costs, and maintain control over evasions and general crime. The AFC system was being designed, and evasion-preventing capability was a key consideration. TA's queuing studies concluded that purchasing tokens from clerks was not efficient. Preventing ‘slug’ use required sophisticated measures like tokens with metal alloy centers and electronic token verification devices. To provide better access control, the NYCTA experimented with floor-to-ceiling gates and “high wheel” turnstiles. Prototypes installed as a “target hardening” trial at 110th Street/Lexington Avenue station reduced evasions compared to nearby “control” stations. However, controls consisting entirely of “high-wheels” created draconian, prison-like environments, with detrimental effects on station aesthetics. Compromises with more secure low-turnstile designs were difficult, as AFC did not prevent fare evasion. Production Automated Fare Collection (AFC) implementation began on January 6, 1994. New turnstiles, including unstaffed high wheels, and floor-to-ceiling service gates, featured lessons learned from trials. As AFC equipment was rolled out, evasion plummeted. Fare abuse agents, together with independent monitoring, were eliminated. In December 2018, in the midst of a transit crisis, the MTA announced that as many as four percent of subway riders and 16 percent of bus riders each day might not be paying fares, amounting to 208,000 subway riders and 384,000 bus riders per day. In response, Byford stated that the MTA was studying ways to physically prevent fare evaders from jumping over subways turnstiles, or entering the rear doors of buses where they did not need to pay. Station agents The MTA had tried to reduce station agent positions since full MetroCard vending machine (MVM) deployment in 1997. Agents, whose primary responsibility was selling tokens, now sell MetroCards. However, AFC eliminated long token booth queues, so fewer clerks were needed. Passengers now interact with agents only for requests like mutilated farecards, concessionary fares, or travel directions. Clerks were not cross-trained for AFC maintenance; that function was assigned to turnstile maintainers. The MTA determined that each station required only one full-time booth, serving dominant (or both) travel directions. Some booths were removed altogether because it was felt that MVMs would be sufficient. Some thought the station destaffing plan would lead to potential evasion increases, and consequently more general crime. The original FATF (1988–1997) was reconvened in 2009 to review trends and coordinate mitigation strategies between MTA and New York City Police Department (NYPD)’s Transit Bureau. Further confusing the issue, agents themselves historically provided evasion counts in their normal course of