New York
Hochul Proposes Cutting Income Taxes for Middle-Class New Yorkers

Gov. Kathy Hochul of New York proposed slashing the state’s income tax for most residents as part of a sweeping populist agenda that she planned to outline in her State of the State address on Tuesday.
The speech revolved around a series of proposals, which Ms. Hochul has called her “affordability agenda,” designed to court struggling New Yorkers who voiced their frustration in November and weakened the Democratic Party’s grip on the state.
The tax cut, according to a briefing book released in advance of her speech, would be given to those who earn up to $323,000 per year for joint filers, or 77 percent of the state’s taxpayers. The move would “deliver over $1 billion in tax relief to more than 8.3 million taxpayers,” according to the briefing material.
Ms. Hochul also intends to cut taxes for parents, make school lunch free and give millions of New Yorkers rebates of up to $500 depending on their income.
It was not immediately apparent how many of these proposed programs would be enacted or funded. But it was clear that the re-election of Donald J. Trump had been on her mind as she crafted the address.
She highlighted proposals to protect the identities of doctors who prescribe anti-abortion drugs and add more state troopers to patrol the northern border. Expectant mothers would also qualify for a $100 monthly benefit during pregnancy; mothers on public assistance would receive an additional $1,200 when their child is born.
The governor, however, seemed to shy away from adopting the kind of “resistance” fervor that characterized responses to Mr. Trump’s first inauguration in 2017.
Ms. Hochul’s reluctance to do so, combined with her push on affordability, may reflect the precariousness of her own political future. Her popularity has plummeted in recent years, and rivals from both parties appear to be preparing to challenge her in 2026.
One potential Republican candidate, Representative Mike Lawler, who represents parts of the Hudson Valley, stood alongside Republicans from the State Legislature Tuesday morning and criticized the governor on a litany of issues, including congestion pricing, which he said only put more financial strain on New York commuters.
“She is a feckless and failed governor who needs to be replaced in 2026,” Mr. Lawler said, later adding that her speech on Tuesday “isn’t about working across the aisle to make New York a better, more affordable, safer place to live.”
Last month, Siena College released a poll that found that just 33 percent of voters wanted Ms. Hochul re-elected and about 39 percent had a favorable view of her. The poll also showed that about 43 percent of New York voters thought lowering the cost of living should be the Legislature’s top priority this year. Creating more affordable housing was also high on the list of priorities.
Ms. Hochul has seemed to tailor some of her State of the State proposals to those voter concerns. Her proposed “inflation refund” program would route roughly $3 billion in excess sales tax revenue directly to New Yorkers.
And Ms. Hochul’s proposed expansion of the state’s child tax credit would more than double what some families currently receive. In recent years, New York’s poorest families have typically received up to $330 per child. If the plan were enacted, eligible families could get tax credits of up to $1,000 per child under the age of 4. Families with children ages 4 to 16 could get credits of up to $500 per child.
Before the speech, the Erie County executive, Mark C. Poloncarz, applauded Ms. Hochul’s focus on bread-and-butter issues but said she would have to keep promoting her agenda beyond the State of the State address for it to sink in.
“One of the things that you can’t do is make these big announcements, and then that’s it,” he said. “People want to see and know their elected officials. They want to know more than you’re just investing in affordability issues, but that you understand their issues in their communities.”
Mr. Poloncarz, a Democrat, added that the governor needed to remind people that “the Democratic Party is the party of the working class. We’re the ones that brought Social Security, we’re the ones who came up with Medicare. We’re the ones of the Affordable Care Act, which the prior administration tried to eliminate.”
The proposed tax cuts and refunds come as the state contemplates how to plug a multibillion-dollar funding hole for infrastructure improvements to public transit. Last month, Carl E. Heastie, the Assembly speaker, and Andrea Stewart-Cousins, the Senate majority leader, rejected the Metropolitan Transportation Authority’s capital proposal, citing in part the plan’s $33 billion deficit.
“Everything will have to be on the table,” Ms. Stewart-Cousins said when asked on Monday if new taxes to fund regional transit were under consideration.
Ms. Hochul said in papers accompanying the speech that she wants “a balanced mix of federal, state, city and M.T.A. contributions in line with historical practice, alongside new revenue sources to be agreed during budget negotiations this spring and cost efficiencies to be achieved by the M.T.A.”
