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Can These Six Artists Predict the Fate of the Art Market?

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Can These Six Artists Predict the Fate of the Art Market?

The spring sales of modern and contemporary art often arrive in May with a steady drumroll of paintings whose estimates soar above $50 million — a sign of confidence in the industry’s roster of ultrawealthy collectors who trade them like financial assets.

Now that drumroll sounds like rain’s pitter-patter as the world’s leading auctioneers recalibrate for an art market rocked by economic uncertainty over the last three years and contend with new challenges, like tariffs.

Of the hundreds of artworks for sale this season (including pieces by Picasso, Basquiat, Magritte and Matisse) there are only a couple above the $50 million threshold: a 1955 Giacometti bust estimated in excess of $70 million, and a potentially record-setting work by Mondrian valued at about $50 million.

But without the spectacle of dinosaurs, bananas and cryptocurrencies in their big-name evening sales, the major auction houses are headed back to basics. It is a season of conventional offerings with very few headline-grabbing estates or deals at a time when these companies are suffering from layoffs; seeking outside investments; and weathering a 20 percent decline in sales within the industry’s broader downturn that has seen global sales fall to $57.5 billion.

“The upper reaches of the market over $5 million are very quiet right now,” said Jacob King, an art adviser in New York. “Material you would have seen in the day sale is now in the evening sale.”

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Despite those challenges, the auction houses are still betting on themselves to raise mountains of money within a single week at Christie’s, Sotheby’s and Phillips in New York. Their combined estimate is $1.2 billion to $1.6 billion.

“Last season was a tough one because we had to put together the sales brick by brick,” Lisa Dennison, a top executive at Sotheby’s, said of the November auctions. “Going into the May sales, we did feel the pipeline flowing a bit more.”

Drew Watson, head of art services at Bank of America Private Bank, pointed out that some of the largest consignments of the season were announced in April, after President Trump’s tariffs went into effect — giving some reason for optimism. “You would expect that if people were really bearish about the art market right now that a lot of those high-end lots would not be coming to the market,” he said.

But the market remains soft, and new ultrawealthy collectors scarce, increasing the pressure on auction houses to perform. Here are six bellwether artworks in the evening sales that may indicate the health of the art market.

“Grande tête mince (Grande tête de Diego)” (1955), in excess of $70 million, Sotheby’s Modern Evening Auction, Tuesday

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Giacometti was toward the end of his career when he created this bronze bust of his brother Diego, the artist’s studio assistant and muse. The sculpture has the highest estimate in New York’s spring sales and comes without a minimum financial guarantee from either Sotheby’s or a third party to ensure the artwork sells, as is typical with expensive lots. The seller, the Soloviev Foundation, a nonprofit founded by the real estate tycoon Sheldon Solow, stands to receive a bigger payout if the work sells for its estimate.

Solow, who died in 2020, acquired the work in 1980 from the Maeght family, which established the first private art foundation in France, the Fondation Maeght. The foundation is offloading the bust to support its philanthropies, which include the Metropolitan Museum of Art and Henry Street Settlement, according to its website.

“This one has always been the mother lode,” Simon Shaw, a Sotheby’s executive who helped arrange the sale, said of the Giacometti, which was cast during the artist’s lifetime. He described it as a “great sculpture in the season where it would be the most exciting thing available by some significant margin.”

Another cast of the artwork sold at Christie’s in 2010 for $53.3 million; adjusted for inflation, the price today would be $78.1 million, suggesting the artwork has appreciated very little in the last 15 years. Experts said the one being offered at Sotheby’s could sell for more because it is the only painted cast in the series.

“Composition With Large Red Plane, Bluish Gray, Yellow, Black and Blue” (1922), about $50 million, Christie’s, Leonard & Louise Riggio: Collected Works, Monday

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When the Barnes & Noble founder Leonard Riggio died last year, he and his widow, Louise, had acquired an immense art collection, championing blue-chip minimalist art and donating to nonprofits like the Dia Foundation, as well as modern paintings by masters like Pablo Picasso, Rene Magritte and Fernand Léger that hung in their Park Avenue apartment.

