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They Pushed for Cuomo to Resign. Now They’re Clearing His Comeback Path.

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They Pushed for Cuomo to Resign. Now They’re Clearing His Comeback Path.

Back in 2021, when Andrew M. Cuomo’s governorship was in free fall, the real estate developer Jeff Gural was clear about what he thought of the man: “He’s smart, but he’s a bully, and his tactics are a disgrace.”

Representative Ritchie Torres took a graver tone against Mr. Cuomo, declaring that New York was “no longer governable under his leadership” amid mounting sexual harassment claims.

Senator Kirsten Gillibrand, a leading exponent of women’s rights, called the accusations “deeply, deeply troubling.” The remarks were part of a Democratic pile-on that helped force a reluctant Mr. Cuomo to resign.

How quickly things can change.

Not quite four years later, as Mr. Cuomo attempts a comeback as a candidate for mayor of New York City, the state’s powerful Democratic establishment now appears more interested in getting back in his good graces than in stopping him.

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It is a striking about-face that may prove to be a defining feature of June’s Democratic primary. The born-again Cuomo supporters include elected officials, business titans and labor unions whose collective influence could push Mr. Cuomo to victory — whiplash be damned.

Mr. Gural recently donated $2,100 to Mr. Cuomo’s campaign. Mr. Torres gave his blessing to “the resurrection of Andrew Cuomo” before he even entered the race. Representative Gregory W. Meeks, the Queens Democratic chairman, gave Mr. Cuomo the nod with little mention of his past criticism.

Powerful interest groups that helped end his governorship, like the Real Estate Board of New York and the Hotel and Gaming Trades Council, have indicated they may soon follow. Even Ms. Gillibrand made clear she does not intend to stand in the way.

“This is a country that believes in second chances,” she recently told NY1. “So it’s up to New York voters to decide if he should get a second chance to serve.”

The spate of election-season conversions undoubtedly reflects a broader cultural shift that has led voters and power brokers alike to reconsider the case of Mr. Cuomo, who denies wrongdoing. Others say that the threat posed by Washington, or the left, is too grave to elect anyone less experienced.

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But privately, prominent New Yorkers are also engaging in far more transactional calculations. Many still loathe Mr. Cuomo. But they take notice of his polling lead and privately reason it is best not to be on the bad side of a notoriously vengeful leader who could have sway over zoning rules, labor contracts and more.

“Right now, the way the game is being played politically is that when you look to other people, you assess how their fortunes affect you,” said former Gov. David A. Paterson. “That is a display of power — not necessarily righteousness, not necessarily fairness.”

He added, “It really looks hypocritical.”

Mr. Paterson, who has remained neutral, compared it with the dynamic around President Trump, who managed to win back not only his voters but Republican leaders who tried to push him aside after the riot at the Capitol on Jan. 6, 2021.

There are notable holdouts. Eight Democrats are running against Mr. Cuomo in the primary, and Mayor Eric Adams remains in the race as an independent. They have support from politicians and civic leaders who say they cannot stomach Mr. Cuomo’s return.

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A group of high-ranking Democrats, including the state attorney general, Letitia James, were so alarmed by a potential Cuomo return that they quietly tried to recruit a formidable moderate who could beat him. Ms. James even briefly considered doing it herself, but like the others, she passed and has largely restrained from attacking.

Gov. Kathy Hochul, who took office when Mr. Cuomo resigned in 2021, recently told reporters that she stood by her comments at the time, calling his actions “repulsive.” But, she concluded, “I have to deal with the reality today.”

Several prominent civic and political leaders were unwilling to criticize Mr. Cuomo on the record, citing his penchant for holding grudges and acting on them. One conceded to having done everything possible to try to undermine him — and failing.

All of it has left allies of the women whose accusations ended Mr. Cuomo’s governorship feeling betrayed and worried he could do damage if elected.

“The politicians who support him now will be responsible for the damage,” said Mariann Wang, a lawyer for Brittany Commisso, who accused Mr. Cuomo of groping her while she worked in his office. “They can’t say they weren’t warned.”

