PAYING MORE TO SIT IN TRAFFIC: NYC Drivers Say Congestion Pricing Has Failed to Ease Gridlock as Tolls Drain Their Wallets
Nearly two years after New York City began charging motorists to enter Manhattan’s congestion pricing zone, drivers say they are still battling the same traffic jams while paying thousands of dollars annually in additional tolls, and newly examined commercial vehicle data raises questions about how much the controversial program has actually improved traffic conditions, the NY Post reports.
An analysis of more than 50,000 commercial vehicle trips found that driving speeds across much of Manhattan’s congestion zone remained largely unchanged during the program’s first year. Some sections experienced slower traffic than before the tolls were introduced, even as the Metropolitan Transportation Authority collected hundreds of millions of dollars from motorists.
The findings stand in contrast to the MTA’s repeated declarations that congestion pricing has substantially reduced traffic and improved travel times. The agency has characterized the program as an “unqualified success,” with MTA Chairman Janno Lieber maintaining that “all of the metrics” demonstrate that motorists are benefiting from shorter trips.
But for drivers who regularly enter Manhattan below 60th Street, the financial burden is considerably easier to measure than any improvement in their daily commutes.
The congestion charge, which began in January 2025, currently costs most passenger vehicles equipped with E-ZPass $9 to enter the designated zone during peak hours. Commercial trucks face considerably higher charges, with larger vehicles paying as much as $21.60 per entry.
For workers whose jobs require them to drive into Manhattan regularly, those charges have become another substantial expense in a city already known for its high cost of living.
“It’s just a money grab,” said Michael, a 55-year-old delivery worker from Queens who spoke to the New York Post while stopping at a Mobil gas station near West 36th Street and Tenth Avenue. “Working people can’t afford it.”
The courier said the program has imposed a considerable financial burden without producing the promised improvement in traffic.
“I’m paying up to four grand, and I’m not getting any benefit,” he said. “Traffic is not flowing.”
Other motorists offered similar accounts, describing commutes that remain lengthy and unpredictable despite the new fees.
Benadon Benmore, a 40-year-old ironworker who lives in Harlem and works in Hell’s Kitchen, said his daily trip home has not become any easier since the tolling system took effect.
“It still takes me two hours to get home,” Benmore said. “I’m gonna get me a real horse.”
Some drivers acknowledged that traffic initially improved after the congestion charge was introduced, but said those benefits have gradually disappeared.
Jhoffre Arevalo, a 40-year-old Uber driver from Flushing, recalled a noticeable reduction in congestion during the program’s early months.
“When congestion pricing started, you’d see the difference. Traffic went down a lot,” Arevalo said. “But now it comes back to normal. I think I see more traffic now.”
The conflicting assessments have become a central issue in the debate over whether congestion pricing is delivering on the promises made by Gov. Kathy Hochul and transportation officials.
The MTA has reported that the program reduced the number of vehicles entering the congestion zone by approximately 11% during 2025, a figure the agency has cited as evidence that the toll is successfully discouraging unnecessary driving into Manhattan.
However, vehicle counts collected by the Port Authority at the Holland and Lincoln tunnels, two major routes into the affected area, indicated a smaller reduction of approximately 4.5% in 2025 compared with 2024.
The two measurements cover different sets of vehicles and entry points, meaning they are not directly interchangeable. Nevertheless, the discrepancy has contributed to questions about the extent of the program’s impact on actual driving conditions.
A separate analysis by Geotab, a company that provides vehicle tracking and fleet management technology, examined commercial driving patterns before and after congestion pricing began.
Using GPS information from more than 50,000 truck and van trips within the tolling zone, researchers compared traffic speeds during the daytime hours of 8 a.m. to 6 p.m. in 2024 and 2025.
The results indicated that traffic speeds improved along only 37% of the roadway mileage examined.
Another 46% showed no statistically significant change, while approximately 16% experienced slower vehicle speeds after the congestion charge was implemented.
The findings suggest that reductions in the number of vehicles entering Manhattan have not translated into faster travel across every part of the congestion zone.
The Geotab analysis focused on tracked commercial vehicles rather than all traffic, however, and does not by itself establish the program’s overall effect on every category of motorist.
Commercial vehicles may also respond differently to congestion pricing because of the way their tolls are assessed.
Unlike passenger cars, which generally pay the congestion charge only once per day, trucks are charged each time they enter the zone.
That distinction can create an incentive for commercial drivers to remain within the affected area rather than leave and return later for additional deliveries or assignments.
