New York
A Black Studies Curriculum Is (Defiantly) Rolling Out in New York City
Late last fall at the Hugo Newman School in Harlem, two social studies teachers handed out pages of hip-hop lyrics to their seventh graders, and then flicked off the lights. The students appeared surprised.
They had been studying ancient matriarchal societies, including Iroquois communities that had women leaders. Now, their teachers were about to play the song “Ladies First” by Queen Latifah and Monie Love. The teachers instructed their students to highlight any lyrics that reminded them of the Iroquois women, who were known as the Haudenosaunee Clan Mothers.
Although they did not know it, the middle schoolers were in the midst of their first lesson of “Black Studies as the Study of the World,” a curriculum that rolled out in September and is now available to every New York City public school.
Tristan Vanderhorst, 12, took notes and bobbed to the music. “I had never seen a woman rap like that,” he said afterward.
The curriculum, which spans from pre-K to 12th grade, covers early African civilizations, Black American history and the achievements and contributions of the African diaspora. The curriculum emphasizes what is known as “culturally relevant” teaching, an approach meant to help students connect their own lives with what they are learning. It has been used by dozens of schools across the city since the last school year, to little fanfare.
But the Trump administration has moved aggressively in its first weeks to ban programs related to diversity and equity across government, including in schools.
Local school districts have traditionally been insulated from interference from the federal government. New York’s curriculum — and similar efforts to bring discussions about race and history into schools — could test those lines, and how far the Trump administration might go to enforce its edicts.
Already, many K-12 educators, including the architects of New York City’s new Black studies curriculum, appear defiant.
“In New York, we are trying our best to be Trump-proof,” Adrienne Adams, the speaker of the New York City Council, said in a recent interview. “We are doing everything we can to protect the curriculum.”
In his second week in office, President Trump signed an executive order to withhold funding from schools that teach that the United States is “fundamentally racist, sexist or otherwise discriminatory.” The order bans what it called “discriminatory equity ideology,” which “treats individuals as members of preferred or disfavored groups, rather than as individuals, and minimizes agency, merit and capability in favor of immoral generalizations.”
Whether New York’s curriculum — or other Black history efforts — violate those terms is open to interpretation.
That executive order, and others like it, enter an ongoing debate about how schools should handle race and ethnicity. Some states, like California, have embraced ethnic studies education, a discipline born on the left that connects the experiences of people of color throughout history. Others have sought to limit or ban it. Since 2021, more than 44 states have restricted how race is discussed in public schools.
Last week, the Trump administration issued guidance to schools detailing how it might pursue its orders. Officials might examine elementary school with programs that “shame students of a particular race or ethnicity” or that “accuse them of being oppressors in a racial hierarchy.” In its guidance, the administration also suggested it would look at schools that it argued “have sought to veil discriminatory policies with terms like ‘social-emotional learning’ or ‘culturally responsive’ teaching.”
Ms. Adams, who helped allocate $27 million to develop the Black studies lessons, has called New York’s curriculum a “model of fearlessness.” The curriculum offers students an “African-centered perspective that predates slavery” and is optional for schools.
But about 200 have adopted it, and in early February, nearly 2,000 students gathered at the Channel View School for Research in Rockaway, Queens, for a Black studies student fair connected with the curriculum.
Melissa Aviles-Ramos, the city’s schools chancellor, said the curriculum was essential in a diverse school district.
“When students connect with the material, they are more engaged, develop critical thinking skills and build a deeper sense of belonging,” she said in a statement. “I am proud to lead a school system that values inclusion and the powerful truth that our diversity is our strength.”
In the curriculum’s pre-K and elementary school lessons, students contemplate their identity through name study and ancestry exercises. In middle school, they are introduced to the concept of agency while studying local Black communities. They also learn about the Black media and the Black Panthers.
In high school, students explore Black liberation, slavery, disenfranchisement, policing and other hot-button political issues like reparations while reading Ta-Nehisi Coates’s article “The Case for Reparations.”
Peta-Gaye McLean, one of the seventh grade social studies teachers who began a lesson with a hip-hop music video, said she appreciates the new material, even though she has been teaching about Black history for years.
“Not only does it legitimize it, it gives the teachers a responsibility,” she said.
