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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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New York

$140,000 a Year in Manhattan: Pizza Is a Treat, and Old Toys Are New

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0,000 a Year in Manhattan: Pizza Is a Treat, and Old Toys Are New

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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Kerry McAuliffe weighs that question every time she looks up the cost of summer camp for one of her three children or opens a stuffed closet in her Morningside Heights apartment, close to Columbia University in Manhattan, and has a basketball fall on her head.

“We’re in a place where it’s very tight,” Ms. McAuliffe said. Her family of five lives on $140,000 a year.

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Ms. McAuliffe and her husband both grew up in suburbs outside New York City, and say they are dedicated to staying in the city long term. Anna Watts for The New York Times

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Their housing solution: become the super

The family’s monthly rent — $2,700 for their three-bedroom apartment — is their biggest expense, as it is for most New Yorkers. But they have a hack to make their housing more affordable: Ms. McAuliffe’s husband, Jake Kassman, is the superintendent for their building and the one next door.

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The couple’s three children are 7, 3 and 1. For now, at least, they all happily eat broccoli. Anna Watts for The New York Times

He took on the super job a few years ago, after the couple’s first child was born and the family realized they wouldn’t be able to live only on Mr. Kassman’s roughly $110,000 salary as an M.R.I. technician at Columbia University’s medical center. Ms. McAuliffe had left her job in education around the same time, because the cost of child care would have canceled out her paycheck.

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There are perks: The family now takes in an extra $30,000 or so a year, including a few months of free rent, and their landlord recently let them knock down a wall to take over an extra bedroom in a vacant unit next door.

‘Someone gets financial aid. Why not you?’

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Ms. McAuliffe and Mr. Kassman spend much of their free time plotting how to provide their children with as many opportunities as they can, while weighing the cost of school and activities.

The family had never seriously considered private school until a chance meeting on a playground a few years ago. Ms. McAuliffe was speaking with a neighbor who encouraged her to apply for financial aid, asking: “Someone gets financial aid. Why not you?”

The family applied to the nearby Cathedral School, which costs about $65,000 a year, and received a package that would cover more than half the cost for their daughter.

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The couple’s eldest has started to ask about the after-school activities and camps that many of her friends go to. The couple splurged on a week of theater camp, which cost $1,000, and a season of swim team at the local pool, which runs $800, for her.

But Ms. McAuliffe feels a pang of guilt whenever she signs her daughter up for an activity, because she can’t afford classes for the younger children, both boys.

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“One day we’ll have to do a reckoning of where the funds go,” she said. “My son is like, ‘Can I do swim team?’ And I’m like, ‘We’ll see.’”

They cut back on babysitting but splurge for pizza night

Since nearly all of the family’s budget goes to rent and education, Ms. McAuliffe and Mr. Kassman have made peace with the fact that the frequent nights out and elaborate birthday parties that other families can afford are not part of their lives.

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The couple gets a babysitter only about three times a year, so they can go out to dinner for each of their birthdays and their anniversary. They know it would be good for them to go out on their own more. But, Ms. McAuliffe said, “I’m trying to come to terms with the idea that this is a chapter in life, and hopefully we’ll be able to grow old together and talk about those things later.”

The family’s weekly treat is Friday night pizza delivery, which usually costs $25.

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For the rest of the week, Ms. McAuliffe tries to keep the weekly grocery bill to about $300. She relies on quesadillas and pasta to feed the whole family, and is relieved that all three kids happily eat broccoli. But she worries about how much she’ll have to stock her fridge once she has two preteen boys in the house.

On weekends, the family mostly sticks to the city’s bounty of free parks and playgrounds.

The couple has a car, which they use to go visit family on Long Island. They sometimes take day trips upstate, to a farm or a hike, but usually drive home at night to avoid paying for an Airbnb. Just the cost of gas, an activity and a meal for the day usually runs them about $300.

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Their Christmas strategy: Old toys are new

For Christmas, Ms. McAuliffe wrapped the open puzzles and toys that her oldest child had grown out of to make them look like new gifts for her younger children.

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Instead of birthday parties where the whole class is invited, Ms. McAuliffe has each of her children pick a special activity, like a trip to the Statue of Liberty, that they can attend with a friend.

The family’s sacrosanct splurge is a short summer vacation, usually four nights, somewhere within driving distance of the city, which typically costs about $3,000.

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That tradition helps the couple feel better about skipping so much of what their peers can afford. None of her children has ever been on an airplane, and she doesn’t expect that to change soon.

Ms. McAuliffe recently spoke with a friend who grew up in New York but left the city because of the cost of living. He asked her why she was staying, when life could be so much easier somewhere else.

“I just like being in New York,” Ms. McAuliffe said. “There’s so much to do the second you step outside your door.”

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We want to hear from you about how you afford life in one of the most expensive cities in the world. We’re looking to speak with people of all income ranges, with all kinds of living situations and professions.

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Video: Deer Sets Off Burglar Alarm in a New York Bank

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Video: Deer Sets Off Burglar Alarm in a New York Bank

new video loaded: Deer Sets Off Burglar Alarm in a New York Bank

Police officers on Long Island responded to an alarm at a bank to find that the culprit was a deer that had crashed through a window.
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January 23, 2026

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Video: Armed Robbers Steal At Least $110,000 Worth of Pokémon Cards

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Three men stole at least $110,00 worth of Pokémon cards from a shop in Lower Manhattan on Wednesday. The thieves held customers at gun point, smashed display cases and took money from the cash register. One of the items stolen was a first-edition Charizard card worth about $15,000, according to the store’s owner.

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