Skip to main content

Thank You 500,000 readers

NYC's Met Working Through Financial Difficulties

The METROPOLITAN MUSEUM of ART in New York City is taking measures to rebound from more than a year of internal turmoil and financial difficulties, the Associated Press reports. Is the MET a GREAT institution in Decline eventually in collapse?
Following the logic of Republicans it would be okay, as long as taxes are reduced for those who avoid to contribute to the state taxes ... that serve the community.
And if so, a collapse, what is happening to the art? Given to SOTHEBY´s for an auction? Will the artwork of Jean-Théodore Dupas, his grand NORMANDIE St.Gobain panels "Char de Poseidon" be on the market? The MET is only subsidised by the city of New York.
by Earl of Cruise
CHAR DE POSEIDON - courtsey METROPOLITAN MESUM OF ART, New York
CHAR DE POSEIDON, carton displayed in the MuMa, Le Havre - courstsey Musée d´art modern André Malraux, Le Havre
My concern is a general, not only the art made for NORMANDIE.
The METROPOLITAN MUSEUM of ART, a behemoth of culture and wealth, is rebounding from more than a year of internal turmoil and financial problems. But we should make no mistake, there’s no immediate danger to the museum, which has endowments of $3 billion. But what if it would come to?
We’ve had financial challenges - significant ones - over the last couple of years that have culminated over the past year, and a rather significant need to reorganize the institution and to retrench our finances,” said Daniel Weiss, the museum’s president.
About 100 staff positions have been eliminated through buyouts and layoffs. The number of special exhibits staged each year is being slashed from 55 to about 40. A $600 million new wing that had been planned, but not fully financed, is postponed indefinitely. Instead, the Met will be focusing on more pressing capital needs, Weiss said, including spending as much as $100 million to replace a block-long “ocean of bad skylights” built in the 1930s over art galleries.
The deficit is not high compared to the total budget, but remember, these numbers are not just about the money: Donors want to back a winning story, and any indication that it’s not makes them skittish,” said Andrew Taylor, an arts management expert at Washington-based American University.
Here I do see a problem, these donations are done to please the donors, and with the special exibition their names are famed. This is not what preserving art for the future as the heritage it is should be.
In Europe we have the museum scene organized by public foundings out of taxes and eventually entrance fees added. F.e. the Musée d´Art Moderne in Paris. And for a special exibition about a special artist, art period or such, there is an entrence fee. The museums are dedicated to a special "theme" or art period.
METROPOLITAN MUSEUM OF ART - courtesy METROPOLITAN MUSEUM OF ART
And surprisingly it works well. And there is no risk for bancrupcy at least and loosing the art presented and attracting tourists and/or visitors. Because of this founding system, Dortmund, the city where I am living, has a number of different museums with interesting exibitions. Dortmund itself is an industrial city, that had to fight against declining (dying) after the loss of the montan industries ... but with the museums we got more attractive for investors and employees here. A private only financed museum scene would not do such things at all.
When the industry is leaving the city has no chance to become attractive again ... we all can see it in former industrial boom towns as Detroit or Pittsburgh ... where clean coal decrets won´t help, as exiting the Paris Agreement.
The details of how the fees would work are the subject of talks with the city, which gives the museum $27 million in subsidies annually. The city also owns the museum site in Central Park and has approval rights for entrance policies.
Met director and chief executive Thomas Campbell stunned the art world in February by announcing his resignation, amid criticism of the museum’s financial management.
It was clear we were on a path that was not sustainable, and if we didn’t deal with it, it was going to get worse in a hurry,” said Weiss, who took the reins from Campbell and is now the interim CEO.
He blamed the museum’s financial problems on “a perfect storm” of money-sucking factors: too many costly special exhibitions; restaurants and gift shops where revenues declined; and public programming that was overly ambitious.
As part of the MET´s efforts to address a $15 million operating deficit, the museum filed a formal proposal earlier this month with New York City to charge - for the first time in its 147-year history - visitors from outside New York State a mandatory admissions fee. A fee of $25 (for adults), the same as the museum's current suggested contribution, would be in line with admissions fees at other New York art institutions, including the Museum of Modern Art and the Solomon R. Guggenheim Museum, both of which charge $25, and the Whitney Museum of American Art, which charges $22. For the record seven million people who visited the MET in 2016, 67 percent were from out of state, while 39 percent were visitors from abroad.
Admissions fees might help ease the current budget deficit, which was about 5 percent of the $315 million in operating costs in 2016.
Angeleka Kunath, 64, visiting from Hamburg, Germany, said: "I feel foreigners should pay and would gladly do so to keep the Met running at its best. The price is worth it. Art is so important for our lives and humanity; it gives us inspiration it brings people together."
Ken Wilson, 60, who was visiting from Greensboro, North Carolina, said: "I don´t think anyone would have a problem paying to get in. It’s amazing and educational,” he said. But he said it was unfair that New Yorkers would get a discount. And with the search for its new director underway, the museum could maybe discuss cutting the high six-figure salaries of its top executives.
The details of how the fee would work is the subject of talks with the city, which, in addition to providing the museum with $27 million in subsidies annually, owns the museum site in Central Park and has right of approval over its admission policies. New York City mayor Bill de Blasio has given general support to the idea, saying it was "fair" for non-state residents to pay something.
Daniel H. Weiss, the MET's president and COO, blamed the museum's financial problems on "a perfect storm" of too many costly special exhibitions, public programming that was overly ambitious, and declining revenues from its restaurants and gift shops. Weiss is serving as interim CEO following the announcement in February of director and CEO Thomas P. Campbell's resignation, effective June 30.
Over the past year, the museum has eliminated about a hundred staff positions through voluntary buyouts and layoffs, slashed the number of special exhibits it stages annually from fifty-five to about forty, and  indefinitely postponed construction of a $600 million wing that had been planned but not fully financed. "Instead, the museum will focus on more pressing capital needs," Weiss told the AP, including spending as much as $100 million to replace a block-long "ocean of bad skylights" built in the 1930s.
"We've had financial challenges - significant ones - over the last couple of years that have culminated over the past year," said Weiss, "and a rather significant need to reorganize the institution and to retrench our finances."