Crime continues to be another pressing concern for New York voters, especially in the New York City subway, where a number of violent incidents have drawn attention to rider safety. Ms. Hochul wants to fund more lights and barriers on platforms, along with deploying more law enforcement officers on trains. She also wants to tweak and streamline how the discovery process works in preparation for trials.
And she is expected to elaborate on her efforts to loosen the standards for involuntary commitment and expand laws relating to court-ordered assisted outpatient treatment for people with mental illness. Mayor Eric Adams of New York City has been a major proponent of these changes, saying they will go a long way toward addressing some of the perceived disorder on the trains and will help vulnerable people.
Brian Stettin, Mr. Adams’s senior adviser on severe mental illness, said in an interview that Ms. Hochul’s public comments had been encouraging and showed an urgency about the problems that outreach workers and others were confronting.
“Her comments have been consistent with what’s in our package,” he said. “But we are waiting to see the details.”
The governor will also propose spending $400 million to breathe new life into Albany’s struggling downtown, including $150 million for the aging New York State Museum. The proposed funds for the state’s capital were earlier reported by The Albany Times Union.
Jay Root and Maya King contributed reporting.

New York
Video: How a Mexican Navy Ship Crashed Into the Brooklyn Bridge

On Saturday, a Mexican Navy ship on a good will tour left a New York City pier bound for Iceland. Four minutes later, it crashed into the Brooklyn Bridge. [Spanish] “It’s falling!” [English] “No way!” Here’s what happened. The Cuauhtémoc had been docked on the Lower East Side of Manhattan for four days, open to visitors looking for a cultural experience. As the ship prepared to leave on Saturday night, a tugboat arrived to escort it out of its pier at 8:20 p.m. The ship’s bow, the front of the vessel, faced Manhattan, meaning it would need to back out of its berth into the East River. As the Cuauhtémoc pulled away from shore, the tugboat appeared to push the side of the ship, helping to pivot the bow south toward its intended route. The river was flowing northeast toward the Brooklyn Bridge and the wind was blowing in roughly the same direction, potentially pushing the ship toward a collision. Photos and videos suggest the tugboat was not tied to the ship, limiting its ability to pull the ship away from the bridge. The Cuauhtémoc began to drift north, back first, up the river. Dr. Salvatore Mercogliano, who’s an adjunct professor at the U.S. Merchant Marine Academy, told The Times that the ship appeared to be giving off a wake. This suggests its propellers may have been running in reverse, pushing it faster toward the bridge. The tugboat sped alongside the ship as it headed north, possibly trying to get in front of it and help the ship maneuver the other way. But it was unable to cut the ship off or reverse its course. All three masts crashed into the underside of the Brooklyn Bridge at approximately 8:24 p.m., four minutes after the ship had left the pier, causing the top sails to collapse. Crew members standing on the masts during the collision were thrown off entirely. Others remained hanging from their harnesses. A New York City patrol boat arrived about eight minutes after the collision, followed quickly by a fire department boat. Additional law enforcement and emergency medical services removed the wounded for treatment. According to the Mexican Navy, two of the 227 people aboard the ship were killed and 22 others were injured.
New York
Audio Data Shows Newark Outage Problems Persisted Longer Than Officials Said

On April 28, controllers at a Philadelphia facility managing air traffic for Newark Liberty International Airport and smaller regional airports in New Jersey suddenly lost radar and radio contact with planes in one of the busiest airspaces in the country.
On Monday, two weeks after the episode, Sean Duffy, the secretary of transportation, said that the radio returned “almost immediately,” while the radar took up to 90 seconds before it was operational.
A Times analysis of flight traffic data and air traffic control feed, however, reveals that controllers were struggling with communication issues for several minutes after transmissions first blacked out.
The episode resulted in multiple air traffic controllers requesting trauma leave, triggering severe flight delays at Newark that have continued for more than two weeks.
Several exchanges between pilots and controllers show how the outage played out.
Outage Begins
Air traffic recordings show that controllers at the Philadelphia facility first lost radio and radar communications for about a minute starting just before 1:27 p.m., after a controller called out to United Flight 1951, inbound from Phoenix.
The pilot of United 1951 replied to the controller’s call, but there was no answer for over a minute.
1:26:41 PM
Controller
OK, United 1951.
1:26:45 PM
Pilot
Go ahead.
1:27:18 PM
Pilot
Do you hear us?
1:27:51 PM
Controller
How do you hear me?
