New York
How NYC Has Changed Since the Covid Pandemic
The millionaires returned. Others are eyeing the exits.
New York City lost, on net, close to 350,000 residents from 2020 to 2023. Policymakers were particularly worried about the departure of the very wealthy and its impact on the city’s tax base.
In the first two years of the pandemic, the city lost about 17,500 residents from the top 1 percent of income earners — those making $815,000 a year or more. Though small in number, that loss represented a 20 percent decline in ultrawealthy residents, according to Emily Eisner, the chief economist at the Fiscal Policy Institute.
But the fears were overblown. The latest census estimates show the city’s population beginning to rebound in 2023 and 2024, growing by 121,893 people over that period.
In 2023, the net total of very rich residents leaving the city was virtually flat, and a strong stock market early in the pandemic helped mint more millionaires.
Still, other vital groups in the city were more likely to leave.
Households with children under 6 years old were more than twice as likely as households without young children to leave the city in 2023. And while migration trends have largely returned to prepandemic norms, Dr. Eisner said, Black residents were still twice as likely as white ones to leave — a trend that predates Covid-19.
Not since the Great Depression have so few babies been born in the city, and school enrollment is falling.
The rush of school-age children out of New York City during the pandemic has left behind a population that is getting older and having fewer babies.
There were 99,000 babies born in the city in 2021 and 2022 — the fewest in any year since the late 1890s other than 1936, during the Great Depression.
Attendance in New York City’s public schools, the largest system in the country, is the lowest it has been in four decades. There are 111,000 fewer children enrolled in public or private school in the city than in the 2018-19 school year.
Change in school enrollment since the 2018-19 school year
Source: New York State Department of Education
The New York Times
Immigrants helped reverse population loss.
More than 230,000 migrants have arrived in New York City since spring 2022, an immigration wave that has been the largest in American history. Thousands were bused from the southern border by order of the Texas governor, but many arrived in New York on their own.
Their arrival has helped stem the city’s population decline. New York City ended last year with 8.48 million people, up from 8.39 million in 2023. But it is still down more than 262,000 people compared with 2020.
Jobs are back. But growth is mostly in low-wage industries.
No city lost jobs like New York. Two months into the pandemic, more than a fifth of workers were unemployed.
So it was celebrated news when, in the fall of 2023, Mayor Eric Adams proclaimed that the city had regained all 946,000 private-sector jobs that had been lost, a year ahead of some predictions.
But most of the new jobs were in lower-paying industries. Home health care, a sector that pays an average of $31,800 a year, grew 45 percent from December 2019 to December 2024, more than any other industry.
At the same time, a wide swath of middle-income jobs that provide many immigrants and young people a toehold in the economy have shrunk. The retail industry, which pays workers an average of $56,200 per year, shed 54,100 jobs from December 2019 to December 2024, a 15 percent drop.
The construction industry, which pays an average of $93,300 a year, often without requiring a college degree, lost 30,700 jobs over the same period.
Source: Bureau of Labor Statistics Note: Data is not seasonally adjusted.
The New York Times
Construction jobs in New York City
The wage gap is widening…
In much of the country, the pandemic actually reduced income inequality, as lower-paid workers took advantage of a tight job market and a rising minimum wage in many states.
Not in New York.
In the city, most of the wage growth since the pandemic has accrued among the highest-paid workers, according to the Center for New York City Affairs at the New School.
In fact, while low- and middle-wage workers’ income largely stagnated from 2019 to 2024, the highest earners — in fields like finance, tech and information — saw their hourly wages soar, said Mohamed Obaidy, an economist with the center.
Those top-earning workers, who made $312,000 or more last year, have seen their average hourly wages grow four times faster since 2019 than workers in the bottom fifth of wage earners, who made less than $36,000 in 2024. Middle-income workers did not fare much better.
“For the top 3 percent, the post-Covid period is the golden era,” Mr. Obaidy said.
…and poverty is soaring.
More than 2 million New York City residents, or one in four, could not afford basic necessities like shelter, food and clothing in 2023, according to one recent survey. That represents the highest poverty rate in the city since at least 2015, said Christopher Wimer, the director of the Center on Poverty and Social Policy at the Columbia School of Social Work, which conducted the survey. The findings were in line with census figures, which also showed a rise in poverty since the pandemic began.
