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His Death Was Interrupted, Just as He Had Planned

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His Death Was Interrupted, Just as He Had Planned

The family of Brendan Costello gathered in the hospital half-light. He had overcome so much in life, but the profound damage to his brain meant he would never again be Brendan. It was time.

Brendan had spent four months enduring three surgeries and a lengthy rehab after infections further destabilized his damaged spine. He had returned to his apartment on the Upper West Side in late December to begin reclaiming the life he had put on hold — only to go into cardiac arrest three weeks later and lose consciousness forever.

His younger sister, Darlene, stayed by him in the intensive care unit at Mount Sinai Morningside hospital. She made sure that his favorite music streamed nonstop from the portable speaker propped near his bed. The gravelly revelations of Tom Waits. The “ah um” cool of Charles Mingus. The knowing chuckle of New Orleans jazz.

The music captured Brendan: the dark-humored Irish fatalism flecked with hope and wonder. And yes, he used a wheelchair, but woe to anyone who suggested this somehow defined the man.

After tests confirmed no chance of regaining consciousness, a wrenching decision was made. Brendan’s ventilator would be removed at 1 p.m. on Sunday, Jan. 19, five days after his collapse. He was 55.

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Now it was Sunday, heavy and gray with dread. Several of Brendan’s closest relatives ringed his bed, including his sister and the aunt and uncle who had raised him. Waits growled, Mingus aahed, the clock ticked.

Then, just two minutes before the appointed hour, as tears dampened cheeks and hands reached for one last squeeze, a nurse stepped into the moment to say that Ms. Costello had a phone call.

What?

A phone call. You have to take it. You HAVE to take it.

The flustered sister left her brother’s room and took the call. Family members watching from a short distance saw her listening, saw her arguing, saw her face contort in disbelief.

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Time paused, as all the emotional and spiritual girding to say goodbye gave way to a realization: Of course. Their beloved Brendan — witty, contrarian, compassionate and not-yet-dead Brendan — had other plans.

Of course.

BRENDAN CAME BY his gallows humor honestly. Finding the comedy in tragedy was a coping mechanism, a way of owning the pain, that he shared with his sister.

Their parents were deaf and ultimately incompatible. After their father left the family, their mother — their devoted, hilarious, troubled mother — took her life in the basement of their Brooklyn apartment building. Brendan was 8, Darlene 6.

They went to live with Uncle Marty and Aunt Cathy Costello and their two young daughters in northern Westchester. The couple resolved to raise the four children the same, doing their best to ease the trauma shadowing their nephew and niece.

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Young Brendan amused the family with his sardonic asides, did well in class and established a Students for Peace group at Yorktown High School. After college, he took a job writing Wall Street-related news releases that did not suit his talents or interests. He found ways to numb himself.

Late one night in August 1996, a very drunk Brendan fell onto the subway tracks at the Broadway-Lafayette station. The oncoming D train cut his tie just below the knot, in sartorial measure of how close he came to death, and took away his ability to walk. Devastating.

But while rehabbing in a spinal-cord-injury program, he met a man in a wheelchair named Boris, who counseled others about this new chapter in their lives. “Boris told him that when you have an accident like this, you don’t withdraw from the world, you lean into the world,” Marty Costello recalled. “You go out there. And that’s what Brendan did.”

He did so with Brendanesque humor, sometimes wearing a blue Metropolitan Transportation Authority hat or a black T-shirt emblazoned with the orange D train symbol. Just to show there’s no hard feelings, he’d explain.

“If you’ve watched your parents die, or you’ve been run over by a train, you’re at a deeper depth of what’s funny,” his sister said.

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Among the many things that bound the two siblings together was the 1986 Jim Jarmusch movie “Down by Law.” Its tragicomic sensibility resonated, as did a line uttered by Roberto Benigni, who played an Italian immigrant struggling to learn English:

“It’s a sad and beautiful world.”

