(New York, NY - WNYC) In the summery glare of a July morning, transportation advocates drove antique cars to a wooden toll booth they'd set up on the Manhattan side of the Williamsburg Bridge. Among them, in bow tie and straw hat, was former New York City traffic commissioner Sam Schwartz. He eased his roadster to the booth, stopped and pointedly proffered a dime to pay a toll that had been abolished 100 years ago to the day.
They said eliminating the tolls has cost the city $31 billion in inflation-adjusted revenue, part of which could've been used to maintain the Williamsburg Bridge.
"Every one of those steel beams is new," Schwartz said, gesturing toward the bridge, which underwent a top-to-bottom renovation lasting more than a decade and finishing not long ago.
Those new beams on the Williamsburg Bridge replaced old ones that had become so corroded by the 1980s, the city closed the bridge down. At the same time, the Manhattan Bridge was shaky enough that trains were prevented from crossing it. On the Brooklyn Bridge, a cable snapped and killed a tourist.
It was only then that the city paid for repairs to all of the East River Bridges.
Schwartz says if bridge tolls hadn't been discontinued by Mayor William Gaynor in 1911, who thought the dime payment was too much of a burden, the city would have had enough money for bridge maintenance and major infrastructure projects like the Second Avenue subway.
East River Bridge tolls met their most recent defeat in 2009, when then Lt. Governor Richard Ravitch proposed a bailout plan for the financially strapped NY MTA that included East River bridge tolls and a tax on employers in the suburban counties surrounding New York. Ravitch argued that it makes no sense that some East River's crossings collect tolls--like the Midtown Tunnel and the Robert F. Kennedy Bridge (formerly the Triborough Bridge)--while the Queensboro, Willamsburg, Brooklyn, and Manhattan Bridges do not.
But his plan met stiff opposition in the then-Democratically-controlled State Senate. Rather than bailing out the MTA, senators argued that the MTA was too wasteful to justify a bridge toll hike. In the end, the legislature rejected Ravitch's toll proposal, much as it rejected congestion-pricing a year earlier. Elected officials, like Mayor Gaynor a century before them, saw no reason to burden drivers.
Governor Andrew Cuomo has shown little predilection to support additional fees for drivers (check out his remarks against congestion pricing during the campaign) and the Republican State Senate hasn't either. The see as their constituency men like the driver of a dark blue late-model American car, who was in too much of a hurry to give his name as he waited for the light to turn and cross the Williamsburg Bridge to Brooklyn. Through his rolled-down window, he said: "No, no, no, no. No tolls. None. None whatsoever."
He was feet away from the vintage automobiles and advocates demonstrating for a return of the tolls. But on policy, as befits the divide between drivers and transit riders, he was miles apart.