New York
A Bronx Toddler’s Long, Slow Road to Recovery After a Shooting
It was story time. A pair of 2-year-olds sat on miniature chairs pulled up to a miniature table at Blythedale Children’s Hospital in Valhalla, N.Y., listening attentively.
“We have so many animals that have boo-boos in our book,” a brown-haired woman said in a singsong voice, holding up a book called “All Better!”
“Feel better, doggy,” one of the toddlers, a girl with seven braids, said as she placed a red Band-Aid sticker on the paw of a dog in the book.
The girl, Catherine Arias, was herself recovering from a very real and much more grievous injury. In January 2022, days away from her first birthday, she was caught in the crossfire of a shooting outside a pharmacy in the Bronx. The bullet penetrated the left side of her brain, leaving her with a traumatic injury and weakness on the right side of her body. More than a year and a half later, she still requires five days of therapy every week to improve her ability to eat, talk and move.
Earlier this month, federal prosecutors announced the arrest of two men in connection with Catherine’s shooting, a relief to her parents, who have struggled for months to come to terms with the calamity.
“I just started crying — I couldn’t talk after that,” Gregory Arias, Catherine’s father, said.
“It was like a dry-heave cry,” Miraida Gomez, her mother, said. “The cry that I didn’t get to have processing everything that we’ve been through was the cry that I had that morning.”
The shooting and its aftermath — expensive medical treatment for Catherine, worry over the emotional health of her two older sisters, court appearances for the accused men — have left the family with complicated and conflicting emotions.
Ms. Gomez and Mr. Arias, high school sweethearts, have deep ties to the Bronx, where they were born and raised. They were keenly aware of the violence that can plague their neighborhood. Catherine was one of 56 children shot in the Bronx last year, the highest tally of any part of the city, according to New York Police Department data. Her injury and her long road to recovery are a grim reminder of the life-altering consequences of gun violence across the city, even when shootings are not fatal. Yet Ms. Gomez, a social worker, found herself struggling with something approaching sympathy for the men arrested, wondering what was missing in their childhoods that had led them to the streets.
Still, Catherine’s parents are eager to provide a far better life for their own children and are now saving money to move out of the Bronx — out of the city altogether.
‘I’m seeing death’
On Jan. 19, 2022, Ms. Gomez had finished work and was excitedly planning Catherine’s first birthday party at her mother’s house. She had decided on the theme — pink and purple dinosaurs — and was finishing the guest list and menu.
Her husband arrived to pick her and the baby up after his shift as a delivery driver for an industrial gas company, and they made a quick stop for a prescription at the Leroy Pharmacy on East 198th Street.
“Lock the doors just in case they try to steal me and Catherine,” Ms. Gomez, 34, recalled telling him from the back of the car, where the baby was dozing.
Mr. Arias, 35, went straight to the rear of the pharmacy to retrieve the medication. The store was loud and packed with people wearing masks to protect themselves from Covid-19. He waited in line.
Outside, men were lurking with guns, trying to protect the turf where they were selling cocaine, according to federal prosecutors.
There were one, two, three shots, and then the sound of something hitting the window of the family’s Nissan.
Ms. Gomez had learned from a young age to “stop and drop,” not just for fires but for shootings, too. She went to grab Catherine from her car seat so that they could both hide behind the driver’s seat, but found her baby’s body “full of blood.”
Ms. Gomez unlocked the car and screamed for help. Catherine’s lips turned blue, and Ms. Gomez laid her on the hood of the car and started to give her CPR. A woman gave her a towel and told her to apply pressure to the wound, but Ms. Gomez couldn’t find it. There was blood everywhere, soaking Catherine’s pink jacket.
The bullet had traveled through the back window, the leather seat and Catherine’s car seat, before striking the area between her jaw and skull and traveling up through the left side of her head.
When Mr. Arias returned, he found his wife holding the baby, repeating, “‘It’s OK, baby. It’s OK. It’s OK.” She told him to call 911.
Mr. Arias froze, his fingers hovering over his cellphone but unable to dial.
“I’m seeing her, but I’m not seeing her,” Mr. Arias recalled. “I’m seeing death, I see her passing because she’s not responding.”
‘One too many’
Catherine underwent seven hours of brain surgery. She suffered a seizure and a stroke during the procedure, which led to the hemiparesis, or weakness on the right side of her body.
