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With Cuomo Leading NYC Mayor’s Race, His Political Baggage Grows Heavier

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With Cuomo Leading NYC Mayor’s Race, His Political Baggage Grows Heavier

Being the front-runner in a race for mayor of New York City often comes with exceptional scrutiny. But few have presented their opponents with quite as many targets as former Gov. Andrew M. Cuomo.

In the weeks since Mr. Cuomo joined a crowded Democratic primary field and immediately catapulted to its front, a group of New Yorkers whose relatives were nursing home residents who died of Covid have repeatedly blamed him for their suffering.

Women’s groups have picketed his campaign events to remind voters of the sexual harassment accusations that drove him from the governor’s office.

Then, on Thursday, years-old sworn testimony surfaced in The New York Post describing Mr. Cuomo and his longtime top aide, Melissa DeRosa, as having been in an “emotionally intimate” relationship.

Mr. Cuomo’s proximity to Ms. DeRosa would seem to have little bearing on his qualifications to be mayor. But the sudden re-emergence of the long-denied rumors underscored how his tenure as governor left Mr. Cuomo with a lengthy list of enemies and political baggage ripe for attack.

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For now, Mr. Cuomo has maintained a comfortable polling lead against nine Democratic challengers, including Mayor Eric Adams. Yet as New York City political history has long demonstrated, a perceived lead comes with real risks — especially months before Primary Day.

“When you’re the only game in town, you’re the only person to take down,” said Mike Morey, the campaign spokesman for then-Council Speaker Christine Quinn in 2013, who watched her early polling lead in that year’s mayor’s race collapse. “You’d probably rather be second or third place and just climbing.”

New York City lets voters rank up to five candidates in order of preference on their primary ballots. Opponents of Mr. Cuomo and Mr. Adams are trying to stop their ascent by popularizing the acronym D.R.E.A.M., or “Don’t Rank Eric or Andrew for Mayor.”

Mr. Cuomo’s result may well be different than Ms. Quinn’s. He is better known and more battle-tested than almost any of his predecessors. His allies believe that that he can prevail as long as he can redirect voters’ attention toward his record of accomplishment during roughly a decade as governor, during which New York State legalized same-sex marriage, raised the minimum wage and rebuilt LaGuardia Airport.

“New Yorkers know the city is in crisis and Governor Cuomo is the only candidate in this race with the experience and the record of results to help fix it and make it a safer and more affordable place for all,” said Rich Azzopardi, Mr. Cuomo’s spokesman. “This is why these petty attacks are falling on deaf ears.”

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But as Mr. Cuomo’s opponents are eager to point out, his tenure in Albany was also marked by turmoil, controversy and heavy-handed tactics that have left him with higher unfavorable ratings in recent polls than any candidate except Mr. Adams.

“The fly in the ointment is that he’s not particularly lovable,” said Mark Green, who narrowly won the 2001 Democratic primary for mayor, only to lose in the general election to Michael R. Bloomberg.

Those trying to stop Mr. Cuomo have been far more vivid. On Sunday, nine mayoral candidates gathered in Brooklyn alongside relatives of nursing home residents who died of Covid-related complications during Mr. Cuomo’s governorship. They hammered him for his policy directing nursing homes to admit hospital patients who had tested positive for the coronavirus.

“Could any other issue bring us all together with the differences that we have?” said Curtis Sliwa, the Republican candidate for mayor. “No — it’s the death, the unneeded death, of all these folks who were trusting the governor to do the right thing.”

Mr. Cuomo has said the state’s public health policies, including those involving nursing homes, adhered to federal guidelines, and he has accused federal authorities of trying to scapegoat him politically.

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That controversy was largely eclipsed by accusations, including from former state employees, that Mr. Cuomo had sexually harassed them. The claims prompted an investigation by the office of the New York attorney general, who concluded in August 2021 that Mr. Cuomo had harassed 11 women.

He resigned within days of the report’s release, though in the years since, he has spent millions of dollars in legal fees fighting to clear his name. He denies any wrongdoing.

It was in March of that year, around the time that Mr. Cuomo was facing the first of those accusations, that The Daily Mail approached the governor’s office with questions about his relationship with Ms. DeRosa. It was preparing to publish photographs that showed the pair seated close together, huddled in conversation over drinks at a Manhattan restaurant.

Ms. DeRosa was also concerned that the outlet would publish longstanding rumors that she and Mr. Cuomo were more than just colleagues. She called Josh Vlasto, who had previously served as Mr. Cuomo’s chief of staff and who was an informal adviser, for advice on dealing with the publication, according to Mr. Vlasto’s testimony during the sexual harassment investigation.

In the transcript of that testimony, Mr. Vlasto is quoted as saying that Ms. DeRosa, who was married at the time, told him she did have an “emotional romantic relationship with the governor,” but said that the two had never been sexually involved.

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“Emotionally intimate was the words she used,” Mr. Vlasto said. “I didn’t press on what that meant.”

The former governor’s younger brother, Chris Cuomo, was also brought in to brainstorm a response, according to Mr. Vlasto’s account. “He had said do you intend to be together in the long-term or do you intend to be together after you’re in office,” Mr. Vlasto said of Chris Cuomo. “She said I don’t know.”

The trio agreed that Ms. DeRosa would deny a romantic relationship to The Daily Mail; Ms. DeRosa ultimately told the publication that she and the governor “never had an intimate relationship.”

Mr. Vlasto testified that after The Daily Mail published the photographs, Ms. DeRosa told him that she had not had a romantic relationship with Mr. Cuomo, contradicting her earlier account.

Months later, in her own testimony in the sexual harassment investigation, Ms. DeRosa also denied having had a romantic relationship with Mr. Cuomo.

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Investigators separately asked Mr. Cuomo whether he had had any romantic relationships with members of his staff.

“Never,” he said.

On Thursday, after The Post published its article, both Catherine M. Foti, a lawyer for Ms. DeRosa, and Mr. Azzopardi reiterated that there had been no physical relationship between Mr. Cuomo and Ms. DeRosa.

“Of course after seven years of working together for New York, the governor and Melissa were emotionally close,” Mr. Azzopardi said. “We all were after going through Covid and everything else together.”

Mr. Vlasto declined to comment.

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The interview with Mr. Vlasto took place in the summer of 2021, but Mr. Vlasto’s account of Ms. DeRosa’s request was not reported before Thursday.

The transcript of his testimony posted on the attorney general’s website is redacted, and it conceals Ms. DeRosa’s name and much of Mr. Vlasto’s remarks about her and Mr. Cuomo. But an unredacted version of the transcript was posted briefly in 2022 as part of a broader tranche of investigative materials, before it was taken down and replaced.

A spokeswoman for the attorney general, Letitia James, said the unredacted version had been posted by accident, and that it had only been up for two hours.

The New York Times was able to access the unredacted transcript of Mr. Vlasto’s testimony using The Internet Archive’s Wayback Machine, which preserves web pages.

Mr. Azzopardi, though, called for an investigation into how the unredacted transcript became public. In a statement, he accused Ms. James of using “lawfare” to harm Mr. Cuomo and of helping to resurface the transcript as part of a “transparent ploy” to aid one of his rivals in the mayor’s race, Adrienne Adams, the City Council speaker.

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The spokeswoman for Ms. James declined to comment on the accusation.

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New York

Are You Smarter Than a Billionaire?

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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.

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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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