Benefits for the Bronx, Brooklyn, Queens and Staten Island

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1 Congestion Pricing for New York: Benefits for the Bronx, Brooklyn, and Staten Island Prepared for the Coalition for Traffic Relief April 007 Schaller Consulting 94 Windsor Place, Brooklyn, NY (78)

2 BENEFITS OF CONGESTION PRICING FOR THE BRONX, BROOKLYN, QUEENS & STATEN ISLAND Congestion pricing paying a fee to enter a central business district or to use a lane on a highway is a proven strategy for traffic relief, as shown by traffic reductions in the central portions of London, Stockholm and Singapore and on highways in the Houston, San Diego, Los Angeles, Denver and Minneapolis areas. The effectiveness of pricing strategies has also been demonstrated in traffic reductions during the morning rush hour brought about by the Port Authority s time of day tolls on Hudson River crossings. Conversely, the effectiveness of a financial incentive to drive a sort of reverse to congestion pricing is seen in the fact that government workers, who often have parking placards courtesy of their city, state or federal employers, are twice as likely to drive to work in the Manhattan Central Business District () than non-government workers. While it is indisputable that congestion pricing would reduce traffic congestion in the Manhattan, questions have been raised about how would congestion pricing would affect the other boroughs. Some have argued that the Bronx, Brooklyn, and Staten Island would suffer under a congestion pricing program because their residents would have to pay to drive into Manhattan. First, it should be pointed out that very few residents of the Bronx, Brooklyn, and Staten Island commute by car into the Manhattan (defined as the area below 60 Street). As illustrated in the figure at right, only 5% of who live in these boroughs commute by auto to the. The other 95% use public transportation to reach jobs or work outside the. Thus, congestion pricing would affect only a very small slice of workers living outside Manhattan. Pct of Bx/Bklyn/Qns/SI Workers Commuting to by Auto 95% 5% Second, arguments that the Bronx, Brooklyn, and Staten Island would suffer under a congestion pricing program overlook the substantial benefits that congestion pricing would bring to these boroughs: Reduced traffic congestion, benefiting both motorists and bus riders. Increased funding to improve bus and subway service citywide, which is would benefit the large majority of Bronx, Brooklyn, and Staten Island residents who commute to the using the bus and/or subway. Better equity between public transportation riders and drivers. Congestion pricing would create benefits citywide by reducing traffic throughout the city, since most motor vehicles going into Manhattan travel through another borough first. A recent study for the Partnership for New York City estimated that a congestion pricing program that reduced traffic in the at the same scale as occurred in London would also reduce vehicle hours traveled by 7% in Long Island City, 4% in SCHALLER CONSULTING

3 BENEFITS OF CONGESTION PRICING FOR THE BRONX, BROOKLYN, QUEENS & STATEN ISLAND Greenpoint/Williamsburg, 9% in downtown Brooklyn, 4% on the 5 th Street corridor in Manhattan, 5% in Hunts Point, Bronx, and 3% in Flushing. 3 Congestion pricing as practiced in London and proposed for New York City funnels congestion fees primarily into improved public transportation. London greatly expanded bus service, drawing many former motorists to take the bus. In New York, congestion fees could be used to expand express bus service, implement bus rapid transit feeding subway stations, create park and ride lots for drivers and increase service frequency on the subway. Express bus riders, who currently endure seemingly endless traffic tie-ups getting into, out of and around Manhattan, would particularly benefit. On the whole, would the benefits to outerborough residents from more frequent and more reliable subway service and expanded bus and express bus service outweigh the impacts on outerborough auto? While a detailed cost/benefit analysis is beyond the scope of this report, it is clear that far more outerborough residents would benefit from congestion pricing than would be affected by the congestion fee: 5.3 times as many outerborough residents commute to the Manhattan by public transportation as by auto (68,000 used the subway, bus, commuter rail or ferry share to from Bronx, Brooklyn, & Staten Island Subway, rail, ferry 73% Auto 6% Bus 0% to travel to jobs in 000 while 7,000 commuted by car). See the figure at right. Car commuting is most common in outlying parts of the city that are beyond walking distance to the subway. But even in these areas, which include eastern and all of Staten Island, public transportation outnumber car by a ratio of.4 to one: 9% commute by car compared with 70% who commute by bus, subway, commuter rail or ferry. How would congestion pricing affect those who for reasons of convenience, comfort or the demands of work or family continue to drive to the? Is congestion pricing equitable to the working person who commutes by car? Census data, presented in more detail later in this report, show that auto are financially better off than their neighbors who use the bus or subway to get to work. The heaviest concentrations of auto live in eastern, Staten Island, the northeast Bronx and southeastern Brooklyn neighborhoods that are beyond walk access to a subway station. SCHALLER CONSULTING

