Lots of agencies and organizations have been churning out facts about the past year with congestion pricing in place — it started on January 5, 2005 — and I will regurgitate some of them here. The highlights:

• 23.7 million fewer vehicles have entered the zone south of 60th Street than in 2024.
• Daily entries into the zone are down 12 percent — about 71,000 fewer vehicles per day.
• Commuter trips are down by as much as 21 minutes throughout the region.
• Bus speeds have increased, some routes as much as 25 percent.
• School buses are on time 72 percent of the time, up from 58 percent last year.

All these stats were compiled by Congestion Pricing Now, an advocacy coalition that includes non-profits (Environmental Defense Fund, New York Lawyers for Public Interest, Trust for Public Land, Transportation Alternatives), wonky types (Citizens Budget Commission, Hudson Square BID), developers (Two Trees) and corporations (Lyft, Sam Schwartz Engineering) among many others.

They got their data from the MTA, Bloomberg, the Regional Plan Association and about 10 other sources.

And there’s more. Crossings entering the zone during morning commutes are faster on average:

• Holland Tunnel is 36 percent faster
• Lincoln Tunnel is 10 percent faster
• Queensboro Bridge is 21 percent faster
• Williamsburg Bridge is 23 percent faster

Tribecan Charlie Komanoff had a more nuanced analysis in Vital City, where he noted that revenues are close to what was predicted (not quite $50 million vs. $60 predicted) but a bit off, and that travel speeds have not increased.

“According to MTA figures, monthly revenues minus expenses are struggling to reach $50 million. As for traffic flow, the early euphoria of freer-flowing streets has dissipated. While some rebound in traffic was expected, data culled from Ubers and yellow cabs in motion suggest that travel speeds within the zone today are barely surpassing those from a year earlier.

Nevertheless, transit trips are up, as are broader economic indicators from foot traffic to storefront leasing rates. Bonds secured by the toll revenues are enabling the MTA to install subway station elevators and speed its system-wide overhaul of track signals, promising faster and more-accessible transit which in turn portends further ridership gains and car reductions.”

It’s worth reading his full piece to get a bigger picture.

As for Tribeca, I am still in the honeymoon stage, and the data supports that. As of September, pedestrian fatalities are at historic lows having dropped 15 percent in the zone, matching levels last seen in 2018. And honking and vehicle noise complaints to 311 are down by 45 percent in 2025. Levels of harmful fine particulate matter (PM2.5) are down 22 percent. (Are the blades of my ceiling fan less grody? Hard to tell…)

Plans that were in motion, then paused when congestion pricing was almost cancelled by the Trump administration, are back on track. The MTA has also signed contracts to begin the extension of the Second Avenue Subway, which will serve an additional 110,000 people daily and add three accessible stations to the Q train. (Subway ridership is up 9 percent.)

And more people are going to work within the zone compared to 2024 — there was a 6.7 percent increase in daily workers in Lower Manhattan.

So far, so good.