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Can Faster Buses Really Be Free?

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Can Faster Buses Really Be Free?

On a rough day, a bus ride in New York starts like this:

Then there are the traffic jams …

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the mistimed stop lights …

the bunched-up buses …

and the cars blocking the bus lane.

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Videos by Sutton Raphael/The New York Times

Zohran Mamdani has made this grim experience central to his pledge to improve city life. Can his bus plan actually do that?

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Some of the slowest buses in America plod through New York, stopping and starting, bunching and idling, at about eight miles per hour on average. Speeds have improved little over the past decade. The least reliable buses seldom show up on time.

Zohran Mamdani has built a strikingly successful mayoral campaign by tapping frustration with this system and marrying it to his broader campaign pledge to make New York more affordable.

“Fast and free buses,” he has promised, the two goals always locked together.

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Get rid of fares, in theory, and that should speed things up, ending the backlog of riders lined up at every stop. More bus lanes and better infrastructure could bolster those gains. And making buses free would be a boon, Mr. Mamdani argues, for New Yorkers who have said in surveys that they’ve often struggled to come up with fare money.

“Today in the wealthiest city in the wealthiest country in the history of the world, one in five New Yorkers cannot afford the bus fare,” Mr. Mamdani said, defending his plan in the campaign’s final debate last week. Give people back that money, and more of their time, he suggests, and the economic benefits for the city would outweigh even the cost of a fare-free program he estimates could run $700 million a year.

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Critics, and even some transit advocates, warn that his two goals are in tension: Spend such vast sums subsidizing the bus, and there won’t be much left over to improve it, especially at a time when the federal government is undercutting support for transit and the economy is shaky. Under any reasonable estimate, the annual cost to the city of making buses free would be more than transit officials expect to raise this year from congestion pricing, the Manhattan tolling program in the middle of its own political fight.

Whether fast buses and free ones can really go together depends on many questions, some beyond a mayor’s control, including whether Gov. Kathy Hochul would cooperate on higher taxes to raise revenue. Even if Mr. Mamdani were able to eliminate fares, what effect would it really have? And would it be enough to change the slog of riding a bus in the city?

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Free and maybe faster

To understand the ambition of Mr. Mamdani’s plan, it’s helpful to first take in the vastness of New York’s bus network. It’s at a whole other scale from the subway system (and from any city currently running free buses):

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Mr. Mamdani, who is the front-runner in the Nov. 4 general election, first championed the idea of free buses by pushing for a one-year pilot that made a single route in each borough free for one year starting in September 2023. Expanding the idea citywide would cover 340 routes that carry about 1.5 million paid trips per weekday.

Those rides represent a lot of money that the Metropolitan Transportation Authority, which runs the bus and subway systems, would no longer be collecting at the fare box. The fare today is $2.90, set to rise to $3 in January (although the actual fare collected per paying rider is more like $1.90, after accounting for free transfers and discounted fare cards). If the city were to pay for this instead, the total cost would depend on ridership numbers.

The M.T.A. says the cost of a free-fare program is probably higher than Mr. Mamdani’s estimate. As the authority cracks down on fare evasion, and ridership and fares increase, it projects that by 2028 the annual bus fare revenue, including paratransit, could exceed $1 billion — much higher than the campaign’s numbers.

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About a quarter of bus riders also transfer to the subway. And if they haven’t paid for the first leg of the trip, the M.T.A. fears that more passengers may be inclined to skip the train fare, too.

John J. McCarthy, chief of policy and external relations at the M.T.A., said in a statement that the authority was pleased with the attention that transit has gotten in the mayoral race, but also expressed caution about making the buses free without more study.

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“Why is congestion pricing successful? Because we took the time to study its benefits and impacts,” he said about the yearslong review for the toll program. “This proposal would demand the same kind of rigorous analysis.”

Still, the Mamdani campaign says the overall cost is relatively small — less than 1 percent of the city’s annual budget. But for the M.T.A., fare revenue covers about 19 percent of its $4.8 billion bus operating budget.

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Mr. Mamdani suggests that the economic benefits of free fares could be twice as large as the costs. That’s hard to evaluate (the figure includes assigning a dollar value to the time you’d save by spending less of it stuck on the bus). His other claim is that eliminating the fare would itself speed up the buses.

That is theoretically true. All those seconds it can take each passenger to root around in a pocket, count out change or fuss with the card reader — at every stop — add up to real delays. And just one rider doing this can be the difference between making and missing a green light.

