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N.Y.C. Congestion Pricing Begins on Sunday

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N.Y.C. Congestion Pricing Begins on Sunday

Starting Sunday, most drivers will have to pay $9 to enter the busiest part of Manhattan. That much is clear.

But almost everything else about New York City’s congestion-pricing plan, the first of its kind in the United States, continues to be fiercely debated.

Transportation, business and civic leaders, as well as long-suffering subway and bus riders, consider the tolling plan a long-overdue step toward unclogging the city’s gridlocked streets, raising billions of dollars for an aging transit system and encouraging a more sustainable future with fewer cars.

“Congestion pricing will finally tackle the gridlock that is slowing down emergency vehicles, polluting air and wasting people’s time in traffic,” said John J. McCarthy, the chief of policy and external relations for the Metropolitan Transportation Authority, which will oversee the program.

But suburban commuters, residents of the city’s so-called transit deserts and public officials of both parties say congestion pricing will do little to reduce traffic while punishing drivers from outside Manhattan with few other travel options. These critics have called the tolling plan a money-grab by the M.T.A., a state agency with a history of financial problems.

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“This is just simply a misguided policy,” said Ed Day, the Rockland County executive. He has sued to halt the program, which, he said, “raises serious questions about fairness, priorities and accountability.”

The New York program is being closely followed by officials and advocates in other U.S. cities who are grappling with their own traffic problems in a country where the car is king. Several cities, including Washington and San Francisco, explored the concept before the coronavirus pandemic interrupted those efforts.

Congestion pricing is being introduced at a time when New York City’s streets are more clogged than ever. From Fifth Avenue to the Brooklyn-Queens Expressway, traffic has rebounded sharply after largely disappearing during the depths of the pandemic.

The city’s traffic is now so thick that New York was named the world’s most congested city in a 2023 traffic scorecard compiled by the transportation data analytics firm INRIX, beating out London, Paris and Mexico City.

Drivers lost 101 hours on average sitting in traffic in New York that year, more than double the national average of 42 hours, according to the scorecard. All that idle time translated to $1,762 per driver in lost wages, productivity and other costs, and a $9.1 billion overall loss for the city.

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Samuel I. Schwartz, a former city traffic commissioner who supports congestion pricing, said that any improvement in traffic would be welcome. Within the congestion zone, the average travel speed has dropped to under 7 miles an hour for the first time since records were kept in the 1970s, he said. The slowest traffic crawls along at just 4.7 miles per hour in Midtown.

“Traffic is worse than it’s ever been,” he said.

William Vickrey, a Columbia University professor and winner of the Nobel in economic sciences, came up with the idea for congestion pricing in the 1950s. But it has languished in New York even as traffic-choked cities around the world, including London, Stockholm and Singapore, embraced it.

The idea gained momentum in New York briefly in 2007 when Michael R. Bloomberg, the mayor at the time, unveiled a congestion-pricing plan, only to see it falter in the State Legislature. A decade later, Gov. Andrew M. Cuomo revisited it amid a crisis in subway service. The tolling plan was finally approved as part of the 2019 state budget.

Shortly before the plan was to start in June, Governor Kathy Hochul, a Democrat, delayed it, saying the tolls could hurt the city’s economy. Some critics said the plan, which polls showed was broadly unpopular, would hurt Democratic candidates in the November election.

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Ms. Hochul, under pressure from transit advocates, revived congestion pricing in November. To make the tolls more palatable, she slashed them 40 percent across the board.

Most passenger cars will now have to pay $9 to enter Manhattan south of 60th Street at peak hours, rather than the original $15. Small trucks will have to pay $14.40; large trucks, $21.60. Discounted rates will be offered overnight when there is less traffic.

M.T.A. leaders expect the new tolls to help generate $15 billion through bond financing that will pay for a long list of transit repairs and improvements, including modernizing subway signals and stations and expanding the electric bus fleet.

The plan has been politically contentious with many Republicans, and some Democrats, calling it another tax on drivers. President-elect Donald J. Trump has vowed to kill it when he takes office this month, saying it would drive visitors and businesses from Manhattan.

At least 10 lawsuits have been filed seeking to keep congestion pricing from taking effect. The plaintiffs span an array of opponents, including Vito J. Fossella, the Staten Island borough president, Michael Mulgrew, the president of the United Federation of Teachers, and the Trucking Association of New York, a trade group representing delivery companies.

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The latest legal challenge to the program came Friday when New Jersey officials sought a last-minute injunction based on what they said was congestion pricing’s potential environmental impact on their state. The judge, who last week ordered federal transportation officials to review and explain some aspects of the program, denied the motion.

It will most likely be unclear for some time whether the tolls significantly reduce traffic and by how much. Lowering them will probably deter fewer drivers.

State officials said the original plan was expected to reduce the number of vehicles in the congestion zone by roughly 17 percent. They have not specified how the scaled-back program will compare except to say they expect it to cut traffic by at least 10 percent.

Mr. Day, of Rockland County, and other opponents have criticized the toll prices, saying that drivers will pay the same rates no matter how much time they spend in the congestion zone, or how much they drive around inside it and contribute to congestion.