Louise decided to sell the apartment and consign nearly 40 artworks to Christie’s, including a Mondrian painting that will be the auction house’s most expensive artwork this season, with an estimate around $50 million.

Mondrian is considered a pioneer of European abstraction, thanks to his early experiments in color and geometry in the 1920s. These days, the financial value of his paintings is tied to the proportion of red covering the canvas, making the Riggio example a potential record-breaker. (A previous benchmark was set in 2022 at Sotheby’s, when a similar artwork sold to an anonymous buyer for $51 million.)

But that Mondrian was sold during the market’s height, leading industry analysts to debate whether the prestige of the Riggio name can overcome the economic uncertainty at play today. The auction house has also taken a large risk in providing a guarantee for all artworks, meaning that Christie’s will need to buy in whatever fails to sell.

“They did a big house guarantee and are having trouble selling it off,” said King, the art adviser. “It’s good material, but these are big estimates and there is a lot of stuff to sell.”

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“Imagen perdida 27 (Lost Image 27)” (1996), $300,000 to $500,000, Phillips Modern and Contemporary Art evening auction, Tuesday

A tapestry by the 93-year-old Colombian artist Olga de Amaral marks her first appearance in a major New York evening auction — the latest symbol that yet another under-known female artist has moved from the fringes of the marketplace to its upper echelon.

“She’s really a rediscovery, and finally coming out of the pigeonhole,” said Jean-Paul Engelen, a Phillips executive. “She’s no longer a craft artist or a Latin artist. She’s just an artist.”

Many of the other female artists featured this season are either bona fide auction stars whose work reliably sells for millions of dollars (like Agnes Martin, Georgia O’Keeffe and Cecily Brown), or rising talents with low estimates of $100,000 or less (like Danielle Mckinney, Emma McIntyre and Ilana Savdie). De Amaral stands somewhere between them, as an established artist whose value is still climbing after the opening of her first major European museum survey at the Fondation Cartier in Paris last October.

The seller of the tapestry bought the artwork directly from de Amaral in 1996. The artist has woven grids of linen covered in gold leaf to create shimmering abstractions. Three more of her artworks are in New York’s crowded day sales, including the 2006 tapestry “Imagen Paisaje I (Landscape Image I),” which has a high estimate of $1.5 million at Sotheby’s.

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That Phillips has chosen a lower-priced work for its evening sales is a sign that the auction house struggled this season to pull significant consignments from sellers, according to experts. The company’s total estimate for the evening sales is far below its competitors and its top lot — a 1984 Basquiat painting with a high estimate of $6.5 million — is almost 90 percent less than the top lot offered in last year’s equivalent sale.

“In this market, what we have, we feel we can sell well,” Engelen said.

“Baby Boom” (1982), $20 to $30 million, Christie’s 21st Century evening auction, Wednesday

“Big Electric Chair” (1967-68), about $30 million, Christie’s 20th Century evening auction, Monday

In 1985, posters promoting a show of collaborative paintings by Andy Warhol and Jean-Michel Basquiat featured the artists posing in boxing gear, as if squaring off instead of teaming up. Four decades later, Basquiat has knocked out all competitors — including the former champion Warhol — to become a bellwether in the art market, according to Christie’s global president Alex Rotter.

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“If you asked me to name one artist, it’s Basquiat,” Rotter said. “Over the past five years, he has the broadest attraction to people at different price levels.”

After a prolonged buying frenzy for Warhol paintings, most prime examples now reside in museums and private collections that are reluctant to sell. His absence in the market allowed Basquiat to become a standard-bearer because his paintings and drawings still frequently circulate.

The appearance of Warhol’s “Big Electric Chair” will test if the ultrawealthy’s appetite for the artist has shifted. It is the lone Warhol piece estimated to sell for more than $10 million this season and shows Warhol’s fascination with America’s dark underbelly. “Big Electric Chair” was featured in the artist’s first European and U.S. museum surveys. In 2019, a multicolored version of the piece sold at a Christie’s auction just above its low estimate at $19 million.

The screen print is also competing in the same price range as Basquiat’s “Baby Boom” painting — one of the artist’s most accessible works from 1982, widely considered the best year of his career. The painting is an art historical sendup of religious iconography, reinterpreting the holy family of Jesus, Mary and Joseph as the artist and his parents.

