New York
Congestion pricing after one year: How life has changed.
“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.” “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.”
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.
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.
“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
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:
Average daily entries to the central business district
All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.
“I never drive into the city anymore. I only take the subway. It’s a relief.”
Philip Zalon Brooklyn
“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.”
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.
Personal vehicle entries into the central business district
“I’ve decided to get up earlier to get the lower price.”
Eric Nehs Manhattan
“It is exhausting to plan the trip to cross the line at 9 p.m.”
Paul S. Morrill Manhattan
2. Faster traffic
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.
Change in vehicle speeds, 2024-25
“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”
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.
Average vehicle speeds in the congestion zone
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:
“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
“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”
Lisa Davenport Weehawken, N.J.
“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.
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:
“Noticeably fewer cars driving, even way out in Bensonhurst!”
Charles Haeussler Brooklyn
“Even across the river in Bergen County, I feel that we benefit.”
Michelle Carvell Englewood Cliffs, N.J.
“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.
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.
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.
Local bus routes
Express bus routes
Change in bus speeds, 2024-2025
“The crosstown buses are faster than they used to be, even during peak commuting times.”
Marc Wieman Manhattan
“Have gratefully noticed that they’re more on-time.”
Sue Ann Todhunter Manhattan
“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”
John Ruppert New Jersey
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.
“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.”
Daniel Ludwig Weehawken, N.J.
“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.
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.”
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.
Change in vehicle noise complaints, 2024-25
“Sometimes it’s almost — dare I say it? — quiet.”
Daniel Scott Manhattan
“Midtown is so much quieter now.”
Melanie DuPuis Manhattan/Hudson Valley
“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”
Grant Louis Manhattan
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.
Change in number of people seriously injured in a crash, 2024-25
“Nobody’s trying to run me over.”
Alice Baruch Manhattan
“Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”
Charlie Rokosny Brooklyn
“The number of blocked crosswalks have gone down significantly!”
Samir Lavingia Manhattan
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.
“Sadly Manhattan is no longer an option for many things we once enjoyed.”
Linda Fisher Queens
“Congestion pricing has made my world much smaller.”
Justine Cuccia Manhattan
“I’m more careful about choosing events to attend, so I go to fewer of them.”
Karen Hoppe Queens
“I will not use doctors in Manhattan, limiting my health care choices.”
David Pecoraro Queens
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.
“As an asthmatic, I can also palpably feel improvements in the air quality.”
Rob Hult Brooklyn
“It’s allowed me to believe that perhaps America can change for the better.”
Hanna Horvath Brooklyn
“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
“I don’t like the cost but I also can’t deny its effectiveness.”
Jon Keese Queens
New York
Essential New York City Movies Picked by Ira Sachs and Blondie’s Debbie Harry and Chris Stein
Film
‘Make Way for Tomorrow’ (1937), directed by Leo McCarey
The log line: After the bank forecloses on their home, an elderly couple must separate, each living with a different one of their adult children.
The pitch: “It’s a film that Orson Welles famously said ‘would make a stone cry,’” says Sachs, 60, about McCarey’s movie, singling out a long sequence at the end that depicts “a date through certain lobbies and bars of New York City that offers a snapshot of Midtown in the ’30s.”
‘The World of Henry Orient’ (1964), directed by George Roy Hill
The log line: A wily 14-year-old girl and her best friend follow a ridiculous concert pianist, on whom they have a crush, around the city.
The pitch: Hill’s 1960s romp inspired Sachs’s film “Little Men” (2016), which is about boys around the same age as these protagonists. “It’s an extraordinarily sweet film that also seems, to me, very honest,” he says.
‘Coming Apart’ (1969), directed by Milton Moses Ginsberg
The log line: Rip Torn plays an obsessive psychiatrist who secretly films all the women passing through his home office, inadvertently capturing his own mental breakdown.
The pitch: Shot in one room with a fixed camera, Ginsberg’s film “really feels of a time,” says Sachs. It’s also “very sexual and very free,” reminding him of what’s possible when it comes to making movies.
‘Deadly Hero’ (1975), directed by Ivan Nagy
The log line: A disturbed, racist cop saves a cellist from a crook, only to become her tormentor.
The pitch: Harry, 80, and Stein, 76, were extras in Nagy’s film, which stars Don Murray, Diahn Williams and James Earl Jones as the cop, the cellist and the crook, respectively. The pair call the movie “[expletive] weird,” but also say that their day rate — $300 — “was the most money we’d ever made on anything” up to that point.
‘News From Home’ (1976), directed by Chantal Akerman
The log line: An experimental documentary by Akerman, a Belgian filmmaker who moved to New York in her early 20s, the film features long takes of the city and voice-over in which the director reads letters from her mother.
The pitch: “I’m intrigued by how beauty contains sadness in the city,” says Sachs. Not only is her film a “beautiful record of the city” but it captures “what it is to be alone here, to have left some sort of community and, in particular for Chantal, separated from her mother.”
‘Wolfen’ (1981), directed by Michael Wadleigh
The log line: Albert Finney stars as a former N.Y.P.D. detective who returns to the job to solve a violent and bizarre string of murders.