Some of her students took personally the lesson comparing the roles of women in pre-colonial America and Africa. Tristan said his takeaways were “don’t take women for granted. Respect them highly.”
His classmate, Amelia Sierra, 12, said the class taught “all these good things about women and the ladies — how helpful they were and how important they were,” she said. “So I think that shows me how important I am.”
That is part of the goal. Some education experts say that making connections to students’ own lives and culture helps them master the material. One study found that students who take ethnic studies classes are more likely to graduate and go to college.
“The ability to really dig into problems that kids care about is one of the things that I think sets culturally relevant pedagogy apart,” Gloria Ladson-Billings, an education scholar who coined that term in the mid-1990s, said in an interview.
Not all educators agree with that approach. Ian Rowe, the founder of Vertex Partnership Academies, a charter school in the Bronx that embraces the classics, urges students to “reject victimhood.” He said his school would never adopt the “Black Studies as the Study of the World” curriculum.
His students, who are predominantly Black and Latino, are still exposed to Black history, Mr. Rowe said. But, he added, “We’re going at it from the human condition, a universality. So we don’t want our kids to only see themselves through the prism of race only or gender only.”
Conservative and liberal educators may have more in common than they realize when it comes to teaching about Black history, said Frederick M. Hess, the director of education policy studies at the American Enterprise Institute, a right-leaning think tank.
In both right- and left-leaning parts of the country, new standards and lessons related to African American history often emphasize teaching about the strengths of the Black community. He said that heated political rhetoric prevents both sides from appreciating some of their shared values.
“Instead of trying to find common ground on antiracism or inclusive history or ways in which we can broaden the canon,” he said, partisans “have instead found it more politically beneficial to plant an extremist flag.”
Alesha Smith, an English Language Arts teacher at Eagle Academy in Harlem, an all-boys school that is using the New York City curriculum, said she loved teaching about empowerment in difficult lessons about slavery, for example.
“The strengths of this curriculum are in identifying the strengths of the individuals and the flaws in the system,” she said.
Nevertheless, conservatives who have taken issue with ethnic studies might make similar criticisms of New York’s curriculum, which was informed by some of the issues the Trump orders condemn, like “equity.” It also does not discuss many Black conservatives.
Still, in some lessons, race never comes up. Professor Sonya Douglass, who oversaw the development of the curriculum as the director of the Black Education Research Center at Teachers College, Columbia University, said the intention was to have students think more about “concepts like identity and empowerment, self-knowledge, culture.”
In December, Ms. Smith led a lesson on how enslaved people subverted the institution of slavery. An illustration at the front of the room showed a rose climbing out of concrete, a reminder of the class’s previous discussion of Tupac Shakur’s poem that reflects on the same imagery.
Students chose from several writing prompts, including one asking how they had overcome adversity in their own lives and another about the Rev. Dr. Martin Luther King Jr.
TriNahum Jones, 18, described how Dr. King used his platform as a minister to inspire legions of supporters. And Muhamed Toure, 17, wrote his essay about being stopped and frisked while walking home from the gym.
“It kind of just showed me racism hasn’t gone away,” he said. “It has just evolved and changed throughout time.”
After they put their pencils down, the class talked about Harriet Tubman and the Underground Railroad. They also spoke about quieter acts of rebellion, like learning how to read and write.
“I come out of class more impressed with the resilience of my race,” TriNahum said.
New York
Video: Hochul and Mamdani Announce Plan for Universal Child Care
new video loaded: Hochul and Mamdani Announce Plan for Universal Child Care
transcript
transcript
Hochul and Mamdani Announce Plan for Universal Child Care
Gov. Kathy Hochul and Mayor Zohran Mamdani announced a plan on Thursday to vastly expand free and low-cost child care for families across the state in the coming years and add programs for 2-year-olds.