Brendan drove a car, and refused any help getting in or out. Went skydiving. Co-hosted a radio show focused on disability rights and culture. Taught creative writing at the City College of New York. Published pieces in Harper’s, The Village Voice and elsewhere. Became president of the Irish American Writers and Artists organization. Belonged to the St. Pat’s for All group that arranges an annual everybody-welcome parade in Queens. Talked about storytelling with the elementary school students of his cousin Katie Odell, sometimes even letting them sit in his wheelchair.

And he dominated on trivia nights at the Dive 106 bar on the Upper West Side, often helping his team to beat all comers, including, most deliciously, squads of Columbia University students. “He was definitely the MVP of our team,” recalled Leland Elliott, his longtime friend and trivia teammate.

Brendan liked the saxophonic improvisations of Pharoah Sanders, the literary riffs of James Joyce and the Japanese art of Kintsugi, in which a broken thing, such as a shattered piece of pottery, is reassembled with gold or silver lacquer to create something new and wondrous.

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He disliked Disney, Apple and, especially, any suggestion that his disability somehow made him inspiring. “He was not somebody who wanted to be seen as a guy in a wheelchair,” his cousin Maryanne Canavan said. “He wanted to be identified by what he brought to the table.”

And what he brought was considerable, she said. “His brain was his superpower.”

THE TELEPHONE CALL that interrupted Brendan’s death was about extending lives, though not his. Just as he had planned.

The caller was from LiveOnNY, the nonprofit organization federally designated to coordinate organ donations in the New York metropolitan area. When a patient who meets specific clinical criteria seems on the cusp of death at a donor hospital, the hospital is required to contact LiveOnNY, which then checks for the person’s name in the database of registered donors.

Years earlier, Brendan had registered while renewing his driver’s license. The caller, a family-support advocate for LiveOnNY, gently explained that this meant he could not be taken off the ventilator. At least not yet.

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The news was almost too much to process. Darlene Costello, who moments earlier had been steeling herself to say goodbye to her dear and only sibling, erupted in anger. Why was she only now hearing about this?

Gradually, though, she came to embrace the import, the beauty, of what was unfolding. By late that afternoon, the LiveOnNY representative was at Mount Sinai Morningside, patiently going over the next steps with Ms. Costello and her cousin, Ms. Canavan, both nurse practitioners.

When Ms. Costello learned of the “directed donation” option, in which a family can direct an organ to a specific recipient for a possible match, she felt the gravitational pull of fate. Here was a chance to use a piece from one broken body to make another whole: her mentor and friend, Dr. Sylvio Burcescu.

Dr. Burcescu was a psychiatrist and head of the Mensana Center, the clinic in Westchester where Ms. Costello worked; several of his patients had told her that his counsel had saved their lives. Now a rare and debilitating kidney disease had upended his own life, and he was on the registry for a transplant.

“I was completely incapacitated by dialysis,” Dr. Burcescu, 62, said, recalling the exhaustion, the pain and the extreme limitations on his liquid intake. “A very bad situation.”

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When Ms. Costello called, he braced for bad news about her brother. Instead, he said, she sounded excited, even upbeat, and asked a question that took his breath: Do you want one of Brendan’s kidneys?

As she explained what had unfolded, the doctor struggled to corral his many emotions: sadness, embarrassment, humility, gratitude. Finally, he said: It would be an honor.

So much had suddenly changed, and so much still had to fall into place. The chance of a match between Brendan and Dr. Burcescu was slim; of the 2,052 kidney transplants that LiveOnNY has facilitated over the last three years, only about 50 resulted from directed donations.

“The sun, moon and stars have to line up,” said Leonard Achan, the president and chief executive officer of LiveOnNY. And if they didn’t, he said, the organ would instead be offered to the most compatible person at the top of the national waiting list.

A battery of testing and measuring and analyzing determined that here was a rare, against-the-odds match. “A miracle, really,” Mr. Achan said. “A case of somebody saying, ‘I know someone.’ And it actually works out.”

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THE NURSE AT Mount Sinai Morningside hospital has never seen so many visitors. A few dozen, easily, with some crammed in a certain patient’s room and the rest spilling into the seventh-floor hall of the intensive care unit.