Geotab’s findings indicated that commercial vehicles were making more stops and spending more time idling after the tolling system began.
The company’s tracking software considers a trip completed when a vehicle’s engine is turned off or when it remains stationary for more than 3.3 minutes.
Using that definition, the data showed that tracked trucks and vans averaged approximately 4.6 trips or stops per day in 2025, compared with four in 2024.
Researchers concluded that the increase in vehicle activity contributed to higher emissions from the commercial fleet being monitored.
The findings raise additional questions about the environmental benefits of congestion pricing, another major argument advanced by supporters of the program.
Hochul has repeatedly credited the tolling system with producing “cleaner air” in Manhattan.
But an August report from the New York City Health Department found that measured air pollution within the congestion zone was not significantly different from the levels expected in the absence of the program.
That finding does not necessarily establish that congestion pricing has had no environmental effect. Changes in air quality can be influenced by weather, regional pollution and other factors, while benefits may take longer to become detectable in some measurements.
Nevertheless, the report has provided critics with additional grounds to challenge the administration’s claims about the program’s environmental accomplishments.
Meanwhile, the financial results have been substantial.
According to MTA board documents, congestion pricing generated more than $700 million in revenue during 2025, its first year of operation.
Through September 2026, the tolling program had collected an additional $548 million.
The money is intended to support the MTA’s capital improvement program, including investments in subway, bus and commuter rail infrastructure.
Transportation officials argue that the revenue is essential for modernizing the region’s public transit network and reducing the need for residents and commuters to rely on private vehicles.
The agency has also begun displaying signs at construction projects informing the public that improvements were “made possible by congestion pricing.”
For motorists already frustrated by the cost of entering Manhattan, those signs have become another reminder of the money they are required to pay.
The annual expense can be considerable even for drivers of ordinary passenger vehicles.
A motorist who enters the zone during peak hours five days a week and pays the standard $9 E-ZPass charge spends $45 weekly.
Over 50 working weeks, that amounts to approximately $2,250 annually in congestion charges alone, not including bridge and tunnel tolls, parking, fuel, insurance or vehicle maintenance.
The financial burden is substantially greater for commercial drivers.
A large truck paying $21.60 per entry would incur $108 in congestion charges over a five-day workweek, equivalent to approximately $5,400 over 50 weeks.
If that truck must enter the zone twice each workday, its annual congestion charges could reach $10,800.
For small businesses, independent contractors, delivery operators and tradespeople who depend on vehicles to transport equipment and merchandise, those expenses can be difficult to absorb.
Some companies may pass the additional costs along to customers, while others must account for the tolls as another operating expense.
The controversy is likely to intensify because the current $9 passenger vehicle charge is only the first stage of the program’s planned pricing schedule.
Under the existing timetable, the standard peak-hour toll is scheduled to increase to $12 in 2028 and $15 in 2031.
That would represent a 66.7% increase from the current rate by the beginning of the next decade.
A driver entering the zone five days a week at the eventual $15 rate would pay $75 weekly, or approximately $3,750 over 50 working weeks.
The planned increases have fueled opposition among motorists who believe they are being asked to shoulder an ever-growing financial burden without receiving corresponding improvements in road conditions.
The debate has also become a prominent political issue in New York, with opponents accusing Hochul of imposing an unfair additional cost on working families and commuters.
Supporters maintain that congestion pricing is designed to reduce vehicle traffic, improve public transportation and provide a reliable source of funding for long-delayed transit improvements.
They also point to the MTA’s reported reduction in vehicle entries as evidence that the program is influencing driving behavior, even if traffic conditions have not improved uniformly across Manhattan.
Critics counter that fewer vehicle entries do not necessarily mean that the remaining motorists are experiencing substantially faster trips, particularly when construction, commercial deliveries, double parking and other sources of congestion continue to affect traffic flow.
The Geotab findings have added a new dimension to that argument by showing that, at least among the commercial vehicles studied, large portions of the zone experienced little measurable improvement in travel speeds.
For drivers who must enter Manhattan regardless of the toll, the question is whether the additional expense is producing a meaningful benefit.
With toll collections continuing and further rate increases already scheduled, that question is becoming increasingly consequential for workers and businesses that depend on the city’s roads.
And for Michael, the Queens courier who says he is spending thousands of dollars on the program while continuing to struggle through Manhattan traffic, the conclusion is straightforward.
“The tolls are eating us alive,” Michael said.
{Matzav.com}
