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Richard Foreman, Iconoclastic Playwright and Impresario, Dies at 87

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Richard Foreman, Iconoclastic Playwright and Impresario, Dies at 87

Richard Foreman, the relentlessly teasing, deliberately mysterious avant-garde playwright and impresario who founded the Ontological-Hysteric Theater, won a bookshelf full of Obie Awards and received a MacArthur fellowship in his late 50s, died on Saturday in Manhattan. He was 87.

David Herskovits, the artistic director of Target Margin Theater in Brooklyn and a co-executor of Mr. Foreman’s literary estate, said the death, at Mount Sinai West Hospital, was from complications of pneumonia.

Mr. Foreman established his company in 1968 and went on to present more than 50 of his own plays; for many years the group was housed at St. Mark’s in the Bowery, the historic East Village church. The company name refers to the metaphysical study of the nature of existence and to Mr. Foreman’s conviction that the situations he worked with were, as he told John Rockwell of The New York Times in 1976, “basically hysteric — repressed passions emerging as philosophical interactions.”

The titles of his plays hinted at his worldview. “Dream Tantras for Western Massachusetts” (1971) was one of numerous collaborations with the composer Stanley Silverman. “My Head Was a Sledgehammer” (1979) depicted a professor and two students facing the frustrations of acquiring knowledge. “Bad Boy Nietzsche!” (2000) was about that German philosopher’s nervous breakdown. “King Cowboy Rufus Rules the Universe!” (2004) was inspired by the George W. Bush administration.

Other titles, like “Total Recall” (1970), “Vertical Mobility” (1974) and “Permanent Brain Damage” (1996), were more concise but no less resonant.

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Mr. Foreman’s plays tended to be “peerless mini-extravaganzas” offering “dizzying theatrical joys,” Ben Brantley wrote in one 2004 Times review. Looking at Mr. Foreman’s body of work, he also mentioned the familiar “cross-cultural medley of musical fragments, the strings and poles that segment the stage, vulnerable baby dolls and menacing thugs in animal outfits.”

The same review called Mr. Foreman’s strength as a writer “his refusal to spell anything out.”

Mr. Foreman was recognized and rewarded early in his career. He received his first Obie Award in 1970, sharing it with Mr. Silverman, for “Elephant Steps,” which has sometimes been described as an opera about a radio show. It had its premiere at the Tanglewood music festival in Massachusetts in 1968.

When “Elephant Steps” came to Hunter College in Manhattan two years later, the chief classical music critic of The Times, Harold C. Schonberg, found it “all very chic,” but he also confessed, “I don’t know what the hell was going on.”

Mr. Foreman went on to win a half-dozen more Obies, first in 1973 for the Ontological-Hysteric Theater itself, then in 1976 for “Rhoda in Potatoland,” a nearly two-hour one-act show about a woman having bizarre dreams.

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On two occasions he won Obies for best play in the same year — meaning that he essentially tied with himself for the top award: for “The Cure” (with an emphasis on patient-doctor relations) and “Film Is Evil, Radio Is Good” (the title was the theme) in 1987; then for “Pearls for Pigs” (about a mentally disturbed actor) and “Benita Canova” (about mean schoolgirls) in 1998. Some people count those as two Obies, others as four.

In between, Mr. Foreman received the best director award for Vaclav Havel’s “Largo Desolato” (1986) and a special Obie (1988) for sustained achievement.

In 1995, when he was 58, Mr. Foreman received a MacArthur Foundation fellowship, popularly known as the “genius grant.” The foundation praised him for his “original vision and commitment to developing new theatrical vocabularies” that influenced the direction of American avant-garde theater.

No one could credibly accuse Mr. Foreman of abandoning his bohemian roots and going mainstream, but he did direct and design numerous classical works and operas both in the United States and abroad. They included Johann Strauss’s “Die Fledermaus” at the Paris Opera, Mozart’s “Don Giovanni” at Opéra de Lille, France, Molière’s “Don Juan” at the Guthrie Theater in Minneapolis and Joseph Papp’s production of Kurt Weill and Bertolt Brecht’s “The Threepenny Opera” at Lincoln Center in New York.