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“Today, we’re working together with the mayor at this incredible place to announce the first major steps to make child care universal — truly universal — here in New York City, transforming the lives of children and parents all across the state.” “We will build on the city’s existing three-K program, and say, no longer will a family in Flatbush be offered a seat, but have to find out that seat is in Astoria. We will add seats in the neighborhoods where demand has not been met. This will be felt by expanded subsidies for tens of thousands of additional families. It will be felt when parents look at their bank accounts at the end of the year, and see that they have saved more than $20,000 per child.” “And today, I’m proud to announce that New York State is paying the full cost to launch 2-care. For the first time — universal daycare for 2-year-olds, as proposed by Mayor Mamdani. We’re not just paying for one year of the program. We don’t usually go one year out in our budget, but just to let you know how serious we are, we’re taking the unprecedented step to not just commit for the 2027 budget, which I’m working on right now, but also the following year as well to show you we’re in this for the long haul.”
By Meg Felling
January 8, 2026
New York
Vote on the 17 Ways Mamdani Could Improve NYC
A new mayor, a fresh start — you know the drill. There are as many ideas out there for how Zohran Mamdani can now improve New York’s urban environment as there are New Yorkers.
I canvassed a few dozen planners, architects, academics, community leaders, neighborhood organizers, developers, housing and transit experts and former city government officials. I gave them no budgets or time lines. They gave me a mayoral to-do list of ideas big, small, familiar, deep in the weeds, fanciful and timely.
What follows is a small selection, with some kibitzing by me. You can vote “love it” or “skip it” below and help determine the ranking of priorities. Feel free to leave eye rolls and alternative proposals in the comments section.
Check back in the coming days to see how the ranking has changed and we will let you know the ultimate results on Jan. 13.
1
Create many thousands more affordable housing units by converting some of the city’s public golf courses into mixed income developments, with garden allotments and wetlands.
2
Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.
3
Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.
4
Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.
5
Build more mental health crisis centers citywide.
6
Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.
7
Convert more coastline into spongy marshes, akin to what exists at Hunter’s Point South Park in Queens, to mitigate rising seas and floods.
8
Dedicate more of the city budget to public libraries and parks, the lifeblood of many neighborhoods, crucial to public health and climate resilience. The city devotes barely 2 percent of its funds to them now.
9
Follow through on the Adams administration’s $400 million makeover of once-glamorous Fifth Avenue from Central Park South to Bryant Park, with wider sidewalks, reduced lanes of traffic, and more trees, restaurants, bikes and pedestrian-friendly stretches.
10
Do away with free street parking and enforce parking placard rules. New York’s curbside real estate is priceless public land, and only a small fraction of residents own cars.
11
Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.
13
Persuade Google, JPMorgan or some other city-vested megacorporation to help improve the acoustics as well as Wi-Fi in subways, along the lines of Citibank sponsoring Citi Bikes.
14
Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.
15
Rein in City Hall bureaucracy around new construction. The city’s Department of Design and Construction is full of good people but a longtime hot mess at completing public projects.
16
Convert more streets and intersections into public plazas and pocket parks. Like the pedestrianization of parts of Broadway, this Bloomberg-era initiative has proved to be good for businesses and neighborhoods.
17
Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.
New York
Congestion pricing after one year: How life has changed.
“There’s less traffic and more parking.”
“I only drive if I have to move something large or heavy.”
“Sometimes I skip lunch at work to make up for the driving tax.” “I visit my elderly parents less often.”
“I complain to myself every time I have to pay the fee and I’m STILL 100% in favor of it.”
“I am returning my leased car six months before the lease expires.”
One year after the start of congestion pricing, traffic jams are less severe, streets are safer, and commute times are improving for travelers from well beyond Manhattan. Though these changes aren’t noticeable to many, and others feel the tolls are a financial burden, the fees have generated hundreds of millions of dollars for public transportation projects. And it has probably contributed to rising transit ridership.
The program, which on Jan. 5, 2025, began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, has quickly left its mark.
To assess its impact, The New York Times reviewed city and state data, outside research, and the feedback of more than 600 readers with vastly different views of the toll.
Some groused about high travel costs. Others cheered for a higher toll. Many shared snapshots from their lives: quieter streets, easier parking, costlier trips to the doctor.
Many findings from a Times analysis a few months into the experiment have held up. The program so far has met nearly all of the Metropolitan Transportation Authority’s goals, although more evidence is needed on some measures. And one question remains unresolved: whether a federal judge will decisively shield the program from efforts by the Trump administration to end it.
“Despite the threats to shut it down,” Gov. Kathy Hochul said in an interview, “the cameras are still on, and business is still up, and traffic is still down. So it’s working.”