A family of two adults and two children was considered in poverty if the household made less than $47,190 a year. The median household income in the city in 2023 was about $76,500.
Source: Census Bureau American Community Survey (1-year estimates)
The New York TimesPercentage of the population below the poverty line
The surge in poverty was driven by two major factors. Government aid instituted during the pandemic, including an expanded child tax credit and cash payments to low-income families, ended at the same time that the cost of rent and household goods went up.
High inflation stretched people’s budgets nationwide, but in New York, according to the Columbia survey, the poverty rate was nearly double the national average. That’s because of the high cost of living, which was driven by housing costs, Dr. Wimer said.
“Hearing that New York is back,” he said, “for me, it begs the question: Back for whom?”
New York City became an even more expensive place to live, for both renters and homeowners.
The city has never been a cheap place to own or rent a home — but it’s even more expensive five years after the start of the pandemic.
Nearly 630,000 households spend more than half their income on rent. The median asking price for an apartment was $3,645 per month in February, more than 25 percent higher than at the start of the pandemic. No part of the city is untouched. The steepest increase — nearly 40 percent — has been in the Bronx, long seen as the city’s most affordable borough.
The city’s spending on rental assistance, to help people in homeless shelters find apartments and to provide a lifeline to renters who face eviction, has soared. It is expected to hit $1.1 billion this fiscal year, which started in July. In 2021, the city spent $302 million.
Any solution to the housing affordability crisis, politicians and housing advocates say, must include the construction of housing of all kinds. Last year was a banner year for the building of new units, with nearly 34,000 added, the most since 1965. But it is not enough, and new construction has slowed significantly.
For homeowners, it has never been more expensive to buy in the city. The median sale price was $865,000 in February, a 28 percent increase since early 2020. The median cost to buy in Brooklyn or Manhattan remained about the same: around $1 million.
Companies occupy less space in Manhattan’s office buildings than they did a quarter-century ago.
In the first two decades of the 21st century, the Manhattan skyline was redrawn with towering office buildings to serve the demands of growing companies. That building boom resulted in 419 million square feet of office space, by far the largest office district in the United States.
But companies offloaded offices as the pandemic disrupted the five-day workweek, and they now occupy the lowest amount of space in Manhattan in at least a quarter-century. The percentage of unoccupied space is more than six times higher than in 2000. That glut could fill 32 One World Trade Centers.
Source: Cushman & Wakefield Real Estate
The New York Times
Office vacancy in New York City
Many companies have found they can operate with smaller footprints and with remote workers. White-collar workers in the city now spend about 30 percent of their time working at home, up from a national average of about 7 percent before the pandemic.
Some firms have reversed course. Return-to-office demands, along with an increase in office lease signings in 2024, have led developers and brokers to hope that the market is rebounding.
And yet, in a sign of continuing uncertainty and rising construction costs, the building of new office towers has nearly stopped. No developer has broken ground on the next big property in Manhattan and may not for some time.
Tourism and Entertainment
Tourism collapsed at the start of the pandemic as visitors stayed home.
It’s hard to overstate the importance of tourism to New York City. It sustains numerous industries, employs hundreds of thousands of workers and contributes substantial tax revenue.
Before the pandemic, the city welcomed record numbers of tourists annually and was on track to host 76 million visitors in 2024. The pandemic decimated those projections.
As the city reopened, tourists returned. More than 64 million people visited in 2024, the third most of any year.
There are still fewer international visitors, especially from China, who have historically spent more money in the city and stayed longer than domestic visitors. More than 1.1 million tourists from China traveled to New York City in 2019. It was about half that in 2024.
Visits to many major tourist destinations, such as the Metropolitan Museum of Art, has surpassed that of years before the pandemic. But a few blocks away, the Guggenheim Museum has announced budget cuts in response to lagging attendance. Other attractions, such as Broadway, have rebounded but not fully recovered.
Sources: Broadway League; Internet Broadway Database Note: Broadway shows were mostly canceled between March 2020 and September 2021.
The New York Times
Total attendance at Broadway shows
Tourists are paying more and more to stay in the city.
The average nightly hotel rate last year in New York City was $314, up 28 percent from 2019. December saw the highest average monthly rate in the city’s history: $440, according to CoStar, a real estate analytics company.
John Fitzgerald, who owns two hotels in Manhattan, said that the last few months of 2024 were the strongest for bookings since the pandemic started. But many travelers, especially those from Europe, where a weakened euro has made visiting the United States more expensive, are groaning about the sticker shock, he said.
