Latest news with #VPPP
Yahoo
25-04-2025
- Business
- Yahoo
Fed attorneys admit case for ending NYC congestion pricing has legal holes, Trump DOT memo says
NEW YORK — Federal attorneys admitted the Trump Transportation Department's legal theories for shutting down New York's congestion toll don't hold much water in a mysteriously filed memo that popped up on the docket of the MTA's suit against the administration Wednesday night. Formally listed as a letter from lead attorney for the government Dominika Tarczynska to Judge Lewis Liman — who is overseeing the case in Manhattan federal court — introducing a document into evidence, what the feds posted instead was an 11-page internal memo to the Department of Transportation, dated April 11, explaining gaping holes in their case and legal strategy. 'There is considerable litigation risk in defending (U.S. DOT Secretary Sean Duffy's) February 19, 2025 decision (to attempt to revoke congestion pricing authorization) against (the MTA's) claims … that the decision was contrary to law, pretextual, procedurally arbitrary and capricious, and violated due process,' wrote three of the assistant U.S. Attorneys tasked with doing just that. '… it is unlikely that Judge Liman or further courts of review will accept the argument that (congestion pricing) was not a statutorily authorized 'value pricing' pilot under (the relevant law),' the memo continues. Signed by Tarczynska as well as assistant U.S. attorneys David Farber and Christine Poscablo, the memo goes on to suggest that the feds 'may, however, be able to properly terminate' congestion pricing by proposing to do so 'as a matter of changed agency priorities rather than arguing (that congestion pricing) was not statutorily authorized in the first instance.' For nearly three months, Duffy has argued — in a series of strongly worded letters and angry tweets — that he can summarily revoke an authorization given by the Biden administration that allowed New York State to toll drivers entering Midtown or lower Manhattan on federally funded roads, and use the revenues to fund MTA transit projects. The argument has become one of the most prominent flash points in the Trump regime's efforts to bigfoot state authorities. But the memo released Wednesday shows that even the federal attorneys have deep doubts about whether they can convince a judge to end the toll. In declaring the death of congestion pricing, Duffy has specifically claimed that New York' congestion toll is illegal in part because there is no un-tolled route to get into the city's congestion zone. But that argument doesn't hold up, the attorneys wrote, providing at least two instances in which the so-called 'VPPP' — the Bush-era law that allows congestion pricing — has been authorized elsewhere in the country without a toll-free alternative. '(W)e have not identified a provision that requires there to be a non-Interstate route to a particular location, or a requirement that that route not be tolled,' they added. Duffy has also argued that the toll is illegal because it is designed fund a list of MTA projects rather than strictly to reduce congestion. Again, the attorneys wrote, there are 'impediments to this argument being successful.' 'As a legal matter, there is nothing in the statute that prohibits a VPPP program from having a two-fold goal, limits how tolls are to be set, or sets forth the amount of congestion reduction that is to be achieved,' the attorneys said, adding that multiple studies signed off on by the feds had indeed found the toll reduces congestion. Instead of relying on Duffy's arguments, the attorneys proposed attempting to terminate the toll by declaring that it 'no longer effectuates the … agency priorities' of the U.S. DOT, which they say might protect against the MTA's claims 'that they were not provided due process or that the termination (of the toll) was procedurally arbitrary and capricious.' But that's not a sure thing, the lawyers wrote, suggesting Duffy bolster the strategy by explaining in future public statements that his agency 'has decided to change the types of VPPP projects it decides to prioritize or exclude.' Indeed, in Duffy's most recent threat to defund New York City should the toll remain in effect, the secretary seems to have taken heed of some of the memo's recommendations. As previously reported by the Daily News, Duffy last week set his third in a line of seemingly toothless deadlines for New York to end the toll. In his letter to Gov. Kathy Hochul announcing the deadline, Duffy acknowledged that the relevant federal law allows tolls 'to be used for transit projects,' but said 'it is unconscionable as a matter of policy that highway users are being forced to bail out the MTA transit system.' In a statement shared by Halee Dobbins, a spokeswoman for the federal Transportation Department, officials there accused the lawyers of an intentional leak. 'Are SDNY lawyers on this case incompetent or was this their attempt to RESIST?' read a caps-locked statement shared with The News. 'At the very least, it's legal malpractice. It's sad to see a premier legal organization continue to fall into such disgrace.' But Nicholas Biase, the spokesman for the Manhattan federal prosecutor's office which is representing the DOT, told The News Thursday that the filing had been made in error. 