New York
See How Much NYC's Congestion Pricing Plan Would Cost You
Most drivers will begin paying new congestion tolls on Jan. 5 to reach the heart of Manhattan, if all goes as planned.
The fees are meant to relieve some of the world’s worst gridlock and pollution while raising billions of dollars for important upgrades to New York City’s subways and buses. Officials also hope to persuade people to use public transit instead.
Congestion pricing has been debated for decades, and opponents have fought hard to diminish or stop the tolls, which would be the first of its kind in the United States.
Under public pressure, Gov. Kathy Hochul had blocked the program just weeks before its original start date in June. At the time, she cited concerns about the possible impact that the tolls could have on New York’s economy, an idea disputed by many experts.
When she revived the program in November, she introduced a 40 percent discount in rates across the board for several years. The Metropolitan Transportation Authority, the state agency that runs the city’s subway and buses and two commuter rail lines, plans to phase in higher rates later.
Officials are racing to implement the program before President-elect Donald J. Trump, a powerful opponent who has promised to end the project, takes office on Jan. 20. And at least 10 lawsuits could still unravel the plan ahead of its start date.
Here is a closer look at how the tolls would work for most drivers.
Private vehicles
Click the dropdowns below to see more options
Driving a
from
via the
during
hours
E-ZPass.
| Charge | Total | |
| Total congestion fee | $undefined |
The program has been designed to reduce the volume of personal automobiles because they make up a large share of Manhattan’s traffic.
There would be a cap of one toll per day for passenger vehicles entering the designated tolling zone.
Cars with E-ZPass $9.00
The base toll for personal cars has been set at a higher amount than for motorcycles, taxis or ride-hail vehicles in hopes of encouraging drivers to use mass transit or other options, like carpooling, that contribute less to traffic.
Those enrolled in the E-ZPass system would pay a lower fee than if they were not. The E-ZPass system is used by many East Coast states to collect tolls on bridges and highways, and transportation officials say it is the most efficient method to charge drivers.
Manhattan Bridge No entry credit
Those traveling over a bridge that is not tolled otherwise would pay the base toll and not receive a credit.
Those who would pay the new toll with E-ZPass would receive an additional credit if they would exit the zone using the Queens-Midtown and Hugh L. Carey Tunnels, regardless of entry point.
Peak hours
The base toll would apply during the most congested hours: from 5 a.m. to 9 p.m. on weekdays, and from 9 a.m. to 9 p.m. on weekends.
Taxis and Rideshares
Click the dropdowns below to see more options
Taking a
into, out of, or within the toll zone.
Taxis and app-based ride-hail services such as Uber and Lyft are a significant source of traffic in Manhattan, and passengers who use them already pay other congestion fees. Passengers in these vehicles — not drivers — would pay a new fee per trip into, out of and within the zone.
The average fare in 2023 for trips in the zone, without tip, was $26 for taxis and $36 for passengers using ride-hail apps, according to transportation officials. Taxis made an average of 12 daily trips and ride-hail vehicles made six.
Taxi rides $0.75
The fee for passengers in taxis would be slightly lower than for passengers in ride-hail vehicles, which make fewer trips and are more likely to idle in the zone. Public officials want to avoid driving customers away from the struggling taxi industry. Taxi drivers have faced many challenges over the past decade, such as predatory loans and the rise of for-hire apps.
Trucks and Buses
Click the dropdowns below to see more options
Driving a
from
via the
during
hours
E-ZPass.
| Charge | Total | |
| Total congestion fee | $undefined |
One of the goals of congestion pricing is to reduce air pollution in and around Manhattan. Trucks are some of the biggest contributors to noise, smog and other pollutants around busy roads. Buses also take up much more space and contribute more to congestion compared with smaller vehicles.
There would be no daily cap on tolled trips made by trucks or buses.
Small trucks with E-ZPass $14.40
These vehicles, like those used as U-Hauls and for package deliveries, would be charged lower tolls than large trucks and tour buses. But their fees would be higher than those for passenger vehicles because they still take up a large amount of space on the road and can cause delays while driving and turning.
