New York
How Brandon Kazen-Maddox, an American Sign Language Artist, Spends Their Sundays
Brandon Kazen-Maddox has always felt an affinity with mermaids.
“We both straddle two worlds,” said Mx. Kazen-Maddox, 36, an American Sign Language dancer, choreographer and filmmaker who is nonbinary and uses they/them pronouns.
Mx. Kazen-Maddox, like both their parents, is hearing. But they grew up living with their mother at her parents’ home in Washington State, where their maternal grandparents, both of whom are deaf, spoke with their hands.
Soon, Mx. Kazen-Maddox learned to do the same. “I like to say my words are just along for the ride,” they said.
Mx. Kazen-Maddox has been interpreting professionally since 2012 and has worked on the Broadway production of “Aladdin” and for former President Joe Biden, the composer Lin-Manuel Miranda and the actress Marlee Matlin.
In a half-hour PBS special scheduled for Tuesday, “SOUL(SIGNS): Making Music Visible,” Mx. Kazen-Maddox documented the process of choreographing, filming and performing an A.S.L. music video for Morgan James’s “Drown,” shedding light on their own relationship with music and sign language.
“I see a lot of A.S.L. as an afterthought or interpretation just thrown in,” they said, “and it ends up not doing service to the Deaf community.”
In 2020, Mx. Kazen-Maddox started the Up Until Now Collective with Kevin Newbury, a director and Mx. Kazen-Maddox’s partner of five years, and Jecca Barry, a producer. The collective, whose projects include “SOUL (SIGNS),” has a multidisciplinary focus on inclusive storytelling.
As a person who yo-yos between various projects, Mx. Kazen-Maddox loves having a home base in a cozy duplex on the Upper West Side of Manhattan along the Hudson River, where they live with Mr. Newbury, 47, and more than a dozen plants.
“My Sunday is essentially five lives in a day,” they said.
SUN, SUN, SUN HERE IT COMES I wake up at 8 a.m. I try my hardest not to use an alarm. I just think it’s healthier. Sometimes I’ll go to sleep with the windows open so I wake up to the sun.
SOUL SESSION I like to put on Spotify and play healing, meditative sound bowls when I’m in the shower. It’s a nice way to get in tune with my own spirituality and be grounded. Then I’ll turn on something like “The Telepathy Tapes” by Ky Dickens — information that feeds my soul and my curiosity for the universe.
GOING GREEN I’ll drink a smoothie or eat a pitaya bowl from Cool Fresh Juice Bar on the Upper West Side. Then I water my plants with my partner, Kevin — we’re plant daddies — and that reminds me to be grounded and care for the earth. We have 16, so it takes about half an hour.
MEDITATION AND MUD Around 9:30 a.m., I’ll either take the train or jump in the car down the F.D.R. to the Russian & Turkish Baths in the East Village, where I spend a good four hours, at least, working on my body, mind and spirit. The baths are so special because they’re my Danger Room, in X-Men parlance — they help me practice the extremes.
I’ll go in the Russian room, which is like 160 degrees — it’s intense. And the hammam, the steam room, is this place where there’s humidity. I bring my oils; I’ll put lavender in the air and peppermint and will breathe them together. It’s so nice for your skin, your lungs and any opening to your body.
When I can afford it, I get a series of treatments: a mud massage with mud from Israel, a salt scrub and a soap wash. When they apply the mud, they let it dry for 15 to 20 minutes, during which time I meditate.
STRETCH IT OUT Then I do the dry sauna, where I’ll stretch my splits, my back and my shoulders. That keeps my dance alive, and it’s meditative. And it’s a little bit of a display of, like, take care of your body, everybody. I also love the cold plunge because, when I go in, I think about what it feels like to be in outer space, and what it feels like to be at the bottom of the ocean.
A SHOP THAT ROCKS I pop into one of my favorite stores, Crystals Garden, which is across the street from the baths. They have dream catchers, incense, plants and a whole slew of crystals and rocks and handmade things. It’s a good place to find gifts to send to family or friends.
FOOD MODE I go to Joe & Pat’s, which is just around the corner, and order a cauliflower crust pizza. They have this amazing broccoli rabe, and I put that on the pizza, which is red sauce and pepperoni. And then I put their cheesy Alfredo sauce on top of it all. I can eat the entire thing after a morning at the baths, and it makes me feel really great because it’s cauliflower crust and wheat free.
Or I might go to this Japanese place called Ramen Takumi, which is at the northeast corner of Washington Square Park. The Steinhardt roll is my favorite. I love that area, which is very much a home base for me — when I was at school at N.Y.U., I would always be around Washington Square Park and walking through the Village. They also have cool comic book stuff on the walls.
