	Queens
Parkchester	​	The Bronx
Laurelton	LIRR: Atlantic Branch	Queens	Renovation in progress	Bundle awarded in November 2022.[172]
Locust Manor
St. Albans	LIRR: Montauk Branch	Queens
Co-op City	MNRR: New Haven Line	The Bronx	Under construction	Being built as part of the Penn Station Access project[173]
Hunts Point
Morris Park
Parkchester/Van Nest
5th Avenue/53rd Street	​	Manhattan	Construction pending (ZFA)	To be constructed by developer of 570 Fifth Avenue.[171][174]
Broadway Junction	​​​​	Brooklyn	Contract awarded[175]	MTA "City Station" candidate[22][37]: 91 [157]: 24:32 to 46:16 [176]: 24
Classon Avenue		Brooklyn	Renovation in progress[175]	"Package 5" bundle awarded in December 2023[177] Northbound platform only for Court Square–23rd Street; southbound platform already accessible. Northbound express platform and southbound platforms only at 86th Street; northbound local platform already accessible.
New Lots Avenue	​​​	Brooklyn
Huguenot		Staten Island
Harlem–148th Street		Manhattan
Van Cortlandt Park-242 St		The Bronx
Court Square–23rd Street	​	Queens
33rd Street–Rawson Street		Queens
46th Street–Bliss Street		Queens
Broadway	​	Queens
36th Street	​​​	Brooklyn
81st Street–Museum of Natural History	​	Manhattan
86th Street	​​	Manhattan
96th Street	​	Manhattan
168th Street[n]		Manhattan	Contract award pending[178]	In Washington Heights/Inwood station grouping[159]
Williams Bridge	MNRR: Harlem Line	The Bronx	Contract awarded[179]
Woodlawn		The Bronx
Ludlow	MNRR: Hudson Line	Westchester County	Contract award pending[180]	Upcoming package[161][162]: 27, 209
Hollis	LIRR: Main Line	Queens
190th Street[o]		Manhattan	Contact award pending[181]	Uptown platform only.
Burnside Avenue		The Bronx	Contract award pending[182][183]	"Package 6" bundle awaiting awarding.[182][184]
Avenue I	​	Brooklyn
Myrtle Avenue	​	Brooklyn
Norwood Avenue	​	Brooklyn
Middletown Road	​	The Bronx
167th Street	​	The Bronx	Contract award pending[185]	"Package 7" bundle awaiting awarding.[185]
Kingsbridge Road[186]: 919		The Bronx
Neptune Avenue	​	Brooklyn	In design	Noted as "Package 8" bundle.[187]
Jefferson Street		Brooklyn
Nostrand Avenue	​	Brooklyn
Clifton		Staten Island
18th Avenue		Brooklyn
Fort Hamilton Parkway		Brooklyn
145th Street[188]	​​​	Manhattan	In design	Previously noted as "Package 7" bundle; eventually grouped with "Package 9" bundle.[187][189]
Wakefield–241st Street		The Bronx
110th Street	​	Manhattan
Parsons Boulevard		Queens		Noted as "Package 9" bundle.[187][159]
Briarwood[e]	​	Queens
42nd Street–Bryant Park/Fifth Avenue[c]	​​​​​	Manhattan
Seventh Avenue	​​	Manhattan	In design	Noted as "Package 10" bundle.[187]
Second Avenue	​	Manhattan
Morrison Avenue–Soundview		The Bronx
Brook Avenue[192][193]		The Bronx	In planning	Noted as a bundle.
Third Avenue–138th Street	​	The Bronx
Lexington Avenue/59th Street	​​​​​	Manhattan
Gates Avenue		Brooklyn
Astoria–Ditmars Boulevard	​	Queens	In pre-planning	Planned by the Port Authority of New York and New Jersey as part of planned improvements in bus service to LaGuardia Airport[194]
Delancey Street/Essex Street	​​​	Manhattan	In pre-planning	[157]: 24:32 to 46:16 [159]
Hoyt–Schermerhorn Streets[f]	​​	Brooklyn	In pre-planning	[159][196]
Hunterspoint Avenue	LIRR: Main Line	Queens	On hold	Construction deferred to 2025–2029 Capital Program[197][162]: 201 [198]
Kings Highway		Brooklyn	In pre-planning	In first Bensonhurst station grouping[159]
Vernon Boulevard – Jackson Avenue	​	Queens	In pre-planning	[40][53]: 55
Wakefield	MNRR: Harlem Line	The Bronx	In pre-planning; funding on hold[193]	[119]
Broad Street	​	Manhattan	On hold	Part of 45 Broad Street[199][200] stalled development[201]
East Broadway	​	Manhattan		Part of 247 Cherry Street, 269 South Street, and 259 Clinton Street[22][202] stalled development[203]
Mets-Willets Point	LIRR: Port Washington Branch	Queens		Postponed indefinitely due to pending LaGuardia Airport Access Study[204]
Rector Street		Manhattan		Southbound platform only;[205] will be constructed by developer of 42 Trinity Place
116th Street		Manhattan	Planned station	Planned as a part of phase 2 of the Second Avenue Subway
106th Street
125th Street
Republic	LIRR: Ronkonkoma Branch	Suffolk County	Proposed station	[206]
Sunnyside	LIRR: Main Line	Queens		Originally planned as part of the East Side Access project;[207] now proposed as part of the MTA's 20-year needs assessment[208]
77th Street	​	Manhattan	Awaiting zoning approval (ZFA)	Southbound platform only; proposed to be constructed by Northwell Health as part of Lenox Hill Hospital expansion[209]
Halsey Street		Brooklyn	Easement designed (ZFA), funding not committed	Northbound platform only[210]
Union Street	​	Brooklyn		Southbound platform only[171]
25th Street	​	Brooklyn		Northbound platform only[211]
Canal Street		Manhattan		Northbound platform only[212]
Beach 36th Street		Queens		Transit plaza and associated space outside station secured as an easement[213]

• New York City Subway stations
• List of New York City Subway stations
• List of New York City Subway transfer stations
• List of New York City Subway terminals
• List of closed New York City Subway stations
• List of Staten Island Railway stations
• List of Long Island Rail Road stations
• List of Metro-North Railroad stations

Accessibility of other systems:

• Boston
• London
• Toronto