Congestion Pricing

Transportation analyst and Streetsblog contributor Charles Komanoff is out with a piece in Reuters today that examines the traffic impacts of adding 2,000 new yellow taxis to Manhattan streets, and it's not pretty.

In 1951, Milton Friedman coauthored a paper on road pricing. It would be a mere footnote in both Friedman's career and in the intellectual history of road pricing, if not for one sci-fi flourish: The authors propose painting radioactive material alongside expressways, so that road operators can charge drivers using car-mounted geiger counters. Obviously, this suggestion was never heeded, but it says something about the economics profession’s hunger for pricing roads that a future Nobel laureate would set his imagination to Bradbury mode to advance the cause. Ken Livingstone, mayor of London, later credited Friedman with inspiring London’s pathbreaking congestion charge.

Not yet three months old, Occupy Wall Street stands this week on the threshold of its first big concrete win. Governor Andrew Cuomo has called a special session of the New York State Legislature, reportedly to recalibrate the state income tax to draw more from the one or two percent at the top and less from everyone else. After refusing for months to consider extending the state’s “millionaires’ tax,” the governor may have sensed a need to stand with the 99 percent, even if it requires bending a campaign promise.

We hear it all the time: The road lobby insists that the only way to reduce mind-numbing traffic congestion on the roads they built is to build new roads. Federal funding gives huge blank checks to state DOTs, which tend to prioritize road building over transit, bridge maintenance or anything else. But mounting evidence suggests that building new roads won't do anything to alleviate congestion.

In the fifth chapter of "Moving Beyond the Automobile," we demystify the concept of congestion pricing in just five short minutes. Here you'll learn why putting a price on scarce road space makes economic sense and how it benefits many different modes of surface transportation.

If congestion pricing is going to resurface as a viable option to relieve traffic, help plug the enormous gap in the MTA capital program, and keep transit fares from ballooning in the years ahead, it won't come from the Bloomberg administration.

The New York Times called Ted Kheel, who died Friday at the age of 96, New York City’s pre-eminent labor peacemaker from the 1950s through the 1980s. And he was. Ted was also a steadfast advocate for civil rights, a fierce champion of mass transit, a stalwart defender of labor, an urbanist, a philanthropist, and a visionary. And, for the better part of a century, a vital element of progressive struggle in New York and beyond.

As Andrew Cuomo transitions into the governorship, David Paterson just handed him a parting gift: a comprehensive blueprint for how the state can tackle its greenhouse gas emissions. The plan, which has been in development since a Paterson executive order in August 2009, goes into spectacular detail about how the state might reach the ambitious goal of reducing greenhouse gas emissions to 80 percent below 1990 levels over the next forty years.

Later today, Governor Chris Christie is expected to announce that he's shutting down construction of the ARC tunnel for good, closing off the potential for transit-based growth in northern New Jersey for the foreseeable future. In a dark day for smart planning and development, the project to double NJ Transit's capacity to Manhattan has become a casualty of cheap-gas-at-all-costs populism.