New York
In the Halls of Power, Trump’s Demands Force Agonizing Choices
An Ivy League university. Distinguished law firms with Fortune 500 clients. The highest levels of government in the nation’s largest city.
As President Trump seeks to extract concessions from elite institutions and punish his perceived enemies, some of New York’s most powerful people are suddenly confronting excruciating decisions.
The hard choices they face seem almost to be pulled from the pages of a college ethics textbook: Fight back and put your institution and even your livelihood in jeopardy? Or yield and risk compromising foundational values and ideals?
Some have sued, or walked away from their jobs. Others have cut deals with the Trump administration, and faced ferocious criticism for what many see as capitulation.
Mr. Trump has sought financial agreements, fealty pledges and other concessions from all across the United States, and even from other countries. But his former hometown, New York City, is a prime target: It is a capital of industrial and cultural institutions — and of the elite liberal establishment that his presidency pits itself against.
The deal-cutting has come as a shock to some leaders.
“I have been surprised at the rush at times to assuage the White House from activity that has gone on from people who I just thought would display more courage,” said David Paterson, a former Democratic governor of New York.
But the choices can be agonizing.
“It becomes a challenge for them to speak out against something they know is wrong,” said Chris Dietrich, chair of the history department at Fordham University. “If they stick their head above the parapet, they feel they could be putting a number of other people at risk.”
He compared the current moment to the McCarthy era, when many stayed silent as Joseph McCarthy, the Red-baiting senator falsely accused citizens of being Communists.
‘Pillars of America’
Last week, sold-out Broadway crowds were leaping to their feet to cheer the actor George Clooney after his rousing performance as Edward R. Murrow, the 1950s-era broadcast journalist. Mr. Murrow famously stood up to Mr. McCarthy.
Just a couple blocks away in Midtown, Brad Karp, the chairman of the top-tier law firm Paul Weiss, was writing a memo to his employees explaining why he had reached a deal with Mr. Trump to do $40 million in pro bono work for causes the White House supports.
Mr. Trump, in an executive order, had threatened to suspend the law firm’s security clearances and bar its lawyers from federal buildings, which would have severely restricted its ability to represent clients in some cases involving the federal government.
Three other elite law firms Mr. Trump threatened — Jenner & Block, WilmerHale and Perkins Coie — have fought back by suing the administration. But Mr. Karp argued that in being targeted by Mr. Trump for its ties to the president’s political and legal enemies, the firm faced an “unprecedented threat” and an “existential crisis.” He wrote that he had learned “other firms were seeking to exploit our vulnerabilities by aggressively soliciting our clients and recruiting our attorneys.”
On Friday, another top New York law firm, Skadden, Arps, Slate, Meagher & Flom, agreed to provide $100 million in pro bono work on issues Mr. Trump supports in an effort to avoid its own punishing executive order.
Earlier this month, Rachel Cohen, a Skadden associate, submitted her notice of resignation after putting together an open letter that was signed anonymously by others from numerous firms in hopes of pressuring their own employers to speak out.
And in response to the actions at Paul Weiss, about 140 alumni of the law firm signed a letter to its chairman, calling the decision to settle “cowardly.”
“It is a permanent stain on the face of a great firm that sought to gain a profit by forfeiting its soul,” the lawyers wrote in the letter.
The firms’ willingness to make deals followed a move by Columbia University, which in the face of being threatened with losing $400 million in federal funding, announced plans to overhaul its protest policies and security practices and make other changes in line with the Trump administration’s demands.
On Friday, a week after the plans were announced, the university’s interim president, Katrina Armstrong, resigned and was replaced by Claire Shipman, a co-chair of the school’s board of trustees.
Some have welcomed the changes Columbia announced, which were already in progress before Mr. Trump’s demands as part of an effort to combat antisemitism. And Samantha Slater, a Columbia spokeswoman, defended the concessions to the White House.
“We will always uphold the university’s mission and values,” she said.
But the deal incited faculty protests and a lawsuit by faculty groups against the Trump administration saying that the planned cuts “represent an existential ‘gun to the head’ for a university,” according to the complaint.
Former Mayor Bill de Blasio, a Democrat, said institutions like Columbia and major law firms, which he called “pillars of America,” should be role models for resistance.
“When an institution fights back, it makes it easier for everyone else to fight back,” he said. “Giant law firms and a highly endowed Ivy League university — they’re going to be here long after Donald Trump. They have the resources to sustain a fight. If you give in on this one, there will be something else.”
A City’s Identity
New York has a long history of resisting presidents whose policies or actions were viewed as politically unfavorable or damaging to the city: Mr. Murrow called out Dwight D. Eisenhower’s tolerance of McCarthyism; Martin Luther King Jr. led huge protests against Lyndon B. Johnson’s support for the Vietnam War; and Gerald Ford’s refusal to bail out the city during a fiscal crisis in 1975 likely cost him re-election.
But today, some of the city’s strongest pillars are quivering.
“Now,” said Mark Levine, a Democratic candidate for city comptroller, “we’re the center of appeasement.”
The city has been a reliable Democratic stronghold for decades, so much so that some New Yorkers were shocked by Mr. Trump’s electoral gains in November’s presidential election compared with his performance in 2020.
