New York
How a Housing Organizer and Her Son Live on $89,000 Near Central Park
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?
By the time their son was diagnosed as being on the autism spectrum when he was 18 months old, Angela Donadelle and her child’s father, Michael Jones, were no longer together.
In the late 1980s and early 1990s, at the height of the crack epidemic, the pair had fallen into drug addiction. They both went into recovery after they discovered Ms. Donadelle was pregnant.
“He saved my life,” Ms. Donadelle, 66, said of her son. “My life wasn’t in order, and then God sent me him and changed everything.”
Together, Ms. Donadelle and Mr. Jones forged what would become a three decade commitment to carefully and jointly parenting their son, Christopher Jones, now 32, so that he could be independent when they were gone. Ms. Donadelle, who grew up in Harlem, considered moving to find more affordable housing, but believed that Christopher, who is highly functioning, would have access to better therapeutic and educational services in New York City.
Randi Levine, the policy director for Advocates for Children of New York, said New York has high quality programs for autistic children. Medicaid also pays for more services for children and families here than in other states, said Brigit Hurley, the chief program officer for The Children’s Agenda. Both agree that access to services can sometimes be limited.
“I could have taken my degree and moved down south and made more money,” said Ms. Donadelle, who graduated from Boston College with a degree in marketing and business management. She now works as a housing organizer at Good Old Lower East Side, a housing preservation organization in Lower Manhattan. “I had friends that moved to other places, but would I be able to accommodate the needs of Christopher?”
Staying in New York City meant that she had to come up with a plan. Even though they were no longer romantically involved, Mr. Jones sometimes lived with Ms. Donadelle and their son at the Lakeview Apartments, a four-building, 446-unit complex in a prime location at East 107th Street and Fifth Avenue in East Harlem.
From her terrace on one of the building’s highest floors, Ms. Donadelle has a view of the Empire State Building and Central Park, including the Conservatory Garden and reservoir. She pays $1,950 per month for her 750-square-foot two-bedroom apartment.
“I knew that if I was short on the rent, I could ask him for money, and he would give it to me,” Ms. Donadelle said of Mr. Jones, adding that they split the $250 per month they spent on food and the $350 per month for cable, internet and phone service.
“We were real good friends,” she said. “He had girlfriends and I had boyfriends. They just never came to our house.”
The End of a Partnership
That help ended in January 2024 when Mr. Jones, a security guard at a building for older adults, died of a heart attack. Pictures of Mr. Jones, who was known for his love of fashion, adorn the apartment.
Ms. Donadelle tears up when talking about Mr. Jones and their joint effort to raise their son. “We were a team,” she said. “If I was at work, he took care of Chris, got him to the therapies. And that’s why it got harder when he died.”
But their plan paid off. Years ago, specialists told Ms. Donadelle that Christopher would not be capable of graduating high school. He went on to graduate high school with honors and then earned an associate degree from Kingsborough Community College in Brooklyn with honors before completing his bachelor’s degree at Hunter College in Manhattan.
Christopher works part-time as a package handler for FedEx where he earns $24,000 per year. Ms. Donadelle earns $60,000 per year from her job as a housing organizer and about $5,000 per year from teaching a course about the social determinants of health at the Icahn School of Medicine at Mount Sinai.
A few years ago, the Lakeview Apartments converted from the 1970s era Mitchell-Llama affordability program to Project-Based Rental Assistance, meaning that residents would still be allowed to continue paying 30 percent of their income for rent. Ms. Donadelle and her son qualify for a small discount because of his diagnosis and her age, but her rent increased by $400 after the conversion when the market rate value of her apartment and her income went up.
At the time, there was a fear that the complex would become market rate housing because of its desirable location. Ms. Donadelle, who first moved to the building with her family when she was 17, helped in the fight to keep the building affordable. She has pictures with local politicians who joined in the effort.
“Some people don’t think we deserve this view,” she said. “But we have a community here. Everybody knows us, everybody knows Chris.”
Bulk Buys for Home Cooking
Money, Ms. Donadelle said, can sometimes be tight, but she considers herself to be both resourceful and frugal. She cooks at home to save money. Some of her specialties are jerk chicken, lasagna, oxtails and peas and rice. The $40 she spends at the butcher on a batch of oxtails, once considered a cheap cut of meat that has now become expensive, is a treat for them.
Ms. Donadelle buys in bulk and shrink wraps cuts of meat to store in her freezer. Bins in the corner of the terrace hold toilet paper and other supplies bought in bulk to save money.
She also comparison shops, sometimes driving with friends to stores where the cost of fresh fruits and vegetables is cheaper than in her neighborhood. A food pantry that she helped connect with her building also provides about $50 per month worth of food.
Ms. Donadelle and Christopher share a family cellphone plan with a relative and pay about $150 per month. She recently gave up smoking for Lent, which was costing at least $120 per month, and plans not to return to smoking. Christopher saves $200 per month for an emergency fund. Transportation costs them about $60 per month and they budget about $80 per month for lunch at work.
