Connect with us

New York

CEO of UnitedHealthcare Brian Thompson Is Shot Outside Midtown Hotel

Published

on

CEO of UnitedHealthcare Brian Thompson Is Shot Outside Midtown Hotel

The killer arrived first. He stood in the cold predawn gloom outside the New York Hilton Midtown and waited. Even at that early hour, people passed by. He ignored them. They ignored him.

At 6:44 a.m., he saw his man. Brian Thompson, 50, chief executive of UnitedHealthcare — the leader of one of the country’s largest companies — walking past in a blue suit toward the entrance to the Hilton.

It was the site of press events and celebrity galas dating back to Elvis Presley and Ronald Reagan. On Wednesday, it was where UnitedHealthcare was holding its annual investors day, and within an hour it would be filled with Wall Street analysts and stockholders.

The killer popped out from behind a car and raised a pistol fitted with a long silencer. What followed was what the police would call a bold assassination, which shook the insurance industry and sent a jolt through an area packed with holiday tourists.

By nightfall, a sprawling manhunt with police officers, dogs and drones spread citywide, bearing down on surveillance videos, a dropped cellphone and even Citi Bike data in search of the killer.

Advertisement

The police commissioner, Jessica Tisch, who was sworn in 10 days ago, called it a “brazen targeted attack,” adding, “We will not rest until we identify and apprehend the shooter in this case.”

The killer wore a dark hooded jacket and a gray backpack, pictures released by the police show, with his face covered to his nose. He apparently knew which door Mr. Thompson was going to enter and arrived outside the hotel about five minutes earlier.

Surveillance video shows Mr. Thompson’s arrival. The shooter, seen from behind, walks up and fires at least three times, striking Mr. Thompson in the calf and in his back.

The victim manages a couple of steps and turns to face his attacker before collapsing on the sidewalk. The shooter’s pistol jammed during the shooting, but the gunman quickly cleared the jam and resumed firing, the police said.

A woman who was standing nearby flees. The shooter ignores her.

Advertisement

The shooter fiddles with his weapon and walks slowly toward Mr. Thompson, who is crumpled against a wall. He seems to point the gun at Mr. Thompson one last time, then walks away. He breaks into a run only as he crosses the street.

After the shooting, he cut through a pedestrian walkway to West 55th Street and jumped on a bike, pedaling north into Central Park, the police said.

The setting and method of the killing led detectives down several avenues of investigation. The hotel is one of the city’s largest, close to the Museum of Modern Art and Rockefeller Center, and the surrounding blocks are rife with private and city surveillance cameras that could show where the killer came from and where he fled, as well as images of his face.

Investigators were also pursuing leads involving the bike, which they said may have been a Citi Bike. Riders must use a debit or credit card to borrow a bicycle, and the departing and arriving docks and times are recorded. Armchair sleuths scraped Citi Bike’s data for nearby bicycle use at the time of the attack.

Officers also recovered a cellphone, and detectives were conducting a forensic analysis to see whether it was linked to the shooting, the police said.

Advertisement

The police were also exploring Mr. Thompson’s background for clues. He had recently received several threats, according to a law enforcement official familiar with the investigation, but their source and precise nature was unclear. Chief executive officers of health care companies often receive threats because of the nature of their work.

Mr. Thompson was promoted to chief executive of Minnesota-based UnitedHealthcare in April 2021, heading one unit of the larger UnitedHealth Group. He received a total compensation package last year of $10.2 million, a combination of $1 million in base pay and cash and stock grants.

In a statement, UnitedHealth Group said the company was “deeply saddened and shocked” by Mr. Thompson’s death. “Our hearts go out to Brian’s family and all who were close to him,” the statement said.

Mr. Thompson managed a division that offers insurance to employers and individuals. Under his tenure, UnitedHealthcare and its parent company have enjoyed profitable growth but have also been the subject of investigations into denials of authorization for health care procedures.

The shooting happened as Mr. Thompson arrived early to prepare for the investors day, the police said. The events are common for publicly traded companies, giving analysts who cover the company and large investors the chance to hear from senior executives and pepper them with questions.

Advertisement

Michael Ha, a stock analyst at Baird who was at the meeting, arrived shortly after 8 a.m. Andrew Witty, the chief executive of UnitedHealth Group, made prepared remarks shortly after. Then, notifications started to hit attendees’ phones that something had happened.

Initially there was confusion. Many wondered if it had been Mr. Witty that had been shot since he had just left the room — and they feared the gunman was somewhere in the hotel.

Mr. Witty returned to the stage to break the news to attendees.

Outside, the shooting sent a jolt of grim reality into seasonal festivities in the surrounding blocks. Revelers and tourists looking ahead to the evening’s Christmas tree lighting in Rockefeller Center awoke to police tape blocking the shooting scene just blocks north. The police assured those planning to attend the lighting that a huge police presence would be on hand.

The killing shocked the industry in which Mr. Thompson was a leader. UnitedHealth Group, the publicly traded parent of UnitedHealthcare, has a market valuation of $560 billion, similar in size to Visa or Exxon Mobil.

Advertisement

Mr. Thompson spent more than 20 years climbing through the ranks at its insurance division, which is among the nation’s largest with $372 billion in revenue last year and about 140,000 employees. There were no signs that his ascent was slowing. During his tenure, UnitedHealthcare profits rose, with earnings from operations topping $16 billion in 2023, up from $12 billion in 2021.

Mr. Thompson owned about $20 million of shares in UnitedHealth Group, as of late September, according to regulatory filings. In April, Bloomberg News reported that he was one of at least three executives at the company who had sold shares before a Federal antitrust investigation was disclosed to the company’s investors — about $15 million worth in Mr. Thompson’s case. The company told Bloomberg at the time that it had approved the sales.

Before he went to work at United, Mr. Thompson spent nearly seven years at PricewaterhouseCoopers, the large accounting firm also known as PwC. He graduated from the University of Iowa with an accounting degree in 1997.

Mr. Thompson lived with his family in a suburb of Minneapolis. He is survived by his wife, Paulette R. Thompson, a physical therapist who works for a Minnesota health system, and two children.

“Brian was a wonderful person with a big heart and who lived life to the fullest,” Paulette Thompson said in a statement. “He will be greatly missed by everybody. Our hearts are broken, and we are completely devastated by this news. He touched so many lives. We ask everybody to respect our privacy during this time.”

Advertisement

At UnitedHealthcare headquarters nearby, a cluster of tan-colored buildings more than 1,000 miles from the shooting, a lone police cruiser sat posted out front.

Christopher Maag, Ernesto Londoño Reed Abelson, Claire Fahy, Stefanos Chen and Ana Ley contributed reporting. Kitty Bennett contributed research.

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