New York
U.S. Arrests 2nd Person Tied to Pro-Palestinian Protests at Columbia
A second person who took part in pro-Palestinian protests at Columbia University has been arrested by U.S. immigration agents, after overstaying a student visa, federal officials said on Friday, the latest turn in the crisis engulfing the Ivy League institution.
The person, identified by the authorities as Leqaa Kordia, is Palestinian and from the West Bank. She was arrested in Newark on Thursday, officials said. Her student visa was terminated in January 2022, and she was arrested by the New York City police last April for her role in a campus demonstration, the Homeland Security Department said in a statement.
The agency also released a video on Friday that it said showed a Columbia student, identified as Ranjani Srinivasan, preparing to enter Canada after her student visa was revoked.
The announcements, by Kristi Noem, the homeland security secretary, reflected an escalation of the Trump administration’s focus on Columbia, where protests over the war in Gaza last year ignited a national debate over free speech and antisemitism, and prompted similar demonstrations at dozens of other campuses.
The actions came during a tumultuous week at the university, which has experienced a series of escalating controversies since the arrest by federal immigration agents last weekend of Mahmoud Khalil, a recent Columbia graduate and prominent figure in pro-Palestinian campus demonstrations.
On Friday, more than 200 students gathered outside Columbia’s main campus gates to protest the university’s handling of Mr. Khalil’s arrest. Demonstrators wore kaffiyehs, waved Palestinian flags and carried banners with slogans like “Free Mahmoud,” “I.C.E. off our campuses” and “Columbia You Can’t Hide.”
The protest unfolded less than 24 hours after homeland security agents entered the campus with federal warrants and searched two dorm rooms. No one was detained and nothing was taken, according to the university’s interim president, Katrina Armstrong.
Social media posts by Ms. Noem on Friday appeared to signal that Columbia continued to be a subject of Trump administration scrutiny.
Ms. Noem posted a video on the social media platform X that appeared to show a woman walking through LaGuardia Airport with a small suitcase. Ms. Noem identified the woman as Ms. Srinivasan and said she had used a U.S. Customs and Border Protection app to notify the government of her intention to self-deport. Ms. Srinivasan’s dorm room was one of those searched, according to her lawyer and roommate.
“It is a privilege to be granted a visa to live and study in the United States of America,” Ms. Noem said in a statement.
Nathan Yaffe, a member of Ms. Srinivasan’s legal team, confirmed in a statement that federal agents had entered her dorm room on Thursday in an effort to detain her or seek information about her whereabouts. A lawyer for Ms. Kordia could not be immediately identified.
The past week has been fraught with crisis on Columbia’s Morningside Heights campus. The Trump administration demanded on Thursday that the university make far-reaching changes to its student discipline and admissions policies before any negotiations regarding the cancellation of $400 million in government grants and contracts could begin.
Federal officials wrote in a letter that the university had a week to formalize its definition of antisemitism, ban the wearing of masks “intended to conceal identity or intimidate” and put the Middle Eastern, South Asian and African Studies Department under “academic receivership.”
The government said the moves were necessary because of what they described as Columbia’s failure to protect Jewish students from harassment. Officials from three government agencies wrote that Columbia “has fundamentally failed to protect American students and faculty from antisemitic violence and harassment.”
Todd Blanche, the deputy attorney general, said during a speech at the Justice Department on Friday that the administration was investigating whether incidents on campus have violated civil rights protections or federal terrorism laws.
“This is long overdue,” Mr. Blanche said.
But civil liberties advocates argued that the government’s demands would not only erode free speech and academic freedom at Columbia but would have a chilling effect on universities across the country. Jameel Jaffer, director of the Knight First Amendment Institute at Columbia, said in a statement that the “subjugation of universities to official power is a hallmark of autocracy.”
Others were particularly concerned by the demand that the university adopt a definition of antisemitism that could penalize those who are critical of Israel.
Tyler Coward, the lead counsel for government affairs at the free speech and legal defense group Foundation for Individual Rights and Expression, called the letter “a blueprint to supercharge censorship at America’s colleges and universities.”
“Colleges across the country are likely reading this letter this morning and thinking they better censor speech — or they’re next,” Mr. Coward said in a statement.
A university spokeswoman said Thursday evening that Columbia was “reviewing the letter” from the government agencies. “We are committed at all times to advancing our mission, supporting our students, and addressing all forms of discrimination and hatred on our campus,” she said.
After the dorm search, Ms. Armstrong said in a note to students and staff members late Thursday that she was “heartbroken” over the development, and that Columbia was making every effort to ensure the safety of its students, faculty and staff.
In a separate action on Thursday, Columbia announced a range of disciplinary actions against students who occupied a campus building last spring, including expulsions and suspensions, among the steps that Trump administration officials had called for in their letter.
The punishments included “multiyear suspensions, temporary degree revocations and expulsions,” the university said in a statement. It was unclear how many students had been punished.
Among those expelled was Grant Miner, a Jewish graduate student who was part of a student coalition that has called for Columbia to divest from companies connected to Israel, according to the student workers’ union at the university, which Mr. Miner leads.
The union has accused the university of targeting its members. A Columbia spokeswoman said Friday evening that it was “unfortunate” that the group was trying to “conflate student discipline with employment matters,” and that the accusation was false.
Mr. Miner, a doctoral student in the English and comparative literature department, said in a statement that “this is an egregious attempt to break the union and squash the movement against genocide in Palestine.”
“We will not be intimidated on either front,” he said.
Anvee Bhutani, Luis Ferré-Sadurní, Hamed Aleaziz, Sharla Steinman and Katherine Rosman contributed reporting.
“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
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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new video loaded: New York City Hit With Heaviest Snowfall in Years
transcript
transcript
New York City Hit With Heaviest Snowfall in Years
A winter storm blanketed the Greater New York area, leading to more than 400 flight cancellations across the region’s major airports. Parts of Long Island saw up to nine inches of snow.
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I think it was absolutely beautiful. We’re from North Carolina, so it was great to come up to New York and see the snow.
By Jorge Mitssunaga
December 27, 2025
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