Connect with us

New York

3 Lawmakers Involved in Newark ICE Protest Could Be Arrested, DHS Says

Published

on

3 Lawmakers Involved in Newark ICE Protest Could Be Arrested, DHS Says

A spokeswoman for the Department of Homeland Security suggested on Saturday that three Democratic members of Congress might face assault charges after a confrontation outside an immigration detention facility in Newark during the arrest of the city’s mayor, even as new details emerged that appeared to contradict the Trump administration’s account of the surrounding events.

The three lawmakers — Representatives Bonnie Watson Coleman, Rob Menendez and LaMonica McIver of New Jersey — were inside the facility on Friday for what they described as a congressional oversight visit, which they have the right to conduct under federal law. The facility, Delaney Hall, received its first detainees last week and is eventually expected to hold as many as 1,000 migrants at a time.

Soon after the legislators left the building on Friday afternoon, Newark’s mayor, Ras J. Baraka, was arrested by the head of Homeland Security Investigations in a brief but volatile clash that involved a team of masked federal agents wearing military fatigues and the three lawmakers. He was then taken to a separate federal Immigration and Customs Enforcement facility in the city and released five hours later.

Precisely what led to Mr. Baraka’s arrest on federal trespassing charges, in a public area outside a facility that is owned by a private prison company, remains unclear. But much of what unfolded was recorded by journalists, as well as by cameras worn by law enforcement officials and videos taken by activists protesting nearby.

Tricia McLaughlin, the Homeland Security spokeswoman, told CNN on Saturday that a body camera video showed “members of Congress assaulting our ICE enforcement officers, including body-slamming a female ICE officer.”

Advertisement

The episode was under investigation, she said, and charges against the three lawmakers were “definitely on the table.”

But videos the Trump administration released to Fox News appeared to be far from conclusive, and accounts of the confrontation from witnesses and the members of Congress differ in significant ways from the government narrative.

On Friday, after Mr. Baraka’s arrest, Ms. Watson Coleman, 80, described being “manhandled” by agents who were attempting to arrest the mayor, who was at the center of a large group of aides and supporters in front of the gates to Delaney Hall.

“There was just consistently, and across the board — especially with the folks in uniform — no respect for who we were and no respect for the mayor,” she said Saturday on MSNBC.

In February, the Trump administration entered into a 15-year, $1 billion contract with GEO Group to turn Delaney Hall into a large detention center as ICE rushed to expand its detention capacity nationwide to meet President Trump’s mass deportation goals.

Advertisement

Newark officials have since argued in federal court that GEO Group, one of the country’s largest private prison companies, is operating without a valid certificate of occupancy. After Delaney Hall began housing detainees last week, Mr. Baraka, a Democrat who is running for governor, began showing up regularly and requesting that he and fire officials be allowed to enter and inspect the facility.

Each time, the facility’s personnel turned them away and fire officials issued tickets for code violations.

Federal officials and a GEO spokesman said the mayor had ignored established processes for requesting entry. They have also said that the facility had all the required permits, and have described the mayor’s repeated visits as a political stunt.

On Friday, the dispute escalated significantly.

That morning, Mr. Baraka said he stopped by Delaney Hall to request entry, was denied and left to take one of his children to school. He returned hours later for a news conference that the three lawmakers had planned to hold after touring Delaney Hall.

Advertisement

A security guard opened Delaney Hall’s locked front gate and allowed Mr. Baraka to enter, but barred him from joining the congressional representatives inside, Newark officials said.

“If I was on that property, I was invited there,” Mr. Baraka said Saturday in Newark. “Somebody allowed me. I didn’t climb the fence, I didn’t kick the door down.”

He and several aides waited for more than an hour inside the perimeter of the detention center before he was asked to leave, according to Mr. Baraka and two of his aides.

By that point, Mr. Menendez, Ms. Watson Coleman and Ms. McIver had left the building and were standing near the mayor, according to a video taken by Viri Martinez, an immigration activist who witnessed the arrest.

After several requests that he leave, Mr. Baraka complied, according to two members of his group and video recordings.

Advertisement

“Guy told me to leave, I left. I’m gone,” Mr. Baraka said Saturday.

However, more than a dozen federal agents went out through the gate and arrested him anyway, placing him in handcuffs and leading him away.

Alina Habba, the acting U.S. attorney for the District of New Jersey, has said that Mr. Baraka was arrested after he “committed trespass and ignored multiple warnings from Homeland Security Investigations to remove himself.”

Ms. McLaughlin described the chaotic scene as a “mob,” with the lawmakers, their aides and federal law enforcement officers jostling just outside the facility’s gate.

“We weren’t trying to start anything,” Ms. Watson Coleman said on MSNBC. “We weren’t trying to do anything. We were trying to protect the mayor from what we thought was an unlawful arrest.”