“We are still down, but the city is buzzing and our bookings are up, both corporate and leisure,” Mr. Fitzgerald said.
Delivery workers are here to stay.
No other labor force in the city grew and evolved in the last five years quite like delivery workers. Once largely limited to pizza joints and mail couriers, delivery work has become a permanent feature of city life, reshaping the logistics of everything from takeout meals and groceries to retail and prescription drugs.
Since 2019, the number of delivery workers whizzing by on e-bikes and other vehicles has roughly doubled to 60,000, according to James Parrott, a senior fellow at the Center for New York City Affairs.
The rapid growth of the sector, much of it spurred by recent immigrants, gave workers leverage to push for better pay. In late 2023, after months of resistance from delivery app companies, the minimum hourly wage for food-delivery drivers was set to just under $18, not including tips. This year, it will rise to over $21, exceeding the citywide minimum of $16.50. (The pay is based on the time the workers are actively making deliveries.)
Despite companies’ protests that higher pay would hurt the industry, deliveries have continued to grow. In the third quarter of 2024, 2.54 million food deliveries were made per week, a 1 percent increase from the same period the previous year, according to the Department of Consumer and Worker Protection.
A big shift in retail means the city looks less like a mall.
Many critics have long lamented an ever-growing number of big-box retail stores in New York City that evoke the feel of a suburban mall.
The economics that supported many of them were already shifting before the pandemic, but remote work and a surge in online shopping have wiped out hundreds of stores from the biggest companies.
There were 1,225 fewer chain stores in New York City in November 2024 than there were in late 2019, a drop of more than 15 percent, according to Jonathan Bowles, the executive director of the Center for an Urban Future.
From 2020 through the third quarter of 2024, nearly every category of store in the city — from apparel and electronics to furniture and beauty products — had more closures than openings, according to the Department of City Planning.
For a brief period, illicit smoke shops flooded many retail corridors, but a city crackdown on unlicensed businesses has forced many of them to close.
And the storefront economy made a comeback, thanks to restaurants.
The city’s storefront economy is reliant, perhaps more than ever, on food and drink.
When nearly every other type of storefront business suffered, it was restaurants that helped drive down vacancies citywide. From 2000 to 2023, the number of restaurants in the city nearly doubled, climbing to over 21,170.
While Manhattan had the most restaurants overall, over 9,400, the recent growth was strongest in the other boroughs, in neighborhoods where residents’ changing work schedules meant they were spending more time outside the city’s central business districts.
Korean fried chicken shops, Taiwanese bubble tea cafes and Greek lunch spots are among the franchises gaining traction, as some fast-food stalwarts and pharmacies shrank their footprints.
The range of cuisines is a reflection of the city’s reliance on a largely immigrant work force, Mr. Bowles said, adding that foreign-born people make up about 57 percent of the restaurant work force in New York.
There is already concern that the Trump administration’s plan to deport millions of immigrants could have a chilling effect on the city’s growing but fragile restaurant scene.
“It is not an overstatement that we are going to be seeing real labor shortages at employers across the city,” Mr. Bowles said.
New York
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.
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.
New York
Congestion pricing after one year: How life has changed.
“There’s less traffic and more parking.”
“I only drive if I have to move something large or heavy.”
“Sometimes I skip lunch at work to make up for the driving tax.” “I visit my elderly parents less often.”
“I complain to myself every time I have to pay the fee and I’m STILL 100% in favor of it.”
“I am returning my leased car six months before the lease expires.”
One year after the start of congestion pricing, traffic jams are less severe, streets are safer, and commute times are improving for travelers from well beyond Manhattan. Though these changes aren’t noticeable to many, and others feel the tolls are a financial burden, the fees have generated hundreds of millions of dollars for public transportation projects. And it has probably contributed to rising transit ridership.
The program, which on Jan. 5, 2025, began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, has quickly left its mark.
To assess its impact, The New York Times reviewed city and state data, outside research, and the feedback of more than 600 readers with vastly different views of the toll.
Some groused about high travel costs. Others cheered for a higher toll. Many shared snapshots from their lives: quieter streets, easier parking, costlier trips to the doctor.
