New York
$140,000 a Year in Manhattan: Pizza Is a Treat, and Old Toys Are New
How can people possibly afford to live in one of the most expensive cities on the planet? It’s a question New Yorkers hear a lot, often delivered with a mix of awe, pity and confusion.
We surveyed hundreds of New Yorkers about how they spend, splurge and save. We found that many people — rich, poor or somewhere in between — live life as a series of small calculations that add up to one big question: What makes living in New York worth it?
Kerry McAuliffe weighs that question every time she looks up the cost of summer camp for one of her three children or opens a stuffed closet in her Morningside Heights apartment, close to Columbia University in Manhattan, and has a basketball fall on her head.
“We’re in a place where it’s very tight,” Ms. McAuliffe said. Her family of five lives on $140,000 a year.
Their housing solution: become the super
The family’s monthly rent — $2,700 for their three-bedroom apartment — is their biggest expense, as it is for most New Yorkers. But they have a hack to make their housing more affordable: Ms. McAuliffe’s husband, Jake Kassman, is the superintendent for their building and the one next door.
He took on the super job a few years ago, after the couple’s first child was born and the family realized they wouldn’t be able to live only on Mr. Kassman’s roughly $110,000 salary as an M.R.I. technician at Columbia University’s medical center. Ms. McAuliffe had left her job in education around the same time, because the cost of child care would have canceled out her paycheck.
There are perks: The family now takes in an extra $30,000 or so a year, including a few months of free rent, and their landlord recently let them knock down a wall to take over an extra bedroom in a vacant unit next door.
‘Someone gets financial aid. Why not you?’
Ms. McAuliffe and Mr. Kassman spend much of their free time plotting how to provide their children with as many opportunities as they can, while weighing the cost of school and activities.
The family had never seriously considered private school until a chance meeting on a playground a few years ago. Ms. McAuliffe was speaking with a neighbor who encouraged her to apply for financial aid, asking: “Someone gets financial aid. Why not you?”
The family applied to the nearby Cathedral School, which costs about $65,000 a year, and received a package that would cover more than half the cost for their daughter.
The couple’s eldest has started to ask about the after-school activities and camps that many of her friends go to. The couple splurged on a week of theater camp, which cost $1,000, and a season of swim team at the local pool, which runs $800, for her.
But Ms. McAuliffe feels a pang of guilt whenever she signs her daughter up for an activity, because she can’t afford classes for the younger children, both boys.
“One day we’ll have to do a reckoning of where the funds go,” she said. “My son is like, ‘Can I do swim team?’ And I’m like, ‘We’ll see.’”
They cut back on babysitting but splurge for pizza night
Since nearly all of the family’s budget goes to rent and education, Ms. McAuliffe and Mr. Kassman have made peace with the fact that the frequent nights out and elaborate birthday parties that other families can afford are not part of their lives.
The couple gets a babysitter only about three times a year, so they can go out to dinner for each of their birthdays and their anniversary. They know it would be good for them to go out on their own more. But, Ms. McAuliffe said, “I’m trying to come to terms with the idea that this is a chapter in life, and hopefully we’ll be able to grow old together and talk about those things later.”
The family’s weekly treat is Friday night pizza delivery, which usually costs $25.
For the rest of the week, Ms. McAuliffe tries to keep the weekly grocery bill to about $300. She relies on quesadillas and pasta to feed the whole family, and is relieved that all three kids happily eat broccoli. But she worries about how much she’ll have to stock her fridge once she has two preteen boys in the house.
On weekends, the family mostly sticks to the city’s bounty of free parks and playgrounds.
The couple has a car, which they use to go visit family on Long Island. They sometimes take day trips upstate, to a farm or a hike, but usually drive home at night to avoid paying for an Airbnb. Just the cost of gas, an activity and a meal for the day usually runs them about $300.
Their Christmas strategy: Old toys are new
For Christmas, Ms. McAuliffe wrapped the open puzzles and toys that her oldest child had grown out of to make them look like new gifts for her younger children.
Instead of birthday parties where the whole class is invited, Ms. McAuliffe has each of her children pick a special activity, like a trip to the Statue of Liberty, that they can attend with a friend.
The family’s sacrosanct splurge is a short summer vacation, usually four nights, somewhere within driving distance of the city, which typically costs about $3,000.
That tradition helps the couple feel better about skipping so much of what their peers can afford. None of her children has ever been on an airplane, and she doesn’t expect that to change soon.
Ms. McAuliffe recently spoke with a friend who grew up in New York but left the city because of the cost of living. He asked her why she was staying, when life could be so much easier somewhere else.