She spent her first birthday in the hospital: Ms. Gomez placed her party outfit over her body on the hospital bed.
That May, Catherine had titanium mesh implanted on the left side of her skull. In October, the mesh was replaced with a titanium plate, which takes the place of the side of her skull that the bullet shattered.
Catherine still has visual impairment, difficulty swallowing and a number of other medical challenges because of the wound, said Dr. Kathy Silverman, a pediatrician who worked with Catherine for three months.
“The brain is the control center for the body,” Dr. Silverman said. “So it’s not just the brain but every other organ system that you have to keep an eye on when a child comes in with that kind of injury.”
Dr. Silverman, who has worked at the hospital, north of New York City, for more than 20 years, has treated a number of children with gunshot wounds over her career, including children who have shot themselves, those who have been targeted by shooters and those like Catherine, who were caught in the crossfire.
“Having one child with gunshot wounds is one too many,” Dr. Silverman said. “This is a child that needs to be followed over time very closely by a number of physicians, a rehab doctor, a pediatrician, her surgeons, and she needs that intensive rehab to be able to gain the functional skills back.”
“She’s still very young,” Dr. Silverman added.
Cheerios and a climbing wall
For a while, Catherine refused to sit in a car seat.
“I guess maybe she felt the same way she was like when it happened,” Ms. Gomez said, “feeling what she was sitting in at the time, so we had to switch it up.”
Catherine’s car seat is no longer secured to the middle of the back seat as it was the night of the shooting, and is instead buckled in behind the driver’s seat. To the right of the seat, the dent the bullet made can still be seen in the car’s leather interior.
On a recent morning, Ms. Gomez picked Catherine up out of her car seat and carried her into the hospital for therapy. Catherine would spend the next three hours in a program for children with medically complex needs. One young boy wore a yellow backpack that contained feeding tubes. A 3-year-old girl had a tracheotomy to help her breathe.
The classroom was full of natural light streaming in from four skylights. Children squealed and giggled as they played.
“I make a bottle,” Catherine said as she held toy milk up to a doll in a white highchair. “Good job!” the staff called out. “Yay! You did it!”
But the morning wasn’t just for play. Catherine would also undergo dysphagia therapy: exercises to help her eat and drink on her own.
“Which one do you want? Froot Loops or Cheerios?” Gina D. Longarzo, a therapist, asked. Catherine pointed to the heart-shaped Cheerios, kicking her legs under the table.
“We’re going to pour the milk,” Ms. Longarzo said. “Do you want to help Gina?”
The gunshot wound slowed Catherine’s muscles and the timeliness of her swallowing. She initially had a nasal gastric tube before she graduated to eating purée and thick liquids. Now, she’s working on solids, thin liquids and her aversion to food. “Good job, baby!” Ms. Longarzo said as Catherine used her left hand to lift a pink spoon, with her name written on the handle, to her mouth. “Yay!”
“Heart!” Catherine exclaimed, analyzing the contents of her bowl. “Nice heart!”
Catherine had been crawling and standing before the shooting, but the injury set her back. Initially, her physical therapy involved learning again to sit upright and to control her trunk and head without support.
That day, her task in physical therapy was to scale a rock-climbing wall and grab Mickey Mouse heads attached to string, to practice using both sides of her body. In her pink floral Nike sneakers she jumped, climbed and crawled beneath an obstacle course set up near the wall.
“She’s doing really well,” said Brendan Bacon, her physical therapist. He plans to make sure she continues to hit her milestones.
Catherine’s parents are doing their best to make sure she has the treatment she needs. Early on, Ms. Gomez and Mr. Arias exhausted not only the $8,000 they had in savings, but also $30,000 they had received through a GoFundMe campaign that a family member set up for them, largely because they didn’t have health benefits at the time of the shooting; they do now. They said they are still scrambling to make ends meet.
Catherine’s older sisters are in trauma therapy. Haylee, 12, has shut down emotionally, Ms. Gomez said. Seven-year-old Delilah, formerly a star student, has become defiant and uninterested in completing her schoolwork.