Mr. Foreman was well-known in SoHo, where he bought a 3,600-square-foot loft for $10,000 in 1970. (“Now it’s all Boutiqueville,” he observed regretfully, referring to the neighborhood, in a 2013 Times interview.) Early in his career he was identifiable by his matching dark hair, eyebrows and walrus-style mustache. Decades later, when the mustache was gone and his hairline had receded, The Forward described him affectionately as “a disheveled, egg-shaped man with long, stringy hair and frayed, formless clothes.”

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Suffering from light sensitivity, Mr. Foreman said, he usually rose well before dawn, covered the apartment’s skylights with fabric and went to bed around 7 p.m. He was a frequent napper. “I lie around, I doze off,” he told The Times. “It’s been a life of bits and pieces.”

It was a life of purpose as well. “I’ve never been very happy about the world,” he confessed in a 2018 video interview for the Lower East Side Biography Project. “So what makes me tick is this obsessive need to figure out what isn’t here that I want to be here. I make plays — or whatever you want to call them — to try to fill that great big void.”

Richard Foreman was born Edward Friedman on June 10, 1937, in Staten Island. He was adopted by Albert Foreman, a lawyer, and his wife, Claire (Levine) Foreman; the Foremans soon moved to Scarsdale, in Westchester County.

Richard graduated from Scarsdale High School, where he showed an early interest in theater, appearing in class productions. He also produced and directed Arthur Miller’s “The Crucible” there, just two years after the play’s 1953 opening on Broadway. He graduated in 1959 from Brown University, where he majored in English and helped form the student theater group there; he also sometimes designed sets. Three years later, he received an M.F.A. from the Yale School of Drama (now the David Geffen School of Drama at Yale).

His father helped him get his first job, managing apartment buildings in New York, Mr. Foreman said in the Biography Project interview. That gave him a flexible schedule and allowed him to pursue artistic projects. His father then helped him again, showing one of his early plays to someone at the influential Shubert organization, who encouraged him and introduced him to a producer.

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Early on, Mr. Foreman became part of a downtown filmmaking group that included Jonas Mekas. With Mr. Mekas as his guru, he made film shorts in the 1970s, adapted his play “Strong Medicine” to film in 1981 and returned to movie production in 2012 with “Once Every Day” and a documentary about its making, “My Name Is Rainer Thompson and I’ve Lost It Completely.”

His last film was “Mad Love” (2018), a 70-minute reverie, mostly in grainy black and white, released by PennSound Cinema. Its central image was of a well-dressed man inserting his index finger into a well-dressed woman’s open mouth.

The last play he produced and directed himself was “Old-Fashioned Prostitutes (A True Romance),” which opened at the Public Theater in 2013. In a review of the play, which he called a “gleeful mind- and memory-bender” about an aging man watching the present “turn into the past,” Mr. Brantley praised Mr. Foreman as “the most eminent elder statesman of the avant-garde in New York theater.”

Mr. Foreman’s first play in a decade, “Suppose Beautiful Madeline Harvey,” about, on the surface, a woman and a man at a boulevard cafe, was staged in December at LaMaMa, the East Village experimental theater, and directed by Kara Feely.

Mr. Foreman married his high school friend Amy Taubin, an actress who became a New York film critic, in 1961; they divorced in 1972. In 1988, he married the artist and actress Kate Manheim, who has appeared in a number of his plays. She is his only immediate survivor.

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In a 2013 essay in The Forward, Joshua Furst compared the power of Mr. Foreman’s work to the Jewish tradition of davening: “If you let the rhythm of his rocking enter you, he’ll remind you what it feels like to be ecstatic, what it is to be hysterical, what it means to circle the meaningless void that is the wellspring of all meaning.”

Michael Paulson contributed reporting.

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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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