'Unfortunately, an attorney-client privileged document was erroneously filed on the public docket last night,' Biase said. 'This was a completely honest error and was not intentional in any way.' 'Upon realizing the error, we immediately took steps to have the document removed,' he continued. 'We look forward to continuing to vigorously advocate in the best interest of our clients, the DOT and FHWA, in this matter.' The memo comes as the SDNY, known for bringing major white-collar crime and terrorism cases, has seen a leadership crisis in recent months following Trump's second return to power — cycling through five U.S. attorneys since December. Weeks after Trump was elected, Manhattan U.S. Attorney Damian Williams, who aggressively pursued public corruption during his tenure, stepped down. Trump replaced Williams' successor, Edward Kim, during his first day in office with Danielle Sassoon, who quit just two weeks later rather than obeying an order from the president's new second-in-command at the Justice Department to drop the corruption case against Mayor Adams. Sassoon was replaced by her deputy, Matthew Podolosky. Last week, Democratic Sen. Chuck Schumer said he would seek to block the nomination of Trump's pick for the prestigious role, former Securities and Exchange Commission chief Jay Clayton. On Tuesday, Trump found a workaround by placing Clayton in the job in an interim capacity. Among his first tasks in that capacity, Clayton signed off on a request Thursday that the memo be sealed and removed from the docket. The memo had been temporarily removed from the docket Thursday evening by Liman's order, with access restricted to only the judge and the DOT's attorneys. Liman indicated he will likely rule on the fed's motion to seal the memo next month. _____
Yahoo
25-04-2025
- Business
- Yahoo
Fed attorneys admit case for ending NYC congestion pricing has legal holes, Trump DOT memo says
NEW YORK — Federal attorneys admitted the Trump Transportation Department's legal theories for shutting down New York's congestion toll don't hold much water in a mysteriously filed memo that popped up on the docket of the MTA's suit against the administration Wednesday night. Formally listed as a letter from lead attorney for the government Dominika Tarczynska to Judge Lewis Liman — who is overseeing the case in Manhattan federal court — introducing a document into evidence, what the feds posted instead was an 11-page internal memo to the Department of Transportation, dated April 11, explaining gaping holes in their case and legal strategy. 'There is considerable litigation risk in defending (U.S. DOT Secretary Sean Duffy's) February 19, 2025 decision (to attempt to revoke congestion pricing authorization) against (the MTA's) claims … that the decision was contrary to law, pretextual, procedurally arbitrary and capricious, and violated due process,' wrote three of the assistant U.S. Attorneys tasked with doing just that. '… it is unlikely that Judge Liman or further courts of review will accept the argument that (congestion pricing) was not a statutorily authorized 'value pricing' pilot under (the relevant law),' the memo continues. Signed by Tarczynska as well as assistant U.S. attorneys David Farber and Christine Poscablo, the memo goes on to suggest that the feds 'may, however, be able to properly terminate' congestion pricing by proposing to do so 'as a matter of changed agency priorities rather than arguing (that congestion pricing) was not statutorily authorized in the first instance.' For nearly three months, Duffy has argued — in a series of strongly worded letters and angry tweets — that he can summarily revoke an authorization given by the Biden administration that allowed New York State to toll drivers entering Midtown or lower Manhattan on federally funded roads, and use the revenues to fund MTA transit projects. The argument has become one of the most prominent flash points in the Trump regime's efforts to bigfoot state authorities. But the memo released Wednesday shows that even the federal attorneys have deep doubts about whether they can convince a judge to end the toll. In declaring the death of congestion pricing, Duffy has specifically claimed that New York' congestion toll is illegal in part because there is no un-tolled route to get into the city's congestion zone. But that argument doesn't hold up, the attorneys wrote, providing at least two instances in which the so-called 'VPPP' — the Bush-era law that allows congestion pricing — has been authorized elsewhere in the country without a toll-free alternative. '(W)e have not identified a provision that requires there to be a non-Interstate route to a particular location, or a requirement that that route not be tolled,' they added. Duffy has also argued that the toll is illegal because it is designed fund a list of MTA projects rather than strictly to reduce congestion. Again, the attorneys wrote, there are 'impediments to this argument being successful.' 