But New York’s own pilot program illustrates one hitch. Across all five free routes, ridership increased during the pilot by about 30 to 40 percent, mostly driven by existing riders taking more trips. The buses, however, actually slowed, because all those new riders still had to board the bus and request stops, offsetting the time savings from getting rid of fares.

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That’s another complication: If ridership rises substantially, you have to add service to keep up with it, or you may not see any speed benefits. And that costs money, too.

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Sutton Raphael/The New York Times

Mr. Mamdani cites an estimate that free buses could shave 12 percent off trip times. The number comes from Charles Komanoff, a longtime transit advocate and mathematician whose traffic modeling helped inform congestion pricing. He first tried to assess the impact of free buses in 2007, as part of a study of whether congestion pricing could generate enough revenue to make transit free.

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“That idea of free transit — it was visionary, it was lovely, it was beguiling,” Mr. Komanoff recalled recently. Politically at the time, though, “it was completely impractical.”

He put down the idea for nearly two decades. Then last December, he heard Mr. Mamdani, polling at the time in single digits, talk about free buses at a mayoral transit forum.

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In April, Mr. Komanoff published a new report that is the closest thing to a white paper for the Mamdani campaign on the topic. His 12 percent time savings relies on some of his 2007-era data (bus riders then dipped a card instead of tapping it). This fall, he reran his analysis again, after riding the B41 bus in Brooklyn with The New York Times to collect new data. He estimates that ending fares could cut 7 percent off a trip on the route, assuming the ridership stays constant. That would still be, he said, “a triumph” — an improvement akin to what drivers have seen inside Manhattan’s congestion zone.

Faster but not free

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The B41 bus, connecting the Flatbush commercial corridor to Downtown Brooklyn, is one of the busiest routes in the city. The comptroller’s office gives it a D grade for its poor on-time performance and high rate of “bunching” — when buses arrive too close together and disrupt scheduling. On the route’s slowest stretch, speeds dip below four m.p.h.

Flatbush Avenue is, in short, a prime target for redesign and better bus service — something the New York City Department of Transportation has already begun to work on. And it’s a prominent example of how buses could be made faster without killing the fare box.

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We rode the corridor, timed how long it takes riders to board the bus, counted all the intersections, and worked with the transportation planner Annie Weinstock to analyze the route. A trip in the evening rush hour covering the Flatbush portion of the B41 takes 58 minutes on average. But if the bus were traveling the corridor totally unimpeded, it would need only 16 minutes to go from end to end. Everything else is a form of delay: The bus spends more time sitting at red lights, and almost as much time sitting in traffic:

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Note: The data refers to the B41 Limited, which makes fewer stops.

Making the B41 substantially faster would require a series of changes:

Mr. Mamdani has voiced support for infrastructure initiatives like this, although the campaign’s estimated cost for the free-fare program doesn’t include the sizable expenses needed to do such projects in tandem. Transit advocates are also pushing the city to go further, leveraging an array of “bus rapid transit” improvements that would also enable riders to enter from all bus doors and to pay for the bus at sidewalk kiosks, while revamping more intersection signals to prioritize buses.

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All-door boarding and off-board payment would logistically have the same effect as free fares, cutting the time it takes passengers to board. We asked Ms. Weinstock, who has studied how to implement faster buses in New York, to estimate how much all of these changes together would speed up the B41.

In an ideal world, all these investments could cut about 40 percent off the time of a B41 trip — far more than doing free fares alone. It certainly helps to speed up the process of boarding riders. But that’s not the thing that helps the most. And there are other ways to get those same savings while still collecting fares.

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Of course, free fares are about financial savings for riders as much as time savings. But there are some other, less sweeping ways to do that, too.

About 375,000 low-income riders already pay half-cost fares under the Fair Fares program funded by the city. It subsidizes fares on the bus and subway for households making less than 145 percent of the federal poverty level.

But advocates want to push the threshold up to 200 percent — or even 300 percent, where a family of four earning as much as $96,500 a year would qualify.

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Source: Community Service Society of New York

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Costs assume the same participation rate the program has now

“We think it would be much less costly than a totally free system,” said David R. Jones, president of the Community Service Society, which has pushed for Fair Fares. He’s also a member of the M.T.A. board.

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Mr. Mamdani supports expanding Fair Fares for the subway, alongside free buses. Doing both would further drive up the total cost of his transit agenda.

Former Gov. Andrew M. Cuomo, who is polling behind Mr. Mamdani in the mayoral race, has said he would make the subway and buses free for New Yorkers making up to 150 percent of the federal poverty line, or about $48,000 for a family of four.

