American Fashion in Crisis? Not at These Shows

In the 1990s, New York fashion had the Big Three: Donna Karan, Ralph Lauren and Calvin Klein. Of them, only Lauren remains a fashion force. Klein’s brand now only calls to mind Jeremy Allen White in boxer briefs. A recent reboot of the Donna Karan brand, sans Donna, drew yawns. In their heydays, these designers set the fashion agenda for the United States, and to some extent, the world. But in recent years, many have bemoaned the state of American fashion and wondered whether its fashion week should even exist.

Crisis of confidence no more! This past week, several New York designers made compelling cases for a new era in American fashion, one ruled more by a rigorous approach to separates than splashy marketing campaigns. As the luxury industry slows its roll , designers here showed the value of playing it safe, with investment-worthy coats, work-appropriate tailoring and go-everywhere dresses. Of course, in fashion, “safe” might also include sans-pants looks and four-figure shearling coats, many of which were also on display.

“I thought it was a really strong season for New York,” said independent fashion critic Jeremy Lewis. After years of streetwear, irony and everyone wanting to be “extra,” he said, “It’s led to more sober and grown-up clothes.” Lewis, like many of the commentators and retailers I spoke to, named Proenza Schouler as a standout. He said that its “exquisite tailoring” was “relevant to a daily, city-centric wardrobe.”

The new energy around realistic wardrobing was visible in many collections, from downtown darlings Eckhaus Latta and Kallmeyer all the way up to megabrand Michael Kors. On fashion runways, it’s more common than one would think to see unzipped zippers, nipple slips and faulty shoes (or abandoned shoes, which happened at at least two shows). The most successful designers working in New York today—highlighted below—are the ones that are focusing on fit, integrity and a connection to their customer.

Altuzarra’s Calculated Whimsy

For his 15th-anniversary show, Joseph Altuzarra revealed his strongest collection perhaps ever by zeroing in on idiosyncrasy and eschewing influencer culture. To a room of about 100 editors and buyers, he presented unique looks with notes of equestrian culture, harlequin-inspired whimsy and Princess Diana polished quirk. Gabriella Karefa-Johnson, who styled the collection, said that it “felt like the kind of wardrobe we dream to collect over years of our lives.” That mix looks like: a pair of jodhpurs found in an attic; a sweater from Portobello Road; wool joggers stolen from an ex-boyfriend.

“People’s wardrobes are not merchandised,” Altuzarra explained about this way of dressing. “When you walk into your closet, there’s this feeling of eclecticism.” He wanted to emphasize that one-of-a-kind feeling. It’s creating a wardrobe, he said—not of basics but of “preciousness and emotion.”

It’s a strategy that could have a positive effect on the brand’s business, as fashion becomes, in Altuzarra’s words, “more item-driven.” Rather than offering an overwhelming array of options, he said, “I want there to be a unique proposition.”

Proenza Schouler’s No-Nonsense Manifesto

Lazaro Hernandez and Jack McCollough have always made clothes for the women of their own generation, with muses including artist Olympia Scarry, entrepreneur Lauren Santo Domingo and creative director Jen Brill. They’ve followed these women from their it-bag and party-dress days into their 40s . Today, those muses (like many of us) are far more likely to require a bag that holds a computer and a warm coat they can wear for 10 years than a pair of super-high boots to pose in.

Liane Wiggins, head of womenswear for retailer MatchesFashion.com, has told me how crucial coats are to the women’s designer business these days. A good coat can last forever. You can throw it over a simple WFH outfit. It keeps you warm in today’s weird, ever-changing weather. Proenza Schouler’s coats, in hand-sheared shearling, leather and double-face cashmere, are superlative. Hernandez and McCollough describe them as “strong and soft layers of protection.” Which you will certainly need if you decide to try one of the brand’s more risqué sheer-organza tops.

Willy Chavarria’s Character-Driven Separates

Willy Chavarria, who cut his teeth at legendary American brands Calvin Klein and Ralph Lauren, presented a sprawling show, including a short film and staged banquet recalling “The Last Supper,” in a warehouse in Brooklyn. Although his work is categorised as menswear, the show featured models of all genders, and a diverse range of backgrounds. The signature look—broad-shouldered blazers with nipped-ankle pants—would truly work on anyone.

While Chavarria’s collections have veered costumey in the past, this one struck a more wearable note. In his second season of wholesaling the brand, he said he was happily becoming more commercial. His cable-knit sweaters, camel suiting and aviator leather jackets are positioning him as a new-gen Ralph Lauren.

Michael Kors’s Pitch-Perfect Restraint

Although Kors sometimes gets a bad rap for being too commercial, his recent collections have had a smidge of an edge. Much in the same way that Tory Burch has recently gone from safe to cool, Kors is primed to reach a new audience with his canny sampling of 1990s and early 2000s minimalism. Unlike many of the designers that are mining that pared-back period, Kors was actually designing clothes back then. His work for Celine during that period , including straight knee-length skirts, animal prints and simple coats, is finding new lift on the resale market among younger women. undefined undefined So he’s smart to go full Carolyn Bessette-Kennedy for his eponymous multi-billion-dollar business. Shown in the old Barneys building in Chelsea, a temple of bygone chic, his dark skirt suits, pleated trousers and lace slip dresses felt convincing. And 50-year-old supermodel Amber Valletta, bare-legged with a leopard-printed coat and black pumps, is a contender for look of the season.

Sergio Hudson’s Unapologetic Power Dressing

As the Lox’s 1990s rap anthem “Money, Power & Respect” boomed from the loudspeaker, Sergio Hudson’s boardroom babes strutted defiantly down the runway. Hudson, a favorite of Kamala Harris and Michelle Obama, has built a solid reputation on monochromatic dresses and 1970s-inflected suiting. Hudson said that his vision was about presenting “that boss diva that we aim to please.”

