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New York City Comptroller William C. Thompson, Jr. issued the following statement today to announce his support for Mayor Bloomberg’s PlaNYC 2030. Although supporting the plan, Thompson recommended four modifications to the transportation component involving congestion pricing before the plan can move forward.

First, I would like to commend Mayor Bloomberg for the breadth of vision that went into the creation of PlaNYC 2030.

            In particular, I want to applaud the Plan’s commitment to protecting the environment, expanding affordable housing programs, preserving existing housing stock and reclaiming underutilized waterfronts.  I am equally impressed with the goal of providing every New Yorker with a park within a ten-minute walk of home.  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.

            2030’s transportation plan is comprehensive and informative in facing up to the daunting challenges of improving mobility for today’s New Yorkers, while preparing for the additional one million New Yorkers expected over the next 25 years.

            The Plan recognizes that 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.

            To reduce traffic congestion and encourage greater use of mass transit, PlaNYC 2030 proposes a congestion charge on vehicles entering the Manhattan Central Business District between 6 a.m. and 6 p.m.

            I support the concept of congestion pricing, but I believe that the congestion plan as proposed would be made more equitable and workable by the following:

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

            Since most non-city residents are already paying a toll to commute into the Manhattan Central Business District, the 2030 Plan 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

            Perhaps the biggest challenges facing the congestion pricing plan at its inception are:  firstly, how to ensure service for those who are unserved or underserved by mass transit; and, secondly, 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. 

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.

             For the 2030 transportation plan to succeed, proposed spending on bus and subway service improvements, as well as on capital projects, must be accelerated.  New York City and the MTA must develop a very specific, neighborhood by neighborhood service augmentation plan consisting of additional local and express bus service, new ferry routes, bus priority lanes on existing roadways, better traffic enforcement and extended hours for frequent, rush hour transit service. Additionally, LIRR and Metro-North service needs to be expanded, especially in underserved areas in Queens and the Bronx. 

            To demonstrate the city’s commitment to congestion relief, I propose that up to $500 million of City capital – outside the current Capital Plan – be provided to implement these service improvements.  The city would have a first claim on net congestion pricing revenues when the system is implemented 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.  It is critical that the State not use the revenue available from the congestion charge to substitute for any existing revenue stream dedicated to the MTA 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 changes in the cost of living.  The MTA’s allocation of capital funds to NYC Transit, which was reduced in the 1990s, must be maintained at current levels or increased.  The magnitude of our regional transportation needs require nothing less.

4.  Pricing Flexibility:  Time of Day

            During the three-year pilot period, the plan could be modified in response to observations and experience.  Taking into consideration and tracking the ebb and flow of traffic could lead to a more subtle, flexible and efficient pricing system.

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