New York
With Cuomo Leading NYC Mayor’s Race, His Political Baggage Grows Heavier
Being the front-runner in a race for mayor of New York City often comes with exceptional scrutiny. But few have presented their opponents with quite as many targets as former Gov. Andrew M. Cuomo.
In the weeks since Mr. Cuomo joined a crowded Democratic primary field and immediately catapulted to its front, a group of New Yorkers whose relatives were nursing home residents who died of Covid have repeatedly blamed him for their suffering.
Women’s groups have picketed his campaign events to remind voters of the sexual harassment accusations that drove him from the governor’s office.
Then, on Thursday, years-old sworn testimony surfaced in The New York Post describing Mr. Cuomo and his longtime top aide, Melissa DeRosa, as having been in an “emotionally intimate” relationship.
Mr. Cuomo’s proximity to Ms. DeRosa would seem to have little bearing on his qualifications to be mayor. But the sudden re-emergence of the long-denied rumors underscored how his tenure as governor left Mr. Cuomo with a lengthy list of enemies and political baggage ripe for attack.
For now, Mr. Cuomo has maintained a comfortable polling lead against nine Democratic challengers, including Mayor Eric Adams. Yet as New York City political history has long demonstrated, a perceived lead comes with real risks — especially months before Primary Day.
“When you’re the only game in town, you’re the only person to take down,” said Mike Morey, the campaign spokesman for then-Council Speaker Christine Quinn in 2013, who watched her early polling lead in that year’s mayor’s race collapse. “You’d probably rather be second or third place and just climbing.”
New York City lets voters rank up to five candidates in order of preference on their primary ballots. Opponents of Mr. Cuomo and Mr. Adams are trying to stop their ascent by popularizing the acronym D.R.E.A.M., or “Don’t Rank Eric or Andrew for Mayor.”
Mr. Cuomo’s result may well be different than Ms. Quinn’s. He is better known and more battle-tested than almost any of his predecessors. His allies believe that that he can prevail as long as he can redirect voters’ attention toward his record of accomplishment during roughly a decade as governor, during which New York State legalized same-sex marriage, raised the minimum wage and rebuilt LaGuardia Airport.
“New Yorkers know the city is in crisis and Governor Cuomo is the only candidate in this race with the experience and the record of results to help fix it and make it a safer and more affordable place for all,” said Rich Azzopardi, Mr. Cuomo’s spokesman. “This is why these petty attacks are falling on deaf ears.”
But as Mr. Cuomo’s opponents are eager to point out, his tenure in Albany was also marked by turmoil, controversy and heavy-handed tactics that have left him with higher unfavorable ratings in recent polls than any candidate except Mr. Adams.
“The fly in the ointment is that he’s not particularly lovable,” said Mark Green, who narrowly won the 2001 Democratic primary for mayor, only to lose in the general election to Michael R. Bloomberg.
Those trying to stop Mr. Cuomo have been far more vivid. On Sunday, nine mayoral candidates gathered in Brooklyn alongside relatives of nursing home residents who died of Covid-related complications during Mr. Cuomo’s governorship. They hammered him for his policy directing nursing homes to admit hospital patients who had tested positive for the coronavirus.
“Could any other issue bring us all together with the differences that we have?” said Curtis Sliwa, the Republican candidate for mayor. “No — it’s the death, the unneeded death, of all these folks who were trusting the governor to do the right thing.”
Mr. Cuomo has said the state’s public health policies, including those involving nursing homes, adhered to federal guidelines, and he has accused federal authorities of trying to scapegoat him politically.
That controversy was largely eclipsed by accusations, including from former state employees, that Mr. Cuomo had sexually harassed them. The claims prompted an investigation by the office of the New York attorney general, who concluded in August 2021 that Mr. Cuomo had harassed 11 women.
He resigned within days of the report’s release, though in the years since, he has spent millions of dollars in legal fees fighting to clear his name. He denies any wrongdoing.
