TOLL TROUBLE AHEAD: Blakeman Warns Hochul Reelection Could Bring Congestion Pricing to Neighborhoods Across New York
Republican gubernatorial candidate Bruce Blakeman is warning that New York’s controversial congestion pricing program could eventually spread far beyond Manhattan if Gov. Kathy Hochul wins another term, accusing the Democratic incumbent of preparing to impose additional financial burdens on residents already struggling with the state’s high cost of living.
Speaking Tuesday on Fifth Avenue in Manhattan, the Nassau County executive pledged to eliminate the existing congestion toll if he defeats Hochul in the November 3 gubernatorial election. He argued that the current Manhattan tolling system could serve as a model for similar charges in neighborhoods and communities throughout New York State.
Blakeman said the possibility of expanded congestion charges should concern motorists regardless of where they live, pointing to major cities across the state as well as heavily traveled roads in the outer boroughs of New York City.
“Doesn’t matter whether it’s New York City, Buffalo, Rochester, Syracuse, Albany, Binghamton or any town in between,” Blakeman claimed while speaking on Fifth Avenue in Manhattan Tuesday.
“If you live in Brooklyn, Flatbush Avenue. If you live in Queens, Queens Boulevard, Northern Boulevard. If you live in the Bronx, Tremont Avenue. Staten Island, the Staten Island Expressway — congestion pricing will come to you if Kathy Hochul is reelected,” he told The Post. “I will stop that as governor.
His remarks amounted to a campaign warning rather than evidence of an announced Hochul administration proposal to establish congestion pricing in those additional locations. Nevertheless, Blakeman maintained that the governor’s approach to transportation funding and taxation made further tolling initiatives a legitimate concern for voters.
Blakeman also directed criticism at New York City Mayor Zohran Mamdani, arguing that Democratic leaders have increasingly turned to new charges and taxes rather than controlling government expenditures.
“That’s a way for them to raise more money because they don’t know how to run a large organization,” he said of Hochul and city Mayor Zohran Mamdani while calling congestion pricing “nothing more than a tax on the middle class.”
The Republican candidate tied his opposition to congestion pricing to a broader argument about New York’s spending levels, contrasting the state’s budget with Florida’s despite Florida having a substantially larger population.
“Our budget in the state of New York is twice the size of the State of Florida and there’s 4 million more people in Florida,” Blakeman said, echoing a September Citizens Budget Commission report that found New Yorkers paid the highest tax burden per-person in the entire country.
“We don’t have a revenue problem in New York state, we’ve got a spending problem,” he said.
The September findings added another dimension to the campaign debate over affordability, with New York’s comparatively heavy tax burden and substantial public expenditures becoming central issues in the contest between Blakeman and Hochul.
Blakeman delivered his remarks near the intersection of Fifth Avenue and East 62nd Street, where congestion pricing enforcement equipment monitors vehicles entering Manhattan’s designated tolling zone. The location provided a backdrop for his criticism, with vehicles filling the surrounding streets during his appearance.
The program, which began operating in January 2025, generally charges passenger vehicles $9 during peak periods to enter Manhattan’s central business district south of 60th Street. The toll varies according to vehicle category, time of day and applicable discounts or credits.
Pointing to the traffic around him, Blakeman questioned whether the program had delivered on its central promise of reducing congestion.
“You can look here. I don’t think it’s reduced traffic at all,” he said. “I think that what you’re seeing here is traffic congestion.”
Although the candidate cited the crowded streets as evidence against the program, conditions at a single intersection do not necessarily establish whether congestion pricing has reduced traffic across the entire tolling district. Supporters of the initiative have argued that its effectiveness should be evaluated through broader traffic measurements rather than individual observations.
Opposition to the toll has become a defining feature of Blakeman’s gubernatorial campaign, alongside his criticism of Hochul’s handling of affordability, taxation and public transportation. He has repeatedly portrayed congestion pricing as an additional expense imposed on working families and commuters who already face substantial transportation costs.
The program’s political history has also become an issue in the race. Hochul unexpectedly suspended its planned implementation in June 2024, ahead of that year’s elections, amid concerns that the toll could provoke a backlash against Democratic candidates.