Last week, Ms. Hochul ruled out a surge pricing option that would have allowed for a 25 percent surcharge on heavy traffic days.

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The tolling plan also does not directly charge drivers and owners of for-hire vehicles, which have exploded on city streets since Uber’s arrival in 2011. Instead, a small per-trip fee — $1.50 for Ubers and Lyfts; 75 cents for taxis — will be added to each fare and paid by passengers.

Many supporters believe the tolling program will create an important long-term revenue stream for transit improvements.

“Congestion pricing is a very good way of raising money for the M.T.A.,” said Rachael Fauss, a senior policy adviser for Reinvent Albany, a government watchdog group. “It’s a revenue source that isn’t tied to ridership. This is exactly the type of financing you want because it’s a stable, proven revenue source.”

Opponents counter that the M.T.A. should find better ways to spend the money it already has. The critics fault the authority for costly operations and spending on projects that routinely go over budget.

M.T.A. officials have said they have improved efficiency in recent years, including on some of their biggest projects, like an expansion of the Long Island Rail Road in 2022 that was completed $100 million under budget.

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Now, with hours to go before the tolling program becomes reality, both sides of the congestion pricing divide are getting ready. Some supporters planned to gather early Sunday at a tolling site along 60th Street to mark the official start of the program.

Mr. Schwartz will not be there. After decades of calling for congestion pricing, he was not expecting it to finally happen while he was away on vacation in Aruba for the holidays.

On Friday afternoon, Mr. Schwartz emailed: “I’ve got my bottle of champagne on ice!”

Wesley Parnell contributed reporting.

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Compare the Purported Epstein Suicide Note to His Writings

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Compare the Purported Epstein Suicide Note to His Writings

A suicide note purported to be written by the sexual predator Jeffrey Epstein while he was in jail in 2019 uses language that in some cases echoes his past writings to friends and family.

One phrase found in the apparent suicide note — “No Fun” — also appears on a handwritten page found in Mr. Epstein’s jail cell at the time of his death, as well as in emails he sent over the years.

And another saying in the suicide note — “watcha want me to do — bust out cryin!!” — appears in emails that Mr. Epstein had written to people close to him.

A cellmate claimed that Mr. Epstein left the suicide note before he was found unresponsive in their cell weeks before his death. The New York Times reported on the note last week and successfully asked a federal judge to unseal it.

If authentic, the note gives a view into Mr. Epstein’s mind-set before he was found dead at age 66 in August 2019. The New York City medical examiner ruled his death a suicide.

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A different handwritten note was found in Mr. Epstein’s cell when he died, and investigators believed it was written by him. In that document, Mr. Epstein complained about jail conditions — burned food, giant bugs and being kept in a locked shower. He concluded it with the underlined phrase, “NO FUN!!”

Mr. Epstein also used the phrase in emails when describing things he was unhappy about, or situations that had not gone his way.

Mr. Epstein used the phrase “watcha want me to do — bust out cryin” with friends, and in messages to his brother, Mark Epstein.

Like the note released by the judge, Mr. Epstein’s emails were often short, with staccato phrases and erratic punctuation. The emails were contained in millions of pages of documents the Justice Department released in response to a law passed last year requiring disclosure of records pertaining to Mr. Epstein.

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New York’s Budget Deal Is Still Hazy. Here Are 5 Key Questions.

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New York’s Budget Deal Is Still Hazy. Here Are 5 Key Questions.

It has become an article of faith in the New York State Capitol that when Gov. Kathy Hochul enters the Red Room on the building’s second floor to announce a budget agreement, the deal is actually far from sealed.

This year was no different.

Despite declaring that “today is the day” to announce an agreement on a $268 billion state budget, Ms. Hochul on Thursday acknowledged that several key initiatives — including a new tax surcharge on multimillion-dollar second homes in New York City — had been agreed on in principle, but that the details still needed work.

Even the top-line figure had not been finalized.

Lawmakers are fond of saying that the devil is in the details. But in the absence of the lengthy budget bills that include those details, which have yet to be printed and voted on, a host of unanswered questions remain.

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Here are five of them:

New York’s opaque budget process, which starts in January with the State of the State address and is supposed to be completed by April 1, has become far more than a negotiation over a fiscal document.

Governors have tended to use the budget to wedge in legislative priorities, wielding their leverage over billions of dollars to get their way.

Ms. Hochul has embraced this practice. And, in a re-election year, she wanted to convey to voters that she intended to stand up to President Trump’s immigration crackdown, help out New York City and lower costs for everyday New Yorkers.

She made that case on Thursday at a news conference flanked by several of her top aides. Notably missing were the leaders of the State Assembly and Senate.

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Not this week. The Assembly speaker, Carl E. Heastie, said on Thursday that it was “very premature” of the governor to say a deal had been reached. He would not even say that the Legislature had agreed to the $268 billion figure.

He complained about Ms. Hochul’s penchant for jamming nonfiscal policies into the budget and said he would not discuss such matters with his members until he had a better sense of the total amount the state would be spending.

