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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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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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Inside the Birthplace of Your Favorite Technology

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Inside the Birthplace of Your Favorite Technology

The technology industry is obsessed with the future.

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Many of our modern marvels are rooted in the legacy of Bell Labs, an innovation powerhouse in suburban New Jersey.

Bell Labs, the once-famed research arm of AT&T, celebrated the centennial of its founding last year.

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In its heyday, starting in the 1940s, the lab created a cascade of inventions, including the transistor, information theory and an enduring computer software language. The labs’ digital DNA is in our smartphones, social media and chatbot conversations.

“Every hour of your day has a bit of Bell Labs in it,” observed Jon Gertner, author of “The Idea Factory,” a history of the storied research center.

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Bell Labs’ most far-reaching idea — information theory — forms the bedrock of computing. The mathematical framework, known as the “Magna Carta of the information age,” provided a blueprint for sending and receiving information with precision and reliability. It was the brainchild of Claude Shannon, a brilliant eccentric whom the A.I. start-up Anthropic named its chatbot after.

Last month, Nvidia announced a new A.I. chip packed with more than 300 billion transistors — the tiny on-off electrical switches invented in the lab.

Bell Labs became so powerful and renowned that it is entrenched in pop culture. The 1968 sci-fi movie “2001: A Space Odyssey” drew inspiration from Bell Labs, and the father of the titular character in the period dramedy “The Marvelous Mrs. Maisel” worked there. Most recently, characters in the show “Severance” report to a former Bell Labs building.

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Here are some of the labs’ most prominent inventions.

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Bell Labs described itself as a wide-ranging “institute of creative technology.” And it was a well-funded one, thanks to the monopoly held by AT&T — with incentive to expand Ma Bell’s phone business.

One invention was Telstar, the first powerful communications satellite, which could receive radio signals, then amplify them (10 billion times) and retransmit them. This allowed for real-time phone conversations across oceans, high-speed data communications and global television broadcasts.

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1960

In 1960, Bell Labs launched an earlier orbital communications satellite in collaboration with the National Aeronautics and Space Administration — a passive balloon satellite called Echo that could reflect signals one way.

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1962

The lab again teamed up with NASA to launch the smaller Telstar, which was about three feet in diameter and weighed 170 pounds.

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1962

Bell Labs also developed some of the rocket technology that launched the satellite, a byproduct of an antiballistic missile project.

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1962

Lyndon B. Johnson, vice president at the time, spoke on the first phone conversation bounced off a satellite. “You’re coming through nicely,” he assured Frederick Kappel, the phone company’s chairman.

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PRESENT

In the decades since, those groundbreaking inventions from Bell Labs have become ubiquitous and affordable. International phone calls and television broadcasts are part of daily life. Today, more than 11,000 satellites provide internet, surveillance and navigation services, and are crucial for driverless cars and drone warfare.

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While developing mobile-phone service, Bell Labs scientists drove around in a van to check transmission quality.

The labs submitted its plan for a working cellular network to the government in 1971, and AT&T opened the first commercial cellular service in Chicago more than a decade later.

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1968

An early, simple version of mobile service was essentially a conventional phone on wheels — the car phone. Through radio technology, it connected to the landline network for calls.

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1972

Smaller, more powerful chips, radios and batteries made a truly mobile phone possible. It still weighed nearly two pounds.

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PRESENT

The technology continued to improve, as cellphones grew smaller and more sophisticated. Smartphones, which gained popularity with the iPhone’s launch in 2007, helped cement the devices as everywhere, ever-present and the dominant device for communication, information and entertainment — for better or worse.

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The Picturephone allowed you to see the person you were talking to on a small screen.

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1968

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And it was heavily promoted. An ad for the Picturephone said it amounted to “crossing a telephone with a TV set.” Its tagline: “Someday you’ll be a star!”

1964

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The Picturephone was introduced to great fanfare at the 1964 New York World’s Fair.

1964

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Even the White House was enlisted for a publicized demo. Lady Bird Johnson spoke via Picturephone to a Bell Labs scientist, Elizabeth Wood.

1968

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But at the cost of $16 for a three-minute call (more than $165 today), the novelty soon wore off. Though a market failure, the Picturephone had a star turn in Stanley Kubrick’s “2001: A Space Odyssey.”

PRESENT

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Decades later, tech giants ran with the vision of talking with people on video. Similar technology is now incorporated in every smartphone, allowing families to chat in real time. Video calls have also transformed the way we work — connecting people around the world for meetings.

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The light-sensitive electronic sensor, called a charge-coupled device, opened the door to digital imaging. It captured images by converting photons of light into electrons, breaking images into pixels.

1978

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Efforts to use the imaging sensors in cameras and camcorders began in the 1970s, and the products steadily improved. The cameras got smaller and the images sharper. Willard Boyle and George E. Smith earned a share of the Nobel Prize in Physics for their invention.

1978

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The science is complicated, but the sensor converts light to electrical charges, stores them and then shifts them across the chip to be measured.

PRESENT

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By the early 2000s, a smaller, cheaper technology, CMOS, had won out in mass markets like camera phones. But charge-coupled sensors remained the choice for tasks requiring very high resolution, like mapping the Milky Way.

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The silicon solar cell was a Bell Labs triumph of material physics.

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The solar cell performs a special kind of photon-to-electron conversion — sunlight to energy.

1956

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But while a scientific success, the early solar cell technology was a market flop — prohibitively expensive for mainstream adoption. By one estimate at the time, it would have cost $1.5 million for the solar cells needed to meet the electricity needs of the average American house in 1956.