'As a legal matter, there is nothing in the statute that prohibits a VPPP program from having a two-fold goal, limits how tolls are to be set, or sets forth the amount of congestion reduction that is to be achieved,' the attorneys said, adding that multiple studies signed off on by the feds had indeed found the toll reduces congestion. Instead of relying on Duffy's arguments, the attorneys proposed attempting to terminate the toll by declaring that it 'no longer effectuates the … agency priorities' of the U.S. DOT, which they say might protect against the MTA's claims 'that they were not provided due process or that the termination (of the toll) was procedurally arbitrary and capricious.' But that's not a sure thing, the lawyers wrote, suggesting Duffy bolster the strategy by explaining in future public statements that his agency 'has decided to change the types of VPPP projects it decides to prioritize or exclude.' Indeed, in Duffy's most recent threat to defund New York City should the toll remain in effect, the secretary seems to have taken heed of some of the memo's recommendations. As previously reported by the Daily News, Duffy last week set his third in a line of seemingly toothless deadlines for New York to end the toll. In his letter to Gov. Kathy Hochul announcing the deadline, Duffy acknowledged that the relevant federal law allows tolls 'to be used for transit projects,' but said 'it is unconscionable as a matter of policy that highway users are being forced to bail out the MTA transit system.' In a statement shared by Halee Dobbins, a spokeswoman for the federal Transportation Department, officials there accused the lawyers of an intentional leak. 'Are SDNY lawyers on this case incompetent or was this their attempt to RESIST?' read a caps-locked statement shared with The News. 'At the very least, it's legal malpractice. It's sad to see a premier legal organization continue to fall into such disgrace.' But Nicholas Biase, the spokesman for the Manhattan federal prosecutor's office which is representing the DOT, told The News Thursday that the filing had been made in error. 'Unfortunately, an attorney-client privileged document was erroneously filed on the public docket last night,' Biase said. 'This was a completely honest error and was not intentional in any way.' 'Upon realizing the error, we immediately took steps to have the document removed,' he continued. 'We look forward to continuing to vigorously advocate in the best interest of our clients, the DOT and FHWA, in this matter.' The memo comes as the SDNY, known for bringing major white-collar crime and terrorism cases, has seen a leadership crisis in recent months following Trump's second return to power — cycling through five U.S. attorneys since December. Weeks after Trump was elected, Manhattan U.S. Attorney Damian Williams, who aggressively pursued public corruption during his tenure, stepped down. Trump replaced Williams' successor, Edward Kim, during his first day in office with Danielle Sassoon, who quit just two weeks later rather than obeying an order from the president's new second-in-command at the Justice Department to drop the corruption case against Mayor Adams. Sassoon was replaced by her deputy, Matthew Podolosky. Last week, Democratic Sen. Chuck Schumer said he would seek to block the nomination of Trump's pick for the prestigious role, former Securities and Exchange Commission chief Jay Clayton. On Tuesday, Trump found a workaround by placing Clayton in the job in an interim capacity. Among his first tasks in that capacity, Clayton signed off on a request Thursday that the memo be sealed and removed from the docket. The memo had been temporarily removed from the docket Thursday evening by Liman's order, with access restricted to only the judge and the DOT's attorneys. Liman indicated he will likely rule on the fed's motion to seal the memo next month. _____
Yahoo
19-02-2025
- Business
- Yahoo
Trump Kills New York's Flawed Congestion Pricing Program
It's gone again. On Wednesday, the Trump administration withdrew federal authorization for New York's short-lived congestion pricing program that tolls drivers entering a cordon covering lower Manhattan. In a letter to New York Gov. Kathy Hochul, U.S. Department of Transportation Secretary Sean Duffy said that New York's congestion-priced cordon did not qualify for an exemption to the general federal prohibition on tolling interstates because it did not provide drivers a toll-free option and because its primary purpose was funding transit, not reducing congestion. "New York State's congestion pricing plan is a slap in the face to working class Americans and small business owners," Duffy told the New York Post, which first reported on his letter. President Donald Trump gloated about the policy's demise on Truth Social. In her own statement, Hochul—who had issued her own shock suspension of congestion pricing in June 2024, only to revive the program shortly after the November 2024 elections—promised to sue over the cancellation. MTA, the state agency that runs New York City's subways and would receive the congestion toll revenue, has already sued the Trump administration. Thus continues the long, troubled, clownish saga of congestion pricing implementation in New York City. The "cordon pricing program" was first authorized by the New York Legislature back