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After Fox News, Geraldo Rivera Boats Into the Sunset (via Cleveland)

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After Fox News, Geraldo Rivera Boats Into the Sunset (via Cleveland)

The 36-foot luxury motorboat, with its polished mahogany hull and American flag waving from the stern, set off from East Hampton on a recent Sunday morning, heading toward the tip of downtown Manhattan and passing beneath airplanes, bridges, thunderstorms and, eventually, a glorious blue sky. The trip would take the boat, named Belle, within view of the Statue of Liberty en route to the Hudson River and, finally, Lake Erie.

But first, she needed to navigate a narrow stretch of water that has haunted sailors for centuries: Hell Gate, a tidal strait named by Dutch explorers in the 1600s, where the currents of the East River, Harlem River and the Long Island Sound converge.

In just a few harrowing moments, Belle churned through the rough waters, and her crew exhaled.

“That was definitely hair-raising,” said the captain, Geraldo Rivera, his own tresses (and mustache) looking wind-tousled.

This was Day 1 of an eight-day voyage that Mr. Rivera and his brother Craig Rivera had embarked on to bring Geraldo’s boat from Hampton Bays, where he had spent an extended vacation with his wife and youngest daughter, to the suburbs of Cleveland, where they live.

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Mr. Rivera, who turned 80 on the Fourth of July, had found himself out of work for nearly the first time since the early 1970s when he emerged onto the journalism scene as a swashbuckling muckraker. In June, after 22 years at Fox News, he was demoted by the network (“humiliated” is how he put it), and so he quit.

Mr. Rivera had enjoyed political relevance late into his career, thanks in part to a longstanding friendship with Donald Trump, dating back to the 1970s. That relationship ended in November 2020, he said, after he refused to endorse Mr. Trump’s contention that the election had been stolen from him. It was, he said, “the beginning of the end” for him at Fox.

His sudden unemployment, and perhaps the comfort of life on the water, left him unconstrained to talk openly about the ordeal that began with his dramatic falling out with the former president.

As Mr. Rivera considered what his future might be, he wanted and maybe even needed an adventure. In his earlier decades, he would have set sail on the open sea. But with a cane in his hand and a daughter about to enter her senior year of high school, that did not seem feasible. Instead, he set his sights inland.

Mr. Rivera loves rivers. And — it turns out — canals. Huge fan of canals.

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This trip would take the Rivera brothers up the Hudson River into the Erie Canal and through 36 locks — water elevators that would help them climb nearly 600 feet from the surface of the Hudson to the more elevated Lake Erie.

To his mind, the Erie Canal, which opened in 1825 and connects the Great Lakes to the Hudson River, is the king of them all. “The most important public works project ever,” Mr. Rivera said. “The Erie Canal made New York the city at the center of the world.”

New York’s past was not the only history on his mind. His own weighed heavily in the air. The big birthday, along with the unexpected change in his career, left Mr. Rivera nostalgic as he steered his ship home. “It is a passage,” he said, “in every way.”

Mr. Rivera is a selfie magnet.

The prolific hair, prodigious mustache, broadcast-perfect voice: He has been one of the most recognizable TV journalists for generations and is constantly approached for photos. Spend even a little time with him, and the appeal of floating peacefully in the middle of a canal becomes obvious.

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At a marina in Mt. Sinai, N.Y., on Long Island Sound, the Rivera brothers stopped after white-knuckling through an early morning thunderstorm, to fuel up with sausage-and-egg sandwiches and gas. As they were readying to board Belle and head toward New York City, a woman approached. “Can I get a picture?” she asked. A moment later, Geraldo was surrounded by a group of 10. He leaned on his cane and smiled gamely before heading back out to sea.

Geraldo sat at the helm of Belle, a Picnic Boat built in 1998 by Hinckley Yachts of Maine. He purchased it from the original owner in 2000 for $500,000.

The steering wheel and navigation screen were in front of him, a gear stick that controls speed and direction to his right. Over the back of his captain’s chair was a red lifeguard’s windbreaker with his name embroidered on it. The jacket was a gift from the actor David Hasselhoff after Mr. Rivera guest-starred on an episode of “Baywatch” in 1994.

Craig was the mate, the crew, the mechanic, the fixer to his brother’s frontman. The few times he took the wheel himself, his big brother shouted orders to him from the back of the boat.

For decades, Craig, 68, was a producer and cameraman working for Geraldo, a gig that included 10 trips to Afghanistan — bringing hidden cameras to meet with opium dealers and Taliban strongmen.

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The heart of this adventure would take place once the brothers motored past the city and into the belly of the Hudson — the Catskill Mountains, West Point, Albany — and on to the locks and small towns of the canal and beyond.

But on this first day, traveling the waters near New York City, Geraldo was revisiting the channels of his life.

He passed Babylon, N.Y., near West Babylon, where he was raised with four siblings by a Puerto Rican father and Jewish mother. (Reflecting his parents’ midcentury American dreams of assimilating, he was then known as Gerry Riviera.)

