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NYC Ballet celebrates 75th anniversary as it attracts larger, younger crowds

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NYC Ballet celebrates 75th anniversary as it attracts larger, younger crowds
  • New York City Ballet, one of the world’s premier dance troupes, has been celebrating its 75th anniversary all year.
  • Affordable pricing has been a major factor in attracting younger people to shows. Some evenings target young professionals with post-show receptions.
  • The New York City Ballet’s 2024 budget is about $102 million, compared to $88 million in 2019. Audience capacity has exceeded pre-pandemic levels.

Alice McDermott settled into her seat at New York City Ballet on a recent Friday night, excited to see her first-ever ballet performance. The 31-year-old Manhattanite, who works in recruiting, was on a fun girls’ night out with three friends she’d met through work, starting with dinner.

“They told me I’d love the ballet,” says McDermott, who was also excited to realize she was already familiar with one of the evening’s performers, Tiler Peck, via the dancer’s popular Instagram feed. “They said you can put on a nice dress and just immerse yourself in another world, whilst marveling at what the human body can achieve.”

Seems they were right: At the end of the evening, McDermott, a new fan, went home and watched a ballet documentary.

HOW MANY BALLERINAS CAN DANCE ON TIPTOES IN ONE PLACE? A WORLD RECORD 353 AT NEW YORK’S PLAZA HOTEL

Perhaps you could call it “Ballet and the City”? Whatever the term for McDermott’s ballet evening with pals, the scenario would surely be music to the ears of the company — which has been celebrating its 75th birthday with fanfare this year — and especially its artistic leaders of the past five years, Jonathan Stafford and Wendy Whelan.

The two, both former dancers at the storied troupe founded by George Balanchine, have made it a key goal to bring in a younger audience to ensure the company’s long-term health — and more broadly, to guard the vitality of a centuries-old art form.

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It seems to be working. Though some initiatives have been in place for longer, the last five years have seen a marked shift, according to numbers provided to the Associated Press: In 2023, 53% of ticket buyers were under age 50, and people in their 30s made up the largest age segment by decade. Five years earlier, in 2018, 41% of ticket buyers were under 50, and people in their 60s made up the largest age segment.

New York City Ballet’s associate artistic director Wendy Whelan, left, and artistic director Jonathan Stafford, right, stand inside the lobby of the David H. Koch Theater at Lincoln Center on Feb. 29, 2024, in New York City. (AP Photo/Bebeto Matthews)

Now, longtime ballet followers note that on a bustling Friday evening you can look down from the first ring of the David H. Koch Theater at Lincoln Center and not simply see, well, a sea of gray.

`A GENERATION OF YOUNG PROFESSIONALS’

A major factor in attracting younger people, especially those under 30, has been affordable pricing. There are also evenings targeting young professionals, including post-show receptions. And there have been collaborations with visual or musical artists with youthful followings — like the musician Solange, who in 2022 was commissioned to score a ballet by 23-year old choreographer Gianna Reisen.

The Solange collaboration was a significant moment, Whelan and Stafford said in a recent interview, surveying the past five years as the thumping of leaping dancers’ feet echoed through the ceiling above Stafford’s office.

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“We sold out every show,” Whelan noted. “It was a little nugget, but it was memorable.”

Perhaps even more important was the fact, says Stafford, that about 70% of those ticket buyers were new to the company — contributing to “a generation of young professionals in the city that are at our theater every night now.”

Katherine Brown, the ballet’s executive director, said the company had taken a look at the theater and vastly reduced the price of certain seats — and saw them fill up. She also noted the 30-for-30 program, where members under 30 can buy any seat in the house for $30. “That thing has just exploded,” Brown says, from some 1,800 members in the last full season before the pandemic-forced shutdown, to some 14,000 now.

One can’t discount the “pure economics” of an evening at the ballet, especially for young people, says Wendy Perron, longtime dance writer and former editor of Dance Magazine. “When I was in New York in the ’70s and ‘80s, I just couldn’t afford to go to the ballet,” she says.

GETTING BETTER ACQUAINTED

Also not to be discounted: the effect of social media in promoting dancers as people with personalities.

