ALBANY — Mayor Bloomberg is telling Governor Spitzer and lawmakers that it’s now or never for them to get on board his congestion pricing proposal, warning that his entire long-term environmental, energy, and transportation vision for the city would be jeopardized if they don’t pass the legislation in coming weeks.

Mr. Bloomberg has 37 days to persuade lawmakers to pass the bill authorizing a three-year congestion pricing pilot program in Manhattan before the Legislature gavels out for the year on June 21.

Although lawmakers could take up the issue next year, Mr. Bloomberg and lobbyists battling for his plan are blaring a horn of urgency. They are arguing that waiting until next year would just give the opposition more time to mobilize, put hundreds of millions of dollars in federal transportation funds at risk, and prevent his lame-duck administration from shepherding the plan to fruition before time runs out.

Mr. Bloomberg yesterday traveled to the capital to make an unusual personal pitch before a Legislature that two years ago dashed his dream of a West Side stadium.

The mayor’s visit was the most visible part of the city’s large-scale lobbying effort. He has dispatched top administration officials, including the director of his office of operations, to meet with lawmakers one on one and has sent legislators specially designed packets explaining how the plan would benefit their particular districts.

The battle over congestion pricing has drawn some of the biggest players in the public relations and lobbying arena. Working for the pro-congestion pricing team — a coalition of big business, transportation, and environmental groups — are star lobbyist Patricia Lynch, lobbying firm Malkin & Ross, public relations titan Howard Rubenstein, and Knickerbocker SKD, a start-up consulting firm co-founded by a former political consultant to Mr. Bloomberg, Josh Isay.

On the other side is the newly formed Committee to Keep NYC Congestion-Tax Free, a group representing parking garage owners, the Queens Chamber of Commerce, AAA, and other donors. In an attempt to counter the persuasive powers of Ms. Lynch, they’ve just hired Brian Meara, a lobbyist close to Mr. Silver, and lobbyist Kenneth Riddett, a former counsel to the Republican Senate majority leader, Joseph Bruno.

Followed the entire day by a coterie of representatives of environmental and civic groups, Mr. Bloomberg yesterday attended a series of private meetings with Governor Spitzer, Assembly Democrats, Senate Republicans, and Senate Democrats who had their first chance to grill the mayor on his plan to charge motorists fees for driving into the busiest parts of Manhattan.

Mr. Bloomberg is seeking legislative approval for a three-year pilot program under which passenger vehicles would pay an $8 daily fee to enter or leave Manhattan below 86th St. on business days between 6 a.m. and 6 p.m. The new fee would offset any tolls drivers were already paying. Motorists wouldn’t pay the fee for driving on the West Side Highway or FDR Drive.

After meeting with the mayor, lawmakers said they were receptive to Mr. Bloomberg’s plan but had many unanswered questions.

The most positive response from an Albany leader came from Mr. Bruno, who praised Mr. Spitzer for delivering an “outstanding presentation” and said Mr. Bloomberg’s idea for congestion pricing had “a lot of merit.”

Mr. Bruno’s Senate campaign committee has received hundreds of thousands of dollars in contributions from Mr. Bloomberg, who is also the state Republican Party’s top patron.

On the Assembly side, Mr. Silver sounded a less enthusiastic note, saying his house would need to conduct hearings to weigh the costs and benefits of the plan.

Mr. Silver’s skepticism matched the caution expressed by Governor Spitzer — without whose support the Assembly would be unlikely to pass the plan.

Mr. Spitzer, according to a person present at a meeting with the mayor, asked Mr. Bloomberg: “How do you get this passed?” Without pausing, the mayor responded: “You support it.”

The program is just one of dozens of components of Mr. Bloomberg’s so-called PlaNYC, a complex strategy for dealing with the city’s expected population growth. The plan calls for overhauling infrastructure, improving air quality, increasing energy supply, repairing and developing back-up water supplies, and adding hundreds of thousands of housing units.

Major parts of the plan, such as repairing subway stations, adding bus service, and expanding ferry systems, heavily rely on the $380 million a year —increasing to $900 million a year by 2030 — the city expects to generate through congestion pricing.

Mr. Bloomberg in a press conference said he had not heard from one lawmaker who opposed the plan and suggested that the administration was open to changes. “There is nothing magical about every one of our ideas,” he said.

Spitzer officials have said they would be opposed to establishing a new authority to collect congestion-pricing revenue and serve as an infrastructure bank. Unlike the MTA, which is controlled by the state, power over the new authority, which is dubbed the SMART Financing Authority, would be split between the city and state.