Enemies and fans of congestion pricing sound out at the latest public hearing

On Monday, hundreds of people weighed in on the final day to weigh in on one of New York City’s most sweeping — and controversial — transportation projects in decades.

Transit officials held the public hearing to hear feedback on the nation’s first congestion pricing plan, which officials hope will reduce traffic in one of the world’s busiest commercial districts and raise money for public transit. The plan, expected to take effect as early as this spring, would charge most motorists a $15 toll for entering much of Manhattan below 60th Street.

Transit leaders have reminded opponents that the latest public comment hearings were about potentially refining the details of the congestion pricing program, not discussing its merits. But that didn’t stop some people from voicing their passionate disapproval.

Critics raised familiar concerns during Monday morning’s meeting at the Metropolitan Transportation Authority headquarters. They said the toll plan would place a financial burden on taxi drivers; commuters living in areas with limited public transportation options would be forced to take circuitous public transportation routes into Manhattan to avoid the tolls; and several neighborhoods, including the Bronx, Manhattan and New Jersey, would be flooded with new traffic as motorists tried to avoid the fee. (Taxis and rideshares will not be charged the daily rate, but an additional $1.25 will be added to taxi fares and $2.50 for rideshares.)

Gov. Philip D. Murphy of New Jersey reiterated from a distance his opposition to congestion pricing, which he said is “frankly not about congestion or the environment, but a means to solve the deficit at the Metropolitan Transportation Authority.” The $15 toll would be “debilitating” for New Jersey commuters, he added, and would shift pollution from Manhattan to parts of New Jersey.

But advocates argued that congestion pricing would make Manhattan’s streets safer, cleaner and less overwhelmed by traffic jams.

Transit officials are urged to ignore this “small but vocal opposition and frivolous lawsuits,” Sarah Lind, co-executive director of the nonprofit Open Plans, said revenue from congestion pricing would be used to improve the quality of life for New Yorkers by upgrading the subway system and increasing speed increase. bus routes and widening cycle paths and sidewalks.

“As congestion decreases, we have the opportunity to reclaim space for people,” she said.

The MTA will review public comments and consider whether or not to make any updates the current plan.

The agency hopes to collect about $1 billion annually in tolls, which would help fund improvements to the transportation system’s infrastructure.

After the public comment period, MTA board members will take a final vote on the plan. The program also faces lawsuits, including lawsuits from the United Federation of Teachers and New Jersey lawmakers.

During the hearing, Jim Tedesco, the chief administrator of Bergen County, NJ, said who sued the MTA in Januarycalled congestion pricing an “embarrassing money grab” and said: “You should all be ashamed of yourselves.”

Mr. Tedesco also warned about pollution and diverting traffic to North Jersey. Similar concerns have been raised by New York City residents who live along routes that could serve as a way to bypass the congestion zone.

While supporters often cite faster emergency response times as a key argument in favor of congestion pricing, Oren Barzilay, the president of a local union representing firefighters and emergency medical responders, said the toll plan would “bring financial ruin” to many emergency responders who depend on them for their jobs of personal vehicles.

“Ambulances will remain idle,” he said, as emergency responders are forced to relocate or change careers because of the financial burden of the new tolls.

But not all care providers agree with this. Daniel Taino, a firefighter who lives on the Lower East Side, said he lived in Manhattan during the pandemic when there was much less traffic.

“I saw what our streets could look like with less vehicle congestion,” he said, noting several improvements including an easier biking experience, faster bus rides and better air quality.

Wendy Brawer moved to New York City in 1986, she said, inspired by the city’s extensive public transportation system. But in the years that followed, she said, she was disappointed with how car-centric Manhattan had become.

“They almost seem like sacred beasts, and we hardly notice how they kill and maim pedestrians and cyclists,” she said.