Comments

Popular posts from this blog

Ocean Liners in Movies or Films at Sea (updated Nov 2017)

For liners and the shipping companies movies and films had been a top marketing tool Movies or Films and liners at sea, had been intriguing me since I have read about in my youth in LUXUSLINER - BILDER EINER GROSSEN ZEIT by Lee Server ( THE GOLDEN AGE OF OCEAN LINERS ). But earlier, mot only since my first crossing, I was keen watching movies with liners in it, and disapointed, which was an understatement, when I realized the films have been made in a set ashore in some movie "factory". That was after my first crossing.   by Earl of Cruise an essay in progress `Sabrina´, Humphrey Bogart in the office, while LIBERTÉ is sailing out of New York harbor - screenshot Ocean liners, especially those of the luxury category, had been the location of dramas, love stories, thrillers, suspense and catastrophies sinde film was born, or nearly. In this list, the most descriptions are taken from Wikipedia, as I guess no one can expect having seen all these films ... otherwise I w

Thank You 500,000 readers

HISTORY - The CUNARD - WHITE STAR Liner rms QUEEN ELIZABETH (1938-1972)

Over years, in my early youth, the QUEEN ELIZABETH was shaping my mind for the perfect ocean liner, despite having made my first experiences with a liner onboard the HANSEATIC (1), ex EMPRESS OF SCOTLAND, ex EMPRESS OF JAPAN. When leaning at the rail of HANSEATIC entering the port, my eyes where every where and I wished to by a camera, I took all in. And when seeing the QUEEN ELIZABETH with my own eyes, the nice behaving young boy turned into a tomboy, that my grandmére was no longer able to tame ... I did draw quite a lot of looks, back then. I found, while on research, this article and thought it interesting publishing in my blog: written and published by John Sheperd at liverpoolships.org editing and comments by Earl of Cruise I ( John Shepard ) joined the CUNARD LINE in March 1962 as an Assistant Purser and sailed the QUEEN ELIZABETH throughout that year, before transferring to the Liverpool-based CARINTHIA in November, where I remained as Crew Purser for the next five