Many findings from a Times analysis a few months into the experiment have held up. The program so far has met nearly all of the Metropolitan Transportation Authority’s goals, although more evidence is needed on some measures. And one question remains unresolved: whether a federal judge will decisively shield the program from efforts by the Trump administration to end it.
“Despite the threats to shut it down,” Gov. Kathy Hochul said in an interview, “the cameras are still on, and business is still up, and traffic is still down. So it’s working.”
Here’s the evidence one year in:
1. Fewer vehicles
About 73,000 fewer vehicles are entering the central business district each day, a number that has added up in the first year to about 27 million fewer entries. The decline, compared with traffic trends before the toll, has been remarkably stable across the year:
Average daily entries to the central business district
All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.
“I never drive into the city anymore. I only take the subway. It’s a relief.”
Philip Zalon Brooklyn
“I’m much more aware of driving into Manhattan and avoid it unless I have to haul a lot of stuff like a car load of Girl Scout cookies.”
Jacob White Queens
By influencing that one decision, the policy can also affect commute times, transit reliability, road safety, street life and more (as we’ll get to below).
One clear sign that behaviors are changing: Every weekday, there is now a spike in vehicles entering the zone right before the toll kicks up to $9 at 5 a.m., and right after it declines to $2.25 at 9 p.m.
Personal vehicle entries into the central business district
“I’ve decided to get up earlier to get the lower price.”
Eric Nehs Manhattan
“It is exhausting to plan the trip to cross the line at 9 p.m.”
Paul S. Morrill Manhattan
2. Faster traffic
The first consequence of those fewer vehicles is that traffic is now moving faster for the drivers who remain, and for the buses that travel those same roads. And this turns out to be true inside the congestion zone, near the congestion zone, and even much farther away.
Change in vehicle speeds, 2024-25
“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”
Josh Hadro Brooklyn
Many readers, however, told us they didn’t believe they could see the benefits; the changes aren’t always easy to perceive by the naked eye. Readers also frequently said they believed the gains from congestion pricing were more apparent in the first months of the year and had waned since. The city’s speed data generally suggests that these improvements have been sustained, although some of the largest gains were recorded in the spring.
Average vehicle speeds in the congestion zone
But for some travelers, the speed gains have been much larger, particularly those who cross through the bridge and tunnel chokepoints into and out of Manhattan:
“Traffic approaching the [Holland] tunnel has saved me 15-30 minutes on the rides back to New York and given me hours of my time back.”
Salvatore Franchino Brooklyn
“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”
Lisa Davenport Weehawken, N.J.
“I haven’t used the Lincoln Tunnel all year, probably will never use it again.”
Steven Lerner Manhattan
Improvements have also been more notable for commuters who take longer-distance trips ending in the congestion zone. That’s because those 73,000 vehicles a day that are no longer entering the zone have disappeared from surrounding roads and highways, too.
Commuters from farther out are seeing accumulating benefits from all these sources: faster speeds outside the congestion zone, much faster speeds through the tunnels and bridges, and then the improvements inside Manhattan. And people who travel roads outside the congestion zone without ever entering it get some of these benefits, too.
An analysis by researchers at Stanford, Yale and Google confirmed this through the program’s first six months. Using anonymized data from trips taken with Google Maps, they found that speeds improved after congestion pricing more on roads around the region commonly traveled by drivers heading into the central business district. That’s a subtle point, but one many readers observed themselves:
“Noticeably fewer cars driving, even way out in Bensonhurst!”
Charles Haeussler Brooklyn
“Even across the river in Bergen County, I feel that we benefit.”
Michelle Carvell Englewood Cliffs, N.J.
“I supercommute weekly from Kingston by bus. Each week, my bus round trip is 30-60 minutes faster than it was before congestion pricing.”
Rob Bellinger Kingston, N.Y.
3. More transit riders
Public transit will benefit from congestion pricing as its proceeds are invested in infrastructure upgrades; in the first year, the toll is projected to raise about $550 million after accounting for expenses, $50 million more than the M.T.A. originally predicted. But transit also stands to benefit as bus speeds improve on decongested roads and as more commuters shift to transit.
On bus routes that cross through the congestion zone, speeds increased this year, in notable contrast to the rest of the city. These improvements follow years of declining bus speeds in the central business district coming out of the pandemic.
Local bus routes
Express bus routes
Change in bus speeds, 2024-2025
“The crosstown buses are faster than they used to be, even during peak commuting times.”