Advertisement

Footage from a body-worn camera shared by Fox News shows the legislators and a scrum of officers outside the facility’s fence. At one point, Ms. McIver appears to make contact with a law enforcement officer in fatigues and a face mask.

A second video also shared by Fox News captures a verbal disagreement between Ms. McIver and several law enforcement officers. Ms. McIver, who is standing with her back against a car and is surrounded by officers in tactical gear, can be heard saying, “Ma’am, he just assaulted me.”

In the video, she and Ms. Watson Coleman walk a few paces away before Ms. McIver stops and turns to face the officers.

“You can’t talk to a congresswoman like that,” she says. “You will pay.”

Mr. Baraka has pushed back against the government’s characterization of the moments before and after he was taken into custody.

Advertisement

“This is all fabrication,” Mr. Baraka told reporters on Saturday. “They get on the media and they lie and lie and lie and lie.”

He said the roughly five hours he spent in custody, before a federal magistrate judge ordered him to be released, were “humiliating.”

By Saturday, Mr. Baraka’s arrest had become a local political flashpoint.

Two of Mr. Baraka’s Democratic opponents in New Jersey’s race for governor — Sean Spiller, the president of the New Jersey Education Association, and Representative Josh Gottheimer — showed up early Saturday at Delaney Hall and spoke to reporters. The three other Democrats running for governor — Representative Mikie Sherrill; Steven Fulop, the mayor of Jersey City, N.J.; and Steve Sweeney, a former State Senate president — also condemned Mr. Baraka’s arrest in statements.

“This is not who we are as a country, certainly not who we are as a state,” Mr. Spiller said at the detention center. “Because right now, we know that folks are scared.”

Advertisement

Mr. Gottheimer added that he and Mr. Spiller were not there as competitors in the June 10 primary.

“We’re here as protectors of democracy,” Mr. Gottheimer said. “We all have to stand up and say to Donald Trump, ‘I don’t think so.’”

Mr. Baraka seemed amused by the candidates’ robust expressions of solidarity.

“I’m glad that they are, you know, making the most of this,” he said with a chuckle.

Across the Hudson River, several New York City lawmakers and Democratic mayoral candidates joined more than 100 protesters at a rally in Lower Manhattan. Speakers praised Mr. Baraka and condemned the city’s mayor, Eric Adams, for working with the Trump administration.

Advertisement

“When they come for the mayors, it’s already pretty bad,” said Brad Lander, New York City’s comptroller who is running for mayor.

Another candidate for mayor, Zohran Mamdani, who represents Queens in the State Assembly, also spoke.

“What Mayor Baraka has told us,” he said, “is you cannot fight extremism with moderation.”

Mark Bonamo and Nate Schweber contributed reporting.

Advertisement

New York

Video: Knicks Fans Rejoice After Game 4 Victory

Published

on

Video: Knicks Fans Rejoice After Game 4 Victory

new video loaded: Knicks Fans Rejoice After Game 4 Victory

Fans and celebrities, including Taylor Swift and Timothée Chalamet, celebrated after the Knicks’ record comeback to win Game 4 of the N.B.A finals.
Advertisement

By Jiawei Wang

June 11, 2026

Watch Today’s Videos

    Knicks Stage Historic Game 4 Comeback Against Spurs

    1:47

    Spurs Snap Knicks’ Playoff Win Streak to Take Game 3 of N.B.A. Finals

    1:57

    Advertisement
    Spurs Beat Knicks, Quieting New York City Crowds

    1:01

    Trump Booed at Game 3 of N.B.A. Finals

    0:22

    Watch Parties Canceled as Police Tighten Security at N.B.A. Finals

    1:02

    The Knicks Have Celebrity Fans. The Spurs Have Nuns.

    1:11

Video ›
Advertisement

Today’s Videos

U.S.

Politics

Immigration

NY Region

Advertisement

Science

Business

Culture

Books

Wellness

Advertisement

World

Africa

Americas

Asia

South Asia

Advertisement

Donald Trump

Middle East Crisis

Russia-Ukraine Crisis

Visual Investigations

Opinion Video

Advertisement

Advertisement

SKIP ADVERTISEMENT

Continue Reading

New York

This Parking Spot Is Free. Should It Be?

Published

on

This Parking Spot Is Free. Should It Be?

What if the city …

Added More Metered Spots in Busy Neighborhoods

Advertisement

Less than 3 percent of parking spaces on New York City streets have paid meters. That’s only about 80,000 spots.

Most of the meters that do exist are along busy corridors, with higher hourly rates in the core of Manhattan.

Advertisement

Where are NYC’s parking meters?

Advertisement

Source:New York City Department of City Planning, New York City Department of Transportation. Leanne Abraham/The New York Times

The placement of meters often feels arbitrary. Much of the East Village, a busy Manhattan neighborhood, has no meters. Nostrand Avenue, a major artery in Brooklyn, has meters over most of a five-mile stretch, but they end abruptly north of Fulton Street.

