Connect with us

New York

Brad Lander’s 2 Goals in N.Y.C. Mayor’s Race: Beat Cuomo and Win

Published

on

Brad Lander’s 2 Goals in N.Y.C. Mayor’s Race: Beat Cuomo and Win

Brad Lander, the New York City comptroller and self-described “tough nerd,” knows that for him to win the race for mayor of New York City, Andrew M. Cuomo must fall.

To make that more likely, Mr. Lander decided that his campaign strategy needed an overhaul. He would no longer focus his ire on the increasingly inconsequential mayor of New York City, Eric Adams, and his apparent alliance with the Trump administration.

Instead, Mr. Lander, the Park Slope father with the University of Chicago degree, would use his distinctive voice — a singsong lilt that his critics find grating — to try to take down Mr. Cuomo, the former governor leading in the polls.

During a Passover week meal of latkes and matzo ball soup at a restaurant on Montague Street in Brooklyn, Mr. Lander unspooled his indictment of Mr. Cuomo, allegation by allegation.

“I know he looks like a good leader, but actually, you know, he’s just a corrupt chaos agent with an abusive personality that has shown through in every position he’s been in, and that’s dangerous for New York City,” Mr. Lander said, stopping only to spread sour cream and apple sauce on his potato pancake, or to sip from his French 75, a cocktail he likes because it is fizzy.

Advertisement

New Yorkers, he said, deserved a stark alternative: “I am a decent person. Let’s just start there.”

In eight weeks, Democratic primary voters will choose a candidate for mayor, with the victor promptly becoming the favorite to win the November general election in a city where Democrats outnumber Republicans six to one.

What kind of person New Yorkers want as their mayor is the elemental question of this and any mayor’s race. Do they want someone who projects a muscle-car style of masculinity, like the former governor, who resigned in disgrace in 2021 after an investigation found he had sexually harassed 11 women? (Mr. Cuomo has denied wrongdoing.)

Would they rather a female politician adept at projecting an even-tempered self-confidence, like the City Council speaker, Adrienne Adams? Would they prefer a charismatic democratic socialist and son of a movie director from Queens with an age-appropriate aptitude for social media, like Assemblyman Zohran Mamdani, who is now polling in second place?

Or would they like Mr. Lander, an earnest-seeming policy wonk who read Antigone in the original Greek; a former member of the Democratic Socialists of America who in 2020 said he still considered himself a member, but whose spokeswoman now says hasn’t attended a D.S.A. meeting in decades; a critic of the city-backed financing of the Hudson Yards development on Manhattan’s West Side who has since come around; a reform Jew who considered becoming a rabbi, and who is also an anti-occupation Netanyahu critic who cursed Mr. Cuomo in Yiddish as he accused him of wielding antisemitism as a political weapon?

Advertisement

At the moment, it appears that New York City voters are looking elsewhere. Mr. Lander is polling at 6 percent among registered Democratic voters, well behind Mr. Mamdani, a liberal upstart who has energized much of Mr. Lander’s presumptive base. Twenty percent of voters remain undecided. Mayor Adams has opted out of the Democratic primary and will run as an independent in November instead.

Lander partisans note that it is early. At this point in 2021, Andrew Yang was still leading the polls, Mr. Adams was in second place, and Maya Wiley, a civil rights lawyer, and Kathryn Garcia, the former sanitation commissioner, were polling at 7 and 4 percent, according to a Spectrum News NY1/Ipsos poll from the time.

That June, Ms. Garcia lost to Mr. Adams by just 7,000 votes, Ms. Wiley finished third, and Mr. Yang finished fourth. And Mr. Lander won the Democratic primary for comptroller.

“What I did last time to win was build a coalition that had the Maya Wiley voters, like people that have a more progressive vision of a city that can deliver on affordability, and Kathryn Garcia voters, who just want a good manager who loves New York City,” Mr. Lander said.

“And I believe that coalition still exists and can be a majority of the Democratic primary electorate.”

Advertisement

But first, Mr. Lander said, Mr. Cuomo has to be “knocked down.”

To that end, Mr. Lander has bombarded the press with anti-Cuomo messaging, hoping that something, anything, will stick.

“Lander Demands Cuomo Release His Tax Returns After History of Shady Business and Lies About His Income,” read one news release. “In Addition to Shady Crypto Client, Who Else Has Cuomo Been Paid to Advise Since Resigning as Governor?” read another.

Mr. Lander’s first real political encounter with Mr. Cuomo happened in 2017, when Mr. Lander was the city councilman representing Park Slope, Brooklyn, and Mr. Cuomo was still governor.

Mr. Cuomo effectively killed a New York City law imposing a 5-cent fee on plastic bags that Mr. Lander had sponsored, acting right before it was set to begin. “Plastic bags won,” Mr. Lander said at the time.