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Free for some, faster for more

The allure of free buses is partly that many of these other interventions are harder. Roads must be ripped up and redesigned. Neighbors will complain. Infrastructure projects take years (the redesign of a roughly one-mile stretch of Flatbush Avenue is scheduled to be done next year). Even scaling up Fair Fares would require the city to do more to reach people who qualify — today only about a third of residents who do are in the program.

But you can declare the bus to be free tomorrow, and it will be free tomorrow. It’s a shortcut to improving an aspect of city life where nearly all other answers are slow and hard.

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“It’s a guarantee that your life will be better in a way that you can feel every single day,” said Michelle Wu, the mayor of Boston and someone Mr. Mamdani has often cited.

In Boston, the city pays to offset the fares on three high-ridership bus routes that serve lower-income neighborhoods (ridership is up, travel times about the same). That’s the kind of partial measure Mr. Mamdani could pursue: a larger pilot, a targeted set of routes, perhaps while expanding Fair Fares to aid more riders citywide. Maybe that buys patience for the harder improvements.

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His campaign insists that the universality of free fares is the point. It’s what gives working-class riders access to the whole city. It’s what could unlock faster speeds for everyone.

But there’s evidence that New Yorkers might like the spirit of the pitch more than the potential reality of it. A recent New York Times/Siena polling experiment of two groups of likely voters showed 56 percent supported making the buses free, even as 57 percent said the city “should not do this.”

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Sutton Raphael/The New York Times

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To voters, the value of Mr. Mamdani’s promise may largely be in the signal it sends: that he sees New Yorkers struggling on the bus and wants to make things better with big ideas. And that whether or not he really turns off all the card readers, surely he’ll do something to help your wallet, and to fix the buses.

Brad Lander, the city comptroller and an ally of Mr. Mamdani who also ran for mayor in the primary, suggested “fast and free” has a logic to it that’s not necessarily literal. Yes, you need resources to make the buses faster, he allowed, but you also need political will. And Mr. Mamdani is building it in a way that might not have worked had he promised “fast buses” alone.

“If you had had someone say, ‘Well, what if we make the bus a dollar cheaper than the subway, but also produce 20 interborough bus rapid transit lanes, and do all-door boarding to help everyone!’ — those might have been really good ideas,” Mr. Lander said, poking fun at his own policy-dense campaign.

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“But they didn’t sufficiently capture the imagination of New Yorkers.”

New York

How a Parks Worker Lives on $37,500 in Tompkinsville, Staten Island

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How a Parks Worker Lives on ,500 in Tompkinsville, Staten Island

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?

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Sara Robinson boarded a Greyhound bus from Oregon to New York City to attend Hunter College in the early 2000s, bright-eyed and eager to pick up odd jobs to fuel her dream of living there.

For a long time, she made it work. But recently, that has been more challenging than ever.

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Right around her 40th birthday, Ms. Robinson began to feel financially squeezed in Brooklyn, where she had lived for years. Ms. Robinson (no relation to this reporter) was also feeling too grown to live with roommates.

“As a child,” she said, “you don’t think you’re going to have a roommate at 40.” She decided to move into a place of her own: a one-bedroom apartment in the Tompkinsville neighborhood of Staten Island.

After she moved, the preschool where she’d worked for over a decade closed. Now, she works two jobs. She is a seasonal employee for the state Office of Parks, Recreation and Historic Preservation, working from Tuesday to Saturday. And on Monday nights, she sells concessions at the West Village movie theater Film Forum, which pays $25 an hour plus tips.

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Ms. Robinson, now 45, loves her job as an environmental educator at a state park on Staten Island. Her team runs the park’s social media accounts and comes up with event programming, like a recent project tapping maple trees to make syrup.

But the role is temporary. Her last stint was from June 2024 to January 2025. Then she was unemployed until August 2025. Ms. Robinson’s current contract will be up in April, unless she gets an extension or a different parks job opens up.

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Ms. Robinson’s biweekly pay stubs from the parks department amount to about $1,300 before taxes. She barely felt a difference, she said, while she was out of work and pocketing around $880 every two weeks from her unemployment checks. (Her previous parks gig paid $1,100 a check.)

Living in New York’s Greenest Borough

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“It used to be, ‘There’s no way I’m moving to Staten Island,’” Ms. Robinson said. “But the place is close to the water. I’m three minutes from the ferry. The rest is history.” She lives on the third floor of a multifamily house, above an art studio and another tenant. Her rent is $1,600 a month, plus $125 in utilities, including her phone bill.

“If my situation changes, I don’t know if I could find something similar,” she said. “So much of my New York life has been feeling trapped to an apartment. You get a place for a good price, and you’re like, ‘I can’t leave now.’”

