The battle for the toll of the New York congestion

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In January, the New York City Planned Congestion Price Program began to collect tolls. Following the leadership of a good handful of cities worldwide – London, Stockholm, Milan, Singapore, most of those that lead to a “central trade district” in Baixa Manhattan have a share of $ 9.

Donald Trump is a long -time critic of the program, which is the first of its kind in America, and aims to reduce the traffic that fired emissions and raise billions to finance the infrastructure. The administration is currently blocked in a court battle With the metropolitan transport authority of the city for the legality of the toll.

Trump has not been alone in his skepticism. Phil Murphy, New Jersey Democratic Governor, has many New York travelers among his voters, has also challenged the program to court. And, even though the poll has improve Since its launch, public opinion has been doubtful enough to convince New York Governor Kathy Hochul, who delayed implementation until after the presidential election.

However, for the whole controversy, most evidence suggests that politics has been very successful in reducing the traffic that Manhattan plague and financed great improvements to the public transport system, with relatively few negative consequences.

Several indicators suggest a sustained traffic decrease to the congestion zone and around. MTA data It shows a drop of 13 percent of vehicles entering the central business district in March against a historical average, as well as a faster movement for bridges and tunnels that often climb traffic. This is based on data from the analytical signature, which also shows minimal changes to Manhattan bridges outside the area.

In terms of financing, the $ 500 million that the MTA plans to collect this year from values ​​ahead of a large bond problem have provided investments for projects that include signal updates, station elevators and a line extension. These will improve long -term accessibility and efficiency.

A recent work of economists in collaboration with Google researchers drawn similar conclusions from Google Maps traffic tendencies data. They observed speed increases for traffic inside and inside the area, without negative effects on local roads. Critics have stated concern for “discharge effects” in neighboring communities, but researchers found that most of these areas had generally benefited. The most common bridges and flower tunnels can also be less interference with local traffic.

During the crucial rush hours, the data show that bus speeds were also faster in the area than during the same period last year, while those outside decreased closely. This suggests shorter response time for emergency vehicles inside the area, which is supported by New York City Fire Brigade data.

The legislators were also concerned about local companies. But the analysis of the New York City Economic Development Corporation found an increase in pedestrian traffic in the area, with 3.1 percent more visitors in March 2025 than in the same month by 2024. Something can be due to the recovery of Covid-19 Pandemic, but indicate that by 2024 it saw only 0.1 percent increased compared to the previous year.

Perhaps the most important thing is data of non -profit groups.

Any toll will ask questions about the accessibility of regular travelers, a central critique of some legislators. In a January letter to Trump, Murphy called the toll “a disaster for new and middle class passengers and residents who need or want to visit the Baix Manhattan.” But even before toll, just 11 percent of travelers In the Central Business District traveled by car. These trips, of course, have never been free: drivers spend money on gas and car maintenance and time sitting on Manhattan traffic.

But while the congestion prices debated began as a struggle for politics, Trump has become an ideological battle. The increasing tests of the program’s success cannot import a presidency mainly opposed to public transport investment at the expense of drivers. But as its benefits become clearer, public support has begun to facilitate the defense of local politicians.

Hochul is a key example. After publicly criticizing the toll last year, she is now a fierce defender. In a few hours after the most recent They save fresh of the Department of Transport, I had it respond On social networks: “The cameras (toll) remain.”

sam.learner@ft.com