Advertisement

Four years after Mr. Lander’s bill passed the City Council, a plastic bag ban signed by Mr. Cuomo went into effect.

“We call that 40 billion plastic bags later,” Mr. Lander said.

More damning, Mr. Lander argues, were the Cuomo administration’s choices during the height of the Covid pandemic, when it directed nursing homes to accept infected patients, and then failed to publicly account for the deaths of more than 4,000 nursing home residents, according to an audit by the state comptroller, Thomas P. DiNapoli.

Mr. Lander has also tried to highlight the estimated $61 million New York has spent on legal representation related to issues surrounding Mr. Cuomo’s tenure.

“In every relationship, he views it as like, how could I manipulate this other party to my benefit?” Mr. Lander said. “And I really think that’s how he thinks about New York City.”

Advertisement

And so, inevitably, more than an hour into a pro-migrant, pro-trans-rights, pro-Mr. Lander event at a Unitarian church in Brooklyn Heights, Mr. Lander turned to Mr. Cuomo.

He pinned Mr. Cuomo’s polling status on “name recognition in a time of Trumpian distraction” and “pandemic memory repression.” He invoked a former Syracuse mayor, Stephanie Miner, who recently described Mr. Cuomo’s kissing her against her will as a power play. He brought up Covid and the $5 million book deal on which Mr. Cuomo used government resources. He noted that Mr. Cuomo’s lawyer had sought the gynecological records of a woman who had accused him of harassment.

“This is an abusive, corrupt person who is running for his own revenge tour,” Mr. Lander said. “He is not looking to solve the problems of New York City, where he hasn’t lived in 25 years.”

Then Mr. Lander asked the room to sing “Happy Birthday” to his 81-year-old mother, whose celebration he was missing while on the campaign trail. The audience happily complied.

In a statement, Esther Jensen, a spokeswoman for Mr. Cuomo, described Mr. Lander’s strategy as “bizarre.”

Advertisement

“New Yorkers aren’t naïve,” she said. “They know Governor Cuomo is the only person in this race with the proven record of accomplishment, and leadership necessary to effectively confront the very serious challenges we face, and take on President Trump, which is why these repeated gutter attacks from Brad Lander, a career politician, with no meaningful record or vision of his own, are not only not working, but backfiring.”

Mr. Lander, the 55-year-old son of a St. Louis lawyer and guidance counselor, met his wife at the University of Chicago and moved to New York City in 1992, so she could attend N.Y.U. law school. He found work running a community development corporation and then the Pratt Center for Community Development, both in Brooklyn.

After Mr. Lander announced he would run for mayor, he began tacking toward the center, renouncing the defund the police movement he had once supported and giving a pro-growth speech at a prominent civic association.

The speech won the respect of Dan Doctoroff, a former deputy mayor under Michael R. Bloomberg and a driving force behind New York City’s economic development. “The most important thing is he’s adopted my vision of the pro-growth cycle,” Mr. Doctoroff said of Mr. Lander.

It was a strategy seemingly predicated on the idea that moderates seeking competent governance would coalesce with left-leaning voters behind Mr. Lander.

Advertisement

He has cast himself as a liberal with managerial chops, and a housing expert who promises to end the mental health crisis on city streets and to build apartments on public golf courses. But the left seems more enamored of Mr. Mamdani these days.

In this city of shifting political loyalties, the pendulum may still swing in unexpected ways.

At this point in 2021, Ms. Garcia, who was running on her managerial competence, was a political afterthought. Then she surged forward, winning the endorsements of The New York Times and The Daily News.

Many voters still “want someone who is going to be a good manager,” said Basil Smikle, a Democratic strategist who formerly led the state party. He added that voters were also looking for someone who could stand up to Mr. Trump.

“Brad Lander has a chance if he can make the case that he can do all of those things,” Mr. Smikle said.

Advertisement

New York

Video: Hochul and Mamdani Announce Plan for Universal Child Care

Published

on

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.

“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.”

Advertisement
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.

By Meg Felling

January 8, 2026

Continue Reading

New York

Vote on the 17 Ways Mamdani Could Improve NYC

Published

on

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.

Advertisement

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.

Advertisement
Get your votes in before polls close on Jan. 12, 2026.

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.

Advertisement

2

Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.

Advertisement

3

Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.

Advertisement

4

Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.

Advertisement

5

Build more mental health crisis centers citywide.

Advertisement

6

Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.

Advertisement

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.

Advertisement

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.

Advertisement

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.

Advertisement

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.

Advertisement

11

Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.

Advertisement

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.

Advertisement

14

Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.

Advertisement

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.

Advertisement

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.

Advertisement

17

Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.

Advertisement

Continue Reading

New York

Congestion pricing after one year: How life has changed.