The Rewards of City Life
For fun, they enjoy walks in Central Park with their dog, Milo, who originally belonged to Mr. Jones. They spend about $800 a year on shots, grooming and supplies. They spend about $125 per month eating out and going to the movies. Ms. Donadelle’s Spotify subscription costs $20 per month.
As she looks back on her decision to fight for her home, Ms. Donadelle has no regrets. Her son’s success, she believes, is linked to her decision to find a way to stay in the city.
Christopher is an artist whose sketchbooks dot the apartment. Every Friday, Christopher attends his social group at YAI, which provides services for people with developmental disabilities. He has even begun doing some speaking engagements about normalizing people with disabilities.
“I was literally raised here,” Christopher said while admiring the view from his terrace. “This building, like this city, is my home. It’s been good to me.”
We are talking to New Yorkers about how they spend, splurge and save.
New York
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New York
This Parking Spot Is Free. Should It Be?
What if the city …
Added More Metered Spots in Busy Neighborhoods
Less than 3 percent of parking spaces on New York City streets have paid meters. That’s only about 80,000 spots.
Most of the meters that do exist are along busy corridors, with higher hourly rates in the core of Manhattan.
Where are NYC’s parking meters?
The placement of meters often feels arbitrary. Much of the East Village, a busy Manhattan neighborhood, has no meters. Nostrand Avenue, a major artery in Brooklyn, has meters over most of a five-mile stretch, but they end abruptly north of Fulton Street.
A busy commercial corridor in Bedford-Stuyvesant lacks meters
Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.
Seeking alternatives to avoid paying for meters overnight, car owners may choose to move to garages — which can cost $500 per month or more, depending on the neighborhood — park farther afield, or sell their cars. They could also turn to car-share programs, which set aside parking for shared vehicles.
When the city tries to add meters, there is often fierce opposition from neighbors, including on the Upper West Side of Manhattan last year, where residents revolted, the local City Council member complained people had been “blindsided” and the city backed down.
Critics argue that those pushing for reforms “hate people who own cars,” in the words of Vickie Paladino, a City Council member who represents a district in Queens that is home to many car owners.
How realistic is this? The city can add additional meters on its own without needing permission from state lawmakers in Albany. Dean Fuleihan, Mr. Mamdani’s first deputy mayor, gave supporters hope when he said in March that he was open to the idea.
How much could it raise? Parking meters currently generate $278 million in revenue per year. Adding meters to one-fourth of the city’s existing free parking spaces, for example, could produce at least $1.2 billion annually, according to the Center for an Urban Future.
What if the city …
Introduced Residential Parking Permits
Most parking on residential streets is open to all drivers, not just those who live nearby. But many other major U.S. cities, including Los Angeles and Chicago, have permits to reserve street parking for neighborhood residents.
Residential parking permits in New York could cost anywhere from $100 per year to far more than that, experts say, with higher rates potentially prodding some residents to give up their cars. Some spots could be set aside for visitors.
But permits would not necessarily solve the problem of the demand for parking outpacing the supply. And some transit groups oppose the idea, arguing that there are better ways to use the street space and that parking should not be guaranteed.
Rachel Weinberger, a vice president at the Regional Plan Association, an urban planning think tank, said that permits alone would not make parking easier. She also argued they would have to be prohibitively expensive in order to deter ownership.
“A permit would only be a hunting license, meaning that you’re allowed to look for a space,” she said. “It should mean you’re guaranteed a space.”
How much do cities charge for residential parking permits?
Boston
No fee
Chicago
$30
Los Angeles
$34
Washington, D.C.
$55*
Philadelphia
$75
Berkeley, Calif.
$85
San Francisco
$215
Experts say that permits could also be paired with an incentive for drivers: fewer alternate side-parking days for street sweeping. Most drivers are required to move their cars once or twice a week so the streets can be cleaned, and some choose instead to leave them in place and eat the costs of the $65 tickets they receive. Moving to monthly street sweeping could make the prospect of buying a permit more appealing.
How realistic is this? Residential permits would need to be approved by state lawmakers. Momentum for the idea grew after congestion pricing began in Manhattan, over concerns that drivers from outside the city would park outside the zone and take the subway in. It has support from Mark Levine, the city comptroller, and Carmen De La Rosa, a City Council member in northern Manhattan.
How much could it raise? If a permit cost $100 per year and was required in two-thirds of the city, that could raise roughly $200 million per year, minus administrative costs, according to Terrance J. Regan, an adjunct professor at Boston University who focuses on transportation policy. The city’s Independent Budget Office recommended starting with a smaller pilot program that would raise $6 million annually by the third year.
What if the city …
Ended Free Parking and Implemented Dynamic Pricing
Some urban planners want to phase out free parking altogether.
Transportation Alternatives, a street safety group, has pushed for eliminating free parking and argued that the city would benefit if fewer car trips were made.