As he spoke, members of the Senate and Assembly, who are currently not being paid, were wrapping up their legislative business for the week in a rush to return to their districts. They will be back in Albany on Monday; it is unclear what bill language, if any, will have been printed and distributed by then.

Mr. Mamdani, the mayor of New York City, campaigned on wresting more than $10 billion in tax increases from the state to pay for his ambitious agenda. That will not happen this year.

Ms. Hochul did accede to a new tax on second homes that targets the city’s richest property owners whose primary residences are outside New York City. The goal is to raise $500 million each year, which will go toward closing the city’s estimated $5.4 billion budget deficit.

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But she spurned the mayor’s request to make changes to a tax credit called the Pass Through Entity Tax that is used by some business owners. Mr. Mamdani had said that the measure, which was also backed by the City Council speaker, Julie Menin, could raise up to $1 billion a year in tax revenue.

Aside from tax increases, Mr. Mamdani’s overarching priority has been expanding child care in the city. Ms. Hochul’s budget does just that, with $4.5 billion allotted for child care and prekindergarten programs across the state.

It’s not the whole loaf, or even half. But Mr. Mamdani can point to that funding and say that he is advancing toward his goal of providing free child care for every New York City child under 5. And while the governor rejected his efforts to fund a program to make buses free, she directed more than $1 billion in additional aid to the city that, combined with revenue from the second-home tax and other proposed measures like delays in pension payments, could help Mr. Mamdani work to close its budget gap.

State lawmakers — and just about everyone else — are scratching their heads about the details of this tax surcharge, which Ms. Hochul proposed with great fanfare last month. The New York Times previously reported that one proposal being discussed would apply one tax rate to pieds-à-terre with values between $5 million and $15 million; a higher rate for ones valued between $15 million and $25 million; and an even higher rate for properties valued at $25 million or more, according to three people familiar with the matter.

How much the property owners would pay is still up in the air. Ms. Hochul said on Thursday that more details would be coming in the near future and that the tax would apply to units worth $5 million or more.

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Also being sorted out is how, exactly, the value of each co-op or apartment would be determined.

“It’s going to take some time to get to the right number to assess that,” the governor said, noting the city’s complex system for calculating a property’s assessed value.

“We’re looking at the difference between what is currently assessed but what is market value,” she added. “We’re working it out with the city. We have had some really good conversations.”

Facing pressure from the state’s largest public unions, Ms. Hochul has been trying to determine how to restore certain pension benefits that had been cut for public employees hired after 2012.

Any changes could end up costing the state hundreds of millions of dollars, while also saddling local municipalities and school districts with increased spending burdens. Several of the labor groups have prioritized lowering the minimum retirement age to 55 from 63.

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Ms. Hochul said on Thursday that the particulars were still being negotiated, but stressed that the cost to the state and local governments would be less than the $1.5 billion that has been requested by the unions.

“We are willing to look at this and make changes, but a much more scaled-back monetary proposal,” she said.

“We will release these numbers as soon as it’s absolutely done,” she added.

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Cornell Is Investigating Confrontation Between President and Students

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Cornell Is Investigating Confrontation Between President and Students

Cornell University’s trustees announced on Thursday that they would investigate an April 30 incident in which the president, Michael Kotlikoff, bumped into students with his car after a debate over the conflict between Israelis and Palestinians.

A small group of students confronted Dr. Kotlikoff after he had spoken at the university event about free speech and the Middle East conflict. They posed questions about the suspension of pro-Palestinian student demonstrators in previous years, walking with him to his vehicle, a black Cadillac SUV.

After the students surrounded his vehicle, Dr. Kotlikoff got in, reversed and bumped one student. Another student said that his foot was run over. Emergency medical technicians arrived and checked the foot of that student, who was not seriously injured.

In an email to the campus on Thursday, the university said that an “ad hoc special committee” had been established to oversee the investigation of the events of that night. It said that Dr. Kotlikoff had recused himself from the investigation and “any related university decisions connected to the matter.”

The statement said that the trustees are “committed to ensuring a fair and thorough review guided by adherence to university policies and the best interests of the Cornell community.”

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The event highlighted the lingering tensions on college campuses over the Israel-Hamas war, even as the large-scale protests from the spring of 2024 have dissipated.

Some student groups at Cornell have said that the university had unfairly disciplined pro-Palestinian students involved in the demonstrations.

One of the disciplined students was Momodou Taal, a Ph.D. student in Africana studies and a leader of the movement to establish protest encampments on the Ithaca, N.Y., campus. The Trump administration had sought to deport him and students at other universities whom it accused of spreading antisemitism.

Last week’s event, billed as a debate between supporters of the Palestinian cause and Israel, also featured Norman Finkelstein, a political scientist and author who spoke about Israel’s response to the Oct. 7, 2023, Hamas-led attacks on Israel.

The day after last week’s incident, Dr. Kotlikoff framed himself as the victim, asserting that students had harassed him and banged on his car. The students denied doing that, and video of the incident that the students supplied did not show them hitting the vehicle.

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