Following the election, Hochul announced that the initiative would move forward at a reduced initial rate. The tolling system subsequently took effect in January 2025, establishing the country’s first congestion pricing zone of its kind.
President Trump later sought to terminate the program through his administration, challenging the federal approval that had allowed the tolling system to proceed. The effort became the subject of litigation, with a federal judge ruling against the administration’s attempt to withdraw the authorization unilaterally.
Blakeman’s election could potentially change the political dynamics surrounding the program. As governor, he would control the state’s executive branch and could pursue negotiations with the federal government over its future, particularly with Trump remaining in the White House.
However, terminating congestion pricing would involve legal and administrative considerations beyond a simple gubernatorial directive, including the program’s federal approvals and the obligations associated with its financing.
Blakeman insisted that removing the toll would not mean abandoning efforts to address Manhattan’s traffic problems. Instead, he proposed encouraging more commuters to use mass transit by improving safety, cleanliness and staffing throughout the transportation system.
He also pointed to fare evasion as a major financial problem for the Metropolitan Transportation Authority. A watchdog analysis estimated that fare and toll evasion cost the transit agency more than $1 billion in 2024, a loss Blakeman suggested could be addressed through stronger enforcement.
“The way to reduce traffic congestion is to make cleaner and safer train stations and subway stations, cleaner buses,” Blakeman said. “Put more conductors on our trains and subways. Put more police officers and our subway stations. That will get riders back.”
His proposed approach reflects his argument that public transportation would attract additional riders if commuters felt more secure and comfortable using it, reducing reliance on private vehicles without imposing new tolls on motorists.
Hochul’s campaign rejected Blakeman’s criticism and defended the governor’s transportation policies, accusing the Republican of aligning himself with Trump rather than supporting investments in New York’s transit infrastructure.
“In Bruce Blakeman and Donald Trump’s version of New York, it’s more expensive and impossible to get anywhere, gas prices are at record highs, and the LIRR gets defunded when you try to get around Blakeman’s own county,” a Hochul spokesperson said.
“While Governor Hochul is making our subways safer, investing billions into public safety, and funding public transit that helps New Yorkers get to work, get their kids to school, and get home, Bruce Blakeman is once again taking Trump’s side instead of standing up for New York.”
The competing arguments highlight a fundamental disagreement over how New York should finance and improve its transportation network. Blakeman wants to eliminate congestion tolls while focusing on transit security and government spending, whereas Hochul has defended the existing program as part of a broader strategy to support public transportation and address traffic congestion.
Additional reporting Tuesday indicated that Blakeman has discussed several possible approaches to dismantling the tolling system, including pursuing legislation, issuing an executive order or directing the MTA to discontinue collections. He has argued that a governor should be able to exercise sufficient authority over the transit agency to bring the program to an end, although the legality and practicality of those options remain open questions.
A particularly significant obstacle involves the MTA’s financing arrangements. Congestion pricing revenue is intended to support approximately $15 billion in transit capital improvements, and abruptly ending collections could jeopardize bonds backed by the anticipated toll income. That raises the possibility of additional financial and legal complications if a future administration attempts to shut down the program.
The Trump administration’s legal challenge also remains relevant. In March, U.S. District Judge Lewis Liman ruled that the federal government had acted unlawfully in attempting to withdraw approval for congestion pricing. The administration appealed that decision in May, leaving the broader dispute over federal authority unresolved.
Meanwhile, state transportation officials have reported that congestion pricing has produced measurable reductions in vehicle traffic entering Manhattan. According to figures released earlier this year, approximately 27 million fewer vehicles entered the designated zone during the program’s first year, while toll collections generated more than $550 million. Those figures stand in contrast to Blakeman’s assessment of the traffic he observed Tuesday.
In a separate development Tuesday, Blakeman’s campaign also released an advertisement warning that Hochul and Mamdani could pursue billions of dollars in additional taxes after the election. Hochul has disputed the Republican’s broader claims about her tax agenda and stated during an October 14 debate that she would not raise state income taxes.