Rotter said the Basquiat painting showed the evolution of the artist’s style. “It’s ’81 where the radical Basquiat comes out. It’s ’82 where he has confidence with the radicality.”

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“Bathers Seventeen (Black Hole)” (2011-12), $250,000 to $350,000, Collection of Barbara Gladstone, Sotheby’s, Thursday

Sotheby’s is holding dedicated auctions of artwork owned by two respected gallerists on the same night, a collection from the London gallerist Daniella Luxembourg with a high estimate of $41.1 million and a more modest group once held by Barbara Gladstone, with a high estimate of $17.2 million.

Gladstone, who died last year at 89, was a generational force in the art world responsible for boosting artists like Robert Rauschenberg, Keith Haring and Elizabeth Murray into the limelight. Her namesake gallery has continued after her death, with four remaining partners running six locations around the world.

There are only two artists in the dozen lots offered at Sotheby’s that are still represented by the gallery: Alighiero Boetti and Richard Prince.

Another artist, Carroll Dunham, disappeared from the gallery’s website only a few weeks ago. Gladstone had held more than a dozen exhibitions of Dunham’s artwork since 2004. (A spokesperson for Gladstone Gallery did not reply to requests for comment.)

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That subtle change has brought some intrigue to the sale of his painting “Bathers Seventeen (Black Hole).” Although the work is estimated below his auction record of $591,000 in 2017 for “Integrated Painting Seven,” Gladstone’s personal ownership of “Bathers” could provide a boost.

“Works from her collection coming up for sale are iconic examples of each artist’s work, and each is a vital piece of contemporary art history,” said Molly Epstein, a senior partner at the advisory firm Goodman Taft. Gladstone choosing to live with these works “gives them even greater meaning,” Epstein added.

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Video: Hochul and Mamdani Announce Plan for Universal Child Care

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Video: Hochul and Mamdani Announce Plan for Universal Child Care

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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.”

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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

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Vote on the 17 Ways Mamdani Could Improve NYC

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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.

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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.

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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.

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2

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

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3

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

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4

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

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5

Build more mental health crisis centers citywide.

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6

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

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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.

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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.

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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.

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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.

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11

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

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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.

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14

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

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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.

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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.

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17

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

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Congestion pricing after one year: How life has changed.

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Congestion pricing after one year: How life has changed.

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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.”

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“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.”

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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.

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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.

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“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

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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:

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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.

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

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

Philip Zalon Brooklyn

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“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.”

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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.

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Personal vehicle entries into the central business district

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

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

Eric Nehs Manhattan

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

Paul S. Morrill Manhattan

2. Faster traffic

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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.

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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.

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

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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.

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Average vehicle speeds in the congestion zone

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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:

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

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“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

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

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Lisa Davenport Weehawken, N.J.

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“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.

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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:

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

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Charles Haeussler Brooklyn

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

Michelle Carvell Englewood Cliffs, N.J.

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“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.

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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.

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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.

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Change in bus speeds, 2024-2025

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Local bus routes

Express bus routes

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

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Marc Wieman Manhattan

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

Sue Ann Todhunter Manhattan

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

John Ruppert New Jersey

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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.

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“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.”

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Daniel Ludwig Weehawken, N.J.

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“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.

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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.”

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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.

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Change in vehicle noise complaints, 2024-25

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

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

Daniel Scott Manhattan

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“Midtown is so much quieter now.

Melanie DuPuis Manhattan/Hudson Valley

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

Grant Louis Manhattan

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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.

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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.

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“Nobody’s trying to run me over.”

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Alice Baruch Manhattan

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

Charlie Rokosny Brooklyn

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

Samir Lavingia Manhattan

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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.

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

Linda Fisher Queens

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“Congestion pricing has made my world much smaller.”

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Justine Cuccia Manhattan

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

Karen Hoppe Queens

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

David Pecoraro Queens

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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.

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

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Rob Hult Brooklyn

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

Hanna Horvath Brooklyn

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“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

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

Jon Keese Queens

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