Congestion pricing has little impact on the unlimited number of cars (unlike regulated taxis) that can enter Manhattan and drive around for hours for Uber/Lyft.
Perhaps academics or NYC can analyze and publish data from Uber/Lyft on average rideshare occupancy by time of day and GPS location, e.g. what percentage of time is spent driving around empty (consuming energy, polluting), carrying a paid passenger, or parked in an area close to expected customers.
(But at the same time: I don't think anybody has claimed that it's a panacea. Congestion pricing can be both good policy and still have gaps.)
There's always the opportunity for street/sector level surveillance via automated license plate readers. Your favorite neighborhood or street has too many cars? Impose quotas, vary the quota by time/season that only a computer can decipher, then sell "Fast Pass" exceptions to generate more revenue. Win for neo-feudal middleman, without brand licensing fees for the "environment" that justified a new digital on-demand toll economy.
(I also don’t think anybody would describe Manhattan’s CBD as their favorite neighborhood.)
Try a web search for geo-fencing, which is closely coupled to modern technology for enforcement of geo boundaries that are not gated by a physical barrier.
Manhattan Central Business District (CBD) is defined as "Manhattan south of and inclusive of 60th St" excluding some through-traffic highways.
> don't think anybody would described Manhattan’s CBD as their favorite neighborhood
It includes neighborhoods such as these, https://en.wikipedia.org/wiki/List_of_Manhattan_neighborhood...
Chelsea
Chinatown
Flatiron
Greenwich Village
Koreatown
Little Italy
Lower East Side
NoLita
SoHo
Tribeca