But after several years of nursing experience, Cornelius Sublette knows to keep his “ICU mind.” Pay close attention to his patient’s oxygenation, blood pressure and comfort, and be ready to meet every possible need of the grieving family.

His mantra: “To offer self.”

It is Wednesday, Jan. 22, three days after the revelation of Brendan’s last wish had postponed his death. He lies in Room 24, as music triumphs over the mechanical beep of reality. Fiona Apple sings of seeing not just the crescent but the whole of the moon, while Sting summons a haunting Irish air, hundreds of years old, about a gallant darling hero.

People take turns donning masks, gloves and yellow isolation gowns before entering the small room to say a word, a prayer, a goodbye. Hospital guidelines allow for only two visitors at a time, but accommodations have been made for the crush of love.

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The air changes when the operating room on the third floor calls to say that everything is set; it is time, once again. Mr. Sublette kicks the red lever at the base of Brendan’s bed, releasing the brake.

With the help of another nurse, he guides the bed out of Room 24 and into the hall. Along the walls, family members, friends and hospital workers stand at attention, in somber respect for someone who, in his imminent death, is about to give life. It is a ritual called the honor walk.

Steering the bed, the two nurses in their teal scrubs take care to walk at a slow, even pace. Brendan’s relatives fall in behind, one by one, as his music washes over them.

The procession turns left at the intensive care unit’s small command center and moves toward the glowing-red exit sign above the automatic doors. Beyond is a steel-silver elevator that will take Brendan four floors down to the operating room.

There, in a little while, his ventilator will be disconnected, and his breathing will end. His left kidney will go to his sister’s friend, Dr. Burcescu, who will soon drink as much water as he wants. His right kidney will go to a man in Pennsylvania, his lungs to a woman in Tennessee. He will donate, too, his ever-searching eyes.

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In a couple of weeks, there will be a funeral Mass at the Roman Catholic Church of the Ascension, his old parish on the Upper West Side. Hundreds will attend. A holy jazz will play.

All that will come in the days ahead. But for now, Louis Armstrong is singing full-throated about the march of saints as Brendan Thomas Costello Jr. leads a procession, sacred and slow, through this sad and beautiful world.

Audio produced by Parin Behrooz.

New York

Video: Hochul and Mamdani Announce Plan for Universal Child Care

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Video: Hochul and Mamdani Announce Plan for Universal Child Care

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Hochul and Mamdani Announce Plan for Universal Child Care

Gov. Kathy Hochul and Mayor Zohran Mamdani announced a plan on Thursday to vastly expand free and low-cost child care for families across the state in the coming years and add programs for 2-year-olds.

“Today, we’re working together with the mayor at this incredible place to announce the first major steps to make child care universal — truly universal — here in New York City, transforming the lives of children and parents all across the state.” “We will build on the city’s existing three-K program, and say, no longer will a family in Flatbush be offered a seat, but have to find out that seat is in Astoria. We will add seats in the neighborhoods where demand has not been met. This will be felt by expanded subsidies for tens of thousands of additional families. It will be felt when parents look at their bank accounts at the end of the year, and see that they have saved more than $20,000 per child.” “And today, I’m proud to announce that New York State is paying the full cost to launch 2-care. For the first time — universal daycare for 2-year-olds, as proposed by Mayor Mamdani. We’re not just paying for one year of the program. We don’t usually go one year out in our budget, but just to let you know how serious we are, we’re taking the unprecedented step to not just commit for the 2027 budget, which I’m working on right now, but also the following year as well to show you we’re in this for the long haul.”

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Gov. Kathy Hochul and Mayor Zohran Mamdani announced a plan on Thursday to vastly expand free and low-cost child care for families across the state in the coming years and add programs for 2-year-olds.

By Meg Felling

January 8, 2026

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Vote on the 17 Ways Mamdani Could Improve NYC

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Vote on the 17 Ways Mamdani Could Improve NYC

A new mayor, a fresh start — you know the drill. There are as many ideas out there for how Zohran Mamdani can now improve New York’s urban environment as there are New Yorkers.

