Managing Congestion
Traffic congestion is a clear case of the “tragedy of
the commons.” Space on the road in our region is
a scarce but public and generally un- or under-priced resource. As
a consequence, many try to use it at the same time, to the
detriment of all.
Since road capacity in the region is unlikely to be expanded
very much, and even if it was it would become congested again
very rapidly, managing driver demand for road capacity is the
only way to keep essential traffic moving at reasonable speeds. Road
networks often function well up to a certain volume – then
a “tipping point” is reached where the addition
of just a few more vehicles causes disproportionate delay.
Road pricing or congestion pricing introduces simple economic
signals to crowded highways or street networks that can prevent
critical congestion levels from being reached. Some drivers
delay trips to a less expensive time, shift to transit or forego
the trip altogether.
The most celebrated and successful example of road pricing
today is central London, where drivers pay an expensive fee
for entering the “congestion charging” zone. Since
the charge was introduced in February 2003, traffic there has
fallen dramatically, and bus speeds and ridership, as well
as bicycle commuting, have shot upwards. Revenue from
the charge has been used to augment bus service and develop
better pedestrian spaces in the central city. (cclondon.com is
basically an extended congestion charging FAQ.)
In our region, some steps in this direction have already been made. The
Port Authority charges more at rush hour to drive across the
Hudson River, and the NJ Turnpike also charges more in peak
periods. At the Tappan Zee Bridge, the NY State Thruway
charges trucks double tolls at rush hour (though it
also promotes congestion by offering deeply discounted toll
prices to regular car commuters). The Campaign’s
advocacy contributed to these advances.
In 2008, the New York City Council approved a congestion pricing plan that would have reduced traffic and congestion throughout the region and raised revenues for mass transit projects like the Second Avenue Subway and LIRR East Side Access (see Key Issues: Better Mass Transit); however, the plan died in the State Legislature without a vote.
This is despite the fact that in crowded city environments like New York, congestion pricing
does not generally conflict with transportation equity goals. High
parking prices and other factors generally preclude many lower
income motorists from using cars to reach central business
districts, and mass transit is a strong option. (Fact sheets issued by the Campaign show that car-owning households in NYC earn far more than households which do not own cars.)
Modest road pricing on just a few river crossings and
toll highways cannot bust regional congestion. A more
comprehensive approach needs to be undertaken:
Congestion-Free Tolling
Congestion-free (a.k.a. "non-stop," "open road," or "highway-speed") tolling is a safe and environmentally conscious alternative to barrier toll booths. It allows drivers to pay tolls without slowing down, eliminating traffic backups and accidents caused by drivers who make dangerous merges or fail to slow down at toll plazas (according to the National Traffic Safety Board, toll plazas are the most dangerous places on highways). By reducing vehicle idling time (in which emissions are the highest), non-stop tolls also decrease pollution. The Port Authority and other NJ agencies have started implementing this exciting technology (the Outerbridge Crossing, for example, has 45 MPH toll lanes). The MTA, which operates the Whitestone, Verrazano, and Triboro Bridges and the Brooklyn Battery and Midtown Tunnels, still uses barrier toll booths that require even E-Z Pass users to stop before proceeding.
Reports, Articles and Fact Sheets
New York City Congestion Pricing
Congestion pricing, or value pricing, uses off-peak toll
discounts and comparatively higher peak tolls to urge drivers
to drive at less congested periods or use public transportation.
The Campaign’s advocacy has led to the Port Authority
and NJ Turnpike Authority implementing higher peak fares
on roads and Hudson River crossings. Tri-State is also a member of the Campaign for New York's Future, a coalition of environmental, business, civic, labor, public health, and community organizations who support New York City's proposed congestion pricing plan.
Reports, Articles and Fact Sheets
Connecticut Tolling
Connecticut removed all tolls in the 1980s after a series of high-profile accidents at toll plazas. But with high-speed, plaza-free tolling increasingly standard, congestion worsening, and the need to invest in the state's road and transit infrastructure becoming ever clearer, it's looking more likely that tolls will return to the Nutmeg State. In 2009, the Transportation Strategy Board finished a study of various forms of tolling and congestion pricing, including high-occupancy toll lanes, a vehicle miles traveled tax, border tolls, and more. Connecticut legislators have expressed interest in using tolls as a new source of revenue, but seem noncommital on using them for congestion relief.
East River Bridge Tolls
Transit riders are faced with fare increases and service cuts, yet East River bridges are still free to drivers, even though bridge maintenance costs are paid for with significant government subsidies. The Ravitch Commission on MTA Funding found that tolling the East and Harlem River bridges would raise hundreds of millions of dollars, which it recommended using to expand bus service. Free bridges also create incentives for drivers to go out of their way, often cutting through residential neighborhoods, to avoid tolled crossings.