But it’s also a city where adoration of capitalism gave rise to Wall Street billionaires and real estate scions like Mr. Trump himself. Now, some of the city’s leaders and thinkers are wondering whether the responses to Mr. Trump expose more of New York’s true identity.
“We are a city of rollovers, institutionalists who don’t want to rock the boat,” said Richard Flanagan, a political science professor at the College of Staten Island. “Deals before principles. A capitalist city before a progressive one.”
All the backing down has made the Rev. Al Sharpton question whether New York is as tough as he thought it was.
“You never know how strong you are until you’re tested,” he said, noting that civil rights protesters have learned that upholding values often comes at a steep cost. “If people really believed in what they stood for they wouldn’t capitulate. It makes me wonder if they ever believed in the first place.”
But while Mr. Trump’s detractors call him a bully, his supporters say his actions are nothing more than deal-making — that making demands and exerting leverage are the way things get done.
And Mr. Trump has gloated over his wins.
“You see what we’re doing with the colleges, and they’re all bending and saying: ‘Sir, thank you very much. We appreciate it,’” he said on Wednesday. “Nobody can believe it, including law firms that have been so horrible, law firms that, nobody would believe this, just saying: ‘Where do I sign? Where do I sign?’”
A President, a Mayor and a Dilemma
Perhaps no one has brought the ethical dilemmas engendered by Mr. Trump’s deals and demands into sharper relief than Mayor Eric Adams.
Facing corruption-related charges, Mr. Adams, a Democrat, sought to cozy up to Mr. Trump even before the election in what was widely criticized as an attempt to make his criminal case go away.
But when those efforts appeared to pay off, and a Trump appointee at the Justice Department sought to abandon the case against Mr. Adams, prosecutors and city officials found themselves confronted with a difficult decision.
Rather than cut bait on the case, the interim U.S. attorney, Danielle R. Sassoon, resigned, as did the case’s lead attorney, Hagan Scotten.
Mr. Scotten, who served three combat tours in Iraq as a U.S. Army Special Forces officer and earned two bronze stars, said in a resignation letter that only a fool or a coward would obey the order.
Ms. Sassoon, in her resignation letter, indicated that she believed Mr. Adams and the Trump administration were engaging in essentially a quid pro quo, with the mayor agreeing to help cooperate on the president’s immigration agenda in exchange for the dropped charges.
Concerns about the mayor’s indebtedness to the Trump administration led four deputy mayors to make their own difficult choice: Amid the controversy, concerned that Mr. Adams’s personal interests risked outweighing the interests of New Yorkers, they resigned.
The ramifications spread further. In Washington, five Justice Department prosecutors resigned rather than sign the motion to dismiss the case against Mr. Adams.
In the end, a veteran prosecutor, Ed Sullivan, agreed to file the request in order to save more of his colleagues from losing their jobs, according to three people briefed on the interaction. The judge overseeing the mayor’s case is still reviewing the request.
For some who have chosen to fight Mr. Trump’s demands, much hangs in the balance, and the outcome will not be clear anytime soon.
New York transit officials and Gov. Kathy Hochul have held firm during a standoff with federal officials over the fate of congestion pricing, which seeks to cut traffic and raise money for the Metropolitan Transportation Authority by charging drivers who enter Manhattan’s central business district.
As soon as Sean Duffy, the secretary of the U.S. Department of Transportation, sent a letter ordering the M.T.A. to shut down the program, the authority sued and has so far ignored the administration’s deadlines. And Ms. Hochul has invoked the action movie “Rambo” to suggest that Mr. Trump would pay for drawing “first blood.”
Donovan Richards, the borough president of Queens, where Mr. Trump was born, said officials couldn’t stop resisting a president who went against the values of many New Yorkers.
“We have to fight,” he said. “There is enough room for everybody to win here.”
Jonah E. Bromwich contributed reporting.
New York
Video: Hochul and Mamdani Announce Plan for Universal Child Care
new video loaded: Hochul and Mamdani Announce Plan for Universal Child Care
transcript
transcript
Hochul and Mamdani Announce Plan for Universal Child Care
Gov. Kathy Hochul and Mayor Zohran Mamdani announced a plan on Thursday to vastly expand free and low-cost child care for families across the state in the coming years and add programs for 2-year-olds.
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“Today, we’re working together with the mayor at this incredible place to announce the first major steps to make child care universal — truly universal — here in New York City, transforming the lives of children and parents all across the state.” “We will build on the city’s existing three-K program, and say, no longer will a family in Flatbush be offered a seat, but have to find out that seat is in Astoria. We will add seats in the neighborhoods where demand has not been met. This will be felt by expanded subsidies for tens of thousands of additional families. It will be felt when parents look at their bank accounts at the end of the year, and see that they have saved more than $20,000 per child.” “And today, I’m proud to announce that New York State is paying the full cost to launch 2-care. For the first time — universal daycare for 2-year-olds, as proposed by Mayor Mamdani. We’re not just paying for one year of the program. We don’t usually go one year out in our budget, but just to let you know how serious we are, we’re taking the unprecedented step to not just commit for the 2027 budget, which I’m working on right now, but also the following year as well to show you we’re in this for the long haul.”
By Meg Felling
January 8, 2026
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
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