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Mr. Cuomo denied harassing Ms. Commisso; the Albany sheriff’s office filed a criminal complaint, but prosecutors declined to press the case.

His return has been years in the making. He spent millions of dollars in taxpayer funds fighting to defang the sexual harassment claims and investigations related to his Covid-era policies. He assiduously courted former critics.

Rich Azzopardi, a spokesman for Mr. Cuomo, said no one should be surprised by the groundswell of support for the former governor. He called him “the only person in this race with the proven track record of results to tackle” the city’s problems. He argued that time had allowed for “clarifying due process” for Mr. Cuomo to defend himself.

“Since the beginning, we said all of this was political and wasn’t going anywhere,” he said. “Four years later, that has all borne out.”

Some have been less receptive than others. Mr. Cuomo has been pushing, without luck, for a private meeting with Rupert Murdoch, the owner of The New York Post, to try to smooth a rocky relationship with the conservative tabloid, according to two people familiar with the discussions. The Post has hammered Mr. Cuomo daily.

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Others are open-minded. Assemblyman Ron Kim was so disgusted by Mr. Cuomo’s attempt to conceal Covid-related deaths in nursing homes that he led a drive to impeach him. Their war of words — Mr. Kim said Mr. Cuomo threatened to “destroy” him — once consumed Albany.

But Mr. Kim now says he is willing to reconsider. “I’ve always been open to giving people a fair shot,” he said. “I want to see sitting across from him if he’s changed.”

Mr. Cuomo has also benefited from larger social and political shifts.

Laura Curran, the former Nassau County executive, said she felt tremendous pressure when claims against the governor first surfaced in spring 2021 “to jump on the bandwagon and do it fast.”

But after no legal charges were brought against Mr. Cuomo, she now views the whole case as “a nothingburger” that says more about the “cancel culture” that gripped her party than the former governor. She recently co-hosted a Cuomo fund-raiser with other women, and said having “a tough guy like Cuomo as the leader of New York City is a good thing” in the Trump era.

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If anything, the bandwagon now appears to be pointed in the opposite direction.

“Any endorsement for him is predicated on a belief he’s going to win,” said John Samuelsen, whose Transport Workers Union has not taken sides. “It doesn’t have to be deeper than that to understand the rationale.”

Jay Jacobs, a former Cuomo ally who leads the New York Democratic Party, offered another theory: “Time cures a lot of stuff, and people’s memories are not as sharp,” he said. “That doesn’t make it right or wrong. That’s just the reality.”

Many have simply refused to discuss their transformations.

Mr. Torres told The Post that he was not interested in “relitigating” Mr. Cuomo’s resignation and did not respond to questions for this article. In any case, his early endorsement of Mr. Cuomo could prove useful if the congressman follows through on threats to run against Ms. Hochul in a primary next year.

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Ms. Gillibrand’s carefully stated neutrality caught many Democrats by surprise, given her role helping to push Senator Al Franken of Minnesota from office in 2017 over allegations of unwanted touching and kissing. Her spokesman pointed to remarks in which she said it was up to voters to weigh Mr. Cuomo’s alleged misconduct against his accomplishments.

As for Mr. Gural, the real-estate developer, he said in an interview that he would have preferred Mr. Adams for another term. But he sounded ready to move past his attacks from 2021, when he told The Wall Street Journal that he donated to Mr. Cuomo because he felt pressure to. (The governor’s office said then that Mr. Gural was upset because his casinos had not gotten favorable treatment.)

“Andrew gets things done,” Mr. Gural said. “Everybody is looking at all the others as too left-wing.”

Benjamin Oreskes contributed reporting.

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Video: Hochul and Mamdani Announce Plan for Universal Child Care

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Video: Hochul and Mamdani Announce Plan for Universal Child Care

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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.

“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.”

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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.

By Meg Felling

January 8, 2026

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Vote on the 17 Ways Mamdani Could Improve NYC

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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.

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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.

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Get your votes in before polls close on Jan. 12, 2026.

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.

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2

Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.

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3

Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.

