View the Comptroller's Statement

-Comptroller calls for four modifications before congestion pricing can move forward-

New York City Comptroller William C. Thompson, Jr. today announced his support for Mayor Michael Bloomberg’s PlaNYC 2030 effort, but insisted that its congestion pricing component should not proceed without significant modifications to make the plan more equitable and workable.

“I would like to commend Mayor Bloomberg for the breadth of vision that went into the creation of PlaNYC 2030,” Thompson said. “I applaud the Plan’s commitment to protecting the environment, expanding affordable housing programs, preserving existing housing stock and reclaiming underutilized waterfronts.”

In recent weeks, Thompson’s office has studied PlaNYC 2030 and its 127-initiative roadmap to achieve goals for the city’s sustainable future, and last week met with PlaNYC 2030’s representatives to discuss the effort.

Thompson, while calling the plan’s transportation component “comprehensive and informative,” nevertheless raised serious concerns about the implementation of one element - congestion pricing – and its potential impact on New Yorkers.

“The biggest challenges facing the congestion pricing plan at its inception are: how to ensure service for those who are unserved or underserved by mass transit; and, how to handle the anticipated increase in mass transit ridership during the start-up years before investments in rebuilt subway stations, more subway trains, and the initial segments of new subway lines are placed into service,” Thompson said.

He added: “I believe the transit needs of many residents in the Bronx, Brooklyn, Queens and Staten Island must be adequately met before the program is implemented.”

“I support the concept of congestion pricing,” Thompson said, “but I believe that the congestion plan as proposed would be made more equitable and workable by the following four modifications.”

1.  Adopt a More Equitable Charge: $5 for City Residents, $10 for Non-City Residents

Since most non-city residents are already paying a toll to commute into the Manhattan Central Business District, PlaNYC 2030’s charge of $8 falls hardest on city residents who primarily use free crossings when driving into Manhattan. By establishing a lower city resident charge and a higher non-resident charge, while maintaining the credit for any existing toll charges, the new charge for congestion pricing would be more fairly distributed among all drivers across the region.

2.  Accelerate Spending for Capital Projects and Service Improvements before Instituting the Charge by Investing up to $500 million

For PlaNYC 2030 to succeed, proposed spending on bus and subway service improvements and capital projects must be accelerated. The City and Metropolitan Transportation Authority must develop a specific, neighborhood-by-neighborhood service augmentation plan consisting of strengthened local and express bus service, additional ferry routes, bus priority lanes on existing roadways, better traffic enforcement and extended hours for frequent, rush-hour service. Additionally, LIRR and Metro-North service must be expanded, particularly in underserved areas in Queens and the Bronx. 

Up to $500 million of City capital, outside of the current Capital Plan, should be provided to implement these service improvements.  When the system is implemented, the City would have a first claim on net congestion pricing revenues to repay this advance. The MTA would have to commit to paying operating costs on any MTA improvements the City financed.

3.  Guaranteed Maintenance of Effort for MTA Capital Program Funding

The congestion pricing revenues must provide a net increase in funding for mass transit projects. The state should not use revenue available from the congestion charge to replace any existing revenue stream dedicated to the MTA’s Capital Program. The State must pledge that current and future Five-Year Capital Programs are funded at no less than existing levels and adjusted for cost-of-living changes. The MTA must maintain or increase its already substantially reduced allocation of capital funds to New York City Transit.

4.  Pricing Flexibility: Time of Day

During the three-year pilot period, the plan could be revisited to explore different pricing charges for different times of day. Among the considerations should be a lower midday charge and a “more subtle, flexible and efficient pricing system.”

Despite the four concerns, Thompson noted that overall PlaNYC 2030 addresses short- and long-term transportation, energy, and land use needs.

“Our transportation network - roads, bridges, subway lines, highways, commuter rail lines and freight delivery systems – can barely meet the current demands, much less those of an anticipated nine million New Yorkers and increasing numbers of suburban commuters and visitors,” Thompson said. “From protecting our water supply system and reinforcing our electric power delivery system, to better maintaining and expanding our transportation network, I believe this represents an imaginative and, more importantly, a largely practical blueprint.

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