It was in March of that year, around the time that Mr. Cuomo was facing the first of those accusations, that The Daily Mail approached the governor’s office with questions about his relationship with Ms. DeRosa. It was preparing to publish photographs that showed the pair seated close together, huddled in conversation over drinks at a Manhattan restaurant.
Ms. DeRosa was also concerned that the outlet would publish longstanding rumors that she and Mr. Cuomo were more than just colleagues. She called Josh Vlasto, who had previously served as Mr. Cuomo’s chief of staff and who was an informal adviser, for advice on dealing with the publication, according to Mr. Vlasto’s testimony during the sexual harassment investigation.
In the transcript of that testimony, Mr. Vlasto is quoted as saying that Ms. DeRosa, who was married at the time, told him she did have an “emotional romantic relationship with the governor,” but said that the two had never been sexually involved.
“Emotionally intimate was the words she used,” Mr. Vlasto said. “I didn’t press on what that meant.”
The former governor’s younger brother, Chris Cuomo, was also brought in to brainstorm a response, according to Mr. Vlasto’s account. “He had said do you intend to be together in the long-term or do you intend to be together after you’re in office,” Mr. Vlasto said of Chris Cuomo. “She said I don’t know.”
The trio agreed that Ms. DeRosa would deny a romantic relationship to The Daily Mail; Ms. DeRosa ultimately told the publication that she and the governor “never had an intimate relationship.”
Mr. Vlasto testified that after The Daily Mail published the photographs, Ms. DeRosa told him that she had not had a romantic relationship with Mr. Cuomo, contradicting her earlier account.
Months later, in her own testimony in the sexual harassment investigation, Ms. DeRosa also denied having had a romantic relationship with Mr. Cuomo.
Investigators separately asked Mr. Cuomo whether he had had any romantic relationships with members of his staff.
“Never,” he said.
On Thursday, after The Post published its article, both Catherine M. Foti, a lawyer for Ms. DeRosa, and Mr. Azzopardi reiterated that there had been no physical relationship between Mr. Cuomo and Ms. DeRosa.
“Of course after seven years of working together for New York, the governor and Melissa were emotionally close,” Mr. Azzopardi said. “We all were after going through Covid and everything else together.”
Mr. Vlasto declined to comment.
The interview with Mr. Vlasto took place in the summer of 2021, but Mr. Vlasto’s account of Ms. DeRosa’s request was not reported before Thursday.
The transcript of his testimony posted on the attorney general’s website is redacted, and it conceals Ms. DeRosa’s name and much of Mr. Vlasto’s remarks about her and Mr. Cuomo. But an unredacted version of the transcript was posted briefly in 2022 as part of a broader tranche of investigative materials, before it was taken down and replaced.
A spokeswoman for the attorney general, Letitia James, said the unredacted version had been posted by accident, and that it had only been up for two hours.
The New York Times was able to access the unredacted transcript of Mr. Vlasto’s testimony using The Internet Archive’s Wayback Machine, which preserves web pages.
Mr. Azzopardi, though, called for an investigation into how the unredacted transcript became public. In a statement, he accused Ms. James of using “lawfare” to harm Mr. Cuomo and of helping to resurface the transcript as part of a “transparent ploy” to aid one of his rivals in the mayor’s race, Adrienne Adams, the City Council speaker.
The spokeswoman for Ms. James declined to comment on the accusation.
New York
Vote on the 17 Ways Mamdani Could Improve NYC
A new mayor, a fresh start — you know the drill. There are as many ideas out there for how Zohran Mamdani can now improve New York’s urban environment as there are New Yorkers.
I canvassed a few dozen planners, architects, academics, community leaders, neighborhood organizers, developers, housing and transit experts and former city government officials. I gave them no budgets or time lines. They gave me a mayoral to-do list of ideas big, small, familiar, deep in the weeds, fanciful and timely.