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4

Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.

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5

Build more mental health crisis centers citywide.

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6

Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.

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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.

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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.

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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.

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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.

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11

Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.

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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.

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14

Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.

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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.

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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.

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17

Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.

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Congestion pricing after one year: How life has changed.

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Congestion pricing after one year: How life has changed.

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Since congestion pricing began one year ago, about 11 percent of the vehicles that once entered Manhattan’s central business district daily have disappeared.

This may not seem like a lot. But it has changed the lives — and bank accounts, bus rides and travel behavior — of many.

“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.”

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“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.”

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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.

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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.

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“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

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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:

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Average daily entries to the central business district

The central business district includes the congestion tolling zone and adjacent highways excluded from the tolls. Source: M.T.A.

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All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.

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“I never drive into the city anymore. I only take the subway. It’s a relief.”

Philip Zalon Brooklyn

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“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.”

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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.

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Personal vehicle entries into the central business district

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Average weekday entries from Jan. 5 through Nov. 30, 2025, by 10-minute intervals. Source: M.T.A.

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“I’ve decided to get up earlier to get the lower price.”

Eric Nehs Manhattan

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“It is exhausting to plan the trip to cross the line at 9 p.m.

Paul S. Morrill Manhattan

2. Faster traffic

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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.

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Change in vehicle speeds, 2024-25

Speeds from January through November of each year during peak toll hours. Source: M.T.A., HERE Traffic Analytics.

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“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”

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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.

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Average vehicle speeds in the congestion zone

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Source: M.T.A., HERE Traffic Analytics.

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:

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Speeds are for the inbound direction of travel. Source: M.T.A., HERE Traffic Analytics.

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“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

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“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”

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Lisa Davenport Weehawken, N.J.

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“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.

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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:

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“Noticeably fewer cars driving, even way out in Bensonhurst!”

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Charles Haeussler Brooklyn

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Even across the river in Bergen County, I feel that we benefit.”

Michelle Carvell Englewood Cliffs, N.J.

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“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.

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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.

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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.

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Change in bus speeds, 2024-2025

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Local bus routes

Express bus routes

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“The crosstown buses are faster than they used to be, even during peak commuting times.”

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Marc Wieman Manhattan

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“Have gratefully noticed that they’re more on-time.”

Sue Ann Todhunter Manhattan

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“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”

John Ruppert New Jersey

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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.

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“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.”

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Daniel Ludwig Weehawken, N.J.

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“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.

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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.”

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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.

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Change in vehicle noise complaints, 2024-25

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From Jan. 5 to Nov. 30 in each year. Source: N.Y.C. 311 data.

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“Sometimes it’s almost — dare I say it? — quiet.”

Daniel Scott Manhattan

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“Midtown is so much quieter now.

Melanie DuPuis Manhattan/Hudson Valley

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“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”

Grant Louis Manhattan

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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.

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Change in number of people seriously injured in a crash, 2024-25

Number of people who were seriously injured in a crash from Jan. 1 through Nov. 30 of each year. Source: Sam Schwartz Transportation Research Program/Hunter College analysis of N.Y.P.D. crash data.

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“Nobody’s trying to run me over.”

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Alice Baruch Manhattan

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Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”

Charlie Rokosny Brooklyn

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“The number of blocked crosswalks have gone down significantly!”

Samir Lavingia Manhattan

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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.

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“Sadly Manhattan is no longer an option for many things we once enjoyed.”

Linda Fisher Queens

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“Congestion pricing has made my world much smaller.”

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Justine Cuccia Manhattan

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“I’m more careful about choosing events to attend, so I go to fewer of them.

Karen Hoppe Queens

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“I will not use doctors in Manhattan, limiting my health care choices.”

David Pecoraro Queens

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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.

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“As an asthmatic, I can also palpably feel improvements in the air quality.”

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Rob Hult Brooklyn

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“It’s allowed me to believe that perhaps America can change for the better.”

Hanna Horvath Brooklyn

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“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

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“I don’t like the cost but I also can’t deny its effectiveness.”

Jon Keese Queens

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