Drivers enrolled in the E-ZPass system would pay a lower fee than if they were not. The E-ZPass system is used by many East Coast states to collect tolls on bridges and highways, and transportation officials say it is the most efficient method to charge drivers.
Lincoln Tunnel -$7.20
Drivers traveling through a tunnel with a pre-existing toll would be granted a credit to offset the cost of the new toll.
Drivers who would pay the new toll with E-ZPass would receive an additional credit if they would exit the zone using the Queens-Midtown and Hugh L. Carey Tunnels, regardless of entry point.
Peak hours
Peak fees would apply during the most congested hours: from 5 a.m. to 9 p.m. on weekdays, and from 9 a.m. to 9 p.m. on weekends. Officials want to discourage deliveries and commercial traffic during these hours.
Income
Click the dropdowns below to see more options
Drivers with an annual income
$50,000.
Transit officials have tried to keep the new toll affordable by establishing tax credits and discounts for people with low incomes who would have to drive into the zone for work. But this would be a very small fraction of drivers.
Out of the 22 million people who live in the region and the 1.5 million who work in the zone, an estimated 16,000 people with household incomes under $50,000 drive to work into the zone. That represents only 1 percent of its workers, according to a recent analysis of federal demographic data.
Income lower than $50,000 50% of base toll
Some workers who earn less than $50,000 per year may have no alternative to driving to work in the zone. Because the toll may pose a financial hardship, they could sign up for a program that would provide a 50 percent discount from the peak toll price after their first 10 trips in a calendar month. The discount would not apply for off-peak toll rates.
Low-income residents of the congestion zone who make less than $60,000 a year could apply for a state tax credit.
Exemptions
Click the dropdowns below to see more options
Driving an
into the toll zone.
Public officials have tried to keep exemptions to a minimum in order, they say, to evenly balance the burden of the new tolls among drivers, to discourage drivers from using vehicles in the zone as much as possible and to aim for generating $15 billion to pay for better subways and buses.
Emergency vehicles No toll
When state lawmakers established the program in 2019, they shielded emergency vehicles from paying the tolls. Those vehicles would include ambulances, police vehicles, correction vehicles, fire vehicles and blood delivery vehicles.
New York
Vote For the Best Metropolitan Diary Entry of 2025
Every week since 1976, Metropolitan Diary has published stories by, and for, New Yorkers of all ages and eras (no matter where they live now): anecdotes and memories, quirky encounters and overheard snippets that reveal the city’s spirit and heart.
For the past four years, we’ve asked for your help picking the best Diary entry of the year. Now we’re asking again.
We’ve narrowed the field to the five finalists here. Read them and vote for your favorite. The author of the item that gets the most votes will receive a print of the illustration that accompanied it, signed by the artist, Agnes Lee.
The voting closes at 11:59 p.m. on Sunday, Dec. 21. You can change your vote as many times as you’d like until then, but you may only pick one. Choose wisely.
Click “VOTE” to choose your favorite Metropolitan Diary entry of 2025, and come back on Sunday, Dec. 28, to see which one our readers picked as their favorite.
Click “VOTE” to choose your favorite Metropolitan Diary entry of 2025, and come back on Sunday, Dec. 28, to see which one our readers picked as their favorite.
Two Stops
Dear Diary:
It was a drizzly June night in 2001. I was a young magazine editor and had just enjoyed what I thought was a very blissful second date — dinner, drinks, fabulous conversation — with our technology consultant at a restaurant in Manhattan.
I lived in Williamsburg at the time, and my date lived near Murray Hill, so we grabbed a cab and headed south on Second Avenue.
“Just let me out here,” my date said to the cabby at the corner of 25th Street.
We said our goodbyes, quick and shy, knowing that we would see each other at work the next day. I was giddy and probably grinning with happiness and hope.
“Oh boy,” the cabby said, shaking his head as we drove toward Brooklyn. “Very bad.”
“What do you mean?” I asked in horror.
“He doesn’t want you to know exactly where he lives,” the cabby said. “Not a good sign.”
I spent the rest of the cab ride in shock, revisiting every moment of the date.
