Next month’s MTA fare and toll increase will be the seventh hike in 15 years, noted “Gridlock” Sam Schwartz this morning. “But there is one traveler that hasn’t seen any change in the cost of travel,” he said. “And that’s the person that drives into Manhattan.”
Schwartz was speaking at the public launch event for the Move NY “fair tolling” plan, which aims to dramatically reduce traffic while funding improvements to the region’s transit system (get all the details). The core of the plan is to charge for driving in Manhattan below 60th Street while reducing charges on outlying bridges. After years of careful preparation, Move NY made the case this morning that its plan is not only smart policy but a political winner.
The main message from Move NY was that its plan is unlike past congestion pricing or bridge toll proposals, which did not adjust prices on outer borough bridges. “AAA is now working with us on this plan, so we have some strange bedfellows,” Schwartz said. “The bed is getting larger. I think we’ve got something going.”
The coalition supporting Move NY includes groups like the Staten Island Chamber of Commerce and the New York State Motor Truck Association that either opposed congestion pricing in 2008 or sat on the sidelines. Move NY’s most recent polling indicates that a plurality of the region’s voters are in favor of the plan, with support highest in the suburbs.
“I’m as outer borough as you get, and I indeed was an opponent of the 2008 plan,” said Council Member and former Assemblyman Mark Weprin. “[The Move NY] plan is about, how do we increase the benefit for the outer boroughs?”
Weprin said this shift has made the plan more appealing to most (though not all) elected officials. “I definitely know they have more support than they had last time, just in my conversations with my colleagues,” he said. “This plan is about helping the outer boroughs. The 2008 plan, in my mind, was about helping Manhattan.”
In the Move NY plan, three quarters of the additional revenue generated by the toll swap would go to the MTA, leaving a substantial chunk for roads, which could appeal to legislators who opposed congestion pricing. (Unlike earlier drafts, the final plan does not spell out specific road projects to spend on.)