After a comprehensive legislative and legal process that covered decades, New York City became the first municipality in the United States to implement congestion prices, an idea proposed for the first time by the economist of the University of Columbia William Vickrey—In January 5, 2025. For many New Yorkers he could not arrive soon. New York has been synonymous with traffic since at least the change of the last century, when Edison Studios He made the first film filmed in the place in New York: A brief clip of a bustling square of Heraldo. And Gridlock has only grown since Edison’s day: In 2023, a record of 335 million vehicles He crossed the bridges and tunnels of New York City.
Vehicular cross paid annually in bridges and tunnels MTA, 1936-2023
The plan that was finally implemented was modest compared to the previous proposals: passenger vehicles that enter a “congestion relief zone” (or “CRZ”, which includes most of Manhattan below 60th Street) pay A toll of up to $ 9 at peak hours, once for each one for each one for each one for each for each one per day. Drivers still have access to all 6,300 miles of streets and roads in the city: toll is simply a small incentive to consider alternative forms of traffic, such as the New York World Class Metro system.
Although the New York Congestion Price Program has only a few weeks, early data is promising and is already demonstrating to be popular. These are some of the potential benefits that New Yorkers and visitors can expect from the long -awaited congestion price of the city in the coming months.
Reduced traffic, improved travel times and better public transport
Holland’s travel horos, Monday
Only one month after congestion prices were launched, the New York Metropolitan Transportation Authority (MTA) reported that 1 million less of vehicles entered the most congested area of Manhattan. This reduction led to improvements in travel time from 10% to 30% in all Hudson and East River crosses, and a faster and more reliable bus service. The Straphangers also took note: the amount of weekend express bus service services grew by more than 20% during this time, and the amount of subway passengers increased by 7.3% during the week days, continuing An ascending trend that dates back to the fall of 2024.
A better apple
The subway has been the soul of New York City for more than a century. But the execution of one of the largest and most older subway systems in the world requires continuous maintenance, and many improvements, such as accessible stations for ADA, are behind decades. The congestion price will allow the MTA to finance $ 15 billion in Capital improvements in its vast systemincluding add 250 electric buses and continue the subway line of the second avenue.
Slide presentation: 120 years of the New York City Metro
Beyond nuts and bolts, congestion prices could pave the way to re -invest the streets of New York City. The reduction of vehicular traffic can release a valuable space and resources to develop more sustainable and community -centered urban designs. Times Square’s transformation into a pedestrian square It is a good example. Once congested with traffic, the 2017 redesign added 110,000 square feet of pedestrian space by converting Broadway sections into a permanent area without cars. This change not only improved security, but also improved public experience by providing more space for seats, art facilities and cultural events. Today, a revitalized Times is a popular and dynamic meeting place, and the project is considered a model of how smart urban design can redefine city spaces for the better.
Congestion reduction can also increase economic productivity by shortening travel times and improving the general efficiency of the transport network. In a nutshell, companies are more efficient when drivers and goods move quickly and reliable. Even the city itself could save a lot: less traffic could reduce the wear of New York infrastructure, which results in lower long -term costs. Almost 23% of the 2025 budget of the New York Department of Transportation Road repair, maintenance and inspection is assigned.
Environmental and health benefits
Researchers still do not have enough data to measure the total impact of congestion prices on New York air quality, but other metropolitan areas with similar toll programs have experienced significant improvements. For example, New York’s sister city, London, reported a 17% decrease in PM2.5 particle After the 2023 expansion of its ultra -low emission zone. Cleast air can lead to better public health results by reducing respiratory problems and other pollution -related problems. And a growing research body has also found that Chronic acoustic pollution From traffic it can be more than a discomfort: it can increase the risk of hypertension, stroke and heart attacks in nearby communities.
P.M2.5 Trends in London, 2010-2023
Cleast air is not the only way in which the congestion price can benefit public health. The number of traffic accidents in New York has increased in recent years, and A New York was killed or seriously injured in the congestion price zone almost every day In the first nine months of 2024. However, in the initial 12 days of congestion prices, both Shocks and injuries fell by more than 50% In the CRZ. London once again offers a longer term perspective: researchers found traffic accidents fell for an amazing 40% from the introduction of the city’s congestion toll in 2003.
At the state level, the reduction of vehicle emissions can help New York achieve its goal of reducing greenhouse gas emissions by 40% from 1990 levels by 2030, an objective established by the reference point Climate Leadership Law and Community Protection 2019.
The test on the pavement
“Despite its many benefits that have been verified in cities around the world, the congestion price remains a controversial idea for some drivers, politicians and media,” says legal scholar Michael Gerrard, director of the director of the Sabin Center for Climate Change Law. “Some politicians are now challenging the program, which was the result of extensive planning, policy and legal processes. However, there is little precedent for the reversal of a local transport project of this magnitude after it has already begun. ”
Some may remember a similar uproar when New York spent their Clean Interior Air Lawwhich finally forbade smoking in interior public spaces only 20 years ago. Today, the prohibition of smoking in New York is celebrated as an important advance in the protection of public health and the improvement of the quality of urban life. It is difficult to imagine to return to a time when the thick smoke hung in the city’s bars and restaurants.
However, over time it will be important for the New York congestion prices program not only to demonstrate that it is relieving Gotham stagnation, but can also adapt to the challenges of the complex urban panorama of New York.
“When congestion prices have been introduced in other places, such as Stockhol or London, the early opposition faded as people experienced the benefits of less traffic, cleaner air and safer and safer streets,” says Jacqueline M Klopp, director of Sustainable Urban Development Center. “But we should not be complacent. It is essential that the funds collected are translated into timely and equitable improvements in the traffic system, including the Cercanías Railway. The most urgent will need to address inequalities. People at the South Bronx, who suffer high traffic levels and health problems related to air pollutionYou must also see substantial benefits of the city’s congestion price plan. “
Change is not easy in a city of more than 8 million people. However, either in the arts, urban development or public transport, New York has constantly been at the forefront of the movements that resonate throughout the world. Throughout the long history of the city, New Yorkers have challenged the status quo, driven by a powerful combination of determination, imagination and inspiration. And again and again it has proven to be a lasting formula for progress.
Additional photographic research by Emely Méndez
The opinions and opinions expressed here are those of the authors, and do not necessarily reflect the official position of the Climate School of Columbia, the Institute of the Earth or the University of Columbia.
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