He zoomed past the State University of New York Maritime College, which he attended for two years after high school, with plans of becoming a merchant marine or joining the U.S. Navy, before he transferred to the University of Arizona, where he played lacrosse.

He captained Belle under the Williamsburg Bridge, near Brooklyn Law School (class of 1969) and veered right before reaching the Verrazano Bridge that connects Brooklyn and Staten Island, which is where Mr. Rivera made his journalistic name in 1972 by exposing the abuse of children institutionalized at Willowbrook State School.

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As he tooled up the river, between New Jersey and the West Side of Manhattan, he pointed toward various neighborhoods and buildings where for decades he worked.

He was a correspondent for ABC News’s “20/20” and then hosted a special in which tens of millions of viewers watched him open a vault belonging to Al Capone. (The vault was empty, but the debacle made him famous.)

He hosted and produced an eponymous syndicated daytime talk show, for 11 years. He likened it to having “a money tree in my backyard,” as it helped create the “trash TV” canon (in 1988, he got his nose broken on the air when white supremacists and Black activists started throwing punches and chairs).

He joined CNBC, hired in 1994 by Roger Ailes, to start a nighttime talk show, “Rivera Live,” where he went all-OJ-all-the-time and where he embarked on what he called “an office affair” with one of his producers, Erica Levy — 32 years his junior and now 20 years his (fifth) wife. (He has one child with Ms. Rivera and five in total.)

He followed Mr. Ailes to Fox News in 2001, becoming a war correspondent and then a talking-head, providing what he calls “a progressive, independent” voice. A registered Republican, Mr. Rivera’s commentary was reliably pro-cop, pro-choice and, until late 2020, pro-Trump.

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As Mr. Rivera steered his boat around the islands that were once his home toward his new home in the Midwest, where he, his wife and their teenage daughter live near Ms. Rivera’s family, he kept his gaze on the water, mostly undistracted but for the sporadic text he dictated to his wife (“Love you, baby”) and an occasional phone call. “I suppose,” he explained to a buddy, “this is sort of ‘Geraldo’s last journey into exile in Cleveland.’”

Early on Day 2, after waking from the below-deck sleeping chamber they shared, the Rivera brothers sipped their Taster’s Choice instant coffee from tumblers imprinted “Belle.” They shoved off from Newburgh, N.Y., at 7:20 a.m., with many miles to cover.

Today’s stretch, a mostly rural landscape with verdant vistas, would be more suitable for talking: About Mr. Rivera’s career at Fox News. About Mr. Trump. About the ways they were entangled.

As two men building their careers in New York in the 1970s, ’80s and beyond, Mr. Trump and Mr. Rivera became good friends. They went to the fights in Atlantic City together and to the clubs of Manhattan.

In 2015, they went on TV together too, with Mr. Rivera competing on Mr. Trump’s “Celebrity Apprentice.” Weeks into the season, contestants including Lorenzo Lamas, formerly of “Falcon Crest,” and the pop idol Kevin Jonas had been weeded out, leaving Mr. Trump to choose a winner between Leeza Gibbons, the former co-host of “Entertainment Tonight,” and Mr. Rivera.

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This was a turning point in their friendship, Mr. Rivera said. When Mr. Trump announced on the show that Mr. Rivera had lost to Ms. Gibbons, he never bellowed his famous “You’re fired!” at Mr. Rivera. This engendered Mr. Rivera’s loyalty to Mr. Trump for years to come. “I realize that may sound small, but it meant a lot to me.”

The 2016 election gave Mr. Rivera — well into his 70s and past the point where many of his contemporaries had retired — renewed relevance. He suddenly found himself in a situation where “my old friend is the president, and he is giving me tremendous access.” When President Trump visited Puerto Rico in the aftermath of Hurricane Maria, Mr. Rivera appeared there with him.

All through the Trump administration, Mr. Rivera remained a fierce defender of the president and his policies — on Fox and on Twitter. But the relationship took a quick turn 10 days after the 2020 election, Mr. Rivera said, when Mr. Trump called him and asked if he had ever heard of Dominion Voting Systems, a company that Mr. Trump said had helped turn the results in Joe Biden’s favor. Mr. Rivera said he had not heard of it. Mr. Trump asked him to look into the allegation and to call him back.

Mr. Rivera said he contacted sources who assured him that Dominion was not involved in election interference. He said he called the White House on Nov. 16 to share his findings with Mr. Trump. The president did not take the call, he said, and they have not spoken since. Mr. Trump did not respond to a request for comment.

Mr. Rivera began to assert publicly that Mr. Biden had lawfully won the election and that Mr. Trump — who is currently facing 91 felony counts, including many connected to election interference — should acknowledge his loss. On Jan. 7, 2021, Mr. Rivera posted a video on Twitter calling the attack on the U.S. Capitol a “physical assault on our democracy” that “was the product of Donald Trump’s selfish, inflammatory rhetoric.”

