One of the two remaining options would keep the base fare for subways and buses at $2.25 but would increase the cost of a 30-day unlimited card to $125, up from $104. The pay-per-ride bonus would fall to 5 percent in this arrangement.

In the final case, the base fare would rise to $2.50; a 30-day unlimited card would cost $112; and the bonus would remain at 7 percent for pay-per-ride MetroCards.

The proposals suggest that the so-called break-even point — the number of trips one must take to justify buying a 30-day unlimited card — could shift substantially. Currently, the critical number of trips is 50 for a rider who buys a pay-per-ride card with the 7 percent bonus. If the base fare rises to $2.50, this figure could fall, making a 30-day unlimited card relatively more attractive. For the proposal that calls for a 30-day unlimited card of $125, a base fare of $2.25 and a 5 percent bonus, a rider would need to make 59 trips over 30 days to justify the purchase.

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The authority also proposed raising fares on its railroads, the Metro-North Railroad and the Long Island Rail Road. The cost of most tickets would increase from 8.19 percent to 9.31 percent, the authority said, noting that fares are based on distance traveled, with discounts on tickets bought for off-peak hours.

Drivers will also be required to pay more when using the Robert F. Kennedy Bridge, the Throgs Neck Bridge, the Bronx-Whitestone Bridge, the Brooklyn-Battery Tunnel and the Queens-Midtown Tunnel. Tolls would rise to $5.30, from $4.80, under the current proposal and cash tolls would rise to $7.50, from $6.50.

The E-ZPass toll at the Henry Hudson Bridge would rise to $2.43, from $2.20. The toll collected by mail — cash will no longer be accepted at this bridge beginning Nov. 10 — would rise to $5, from $4.

Almost immediately after the proposals were announced, riders’ advocacy groups and some elected officials voiced their dissent. One group, the Straphangers Campaign, called on the state to supply additional money and suggested a congestion-based tolling system developed by Samuel I. Schwartz, a former city traffic commissioner.

Mr. Lhota said the proposals could be tweaked in response to public feedback before the board’s final vote in December, but this would probably mean combining components of different proposals, not preventing a fare increase altogether.

Still, public outcry seems to have already resonated, at least somewhat, in the discussion over the pay-per-ride bonus. Predicting the future of the discount he had considered scrapping altogether, Mr. Lhota said, “I think it’ll be less than 7 percent and greater than a breadbox.”