New York
Seymour P. Lachman, Who Exposed Political Cabals in Albany, Dies at 91

Seymour P. Lachman, a former New York State senator who was so fed up with the political shenanigans in Albany that he quit the Legislature and wrote two books that helped spur reforms, died on Jan. 2 at his home in Manhattan. He was 91.
His wife, Susan Lachman, confirmed the death.
Mr. Lachman (pronounced LACK-man), a college professor who had also briefly served as president of the New York City Board of Education in the 1970s, was first elected to the State Senate in 1996 to fill a vacancy in a Brooklyn district that originally included the Bensonhurst and Borough Park sections and later also included part of Staten Island.
A Democrat, he often described himself as a traditionalist. But he would have been the first to acknowledge that the tell-some book he wrote about secretive power-brokering in Albany probably had more impact than his party-line votes as a legislator.
The title of the book — written with Robert A. Polner, a Newsday reporter — was a giveaway: “Three Men in a Room: The Inside Story of Power and Betrayal in an American Statehouse” (2006).
Its thrust was that anything of consequence that occurred in the state capital was predetermined by the governor, the Senate majority leader and the Assembly speaker and reflected “a subservience by lawmakers that has no peer in the United States Congress nor in many American statehouses.”
The book told of the corrupting power of money, the outsize influence of lobbyists, and public authorities’ lack of accountability.
“The reward for lawmakers’ compliance includes party assistance and taxpayer-financed pork-barrel morsels for community organizations in election years,” Mr. Lachman and Mr. Polner wrote in an opinion essay in The New York Times in early 2007.
They added: “Those who play by the rules of the leadership also benefit by having their names appended from time to time to bills of importance. They receive committee assignments that can earn them as much as $40,000 on top of their $79,000 yearly salary, and their district lines are rigged in their favor for lifetime job security. Is it any wonder that while Democrats won big across the country this November, in Albany just one Republican seat in the State Senate went Democratic?”
“Three Men in a Room” vividly described Albany’s backstage machinations and argued for change, some of which Gov. Eliot Spitzer and later Gov. Andrew M. Cuomo said they favored.
The two authors also wrote “Failed State: Dysfunction and Corruption in an American Statehouse” (2017), in which they lobbied for revisions in New York’s bloated and anachronistic Constitution.
At his death, Mr. Lachman was director emeritus of the Hugh L. Carey Institute for Government Reform, which he founded in 2008 at Wagner College on Staten Island.
“His books added fuel to the fire,” Blair Horner, legislative director of the New York Public Interest Research Group, said in an interview. “His bird’s-eye insights coupled with the research produced by the Carey Institute bolstered the need for reforms. The work contributed to an atmosphere that resulted in some changes — flawed, but changes — to redistricting, campaign finance and ethics.”
Those changes were nudged along by embarrassing indictments of leaders in the Senate and Assembly, who had largely opposed major reforms.
As a member of the Board of Education from 1969 to 1974 and its president from 1974 to 1975, when he resigned to spend more time teaching, Mr. Lachman proposed the appointment of an educational ombudsman, worked to alleviate religious and racial tensions in the schools, and was the principal architect of a resolution on the rights and responsibilities of senior high school students and on the workings of peer group programs that provided drug education and draft counseling during the Vietnam War.
After leaving the board, he was appointed to a joint professorship in the history and politics of education, teaching at both the City University’s Graduate Center and Bernard M. Baruch College, where he was later named university dean for community development. He also taught at Adelphi University, on Long Island.
Seymour P. Lachman (the middle initial did not stand for a name, his family said) was born on Dec. 12, 1933, in the Bronx to Jewish immigrants from Poland. After losing his candy store during the Depression, his father, Louis, worked as a steam presser in the garment industry and as a ditch digger. His mother, Sarah (Koniarsky) Lachman, looked after the household. The family moved to Brooklyn when Seymour was an infant.
After graduating from Thomas Jefferson High School in Brooklyn, Mr. Lachman earned bachelor’s and master’s degrees in history from Brooklyn College, in 1955 and 1958, and a doctorate in history from New York University in 1963.
He taught in Brooklyn public high schools until 1963, when he was hired as a professor of history at Kingsborough Community College in Brooklyn, part of the City University system. Two years later he was appointed dean of its mid-Brooklyn campus.
Early in his career, Mr. Lachman was director of the foreign affairs department of the American Jewish Committee. From 1980 to 1983, he headed the Greater New York Conference on Soviet Jewry.
His other books include “One Nation Under God: Religion in Contemporary American Society” (1993, with Barry Kosmin), based on the 1989-90 National Survey of Religious Identification conducted by the Graduate Center; “The Man Who Saved New York: Hugh Carey and the Great Fiscal Crisis of 1975” (2010), with Mr. Polner; and “Mr. New York: Lew Rudin and His Love for the City” (2014), about the real estate developer who was a behind-the-scenes force during the city’s fiscal crises in the 1970s and early ’90s.
Mr. Lachman married Susan Altman in 1961. In addition to her, he is survived by their children, Rabbi Eliezer Lachman and Sharon Lachman Chesir; 11 grandchildren; and three great-grandchildren.

New York
Are You Smarter Than a Billionaire?

Over the course of one week, some of the richest people in the world descended on New York’s auction houses to purchase over $1 billion of art. It might have played out a little differently than you would have expected.
Can you guess which of these works sold for more?
Note: Listed sale prices include auction fees.
Image credits: “Untitled,” via Phillips; “Baby Boom,” via Christie’s Images LTD; “Hazy Sun,” With permission of the Renate, Hans & Maria Hofmann Trust/Artists Rights Society (ARS), New York; via Christie’s Images LTD; “Petit Matin,” via Christie’s Images LTD; “Concetto spaziale, La fine di Dio,” Artists Rights Society (ARS), New York/SIAE, Rome; via Sotheby’s; “Baroque Egg with Bow (Orange/Magenta),” via Sotheby’s; “The Last Supper,” The Andy Warhol Foundation for the Visual Arts, Inc./Licensed by Artists Rights Society (ARS), New York; via Christie’s Images LTD; “Campbell’s Soup I,” The Andy Warhol Foundation for the Visual Arts, Inc./Licensed by Artists Rights Society (ARS), New York; via Christie’s Images LTD; “Miss January,” via Christie’s Images LTD; “Fingermalerei – Akt,” via Sotheby’s; “Grande tête mince (Grande tête de Diego),” Succession Alberto Giacometti/Artists Rights Society (ARS), NY; via Sotheby’s; “Tête au long cou,” Succession Alberto Giacometti/ARS, NY/Photos: ADAGP Images/Paris 2025; via Christie’s Images LTD; “Revelacion,” Remedios Varo, Artists Rights Society (ARS), New York / VEGAP, Madrid; via Christie’s Images LTD; “Le jardin nocturne,” Foundation Paul Delvaux, Sint-Idesbald – ARS/SABAM Belgium; via Christie’s Images LTD.
Produced by Daniel Simmons-Ritchie.
New York
Video: How a Mexican Navy Ship Crashed Into the Brooklyn Bridge

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

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