STATEN ISLAND, N.Y. -- While split tolling is now permitted on the Verrazzano-Narrows Bridge, the MTA still has a long way to go before the span’s toll is split in half and charged in each direction.

In December, President Donald Trump signed a $1.4 trillion spending package that included a repeal of the split-tolling ban on the Verrazzano-Narrows Bridge, including language to potentially split the span’s $19, one-way toll into two, $9.50 split-tolls.

Prior to the signing, the Verrazzano-Narrows Bridge was the nation’s only bridge where tolling was controlled by federal mandate, a Transportation, Housing and Urban Development (THUD) bill put in place over 30 years ago and co-sponsored by former Congressman Guy V. Molinari to address growing congestion surrounding the span’s tollbooths.

Though split tolling is no longer banned on the Verrazzano-Narrows Bridge, the MTA will still need to seek board approval and likely have to install additional tolling infrastructure before the change can be implemented.

“We must follow a process that includes, but is not limited to, seeking MTA board approval for implementation, as well as structural changes to the facility. We are in the early stages of this process," said MTA spokeswoman Meredith Daniels.

The agency did not respond to an inquiry as to when the MTA board is expected to begin discussing the implementation of split tolling on the Verrazzano-Narrows Bridge, which was not discussed at January’s board meeting earlier this month.

TRAFFIC ANALYSIS

Split tolling is expected to correct the daily directional vehicle imbalance on the Verrazzano-Narrows Bridge, decreasing eastbound traffic while increasing westbound traffic, with drivers no longer incentivized to only use the span in the uncharged direction.

WSP, a global consulting firm, analyzed the potential traffic and revenue impacts of reinstating split tolling on the Verrazzano-Narrows Bridge.

A preliminary draft of the report, submitted to the MTA in August 2018, was provided by Rep. Max Rose (D-Staten Island/Brooklyn), who has spearheaded the efforts to re-establish split tolling on the Verrazzano-Narrows Bridge.

IMPACT ON BRIDGE

Under the current tolling system, the Verrazzano-Narrows Bridge handles approximately 112,000 eastbound and 105,000 westbound vehicles per weekday, a difference of about 7,000 vehicles.

According to the report, the implementation of split tolling would help correct this daily imbalance.

“Traffic diversions between the key crossings may occur because reducing the VNB westbound toll by 50 percent would be a toll-based incentive to utilize the westbound VNB and I-278 corridor, while adding the equivalent toll to the eastbound direction would be a disincentive to use the eastbound VNB and I-278 corridor,” according to the report.

With split tolling implemented, the report estimates a reduction of 4,325 eastbound vehicles per day on the Verrazzano-Narrows Bridge, with 4,361 additional westbound vehicles per day, a net increase of 36 vehicles per day.

Of the 4,325 less eastbound vehicles per day, 254 of them are expected to be medium or heavy trucks. Of the 4,361 additional westbound vehicles per day, 489 of them are expected to be medium or heavy trucks.

However, the changes in total traffic volume are not expected to significantly impact rush hour traffic.

“The highest changes in traffic volumes would occur during the off-peak periods when congestion is lower and when the VNB operates more like a regional bridge and less like a local bridge, as it does during the AM and PM peak periods,” according to the report.

Of the eastbound diversions, 12% are expected during the p.m. peak period, 13% are expected during the a.m peak period, 24% are expected during the midday period and 51% are expected during the late night and early morning period.

Of the westbound diversions, 13% are expected during the p.m. peak period, 18% are expected during the a.m. peak period, 33% are expected during the midday period and 36% are expected during the late night and early morning period.

“Diversions are less likely to happen during the AM and PM peak periods in part because the VNB primarily serves as a local bridge between Brooklyn and Staten Island, and because congestion along alternate routes is greater during these periods, resulting in lower anticipated diversions,” the report continues.

However, Sam Schwartz, a local transportation expert, reviewed the preliminary report provided by WSP, and said he is skeptical of the idea that the diversions would have such a minimal impact on peak travel periods.

“While more motorists may be more likely to travel longer distances and save on tolls when traffic congestion is lower, the diversions projected in the report seem too highly skewed away from the peak periods," he said. "We would like to hear a more in-depth explanation of their key statement that ‘diversions are less likely to happen during the AM and PM peak periods in part … because congestion along alternate routes is greater during these periods, resulting in lower anticipated diversions.’”

STATEN ISLAND EXPRESSWAY

The Staten Island Expressway would see relatively small increases in westbound traffic and decreases in eastbound traffic, with the highest changes in traffic volume occurring during off-peak periods.

According to the report, the changes in traffic volume would have a minimal effect on travel speeds.

“Speeds may increase eastbound or decrease westbound up to about 0.1 mph during any hour of the day, with most hours experiencing no change in speed,” the report states.

However, if occurring at the right time, this slight increase could marginally improve traffic flow during the morning commute, the report claims.

“Currently, during the AM peak hour, the SIE is heavily congested and operates at a very low level of service. A relatively small decrease in traffic volumes during the AM peak hour may result in better traffic flow and thus better travel speeds,” according to the report.

MTA REVENUE

The MTA is expected to net an additional $12.3 million in annual revenue as a result of the switch to split tolling, according to the report.

In his review, Schwartz noted that this $12.3 million in annual revenue can be used to generate much more in capital funding.

“A $12.3M increase in revenue for the MTA is significant, as toll money can be bonded for capital projects at a factor of 15 times," he said. "This means that $12.3M could generate $184.5M for capital projects.”