New York
How Korean Restaurants Remade Fine Dining in New York
A few months ago, a number of serious food journalists asked out loud whether fine dining was dying, or possibly already dead. This seemed odd to me. I keep close tabs on the restaurant scene, especially in New York City, and if expensive restaurants were undergoing a mass die-off, I’d like to think I would notice. The truth, in fact, seemed to be the opposite. Fancy restaurants are opening here so quickly that there aren’t enough nights in the week for me to check them all out.
One thing I did see, though, is that the flavor of fine dining has changed a lot lately. Korean owners and chefs now run about a dozen of the city’s most prominent high-end restaurants. Their rise, which has been remarkably swift, brings to an end the unquestioned supremacy of French cuisine that lasted for decades.
Today, Atomix, the most accomplished member of the Korean new wave, regularly performs on a level that invites comparisons to Jean-Georges, Le Bernardin and Daniel. And there really isn’t a meaningful second tier in French dining in the city — at least not one that comes together with the combined finesse and power of Jua, Cote, Oiji Mi, Naro and a handful of other exceptional Korean restaurants.
Some of these I like more than others. There are one or two I haven’t reviewed in part because their tasting menus struck me as longer or more expensive than they needed to be (or both). But the best of them are among the most exciting places to eat in the city.
No American city can beat Los Angeles for traditional Korean food. But New York almost certainly has a more varied and exciting group of restaurants where the cuisine is regularly turned upside down and inside out. Outside South Korea, Manhattan is the best place to experience alternate visions of Korean cuisine, to taste classic flavors run through the dual prisms of technique and imagination.
The eldest of the new guard, Jungsik, is 12 years old. Most of those that followed have come along just in the last five years, with a new contender seeming to arrive every six months or so. The next in line is Nōksu, a 12-seat seafood counter behind a locked door inside the 34th Street-Herald Square subway station.
The reign of French haute cuisine in New York started in 1941, when Le Pavillon was transferred to Midtown from the World’s Fair in Queens, and lasted so long that the classic Le and La restaurants, with their Limoges china, silver domes and white linens, are still what most people picture when they hear the words “fine dining.”
Of course, there aren’t many places like that left. The term still suggests hyperattentive service, detail-oriented cooking and carefully controlled environments. The most useful way to think of it, though, is as a price bracket. With the exception of the rowdier steakhouses, almost any place where each person pays more than $100 or $125 for the meal alone, without drinks, is probably offering fine dining.
Vigorous, original and tuned in to contemporary tastes, the restaurants of the Korean vanguard are strewn around Manhattan from Midtown to TriBeCa, but not one is on the K-town strip of West 32nd Street. (Joomak Banjum and Atomix are a short walk away.) They cast their nets well beyond the Korean communities that are the primary audience for the restaurants of Fort Lee, N.J., and Northern Boulevard in Queens.
None of these restaurants are strictly traditional in atmosphere or service, either. They don’t, for instance, ask diners to leave their shoes at the door the way Hangawi has done for years.
The intense and varied Korean restaurants that came before them, though, set the stage for their success. So did the hallyu — the “Korean wave” of movies, music and art that broke into global consciousness.
“Arts, music and film can make a cuisine wanted,” said Jenny Kwak, the chef and an owner of Haenyeo, a casual Korean restaurant in Brooklyn where the main-course prices top out at $42. “They demystify it.”
Ms. Kwak, who opened Dok Suni in the East Village, in the 1990s, told me that she can pinpoint the event that turned large numbers of Americans on to South Korean culture: “Gangnam Style.”
“The cooks I worked with were like, ‘Oh, this is a cool song,’” she said. “I felt a cultural shift.”
Jungsik, the pioneer, opened in 2011, the year before Psy changed the world by dancing on an invisible horse.
Since then, one of Jungsik’s former chefs, Junghyun Park, has opened two formal tasting-menu restaurants: Atomix, which strives for a modern vision of Korean cuisine, and Naro, which explores the past in dishes that date back centuries.