‘A miracle’
On Aug. 9, federal authorities announced the arrests of Ahmed Altorei and Samuel Bautista in connection to Catherine’s shooting. Mr. Altorei, 36, and Mr. Bautista, 30, were charged with distributing drugs and carrying guns in connection with a drug trafficking operation, federal prosecutors said in an unsealed indictment.
The U.S. attorney, Damian Williams, called it “a miracle” that Catherine survived the shooting, but said “the emotional and physical trauma will never go away.”
Ms. Gomez and Mr. Arias brought Catherine to the men’s first court appearance. Ms. Gomez said she was surprised to see that they had no family there with them.
“That, to me, shows that perhaps they, as children, found a way to fit in and found love in the streets, which is why they lead those lifestyles,” Ms. Gomez said. She wondered what was missing in their childhoods — and said she initially had the urge to hug them.
One of the men looked remorseful, Ms. Gomez said, but the other seemed to scrutinize her family judgmentally. Whatever fleeting compassion she had was gone.
If the men are convicted, Ms. Gomez, said, she prays that their time in prison teaches them something. For now, the family plans to continue attending the court appearances, and bringing Catherine.
“This little face: That’s going to be your cross to bear every day,” Mr. Arias said.
In the meantime, the family continues to take Catherine to her treatments. They are saving money to move, perhaps to North Carolina. Ms. Gomez said Catherine still gets headaches near where the bullet entered her skull: “She’ll point to the wound, where the bullet went in, and she’ll say, ‘boo-boo, boo-boo.’”
New York
Companies could pass on the cost of congestion pricing tolls to consumers.
Congestion pricing arrived in New York City exactly one second after midnight on Sunday.
And despite the freezing temperatures, a crowd of about 100 people gathered at the corner of Lexington Avenue and 60th Street in Manhattan to mark the occasion.
It was mainly supporters who showed up to clap and chant, “Pay that toll! Pay that toll!” But one opponent tried to drown them out by banging a cowbell. And the exchanges grew a bit testy at times across the congestion pricing divide.
The tolling program, the first of its kind in the nation, finally became reality on New York streets after decades of battles over efforts to unclog some of the most traffic-saturated streets in the world. In the weeks leading up to its start, the program survived multiple legal challenges seeking to derail it at the last minute, including from the State of New Jersey.
It will most likely be some time, however, before it becomes clear whether congestion pricing works, or whether it can withstand continuing attempts to overturn it by a broad array of opponents, including President-elect Donald J. Trump, who takes office later this month.
Noel Hidalgo, 45, who lives in Brooklyn, was among the first drivers to pay the toll. As he drove his Mini Cooper across the threshold, toll supporters cheered and clapped from the curb.
Another driver posted a photo on social media of a silver car with metal cans dangling from the rear bumper. “Just tolled” was written on the rear windshield.
Most passenger cars are now being charged $9 once a day at detection points set up along the borders of the new tolling zone, from 60th Street to the southern tip of Manhattan.
Shortly after noon, about 12 hours after tolling began, transportation leaders declared that the plan had rolled out without a hitch, but cautioned that the tolling system was complicated and that it was too soon to know how it was faring.
“We will start to know specific numbers and have some comparatives within a few days, and we’re going to share that information publicly,” said Janno Lieber, the chief executive of the Metropolitan Transportation Authority, the state agency overseeing the program.
So far, the M.T.A. does not intend to make any adjustments to the program, Mr. Lieber said.
Traffic data for the congestion zone was mixed on Day 1. The average travel speed initially inched upward 3 percent to 15.1 miles per hour at 8 a.m. Sunday, compared with 14.6 m.p.h. at the same time on the first Sunday in January last year, according to INRIX, a transportation analytics firm. But by noon, the travel speed had fallen to 13 m.p.h., slightly slower than in 2024.
Still, the real test for the tolling program will come during the workweek. The M.T.A. said it had chosen to introduce the program on a Sunday to be able to work out any kinks while traffic was sparse. Light snow was forecast for the region on Monday, which could affect commuter data if fewer people choose to drive.
On a typical weekday, at least half a million vehicles enter the congestion pricing zone, a metric that officials will be tracking “very, very closely,” Mr. Lieber said.
Manoj Bhandari’s car will no longer be among them. Though he normally drives into his Midtown office at least twice a week from New Jersey, he said he would now only take the train. “It’s expensive for me and it’s expensive for everybody,” said Mr. Bhandari, 54, who was parked outside the Lincoln Tunnel on Sunday. “We won’t be using our car anymore.”