Happily, it turned out that my instinct about it being a great date was right, and the cabby was wrong. Twenty-four years later, my date that night is my husband, and I know that if your stop is first, it’s polite to get out so the cab can continue in a straight line to the next stop.
Ferry Farewell
Dear Diary:
On a February afternoon, I met my cousins at the Staten Island Ferry Terminal. Their spouses and several of our very-grown children were there too. I brought Prosecco, a candle, a small speaker to play music, photos and a poem.
We were there to recreate the wedding cruise of my mother, Monica, and my stepfather, Peter. They had gotten married at City Hall in August 1984. She was 61, and he, 71. It was her first marriage, and his fourth.
I was my mother’s witness that day. It was a late-in-life love story, and they were very happy. Peter died in 1996, at 82. My mother died last year. She was 100.
Peter’s ashes had waited a long time, but finally they were mingled with Monica’s. The two of them would ride the ferry a last time and then swirl together in the harbor forever. Cue the candles, bubbly, bagpipes and poems.
Two ferry workers approached us. We knew we were in trouble: Open containers and open flames were not allowed on the ferry.
My cousin’s husband, whispering, told the workers what we were doing and said we would be finished soon.
They walked off, and then returned. They said they had spoken to the captain, and they ushered us to the stern for some privacy. As the cup of ashes flew into the water, the ferry horn sounded two long blasts.
Unacceptable
Dear Diary:
I went to a new bagel store in Brooklyn Heights with my son.
When it was my turn to order, I asked for a cinnamon raisin bagel with whitefish salad and a slice of red onion.
The man behind the counter looked up at me.
“I’m sorry,” he said. “I can’t do that.”
Teresa
Dear Diary:
It was February 2013. With a foot of snow expected, I left work early and drove from New Jersey warily as my wipers squeaked and snow and ice stuck to my windows.
I drove east on the Cross Bronx Expressway, which was tied up worse than usual. Trucks groaned on either side of my rattling Toyota. My fingers were cold. My toes were colder. Got to get home before it really comes down, I thought to myself.
By the time I got home to my little red bungalow a stone’s throw from the Throgs Neck Bridge, the snow was already up to my ankles.
Inside, I took off my gloves, hat, scarf, coat, sweater, pants and snow boots. The bed, still unmade, was inviting me. But first, I checked my messages.
There was one from Teresa, the 92-year-old widow on the corner.
“Call me,” she said, sounding desperate.
I looked toward the warm bed, but … Teresa. There was a storm outside, and she was alone.
On went the pants, the sweater, the coat, the scarf, the boots and the gloves, and then I went out the door.
The snow was six inches deep on the sidewalks, so I tottered on tire tracks in the middle of the street. The wind stung my face. When I got to the end of the block, I pounded on her door.
“Teresa!” I called. No answer. “Teresa!” I called again. I heard the TV blaring. Was she sprawled on the floor?
I went next door and called for Kathy.
“Teresa can’t answer the door,” I said. “Probably fell.”
Kathy had a key. In the corner of her neat living room, Teresa, in pink sweatpants and sweaters, was sitting curled in her armchair, head bent down and The Daily News in her lap.
I snapped off the TV.
Startled, she looked up.
“Kathy! Neal!” she said. “What’s a five-letter word for cabbage?”
Nice Place
Dear Diary:
When I lived in Park Slope over 20 years ago, I once had to call an ambulance because of a sudden, violent case of food poisoning.
Two paramedics, a man and a woman, entered our third-floor walk-up with a portable chair. Strapping me in, the male medic quickly inserted an IV line into my arm.
Out of the corner of my eye, I could see his partner circling around and admiring the apartment.
“Nice place you’ve got here.” she said. “Do you own it?”
“Yeah,” I muttered, all but unconscious.
Once I was in the ambulance, she returned to her line of inquiry.
“Do you mind me asking how much you paid for your apartment?”
“$155,000,” I croaked.
“Wow! You must have bought during the recession.”
“Yeah” I said.
They dropped me off at Methodist Hospital, where I was tended to by a nurse as I struggled to stay lucid.
