Manhattan's congestion pricing program, implemented one year ago, has resulted in an approximate 11 percent reduction in daily vehicle entries into the central business district (CBD). This translates to an estimated 73,000 fewer vehicles entering the zone daily, accumulating to about 27 million fewer entries over the first year of operation.
The program began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, with the aim of reducing traffic and generating revenue for public transportation. An analysis, based on city and state data, external research, and reader feedback, assessed the program's initial impact.
Vehicle Volume and Driver Behavior
The decline in vehicle entries has been consistent throughout the year compared to pre-toll traffic trends. Data indicates a behavioral shift, with spikes in vehicle entries observed just before the $9 peak toll begins at 5 a.m. and after it decreases to $2.25 at 9 p.m.
Traffic Speeds
The reduction in vehicles has corresponded with an increase in traffic speeds for remaining drivers and buses. Improvements have been observed within the congestion zone, in areas adjacent to it, and on approach routes from farther distances. Notable changes in average speed during weekday morning commutes include:
- Queensboro Bridge: 29.3% faster
- Queens-Midtown Tunnel: 18.4% faster
- Lincoln Tunnel: 51% faster
- Holland Tunnel: 28.3% faster
- Williamsburg Bridge: 6.7% faster
- Manhattan Bridge: 10.8% faster
- Brooklyn Bridge: 15% faster
- Brooklyn-Battery Tunnel: 10.8% faster
Data suggests these speed improvements have been sustained, with some of the most significant gains recorded in the spring. A separate analysis by researchers from Stanford, Yale, and Google, using anonymized Google Maps data, confirmed speed improvements on regional roads commonly used by drivers heading into the central business district during the program's first six months.
Public Transit and Ridership
The congestion pricing program is projected to generate approximately $550 million in its first year, exceeding the Metropolitan Transportation Authority's (MTA) initial predictions by $50 million. These funds are designated for public transportation infrastructure upgrades.
Bus speeds on routes traversing the congestion zone increased during the year, contrasting with trends in other parts of the city and reversing previous declines. Overall paid transit ridership across the subway, MTA buses, Long Island Rail Road, and Metro-North Railroad has risen compared to the previous year. Approximately 300,000 more people are riding the subway daily.
Economic Activity
Contrary to some concerns, overall visits to the central business district have not declined; they increased by approximately 2.4 percent compared to the previous year, according to the city’s Economic Development Corporation. Restaurant reservations within the zone, tracked by OpenTable, also increased by 2.4 percent, aligning with the citywide increase.
Quality of Life Indicators
The reduction in vehicle traffic has been linked to several changes affecting urban quality of life:
- Noise Complaints: The number of 311 complaints regarding vehicle noise, such as car honking, significantly decreased within the congestion zone compared to the rest of Manhattan.
- Road Safety: Data on crashes indicates a decrease in the number of people seriously injured in car crashes citywide, with a more pronounced improvement observed in the congestion relief zone.
However, some individuals have reported negative personal impacts, citing increased travel costs leading to reduced visits to Manhattan for various activities, including social engagements and medical appointments.
Air Quality Studies
The impact of congestion pricing on air quality remains under evaluation. A study by Cornell researchers reported a 22 percent improvement in one air quality measure over six months. Conversely, an analysis by Stanford and Yale authors using local community sensors found minimal to no effect on air quality. The MTA's own first-year analysis also indicated no significant change in measured concentrations of vehicle-related air pollutants.