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What Life Is Like for Sean Combs, Inmate 37452-054

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What Life Is Like for Sean Combs, Inmate 37452-054

Good morning. It’s Tuesday. Today we’ll find out about the latest court appearance by the music mogul Sean Combs, who is known as Puff Daddy and Diddy — and about conditions in the jail unit where he has lived for seven months. We’ll also get details on why a relatively small number of restaurants have applied for permits for outdoor dining structures under new city regulations.

On Monday, Sean Combs, the music mogul known as Puffy Daddy or Diddy, was in court — again.

He pleaded not guilty — again.

Then he was taken back to the Metropolitan Detention Center in Brooklyn, where he is Inmate 37452-054.

He has been a resident there despite his lawyers’ arguments that he should be free until his trial begins. Several hearings were devoted to arguments over whether he was too much of a threat to the community and too likely to orchestrate witness tampering to be released on bail. Three judges decided that he was, so Combs has remained at the long-troubled jail.

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The hearing on Monday, in Federal District Court for the Southern District of New York, was the latest since his arrest on racketeering and sex trafficking charges last year. The government had filed a document called a superseding indictment, which added a second major sex-trafficking charge to the allegations.

Combs, wearing a tan prison shirt and slacks, walked into court smiling. His once-jet-black hair was whitish gray. So was his beard.

Judge Arun Subramanian asked if Combs had seen the latest version of the indictment and understood the charges. Combs said he had and, as before, pleaded not guilty. It was the same plea he had entered at his arraignment after the original indictment last year.

Combs’s lawyers and the prosecutors sparred over whether there were emails from a woman identified only as Victim 4 that should be turned over to the defense and whether additional time was needed to go through them. When Combs’s lawyers indicated that they might ask for a two-week adjournment, Subramanian gave them 48 hours to submit a request, saying, “We are a freight train moving towards trial.” Jury selection is scheduled to begin on April 28.

The government has described Combs in court papers as the boss of a violent criminal conspiracy that committed kidnapping, arson and drug crimes while enabling Combs’s sexual abuse of women.

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Combs’s lawyers have countered that the charges actually center on consensual sex with long-term girlfriends. The defense has acknowledged that Combs has had “complicated relationships” with significant others, as well as with alcohol and drugs, but has argued that those troubles do not “make him a racketeer, or a sex trafficker.”

For Combs, jailhouse life is different from the enormous mansions with personal chefs that he once enjoyed. My colleague Julia Jacobs writes that he has been staying in an area of the jail known as 4 North, a fourth-floor dormitory-style unit where roughly 20 men are housed. It has often held high-profile inmates. Sam Bankman-Fried, the cryptocurrency entrepreneur who is appealing his fraud conviction, was a neighbor on 4 North until recently. Luigi Mangione, who shares a lawyer with Combs, is awaiting trial from the same jail, but is not being held in 4 North.

The conditions there are not as restrictive as in a separate unit where inmates typically spend 23 hours a day in their cells. Detainees on 4 North are generally free to move around the unit. It has televisions, a microwave and a room where inmates have in the past worked out on mats with exercise balls, said Gene Borrello, a former inmate who said he was placed on 4 North because he had helped the government convict members of the Mafia.

Detainees in 4 North do not have access to the internet, but they could watch movies and listen to music on tablets purchased in the commissary, he said.

Combs meets with members of his legal team frequently, sometimes in a conference room off the common area of 4 North. He was provided a laptop without Wi-Fi — at his lawyers’ urging — to work through the mountain of evidence that prosecutors have turned over before trial. He can use the laptop between 8 a.m. and 3:30 p.m. each day in the unit’s visiting room or in a room reserved for inmates to take video calls.

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Telephone calls are limited to 15 minutes each. But prosecutors have said that Combs bought the use of other inmates’ phone privileges. On some of those calls, the government said, Combs strategized about using public statements to affect the potential jury pool’s perception of him. They also said he had tried to contact potential witnesses through three-way calling, which allows him to reach people outside his approved contact list. The defense says Combs’s communications have not been illicit.

Prosecutors have also said that Combs orchestrated a video, later posted to his Instagram account, that showed his seven children wishing him a happy birthday, with Combs on speakerphone. After it was posted, prosecutors said, Combs — long known for his attention to marketing — monitored the analytics from jail.


Weather

Expect a mostly cloudy morning with a chance of rain and thunderstorms in the afternoon and eventually some sun. The temperature will reach into the mid-60s. In the evening, there will be a chance of rain or a thunderstorm and a dip into temperature to around 43.

ALTERNATE-SIDE PARKING

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In effect until Thursday (Holy Thursday).


Whatever happened to outdoor dining? Only a small portion of the city’s restaurants have applied for permits for dining structures under new regulations.

Restaurant owners say the process is complicated and expensive.

“It was kind of presented as a lifeline, and then you get into it and you’re like, ‘Wow, I think I’ve been duped,’” said Megan Rickerson, the owner of the Someday Bar in the Boerum Hill neighborhood of Brooklyn. “If you had known upfront what it would entail, would you have done it? Because I can tell you my answer would’ve been no.”

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The city told restaurateurs who wanted to replace ad hoc dining setups with modular structures to reapply for permits by August last year.

But only about 3,400 have done so, according to the city’s Department of Transportation. By April 8, only 32 had received full approval for a roadway structure. The department has granted conditional approval for 623 roadway structures and about 1,850 sidewalk cafes, allowing businesses to construct their setups while their applications are processed.

My colleague Olivia Bensimon writes that most of the establishments with roadway permits are concentrated in wealthier areas. At the height of the pandemic-era outdoor dining program, authorized on an emergency basis to keep restaurants afloat, there were at least 12,500 “streeteries,” and they were equitably distributed citywide, according to data from the comptroller’s office.


METROPOLITAN diary

Dear Diary:

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This occurred years ago, when I was a newly married New York City public-school teacher furnishing the new apartment my husband and I had moved into.

One late-August afternoon, I met two friends for lunch at a restaurant on the Upper East Side. Afterward, I walked to Bloomingdale’s to see if they had any items I could use in the apartment.

As I entered the store, I saw a sign hanging above the lower level: “Big Summer Clearance Sale.”

I went downstairs. To my amazement and delight, I saw tables overflowing with kitchen items like dishes and small electrical appliances; bathroom towels; and blankets, comforters, sheets and pillows for the bedroom. Everything I needed.

A young saleswoman offered to help me. I soon realized that I could not carry all of my purchases home on the subway.

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The saleswoman said that Bloomingdale’s would deliver everything to my home at no charge and within a week.

I gave her my address: 495 East 55th Street.

She looked overjoyed.

“Sutton Place?” she asked.

I smiled.

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“No,” I said. “Brooklyn.”

Her smile vanished. But my purchases were delivered within a week, as promised.

— Evelyn Oberstein

Illustrated by Agnes Lee. Send submissions here and read more Metropolitan Diary here.


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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

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.

“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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