What follows is a small selection, with some kibitzing by me. You can vote “love it” or “skip it” below and help determine the ranking of priorities. Feel free to leave eye rolls and alternative proposals in the comments section.
Check back in the coming days to see how the ranking has changed and we will let you know the ultimate results on Jan. 13.
1
Create many thousands more affordable housing units by converting some of the city’s public golf courses into mixed income developments, with garden allotments and wetlands.
2
Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.
3
Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.
4
Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.
5
Build more mental health crisis centers citywide.
6
Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.
7
Convert more coastline into spongy marshes, akin to what exists at Hunter’s Point South Park in Queens, to mitigate rising seas and floods.
8
Dedicate more of the city budget to public libraries and parks, the lifeblood of many neighborhoods, crucial to public health and climate resilience. The city devotes barely 2 percent of its funds to them now.
9
Follow through on the Adams administration’s $400 million makeover of once-glamorous Fifth Avenue from Central Park South to Bryant Park, with wider sidewalks, reduced lanes of traffic, and more trees, restaurants, bikes and pedestrian-friendly stretches.
10
Do away with free street parking and enforce parking placard rules. New York’s curbside real estate is priceless public land, and only a small fraction of residents own cars.
11
Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.
13
Persuade Google, JPMorgan or some other city-vested megacorporation to help improve the acoustics as well as Wi-Fi in subways, along the lines of Citibank sponsoring Citi Bikes.
14
Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.
15
Rein in City Hall bureaucracy around new construction. The city’s Department of Design and Construction is full of good people but a longtime hot mess at completing public projects.
16
Convert more streets and intersections into public plazas and pocket parks. Like the pedestrianization of parts of Broadway, this Bloomberg-era initiative has proved to be good for businesses and neighborhoods.
17
Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.
New York
Congestion pricing after one year: How life has changed.
“There’s less traffic and more parking.”
“I only drive if I have to move something large or heavy.”
“Sometimes I skip lunch at work to make up for the driving tax.” “I visit my elderly parents less often.”
“I complain to myself every time I have to pay the fee and I’m STILL 100% in favor of it.”
“I am returning my leased car six months before the lease expires.”
One year after the start of congestion pricing, traffic jams are less severe, streets are safer, and commute times are improving for travelers from well beyond Manhattan. Though these changes aren’t noticeable to many, and others feel the tolls are a financial burden, the fees have generated hundreds of millions of dollars for public transportation projects. And it has probably contributed to rising transit ridership.
The program, which on Jan. 5, 2025, began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, has quickly left its mark.
To assess its impact, The New York Times reviewed city and state data, outside research, and the feedback of more than 600 readers with vastly different views of the toll.
Some groused about high travel costs. Others cheered for a higher toll. Many shared snapshots from their lives: quieter streets, easier parking, costlier trips to the doctor.
Many findings from a Times analysis a few months into the experiment have held up. The program so far has met nearly all of the Metropolitan Transportation Authority’s goals, although more evidence is needed on some measures. And one question remains unresolved: whether a federal judge will decisively shield the program from efforts by the Trump administration to end it.
“Despite the threats to shut it down,” Gov. Kathy Hochul said in an interview, “the cameras are still on, and business is still up, and traffic is still down. So it’s working.”
Here’s the evidence one year in:
1. Fewer vehicles
About 73,000 fewer vehicles are entering the central business district each day, a number that has added up in the first year to about 27 million fewer entries. The decline, compared with traffic trends before the toll, has been remarkably stable across the year:
Average daily entries to the central business district
All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.
“I never drive into the city anymore. I only take the subway. It’s a relief.”
Philip Zalon Brooklyn
“I’m much more aware of driving into Manhattan and avoid it unless I have to haul a lot of stuff like a car load of Girl Scout cookies.”
Jacob White Queens
By influencing that one decision, the policy can also affect commute times, transit reliability, road safety, street life and more (as we’ll get to below).