Transportation officials have projected that congestion pricing will reduce the number of vehicles entering the congestion zone by at least 13 percent.
Other drivers seemed to accept that there was no way around the new tolls. Oscar Velasquez, 54, a carpenter who lives on Long Island, said he was going to have to pay more now to haul his tools to jobs around the city. “One of these days, they’re going to charge you for walking,” Mr. Velasquez said as he idled on West 66th Street in his Chevy pickup truck.
The tolls are expected to help generate $15 billion to pay for crucial repairs and improvements to New York’s aging subway system, buses and two commuter rail lines. The work includes modernizing subway signals, making stations more accessible for riders with disabilities and expanding the city’s electric bus fleet.
Those upgrades could improve the commute for Emily Rose Prats, 36, of Brooklyn, who supports congestion pricing. She has spinal degradation and standing for long periods can cause her great discomfort, so she has avoided the subway and the bus, which can be unreliable.
“The improvements from congestion pricing are supposed to be an upgrade to the signals, which will mean faster trains, shorter headways, shorter commutes, less wait times,” Ms. Prats said. “All of that is something that will help me be able to take advantage of a public amenity that we pay for.”
Congestion pricing is being introduced in New York at a time when traffic has surged on city streets since nearly disappearing five years ago in 2020 at the height of the coronavirus pandemic. New York was named the world’s most congested city, beating out London, Paris and Mexico City, in a 2023 traffic scorecard compiled by INRIX.
Though congestion policy has successfully reduced traffic in other global cities, including London, Stockholm and Singapore, it has never gotten far in this country. Besides New York, a handful of other cities, like Washington and San Francisco, have explored the concept.
The program has been unpopular in the polls, and some transit experts noted that neither Mayor Eric Adams nor Gov. Kathy Hochul had commented on the start of congestion pricing by Sunday afternoon even though it will have a major impact on the city and state.
Mr. Adams has supported the plan while expressing reservations about it, and is running for re-election this year. Ms. Hochul paused the program in June over concerns that it would hurt the city’s recovery and brought it back in November with a 40 percent reduction in the tolls, down to $9 from $15.
The tolls will increase to $12 by 2028, and to $15 by 2031. The new plan is set to generate about $500 million per year during its first three years, and then $700 million when fees first go up, then close to $1 billion when the original toll is restored. The money will be used to secure $15 billion through bond financing, which would be paid back with tolling revenue.
Mr. Lieber of the M.T.A. said that officials did not expect New Yorkers to change their behavior overnight.
“Everybody’s going to have to adjust to this as more and more people become aware of it and start to factor it into their planning,” he said.
At a coffee shop near Lincoln Center, Terry Kotnour, a retired consultant, praised congestion pricing. “That’s the cost of living here,” said Mr. Kotnour, 82, who gave up his car long ago. “We have fairly good mass transit, so use it instead.”
Another supporter, Kevin Chau, 27, a software engineer from Queens who rides Citi Bike, said that he hoped Manhattan would become safer for cyclists. “Less cars on the road means it’s less dangerous for sure,” he said.
But many critics, including suburban commuters, said the program will do little to reduce traffic while punishing drivers who live outside Manhattan.
On the same day that congestion pricing began, the Port Authority of New York and New Jersey also began to charge drivers higher fees to travel between New Jersey and New York on bridges and tunnels, which it controls. (The rate is now $16.06 for passenger vehicles during peak hours, up by 68 cents from the previous fee.)
Roselyn Cano, 21, just bought a car last week to commute from the Bronx to her job at an exercise studio on East 59th Street in Manhattan because she did not feel safe taking the subway. “And then a couple of days later we get hit with the congestion toll,” said Ms. Cano, who sat at a reception desk at the studio tallying up the costs of the new toll along with her car payment, auto insurance, parking and the toll she already pays crossing from the Bronx into Manhattan.
Some New Yorkers were already devising workarounds to avoid paying the new tolls.
Cynthia Jones, who lives on the Upper West Side, was taking an exercise class at the studio. Her husband had dropped her off at 61st Street, one block north of the tolling zone. “I walked the rest of the way here,” she said.