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In the months and years ahead, Mr. Rivera denounced theories of election fraud espoused by colleagues at Fox, and argued for the second impeachment of Mr. Trump. Mr. Rivera said that he continued to make appearances on “The Five,” the network’s popular current-events talk show, but said he was booked with less frequency on that and other shows.

He also tangled with other Fox personalities in public.

In October 2021, Mr. Rivera made headlines after using a crude term in a tweet to dismiss one of Tucker Carlson’s conspiracy theories about Jan. 6. Mr. Rivera said he was scolded afterward, and a few of his planned on-air appearances disappeared from the schedule. “I was sent to the bench,” he said. (This spring, Mr. Carlson was pushed out by Fox News less than a week after the network agreed to settle Dominion’s defamation lawsuit for $787 million.) Mr. Carlson did not respond to a request for comment.

Last year, in an on-air argument about abortion with Greg Gutfeld, one of the co-hosts of “The Five,” Mr. Rivera called his colleague “an insulting punk.” Mr. Rivera said that during a commercial break, he called Mr. Gutfeld “thin-skinned and a crybaby.” (A spokeswoman for Mr. Gutfeld said that Mr. Rivera subsequently apologized for his reaction. Mr. Rivera denies this.)

More of Mr. Rivera’s planned appearances on “The Five” disappeared from the schedule, he said: “I was read the riot act.”

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In June, executives notified Mr. Rivera that he would no longer appear on “The Five” but could make documentaries for the network. Mr. Rivera felt he was being pushed into obsolescence and quit.

Less than two months later, in the quiet of his river trip, Mr. Rivera continued to grapple with conflicting feelings. He called Mr. Trump “crazy, really crazy,” and also “underrated, over-prosecuted and persecuted.”

“I feel awful that he made me dump him,” Mr. Rivera said.

Asked to speak in more detail about Fox, he demurred. “I cashed their checks for 22 years,” he said. When asked to comment, a Fox spokeswoman said that when Mr. Rivera made his final on-air appearance on June 30, he said, “I love Fox, I love the people at Fox.”

As they approached the Erie Canal, Mr. Rivera had more immediate concerns: Belle was making an ominous noise. The brothers had made it through just one lock, with 35 and more than 500 miles to go.

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To address the problem, Craig would need a grease gun, a tool that helps lubricate the drive shaft. He dialed a contact at the New York State Canal Corp., which manages the waterway. The canal guy located a grease gun, but Belle would need to make it to Lock E-7 for them to collect it.

For the next several hours, Geraldo motored the boat, slowly, into one lock after another. Each time, he cut the engine, and the steel gates at the back of the lock snapped shut. The water, and the boat upon it, began to rise.

In Lock E-6, the tension was palpable, even with Bruce Springsteen’s “Erie Canal” playing in the background from Mr. Rivera’s phone.

“I want you to kill the engine and grab this rope,” Craig said.

“I’ll kill the engine, but I hope it starts again,” Geraldo said. Luckily it did.

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At Lock E-7 in Niskayuna, N.Y., they met up with two men from the Canal Corp. The men handed over the grease gun, and within minutes Belle was purring quietly again.

Craig popped open two Corona Lights. They clinked bottles. “I am so happy to have my boat back,” Geraldo said as he headed to Schenectady. “Oh, what a relief.”

It would be six more days before the brothers made it to Cleveland. There would be a busted bow-thruster, a broken fan belt, intense westerly winds, banging waves that caused them to strap into life vests, an unexpectedly rowdy party scene in Erie, Pa., and photos, so many photos, taken with people they met along the way.

“It was exactly what a prolonged sea journey should be — everything from boredom to absolute terror,” he said.

Mr. Rivera is now back in Cleveland, relieved to be home, and “giving myself until Labor Day to decide what’s next, if anything at all.”

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“I’m onto a new journey,” Mr. Rivera said. “The rest of my life.”

Audio produced by Tally Abecassis.

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New York

Companies could pass on the cost of congestion pricing tolls to consumers.

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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.

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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.

Congestion pricing scanners above First Avenue at East 60th Street in Midtown Manhattan on Sunday morning. Drivers will be tolled via E-ZPass or license plate readers.Credit…Karsten Moran for The New York Times

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.

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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.

The congestion pricing zone extends from 60th Street to the southern tip of Manhattan.Credit…Karsten Moran for The New York Times

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.”

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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.”

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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.

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Revenue from the tolling plan will be used to finance crucial improvements and upgrades to New York City’s aging public transit system.Credit…Dave Sanders for The New York Times

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.

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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.)

Empty lanes at the New Jersey entrance of the Holland Tunnel. New Jersey residents have been among the loudest critics of congestion pricing.Credit…Bryan Anselm for The New York Times

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.

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Tom Johnson, Minimalist Composer and Village Voice Critic, Dies at 85

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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.

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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.”

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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.

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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.”

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New York

Here is what to know about congestion pricing.

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Here is what to know about congestion pricing.
Congestion pricing was first proposed in the 1950s to manage crowded roads and subways.Credit…Karsten Moran for The New York Times

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.

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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.

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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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