The pitch: Wadleigh’s film is not only a vehicle for Finney, says Stein, it also “has a lot of footage from the South Bronx when it was still completely destroyed” by widespread arson in the 1970s.
‘Losing Ground’ (1982), directed by Kathleen Collins
The log line: Collins’s film — the first feature-length drama for a major studio directed by an African American woman — observes a rocky relationship between a college professor and her painter husband.
The pitch: Sachs calls “Losing Ground” “a revelation.” The characters are “so human and fascinating and extremely modern,” he says, adding that he loves a movie that “exists in some very complete version of the local.”
‘After Hours’ (1985), directed by Martin Scorsese
The log line: In Scorsese’s black comedy, an office worker (Griffin Dunne) has a surreal and bizarre evening of misadventure while trying to get back uptown from a woman’s apartment in SoHo.
The pitch: Harry and Stein recommend this zany tale and borderline “nightmare” for the way it captures a bygone era of New York. “It’s this great image of [Lower Manhattan] when it was still raw, you know, Wild West territory,” Stein says.
‘Downtown 81’ (shot in 1980-81, released in 2000), directed by Edo Bertoglio
The log line: Bertoglio’s film is a striking portrait of a young artist who needs to raise money so he can return to the apartment from which he’s been evicted.
The pitch: Jean-Michel Basquiat stars as the artist in this snapshot of life in New York during the ’80s. Despite all the drama surrounding it — postproduction wasn’t completed until 20 years after filming, and for many years the movie was considered lost — the film is notable, says Stein, because “it’s got all the characters and all our buddies in it.”
These interviews have been edited and condensed.
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Theater
Quincy Tyler Bernstine
A master of active stillness, the 52-year-old Bernstine (imposing in the 2024 revival of John Patrick Shanley’s “Doubt,” above) has that great actorly gift of making thought visible. A natural leader onstage, she compels audiences to follow her.
Victoria Clark
One of the theater’s best singing actors, with Tonys for Adam Guettel and Craig Lucas’s “The Light in the Piazza” (2005) and David Lindsay-Abaire and Jeanine Tesori’s “Kimberly Akimbo” (above, 2022), Clark, 66, performs not on top of the notes but through them, delivering complicated characterization and gorgeous sound in each breath.
Susannah Flood
Flood, 43, is a true expert at confusion, a good thing because she often plays characters like the twisted-in-knots Lizzie in Bess Wohl’s “Liberation” (above, 2025). What makes that confusion thrilling is how she grounds it not in a lack of information or purpose but, just like real life, in an excess of both.
Jonathan Groff
The rare musical theater man with the unstoppable drive of a diva, Groff, 41, sweats charisma, as audience members in ringside seats at Warren Leight and Isaac Oliver’s Broadway musical “Just in Time” (above, 2025) recently discovered. Giving you everything, he makes you want more.
William Jackson Harper
Unmoored characters are often unsympathetic. But whether playing a confused doctor in the 2024 revival of Anton Chekhov’s “Uncle Vanya” or a delusional bookstore clerk in Eboni Booth’s “Primary Trust” (above, 2023), Harper, 46, makes vulnerability look easy, and hurt hard.
Joshua Henry
There are singers who blow the roof off theaters, but the 41-year-old Henry’s voice is so huge and deeply connected to universal feelings that he seems to be singing inside you. Currently starring in the Broadway revival of “Ragtime” (above, by Lynn Ahrens, Stephen Flaherty and Terrence McNally), he blows the roof off your head.
Mia Katigbak
Superb and acidic in almost any role — in distress (Annie Baker’s 2023 “Infinite Life,” above) or in command (2024’s “Uncle Vanya”) — Katigbak, 71, finds the sweet spot in even the sourest truths of the human condition.
Judy Kuhn
With detailed intelligence and specific intention informing everything she sings, Kuhn, 67, is (among other things) a Stephen Sondheim specialist — her take on Fosca in “Passion” (above, 2012) was almost literally wrenching. It requires intellectual stamina to keep up with the master word for word.
Laurie Metcalf
The fierce, sharp persona you may know from her years on “Roseanne” (1988-97) is about a tenth of the blistering commitment Metcalf, 70, offers onstage in works like Samuel D. Hunter’s “Little Bear Ridge Road” (above, 2025). She goes there, no matter the destination.
Deirdre O’Connell
For 40 years an Off Broadway treasure, O’Connell, 72, handles the most daring, out-there material — including, recently, a 12-minute monologue of cataclysmic gibberish in Caryl Churchill’s “Kill” (above, 2025) — as if it were as ordinary as barroom gossip.
Conrad Ricamora
Revealing the Buddy Holly in Benigno Aquino Jr. (in the 2023 Broadway production of David Byrne and Fatboy Slim’s “Here Lies Love”) or the queer wolf in Abraham Lincoln (in Cole Escola’s “Oh, Mary!,” above, last year), Ricamora, 47, is uniquely capable of great dignity and great silliness — and, wonderfully, both together.
Andrew Scott
It’s a tough competition, but Scott, 49, may have the thinnest skin of any actor. Whether he’s onstage (playing all the characters in Simon Stephens’s Off Broadway “Vanya,” above, in 2025) or on film, every emotion — especially rue — reads right through his translucence.