PRESENT

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The solar industry would take off decades later, riding the revolution in semiconductor technology, with prices falling and performance soaring. Government subsidies in many countries, eager to nurture clean energy development, helped as well. Today, light-catching panels stretch across fields and deserts.

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All computer technology stems from the transistor, the seemingly infinitely scalable nugget of hardware that is essentially an on-off electrical switch that powers digital technology. It was invented at Bell Labs, which licensed the technology to others, paving the way for today’s tech industry.

The versatile transistor can also boost signals by gating electrons and then releasing them.

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1956

These transistors — seen on the face of a dime — were the tiniest in their day. The smaller the transistors, the more that can be packed on a chip, using less electricity and enabling faster, more powerful computers.

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1950s

Improvements in transistor design led to mass production in the 1950s, helping inspire new products like the portable transistor radio.

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1956

The transistor’s inventors — John Bardeen, Walter Brattain and William Shockley — shared the Nobel Prize in Physics for their creation.

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1979

The technology continued to improve as a “computer on a chip” in the late 1970s. It was smaller than a fingernail and a few hundredths of an inch thick.

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PRESENT

Today’s microscopic transistors animate the chips that go into our phones, computers and cars. The artificial intelligence boom is powered by chips of almost unimaginable scale. Jensen Huang, president of Nvidia, recently showed off the company’s new Rubin A.I. chip, with 336 billion transistors.

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Tracking the Battle to Reshape Congress for the Midterms

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Tracking the Battle to Reshape Congress for the Midterms

The first primaries for the 2026 midterm elections are scheduled for early March. For Republican and Democratic state lawmakers still trying to redraw district maps for the U.S. House of Representatives, where Republicans have a razor-thin margin, there is not much time left.

While legal challenges remain — including a potentially seismic Supreme Court decision on the Voting Rights Act — here is a breakdown of states where maps affecting November’s election have already been redone, or states have taken action to make changes.

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These states have changed their maps

Texas could add 5 Republican seats in the midterms

The first group to heed President Trump’s call last year to reshape Congress was the Republican majority in Texas.

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Democrats staged a two-week walkout, arguing that the new districts would illegally dilute Black and Hispanic representation. But Gov. Greg Abbott, a Republican, signed the measure into law in August, and the Supreme Court upheld the map in December.

Silhouette of the state of California.

California could add 5 Democratic seats

In response, Gov. Gavin Newsom, a Democrat, persuaded the legislature in August, and voters in November, to counterpunch.

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The Supreme Court, echoing its Texas order, upheld California’s new map in February, dismissing Republican claims that it illegally favored Latino voters.

Silhouette of the state of Missouri.

Missouri could add 1 Republican seat

Gov. Mike Kehoe, a Republican, in late September signed into law a new map that would split Kansas City, a Democratic stronghold, into rural and largely Republican districts.

Republicans hope to oust the longtime Representative Emanuel Cleaver, who was the first Black mayor of Kansas City. But lawsuits are in progress.

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Silhouette of the state of North Carolina.

North Carolina could add 1 Republican seat

The Republican-controlled legislature approved a new map in October that imperils the re-election chances of Representative Don Davis, a Democrat, who represents the northeastern corner of the state.

Under the state Constitution, Gov. Josh Stein, a Democrat, cannot veto the new map.

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Silhouette of the state of Ohio.

Ohio could add 1 to 2 Republican seats

Even before Mr. Trump’s push, Ohio was required, under its state Constitution, to redraw its congressional maps. So in October, a state commission approved plans to dilute Democratic-held districts near Toledo and Cincinnati.

Silhouette of the state of Utah.

Utah could add 1 Democratic seat

A state judge in November tossed out a map drawn by the Republican-dominated legislature as being unfairly tilted against Democrats. The judge then adopted an alternative proposed by a centrist group that preserved a Democratic-leaning district surrounding Salt Lake City.

The Utah legislature has appealed to the Utah Supreme Court, while two of state’s congressional Republicans have filed a federal lawsuit to void the map.

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These states are trying to change their maps

Silhouette of the state of Florida.

Florida could add 2 to 4 Republican seats in the midterms

Gov. Ron DeSantis, a Republican, has proposed that a special legislative session be convened in late April on redistricting. Republicans, who control most of the state’s congressional seats, are eyeing a gain of two to four more in central and South Florida.

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Silhouette of the state of Virginia.

Virginia could add 2 to 4 Democratic seats

The Democratic legislature has passed a constitutional amendment allowing lawmakers to redraw congressional districts before the midterms. If voters say yes to a referendum on April 21, the Democrats could net between two and four seats under a proposed new map.

A state judge initially blocked the effort to change the map. But the Virginia Supreme Court has allowed the referendum to proceed, and says that it will rule afterward on whether the plan is legal.

Silhouette of the state of New York.

New York could add 1 Democratic seat

A state judge has ruled that a district represented by Nicole Malliotakis, New York City’s only Republican member of Congress, disenfranchises Black and Latino voters. The judge has ordered an independent redistricting commission to come up with new maps for the district, which includes Staten Island and part of Brooklyn. Republicans are appealing.

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Silhouette of the state of Maryland.

Maryland could add 1 Democratic seat

In Maryland, a latecomer, the House of Delegates has approved a plan that would ask voters to ratify new congressional boundaries in November — while also choosing the candidates to represent those districts.

The State Senate appears reluctant, so far. But if the plan proceeds, Democrats could turn what is now a 7-1 advantage into 8-0.

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Reporting contributed by Nick Corasaniti.

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