At some point, the same medic poked her head into the room with one last question:
“You wouldn’t be wanting to sell any time soon, would you?”
Illustrations by Agnes Lee.
New York
They Witness Deaths on the Tracks and Then Struggle to Get Help
‘Part of the job’
Edwin Guity was at the controls of a southbound D train last December, rolling through the Bronx, when suddenly someone was on the tracks in front of him.
He jammed on the emergency brake, but it was too late. The man had gone under the wheels.
Stumbling over words, Mr. Guity radioed the dispatcher and then did what the rules require of every train operator involved in such an incident. He got out of the cab and went looking for the person he had struck.
“I didn’t want to do it,” Mr. Guity said later. “But this is a part of the job.”
He found the man pinned beneath the third car. Paramedics pulled him out, but the man died at the hospital. After that, Mr. Guity wrestled with what to do next.
A 32-year-old who had once lived in a family shelter with his parents, he viewed the job as paying well and offering a rare chance at upward mobility. It also helped cover the costs of his family’s groceries and rent in the three-bedroom apartment they shared in Brooklyn.
But striking the man with the train had shaken him more than perhaps any other experience in his life, and the idea of returning to work left him feeling paralyzed.
Edwin Guity was prescribed exposure therapy after his train struck a man on the tracks.
Hundreds of train operators have found themselves in Mr. Guity’s position over the years.
And for just as long, there has been a path through the state workers’ compensation program to receiving substantive treatment to help them cope. But New York’s train operators say that their employer, the Metropolitan Transportation Authority, has done too little to make them aware of that option.
After Mr. Guity’s incident, no official told him of that type of assistance, he said. Instead, they gave him the option of going back to work right away.
But Mr. Guity was lucky. He had a friend who had been through the same experience and who coached him on getting help — first through a six-week program and then, with the assistance of a lawyer, through an experienced specialist.
The specialist prescribed a six-month exposure therapy program to gradually reintroduce Mr. Guity to the subway.
His first day back at the controls of a passenger train was on Thanksgiving. Once again, he was driving on the D line — the same route he had been traveling on the day of the fatal accident.
M.T.A. representatives insisted that New York train operators involved in strikes are made aware of all options for getting treatment, but they declined to answer specific questions about how the agency ensures that drivers get the help they need.
In an interview, the president of the M.T.A. division that runs the subway, Demetrius Crichlow, said all train operators are fully briefed on the resources available to them during their job orientation.
“I really have faith in our process,” Mr. Crichlow said.
Still, other transit systems — all of which are smaller than New York’s — appear to do a better job of ensuring that operators like Mr. Guity take advantage of the services available to them, according to records and interviews.
A Times analysis shows that the incidents were on the rise in New York City’s system even as they were falling in all other American transit systems.
An Uptick in Subway Strikes
San Francisco’s system provides 24-hour access to licensed therapists through a third-party provider.
Los Angeles proactively reaches out to its operators on a regular basis to remind them of workers’ compensation options and other resources.
The Massachusetts Bay Transportation Authority has made it a goal to increase engagement with its employee assistance program.
The M.T.A. says it offers some version of most of these services.
But in interviews with more than two dozen subway operators who have been involved in train strikes, only one said he was aware of all those resources, and state records suggest most drivers of trains that strike people are not taking full advantage of them.
“It’s the M.T.A.’s responsibility to assist the employee both mentally and physically after these horrific events occur,” the president of the union that represents New York City transit workers, John V. Chiarello, said in a statement, “but it is a constant struggle trying to get the M.T.A. to do the right thing.”
New York
Video: Protesters Arrested After Trying to Block a Possible ICE Raid
new video loaded: Protesters Arrested After Trying to Block a Possible ICE Raid
transcript
transcript
Protesters Arrested After Trying to Block a Possible ICE Raid
Nearly 200 protesters tried to block federal agents from leaving a parking garage in Lower Manhattan on Saturday. The confrontation appeared to prevent a possible ICE raid nearby, and led to violent clashes between the police and protesters.
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[chanting] “ICE out of New York.”
By Jorge Mitssunaga
November 30, 2025
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