Strange new alien contraptions have invaded our streets. Electronic license-plate readers now stretch ominously across Manhattan’s north-south thoroughfares. Shiny and high-tech, without a doubt, to some, they may suggest that the debate about congestion pricing is over, that its supporters have won.
But slow down, driver — where’s the fire? We haven’t heard any feedback from the MTA about the public comment period and the hours of testimony by hundreds of concerned commuters, elderly and cancer-stricken patients driving to medical appointments, FDNY firefighters, UFT teachers, the Times Square Alliance, the Broadway Association, hospitality workers, and average New Yorkers, many of them women, simply afraid to ride the subways.
Hopefully, the MTA hears the public pushback and the fat lady has yet to sing. She’s warming up, sure, but she’s yet to step on stage.
To be clear, I support congestion pricing in some form — just not this one.
As a regular subway rider who sees firsthand that the MTA needs better funding, and with traffic above a mess, the time has come to address these related New York headaches.
The current plan however — $15 for cars venturing below 60th St. — feels more like a money grab than a legitimate bid to ease congestion. I believe there are better ways to both ease congestion and increase revenue while avoiding the need for carve-outs and lawsuits.
As chair of the Broadway Association, a group of businesses that depend on those who come to Manhattan from elsewhere, we are concerned that congestion pricing will be the roadblock to recovery from the pandemic. Broadway tourism is in a challenging spot because the tri-state commuters, who used to make up nearly half of the audience, are coming in less, by some estimates 30% less.
I’m especially concerned about our hospitality workers who make Times Square, Broadway, retail, bars, clubs and restaurants within the zone the thriving nightlife and 24 hour- 7 day a week moxie that NYC is known for. Late shift workers often must drive, because they have fewer or no late-night transit options. That additional daily fee may be more than they can afford, making working in NYC unaffordable.
Tourism, one of NYC’s largest employers and economic generators, is down $2 billion a year since COVID.
Fixes can still be made. Why not take advantage of one of Manhattan’s natural qualities — it’s an island — with a dozen untolled bridges crossing into Manhattan. Why not add a modest toll to those spans, perhaps the cost of a MetroCard?
I’ve heard elected officials argue that this is not feasible because a veritable alphabet soup of public agencies run the different crossings. But why not set up tolling devices on the first foot of Manhattan? Seemed to work for 60th St. Just look up and see those shiny toll readers.
Including all crossings would lessen the pain, spread it around and will prevent toll shopping, which will clog up and pollute neighborhoods near bridges with no tolls.
Former NYC Traffic Commissioner Sam Schwartz briefed the Broadway Association more than a decade ago on his plan for congestion pricing to toll all the East River bridges. The technology wasn’t available then, but it is now.
As the plan has come into focus, there have been some positive developments. The $15 toll is less than some had feared, and “crossing credits” for those who already pay tolls, such as drivers using the Holland, Lincoln, Queens-Midtown and Brooklyn-Battery tunnels, were steps in the right direction.
There will be nighttime discounts — good! — but they will start at 9 p.m. — not so good! Why not follow the commuter rail’s off-peak hours that start at 10 a.m. and 8 p.m. to make it consistent?
Want another idea to raise nearly $1 billion: Bust more fare beaters. I see it every day: folks from every possible walk of life, from every socio-economic level, age, ethnic background, or gender, just jumping turnstiles or passing through access doors being held open by a friendly panhandler expecting a tip for his generous act of theft. The MTA itself estimates losing $750 million a year to fare beaters.
Well, if we stop that, we get pretty close to the goal of $1 billion and safer subways will encourage more ridership. A win-win!
At the very least, if congestion pricing goes into effect, we propose that the MTA agrees to a review after six months or at most, one year, so that if it’s not right, tweak it!
We urge the MTA to proceed with caution to get it right for should it fail, the future of New York’s huge hospitality economy is at stake.
Nicholas is chair of the Broadway Association and the former CEO of NYC Tourism & Conventions.
