“The difficulty lies, not in the new ideas, but in escaping from the old ones,” wrote John Maynard Keynes in his ground-breaking 1935 treatise, “The General Theory of Employment, Interest and Money.”
Keynes was bemoaning budget-balancing nostrums that deepened the Great Depression. But the famed economist’s lament applies equally to Richard Brodsky’s exhumation last week of his outdated criticisms of congestion pricing.
Brodsky is the former state legislator who almost single-handedly derailed Mayor Bloomberg’s congestion pricing proposal in 2007-08. He retired in 2010 after nearly three decades representing parts of Westchester County in the State Assembly and carving out a reputation as Albany’s most ardent — and acerbic — champion of progressive economic and environmental policies. Indeed, it was by attacking from the left, as the upholder of egalitarian ideals, that Brodsky outflanked the “billionaire mayor” and defeated his pricing plan.
In truth, though, Brodsky’s objections were overblown, and traffic pricing has evolved considerably since 2008, even as the city and region’s need for transit funding has grown dire. But you’d never know that from the shopworn rhetoric Brodsky tossed out last week against Gridlock Sam Schwartz’s traffic plan, in an article in the New York Observer:
You can call a banana “broccoli,” but it’s still a banana. They are looking for answers in the wrong places, still pursuing tolls. Equitable? That’s not equitable.
That’s the short version. Brodsky detailed his “issues” with congestion pricing in the January 2008 minority report of the Traffic Congestion Mitigation Commission (PDF, p. 8):
Four particular facets of the pricing scheme exacerbate the regressivity and unfairness of the Commission’s proposal. First, it is a flat fee paid by all regardless of income. Second, those who pay tolls on other facilities are exempted from the fee, intensifying the unfairness because those in NJ, CT, Westchester and LI tend to be wealthier than those in the outer boroughs who must pay the new fee. Third, there are clear wealth distinctions between the outer boroughs and Manhattan [which] increases the regressivity of the scheme. Fourth, the largest single group of contributors to congestion, taxi users, whose average income is higher than the average driver, is largely exempt from the fee.
Of Brodsky’s four issues from 2008, three do not apply to Schwartz’s 2012 plan.