New York
‘S.N.L.’ Star Colin Jost Takes a Spin on Ferryboat He Bought With Pete Davidson
Colin Jost, one of many stars of “Saturday Night time Reside,” has ridden the Staten Island Ferry throughout New York Harbor many occasions. However Monday he rode one for the primary time as its proprietor.
Mr. Jost and his castmate Pete Davidson, each of whom grew up on Staten Island, have been co-owners of a hulking, orange ferryboat since they joined a gaggle of buyers who efficiently bid on it in January. The group paid New York Metropolis greater than $280,000 for the boat, named for John F. Kennedy, after successful a aggressive public sale.
Then that they had to determine what to do with it.
The companions are nonetheless engaged on their plan to show it right into a floating leisure venue. Whereas they try this, they wanted to discover a place to dock a 277-foot-long boat that weighs 2,100 tons.
They settled on a shipyard on the western fringe of Staten Island, just some miles from the terminal the place Mr. Jost had boarded a ferry each weekday morning on his commute to Regis Excessive Faculty in Manhattan. Mr. Jost’s father, Daniel, had dropped Colin off on the ferry on all these college days, so it was solely becoming that he got here alongside for the experience.
Monday was transferring day and Mr. Jost’s companions determined to make a manufacturing of it. As an alternative of getting the ferry towed on to the shipyard, that they had two tugboats push it out into the center of the busy harbor to take pictures and video of it in opposition to town’s most well-known backdrops.
That’s how a comedic actor who delivers faux information on late-night tv wound up standing on the roof of a 57-year-old ferry with out working engines subsequent to the Statue of Liberty whereas a helicopter and a digicam drone buzzed overhead.
“I’m a cautious particular person by nature and that is undoubtedly the riskiest factor that I’ve accomplished,” Mr. Jost stated, referring to your entire journey.
He stated that he needed to get entangled within the enterprise due to his nostalgic connection to the ferry, and he texted Mr. Davidson and requested, “Cut up it?” Mr. Davidson, who didn’t be part of the group on Monday, replied instantly with enthusiasm, Mr. Jost recalled.
Daniel Jost, a former trainer at Staten Island Technical Excessive Faculty, was extra circumspect, urging his son to do his “homework” on the concept earlier than plunging in, Mr. Jost stated. However aboard the boat, each father and son appeared happy with the entire lark.
“As a result of it got here from a pure place, it ended up being a smart move,” Mr. Jost stated. Although, he added, “Worst case, we simply dock it someplace and make it New York Metropolis’s largest houseboat.”
One of many companions, Paul Italia, defined that he needed to attempt to keep the constructive power that the preliminary information of the group’s buy had generated. Mr. Italia, who owns The Stand, a comedy membership close to Union Sq. in Manhattan, stated he had been inundated with concepts and presents because the information broke three months in the past.
“The help’s unimaginable however there’s the haters on the market too,” Mr. Italia stated, referring to all the individuals who thought-about it folly to attempt to repurpose such an enormous, previous boat.
They acquired the ferry “as is,” full with dozens of wood benches, a working popcorn maker within the concession stand and posters of the subway system on the partitions. Mr. Jost identified that a number of the posters marketed “Impractical Jokers,” a TV present for which his brother Casey was a author and producer.
Mr. Italia stated that in looking for a last house for the ferry after its conversion he had studied a satellite tv for pc picture of New York Harbor and contacted everybody he might discover who owned waterfront property in Brooklyn and Manhattan. He stated metropolis officers had been cooperative in his search.
The best spot could be on the finish of its personal pier as a result of the ferry was constructed to load — each folks and automobiles — from both finish, stated Ron Castellano, one other of the companions, who’s an architect and developer.
Wherever it finally ends up, “It immediately turns into the most effective leisure venues on the planet,” stated Ed Burke, deputy borough president of Staten Island, who was alongside for the experience. “Persons are tickled by this,” Mr. Burke stated. “It’s of nice curiosity on Staten Island.”