I canvassed a few dozen planners, architects, academics, community leaders, neighborhood organizers, developers, housing and transit experts and former city government officials. I gave them no budgets or time lines. They gave me a mayoral to-do list of ideas big, small, familiar, deep in the weeds, fanciful and timely.

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What follows is a small selection, with some kibitzing by me. You can vote “love it” or “skip it” below and help determine the ranking of priorities. Feel free to leave eye rolls and alternative proposals in the comments section.

Check back in the coming days to see how the ranking has changed and we will let you know the ultimate results on Jan. 13.

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Get your votes in before polls close on Jan. 12, 2026.

1

Create many thousands more affordable housing units by converting some of the city’s public golf courses into mixed income developments, with garden allotments and wetlands.

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2

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

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3

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

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4

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

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5

Build more mental health crisis centers citywide.

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6

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

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7

Convert more coastline into spongy marshes, akin to what exists at Hunter’s Point South Park in Queens, to mitigate rising seas and floods.

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8

Dedicate more of the city budget to public libraries and parks, the lifeblood of many neighborhoods, crucial to public health and climate resilience. The city devotes barely 2 percent of its funds to them now.

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9

Follow through on the Adams administration’s $400 million makeover of once-glamorous Fifth Avenue from Central Park South to Bryant Park, with wider sidewalks, reduced lanes of traffic, and more trees, restaurants, bikes and pedestrian-friendly stretches.

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10

Do away with free street parking and enforce parking placard rules. New York’s curbside real estate is priceless public land, and only a small fraction of residents own cars.

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11

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

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13

Persuade Google, JPMorgan or some other city-vested megacorporation to help improve the acoustics as well as Wi-Fi in subways, along the lines of Citibank sponsoring Citi Bikes.

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14

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

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15

Rein in City Hall bureaucracy around new construction. The city’s Department of Design and Construction is full of good people but a longtime hot mess at completing public projects.

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16

Convert more streets and intersections into public plazas and pocket parks. Like the pedestrianization of parts of Broadway, this Bloomberg-era initiative has proved to be good for businesses and neighborhoods.

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17

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

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Congestion pricing after one year: How life has changed.

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Congestion pricing after one year: How life has changed.

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Since congestion pricing began one year ago, about 11 percent of the vehicles that once entered Manhattan’s central business district daily have disappeared.

This may not seem like a lot. But it has changed the lives — and bank accounts, bus rides and travel behavior — of many.

“There’s less traffic and more parking.”

“I only drive if I have to move something large or heavy.”

Sometimes I skip lunch at work to make up for the driving tax.”

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“I visit my elderly parents less often.”

“I complain to myself every time I have to pay the fee and I’m STILL 100% in favor of it.

“I am returning my leased car six months before the lease expires.”

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One year after the start of congestion pricing, traffic jams are less severe, streets are safer, and commute times are improving for travelers from well beyond Manhattan. Though these changes aren’t noticeable to many, and others feel the tolls are a financial burden, the fees have generated hundreds of millions of dollars for public transportation projects. And it has probably contributed to rising transit ridership.

The program, which on Jan. 5, 2025, began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, has quickly left its mark.

To assess its impact, The New York Times reviewed city and state data, outside research, and the feedback of more than 600 readers with vastly different views of the toll.

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Some groused about high travel costs. Others cheered for a higher toll. Many shared snapshots from their lives: quieter streets, easier parking, costlier trips to the doctor.

Many findings from a Times analysis a few months into the experiment have held up. The program so far has met nearly all of the Metropolitan Transportation Authority’s goals, although more evidence is needed on some measures. And one question remains unresolved: whether a federal judge will decisively shield the program from efforts by the Trump administration to end it.

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“Despite the threats to shut it down,” Gov. Kathy Hochul said in an interview, “the cameras are still on, and business is still up, and traffic is still down. So it’s working.”

