For decades, New York lawmakers, transit officials and environmental activists have been pushing to implement a plan to toll drivers who enter Manhattan’s core business district — a concept known as congestion pricing.
The tolling program intends to rein in traffic and pollution while improving travel speeds in some of the world’s most traffic-clogged streets. The money raised from drivers would generate $1 billion annually for the Metropolitan Transportation Authority to use to pay for critical upgrades to New York City’s transit network, which is the largest and busiest in North America.
Under the congestion pricing plan, which would be the first of its kind in the United States, most drivers would pay $15 to enter some of the city’s most famous destinations and neighborhoods, including the theater district, Times Square, Hell’s Kitchen, Chelsea and SoHo.
The tolling zone would run from 60th Street to the Battery, but would omit the Franklin D. Roosevelt Drive and the West Side Highway along the borough’s edges. Drivers of cars, buses, motorcycles and trucks would pay a rate that varies based on vehicle size and time of day.
The program has been delayed by many challenges over the years, and may yet stumble just weeks from its planned start date of June 30. Concerned that the policy might hinder the city’s post-pandemic recovery, Gov. Kathy Hochul is quietly working to delay the program, according to two people familiar with her efforts. And opponents of congestion pricing have moved to block it in court.
Here are answers to some of the most common questions about the program:
When would the tolling begin?
The tolling is scheduled to start June 30. But the plan is highly contentious, and before that planned rollout, legal and political clashes could still block it.
A growing number of opponents — including Gov. Philip D. Murphy of New Jersey, influential unions and some elected New York officials — recently expanded their effort to stop the program from going into effect.
Altogether, eight lawsuits have been filed against congestion pricing. They are all pending.
And even as Ms. Hochul believes that congestion pricing is good environmental policy, she has concerns that it might deter commuters from returning to Manhattan, according to a person familiar with her thinking.
What would the tolls cost?
Drivers of cars entering the tolling zone, known as the Central Business District, would be charged $15 during peak hours, and would have to pay only once a day. Those riding motorcycles would pay $7.50 because they are smaller and contribute less to congestion.
Drivers of commercial trucks would be charged either $24 or $36 during peak hours, depending on the size of the trucks. The same rates apply to certain buses. Drivers of those vehicles would be tolled for every trip they make into the zone, with no daily caps.
These rates would be in effect during most of the day, from 5 a.m. to 9 p.m. on weekdays and 9 a.m. to 9 p.m. on weekends.
Passengers in taxis and ride-share vehicles would pay an extra $1.25 for taxi trips and $2.50 for ride-share trips that are made to, from or within the tolling zone.
Would tolls vary by time of day?
Yes. Off-peak fares would be 75 percent cheaper than peak fares, because officials are trying to encourage travel during times when traffic is lighter.
Off-peak hours would be from 9 p.m. to 5 a.m. on weekdays and 9 p.m. to 9 a.m. on weekends.
During those times, the toll for drivers of passenger vehicles would be $3.75, and the toll for motorcycle riders would be $1.75.
Who would get exemptions, credits and discounts?
Only a few categories of drivers would get exemptions, in an attempt to evenly distribute the burden of the tolls.
Drivers of certain vehicles carrying people with disabilities and authorized emergency vehicles would not be charged.
People whose primary residence is inside the tolling district and whose income is below $60,000 would be eligible for a state tax credit equal to the amount of their tolls.
Low-income drivers would be able to register for a 50 percent discount on all trips into the tolling zone after the first 10 trips in a month.
A driver who enters Manhattan via certain routes that already require tolls, such as the Lincoln and Holland Tunnels, would receive a credit against the daily congestion charge.
How would the tolls be collected?
The tolls would primarily be collected through the E-ZPass system, which many drivers already use to pay tolls on bridges, tunnels and highways.
Electronic detection points have been placed at entrances to and exits from the tolling zone. On avenues, the equipment has generally been placed between 60th and 61st Streets.
Would drivers need an E-ZPass?
Drivers would be charged for going through the zone regardless of whether they have an E-ZPass, but the toll for those without a transponder is much higher than for those with one.
Drivers of cars without an E-ZPass, for instance, would pay $22.50 during peak hours, instead of the $15 they would pay if they had one. Large trucks and sightseeing buses would pay $54 without an E-ZPass during peak hours instead of $36 with one.
Drivers who do not have E-ZPasses mounted to their cars would be identified with cameras that take photos of their license plates, and they would get bills in the mail.
For drivers who don’t have bank accounts, the authority sells prepaid cards, known as Reload Cards, that can be loaded with cash. They work like credit or debit cards and can be used to fund E-ZPasses so that drivers without bank accounts can reap discounts. They can be purchased online, over the phone or in person through a retailer.
Would toll evaders be punished?
Transportation officials have said they would penalize drivers for skipping the tolls.
The M.T.A. charges late fees ranging from $5 to $100 for existing tolls, so it is very likely it would charge late fees for congestion pricing tolls, too.
The authority suspends vehicle registrations for people who don’t pay, and officials can bar them from using the region’s bridges and tunnels.
M.T.A. officers routinely stop and seize vehicles from repeat offenders.