1:27:53 PM
Pilot
I got you loud and clear now.
Two other planes reached out during the same period as United 1951 — a Boeing 777 inbound from Austria and headed to Newark, and a plane whose pilot called out to a controller, “Approach, are you there?” Their calls went unanswered as well.
Radio Resumes, With Unreliable Radar
From 1:27 to 1:28 p.m., radio communications between pilots and controllers resumed. But soon after, a controller was heard telling multiple aircraft about an ongoing radar outage that was preventing controllers from seeing aircraft on their radarscopes.
One of the planes affected by the radar issues was United Flight 674, a commercial passenger jet headed from Charleston to Newark.
1:27:32 PM
Pilot
United 674, approach.
1:27:36 PM
Controller
Radar contact lost, we lost our radar.
1:30:34 PM
Controller
Turn left 30 degrees.
1:31:03 PM
Pilot
All right, we’re on a heading of 356. …
1:31:44 PM
Controller
I see the turn. I think our radar might be a couple seconds behind.
Once the radio started operating again, some controllers switched from directing flights along their planned paths to instead providing contingency flight instructions.
At 1:28 p.m., the pilot of Flight N16NF, a high-end private jet, was called by a controller who said, “radar contact lost.” The pilot was then told to contact a different controller on another radio frequency.
About two and a half minutes later, the new controller, whose radar did appear to be functioning, instructed the pilot to steer towards a location that would be clear of other aircraft in case the radio communications dropped again.
Flight N426CB, a small private jet flying from Florida to New Jersey, was told to call a different radio frequency at Essex County Airport, known as Caldwell Airport, in northern New Jersey for navigational aid. That was in case the controllers in Philadelphia lost radio communications again.
1:27:57 PM
Controller
If for whatever reason, you don’t hear anything from me further, you can expect to enter right downwind and call Caldwell Tower.
1:29:19 PM
Controller
You just continue on towards the field. They’re going to help navigate you in.
This is in case we are losing our frequencies.
1:29:32 PM
Pilot
OK, I’m going over to Caldwell. Talk to you. Have a good afternoon.
Minutes Later, Radar Issues Persist
According to the Federal Aviation Administration, aircraft reappeared on radarscopes within 90 seconds of the outage’s start, but analysis of air traffic control recordings suggest that the radar remained unreliable for at least some radio frequencies for several minutes after the outage began around 1:27 p.m.
At 1:32 p.m., six minutes after the radio went quiet, Flight N824TP, a small private plane, contacted the controller to request clearance to enter “Class B” airspace — the type around the busiest airports in the country. The request was denied, and the pilot was asked to contact a different radio frequency.
1:32:43 PM
Pilot
Do I have Bravo clearance?
1:32:48 PM
Controller
You do not have a Bravo clearance. We lost our radar, and it’s not working correctly. …
If you want a Bravo clearance, you can just call the tower when you get closer.
1:32:59 PM
Pilot
I’ll wait for that frequency from you, OK?
1:33:03 PM
Controller
Look up the tower frequencies, and we don’t have a radar, so I don’t know where you are.
The last flight to land at Newark was at 1:44 p.m., but about half an hour after the outage began, a controller was still reporting communication problems.
“You’ll have to do that on your own navigation. Our radar and radios are unreliable at the moment,” a Philadelphia controller said to a small aircraft flying from Long Island around 1:54 p.m.
Since April 28, there has been an additional radar outage on May 9, which the F.A.A. also characterized as lasting about 90 seconds. Secretary Duffy has proposed a plan to modernize equipment in the coming months, but the shortage of trained staff members is likely to persist into next year.
New York
Two Men’s Fight to Protect the Geese at the Central Park Reservoir

Whether goslings live or die at the Central Park Reservoir could be up to two 70-something, nature-loving men who first crossed paths there this winter.
Edward Dorson, a wildlife photographer and regular visitor to the reservoir, learned in 2021 that federal workers were destroying the eggs of Canada geese there as part of a government safety program to decrease bird collisions with airplanes. He tried to stop it.
He reached out to animal rights organizations and wrote letters to various government agencies. He got nowhere.
Then in December, he met Larry Schnapf, a tough-talking environmental lawyer, who spotted Mr. Dorson admiring the birds and introduced himself. Mr. Dorson told him about the nest destruction. Mr. Schnapf, in his 40-year legal career, had mostly focused on redeveloping contaminated properties but had picked up the occasional pro bono passion project. “I told him I take on quixotic pursuits,” Mr. Schnapf said.