Here’s the evidence one year in:

1. Fewer vehicles

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About 73,000 fewer vehicles are entering the central business district each day, a number that has added up in the first year to about 27 million fewer entries. The decline, compared with traffic trends before the toll, has been remarkably stable across the year:

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Average daily entries to the central business district

The central business district includes the congestion tolling zone and adjacent highways excluded from the tolls. Source: M.T.A.

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

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

Philip Zalon Brooklyn

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“I’m much more aware of driving into Manhattan and avoid it unless I have to haul a lot of stuff like a car load of Girl Scout cookies.”

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Jacob White Queens

By influencing that one decision, the policy can also affect commute times, transit reliability, road safety, street life and more (as we’ll get to below).

One clear sign that behaviors are changing: Every weekday, there is now a spike in vehicles entering the zone right before the toll kicks up to $9 at 5 a.m., and right after it declines to $2.25 at 9 p.m.

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Personal vehicle entries into the central business district

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

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

Eric Nehs Manhattan

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

Paul S. Morrill Manhattan

2. Faster traffic

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The first consequence of those fewer vehicles is that traffic is now moving faster for the drivers who remain, and for the buses that travel those same roads. And this turns out to be true inside the congestion zone, near the congestion zone, and even much farther away.

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Change in vehicle speeds, 2024-25

Speeds from January through November of each year during peak toll hours. Source: M.T.A., HERE Traffic Analytics.

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

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Josh Hadro Brooklyn

Many readers, however, told us they didn’t believe they could see the benefits; the changes aren’t always easy to perceive by the naked eye. Readers also frequently said they believed the gains from congestion pricing were more apparent in the first months of the year and had waned since. The city’s speed data generally suggests that these improvements have been sustained, although some of the largest gains were recorded in the spring.

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Average vehicle speeds in the congestion zone

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Source: M.T.A., HERE Traffic Analytics.

But for some travelers, the speed gains have been much larger, particularly those who cross through the bridge and tunnel chokepoints into and out of Manhattan:

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

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“Traffic approaching the [Holland] tunnel has saved me 15-30 minutes on the rides back to New York and given me hours of my time back.”

Salvatore Franchino Brooklyn

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

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Lisa Davenport Weehawken, N.J.

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“I haven’t used the Lincoln Tunnel all year, probably will never use it again.”

Steven Lerner Manhattan

Improvements have also been more notable for commuters who take longer-distance trips ending in the congestion zone. That’s because those 73,000 vehicles a day that are no longer entering the zone have disappeared from surrounding roads and highways, too.

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Commuters from farther out are seeing accumulating benefits from all these sources: faster speeds outside the congestion zone, much faster speeds through the tunnels and bridges, and then the improvements inside Manhattan. And people who travel roads outside the congestion zone without ever entering it get some of these benefits, too.

An analysis by researchers at Stanford, Yale and Google confirmed this through the program’s first six months. Using anonymized data from trips taken with Google Maps, they found that speeds improved after congestion pricing more on roads around the region commonly traveled by drivers heading into the central business district. That’s a subtle point, but one many readers observed themselves:

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

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Charles Haeussler Brooklyn

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

Michelle Carvell Englewood Cliffs, N.J.

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“I supercommute weekly from Kingston by bus. Each week, my bus round trip is 30-60 minutes faster than it was before congestion pricing.”

Rob Bellinger Kingston, N.Y.

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3. More transit riders

Public transit will benefit from congestion pricing as its proceeds are invested in infrastructure upgrades; in the first year, the toll is projected to raise about $550 million after accounting for expenses, $50 million more than the M.T.A. originally predicted. But transit also stands to benefit as bus speeds improve on decongested roads and as more commuters shift to transit.

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On bus routes that cross through the congestion zone, speeds increased this year, in notable contrast to the rest of the city. These improvements follow years of declining bus speeds in the central business district coming out of the pandemic.

