New York
How Kara Young, a Tony-Winning Actress, Spends Her Sundays
Many actors have to leave their support systems behind when they set out to follow their Broadway dreams.
But Kara Young, a Tony Award-winning actress who grew up in Harlem — and lives just three blocks from where she was born — has been able to share her success with the community that raised her.
“It’s a super beautiful community,” Ms. Young said of Spanish Harlem, the neighborhood on the east side of Manhattan known for its Puerto Rican culture. She attended elementary school and high school there after her parents immigrated from Belize.
“But at the same time,” she added, “I recognize that I’ve been privileged to be able to stay in the community I grew up in. Gentrification is real.”
It was at the 92nd Street Y, she said, that she first became hooked on theater. Her older brother, Klay, was taking a mime class as part of an after-school program — and a 5-year-old Ms. Young knew she wanted in.
Soon she was performing with the other students around Manhattan, and “that set off my imagination,” she said.
She earned an associate degree in acting from the New York Conservatory for Dramatic Arts and balanced several rotating gigs — babysitting and working at a cigar bar, a restaurant and an office — while going to auditions.
“I said to myself, ‘Either you’re going to do this, or you’re going to fail,’” she said.
Ms. Young made her Broadway debut in 2021 and won her first Tony Award last year for her role as Lutiebelle Gussie Mae Jenkins in the Broadway revival of Ossie Davis’s satire “Purlie Victorious.” Her next role is in the family drama “Purpose,” set to open Feb. 25.
Ms. Young, who often plays young characters but declined to give her age, lives in a two-bedroom apartment in Harlem with her partner, the actor and playwright Biko Eisen-Martin.
CREATURE OF HABIT It doesn’t matter how late I’m up the night before — my body still gets up at 6:30 or 7 a.m. with no alarm. Sleeping in takes great effort.
WATER, WATER EVERYWHERE I’m drinking water, then throwing some cold water on my face, then hopping in the shower. It wakes up my body.
Meanwhile, Biko makes coffee — he’s really into it. He grinds the beans fresh and does drip.
FAMILY BRUNCH I’m usually working Saturdays and Sundays, so when I do have a rare Sunday off, it’s all about spending time with family. We’ll get together for brunch at Melba’s, or Archer & Goat. I’ll get two eggs over medium, maybe some turkey bacon. Or I might order a waffle, with lots of butter and syrup on the side.
RETAIL THERAPY I love walking up and down 125th Street and popping into the beauty supply stores. They have everything you could ever need. I might get new earrings, or you can buy all kinds of different hair if you want to do your braids different, or new shampoos or oils for your scalp, or eyelashes. I’m like a kid in a candy store.
EAR CANDY I’ve been getting into audiobooks lately. I was just listening to “Wayward Lives, Beautiful Experiments” by Saidiya Hartman. And then the “Purlie Victorious” playwright Ossie Davis and Ruby Dee do the audiobook of their story together. It’s amazing to hear their voices. I’ve also started listening to music purposefully. I love Kendrick Lamar and SZA’s new albums. I also listen to a lot of old-school reggae — Beres Hammond, Buju Banton and Sanchez. And rap, I need my rap! I love Tyler, the Creator and Doechii. I’m also into this incredible Asian R&B artist named SAILORR.
SUNDAY IS SHOW DAY When you’re in a show, it’s hard to see your actor friends’ shows, because your performances are often on the same days and times. So when I’m between shows, I go to town! I’ll see a matinee, or maybe even two shows, if I can find one with an evening curtain.
CATCHING UP I’ll spend the afternoon on the phone, calling up people I haven’t spoken to in a while — my mentors, my family, my fellow artists. It might even be my mom, even though I might have just left her. Me and my mom can be on the phone for hours, and other times it’s less than a two-minute call just to hear her voice. Sometimes I think I bother her too much! Also usually Portia, Liza Colón-Zayas and Patrice Johnson — I’ve been watching them for years and am in awe not only of their instruments, but also their spirits.
CHEF KARA If I have time, I’ll cook dinner. I wish I had more time to spend in the kitchen; I love it. I take pride in my arroz con gandules, which I learned how to make from the Puerto Rican mothers of my childhood friends. You have to make your own sofrito — it’s taken some practice! I definitely haven’t mastered it.
BETTER OFFER Or I might go over to my dad’s for dinner; my father is an incredible cook. His baby lamb chops are to die for. He’s been in the hospitality industry for so long — he’s worked at the Rainbow Room for more than 30 years — and seen some of the best chefs ever cook. My father makes really great Thai food, fantastic Indian food, and, of course, traditional Belizean food. We get to taste a little bit of his hospitality education through his meals.
TURN-MY-BRAIN-OFF TV I’ll end the night with either “The Real Housewives of Potomac” or a documentary. I wouldn’t call it winding down, though. My brain always feels like it’s on.
ONE MORE TIME I shower at night, too — I like to be extra clean!
HEAD STILL SPINNING I crawl into bed around midnight, though I don’t usually fall asleep until around 3 a.m. It’s hard to turn my brain off. The characters I play never really go away — they live inside me. I was sitting across from this iconic actress the other day, and she told me she’d heard that characters in plays are like spirits that haven’t found a body. You happen to be the body that they are entering so that they can live for this moment in time. That’s a beautiful way to think about it.
New York
Video: Fans Celebrate Knicks’ First N.B.A. Title in 53 Years
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Fans Celebrate Knicks’ First N.B.A. Title in 53 Years
New York City erupted in celebration after the Knicks defeated the San Antonio Spurs in Game 5 of the N.B.A. finals to win their first championship since 1973.
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[cheering] “We did it. We hung in there, and we brought it home, baby. New York!” “This is insane. Like, I don’t know what — I don’t know how else to describe it.”
By Julie Yoon
June 14, 2026
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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