This collection, Hudson’s most cohesive in recent memory, made me think that the fashion world hasn’t been taking Hudson seriously enough. Tom Ford, vulnerable after Peter Hawkings’s derivative debut last season, might do well to pay attention to Hudson, with his strong tailoring and unabashed sensuality.

The designer, who had attendees smiling and bopping in their seats, said that he aimed to “bring back the joy of New York fashion week.” And what’s more, “to bring back the great days when New York sportswear was held in high regard across the world. That’s been a bit lost.”

Former New Hampshire Gov. Chris Sununu delivered a warning to Treasury Secretary Scott Bessent during a recent visit to Washington: Already-high airfares will surge if the war in Iran doesn’t end soon.

Sununu, a Republican who represents some of the biggest airlines as president of the industry group Airlines for America, has for weeks sounded the alarm to Trump administration officials about the economic fallout from high jet fuel prices. The war, Sununu has argued, must come to a close soon, or things will get worse.

Administration officials have gotten the message.

Privately, President Trump’s advisers are increasingly worried that Republicans will pay a political price for the rising fuel costs, according to people familiar with the matter. Many of those advisers are eager to end the war, hoping prices will begin to moderate before November’s midterm elections.

The fallout from the U.S.-Israeli attack in late February has slowed traffic through the Strait of Hormuz, a vital shipping lane, triggering a sharp increase in oil, gasoline and jet-fuel prices.

That means consumers are grappling with high costs ahead of the summer travel season, as they consider vacation plans.

Sixty-three per cent of Americans said they put a great deal or a good amount of blame on Trump for the increase in gas prices, according to a new poll conducted by NPR, PBS and Marist.

More than 8 in 10 Americans said struggles at the gas pump are putting strain on their finances.

Jet-fuel prices roughly doubled in a matter of weeks after the war began, and they have remained high. Airlines have said that will add billions of dollars of additional expenses this year, squeezing profit margins.

U.S. airlines spent more than $5 billion on fuel in March—up 30% from a year earlier, according to government data.

Carriers have been raising ticket prices, hoping to pass the cost along to consumers, and they are culling flights that will no longer make money at higher price levels.

In March, the price of a U.S. domestic round-trip economy ticket rose 21% from a year earlier to $570, according to Airlines Reporting Corp., which tracks travel-agency sales.

So far, airlines have said the higher fares haven’t deterred bookings and they are hoping to recoup more of the fuel-cost increases as the year goes on.

Earlier this week, Trump said the current price of oil is “a very small price to pay for getting rid of a nuclear weapon from people that are really mentally deranged.”

Secretary of State Marco Rubio told reporters that if Iran got a nuclear weapon, the country would have more leverage to keep the strait closed and “make our gas prices like $9 a gallon or $8 a gallon.”

Trump has taken steps in recent days to bring the war to an end. Late Tuesday, the president paused a plan to help guide trapped commercial ships out of the Strait of Hormuz, expressing optimism that a deal could be reached with Iran to end the conflict.

Crude oil prices fell below $100 a barrel on Wednesday, after reports that Iran and the U.S. are working with mediators on a one-page framework to restart negotiations aimed at ending the conflict and opening the strait.

Sununu said Trump administration officials are conscious of the economic fallout from the war: “They get it…and I think that’s why they’re trying to get through the war as fast as they can.”

But he cautioned that it could take months for prices to return to prewar levels.

“Ticket prices won’t go down immediately” after the strait is fully reopened, Sununu said. “You’re looking at elevated ticket prices through the summer and fall because it takes a while for the prices to go down.”

Since the initial U.S.-Israeli attack in late February, Sununu has met in Washington with National Economic Council Director Kevin Hassett, representatives from the Transportation Department and senior White House officials.

A White House official confirmed that Hassett and Sununu have discussed the effect of increased fuel prices on the airline industry. The official said the conversation touched on how the industry can mitigate the impact of high jet fuel prices on consumers.

“The president and his entire energy team anticipated these short-term disruptions to the global energy markets from Operation Epic Fury and had a plan prepared to mitigate these disruptions,” White House spokeswoman Taylor Rogers said, pointing to the administration’s decision to waive a century-old shipping law in a bid to lower the cost of moving oil.

Rogers said the administration is working with industry representatives to “address their concerns, explore potential actions, and inform the president’s policy decisions.”

A Treasury Department spokesman pointed to Bessent’s recent comments on Fox News that the U.S. economy remains strong despite price increases. The spokesman said Treasury officials have met with airline executives, who have reaffirmed strong ticket bookings.

“We’re cognizant that this short-term move up in prices is affecting the American people, but I am also confident, on the other side of this, prices will come down very quickly,” Bessent told Fox News on Monday.

The war has already contributed to one casualty in the industry: Spirit Airlines. Company representatives have said they were forced to close the airline because the sustained surge in jet-fuel prices derailed the company’s plan to emerge from chapter 11 bankruptcy.

The Trump administration and Spirit failed to come to an agreement for the company to receive a financial lifeline of as much as $500 million from the federal government.

Transportation Secretary Sean Duffy has argued that the Iran war wasn’t the cause of Spirit’s demise, pointing to the company’s past financial struggles, as well as the Biden administration’s decision to challenge a merger with JetBlue.

Other budget airlines have also turned to the federal government for help since the U.S.-Israeli attack. A group of budget airlines last month sought $2.5 billion in financial assistance to offset higher fuel costs, and they separately wrote to lawmakers asking for relief from certain ticket taxes.