Another Jungsik alumnus, Hoyoung Kim, went on to open Jua, where the tasting menus reinterpret Korean cuisine with the help of a wood-burning grill. Mr. Kim’s second restaurant, Moono, is more casual, if your definition of casual includes a $58 stone pot of rice with mushrooms, foie gras and black truffles served inside a soaring two-story room in a Romanesque Revival former clubhouse.
The thinking among young Korean American chefs these days seems to be, why have one fine-dining restaurant when you could have two? Sungchul Shim began serving nine-course, skewer-themed tastings at Kochi in 2019. Just two years later he followed this with a second place, Mari. It offered menus of 11 courses, most of them served over rice inside folded seaweed to form Korean-style hand rolls.
With his partner Max Soh, the chef Brian Kim owns one of the newest and most expensive Korean restaurants in town, Bōm, where you pay almost $300 for about 12 courses that culminate in multiple slabs of Wagyu beef spiderwebbed with rich fat. Bōm arrived in January, located behind a door in the back of the dining room of Oiji Mi, which Mr. Kim and Mr. Soh had opened about eight months earlier. At Oiji Mi, a five-course dinner is $145.
The progress of these restaurants has not always been unimpeded. Moono has been closed for several weeks to fix a gas problem in the kitchen. Naro has adjusted its prices and menu formats several times since opening in the Rockefeller Center concourse last fall.
In general, though, the new guard of Korean chefs and owners seem to succeed at everything they attempt. Collectively, they give the impression that they cracked the code of fine dining just when many people in the business seem ready to give up on it.
They certainly have Michelin’s number. The most recent New York edition of the guide awarded stars to nine modern Korean restaurants. By comparison, the guide gave no stars to any Chinese restaurants, which are experiencing a renaissance in New York thanks to an infusion of Chinese capital and a growing population of Chinese-born New Yorkers with money to spend on high-end dining.
European and American dining styles shape the experience at these places at least as much as Korean customs do. Since opening Cote in 2017, Simon Kim, its owner, has been careful to define it as a Korean steakhouse, not a Korean barbecue restaurant. Yes, you can get a very good grilled short-rib galbi there, but you can also drink it with a pinot noir from the Willamette Valley, after starting your meal with a shrimp cocktail on chipped ice — straight-up Americana, except for the gochujang in the cocktail sauce.
More often, the flourishes come straight from France. Naro and Oiji Mi are big on tableside service, especially last-minute applications of sauce. Any number of Korean tasting menus start with an amuse-bouche or two and end with mignardises. Bōm kicks off the festivities with half-dollar-size caviar tarts; the last of 18 or so courses is a tiered tree of shiny, elegant chocolate bonbons.
There are more high-end Japanese restaurants in the city than Korean; there may be more omakase sushi counters alone. But the sway the Koreans hold over the dining scene exceeds their numbers.
Their modernity and their departures from tradition give the Korean fine-dining restaurants the sense that they are in conversation with other restaurants, both here and abroad. Many of their Japanese counterparts, meanwhile, can seem to be in conversation mainly with one another. Yoshino or its yakitori equivalent, Kono, feel like emissaries of Japanese culture. Atomix, Joomak Banjum and Oiji Mi, on the other hand, are fully New York restaurants.
The high end doesn’t seem to be patenting new dining trends the way, say, Roy Choi’s Kogi trucks and David Chang’s original Ssam Bar once did. (One of the peculiarities of Mr. Chang’s idiosyncratic career is that he closed Kawi — one of the most compelling modern Korean restaurants the city has seen — in 2021, just as Korean fine dining was achieving a kind of critical mass.) There are probably several reasons for this, the most obvious one being that these places are too expensive to start a populist movement.
But the mere fact that bulgogi tacos exist sets the stage for dishes like the raw-scallop naengchae with jellyfish and cucumber juice that I had at Oiji Mi last month. As Ms. Kwak put it, “Korean food was always associated with spicy or pungent flavors. A limited palate. I really love that these young chefs want to show the versatility in Korean flavors. They have this need to showcase how amazing their food is, to turn that impression around.”
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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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