“I just like being in New York,” Ms. McAuliffe said. “There’s so much to do the second you step outside your door.”
We want to hear from you about how you afford life in one of the most expensive cities in the world. We’re looking to speak with people of all income ranges, with all kinds of living situations and professions.
New York
Video: Knicks Fans Rejoice After Game 4 Victory
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By Jiawei Wang
June 11, 2026
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New York
This Parking Spot Is Free. Should It Be?
What if the city …
Added More Metered Spots in Busy Neighborhoods
Less than 3 percent of parking spaces on New York City streets have paid meters. That’s only about 80,000 spots.
Most of the meters that do exist are along busy corridors, with higher hourly rates in the core of Manhattan.
Where are NYC’s parking meters?
The placement of meters often feels arbitrary. Much of the East Village, a busy Manhattan neighborhood, has no meters. Nostrand Avenue, a major artery in Brooklyn, has meters over most of a five-mile stretch, but they end abruptly north of Fulton Street.
A busy commercial corridor in Bedford-Stuyvesant lacks meters
Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.
Seeking alternatives to avoid paying for meters overnight, car owners may choose to move to garages — which can cost $500 per month or more, depending on the neighborhood — park farther afield, or sell their cars. They could also turn to car-share programs, which set aside parking for shared vehicles.
When the city tries to add meters, there is often fierce opposition from neighbors, including on the Upper West Side of Manhattan last year, where residents revolted, the local City Council member complained people had been “blindsided” and the city backed down.
Critics argue that those pushing for reforms “hate people who own cars,” in the words of Vickie Paladino, a City Council member who represents a district in Queens that is home to many car owners.
How realistic is this? The city can add additional meters on its own without needing permission from state lawmakers in Albany. Dean Fuleihan, Mr. Mamdani’s first deputy mayor, gave supporters hope when he said in March that he was open to the idea.
How much could it raise? Parking meters currently generate $278 million in revenue per year. Adding meters to one-fourth of the city’s existing free parking spaces, for example, could produce at least $1.2 billion annually, according to the Center for an Urban Future.
What if the city …
Introduced Residential Parking Permits
Most parking on residential streets is open to all drivers, not just those who live nearby. But many other major U.S. cities, including Los Angeles and Chicago, have permits to reserve street parking for neighborhood residents.
Residential parking permits in New York could cost anywhere from $100 per year to far more than that, experts say, with higher rates potentially prodding some residents to give up their cars. Some spots could be set aside for visitors.
But permits would not necessarily solve the problem of the demand for parking outpacing the supply. And some transit groups oppose the idea, arguing that there are better ways to use the street space and that parking should not be guaranteed.
Rachel Weinberger, a vice president at the Regional Plan Association, an urban planning think tank, said that permits alone would not make parking easier. She also argued they would have to be prohibitively expensive in order to deter ownership.
“A permit would only be a hunting license, meaning that you’re allowed to look for a space,” she said. “It should mean you’re guaranteed a space.”
How much do cities charge for residential parking permits?
Boston
No fee
Chicago
$30
Los Angeles
$34
Washington, D.C.
$55*
Philadelphia
$75
Berkeley, Calif.
$85
San Francisco
$215
Experts say that permits could also be paired with an incentive for drivers: fewer alternate side-parking days for street sweeping. Most drivers are required to move their cars once or twice a week so the streets can be cleaned, and some choose instead to leave them in place and eat the costs of the $65 tickets they receive. Moving to monthly street sweeping could make the prospect of buying a permit more appealing.
How realistic is this? Residential permits would need to be approved by state lawmakers. Momentum for the idea grew after congestion pricing began in Manhattan, over concerns that drivers from outside the city would park outside the zone and take the subway in. It has support from Mark Levine, the city comptroller, and Carmen De La Rosa, a City Council member in northern Manhattan.
How much could it raise? If a permit cost $100 per year and was required in two-thirds of the city, that could raise roughly $200 million per year, minus administrative costs, according to Terrance J. Regan, an adjunct professor at Boston University who focuses on transportation policy. The city’s Independent Budget Office recommended starting with a smaller pilot program that would raise $6 million annually by the third year.
What if the city …
Ended Free Parking and Implemented Dynamic Pricing
Some urban planners want to phase out free parking altogether.
Transportation Alternatives, a street safety group, has pushed for eliminating free parking and argued that the city would benefit if fewer car trips were made.
“If you look around the world, there are many other transit-oriented cities that are safer, more efficient and healthier,” said Ben Furnas, the group’s executive director.
The city could reclaim many miles of streets, which proponents argue could be better used for public spaces, bus lanes, bike lanes, outdoor dining setups and trash containers.
