- 12 RULES FOR LIFE AN ANTIDOTE TO CHAOS DRIVERS
- 12 RULES FOR LIFE AN ANTIDOTE TO CHAOS DRIVER
- 12 RULES FOR LIFE AN ANTIDOTE TO CHAOS PLUS
For Scenario A (originally a $9 peak toll for private vehicles with no caps on taxi or FHV tolling), the MTA found it would need to raise the toll by 10 to 15 percent on private vehicles and trucks if it wanted to toll taxis and FHV just once per day.Īfter the MTA reached its mitigation agreement with the Federal Highway Administration, the agency ran the numbers again to see what a once-a-day toll or a total exemption would do for revenue projections and for cab and FHV traffic south of 60th Street.Īll the rejiggered tolling scenarios predicted increases in taxi and FHV traffic between 20 and 50 percent more than the numbers in the graphic above, but only two of the proposed toll scenarios found that agency would need to make up for missing money by charging a higher toll than originally pitched: That congestion surcharge, implemented in 2019, was originally pitched as the first piece of congestion pricing itself and has delivered $900 million to the MTA through March 2022, the last publicly available balance from the surcharge.
12 RULES FOR LIFE AN ANTIDOTE TO CHAOS PLUS
Yellow cab passengers pay 50 cents on every trip that ends in the 12-county MTA service area, plus an additional $2.50 for any trip that begins, ends or passes through Manhattan south of 96th Street.įHV passengers pay a $2.75 congestion surcharge for similar trips south of 96th Street.
12 RULES FOR LIFE AN ANTIDOTE TO CHAOS DRIVERS
Yellow cab drivers and FHV drivers also collect taxes and fees from passengers that go towards the MTA.
12 RULES FOR LIFE AN ANTIDOTE TO CHAOS DRIVER
Graphic: MTA (with colorization by Streetsblog) But what's fair?Įxempting taxi and FHV drivers from paying an additional charge that could be as high as $23 is seen as a matter of fairness (why should cabbies pay when it is their passengers who are causing the congestion) and practicality (how would a cab driver pass along portions of a once-per-day toll to each of his or her passengers?). But a scenario with a once-per-day charge (Scenario B) would increase taxi trips by 4.6 percent. One scenario with no cap on taxi tolls (Scenario D) found that taxi trips south of 60th Street would drop as much as 16.8 percent. The scenarios - including several with no cap on how many times taxis and FHVs could be tolled per day, others with a once-per-day cap and still others with no fee at all for taxis to enter the zone - projected widely different results for congestion reduction, the other stated goal of central business district tolling. Those models showed that the requisite $1 billion per year could be raised with a peak-hour toll between $9 and $23.īut those seven scenarios don't only predict revenue. That on-off switch was the result of the MTA testing multiple tolling scenarios with the goal of avoiding a disproportionately high negative effect on cab and FHV drivers, who are part of an environmental justice population.Īt the same time, by law, congestion pricing needs to raise $1 billion per year, which the MTA found was possible in the seven tolling scenarios - though each comprised differing toll prices, caps, credits and exemptions for vehicles such as trucks, buses, cabs and FHVs.
These simple questions become quite complex for one reason: The MTA's Final Environmental Assessment proposed subjecting cabs and the so-called "for hire vehicles" like Uber and Lyft to the congestion pricing toll either once per day or not at all. When the Traffic Mobility Review Board meets this summer to set the pricing part of congestion pricing, the six-person panel will have to decide a basic policy that will be vital to the program's success: will yellow cab and Uber and Lyft drivers be subject to the congestion pricing charge? And, more important, how?
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