4 BENEFITS OF CONGESTION PRICING FOR THE BRONX, BROOKLYN, QUEENS & STATEN ISLAND 3 Table. Earnings of New York City who live beyond walking distance of a subway station Under $4,900 $5,000- $49,900 Earnings $50,000 & above Total Subway 50% 44% 8% 4% Car 4% 5% 36% 8% Bus 8% % 3% % Commuter railroad 3% 5% 7% 5% Ferry 3% 3% 5% 4% Other % % % % Total 00% 00% 00% 00% Source: 000 Census; earnings are for 999 Table shows that among workers living beyond walk access to a subway station: Commuters earning less than $5k are twice as likely to take the subway as to drive to work (50% take the subway and 4% drive). Conversely, earning more than $50,000 are substantially more likely to drive than to take the subway (36% drive and 8% take the subway). As a result of these earnings differentials, a congestion fee that is channeled to improving subway and express bus service to benefit outerborough residents would be more equitable than the current system. Currently, taxes paid by public transportation subsidize maintenance and repair of roads and bridges used by drivers, most of whom use free crossings to enter the Manhattan. A fee on motorists would thus enhance equity between public transportation users and auto. Auto who switch to transit would also benefit from improved public transportation services financed by a congestion fee. Those who do not switch would, of course, benefit from the reduced traffic congestion on their way to work. The following pages show detailed commuting and earnings statistics for 0 City Council districts in, Brooklyn and upper Manhattan. These summaries show that in each district: Far more people commute to the by public transportation than by car. Auto currently enjoy travel time savings compared with subway, bus and ferry, showing the need to make transit faster and more reliable. Auto are disproportionately government workers, many of whom enjoy free parking provided by city, state or federal agencies. Auto earnings are significantly higher than earnings of subway. SCHALLER CONSULTING

5 BENEFITS OF CONGESTION PRICING FOR THE BRONX, BROOKLYN, QUEENS & STATEN ISLAND 4 These results show that congestion pricing would benefit residents and in all five boroughs, not just Manhattan. Congestion pricing would especially benefit the large majority of in the Bronx, Brooklyn, and Staten Island who take the subway or express buses to jobs in Manhattan by raising money for improved transit services and by making the commutes of express bus riders faster and more reliable. Congestion pricing is also equitable because auto are financially better off than transit, and many are not currently paying the cost of maintenance and rehabilitation for the bridges and roads that they use. For discussion of other cities experience with road pricing, see Bruce Schaller, Battling Traffic: What New Yorkers Think About Road Pricing, Manhattan Institute for Policy Research, December In 000, 4% of non-government workers drove to work compared with 7% of government workers. Source: 000 Census. 3 Partnership for New York City, Growth or Gridlock? The Economic Case for Traffic Relief and Transit Improvement for a Greater New York, December SCHALLER CONSULTING

6 Council District 0 Council Member: Miguel Martinez to by Auto 3% 97% How many District 0 residents commute to the Manhattan? District 0 Manhattan Total workers 46,64 00% 00% 00% Work in Manhattan 6,589 36% 64% 39% Work elsewhere 30,053 64% 36% 6% District 0 Manhattan Auto,60 0% 5% % Subway, commuter rail, ferry 3,4 80% 54% 66% Bus 847 5% 9% 0% Walk/bike/taxi/other 89 5% % 3% Auto: % single occupant vehicle 78% 80% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other 8 9 Government workers are 4% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 9,0 Bus $ 3,8 Subway $ 5,80 Manhattan, and for districts that overlap but do not exactly coincide with City Asterisk indicates too small a sample size to be statistically reliable. Source: Schaller Consulting analysis of 000 Census

7 Council District 9 Council Member: Tony Avella to by Auto 9% 9% How many District 9 residents commute to the Manhattan? District 9 District 9 Total workers 69,53 00% 00% 00% Work in Manhattan 8,34 6% 3% 39% Work elsewhere 5,8 74% 68% 6% Auto 6,09 % 7% % Subway, commuter rail, ferry 9,765 53% 73% 66% Bus,7 3% 8% 0% Walk/bike/taxi/other 08 % % 3% Auto: % single occupant vehicle 86% 84% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other * 9 Government workers are 38% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 44,4 Bus $ 4,694 Subway $ 36,034 Commuter rail $ 55,690 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

8 Council District 0 Council Member: John C. Liu to by Auto 6% 94% How many District 0 residents commute to the Manhattan? District 0 Total workers 65,767 00% 00% 00% Work in Manhattan 8,78 8% 3% 39% Work elsewhere 47,489 7% 68% 6% District 0 Auto 3,66 0% 7% % Subway, commuter rail, ferry,69 69% 73% 66% Bus,693 9% 8% 0% Walk/bike/taxi/other 94 % % 3% Auto: % single occupant vehicle 80% 84% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other 9 Government workers are 56% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 4,734 Bus $ 4,9 Subway $ 34,035 Commuter rail $ 49,340 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