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“We’ve got this crop of really exciting but also relatable, approachable dancers, and through social media, audiences can connect to them in a way they couldn’t back when we were dancing,” says Stafford, who retired as a dancer in 2014.

Consider Peck, one of the company’s most popular ballerinas (and a rising choreographer), whose Instagram feed had reached McDermott before she ever saw her dance. Peck supplies her half-million followers with short, punchy videos about everything from her 10 favorite dance roles to how she applies stage makeup. Her videos often feature her partner onstage and off, rising principal dancer Roman Mejia.

It’s all very different from a time when — like Odette in “Swan Lake” — ballerinas used to be mysterious and, above all, silent.

Social media — whether used by the company or via the dancers’ own feeds — can also answer questions. If you attended a performance of “The Nutcracker” a few seasons ago, you might have wondered why dancer Mira Nadon, as Sugarplum Fairy, suddenly disappeared from the stage at a key moment. The answer was on her Instagram later: Her pointe shoe had slipped off.

“See, you can get all your answers from Instagram now,” quips Whelan, who herself has an active feed.

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ESTABLISHING A PARTNERSHIP

A few months ago, Whelan, a much-loved former NYCB principal who also retired in 2014, got a congratulatory text from Stafford in the morning — it had been exactly five years since the two had taken the helm after a turbulent period when #MeToo accusations caused scandal.

Historically, the company had been led by one man — Balanchine until 1983, then Peter Martins. This time, the board tried something new: a duet. Stafford was already interim head, and Whelan had applied for the job.

“They put us in a room and closed the door, and we were like – ‘Hi?’” Whelan says. “They were like, figure it out! And we did.” Stafford, the artistic director, serves as a bridge between the creative and business sides. Whelan, associate artistic director, focuses on the delicate task of programming.

Company insiders describe a mood different from the days when one outsized, all-powerful personality ruled from above. For one thing, the pair says they’ve instituted annual taking-stock conversations with each dancer.

Diversity — ballet is slowly changing but still overwhelmingly white — is also a priority, they say, and that includes diversifying “the pipeline,” meaning students at the affiliated School of American Ballet.

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Recently, the company heralded its first two Black dancers to dance Dewdrop, the second most important female “Nutcracker” role: India Bradley and guest artist Alexandra Hutchinson of the Dance Theater of Harlem. Yet to come is a Black Sugarplum Fairy. The company says 26% of its dancers identify as people of color, whereas 10 years ago that figure was 13%. Stafford and Whelan have commissioned 12 ballets by choreographers of color in the last six years, it says.

“We know where the gaps are, and we take it seriously,” Whelan says.

She and Stafford say they’re also paying more attention to wellness, be it physical training to avoid injury, healthy diets, or a more frank discussion of mental health.

As for the company’s financial health, it is strong, Brown says, four years after the pandemic cost tens of millions in losses. The 2024 budget is roughly $102 million, compared to $88 million in 2019. Audience capacity has exceeded pre-pandemic levels.

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As for new fan McDermott, she’s planning more visits, along with her friends.

“I think we have a new tradition between the four of us,” she says. “We’ll definitely be making it a bit of a thing.”

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Vermont

Federal reclassification of marijuana could ‘turbocharge’ Vermont’s medical market – VTDigger

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Federal reclassification of marijuana could ‘turbocharge’ Vermont’s medical market – VTDigger


Cannabis buds for purchase on display at Ceres Collaborative dispensary in Burlington on the first day of legal retail cannabis sales in October 2022. File photo by Glenn Russell/VTDigger

The Trump administration’s move to reclassify marijuana as a lower-risk drug could provide major tax benefits to medical marijuana businesses, but for now, it leaves Vermont regulators charting a future that’s clear as mud. 

Acting U.S. Attorney General Todd Blanche signed an order Thursday that shifts medical marijuana out of the most federally restrictive class of drugs — Schedule I, which includes LSD and synthetic opioids — into the less restrictive Schedule III. Further reclassification may soon follow. 

The move has created a nationwide buzz about how the drug’s reclassification could make it easier to buy and sell marijuana and open up medical research.

