Manhattan’s $9 Congestion Toll Takes Effect: A Historic Levy with Fierce Backlash and Economic Concerns

Manhattan’s $9 Congestion Toll Takes Effect: A Historic Levy with Fierce Backlash and Economic Concerns

Edited by: TJVNews.com

In a historic and hotly debated move, Manhattan has officially implemented the nation’s first congestion pricing toll, charging drivers a minimum of $9 to enter some of the city’s busiest neighborhoods. As reported by The New York Post, the toll went into effect at midnight on Sunday, igniting frustration and sparking renewed debates about its economic and social consequences.

According to the information provided in The New York Post report, drivers entering Manhattan below 60th Street are now required to pay:

$9 during peak hours (5 a.m. to 9 p.m. weekdays, 9 a.m. to 9 p.m. weekends)

$2.25 during off-peak hours

The fees increase significantly for commercial vehicles:

$21.60 for large trucks

$14.40 for small trucks

$4.50 for motorcycles

This congestion pricing initiative, designed to alleviate traffic congestion and reduce carbon emissions, has been framed by policymakers as a vital step toward modernizing New York City’s aging infrastructure and improving public transit systems.

However, as The New York Post report highlights, many residents and commuters view the toll as yet another financial burden in a city already infamous for its high cost of living.

Among the first to pay the toll, one motorist expressed resignation to The New York Post, stating simply, “There’s nothing we can do. They already decided, there’s nothing we can do.”

Another driver, caught off guard by the midnight deadline, responded with disbelief and exasperation: “Right now?! Ahhhh.”

This sense of helplessness calls attention to the broader public frustration surrounding the congestion pricing scheme. Many New Yorkers and commuters from surrounding states argue that the policy feels more like an opportunistic cash grab than a genuine attempt to solve the city’s traffic woes.

Manhattan residents living just north of the toll zone are among the most vocal critics of the new policy. In an interview with The New York Post, Samantha Popper, a 44-year-old stay-at-home mom, shared her outrage:  “We pay a lot of money to live in this formerly wonderful city, that has taken some hits recently, and I think it’s terrible to be charging people that pay taxes who live here extra money when they cross 61st St.”

Popper’s frustration reflects the sentiment of many locals who feel they are being unfairly penalized for simply living in their own neighborhoods. She directed her criticism squarely at Governor Kathy Hochul, urging her to “work a lot harder” to keep New Yorkers in the city instead of “trying to run them out by up-charging them.”

For many commuters from neighboring New Jersey, the new congestion pricing toll represents an additional financial strain that could alter their daily routines. The New York Post interviewed Brian Anderson, a 42-year-old IT specialist who moved to New Jersey after a traumatic incident on the subway.

Anderson explained that avoiding mass transit had been a key factor in his decision to relocate, but the toll might now force him back onto NJ Transit: “I’ll probably will be taking NJ Transit more often, and that’s no fun. Otherwise, it’s gonna cost me $30 to $40 just to get to the other side of the Hudson.”

His comments reflect a broader concern among commuters: congestion pricing disproportionately affects middle-class workers who rely on personal vehicles for transportation.

As The New York Post reported, critics of the congestion pricing scheme warn of far-reaching economic consequences. The additional costs could deter suburban commuters from visiting Manhattan for work, shopping, or dining, potentially devastating small businesses that are still struggling to recover from the economic fallout of the COVID-19 pandemic.

Some opponents fear that Manhattan’s already fragile office and retail sectors—marred by remote work trends and changing consumer habits—could suffer even more if the toll drives away regular visitors.

At the same time, supporters argue that congestion pricing will generate billions of dollars in revenue for much-needed upgrades to the city’s public transit infrastructure. The Metropolitan Transportation Authority (MTA) estimates that the tolls could raise $1 billion annually, which would be earmarked for improving subways, buses, and commuter rail systems.

Governor Kathy Hochul has been at the center of the congestion pricing controversy. While her administration maintains that the toll is a necessary step to modernize New York City’s transportation systems, critics—such as those interviewed by The New York Post—believe her office has not done enough to address public concerns or provide sufficient transparency about how the funds will be used.

Hochul’s political future could very well hinge on the success—or failure—of this congestion pricing initiative. If the toll revenue fails to deliver meaningful improvements to the city’s transit infrastructure, public backlash could grow even louder.

As The New York Post report noted, congestion pricing in Manhattan is now a reality, and residents, commuters, and businesses will need to adjust to this new financial landscape. In the coming months, city officials will be under immense pressure to demonstrate that the toll revenues are being used effectively and transparently.

For now, many New Yorkers remain deeply skeptical. The policy’s success—or failure—will likely depend on whether the promised improvements to public transit materialize and whether the economic impact on small businesses and commuters can be mitigated.

Among the most vocal opponents of the congestion toll are rideshare drivers, who are directly affected by the new fees. In interviews with The New York Post, several drivers expressed frustration, calling the plan a thinly veiled “money grab” and “a scam.”

Lyft driver Jose Siera minced no words in his criticism, pointing out that rising toll prices across the city’s bridges and tunnels are compounding the financial strain on drivers: “The tolls are going up also, bridges, they’re raising the prices also. It’s gonna suck.”

Uber driver Luigi echoed these concerns, emphasizing that the costs will inevitably be passed on to passengers: “The whole thing is a scam. People are not going to be driving their vehicles into the city. The taxi drivers, the Uber drivers, we are gonna put this cost on them — so you are punishing them.”

Their concerns highlight a growing fear that the burden of congestion pricing will fall disproportionately on working-class drivers who rely on their vehicles for their livelihood.

