New York
Anne Kaufman Schneider, 99, Ardent Keeper of Her Father’s Plays, Dies
Anne Kaufman Schneider, who shepherded the plays of her father, George S. Kaufman, a titan of 20th-century American theatrical wit, into the 21st century with an acerbic sagacity all her own, died on Thursday at her home in Manhattan. She was 99.
Her executor, Laurence Maslon, confirmed the death.
“Headstrong girls are difficult,” Ms. Kaufman Schneider once told The New York Times, “but that was the source of my good relationship with my father. And it started early. Because there wasn’t any baby talk. We went to the theater together starting when I was 4. Now I have made his work my agenda in life.”
George Kaufman’s stellar career as a hit-making playwright and stage director included two Pulitzer Prizes — one, in 1937, for “You Can’t Take It With You,” a comedy he created with his most constant collaborator, Moss Hart; the other, in 1932, for “Of Thee I Sing,” a satirical political musical he wrote with Morrie Ryskind to a score by George and Ira Gershwin.
Even so, after his death in 1961 at the age of 71, Kaufman was a hard sell for theatrical revivals.
“Very little happened at all,” Ms. Kaufman Schneider later recalled, “until Ellis Rabb revived ‘You Can’t Take It With You’ for the A.P.A./Phoenix Theater in 1965. Ellis proved that these are classic American plays.” (Founded by Mr. Rabb, an actor and director, the A.P.A., formally the Association of Producing Artists, was a Broadway entity notable for mounting revivals after it merged with the Phoenix Theater, another Broadway house.)
Ms. Kaufman Schneider proceeded to oversee her father’s renaissance over the next 50-plus years — a term of service that outdistanced his own living stewardship of his career.
She encouraged countless regional theater productions and helped steer two of them to Broadway: Mr. Rabb’s “You Can’t Take It With You,” which originated in Ann Arbor, Mich., and a revival of Kaufman and Edna Ferber’s “The Royal Family,” which was first presented at the McCarter Theater in Princeton, N.J., and reached Broadway in December 1975.
She also helped nurture a “Kaufmania” festival at Arena Stage in Washington, D.C., for her father’s centennial in 1989 and a major Lincoln Center revival of Kaufman and Ferber’s “Dinner at Eight” in 2002.
“The wisecracking woman who is smarter than all the men” was how Ms. Kaufman Schneider defined a classic Kaufman heroine. “Which in some ways is what I modeled myself after — I hope unconsciously. That’s the kind of woman he admired.”
She was born on June 23, 1925, and adopted three months later by Kaufman, then the drama editor of The New York Times, and his wife, Beatrice (Bakrow) Kaufman, who was known as Bea, a literary figure in her own right as an editor and tastemaker.
Kaufman had begun writing plays on the side in 1918, almost always with collaborators, particularly Marc Connelly, another future Pulitzer winner, who scripted five Broadway comedies with him in four years, including “Merton of the Movies” in 1922 and “Beggar on Horseback” in 1924. (Kaufman wrote only one play solo,: “The Butter and Egg Man,” which was also a hit, in 1925.)
A notoriously aloof germaphobe who washed his hands after any contact with another human being, Kaufman was hardly a likely candidate for fatherhood. His marriage to the conversely gregarious and vigorously social Bea Kaufman had become a loving but chaste one after she suffered an early miscarriage; both openly pursued extramarital affairs.
Into this odd family ménage entered Anne, who grew up at a remove from her parents, attentively raised instead by a succession of foreign-born governesses, nannies and maids, as biographies of Kaufman and interviews with Ms. Kaufman Schneider have attested.
Her mother called her Button and her father called her Poke, an eliding of “slow poke.” Her most regular family contact with them was in stagy “good nights” at their celebrity-studded dinner parties. Little Anne discovered that sharp exit quips made her father laugh with paternal pride.
On Sundays, the help’s day off, her mother handed her over to her father with an admonition: Do something with her. On his own, Kaufman mainly did two things, make theater and play cards, and he excelled at both. He took his daughter to his bridge club, where she stoically looked on, developing what would be a lifelong aversion to card games. He would also take her to the theater, where their deepest bond was born.
Anne attended five prestigious private schools in succession: Walden, Lincoln, Todhunter and Dalton in Manhattan and Holmquist in Pennsylvania, near the family’s country house. She largely grew up in a small apartment adjacent to their palatial home at 200 West 58th Street in Manhattan; her parents had acquired it just for her upbringing. She later lived with them in a series of elegant East Side addresses.
Admitted to the University of Chicago in 1943 at 18, she instead married a young New York Times reporter named John Booth. When, during World War II, he was shipped overseas as a soldier six months later, she moved back home with her parents; when Mr. Booth returned from military duty, she divorced him. She married Bruce Colen, a magazine editor, in 1947 and had a daughter, Beatrice, with him the next year before divorcing him, too.
In 1960, she married Irving Schneider, the general manager for the theatrical producer Irene Mayer Selznick. He had been an assistant stage manager on the original 1934 production of Kaufman and Hart’s play “Merrily We Roll Along” (later adapted by Stephen Sondheim as a musical). That marriage lasted until Mr. Schneider’s death in 1997.
After bonding with the stage actress Eva Le Gallienne during her starring run in the 1975 revival of “The Royal Family,” Ms. Kaufman Schneider became her devoted friend and constant companion until Ms. Le Gallienne’s death in 1991 at age 92.
Ms. Kaufman Schneider’s daughter, Beatrice Colen Cronin, died in 1999. Two grandsons survive.
Of all her father’s many collaborators — including Edna Ferber, Ring Lardner and John P. Marquand — Moss Hart was his favorite, Ms. Kaufman Schneider said. “I think they were very much mentor and apprentice, even father and son,” she said in a 1998 interview with The Times.
Ms. Kaufman Schneider first met Mr. Hart’s future wife, the singer, actress and later arts administrator Kitty Carlisle, on the set of the Marx Brothers movie “A Night at the Opera” (1935); Ms. Carlisle was co-starring in the film, which George Kaufman had co-written. The two women reconnected when Ms. Carlisle married Mr. Hart in 1946, becoming, in Ms. Kaufman Schneider’s words, “inseparable,” particularly after the deaths of both men in 1961.
Their friendship grew into something of a road show in their later years, as they teamed up for speaking engagements all over the world on the subject of Kaufman and Hart.
“Just two girls with six names,” Ms. Kaufman Schneider liked to say.
“I am very grateful to Anne,” Ms. Carlisle Hart once told The Times. “Anne has taken on the major burden of the plays, their second life.”
In 2004, due in no small measure to his daughter’s restorative efforts, George S. Kaufman formally entered the theatrical pantheon with the Library of America’s publication of “Kaufman & Co.,” a collection of nine of his collaborative comic masterworks.
Still, “for Anne, in the end, nothing made her happier than seeing her father’s plays in front of audiences,” said her executor, Mr. Maslon, an N.Y.U. arts professor and theater scholar who edited “Kaufman & Co.” and who, with the actor David Pittu, is an executor of the George S. Kaufman Literary Trust. “‘Get ’em up!’ was Anne’s watch cry.”
Preserving her father’s plays also allowed Ms. Kaufman Schneider to preserve the love that they each had sometimes found hard to express.
“Well, sir, here we are again,” she wrote on Kaufman’s 51st birthday, when she was nearly 16. “Every year at this time I want to write you a really nice letter and every year I’m just as much at a loss as I was the year before. In between times I can make up gobs of them — I remember things we do together; funny things you say; but those aren’t reasons for writing people birthday letters — those are just a few reasons for liking you. Others are hard to say — hard even to define in thinking terms to oneself.”
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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