Marc Wieman Manhattan
“Have gratefully noticed that they’re more on-time.”
Sue Ann Todhunter Manhattan
“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”
John Ruppert New Jersey
Paid transit ridership is up this year compared with 2024 across the subway, M.T.A. buses, Long Island Rail Road and Metro-North Railroad as transit has continued its recovery from pandemic declines. About 300,000 more people are riding the subway each day — far more than the 70,000 cars that have been taken off the road in the congestion zone. So while congestion pricing is probably contributing to rising transit ridership, it’s not the main driver of it.
All of these added transit riders do, however, help explain why congestion pricing has not dampened activity in the busiest parts of the city, as critics feared. People are still coming, just not necessarily by private car.
“I finally taught myself to use the subway. Between the tunnel toll, congestion pricing and parking, I’m saving an enormous amount of money, time and inconvenience.”
Daniel Ludwig Weehawken, N.J.
“It’s made using the bus for short trips a more appealing option.”
John Buckholz Brooklyn
In fact, overall visits to the business district aren’t down — they were up by about 2.4 percent over the previous year, according to the city’s Economic Development Corporation. And restaurant reservations on the platform OpenTable were up inside the zone as well, by the same amount as the increase citywide.
Tom Harris, the president of the Times Square Alliance, which represents 2,600 businesses, said he had initially received complaints from some businesses. But he was pleasantly surprised that they soon stopped.
“We’re thrilled we have not seen negative impacts to local businesses,” he said. “It seems like it has been absorbed.”
4. Better quality of life
These primary shifts — fewer cars, less congested roads, more transit riders — have in turn produced a number of other effects that might more broadly be thought of as changes to qualify of life. Readers described experiencing safer crosswalks, less stressful bike rides and what feels like cleaner air.
In city data, the number of complaints to 311 for vehicle noises like car honking has declined significantly inside the congestion zone, compared with the rest of Manhattan.
Change in vehicle noise complaints, 2024-25
“Sometimes it’s almost — dare I say it? — quiet.”
Daniel Scott Manhattan
“Midtown is so much quieter now.”
Melanie DuPuis Manhattan/Hudson Valley
“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”
Grant Louis Manhattan
And the perception that roads have gotten safer is also borne out by crash data. The number of people who were seriously injured in a car crash decreased citywide, but the improvement was more pronounced in the congestion relief zone.
Change in number of people seriously injured in a crash, 2024-25
“Nobody’s trying to run me over.”
Alice Baruch Manhattan
“Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”
Charlie Rokosny Brooklyn
“The number of blocked crosswalks have gone down significantly!”
Samir Lavingia Manhattan
Amid these positive changes, however, other readers described distinct declines in their quality of life, often stemming from the cost of the toll. These deeply personal observations have no corresponding measures in public data. But they make clear that some of those 27 million fewer driving trips weren’t simply replaced by transit or forgone as unnecessary — they’re missed.
“Sadly Manhattan is no longer an option for many things we once enjoyed.”
Linda Fisher Queens
“Congestion pricing has made my world much smaller.”
Justine Cuccia Manhattan
“I’m more careful about choosing events to attend, so I go to fewer of them.”
Karen Hoppe Queens
“I will not use doctors in Manhattan, limiting my health care choices.”
David Pecoraro Queens
One final aim of congestion pricing — improved air quality — has the potential to benefit everyone in the region. But the data remains inconclusive so far. A recent study from researchers at Cornell found a 22 percent improvement in one air quality measure over six months. But another analysis, by the Stanford and Yale authors, found little to no effect on air quality using local community sensors and comparing New York with other cities. And the M.T.A.’s own analysis of the program’s first year found no significant change in measured concentrations of vehicle-related air pollutants.
That doesn’t mean benefits won’t become clearer with more time and data. But the open questions about air quality underscore that even one year in, even with all the evidence gathered, there are still some effects we don’t fully understand.
“As an asthmatic, I can also palpably feel improvements in the air quality.”
Rob Hult Brooklyn
“It’s allowed me to believe that perhaps America can change for the better.”
Hanna Horvath Brooklyn
“As a car owner myself, I think it’s fair that the cost of driving is now being passed from city residents onto the drivers.”
Vincent Lee The Bronx
“I don’t like the cost but I also can’t deny its effectiveness.”
Jon Keese Queens
New York
Read the Indictment Against Nicolás Maduro
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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