One clear sign that behaviors are changing: Every weekday, there is now a spike in vehicles entering the zone right before the toll kicks up to $9 at 5 a.m., and right after it declines to $2.25 at 9 p.m.
Personal vehicle entries into the central business district
“I’ve decided to get up earlier to get the lower price.”
Eric Nehs Manhattan
“It is exhausting to plan the trip to cross the line at 9 p.m.”
Paul S. Morrill Manhattan
2. Faster traffic
The first consequence of those fewer vehicles is that traffic is now moving faster for the drivers who remain, and for the buses that travel those same roads. And this turns out to be true inside the congestion zone, near the congestion zone, and even much farther away.
Change in vehicle speeds, 2024-25
“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”
Josh Hadro Brooklyn
Many readers, however, told us they didn’t believe they could see the benefits; the changes aren’t always easy to perceive by the naked eye. Readers also frequently said they believed the gains from congestion pricing were more apparent in the first months of the year and had waned since. The city’s speed data generally suggests that these improvements have been sustained, although some of the largest gains were recorded in the spring.
Average vehicle speeds in the congestion zone
But for some travelers, the speed gains have been much larger, particularly those who cross through the bridge and tunnel chokepoints into and out of Manhattan:
“Traffic approaching the [Holland] tunnel has saved me 15-30 minutes on the rides back to New York and given me hours of my time back.”
Salvatore Franchino Brooklyn
“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”
Lisa Davenport Weehawken, N.J.
“I haven’t used the Lincoln Tunnel all year, probably will never use it again.”
Steven Lerner Manhattan
Improvements have also been more notable for commuters who take longer-distance trips ending in the congestion zone. That’s because those 73,000 vehicles a day that are no longer entering the zone have disappeared from surrounding roads and highways, too.
Commuters from farther out are seeing accumulating benefits from all these sources: faster speeds outside the congestion zone, much faster speeds through the tunnels and bridges, and then the improvements inside Manhattan. And people who travel roads outside the congestion zone without ever entering it get some of these benefits, too.
An analysis by researchers at Stanford, Yale and Google confirmed this through the program’s first six months. Using anonymized data from trips taken with Google Maps, they found that speeds improved after congestion pricing more on roads around the region commonly traveled by drivers heading into the central business district. That’s a subtle point, but one many readers observed themselves:
“Noticeably fewer cars driving, even way out in Bensonhurst!”
Charles Haeussler Brooklyn
“Even across the river in Bergen County, I feel that we benefit.”
Michelle Carvell Englewood Cliffs, N.J.
“I supercommute weekly from Kingston by bus. Each week, my bus round trip is 30-60 minutes faster than it was before congestion pricing.”
Rob Bellinger Kingston, N.Y.
3. More transit riders
Public transit will benefit from congestion pricing as its proceeds are invested in infrastructure upgrades; in the first year, the toll is projected to raise about $550 million after accounting for expenses, $50 million more than the M.T.A. originally predicted. But transit also stands to benefit as bus speeds improve on decongested roads and as more commuters shift to transit.
On bus routes that cross through the congestion zone, speeds increased this year, in notable contrast to the rest of the city. These improvements follow years of declining bus speeds in the central business district coming out of the pandemic.
Local bus routes
Express bus routes
Change in bus speeds, 2024-2025
“The crosstown buses are faster than they used to be, even during peak commuting times.”
Marc Wieman Manhattan
“Have gratefully noticed that they’re more on-time.”
Sue Ann Todhunter Manhattan
“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”
John Ruppert New Jersey
Paid transit ridership is up this year compared with 2024 across the subway, M.T.A. buses, Long Island Rail Road and Metro-North Railroad as transit has continued its recovery from pandemic declines. About 300,000 more people are riding the subway each day — far more than the 70,000 cars that have been taken off the road in the congestion zone. So while congestion pricing is probably contributing to rising transit ridership, it’s not the main driver of it.