Paid parking spaces could use dynamic pricing, a system where the cost of a spot varies by demand. Right now, parking rates are as low as $1.50 for the first hour.
Critics of such pricing models have argued that higher street-parking costs could hurt lower-income drivers or local businesses that rely on drivers. In 2019, Hoboken, N.J., announced a version of dynamic pricing on high-demand blocks, but the mayor and City Council repealed the plan after some resident opposition.
But the idea has worked elsewhere. In 2018, after a successful pilot, the San Francisco Municipal Transportation Agency implemented demand-based pricing for the 10 percent of the city’s parking spots that are paid spaces, roughly 27,000 in all.
An evaluation of the pilot found that drivers spent 43 percent less time searching for a parking space, which in turn helped reduce car-based pollution. And once parking became easier, sales revenue increased for nearby businesses.
The rates in San Francisco can vary by block, time of day, or day of the week. Meters on the busiest blocks cost $11.75 an hour. The agency regularly reviews parking meter data and occupancy rates and decides whether to raise or lower rates.
Charles Komanoff, an economist and traffic modeler who helped create New York’s congestion pricing program, said dynamic pricing for parking could do even more than the tolls did to improve the flow of traffic here.
“I can’t imagine anything better,” he said.
How realistic is this? The Transportation Department could implement dynamic pricing, but a legislative push would most likely hasten change. Nantasha M. Williams, a City Council member representing Southeast Queens, has proposed a bill that would require a dynamic pricing pilot program in each borough. Eliminating all free parking would be a far more dramatic proposal, though supporters say it could be done in phases over several years.
How much could it raise? Parking reformists said the city could potentially raise billions of dollars a year under a dynamic parking system — money that could be reinvested into the neighborhoods where the fees are collected.
What if the city …
Cracked Down on Rule-Breakers
None of these plans work unless drivers obey the rules.
The city last year issued more than 11.6 million violations for parking and related offenses, according to a report by the Department of Finance, including for failing to move for street sweepers (1.8 million), not displaying a parking receipt (1.2 million), blocking a fire hydrant (674,000) and obstructing a bus stop (565,000).
In 1996, Mayor Rudolph W. Giuliani moved the city’s traffic enforcement agents, the unarmed civilians who write tickets for parking and other traffic violations, from the Transportation Department to the Police Department.
Some parking reformers say the shift weakened enforcement efforts, in part because the police have not focused on some of the most flagrant traffic violations.
They say that either the police should start issuing more tickets and collecting more fines, or they should allow the Transportation Department to once again take charge.
Some point to what they view as the city’s lackluster response to placard abuse, the practice of using either official permits issued by city agencies, or fraudulent ones, to park in unauthorized spots.
More than 91,000 complaints have been filed with the city since 2020 about possible placard abuse, but the police took action to fix the problem in just 21 percent of cases, according to a Times review of public data. Only about 12 percent of the complaints led to a driver being issued a summons.
“If you’re just unclogging these streets to have them filled with cars with fake placards, you’re not helping anything,” said Nicole Gelinas, a senior fellow at the Manhattan Institute, a conservative think tank.
There has also been a surge in fake, often out-of-state license plates that have made traffic violations harder to track. A perceived lack of consequences worsens the problem, said Jon Orcutt, a former policy director at the city’s Transportation Department.
“The culture has gotten terribly bad,” Mr. Orcutt said about enforcement efforts.
A spokesperson for the Police Department said in a statement that there was “deep collaboration” with the Transportation Department on traffic enforcement, and pointed to some recent initiatives, including issuing 247,000 summonses last year for “ghost vehicles” with fake plates.
Samuel I. Schwartz, the chair of the transportation research program at Hunter College, was New York City’s traffic commissioner under Mayor Edward I. Koch, at a time when the Transportation Department still controlled enforcement.
He said he thought it would be possible to change the behavior of repeat offenders if that agency led the effort and had the support of the police.
“I would go out in the field with an army of tow trucks,” Mr. Schwartz said.
How realistic is this? Mr. Mamdani could restore traffic enforcement powers to the Transportation Department, or instruct the Police Department to step up enforcement.
How much could it raise? The city issued $1.1 billion worth of parking tickets and camera violations in fiscal year 2025, according to the Finance Department, but just $946 million, or 84 percent, was ultimately collected. By ramping up fine collection, the city could raise more revenue.
As Mr. Mamdani weighs how to improve city streets and whether parking regulations should change, almost everyone agrees that the status quo is unacceptable.
Ms. Gelinas said that any of the leading ideas could be an improvement.
“The dumbest thing is just to keep things the way they are,” she said.
New York
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