Staten Island is convenient for Ms. Robinson’s parks job, but it’s become harder to justify living in a borough where she knows few people. It takes more than an hour to get to friends in Brooklyn, an especially hard trek during the winter. After four years of living on Staten Island, Ms. Robinson feels somewhat isolated.

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“All my friends on Staten Island are senior citizens,” she said. “It’s great. I love it. But I do want friends closer to my age.”

One of Ms. Robinson’s friends, Ray, took her on nature walks and taught her about tree identification, sparking an interest in mycology, the study of mushrooms. This led to a productive — and free — fungi foraging hobby during unemployment. She has found all sorts of mushrooms, including, after a month of searching, the elusive morel.

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The Budgeting Game

Ms. Robinson doesn’t update her furniture often, but when she does, she shops stoop sales in Park Slope or other parts of Brooklyn.

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“It’s like a treasure hunt,” she said. “You could make a whole apartment off the street, off the stuff that people throw away.”

She also makes a game out of grocery shopping, biking to Sunset Park in Brooklyn or Manhattan’s Chinatown to go to stores where there are better deals. She budgets about $300 for groceries each month.

Ms. Robinson bikes almost everywhere, sometimes traveling a little farther to enter the Staten Island Railway at one of the stations that don’t charge a fare. She spends $80 a month on subway and ferry fares, and $5 a month for a discounted Citi Bike membership she gets through a credit union, though she usually uses her own bike. She is handy and does repairs herself.

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There are certain splurges — Ms. Robinson drops $400 once or twice a year on round-trip airfare to Seattle, where her family lives. She also spent $100 last year to see a concert at Forest Hills Stadium in Queens.

She said she has many financial saving graces. She has no student loans and no car to make payments on. She doesn’t get health insurance from her jobs, but she qualifies for Medicaid.

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She mostly eats at home, though sometimes friends will treat her to dinner. She repays them with tickets to Film Forum movies.

Nothing Beats the Twinkling Lights

Ms. Robinson’s friends often talk about leaving the city — and the country.

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Two friends have their eyes set on Sweden, where they hope to get the affordable child care and social safety net they are struggling to access in New York.

Ms. Robinson can’t see herself moving elsewhere in the United States, but she is entertaining the idea of an international move if she can’t hack it on Staten Island.

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Yet the pull of the city is hard for her to resist.

“I just get a rush when I’m riding the Staten Island Ferry across the bay,” she said. “You see all the little twinkling lights. It’s this feeling of, ‘everything is possible here.’”

That feeling, plus the many friendly faces Ms. Robinson sees every day — the ferry operators, the conductors on the Staten Island Railway, her co-workers at Film Forum — are what tie her to New York.

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“My savings are not increasing, so there’s that,” she said. “But I’ve been OK so far. I think I’m going to figure it out.”

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How the Editor in Chief of Marie Claire Gets Styled for a Trip to Italy

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How the Editor in Chief of Marie Claire Gets Styled for a Trip to Italy

Nikki Ogunnaike, the editor in chief of Marie Claire magazine, did not grow up the scion of an Anna Wintour or a Marc Jacobs.

But, she said, “my mom and dad are both very stylish people.”

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They got dressed up to go to church every week in her hometown Springfield, Va. Her mother managed a Staples; her father, a CVS. “Presentation is important to them,” she said.

Since landing her first internship with Glamour magazine in college, Ms. Ogunnaike, 40, has held editorial roles there and at Elle magazine and GQ. She has been in the top post at Marie Claire since 2023.

She recently spent a Saturday with The New York Times as she prepared for Milan Fashion Week.

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How a Physical Therapist and a Retiree Live on $208,000 in Harlem

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How a Physical Therapist and a Retiree Live on 8,000 in Harlem

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?

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It has never really occurred to Marian or Charles Wade to live anywhere but the city where they were born and where they raised their children.

New York is in their bones. “We have our roots here, and our families enjoyed life here before us,” Ms. Wade said.

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And they feel lucky. Between Mr. Wade’s pension, earned after more than 40 years as an analyst at the Manhattan district attorney’s office, and his Social Security benefits, along with Ms. Wade’s work as a physical therapist at a psychiatric center, they bring in about $208,000 a year.

Still, it’s hard for the couple not to notice how much the city has changed as it has become wealthier.

About 10 years ago, Ms. Wade, 65, and Mr. Wade, 69, sold the Morningside Heights apartment they had lived in for decades. The Manhattan neighborhood had become more affluent, and tensions over how their building should be managed and how much residents should be expected to pay for upkeep boiled over between people who had lived there for years and newer neighbors.