Reporting was contributed by Wesley Parnell, Bernard Mokam, Nate Schweber, Olivia Bensimon, Anusha Bayya, Camille Baker, Sean Piccoli and Emma Fitzsimmons.
New York
Tom Johnson, Minimalist Composer and Village Voice Critic, Dies at 85
Tom Johnson, a composer and critic whose Village Voice columns documented the renaissance of avant-garde music in downtown New York during the 1970s, and whose own compositions embraced minimalism and mathematical clarity, died on Tuesday at his home in Paris. He was 85.
His wife and only immediate survivor, the performance artist Esther Ferrer, said the cause was a stroke following long-term emphysema.
Mr. Johnson was a young New York composer in need of income in 1971 when he noticed that the exciting performances he heard downtown were not being covered by local news outlets. He offered to write about the contemporary music scene for The Voice, and he soon began a weekly column.
It was an opportune moment: Art galleries, lofts and venues like the Kitchen were presenting concerts by young experimenters like Steve Reich and Meredith Monk, and Mr. Johnson became the emerging scene’s chief chronicler.
“No one realized at the time that one of the most significant genres of serious music of the century was developing, a genre that was to become known as American minimalism, and which would find imitators all over the world,” he wrote in 1983, in his final Voice column.
He charted the rise of musical minimalism, including the transformation of the local composer Phil Glass to an international phenomenon, but he also documented radical work by lesser-known figures: Yoshi Wada, who sang through massive plumbing pipes; Jim Burton, who amplified bicycle wheels; and Eliane Radigue, who created uncanny drones on a synthesizer.
“I learned some interesting things about gongs on May 30 at a Centre Street loft concert,” Mr. Johnson wrote of a 1973 show by the young composer Rhys Chatham. “That gongs have many different pitches, most of which don’t make much sense in terms of the overtone series; that different tones stand out, depending on how the gong is struck; that when a gong makes a crescendo, a wonderful whoosh of high sound streams into the room; that loud gongs vibrate the floor in a special way and put an odd charge in the air; that listening to gongs, played alone for over an hour, is an extraordinary experience.”
By describing such outré happenings in matter-of-fact, observational prose, Mr. Johnson provided a national readership with access to performances that might be attended by only a dozen listeners, and possibly never heard again. He saw himself as a participant within the scene, and he provided such generous coverage that he became known among composers as “Saint Tom.” His writings, collected in the 1989 book “The Voice of New Music,” offer a uniquely intimate portrait of a galvanizing musical era; for one memorable column, Mr. Johnson sang in the chorus for a rehearsal of Mr. Glass’s landmark opera “Einstein on the Beach.”
But Mr. Johnson was also unafraid to critique concerts that he thought didn’t work conceptually, or note when he fell asleep. Some columns took formal risks. He once devoted a thousand words to reviewing “one of the most impressive performances I ever heard”: the warbling of a mockingbird on Long Island.
He was among the first writers to begin using the term “minimal” to describe much of the repetitive music he heard, and he applied the word to his own compositions, such as the hypnotic 1971 work “An Hour for Piano.” “I have always been very proud of it, because that’s the only word that really describes what I’m doing,” he said in a 2014 interview. “I always worked with reduced materials and tried to do simple music.”
In Mr. Johnson’s dryly postmodern “Four Note Opera,” a quartet sings arias about arias — on only the notes A, B, D and E. The first performance, in 1972, had an audience of about 10 people; the opera has since received more than 100 productions. For “Nine Bells” (1979), he walked among a grid of suspended burglar alarm bells for nearly an hour, chiming them in predetermined sequences, a feat of geometric precision and physical exertion.
In the 1980s, he immersed himself in Euclid’s number theories and Mandelbrot’s fractals, eager to find new musical structures. His compositions of this period include “Rational Melodies,” a series of entrancing miniatures built from simple, symmetrical patterns, and “The Chord Catalog,” a methodical two-hour presentation of the 8,178 chords that can be found in a single octave.
Though undergirded by his mathematical exercises, Mr. Johnson’s music is visceral and intelligible — and, often, deliberately predictable — rather than abstruse. “There is something particularly satisfying about projects where the logic (the music) seems to arise naturally from some discovery outside of myself, and where everything comes together with a minimum of tampering (of composing),” he once wrote.