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Change in bus speeds, 2024-2025

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Local bus routes

Express bus routes

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

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Marc Wieman Manhattan

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

Sue Ann Todhunter Manhattan

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

John Ruppert New Jersey

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Paid transit ridership is up this year compared with 2024 across the subway, M.T.A. buses, Long Island Rail Road and Metro-North Railroad as transit has continued its recovery from pandemic declines. About 300,000 more people are riding the subway each day — far more than the 70,000 cars that have been taken off the road in the congestion zone. So while congestion pricing is probably contributing to rising transit ridership, it’s not the main driver of it.

All of these added transit riders do, however, help explain why congestion pricing has not dampened activity in the busiest parts of the city, as critics feared. People are still coming, just not necessarily by private car.

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“I finally taught myself to use the subway. Between the tunnel toll, congestion pricing and parking, I’m saving an enormous amount of money, time and inconvenience.”

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Daniel Ludwig Weehawken, N.J.

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“It’s made using the bus for short trips a more appealing option.”

John Buckholz Brooklyn

In fact, overall visits to the business district aren’t down — they were up by about 2.4 percent over the previous year, according to the city’s Economic Development Corporation. And restaurant reservations on the platform OpenTable were up inside the zone as well, by the same amount as the increase citywide.

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Tom Harris, the president of the Times Square Alliance, which represents 2,600 businesses, said he had initially received complaints from some businesses. But he was pleasantly surprised that they soon stopped.

“We’re thrilled we have not seen negative impacts to local businesses,” he said. “It seems like it has been absorbed.”

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4. Better quality of life

These primary shifts — fewer cars, less congested roads, more transit riders — have in turn produced a number of other effects that might more broadly be thought of as changes to qualify of life. Readers described experiencing safer crosswalks, less stressful bike rides and what feels like cleaner air.

In city data, the number of complaints to 311 for vehicle noises like car honking has declined significantly inside the congestion zone, compared with the rest of Manhattan.

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Change in vehicle noise complaints, 2024-25

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

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

Daniel Scott Manhattan

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“Midtown is so much quieter now.

Melanie DuPuis Manhattan/Hudson Valley

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

Grant Louis Manhattan

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And the perception that roads have gotten safer is also borne out by crash data. The number of people who were seriously injured in a car crash decreased citywide, but the improvement was more pronounced in the congestion relief zone.

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Change in number of people seriously injured in a crash, 2024-25

Number of people who were seriously injured in a crash from Jan. 1 through Nov. 30 of each year. Source: Sam Schwartz Transportation Research Program/Hunter College analysis of N.Y.P.D. crash data.

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“Nobody’s trying to run me over.”

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Alice Baruch Manhattan

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

Charlie Rokosny Brooklyn

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

Samir Lavingia Manhattan

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Amid these positive changes, however, other readers described distinct declines in their quality of life, often stemming from the cost of the toll. These deeply personal observations have no corresponding measures in public data. But they make clear that some of those 27 million fewer driving trips weren’t simply replaced by transit or forgone as unnecessary — they’re missed.

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

Linda Fisher Queens

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“Congestion pricing has made my world much smaller.”

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Justine Cuccia Manhattan

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

Karen Hoppe Queens

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

David Pecoraro Queens

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One final aim of congestion pricing — improved air quality — has the potential to benefit everyone in the region. But the data remains inconclusive so far. A recent study from researchers at Cornell found a 22 percent improvement in one air quality measure over six months. But another analysis, by the Stanford and Yale authors, found little to no effect on air quality using local community sensors and comparing New York with other cities. And the M.T.A.’s own analysis of the program’s first year found no significant change in measured concentrations of vehicle-related air pollutants.

That doesn’t mean benefits won’t become clearer with more time and data. But the open questions about air quality underscore that even one year in, even with all the evidence gathered, there are still some effects we don’t fully understand.

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

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Rob Hult Brooklyn

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

Hanna Horvath Brooklyn

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“As a car owner myself, I think it’s fair that the cost of driving is now being passed from city residents onto the drivers.”

Vincent Lee The Bronx

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

Jon Keese Queens

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