After a number of hours on the water, the tugs pushed the ferry right into a slip at Caddell Dry Dock & Restore, the place it can keep for repairs and renovation. As soon as it was docked, Caddell’s staff devised a option to get the passengers off the boat, however Mr. Jost didn’t look forward to them.
He climbed out a window onto a pier, then smiled up at his companions and the remainder of the passengers. “Whenever you experience a ferry as a lot as I’ve, you be taught a number of tips,” he stated.
New York
The Mystery of a Subway Victim’s Downward Spiral
Good morning. It’s Monday. Today we’ll read about the early life and downward spiral of Debrina Kawam, the woman who was burned alive on a train in Brooklyn last month at age 57.
Andy Newman, who covers homelessness and poverty for the Metro desk, and I spent days reporting on the twists and turns of her life in an attempt to understand her life after her death made headlines across the country.
Debrina Kawam’s story was a tale of two lives. In her first act, she was Debbie, the girl who old friends fondly remembered as a spitfire and beloved Little Falls, N.J., sweetheart.
Those who knew her said she had an inner glow that shined through as she cheered on football players in high school, posed against a collage of Led Zeppelin posters and welcomed diners at Perkins Pancake House with a smile.
Accounts of her early life further revealed a jubilant woman who took a bite out of life whenever she could, whether that was through trips to the Caribbean or partying with friends.
In 2003, she legally changed her first name to Debrina.
Somewhere along the way her life changed, and it took a dark turn in the early 2000s. It still remains unclear what may have happened to trigger her heart-wrenching downfall.
Financial records show that she accumulated about $90,000 in debt, eventually leaving her with a handful of possessions: a Dodge Neon valued at $800, a television, a futon worth $300 and some clothes.
Grappling with alcohol abuse, Kawam racked up dozens of summonses for drinking and disorderly conduct along the Jersey Shore starting in the mid-2010s.
She tried to visit her mother in Toms River, N.J., this spring, only to find out that her mother had sold the home and moved away.
In the fall of last year, Kawam was homeless. After an outreach team encountered her at Grand Central Terminal, she entered the New York City shelter system and was assigned to a facility in the Bronx. But she never showed up.
On Dec. 22, she had dozed off on a stationary F train at the Coney Island-Stillwell Avenue station when a man calmly walked up to her and set her clothes on fire with a lighter, the authorities said. Sebastian Zapeta-Calil has been charged with murder and arson in the case.
She died from burns and smoke inhalation. It took the medical examiner’s office days to identify her. But since Kawam’s name emerged, her story has become one that is likely to remain in New Yorkers’ memories.
Weather
Today there will be light snow with clouds and a high near 31. Tonight, the sky will remain cloudy as the temperature dips into the low 20s.
ALTERNATE-SIDE PARKING
Suspended today for Three Kings Day.
The latest New York news
Dear Diary:
My tooth was aching as I got off a packed northbound A train at 175th Street. I joined a river of people flowing at rush hour through the long tunnel that leads to the George Washington Bridge Bus Station.
I was deeply lost in my thoughts when I was overtaken by an immaculately dressed, middle-aged man.
To my astonishment, he stopped, turned and, blocking my way, looked directly into my eyes with an indignant expression.
“May I help you?” I asked.
“You missed a whole passage,” he said in an angry voice.
“What passage?” I said.
“From the ‘Trout Quintet’,” he said. “By Schubert.”
“Was I whistling?” I asked. “I frequently do that unconsciously, usually classical music.”
“I am sort of tone deaf,” I added, trying for some reason to assuage his anger.
“Tone deafness has nothing to do with it,” he said. “You missed a whole passage.”
I tried to ask if he was a musician, but just then my voice was drowned out by someone in the tunnel who started to play an Andean panpipe really loudly.
“I am sorry,” I said apologetically to the man before continuing on. “But I really have to get to my dentist.”
— Bronek Pytowski
Illustrated by Agnes Lee. Send submissions here and read more Metropolitan Diary here.
Glad we could get together here. James Barron will be back tomorrow.
P.S. Here’s today’s Mini Crossword and Spelling Bee. You can find all our puzzles here.
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.”
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