“If you look around the world, there are many other transit-oriented cities that are safer, more efficient and healthier,” said Ben Furnas, the group’s executive director.
The city could reclaim many miles of streets, which proponents argue could be better used for public spaces, bus lanes, bike lanes, outdoor dining setups and trash containers.
Paid parking spaces could use dynamic pricing, a system where the cost of a spot varies by demand. Right now, parking rates are as low as $1.50 for the first hour.
Critics of such pricing models have argued that higher street-parking costs could hurt lower-income drivers or local businesses that rely on drivers. In 2019, Hoboken, N.J., announced a version of dynamic pricing on high-demand blocks, but the mayor and City Council repealed the plan after some resident opposition.
But the idea has worked elsewhere. In 2018, after a successful pilot, the San Francisco Municipal Transportation Agency implemented demand-based pricing for the 10 percent of the city’s parking spots that are paid spaces, roughly 27,000 in all.
An evaluation of the pilot found that drivers spent 43 percent less time searching for a parking space, which in turn helped reduce car-based pollution. And once parking became easier, sales revenue increased for nearby businesses.
The rates in San Francisco can vary by block, time of day, or day of the week. Meters on the busiest blocks cost $11.75 an hour. The agency regularly reviews parking meter data and occupancy rates and decides whether to raise or lower rates.
Charles Komanoff, an economist and traffic modeler who helped create New York’s congestion pricing program, said dynamic pricing for parking could do even more than the tolls did to improve the flow of traffic here.
“I can’t imagine anything better,” he said.
How realistic is this? The Transportation Department could implement dynamic pricing, but a legislative push would most likely hasten change. Nantasha M. Williams, a City Council member representing Southeast Queens, has proposed a bill that would require a dynamic pricing pilot program in each borough. Eliminating all free parking would be a far more dramatic proposal, though supporters say it could be done in phases over several years.
How much could it raise? Parking reformists said the city could potentially raise billions of dollars a year under a dynamic parking system — money that could be reinvested into the neighborhoods where the fees are collected.
What if the city …
Cracked Down on Rule-Breakers
None of these plans work unless drivers obey the rules.
The city last year issued more than 11.6 million violations for parking and related offenses, according to a report by the Department of Finance, including for failing to move for street sweepers (1.8 million), not displaying a parking receipt (1.2 million), blocking a fire hydrant (674,000) and obstructing a bus stop (565,000).
In 1996, Mayor Rudolph W. Giuliani moved the city’s traffic enforcement agents, the unarmed civilians who write tickets for parking and other traffic violations, from the Transportation Department to the Police Department.
Some parking reformers say the shift weakened enforcement efforts, in part because the police have not focused on some of the most flagrant traffic violations.
They say that either the police should start issuing more tickets and collecting more fines, or they should allow the Transportation Department to once again take charge.
Some point to what they view as the city’s lackluster response to placard abuse, the practice of using either official permits issued by city agencies, or fraudulent ones, to park in unauthorized spots.
More than 91,000 complaints have been filed with the city since 2020 about possible placard abuse, but the police took action to fix the problem in just 21 percent of cases, according to a Times review of public data. Only about 12 percent of the complaints led to a driver being issued a summons.
“If you’re just unclogging these streets to have them filled with cars with fake placards, you’re not helping anything,” said Nicole Gelinas, a senior fellow at the Manhattan Institute, a conservative think tank.
There has also been a surge in fake, often out-of-state license plates that have made traffic violations harder to track. A perceived lack of consequences worsens the problem, said Jon Orcutt, a former policy director at the city’s Transportation Department.
“The culture has gotten terribly bad,” Mr. Orcutt said about enforcement efforts.
A spokesperson for the Police Department said in a statement that there was “deep collaboration” with the Transportation Department on traffic enforcement, and pointed to some recent initiatives, including issuing 247,000 summonses last year for “ghost vehicles” with fake plates.
Samuel I. Schwartz, the chair of the transportation research program at Hunter College, was New York City’s traffic commissioner under Mayor Edward I. Koch, at a time when the Transportation Department still controlled enforcement.
He said he thought it would be possible to change the behavior of repeat offenders if that agency led the effort and had the support of the police.
“I would go out in the field with an army of tow trucks,” Mr. Schwartz said.
How realistic is this? Mr. Mamdani could restore traffic enforcement powers to the Transportation Department, or instruct the Police Department to step up enforcement.
How much could it raise? The city issued $1.1 billion worth of parking tickets and camera violations in fiscal year 2025, according to the Finance Department, but just $946 million, or 84 percent, was ultimately collected. By ramping up fine collection, the city could raise more revenue.
As Mr. Mamdani weighs how to improve city streets and whether parking regulations should change, almost everyone agrees that the status quo is unacceptable.
Ms. Gelinas said that any of the leading ideas could be an improvement.
“The dumbest thing is just to keep things the way they are,” she said.
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