Despite the widespread skepticism, not everyone is opposed to the toll. The New York Post spoke with Hussain, an Uber driver, who was one of the first to pay the congestion fee after midnight near the Lincoln Tunnel. Surprisingly, Hussain expressed optimism about the potential benefits: “I drive an Uber, and I think it will be good for us so we have less traffic.”

Hussain’s perspective reflects the core rationale behind the congestion pricing plan—less traffic, quicker trips, and theoretically higher earnings for drivers. However, his viewpoint remains in the minority among rideshare operators.

As reported by The New York Post, Governor Kathy Hochul and the Metropolitan Transportation Authority (MTA) worked aggressively to roll out the congestion pricing toll before President-elect Donald Trump takes office on January 20th.

Trump has been a vocal critic of the policy, calling congestion pricing “the most regressive tax known to womankind.” His stance aligns with 51% of New Yorkers who oppose the toll, as revealed by a Siena College poll. Only 29% support the measure, while 20% remain undecided.

Rep. Nicole Malliotakis (R-Staten Island/Brooklyn) further amplified these criticisms in an interview with The New York Post: “This cash grab will only hurt commuters’ wallets and our local economy, and I’m already hearing from tons of people who say they’ll never go to Manhattan again, which will certainly have an impact on restaurants, the theater, and small business.”

The MTA maintains that the toll is essential for reducing traffic-related pollution and generating $15 billion in revenue for mass transit projects. According to The New York Post, these funds are earmarked for extending the Second Avenue subway, modernizing the signal system, and the purchasing of hundreds of electric buses.

To soften the financial blow, the MTA is offering a $3 credit for passenger cars with EZPass entering through designated tunnels during peak hours and a 50% discount for drivers earning less than $50,000 annually, applicable after their 10th trip in a calendar month.

While these measures seek to provide some financial relief, critics argue they fall short of addressing the broader economic and logistical concerns raised by the toll.

A central argument against the toll is that the MTA should focus on modernizing and securing the subway system before implementing congestion pricing. As The New York Post reported, the subway remains plagued by safety concerns, with 10 murders reported last year.

Susan Lee, a Chinatown activist and president of New Yorkers Against Congestion Pricing Tax, highlighted these concerns when speaking with The New York Post: “I try to only go on the subway during rush hour because it’s not safe.”

Lee further warned that the $9 congestion fee could devastate neighborhoods such as Chinatown, Little Italy, and the Lower East Side by driving up delivery costs and discouraging visitors. “The entry fee would devastate Chinatown and other toll-zone neighborhoods by driving up delivery costs and making travel too expensive for customers,” she told The New York Post.

Beyond individual drivers, The New York Post report indicated that the potential ripple effects on small businesses, restaurants, and cultural institutions. Higher transportation costs could deter tourists, office workers, and suburban shoppers from venturing into Manhattan, exacerbating financial hardships for businesses still reeling from the pandemic.

Rep. Malliotakis and others argue that congestion pricing could ultimately “hollow out” key economic districts by making Manhattan less accessible and more expensive for both visitors and workers.

According to the report in The New York Post, some of the most vocal critics of the congestion toll are teachers, police officers, firefighters, and first responders—individuals who rely on personal vehicles to commute into Manhattan due to the irregular hours and logistical challenges of public transit.

These essential workers argue that the toll represents an unfair tax on the working class, many of whom have no viable alternatives for commuting. Public transit options are often inadequate, unsafe, or impractical given their work schedules, leaving them no choice but to bear the added cost.

For those driving into Manhattan from New Jersey, the financial strain is even more severe. The New York Post reports that drivers using the Holland or Lincoln Tunnels now face combined toll charges of $22.06 during peak hours (with E-ZPass) and $31.81 without E-ZPass. These costs include both the Port Authority tolls, which recently increased from $15.38 to $16.06 during peak hours, and the new congestion toll. For commuters already facing high gas prices, insurance costs, and other expenses, these fees add up to a significant monthly burden.

As reported by The New York Post, opposition to congestion pricing has extended beyond protests and public criticism into the legal system. There are currently at least ten pending lawsuits aimed at halting or modifying the congestion toll scheme.

Despite these efforts, a federal judge rejected an emergency request from New Jersey to stop the program on Friday, and the decision was upheld by an appellate panel on Saturday. These rulings dealt a significant blow to opponents of the toll, making it even more challenging to halt the program now that it is operational.

Legal experts cited by The New York Post suggest that once congestion pricing is fully underway, reversing or dismantling the system will become even more difficult. The financial and logistical infrastructure supporting the toll is already in place, and unwinding it would require significant political and legal intervention.

Governor Kathy Hochul has faced intense scrutiny for her handling of the congestion pricing plan. According to The New York Post, Hochul initially paused the program in June after facing backlash from key political allies, including House Minority Leader Hakeem Jeffries (D-NY).

At the time, concerns were raised that the $15 congestion toll could jeopardize Democratic candidates in suburban House districts during the November general election. Hochul’s decision to delay the toll until after the election speaks volumes about the political sensitivity surrounding the issue.

However, after the election cycle concluded, Hochul moved forward with a revised $9 toll plan, bowing to pressure from environmental groups and transit advocates. The toll is scheduled to increase to $12 by 2028 and reach $15 by 2031, according to projections shared by The New York Post.

Critics have accused Hochul of political opportunism, arguing that the delay was less about public concern and more about protecting vulnerable Democratic seats during the midterms.

Manhattan’s congestion pricing toll is the first of its kind in the United States, but similar models have been implemented in cities like London, Stockholm, and Singapore.

As The New York Post report explained, these international examples have shown mixed results. London’s congestion charge has been effective in reducing traffic and funding public transit improvements, but it has also drawn criticism for disproportionately affecting low-income drivers and small businesses.

New York City officials claim they have studied these international models carefully, but skeptics remain unconvinced that the program will deliver the promised benefits without causing unintended economic damage.