Here’s the evidence one year in:
1. Fewer vehicles
About 73,000 fewer vehicles are entering the central business district each day, a number that has added up in the first year to about 27 million fewer entries. The decline, compared with traffic trends before the toll, has been remarkably stable across the year:
Average daily entries to the central business district
All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.
“I never drive into the city anymore. I only take the subway. It’s a relief.”
Philip Zalon Brooklyn
“I’m much more aware of driving into Manhattan and avoid it unless I have to haul a lot of stuff like a car load of Girl Scout cookies.”
Jacob White Queens
By influencing that one decision, the policy can also affect commute times, transit reliability, road safety, street life and more (as we’ll get to below).
One clear sign that behaviors are changing: Every weekday, there is now a spike in vehicles entering the zone right before the toll kicks up to $9 at 5 a.m., and right after it declines to $2.25 at 9 p.m.
Personal vehicle entries into the central business district
“I’ve decided to get up earlier to get the lower price.”
Eric Nehs Manhattan
“It is exhausting to plan the trip to cross the line at 9 p.m.”
Paul S. Morrill Manhattan
2. Faster traffic
The first consequence of those fewer vehicles is that traffic is now moving faster for the drivers who remain, and for the buses that travel those same roads. And this turns out to be true inside the congestion zone, near the congestion zone, and even much farther away.
Change in vehicle speeds, 2024-25
“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”
Josh Hadro Brooklyn
Many readers, however, told us they didn’t believe they could see the benefits; the changes aren’t always easy to perceive by the naked eye. Readers also frequently said they believed the gains from congestion pricing were more apparent in the first months of the year and had waned since. The city’s speed data generally suggests that these improvements have been sustained, although some of the largest gains were recorded in the spring.
Average vehicle speeds in the congestion zone
But for some travelers, the speed gains have been much larger, particularly those who cross through the bridge and tunnel chokepoints into and out of Manhattan:
“Traffic approaching the [Holland] tunnel has saved me 15-30 minutes on the rides back to New York and given me hours of my time back.”
Salvatore Franchino Brooklyn
“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”
Lisa Davenport Weehawken, N.J.
“I haven’t used the Lincoln Tunnel all year, probably will never use it again.”
Steven Lerner Manhattan
Improvements have also been more notable for commuters who take longer-distance trips ending in the congestion zone. That’s because those 73,000 vehicles a day that are no longer entering the zone have disappeared from surrounding roads and highways, too.
Commuters from farther out are seeing accumulating benefits from all these sources: faster speeds outside the congestion zone, much faster speeds through the tunnels and bridges, and then the improvements inside Manhattan. And people who travel roads outside the congestion zone without ever entering it get some of these benefits, too.
An analysis by researchers at Stanford, Yale and Google confirmed this through the program’s first six months. Using anonymized data from trips taken with Google Maps, they found that speeds improved after congestion pricing more on roads around the region commonly traveled by drivers heading into the central business district. That’s a subtle point, but one many readers observed themselves:
“Noticeably fewer cars driving, even way out in Bensonhurst!”
Charles Haeussler Brooklyn
“Even across the river in Bergen County, I feel that we benefit.”
Michelle Carvell Englewood Cliffs, N.J.
“I supercommute weekly from Kingston by bus. Each week, my bus round trip is 30-60 minutes faster than it was before congestion pricing.”
Rob Bellinger Kingston, N.Y.
3. More transit riders
Public transit will benefit from congestion pricing as its proceeds are invested in infrastructure upgrades; in the first year, the toll is projected to raise about $550 million after accounting for expenses, $50 million more than the M.T.A. originally predicted. But transit also stands to benefit as bus speeds improve on decongested roads and as more commuters shift to transit.
On bus routes that cross through the congestion zone, speeds increased this year, in notable contrast to the rest of the city. These improvements follow years of declining bus speeds in the central business district coming out of the pandemic.
Local bus routes
Express bus routes
Change in bus speeds, 2024-2025
“The crosstown buses are faster than they used to be, even during peak commuting times.”
Marc Wieman Manhattan
“Have gratefully noticed that they’re more on-time.”