Rescheduling the drug gives licensed medical marijuana businesses major federal tax breaks and makes it clear to researchers they can use cannabis products in their work. “This rescheduling action allows for research on the safety and efficacy of this substance, ultimately providing patients with better care and doctors with more reliable information,” Blanche said in a statement. 

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Vermont legalized medical cannabis in 2004 and later legalized recreational use of the drug in 2018. Now 78 towns have at least one dispensary, and last year cannabis sales in Vermont generated more than $150 million in revenue, according to Seven Days. 

The reclassification could provide significant tax benefits to medical retailers in Vermont and  “turbocharge” the state’s medical cannabis industry, according to Gabe Gilman, general counsel for the Vermont Cannabis Control Board. But the medical and recreational cannabis industries in Vermont are tangled together, which makes it difficult for regulators and businesses to understand the industries’ future in the state. 

“I think the board is excited to see needed rescheduling but also trying to serve businesses that encounter just an absolutely unprecedented amount of ambiguity,” Gilman said. 

After the reclassification, medical cannabis retailers could deduct their business expenses from their federal taxes for the first time, Gilman said. The change could result in major financial savings for businesses. 

Joseph Verga, who owns Green Leaf Central dispensary in Burlington, has a state endorsement to sell medical along with recreational cannabis products. Verga called the reclassification, and the tax change, “a huge win” for his business. 

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The dispensary in the heart of the Queen City is getting by but struggling to bring in profit amid Burlington’s competitive market, Verga said. 

With a boost from the tax change, “I’d hire more people, I would stay open later,” Verga said. 

Verga said that while he hopes he gets a windfall from tax changes, he remains skeptical about the laws and regulations Vermont will have to figure out before businesses actually see the benefits. 

“I’ll believe it when I see it,” Verga said. 

Marijuana has been a Schedule I drug since 1970, sitting among drugs that are considered to have no accepted medical use and a high potential for abuse. Schedule III drugs are recognized as having medical applications and face fewer regulatory restrictions.  

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Because marijuana is federally illegal, Vermont — like many states — created its own legal and regulatory framework to support an in-state cannabis market. But Thursday’s federal order currently offers no guidance to states on how to make changes to their individual programs and regulations, Gilman said, which leaves Vermont regulators unsure of how to move forward. 

Before Vermont legalized recreational marijuana, people with a qualifying condition diagnosed by a health care provider could buy cannabis from a medical dispensary. 

But when Vermont created a recreational cannabis market, the medical industry began to drop off, Gilman said.

In response to the decline in the medical market, the state started a program last fall that allowed recreational dispensaries to receive medical endorsements, Gilman said. Those endorsements allowed retailers to sell to people on the state’s medical cannabis registry. 

Since endorsing dispensaries, the state has seen more people using the medical cannabis market, Gilman said. But the change also made the state’s medical and recreational markets more interconnected, he said, creating a conundrum for regulators trying to understand how the federal reclassification of cannabis affects Vermont. 

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It’s unclear how state regulators or the Internal Revenue Service will define what qualifies as a medical cannabis business eligible for tax benefits, Gilman said. But tax implications from the federal reclassification will have a major financial impact one way or another, which could boost the state’s medical cannabis industry. 

“There’s just going to be this huge incentive for everybody to try to look medical,” he said.





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New York

Communication Failures Preceded Deadly Crash at LaGuardia, N.T.S.B. Says

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Communication Failures Preceded Deadly Crash at LaGuardia, N.T.S.B. Says

LaGuardia Airport’s failure to put communication transponders on emergency vehicles played a role in a fatal runway collision between an Air Canada passenger jet and an airport fire truck, according to a preliminary report the National Transportation Safety Board issued on Thursday.

The air traffic controller who allowed the fire truck to cross the runway even as the jet was approaching for a landing on March 22 had been juggling air and ground traffic leading up to the collision, the report says. And it details how the firefighters driving that truck, the lead vehicle in a convoy responding to an issue with another plane, failed to immediately understand that instructions they heard over the control tower frequency radio to “stop, stop, stop” were meant for them.