in 2019, with the twin goals of raising money for New York City–area rail transit and reducing traffic in the badly congested areas of lower Manhattan. The initial plan was to begin charging drivers tolls in 2021, but the program's implantation was delayed by numerous practical and political hurdles. Because New York would be tolling federally funded interstates, the federal government would need to grant an exemption to the federal government's general ban on tolling interstates. The path for doing this involved New York's acceptance into DOT's Value Pricing Pilot Program (VPPP), which allows for a limited number of states to experiment with congestion pricing programs on federal interstates. Before the federal government could admit New York to the VPPP, the National Environmental Policy Act (NEPA) required it to produce an environmental study of New York's congestion pricing program. A NEPA review is no small order and involved the federal highway officials producing a near-1,000-page report (not counting the multiple appendices) and collecting 28,000 pages of public comments. It wasn't until June 2023 that the federal government finalized its environmental findings. The finalized report merely kicked off endless rounds of litigation from congestion pricing critics. New Jersey, teachers unions, and more, all sued the federal government for allegedly failing to do a thorough-enough environmental analysis of the project. Nevertheless, New York barreled ahead with implementation. It installed tolling cameras and formulated actual toll rates—which were initially going to be $15 for the average driver. Then in June 2024, just a few days before tolls were supposed to go into effect, Hochul made the shock move of suspending the final implementation of congestion pricing. The program had first been approved when "crime was at record lows, and tourism was at record highs," the governor said at the time, arguing that the sudden implementation of congestion pricing carried the risk of too many unintended consequences. Soon enough, however, Hochul had a change of heart, and by November 2024, plans were in the works again to start tolling drivers a $9 toll to enter lower Manhattan come January 2025. Even under the higher $15 tolls, academics were predicting a muted effect of the program on traffic congestion. In a November 2024 paper, Stanford University's Michael Ostrovsky and the University of Chicago's Frank Yang argued that New York's policy of charging taxi cabs and for-hire vehicles like Uber and Lyft (which make up a significant share of Manhattan traffic) much lower tolls to enter the congestion zone would mute the impact on congestion. Similarly, Ostrovsky and Yang also say New York's plan to charge full tolls between 5 a.m. and 9 p.m. on weekdays and charge steeply discounted tolls outside that time period. Delivery drivers (another major source of traffic) could avoid the full tolls by entering the congestion zone early in the morning and staying in the zone during peak hours. Preliminary data on the first month of congestion pricing bore out those predictions. A congestion tracker supervised by Brown University professor Emily Oster found that in the first month of congestion pricing in Manhattan, congestion on bridges and tunnels leading into Manhattan is down but congestion with the priced cordon has remained the same. "It's having an impact on travel behavior outside the zone but it doesn't appear to be having a measurable impact within the zone. That's a big problem," says Marc Scribner, a transportation researcher at the Reason Foundation (which publishes this website). "What is the purpose of cordon pricing? It is to reduce congestion within the cordon." Scribner says that the apparent minimal impact on traffic is a product of the Manhattan tolls being primarily used as a funding tool for New York mass transit. The tolls were therefore set to maximize revenue and reduce political pushback, not minimize congestion. The Trump administration therefore has a point when it says that New York's congestion pricing scheme doesn't align with the purpose of the VPPP. Nevertheless, Scribner says the Trump administration's cancellation of New York's congestion tolls is an example of the outsized powers federal officials have over nonfederal transportation policy. "This suggests that the federal government has too much authority of states and localities to toll their own infrastructure and implement road pricing. That's really something that Congress should address," he says. The post Trump Kills New York's Flawed Congestion Pricing Program appeared first on
Yahoo
19-02-2025
- Business
- Yahoo
What Trump Has Said About NYC Congestion Pricing
