The state plans another 20 station upgrades after early results, with easier entry for riders using wheelchairs, strollers and luggage.

New subway fare gates reduced fare evasion by an average of 35 percent at 20 pilot stations, according to results Governor Kathy Hochul announced October 7. The Metropolitan Transportation Authority now plans to expand the equipment to another 20 stations across four New York City boroughs. Preparation work is expected this month, with installations beginning before the end of 2026.

The announcement links two goals: collecting fares and making station entrances easier to use. For passengers who cannot pass through a traditional turnstile, a wider gate can remove a barrier at the start of a trip. For the MTA, the hope is that a better entrance design will also reduce unpaid entry.

These are results reported by the state and MTA, rather than an independent evaluation. The 35 percent figure applies to the pilot locations. It does not establish a subway-wide reduction or show that every station saw the same change. The governor’s announcement provides the figures and rollout details.

What the subway fare gate pilot found

Fare evasion means entering a paid transit service without paying the required fare. Modern fare gates replace or supplement the barriers at a station’s fare-control area, where passengers move between unpaid and paid space.

The state reports that the largest declines occurred at Hoyt Street on the 2 and 3 lines and Nostrand Avenue on the A and C lines. Both recorded a 72 percent reduction. At 3 Avenue–138 Street on the 6 line, the reported reduction was 65 percent.

Those figures show why the average needs context. Some stations did substantially better than the headline number. The announcement does not provide a complete station-by-station results table, baseline evasion rates or enough methodological detail to independently reproduce the average.

The gates recorded about 29 million entries and 34 million exits during the pilot. Those add up to roughly 63 million movements through the equipment. They should not be read as 63 million different people. Officials separately estimate that 40 to 50 percent of typical daily subway riders have used the new gates at least once.

More than a test of unpaid entry

The MTA began evaluating the equipment last fall, according to the release. Its review included accessibility, passenger experience, the speed of entry and exit, maintenance, integration with existing systems, and the accuracy of detection and data.

That wider review matters. A barrier can discourage unpaid entry yet still cause problems if it slows a crowd, confuses passengers or fails often. The public benefit depends on how well the equipment works during ordinary trips, including busy periods.

Accessibility is a central part of the change

The existing three-arm turnstile design dates to the token era. The state says the MTA began installing those turnstiles in the early 1990s. They do not provide a usable passage for a wheelchair, and can be difficult for someone traveling with a stroller or luggage.

Emergency exit gates provided a wider route around those barriers. But officials say open emergency gates also became a route for unpaid entry. The new program seeks to combine a wider, usable entrance with fare controls.

“Station accessibility goes far beyond elevators,” MTA Chief Accessibility Officer Quemuel Arroyo said in the announcement.

Arroyo described the touch-free gates as a way to improve movement through stations for people using mobility devices, pushing strollers or carrying bags. A wider entrance, however, does not by itself establish that an entire station has an accessible route to its platforms. Riders should check the conditions for their full trip.

Which 20 stations are scheduled next?

The next phase covers entrances at stations in Brooklyn, the Bronx, Manhattan and Queens. The state lists the following locations and subway services:

Brooklyn

• 36 Street: D, N and R
• Bedford Avenue: L
• Coney Island–Stillwell Avenue: D, F, N and Q
• Hoyt–Schermerhorn: A, C and G
• Myrtle Avenue: J, M and Z
• Newkirk Plaza: B and Q

The Bronx

• 3 Avenue–149 Street: 2 and 5
• 161 Street–Yankee Stadium: 4, B and D
• Fordham Road: B and D
• Parkchester: 6

Manhattan

• 14 Street–Union Square: 4, 5, 6, L, N, Q, R and W
• 72 Street: 1, 2 and 3
• 86 Street: 4, 5 and 6
• 125 Street: 4, 5 and 6
• Chambers Street: 1, 2 and 3
• Spring Street: C and E

Queens

• Astoria Boulevard: N and W
• Flushing–Main Street: 7
• Forest Hills–71 Avenue: E, F, M and R
• Sutphin Boulevard/Archer Avenue–JFK Airport: E, J and Z

Flushing–Main Street appears on both the pilot list and the next-phase list. The release says some pilot stations received only a wide-aisle gate, while others had their full gate arrangements replaced. It does not specify the exact additional work planned for Flushing–Main Street. Its inclusion should not be treated as proof that no new equipment is already there.

How the expansion fits the $1.1 billion plan

The program is part of the MTA’s 2025–2029 Capital Plan. The state describes a $1.1 billion investment to upgrade fare-control areas at 150 stations. Those stations serve nearly three-quarters of daily subway riders, according to the announcement.

The next 20 stations form the first phase of that broader overhaul after the pilot. A second phase would put another 30 stations under construction by the end of 2027. The pilot and the two phases together cover 70 stations, but construction starting is different from every gate being installed and open.

Three vendors—Cubic, STraffic and Conduent—qualified to compete for the next phase. Bids are expected this month. The release says vendors supplied pilot gates at no cost to the MTA, but that does not make the wider construction and installation program free.

What riders and taxpayers should watch

The early results offer a reason to continue testing and expanding the gates. Better fare collection can help protect transit revenue, while wider entrances can make travel easier. Still, a large investment deserves clear public reporting.

A useful next assessment would answer several questions:

1. Do the reductions last after passengers become familiar with the equipment?
2. How do results compare with stations that retain older gates?
3. How much additional fare revenue is collected?
4. How often do gates fail or require repair?
5. Do riders with disabilities report a smoother trip?

The governor’s release does not establish how much revenue the pilot recovered or whether unpaid entry shifted to nearby entrances. I cannot verify this information from the material released with the announcement. The reported decline should therefore be presented as a promising result with limits, rather than a complete financial verdict.

What it means for Mohawk Valley readers

This project concerns the New York City subway. It does not announce a gate installation or local transit upgrade in Utica. For Mohawk Valley residents visiting the city, however, the list includes stops they may use for events, sightseeing or airport connections.

Travelers should check current station information before departure, especially if they need an accessible route. The announcement provides a broad installation schedule, rather than an opening date for each entrance.

The test for this program is straightforward: can the MTA collect more fares while making everyday trips easier? The pilot offers encouraging numbers. The next phase should show whether those gains hold across more stations—and whether riders experience the promised improvement. Follow the station rollout and ask for clear results as the investment advances.

Source: Governor Kathy Hochul’s October 7, 2026 announcement. Pilot statistics and project schedules are attributed to the state and MTA; independent corroboration of the reported reduction was not available for this report.