All of these added transit riders do, however, help explain why congestion pricing has not dampened activity in the busiest parts of the city, as critics feared. People are still coming, just not necessarily by private car.
“I finally taught myself to use the subway. Between the tunnel toll, congestion pricing and parking, I’m saving an enormous amount of money, time and inconvenience.”
Daniel Ludwig Weehawken, N.J.
“It’s made using the bus for short trips a more appealing option.”
John Buckholz Brooklyn
In fact, overall visits to the business district aren’t down — they were up by about 2.4 percent over the previous year, according to the city’s Economic Development Corporation. And restaurant reservations on the platform OpenTable were up inside the zone as well, by the same amount as the increase citywide.
Tom Harris, the president of the Times Square Alliance, which represents 2,600 businesses, said he had initially received complaints from some businesses. But he was pleasantly surprised that they soon stopped.
“We’re thrilled we have not seen negative impacts to local businesses,” he said. “It seems like it has been absorbed.”
4. Better quality of life
These primary shifts — fewer cars, less congested roads, more transit riders — have in turn produced a number of other effects that might more broadly be thought of as changes to qualify of life. Readers described experiencing safer crosswalks, less stressful bike rides and what feels like cleaner air.
In city data, the number of complaints to 311 for vehicle noises like car honking has declined significantly inside the congestion zone, compared with the rest of Manhattan.
Change in vehicle noise complaints, 2024-25
“Sometimes it’s almost — dare I say it? — quiet.”
Daniel Scott Manhattan
“Midtown is so much quieter now.”
Melanie DuPuis Manhattan/Hudson Valley
“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”
Grant Louis Manhattan
And the perception that roads have gotten safer is also borne out by crash data. The number of people who were seriously injured in a car crash decreased citywide, but the improvement was more pronounced in the congestion relief zone.
Change in number of people seriously injured in a crash, 2024-25
“Nobody’s trying to run me over.”
Alice Baruch Manhattan
“Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”
Charlie Rokosny Brooklyn
“The number of blocked crosswalks have gone down significantly!”
Samir Lavingia Manhattan
Amid these positive changes, however, other readers described distinct declines in their quality of life, often stemming from the cost of the toll. These deeply personal observations have no corresponding measures in public data. But they make clear that some of those 27 million fewer driving trips weren’t simply replaced by transit or forgone as unnecessary — they’re missed.
“Sadly Manhattan is no longer an option for many things we once enjoyed.”
Linda Fisher Queens
“Congestion pricing has made my world much smaller.”
Justine Cuccia Manhattan
“I’m more careful about choosing events to attend, so I go to fewer of them.”
Karen Hoppe Queens
“I will not use doctors in Manhattan, limiting my health care choices.”
David Pecoraro Queens
One final aim of congestion pricing — improved air quality — has the potential to benefit everyone in the region. But the data remains inconclusive so far. A recent study from researchers at Cornell found a 22 percent improvement in one air quality measure over six months. But another analysis, by the Stanford and Yale authors, found little to no effect on air quality using local community sensors and comparing New York with other cities. And the M.T.A.’s own analysis of the program’s first year found no significant change in measured concentrations of vehicle-related air pollutants.
That doesn’t mean benefits won’t become clearer with more time and data. But the open questions about air quality underscore that even one year in, even with all the evidence gathered, there are still some effects we don’t fully understand.
“As an asthmatic, I can also palpably feel improvements in the air quality.”
Rob Hult Brooklyn
“It’s allowed me to believe that perhaps America can change for the better.”
Hanna Horvath Brooklyn
“As a car owner myself, I think it’s fair that the cost of driving is now being passed from city residents onto the drivers.”
Vincent Lee The Bronx
“I don’t like the cost but I also can’t deny its effectiveness.”
Jon Keese Queens
New York
Read the Indictment Against Nicolás Maduro
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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