Warning sign that Enforcement Zone is ahead on 11th Avenue in New York City indicates that vehicles will be entering the congestion relief zone, or CRZ. Deb Cohn-Orbach—UCG/Universal Images Group via Getty Images Credit - Deb Cohn-Orbach—UCG/Universal Images Group The U.S. Department of Transportation's Federal Highway Administration moved to end New York's congestion pricing on Wednesday, just one month after the program had been rolled out. U.S. Transportation Secretary Sean Duffy delivered the news in a letter to New York Gov. Kathy Hochul, rescinding the approval of the program. The decision rolled back a previous agreement between Hochul and the agency for the Value Pricing Pilot Program (VPPP) that charged drivers tolls for coming into Manhattan. "CONGESTION PRICING IS DEAD. Manhattan, and all of New York, is SAVED. LONG LIVE THE KING!' The White House posted on X on Wednesday accompanied by an image of Trump wearing a crown on a fake TIME-inspired magazine cover. The Federal Highway Administration (FHWA) called the program 'unprecedented' in scope and cited the lack of a toll-free option for drivers as the reason for its impending termination. Duffy also said that since the toll rate was chosen to increase revenue for transportation as opposed to reducing congestion, the 'pilot runs contrary to the purpose of the VPPP.' New Jersey Gov. Phil Murphy thanked President Trump and Secretary Duffy in a statement Wednesday, but Gov. Hochul indicated that legal action against the President is already in motion. 'We are a nation of laws, not ruled by a king,' she said on X in response. Here's what to know. The VPPP was first approved by lawmakers in 2019, but proponents had to wait for a federal environmental review. The program was later approved by the Biden Administration last year, on Nov. 21, but congestion pricing did not officially begin until Jan. 5. The initial summer rollout of the program was paused in June due to concerns about the toll's impact on the local economy. A revised version of congestion pricing lowered the toll from $15 to $9. Under congestion prices, drivers are charged $9 when they enter Manhattan's Congestion Relief Zone, which falls below 60th Street, between 5 a.m. to 9 p.m. on weekdays. That means that drivers traveling through the Brooklyn, Manhattan, Williamsburg, and Queensboro bridges, and the Holland, Hugh L. Carey, and Queens Midtown tunnels, will have to pay the higher toll price. Read More: What the FAA Layoffs Mean for Air Safety The Federal Highway Administration said Wednesday that it would work with the leaders behind the project to oversee an 'orderly termination of the tolls,' though the timeline for that is unclear. In response, New York's Metropolitan Transportation Authority (MTA) filed a federal lawsuit on Wednesday to keep the program in place. 'It's mystifying that after four years and 4,000 pages of federally-supervised environmental review—and barely three months after giving final approval to the Congestion Relief Program—USDOT would seek to totally reverse course,' said MTA Chair and CEO Janno Lieber in a statement on X. Hochul said the first-in-the nation program has already benefitted the city's transportation system, pointing to faster commute times, greater 'foot traffic' to local businesses, and an increase in yellow cab trips. Public transportation ridership has also increased, Hochul said in a statement on X. 'Congestion pricing is a meticulously studied, globally-proven program that is enshrined in New York State law,' said Julie Tighe, President of the NY League of Conservation Voters. 'We need the federal government to be a partner in solving congestion pricing, not a roadblock. New Yorkers deserve relief from traffic, better transit, and cleaner air—we will keep fighting for it every day.' Congestion pricing has been subject to lawsuits before by neighboring New Jersey, which sought to stop the program because it placed an unfair burden on its residents. Murphy wrote to Trump—who had promised to end congestion pricing on the campaign trail—on his first day in office, asking the President to give congestion pricing the 'close look it deserved.' Read More: President Trump Suggests He's Above the Law in Social Media Post Invoking Napoleon But others have expressed skepticism at whether the President can actually stop congestion pricing. Congressman Jerry Nadler, a Democrat from New York, criticized the Department of Transportation, arguing that the agency bears no authority to pause the program. 'The Value Pricing Program is solidly established under federal law, and its approval cannot be arbitrarily revoked, especially when it is clearly delivering tangible benefits,' Nadler said on X on Wednesday. 'Mr. President, we'll see you in court.' The MTA called the Administration's decision to terminate the program unlawful, arguing that the Trump Administration took action without an environmental review on the effects of pausing VPPP. 'If FHWA had the right to unilaterally terminate a VPPP program that had already been approved and implemented, it would create uncertainty around the future of such programs any time leadership at FHWA, USDOT, or the White House changed—uncertainty that may make it difficult to issue bonds for other projects and would clearly undermine the purposes of the VPPP,' the legal complaint says. Contact us at letters@
Yahoo
19-02-2025
- Business
- Yahoo
Trump Administration Tells NYC to Shut Down Congestion Pricing