Published

on

Congestion pricing after one year: How life has changed.

Advertisement

Since congestion pricing began one year ago, about 11 percent of the vehicles that once entered Manhattan’s central business district daily have disappeared.

This may not seem like a lot. But it has changed the lives — and bank accounts, bus rides and travel behavior — of many.

“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.”

Advertisement

“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.”

Advertisement

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.

Advertisement

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.

Advertisement

“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

Advertisement

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:

Advertisement

Average daily entries to the central business district

The central business district includes the congestion tolling zone and adjacent highways excluded from the tolls. Source: M.T.A.

Advertisement

All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.

Advertisement

“I never drive into the city anymore. I only take the subway. It’s a relief.”

Philip Zalon Brooklyn

Advertisement

“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.”

Advertisement

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.

Advertisement

Personal vehicle entries into the central business district

Advertisement

Average weekday entries from Jan. 5 through Nov. 30, 2025, by 10-minute intervals. Source: M.T.A.

Advertisement

“I’ve decided to get up earlier to get the lower price.”

Eric Nehs Manhattan

Advertisement

Advertisement

“It is exhausting to plan the trip to cross the line at 9 p.m.

Paul S. Morrill Manhattan

2. Faster traffic

Advertisement

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.

Advertisement

Change in vehicle speeds, 2024-25

Speeds from January through November of each year during peak toll hours. Source: M.T.A., HERE Traffic Analytics.

Advertisement

“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”

Advertisement

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.

Advertisement

Average vehicle speeds in the congestion zone

Advertisement

Source: M.T.A., HERE Traffic Analytics.

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:

Advertisement

Speeds are for the inbound direction of travel. Source: M.T.A., HERE Traffic Analytics.

Advertisement

“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

Advertisement

“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”

Advertisement

Lisa Davenport Weehawken, N.J.

Advertisement

“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.

Advertisement

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:

Advertisement

“Noticeably fewer cars driving, even way out in Bensonhurst!”

Advertisement

Charles Haeussler Brooklyn

Advertisement

Even across the river in Bergen County, I feel that we benefit.”

Michelle Carvell Englewood Cliffs, N.J.

Advertisement

“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.

Advertisement

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.

Advertisement

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.

Advertisement

Change in bus speeds, 2024-2025

Advertisement

Local bus routes

Express bus routes

Advertisement

“The crosstown buses are faster than they used to be, even during peak commuting times.”

Advertisement

Marc Wieman Manhattan

Advertisement

“Have gratefully noticed that they’re more on-time.”

Sue Ann Todhunter Manhattan

Advertisement

“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”

John Ruppert New Jersey

Advertisement

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.

Advertisement

“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.”

Advertisement

Daniel Ludwig Weehawken, N.J.

Advertisement

“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.

Advertisement

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.”

Advertisement

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.

Advertisement

Change in vehicle noise complaints, 2024-25

Advertisement

From Jan. 5 to Nov. 30 in each year. Source: N.Y.C. 311 data.

Advertisement

“Sometimes it’s almost — dare I say it? — quiet.”

Daniel Scott Manhattan

Advertisement

Advertisement

“Midtown is so much quieter now.

Melanie DuPuis Manhattan/Hudson Valley

Advertisement

“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”

Grant Louis Manhattan

Advertisement

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.

Advertisement

Change in number of people seriously injured in a crash, 2024-25

Number of people who were seriously injured in a crash from Jan. 1 through Nov. 30 of each year. Source: Sam Schwartz Transportation Research Program/Hunter College analysis of N.Y.P.D. crash data.

Advertisement

“Nobody’s trying to run me over.”

Advertisement

Alice Baruch Manhattan

Advertisement

Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”

Charlie Rokosny Brooklyn

Advertisement

“The number of blocked crosswalks have gone down significantly!”

Samir Lavingia Manhattan

Advertisement

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.

Advertisement

“Sadly Manhattan is no longer an option for many things we once enjoyed.”

Linda Fisher Queens

Advertisement

“Congestion pricing has made my world much smaller.”

Advertisement

Justine Cuccia Manhattan

Advertisement

“I’m more careful about choosing events to attend, so I go to fewer of them.

Karen Hoppe Queens

Advertisement

“I will not use doctors in Manhattan, limiting my health care choices.”

David Pecoraro Queens

Advertisement

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.

Advertisement

“As an asthmatic, I can also palpably feel improvements in the air quality.”

Advertisement

Rob Hult Brooklyn

Advertisement

“It’s allowed me to believe that perhaps America can change for the better.”

Hanna Horvath Brooklyn

Advertisement

“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

Advertisement

Advertisement

“I don’t like the cost but I also can’t deny its effectiveness.”

Jon Keese Queens

Advertisement
Continue Reading

Trending