New York is at a pivotal moment reimagining how people move through our city. Congestion pricing is reshaping habits, cutting down unnecessary car trips, and strengthening the case for more walkable, transit-oriented development. Nowhere is that more important than in Times Square: a district in the heart of the Congestion Relief Zone that serves as the crossroads of the world and one of the most complex pedestrian environments on Earth.
That’s why the Caesars Palace Times Square project, partnered with SL Green Realty Corp., was conceived not as just another entertainment and gaming destination but the only transit-first casino proposal. It is designed to fit seamlessly into a neighborhood built for pedestrians, bikes, and subways.
Unlike sprawling new construction projects, CPTS adaptively reuses an existing building, minimizing disruption. It is the only environmentally sound gaming proposal, and one that supports and invests in long-term strategies to actually reduce congestion in the Bowtie, complementing proposals like the 42nd St. busway and pedestrianization supported by leading transit advocates.
Our team recently presented an Environmental Impact Statement (EIS) confirming what transportation experts already suspected: Caesars Palace Times Square will have negligible traffic impacts. Out of 18 nearby intersections studied, 16 showed non-noticeable changes in vehicular traffic congestion.
On the pedestrian side, half of all crosswalks, seven of 10 sidewalks, and all 12 corners studied would see no impact at all. Our CTPS Congestion Improvement Plan, executed with the local Community Boards and the NYC Department of Transportation, includes removing sidewalk obstacles, restricting unnecessary vehicle drop-offs, and eliminating barriers that currently choke pedestrian movement.
Even under conservative assumptions based on pre-congestion pricing data, these changes translate to nearly a 10% reduction in traffic delays compared to baseline conditions. With only 550 net new cars expected each day — out of 84,000 vehicles already moving through Times Square — the difference is negligible. In fact, drivers can expect to save an average of 20 seconds on their trips thanks to these improvements.
Equally important: many Caesars visitors aren’t “new” trips at all. About 40% are linked trips — people who are already in Midtown for work, to see our sights, to go to the theater, or dine and are simply adding Caesars Palace Times Square to their plans.
But the strongest case for this project isn’t about cars at all — it’s about public transit. Times Square is already a transit-first district. Roughly 85% of local workers commute by subway, bus, or rail, with only 8% driving. Visitors behave the same way. DOT data shows that nearly 90% of people coming from nearby counties arrive by public transportation, and only 5-6% of hotel guests arrive by car.
Caesars’ own visitor projections mirror these patterns. An estimated 40% will come by subway, 25% on foot, 10% by buses or commuter rail, and just 5-6% will drive. For the few who do, Caesars Palace Times Square has taken deliberate steps to keep cars out of the Bowtie.
Instead of funneling vehicles into the most crowded blocks, the project will partner with a garage at 810 Seventh Ave., located just outside the core of Times Square, to absorb drive-to-park demand at the perimeter. This prevents additional congestion where pedestrian volumes are highest and traffic is already most complex.
In other words, Caesars isn’t creating new parking supply — it’s managing the small share of visitors who drive in a smarter, more sustainable way. That stands in sharp contrast to other casino proposals, which would generate entirely new parking demand and pull more vehicles directly into dense residential neighborhoods. Caesars Palace Times Square is the only bid that pairs a world-class entertainment destination with a traffic management plan designed to reduce — not add to — Times Square congestion.
The vast majority of people who come to Times Square already rely on transit, and Caesars Palace Times Square reinforces that reality. The project aligns with congestion pricing, strengthens pedestrian flow, and supports a transportation network that is healthier, cleaner, and more efficient. We support other initiatives to pedestrianize Times Square with groups that share our vision such as a 42nd Str. busway and the Broadway Linear Park.
New York’s mobility future depends on projects that fit their context. In the city’s most transit-rich neighborhood, the right question isn’t whether cars can be eliminated entirely. It’s whether we can design smarter streets, curbs, and sidewalks so Times Square works better for the millions who already arrive without a car.
Caesars Palace Times Square isn’t just a good fit — it’s the right project in the right place at the right time.
Schiffer is the executive vice president of SL Green Realty Corp.