New York City's groundbreaking central business district congestion pricing plan went into effect just over a month ago, but the revenue-building, congestion-alleviating scheme may not be long for this world. Department of Transportation Secretary Sean Duffy, under the guidance of President Trump, has directed the federal transportation agency to cancel the special waiver allotted to the Empire State that enabled the city to charge motorists for entry. "New York State's congestion pricing plan is a slap in the face to working-class Americans and small business owners," said U.S. Transportation Secretary Sean P. Duffy on Wednesday. "Commuters using the highway system to enter New York City have already financed the construction and improvement of these highways through the payment of gas taxes and other taxes. But now the toll program leaves drivers without any free highway alternative, and instead, it takes more money from working people to pay for a transit system and not highways. It's backward and unfair." New York's congestion pricing had been in the works since 2019 and had endured a number of setbacks in its development, including an official pause from Governor Kathy Hochul back in June 2024 over affordability. However, the plan was finalized and un-paused in November 2024 after debates with city and state officials, labor unions, neighboring states, and industry lobbyists garnered a 40% cost reduction, lowering the standard toll from $15 to $9. Congestion pricing was officially implemented on January 5, 2025, As the first form of congestion pricing here in the U.S., it required special federal approval from the Department of Transportation under a program known as the Value Pricing Pilot Program (VPPP). This pilot program was meant to emulate the urbanism projects of European nations, specifically around alleviating snarled city traffic. The program was implemented to encourage value pricing pilot projects that manage congestion on highways through tolls, whether by a mile or by zone, and had a maximum of 15 slots available. Federal approval was required for state, regional, and local government agencies who applied, with New York being granted one of the first slots and making national history as the first city to employ such a program. However, the position of the current presidential administration is that New York's plan actually violates certain federal road rules, with a letter from Secretary Duffy calling it "cordon pricing." "First, CBDTP uses a method of tolling known as 'cordon pricing,' under which drivers who enter Manhattan south of 60th Street are charged tolls no matter what roads they no statute contemplates cordon pricing in a situation where tolls are inescapable, and FHWA has never before approved a VPPP program that uses cordon pricing or that does not provide a toll-free option," a letter from Secretary Duffy to Governor Hochul reads. "Second, the imposition of tolls under the CBDTP pilot project appears to be driven primarily by the need to raise revenue to the Metropolitan Transit Authority system as opposed to the need to reduce if improving the transit system may eventually affect roadway congestion, there is no indication that the tolls were set in order to achieve these attenuated effects." The letter from Secretary Duffy goes on to claim the program hurts small businesses in New York that rely on residents from out of state for sales. Additionally, the letter claims that congestion pricing impedes the flow of commerce into New York, potentially making goods more expensive for New Yorkers. Finally, Duffy asserted that New York "shouldn't be reserved for an elite few," a statement that both the MTA and Governor Hochul took problem with, given the revenue from the plan was allocated for mass transit. "Public transit is the lifeblood of New York City and critical to our economic future — as a New Yorker, like President Trump, knows very well," a statement from Governor Hochul reads. "We are a nation of laws, not ruled by a king. The MTA has initiated legal proceedings in the Southern District of New York to preserve this critical program. We'll see you in court." "Today, the MTA filed papers in federal court to ensure that the highly successful program—which has already dramatically reduced congestion, bringing reduced traffic and faster travel times, while increasing speeds for buses and emergency vehicles—will continue notwithstanding this baseless effort to snatch those benefits away from the millions of mass transit users, pedestrians and, especially, the drivers who come to the Manhattan Central Business District," a statement from MTA Chair Janno Lieber reads. "It's mystifying that after four years and 4,000 pages of federally-supervised environmental review—and barely three months after giving final approval to the Congestion Relief Program—USDOT would seek to totally reverse course." The Federal Highway Administration says it will work with project sponsors, including the MTA and Port Authority of New York and New Jersey, to terminate the tolls in an orderly fashion. In the meantime, the lawsuit filed by the MTA will likely hold this action up in court for some time. New Yorker's reception to congestion pricing has been mixed so far, but preliminary figures indicate that both congestion and pedestrian injuries decreased in the short life of the program so far. You Might Also Like You Need a Torque Wrench in Your Toolbox Tested: Best Car Interior Cleaners The Man Who Signs Every Car