Often, Kevin and Jecca will come and meet me, and we’ll talk about something we’re doing with Up Until Now Collective.
SIGN CHECK At 2 p.m., I head to Club Cumming for a rehearsal for a performance we’re doing on April 15, the day my PBS special airs. We’re going to have a public screening of “SOUL(SIGNS).” Then we’re creating a show called “SOUL(SIGNS): 3X3X3” which is all about Nina Simone’s music. I’m asking three Black soul jazz singers to each pick a Nina Simone song to sing, and then I will be signing, and the jazz pianist Lance Horne will be playing on keys. And I’m going to work with a deaf director of artistic sign language, Patrice Creamer, to translate all three of these songs from my perspective and with her guidance. I’m so excited.
AERIAL ARTS It’s on to another rehearsal at 4 p.m., this one at One Day One in Dumbo with my aerial hoop coach, New York Cat. I started writing a theatrical production of American Sign Language dance theater called (FREEDOM), which is basically my story: It’s about a Black queer child raised in a white deaf family. I wanted to add an element that would keep my body really strong, which is an aerial hoop, and I had never seen anyone do American Sign Language in an aerial hoop before. So I was like, well, let’s do that!
NEIGHBORHOOD NOSH I get home around 6:30 and cook dinner with food that Kevin picked up from Westside Market, our favorite market. Their Portuguese kale soup is phenomenal.
MOVIE NIGHT Kevin and I wind down by watching a movie recommended by “The Queer Film Guide” by Kyle Turner. It’s this cool book that goes through all these movies that you may or may not have thought have anything to do with queerness — like “The Fly,” for example. Who knew? If it’s nice, we’ll bring our projector up and watch it upstairs on the roof.
CUDDLE TIME After the movie, Kevin and I will cuddle up next to each other and read our books. Right now, I’m reading “Fourth Wing” by Rebecca Yarros, and it is so good. Those are the kinds of books that I love, fantasy with blends of strong reality. I’m a big believer that what makes it into our subconscious sets our mood. So I try to make sure that whatever I’m listening to before bed is positive and joyful, or interesting and fantastical, so that it affects my dreams.
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.
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.
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.
2
Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.
3
Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.
4
Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.
5
Build more mental health crisis centers citywide.
6
Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.
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.
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.
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.
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.
11
Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.
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.
14
Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.
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.
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.
17
Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.
“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
intentionally and knowingly combined, conspired, confederated, and agreed together and with each other to violate Title 18, United States Code, Section 924(c).
35. It was a part and an object of the conspiracy that NICOLÁS MADURO MOROS, DIOSDADO CABELLO RONDÓN, RAMÓN RODRÍGUEZ CHACÍN, CILIA ADELA FLORES DE MADURO, NICOLÁS ERNESTO MADURO GUERRA, a/k/a “Nicolasito,” a/k/a “The Prince,” and HECTOR RUSTHENFORD GUERRERO FLORES, a/k/a “Niño Guerrero,” the defendants, and others known and unknown, during and in relation to a drug trafficking crime for which they may be prosecuted in a court of the United States, to wit, for MADURO MOROS, CABELLO RONDÓN, and RODRÍGUEZ CHACÍN, the controlled substance offenses charged in Counts One and Two of this Superseding Indictment, and for FLORES DE MADURO, MADURO GUERRA, and GUERRERO FLORES, the controlled substance offense charged in Count Two of this Superseding Indictment, knowingly used and carried firearms, and, in furtherance of such crimes, knowingly possessed firearms, and aided and abetted the use, carrying, and possession of firearms, to wit, machineguns that were capable of automatically shooting more than one shot, without manual reloading, by a single function of the trigger, as well as destructive devices, in violation of Title 18, United States Code, Sections 924(c)(1)(A) and 924(c)(1)(B)(ii). (Title 18, United States Code, Sections 924(o) and 3238.)
36.
FORFEITURE ALLEGATIONS
As a result of committing the controlled substance offense charged in Count One of this Superseding Indictment, NICOLÁS MADURO MOROS, DIOSDADO CABELLO RONDÓN, RAMÓN RODRÍGUEZ CHACÍN, the defendants, shall forfeit to the United States, pursuant to Title 21, United States Code, Sections 853 and 970, any and all property constituting, or derived from, any proceeds the defendants obtained, directly or indirectly, as a result of the offenses, and any and all property used, or intended to be used, in any manner or part, to commit,
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