Thomas Floyd Johnson was born on Nov. 18, 1939, in Greeley, Colo., a small farming community. His parents, Harold Francis Johnson and Irene (Barber) Johnson, were teachers.
When he was about 7, Tom began playing the piano intermittently, and he found his passion for music at age 13 under the tutelage of a local piano teacher, Rita Hutcherson, who also encouraged his composing.
Though many of his peers attended nearby universities, Ms. Hutcherson urged Mr. Johnson to apply to Yale, where he received a bachelor’s degree in arts in 1961 and a master’s in music in 1967. As an undergraduate, he took a seminar with the prestigious composer Elliott Carter and dabbled in 12-tone composition, the lingua franca of the musical academy, but he found himself embracing repetition and stasis instead of cerebral complexity. He moved to New York in 1967 to study privately with the experimental composer Morton Feldman, who helped him find his artistic voice.
After documenting the New York scene for The Voice but struggling to have his own work performed, Mr. Johnson decamped to Paris in 1983, where fresh opportunities awaited, as European audiences were newly drawn to the American avant-garde. There he remained a prolific writer, theorizing about his own music in several books. He had been publishing his own scores since the 1970s, and he maintained an active web presence with a video series elucidating his music.
His major works have included the satirical “Riemannoper,” based on excerpts from a famed German music lexicon, which has received more than 30 productions; and a more serious oratorio drawing on the writings of the German dissident Dietrich Bonhoeffer. But much of Mr. Johnson’s output remained resolutely abstract, including an orchestral work that lays out a sequence of 360 chords and a series of recent pieces that systematically explore various rhythmic combinations.
Mr. Johnson’s marriage to the choreographer Kathy Duncan ended in divorce. He married Ms. Ferrer in 1986.
One of Mr. Johnson’s compositions has become canonic in the double-bass community: “Failing” (1975), a fiendishly difficult and hilarious exercise in which a soloist is instructed to bow tricky passages while reading a lengthy text aloud that self-reflexively comments on the music. “These pieces all had to do with making music as real life,” Mr. Johnson said of the work in a 2020 interview. “I wanted the performer to confront an unknown situation and deal with it as well as possible in a one-time-only context.”
New York
Here is what to know about congestion pricing.
Congestion pricing has spread around the world to cities including London, Stockholm, and Singapore. But the idea was born in New York City in the 1950s.
William Vickrey, an economics professor at Columbia University who won the Nobel Prize in 1996, has been called the “father of congestion pricing.” He proposed the use of economic incentives to better manage crowded roads — as well as the packed subway system.
As early as 1952, Mr. Vickrey recommended charging higher fares on the New York City subway for the most crowded times and sections. “Just like hotels charge more during Christmas, and planes charge more for longer flights, he said the subways ought to do that,” said Samuel I. Schwartz, a former city traffic commissioner and a longtime proponent of congestion pricing.
But congestion pricing for the subway did not catch on. City leaders “considered it risky, and the technology was not ready,” according to a 1997 report in the Columbia University Record.
Mr. Vickrey later turned his attention to the city’s perpetual gridlock. He called for varying road tolls to reduce congestion during peak times and keep traffic flowing.
In the late 1970s, Mr. Vickrey used to show up at public meetings and push for congestion pricing, said Mr. Schwartz, who was an assistant city traffic commissioner back then. “He pestered me,” Mr. Schwartz said. “He kept saying a lot of our approach to traffic congestion wouldn’t work — and that we had to use pricing.”
Though Mr. Vickrey died in 1996, his idea has lived on. Mr. Schwartz and many others — including business, civic, and transportation and environmental advocates — have fought for decades to bring congestion pricing to New York’s streets.
In 2007, Mayor Michael R. Bloomberg proposed a congestion-pricing plan as part of his efforts to improve the environment. But the plan faltered the next year in Albany amid staunch opposition from state legislators.
A decade later, facing a breakdown in subway service, Gov. Andrew M. Cuomo resurrected congestion pricing to finance repairs to the aging subway system. “Congestion pricing is an idea whose time has come,” he said at that time. (Mr. Cuomo has since questioned whether it is the right time to start congestion pricing.)
It was another two years before congestion pricing was finally approved by the State Legislature in 2019 as part of the state budget.
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