Michael Patrick Thornton
Some actors are hedgehogs, projecting one idea blazingly. Thornton, 47, is a fox, carefully hoarding ideas and motivations. Keeping you guessing as Jessica Chastain’s benefactor in the 2023 revival of Henrik Ibsen’s “A Doll’s House” or as a pathetic lackey in last year’s production of Samuel Beckett’s “Waiting for Godot” (above, center), he holds you in his thrall.
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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?
Here’s one way to make New York more affordable: triple your income. After moving from Baton Rouge, La., in 2016 to attend graduate school, Daniel Babin lived mostly on red beans and rice or homemade “slop pots,” renting rooms in what he called a “cult house” and a building on a block his girlfriend was afraid to visit.
Then, in January, he got a job as a geologist with a mineral exploration company, with a salary of $200,000, plus a $15,000 signing bonus. A new city suddenly opened up to him. “I can take a woman out on a $300 dinner date and not look at the check and not feel bad about it,” he said. He also now has health insurance.
Mr. Babin, 32, a marine geologist who also leads an acoustic string band, now navigates two economic worlds, one shaped to his postdoctoral income of $70,000 a year — when his idea of a date was a walk in Central Park — and the other reflecting his new income. In this world, he is shopping for a vintage Martin Dreadnought guitar, for which he will gladly drop $4,000.
Finding a New Base Line
On a recent morning at Mr. Babin’s home in Bushwick, Brooklyn, where he shares a 6,800-square-foot cohousing space with 17 roommates, he was still figuring out how to manage this split.
“I’m feeling less inclined to just let it rip than I was a few months ago,” he said of his spending habits. He socks away $1,500 from each paycheck, and has not moved to replace his 2003 Toyota Corolla, an “absolute dump” given to him by his father. “Hopefully, I’m returning a little bit to some kind of base-line lifestyle that I’ve established for myself over the last five years,” he continued. “Because the fear is lifestyle inflation. You don’t want to just make more money to spend more money. That’s not the point, right?”
Lightning Lofts, the cohousing space where Mr. Babin has lived since January 2024, bills itself as part of a “social wellness movement” and seeks to continue the ethos of Burning Man, the annual communal art and cultural festival in the Nevada desert.
For a room with an elevated loft bed and use of common areas, Mr. Babin pays $1,400 a month in rent, plus another $250 for utilities and weekly housecleaning.
He was first drawn to the organization through its events, including open mic “salons” where he played music or read from his science fiction writings. These were free or very cheap nights out, unpredictable and fascinating.
“You would see dance and tonal singing, and some dude wrote an algorithm that can auto-generate A.I. video based on what you’re saying — beautiful storytelling,” he said.
“So I just showed up every month, basically, until they let me live here.”
The room was a good deal. He had looked at a nearby building where the rent was $1,900 for a room in a basement apartment that flooded once a month. “Ridiculous,” he said.
But beyond its financial appeal, Mr. Babin liked the loft’s social life. “I used to be chronically lonely, and I just don’t feel lonely anymore,” he said. “Which is fantastic in a crazy place like New York. It’s so alive and it’s so isolating at the same time.”
Splurging on Ski Trips
Before Mr. Babin got his new job, he used to go to restaurants with friends and not eat, trying to save up $35 for a “burner” party — in the spirit of Burning Man — or Ecstatic Dance, a recurring substance-free dance party. He loved to ski but could not afford a hotel, so he would carry his old skis and beat-up boots to southern Vermont and back on the same day.
“Going on a hike is a pretty cheap hobby,” he said, recalling his money-saving measures. “Living without health insurance is a good one.”
He still appreciates a good hike, he said. But on a recent ski trip, he splurged on new $700 boots and another $300 worth of gear. “I’m like, this is something I’ve wanted for 10 years, so I deserve it,” he said.
He bought a $600 drone to take pictures for his social media accounts, and then promptly crashed it into the Caribbean (he’s now replacing the rotors in hopes of returning it to health).
He cut out the red beans and rice, he said, but his usual meal is still a modest $13 sandwich from the nearby bodega or $10 for pizza. “If I’m getting takeout and it’s less than $17, I don’t feel too bad about it,” he said.
A Future After Cohousing
A big change is that dating is much more comfortable now, and he feels more attractive as a marriage prospect. “It turns out that a lot more people pay attention to you if you offer them dinner instead of a walk in the park,” he said.
He is now thinking of leaving the cohousing space — not just because he can afford to, but because his work has kept him from joining house events, like the regular potluck dinners. “I sometimes feel like a bad roommate, because part of being here is participating,” he said. “I feel like there might be someone who would enjoy the community aspect more than I’m capable of contributing right now.”
He sounds almost wistful in discussing his former economizing. If it weren’t for the dating issue, he said, he would not need the higher income or lifestyle upgrades. “I never really felt like I was compromising on what I wanted to do,” he said.
He paused. “It’s just that what I was comfortable with has changed a little bit.”
We are talking to New Yorkers about how they spend, splurge and save.
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