9 Council District 3 Council Member: David I. Weprin to by Auto 93% 7% How many District 3 residents commute to the Manhattan? District 3 Total workers 65,49 00% 00% 00% Work in Manhattan 5,666 4% 3% 39% Work elsewhere 49,85 76% 68% 6% District 3 Auto 4,850 % 7% % Subway, commuter rail, ferry 7,363 47% 73% 66% Bus 3, % 8% 0% Walk/bike/taxi/other 6 % % 3% Auto: % single occupant vehicle 86% 84% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other 9 Government workers are 0% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 45,90 Bus $,535 Subway $,4 Commuter rail $ 56,585 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

10 Council District 9 Council Member: Melinda R. Katz to by Auto 5% 95% How many District 9 residents commute to the Manhattan? District 9 District 9 Total workers 65,307 00% 00% 00% Work in Manhattan 8,464 44% 3% 39% Work elsewhere 36,843 56% 68% 6% Auto,949 0% 7% % Subway, commuter rail, ferry 3,897 84% 73% 66% Bus,9 5% 8% 0% Walk/bike/taxi/other 79 % % 3% Auto: % single occupant vehicle 78% 84% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other * 9 Government workers are 54% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 58,8 Subway $ 46,697 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

11 Council District 3 Council Member: Joseph P. Addabbo, Jr. to by Auto 6% 94% How many District 3 residents commute to the Manhattan? District 3 Total workers 63,660 00% 00% 00% Work in Manhattan 7,6 7% 3% 39% Work elsewhere 46,398 73% 68% 6% District 3 Auto 3,959 3% 7% % Subway, commuter rail, ferry,948 69% 73% 66% Bus,47 7% 8% 0% Walk/bike/taxi/other 08 % % 3% Auto: % single occupant vehicle 83% 84% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other 9 Government workers are 6% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 39,587 Subway $ 30,595 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

12 Council District 34 Council Member: Diana Reyna to by Auto 3% 97% How many District 34 residents commute to the Manhattan? District 34 District 34 Total workers 49,93 00% 00% 00% Work in Manhattan 6,5 % 34% 39% Work elsewhere,40 67% 66% 6% Auto,73 8% % % Subway, commuter rail, ferry 4,4 87% 8% 66% Bus 55 3% 6% 0% Walk/bike/taxi/other 76 % % 3% Auto: % single occupant vehicle 84% 8% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other 35 9 Government workers are 9% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 39,93 Subway $ 6,5 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

13 Council District 38 Council Member: Sara M. Gonzalez to by Auto 3% % How many District 38 residents commute to the Manhattan? District 38 Total workers 50,948 00% 00% 00% Work in Manhattan 5,903 % 34% 39% Work elsewhere 35,045 69% 66% 6% District 38 Auto,734 % % % Subway, commuter rail, ferry 3,89 84% 8% 66% Bus 495 3% 6% 0% Walk/bike/taxi/other 385 % % 3% Auto: % single occupant vehicle 8% 8% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other Government workers are 9% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 35,307 Subway $ 30,80 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

14 Council District 46 Council Member: Lewis A. Fidler share to Subway, rail 58% Auto 4% Bus 7% How many District 46 residents commute to the Manhattan? District 46 District 46 Total workers 70,855 00% 00% 00% Work in Manhattan 9,0 7% 34% 39% Work elsewhere 5,8 73% 66% 6% Auto 4,644 4% % % Subway, commuter rail, ferry 0,950 58% 8% 66% Bus 3, 7% 6% 0% Walk/bike/taxi/other 7 % % 3% Auto: % single occupant vehicle 87% 8% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other * 35 9 Government workers are 8% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 4,3 Bus $ 35,9 Subway $ 36, Manhattan, and for districts that overlap but do not exactly coincide with City Source: Schaller Consulting analysis of 000 Census

15 Council District 48 Council Member: Michael C. Nelson to by Auto 4% 96% How many District 48 residents commute to the Manhattan? District 48 District 48 Total workers 56,46 00% 00% 00% Work in Manhattan 8,309 3% 34% 39% Work elsewhere 38,07 68% 66% 6% Auto,45 3% % % Subway, commuter rail, ferry 4,634 80% 8% 66% Bus,083 6% 6% 0% Walk/bike/taxi/other 40 % % 3% Auto: % single occupant vehicle 8% 8% 83% Auto Subway, commuter rail, ferry Bus Walk, bike, taxi, other * 35 9 Government workers are 70% more likely to commute by car than non government workers from this area.* How do earnings differ by their means of travel? Avg. earnings* Auto $ 55,878 Subway $ 38,09 Source: Schaller Consulting analysis of 000 Census Manhattan, and for districts that overlap but do not exactly coincide with City

Memorandum. Fund Allocation Fund Programming Policy/Legislation Plan/Study Capital Project Oversight/Delivery Budget/Finance Contract/Agreement Other:

Memorandum. Fund Allocation Fund Programming Policy/Legislation Plan/Study Capital Project Oversight/Delivery Budget/Finance Contract/Agreement Other: Memorandum Date: November 20, 2017 To: Transportation Authority Board From: Eric Cordoba Deputy Director Capital Projects Subject: 12/5/17 Board Meeting: San Francisco Freeway Corridor Management Study