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They found a new home in Harlem, large enough to fit their two children, who are now adults struggling to afford the city’s housing market.

All in the Family

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Ms. Wade knew it was time to leave Morningside Heights when she spotted her husband hiding behind a bush outside their building, hoping to avoid an unpleasant new neighbor. They had bought their apartment in 1994 for $206,000, using some money they had inherited from their families, and sold it in 2015 for $1.13 million.

The couple found a new apartment in the Sugar Hill section of Harlem for $811,000, and put most of the money down upfront. They took out a loan with a good rate for the remaining cost, and had a $947 monthly payment. They recently finished paying off the mortgage, but they have monthly maintenance payments of $1,555, as well as two temporary assessments to help improve the building, totaling $415 a month.

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Their two children each moved home shortly after graduating from college.

The couple’s son, Jacob Wade, 28, split an apartment with three roommates nearby for a while, but spent down his savings and moved back in with his parents. He is searching for an affordable one bedroom nearby and plans to move out later in the year. Their daughter, Elka Wade, 27, came home after college but recently moved to an apartment in Astoria, Queens, with roommates.

Until their daughter moved out a few weeks ago, she and her brother each took a bedroom, and Mr. and Ms. Wade slept in the dining room, which they had converted into their bedroom with the help of a Murphy bed and a new set of curtains for privacy.

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There is very little storage space. A piano occupies an entire closet in their son’s bedroom, because the family has no other place to fit it.

The setup is cramped, but close quarters have their benefits: When their daughter, a classically trained cellist, was living there, she often practiced at home in the evenings. “I love listening to her play,” Ms. Wade said.

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Three Foodtowns and a Thrift Shop

The Wades do what they can to keep their costs low. They’ve decided against installing new, better insulated windows in their drafty apartment. They don’t go on vacations, instead visiting their small weekend home in rural upstate New York. And they’ve pulled back on takeout food and retail shopping.

Instead, Mr. Wade surveys the three Foodtown supermarkets near their home for the best deals, preferring one for produce and another for meat. The weekly grocery bill has been around $500 with both kids living at home, and the family usually orders delivery twice a week, rotating between Chinese and Indian food, which typically costs $70, including leftovers.

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For an occasional splurge, they love Pisticci, a nearby restaurant where the penne with homemade mozzarella costs $21.

The couple owns a car, which they park on the street for free. But they often use public transportation to avoid paying the $9 congestion pricing fee to drive downtown, or when they have a good parking spot they don’t want to give up. They have a senior discount for their transit cards, which allows them to pay $1.50 per subway or bus ride, rather than $3.

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Ms. Wade stopped shopping at the stores she used to frequent, like Eileen Fisher and Banana Republic, years ago. Instead, she visits a thrift store called Unique Boutique on the Upper West Side. She was browsing the aisles a few months ago, before a big Thanksgiving dinner, and spotted the perfect dress for the occasion for just $20.

But she has one nonnegotiable weekly expense: a private yoga lesson in an instructor’s apartment nearby, for $150 a session.

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Elka Wade, a cellist, often practices at home, to the delight of her parents. Bess Adler for The New York Times

Swapping Mortgage Payments for Singing Lessons

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For every member of the Wade family, life in New York is all about the arts.

The children each attended the Special Music School, a public school focused on the arts. Their son, an actor, teacher and director, works part time at the Metropolitan Opera and the Kaufman Music Center, a performing arts complex in Manhattan. His sister works in administration at the Kaufman Center.

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Mr. Wade is still close with friends from high school who are now professional musicians, and the couple often goes to see them play at venues like the Bitter End in Greenwich Village, where shows typically have a $12 cover and a two-drink minimum.

The couple has cut back on going to expensive concerts — they used to try to see Elvis Costello every time he came to New York, for example — but have timeworn strategies for getting affordable theater tickets.

They recently splurged on tickets to “Oedipus” on Broadway for themselves and their daughter, who they treated to a ticket as a birthday gift. The seats were in the nosebleed section, but still cost $80 apiece.

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The couple has a $75 annual membership to the Film Forum, which gives them reduced price tickets to movies. They occasionally get discounted tickets to the opera through their son’s work, and when they don’t, they pay for family circle passes, which are usually $47 a head, plus a $10 fee.

Ms. Wade, who grew up commuting from Flushing, Queens, to Manhattan to take dance lessons, sometimes takes $20 drop-in ballet classes during the week at the Dance Theater of Harlem, just a few blocks away from the apartment.

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Recently, when the couple paid off their mortgage, Ms. Wade celebrated by giving herself a treat: weekly private singing lessons, for $125 a session.

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