HISTORY - Traveling with airliner LZ 129 HINDENBURG was the most luxurious airtravel

The real airliner LZ 129 HINDENBURG enabled the most luxurious airtravel for decades. Imagine, gliding through the air while the landscape or the sea below can be seen ... LZ 129 HINDENBURG marks the climax of airship construction. On May 6, 1937, the story of civilian airship ended in a tragedy. In Lakehurst, New Jersey, the largest flying object and has been with the similar sized LZ 130 GRAF ZEPPELIN II the most luxurious of all time. How this came about can be reconstructed logically, a series of fatal physics concatenations . The airship LZ 129 HINDENBURG marks the climax of airship construction. It was in its time the fastest and most exclusive traveling object between Europe and America. The challenges of the construction of the giant of the heaven were immense. by Earl of Cruise LZ 129 HINDENBURG, 1936, in Lakehurst - digital copy of a coloured cover photo, originally by Bill Schneider, published in Dan Grossman´s book ` ZEPPELIN HINDENBURG: AN ILLUSTRATED HI

Germany and HAPAG - A Journey through History

HAMBURG-AMERIKANISCHEPACKETFAHRT ACTIEN GESELLSCHAFT - HAPAG or HAMBURG AMERICA LINE is reflecting, as Germany, the LLOYD of Bremen, two times of rsing and two times of devasting downfall and a third rise. BORUSSIA , 1856, First Day Cover 1956 of Deutsche Bundespost - own collection Once Germany´s biggest shipping line HAPAG / HAMBURG-AMERIKANISCHE PACKETFAHRT ACTIEN GESELLSCHAFT-LLOYD, merged with it former old Hanseatic rival NORDDEUTSCHER LLOYD in 1970, to now HAPAG-LLOYD, had its peaks and downs, but rose each time on its own to new hights, without any state subsidies. As German mail subsidiaries did never cover the costs for purchasing or mainting the vessels ordered for the specific German mail lines.   by Earl of Cruise In this article I used most German Wikipedia links, as they proved to be mostly of better research quality, and surprisinf to me, some English lines and liners have only German written articles, for the others, English Wiki links are to find

ss NORMANDIE 1935 - 1942 IX

s s / te NORMANDIE starting from cold Owners: COMPAGNIE GÉNÉRALE TRANSATLANTIQUE BUILDERS: PENH Ö ET, St. Nazaire, France   by Stephen Carey © , editing by Earl of Cruise   This document is almost exclusively about the engineering aspects of NORMANDIE , mainly on how to start her up from cold. If you are looking for photos of the passenger spaces, there is a plethora of them on the web, in Facebook groups - Admirers of the ss Normandie , ss Normandie photographic file , The French Ocean Liners / Les Paquebots Fran ç ais , ss Normandie , GREAT LINERS OF THE PAST & PRESENT , and others, Pinterest and in articles about NORMANDIE here in the blog, please see at the end of the article. Using "ss" for NORMANDIE is quite incorrect, as NORMANDIE was a Turbo Electric vessel and not a steamship, therefore NORMANDIE should be adressed as "te".   by Earl of Cruise te / ss NORMANDIE berthed in Le Havre, Gare Maritime May 29th, 1935 - colouring courtesy