But the report focuses in particular on the lack of transponders in the emergency vehicles, which investigators suggested could have allowed an automatic warning system to alert the controller that the plane and the vehicles were on a potential crash course.

Without the transponders, the “system could not uniquely identify each of the seven responding vehicles or reliably determine their positions, or tracks,” investigators wrote in the report. “As a result, the system was unable to correlate the track of the airplane with the track of Truck 1” — the truck that was struck by the plane. Thus, the report added, the system “did not predict a potential conflict with the landing airplane.”

The Federal Aviation Administration recommended last year that airports outfit their emergency vehicles with such technology to avoid close calls. On Thursday, before the report was released, Kathryn Garcia, executive director of the Port Authority of New York and New Jersey, told reporters that the agency would wait to see the report before making any changes. The Port Authority operates the three major airports in the New York area, including LaGuardia.

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The 15-page report offers the most comprehensive presentation the N.T.S.B. has issued detailing the factors that led to the March 22 collision, but it is still preliminary, and the board has yet to reach a conclusion about what caused the accident. Similar investigations usually take about a year.

Still, the report did answer some key questions about the first deadly accident at LaGuardia in more than three decades. That included what role air traffic controllers played that night and what the people in the fire truck heard before the collision. The accident killed both pilots of Air Canada Flight 8646 and sent 39 passengers, as well as the two firefighters in the truck, to hospitals.

The report details how the convoy of emergency vehicles, which was responding to a separate incident involving a United Airlines plane, made multiple attempts to contact the air traffic control tower to seek permission to cross the runway. The attempts began more than 90 seconds before the collision.

Truck 1 had not been the intended lead vehicle in the convoy. Originally, a tool truck that went by the call sign Truck 7 was in front. But Truck 7’s first attempt to reach the tower was blocked by other radio communications. After a second attempt, its drivers switched places with Truck 1, which took over the lead position and, with it, responsibility for making contact with air traffic control.

In the tower, two controllers were on duty, as is standard for the overnight shift at LaGuardia. But according to the report, in the minutes leading up to the collision, only one controller was managing both the airplanes and the ground vehicles. The second controller had been helping the United Airlines plane find its way back to a gate.

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About 20 seconds before the collision, according to the report, Truck 1 got permission from air traffic control to cross Runway 4, along with the rest of the convoy. At that moment, the Air Canada jet was in the final seconds of its descent toward the runway and only 130 feet above the ground, according to the N.T.S.B.’s report.

Seconds after that, the controller began urgently calling on the fire truck to “Stop, Truck 1, stop!” But the truck did not stop. According to the report, it accelerated.

Farther back in the convoy, the driver of Truck 7 — the tool truck that was originally intended to be the lead vehicle — heard the controller’s command. Seconds later, she saw the oncoming plane and called “stop, stop, stop” to the drivers of Truck 1, according to the report. There are no recordings of the communications between the emergency vehicles, investigators said.

The fire truck’s turret operator recalled hearing an order to “stop, stop, stop” on the tower frequency, but did not initially realize that it was intended for his vehicle, according to interviews conducted by investigators. It clicked when he heard “Truck 1, stop stop stop,” but at that point, the vehicle had already entered the runway.

The report said that in the moments before the crash, the fire truck turned left — away from the oncoming plane. But it was not enough to avoid impact.

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Boston, MA

Boston police seek missing 12-year-old from Dorchester

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Boston police seek missing 12-year-old from Dorchester


Police in Boston are searching for a missing 12-year-old girl from Dorchester.

La’Niya Johnson-Skinner was last seen Friday in the area of Mascot Street in Dorchester, police said Thursday.

She is described as a 4’10, 120-pound Black girl with medium brown skin and dark brown hair she wears in a bun, the Boston Police Department said.

When she was last seen, she was wearing a black Nike sweatshirt, a baby blue shirt with a Boston Renaissance Charter Public School logo, black leggings, brown sandals and a pink and black Elite backpack.

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Anyone with information is asked to call 911 or 617-343-4712. Anonymous tips can also be left by calling 1-800-494-8477, by texting “TIP” to 27463, or by visiting the Boston Police Department’s website.



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