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How Mino Lora, Co-Founder of the People’s Theatre, Spends Her Sundays

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How Mino Lora, Co-Founder of the People’s Theatre, Spends Her Sundays

As the co-founder and executive artistic director of the People’s Theatre, Mino Lora sets the stage to spotlight the voices of the immigrant communities in Upper Manhattan.

She started the People’s Theatre to serve Washington Heights and Inwood 16 years ago, but her interest in community building and social justice can be traced to her childhood in the Dominican Republic.

“I always thought I would be a teacher, and that’s what I was studying in college,” said Ms. Lora, 44, who was born and raised in the capital city of Santo Domingo. “But after I attended the International Theatre Festival of Santo Domingo 1999, I dropped out of school.”

She received a scholarship to study theater in Purchase, N.Y., at Manhattanville College (which recently changed its name to Manhattanville University). After graduating, she moved to New York City and found her footing as a director. She later co-founded the People’s Theatre with Bob Braswell, her roommate-turned-husband.

“For me, the creative process is the most interesting part,” she said.

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In 2026, the theater will get its first permanent home: a $40 million multidisciplinary performing arts center at Miramar, a new mixed-income residential building in Inwood.

“I dreamed of this for 10 years,” Ms. Lora said, adding that she saw the center as a model for similar spaces around the country.

Ms. Lora lives in an apartment in the Spuyten Duyvil neighborhood of the Bronx with Mr. Braswell, 42, who is the theater’s managing director, and their children, Emma Lucia, 11, and Marcos, 8.

FEEDING THE EARLY RISERS I try to sleep in, so I don’t get up until 8:30. But Emma Lucia and Marcos generally are up by 7 and are starving, so we have our first breakfast of the day. I make myself a cup of coffee and then make them eggs and cheese or waffles; they’re frozen. Emma has just gotten old enough to help me.

We have our second breakfast around 10 a.m. at the Johnson, which is the closest diner to our apartment. The kids like it — Marcos, a proud Bronx kid, loves the Bronx-themed décor. They usually get waffles or pancakes. I always eat the same thing: an egg-white Greek omelet with extra crispy home fries in hot sauce, multigrain toast and an oat latte.

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DANCING FOR JOY Some Sundays, I run in the gym in our apartment building, but on others, I drive Emma Lucia to Alvin Ailey in Midtown Manhattan for dance class, which starts at noon. I used to drop her off and wait for her, but when I realized there were also classes for adults, I signed up. I had been doing West African dance, but I just started the contemporary class. I’ve always liked to dance and danced a lot when I was in college, but then I got too busy and stopped. I love to keep moving because it’s a way of harnessing my own personal joy.

PIZZA BREAK By 1:30, we’re pretty hungry, so we go to lunch in Midtown. We don’t have any particular place. We always look for new spots. Often, we have pizza — white pieces with broccoli.

THE PLAY’S THE THING When we’re prepping plays for production, I generally skip lunch and have business meetings. Right now, we’re working on “Domino Effect” by Marco Antonio Rodriguez, which takes place during an evening in Washington Heights, where a game of dominoes becomes a bridge between generations, touching on themes of identity, resilience and connection. It runs from April 4 to April 20, so I’m meeting regularly with Rodriguez, the creative producer, Jiawen Hu, and the assistant director, Catalina Beltran.

PUTTING ON MY HARD HAT Afterward, I take the subway up to Inwood to the construction site of the People’s Theatre: Centro Cultural Inmigrante. I generally go there two to three times a month with Allison Robin, principal and co-owner of Envoie Projects, our owners’ reps for the project. Three of the theater’s board members, Cindy Caplan, Zahira Perez and Mel Wuong, who are all immigrant women, join me. The elevator just went in, and the shell will be done in February, and then we’ll get to go in and make it look like a real theater.

TIME FOR CHARADES Then I head home for the night. I love to cook, so I start prepping dinner as well as the meals for the week while my husband cooks pasta for the kids’ lunchboxes. After dinner, we play board games. Our current favorites are Ticket to Ride, the card game Uno and Rummikub. We also play charades, which I have been doing since I was growing up.

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Emma Lucia and Marcos are theater kids. They go to public schools, and they’ve both been in class plays. Emma Lucia’s in the People’s Theatre Academy, and she told me she wants to sing and dance on Broadway. I am thrilled that she wants a career in the arts; she’s talented and so joyful when she performs that it makes my heart swell. Marcos, however, has said he wants to be an inventor and recently informed me that theater is merely his hobby.

GETTING THE KIDS SETTLED Around 8 or 8:15, Bob and I start getting the kids ready for bed. We used to read to them, but they are too old for that now, which I find kind of sad. They’re bilingual, so they read books in English and in Spanish. I’m proud of that, even though it makes it harder for them, but it’s important to me and my Dominican culture.

A GLASS OF WINE AND A BOOK BEFORE BED Once the kids are in bed, which is around 8:30 p.m., Bob and I watch TV to wind down. I particularly like “The Great British Baking Show” on Netflix. Then I read in bed.

Right now, I have several library books, including “A Caribbean Heiress in Paris” by Adriana Herrera, which I’m reading in English, and “El Principio del Corazón” by Helen Hoang, which I got in Spanish.

This also is a time for Bob and me to talk about the logistics of the upcoming week. I have to balance producing and directing with raising a family, so we decide who’s picking the kids up from school and taking them to soccer practice. I end the night with a glass of rosé or white wine or even a vodka tonic, a favorite of my dad’s. He was an artist and painter, and a lot of what I am comes from him. He passed away last year at age 86, so drinking it is a way to honor him.

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

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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.

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Audio Data Shows Newark Outage Problems Persisted Longer Than Officials Said

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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.

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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.

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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.

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The pilot of United 1951 replied to the controller’s call, but there was no answer for over a minute.

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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.

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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.

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One of the planes affected by the radar issues was United Flight 674, a commercial passenger jet headed from Charleston to Newark.

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Once the radio started operating again, some controllers switched from directing flights along their planned paths to instead providing contingency flight instructions.

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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.

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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.

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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.

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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.

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1:32:43 PM

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Pilot

Do I have Bravo clearance?

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1:32:48 PM

Controller

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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

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Pilot

I’ll wait for that frequency from you, OK?

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1:33:03 PM

Controller

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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.

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“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.

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Two Men’s Fight to Protect the Geese at the Central Park Reservoir

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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.

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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.

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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.

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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.”

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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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