HISTORY - ts / ss BREMEN and ts / ss EUROPA

Germany’s two luxury liners, BREMEN and EUROPA , have not only played an important part in their country’s mercantile revival, but have added also an immortal chapter to the history of transatlantic travel. Copy from Shipping Wonders of the World   From part 6 , published 17 March 1936 editing by Earl of Cruise ss / ts BREMEN in her early years - Source: Shipping Wonders of the World/Bundespresse Archiv The PRIDE OF A NATION - the NORDDEUTSCHER LLOYD quadruple-screw turbine express liner BREMEN . The keel of this ship was laid in June 1927. Her launch took place in August, 1928. In less than a year later, the Bremen made her first voyage to America, when she crossed the Atlantic from Cherbourg to New York in four days seventeen hours forty-two minutes, thus setting up a new record and gaining the coveted “Blue Riband”. During the passage the Bremen attained an average speed of 27.83 knots. ss / ts BREMEN in her early years - Source: W ikipedia For the populac

Starting rms MAURETANIA from cold

rms MAURETANIA, 1907, Cold Starting CUNARD LINE Ltd., Builders: SWAN, HUNTER & WIGHAM RICHARDSON. Newcastle on Tyne by Stephen Carey, engineer, editing by Earl of Cruise rm s M AURETANIA © Stephen Carey 1 Overview of machinery spaces 1.1 Boiler rooms MAURETANIA is (or was) a quadruple screw Cunard liner fitted with 2 single-ended and 23 double-ended boilers, operating at 195lb/in2.   These boilers are arranged six in 3 boiler rooms (4,3   & 2; note that Cunard numbers forward to aft compared to White Star which numbers aft to forward), and five in No1 Boiler Room (the foremost one) where the fine lines of the ship only allow 2 abreast at the forward end of this boiler room. No1 Boiler Room also houses the two single ended boilers used for hotel services and auxiliary supplies in port.   The double-ended boilers are fired for transatlantic passages up to full speed and primarily used for main propulsion. Combustion air for the boilers is provided by forc

HISTORY - rms MAJESTIC - Hand in Hand with rms TITANIC

TITANIC and MAJESTIC (1890), both Royal Mail Ships, hand in hand? How so? The review of João Martins will show. by João Martins , editing by Earl of Cruise And WHITE STAR LINE was more than only a shipping line which employed rms TITANIC. WHITE STAR was company with a great heritage and introduced many innovations which became standards. Founded by Thomas Henry Ismay , originally from Maryport, and shareholders amoung whom had been HARLAND&WOLFF . Later the Irish shipbuilder, located in Belfast, built all ships for WHITE STAR. rms MAJESTIC as built by HARLAND&WOLFF - Sour ce: Wikipedia ( original seize ) T he rms MAJESTIC was a 9,965 GRT British ocean liner built by HARLAND & WOLFF for WHITE STAR LINE and completed in 1890. Her career was profoundly intertwined with rms TITANIC. In the late 1880s competition for the Blue Riband, the award for the fastest Atlantic crossing, was fierce amongst the major shipping lines. At the time the prize belonged to CUNA RD

ss NORMANDIE 1935-1942 III

© coloured by Daryl LeBlanc Die NORMANDIE "flying the Blue Riband" Die Technick   Die 812 Mio. Francs teure NORMANDIE stellte nicht nur mit ihrer Geschwindigkeit einen neuen Höhepunkt im Schiffbau dar. Die NORMANDIE war, mit ihrer einer Tonnage von 79.280 BRT (83.423 BRT nach dem Umbau Winter 1937/38) und einer Länge von 313,75m 1935 das größte und längste Schiff, das je gebaut worden war. Zugleich war die NORMANDIE auch das erste Schiff mit einer Länge über 300 Metern (1.000 Fuß). Der Bau des gigantischen Rumpfes hatte ganze 21 Monate in Anspruch genommen. Zuvor musste der vorherige Ausbau zur Vergrößerung der Helling erledigt werden. Mit einem Stapellaufgewicht von 27.650t war der Schiffsrumpf der NORMANDIE auch die bis dato größte, jemals auf dem Land bewegte Masse. Mitverantwortlich für den Entwurf der NORMANDIE zeichnete, der nach Frankreich emigrierte Russe, Wladimir Yourkevitch. Die Konstruktion war in mancher Hinsicht außergewöhnlich. Der Rumpfqu