Sue Ann Todhunter Manhattan
“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”
John Ruppert New Jersey
Paid transit ridership is up this year compared with 2024 across the subway, M.T.A. buses, Long Island Rail Road and Metro-North Railroad as transit has continued its recovery from pandemic declines. About 300,000 more people are riding the subway each day — far more than the 70,000 cars that have been taken off the road in the congestion zone. So while congestion pricing is probably contributing to rising transit ridership, it’s not the main driver of it.
All of these added transit riders do, however, help explain why congestion pricing has not dampened activity in the busiest parts of the city, as critics feared. People are still coming, just not necessarily by private car.
“I finally taught myself to use the subway. Between the tunnel toll, congestion pricing and parking, I’m saving an enormous amount of money, time and inconvenience.”
Daniel Ludwig Weehawken, N.J.
“It’s made using the bus for short trips a more appealing option.”
John Buckholz Brooklyn
In fact, overall visits to the business district aren’t down — they were up by about 2.4 percent over the previous year, according to the city’s Economic Development Corporation. And restaurant reservations on the platform OpenTable were up inside the zone as well, by the same amount as the increase citywide.
Tom Harris, the president of the Times Square Alliance, which represents 2,600 businesses, said he had initially received complaints from some businesses. But he was pleasantly surprised that they soon stopped.
“We’re thrilled we have not seen negative impacts to local businesses,” he said. “It seems like it has been absorbed.”
4. Better quality of life
These primary shifts — fewer cars, less congested roads, more transit riders — have in turn produced a number of other effects that might more broadly be thought of as changes to qualify of life. Readers described experiencing safer crosswalks, less stressful bike rides and what feels like cleaner air.
In city data, the number of complaints to 311 for vehicle noises like car honking has declined significantly inside the congestion zone, compared with the rest of Manhattan.
Change in vehicle noise complaints, 2024-25
“Sometimes it’s almost — dare I say it? — quiet.”
Daniel Scott Manhattan
“Midtown is so much quieter now.”
Melanie DuPuis Manhattan/Hudson Valley
“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”
Grant Louis Manhattan
And the perception that roads have gotten safer is also borne out by crash data. The number of people who were seriously injured in a car crash decreased citywide, but the improvement was more pronounced in the congestion relief zone.
Change in number of people seriously injured in a crash, 2024-25
“Nobody’s trying to run me over.”
Alice Baruch Manhattan
“Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”
Charlie Rokosny Brooklyn
“The number of blocked crosswalks have gone down significantly!”
Samir Lavingia Manhattan
Amid these positive changes, however, other readers described distinct declines in their quality of life, often stemming from the cost of the toll. These deeply personal observations have no corresponding measures in public data. But they make clear that some of those 27 million fewer driving trips weren’t simply replaced by transit or forgone as unnecessary — they’re missed.
“Sadly Manhattan is no longer an option for many things we once enjoyed.”
Linda Fisher Queens
“Congestion pricing has made my world much smaller.”
Justine Cuccia Manhattan
“I’m more careful about choosing events to attend, so I go to fewer of them.”
Karen Hoppe Queens
“I will not use doctors in Manhattan, limiting my health care choices.”
David Pecoraro Queens
One final aim of congestion pricing — improved air quality — has the potential to benefit everyone in the region. But the data remains inconclusive so far. A recent study from researchers at Cornell found a 22 percent improvement in one air quality measure over six months. But another analysis, by the Stanford and Yale authors, found little to no effect on air quality using local community sensors and comparing New York with other cities. And the M.T.A.’s own analysis of the program’s first year found no significant change in measured concentrations of vehicle-related air pollutants.
That doesn’t mean benefits won’t become clearer with more time and data. But the open questions about air quality underscore that even one year in, even with all the evidence gathered, there are still some effects we don’t fully understand.
“As an asthmatic, I can also palpably feel improvements in the air quality.”
Rob Hult Brooklyn
“It’s allowed me to believe that perhaps America can change for the better.”
Hanna Horvath Brooklyn
“As a car owner myself, I think it’s fair that the cost of driving is now being passed from city residents onto the drivers.”
Vincent Lee The Bronx
“I don’t like the cost but I also can’t deny its effectiveness.”
Jon Keese Queens
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