Now, they are teaming up to protect the eggs of a small population of Canada geese that nest around the reservoir, a popular attraction for joggers and bird watchers. The battle will undoubtedly be uphill: They are lobbying multiple government agencies during a fraught time in aviation where bird strikes are one of many concerns, on behalf of a bird often described as a nuisance because of its honking cries and the droppings it leaves on lawns, parks and golf courses.
The men say they appreciate the importance of protecting planes. But they are seeking to exempt the Central Park Reservoir from the egg destruction program so that it can serve as a sanctuary for the nesting geese. They argue that Central Park is far enough from the area’s airports that the geese do not pose a major problem.
Mr. Schnapf said he plans to send a cease-and-desist letter to the Port Authority of New York and New Jersey, which oversees five major airports in the region, including Kennedy International Airport, Newark Liberty International Airport and LaGuardia Airport. The agency works with an arm of the U.S. Department of Agriculture on the safety program. “I think this is all unlawful,” he said. “These are protected animals.”
Port Authority officials did not comment on the advocacy plans of the two men. But they stressed that government efforts like those underway in Central Park were part of creating safer conditions for air travel.
“Managing wildlife risks — especially from resident Canada geese — near our airports is a life safety imperative and essential to maintaining safe operations,” said Laura Francoeur, the Port Authority’s chief wildlife biologist.
Although Canada geese are protected under the Migratory Bird Treaty Act, authorities have obtained a waiver to control the population. The birds, which can weigh as much as 19 pounds and have a wingspan up to 5.5 feet, according to the Cornell Lab of Ornithology, can get sucked into plane engines and bring an aircraft down.
Between 2008 and 2023, there were 451 aviation accidents involving commercial aircraft in the United States, with a total of 17 caused by bird strikes, producing five injuries and no fatalities, according to the National Transportation Safety Board.
New York City tightened its grip on Canada geese in 2009, after a collision with a flock caused US Airways Flight 1549, piloted by Chesley B. Sullenberger III, to lose both its engines shortly after it took off from LaGuardia. The plane was forced into an emergency water landing in what is now commonly known as the “miracle on the Hudson.”
The event prompted the Port Authority to ask the Department of Agriculture for help. In 2010, federal wildlife workers took on the management of Canada geese populations within seven miles of the city’s major airports, including in city parks.
Mr. Schnapf calls the current rules an overreach, since Federal Aviation Administration guidelines call for wildlife management only within five miles of airports. A Port Authority spokeswoman said the agency honors all federal regulations, including addressing wildlife hazards within five miles of airports. But she added that the agency will often go beyond that radius when specific threats arise.
Data from the F.A.A. shows that Canada geese strikes at LaGuardia and Kennedy Airports have remained consistent over the last two decades, with between zero and four instances per year.
Canada geese thrive in people-friendly landscapes, and their population has boomed throughout North America over the last four decades. Many geese have become so comfortable in parks and other green spaces, like the reservoir, that they have stopped migrating, becoming year-round residents.
There are about 228,000 resident Canada geese in New York State, up from 150,000 in 2002. The state’s Department of Environmental Conservation would like to see that number shrink to 85,000.
The two men fighting for the Central Park Reservoir’s resident geese were both born in the Bronx, are similar in age and diet (one is a vegetarian, the other a vegan). But the similarities more or less end there.
Mr. Dorson, 77, an accomplished underwater photographer and conservationist with a background in the arts, is a soft-spoken lover of hard-to-love animals — he helped start a shark sanctuary in Palau, in Micronesia. Mr. Schnapf, 72, is a fast-talking, fast-acting networker who is not afraid to make noise.
“I told Ed,” he said, “you’ve got to rattle the bureaucracy.”
Mr. Dorson and Mr. Schnapf are hoping to meet with officials from the Port Authority, the Central Park Conservancy and the city’s Department of Environmental Protection, which oversees the reservoir, among other decision makers.
”All we’re trying to do is get them to talk to us, so we can come up with a plan so at least some of those eggs can be hatched,” Mr. Schnapf said.
Mr. Dorson admitted that, right now, “I don’t see too many people like me who are worried about the geese.”
“But maybe 10 years from now, when there are no geese here, then people might feel the loss,” he said. “I’d like to change that.”
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