Advertisement

A busy commercial corridor in Bedford-Stuyvesant lacks meters

Advertisement

Note: In the data for metered blocks, the full length of a block is highlighted even when parking-meter regulations do not apply to the entire block length. Sources: New York City Department of City Planning, New York City Department of Transportation, New York City Department of Finance. Leanne Abraham/The New York Times

Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.

Advertisement

Seeking alternatives to avoid paying for meters overnight, car owners may choose to move to garages — which can cost $500 per month or more, depending on the neighborhood — park farther afield, or sell their cars. They could also turn to car-share programs, which set aside parking for shared vehicles.

When the city tries to add meters, there is often fierce opposition from neighbors, including on the Upper West Side of Manhattan last year, where residents revolted, the local City Council member complained people had been “blindsided” and the city backed down.

Advertisement

Critics argue that those pushing for reforms “hate people who own cars,” in the words of Vickie Paladino, a City Council member who represents a district in Queens that is home to many car owners.

How realistic is this? The city can add additional meters on its own without needing permission from state lawmakers in Albany. Dean Fuleihan, Mr. Mamdani’s first deputy mayor, gave supporters hope when he said in March that he was open to the idea.

How much could it raise? Parking meters currently generate $278 million in revenue per year. Adding meters to one-fourth of the city’s existing free parking spaces, for example, could produce at least $1.2 billion annually, according to the Center for an Urban Future.

Advertisement

What if the city …

Introduced Residential Parking Permits

Advertisement

Most parking on residential streets is open to all drivers, not just those who live nearby. But many other major U.S. cities, including Los Angeles and Chicago, have permits to reserve street parking for neighborhood residents.

Residential parking permits in New York could cost anywhere from $100 per year to far more than that, experts say, with higher rates potentially prodding some residents to give up their cars. Some spots could be set aside for visitors.

Advertisement

But permits would not necessarily solve the problem of the demand for parking outpacing the supply. And some transit groups oppose the idea, arguing that there are better ways to use the street space and that parking should not be guaranteed.

Rachel Weinberger, a vice president at the Regional Plan Association, an urban planning think tank, said that permits alone would not make parking easier. She also argued they would have to be prohibitively expensive in order to deter ownership.

Advertisement

“A permit would only be a hunting license, meaning that you’re allowed to look for a space,” she said. “It should mean you’re guaranteed a space.”

Advertisement

How much do cities charge for residential parking permits?

Advertisement

Advertisement

Advertisement

Boston No fee
Chicago $30
Los Angeles $34
Washington, D.C. $55*
Philadelphia $75
Berkeley, Calif. $85
San Francisco $215

*Cost for first vehicle. Fee increases for additional vehicles. Sources: City transportation departments

Experts say that permits could also be paired with an incentive for drivers: fewer alternate side-parking days for street sweeping. Most drivers are required to move their cars once or twice a week so the streets can be cleaned, and some choose instead to leave them in place and eat the costs of the $65 tickets they receive. Moving to monthly street sweeping could make the prospect of buying a permit more appealing.

Advertisement

How realistic is this? Residential permits would need to be approved by state lawmakers. Momentum for the idea grew after congestion pricing began in Manhattan, over concerns that drivers from outside the city would park outside the zone and take the subway in. It has support from Mark Levine, the city comptroller, and Carmen De La Rosa, a City Council member in northern Manhattan.

How much could it raise? If a permit cost $100 per year and was required in two-thirds of the city, that could raise roughly $200 million per year, minus administrative costs, according to Terrance J. Regan, an adjunct professor at Boston University who focuses on transportation policy. The city’s Independent Budget Office recommended starting with a smaller pilot program that would raise $6 million annually by the third year.

Advertisement

What if the city …

Ended Free Parking and Implemented Dynamic Pricing

Advertisement

Some urban planners want to phase out free parking altogether.

Transportation Alternatives, a street safety group, has pushed for eliminating free parking and argued that the city would benefit if fewer car trips were made.

“If you look around the world, there are many other transit-oriented cities that are safer, more efficient and healthier,” said Ben Furnas, the group’s executive director.

Advertisement

The city could reclaim many miles of streets, which proponents argue could be better used for public spaces, bus lanes, bike lanes, outdoor dining setups and trash containers.

Paid parking spaces could use dynamic pricing, a system where the cost of a spot varies by demand. Right now, parking rates are as low as $1.50 for the first hour.

Advertisement

Critics of such pricing models have argued that higher street-parking costs could hurt lower-income drivers or local businesses that rely on drivers. In 2019, Hoboken, N.J., announced a version of dynamic pricing on high-demand blocks, but the mayor and City Council repealed the plan after some resident opposition.

But the idea has worked elsewhere. In 2018, after a successful pilot, the San Francisco Municipal Transportation Agency implemented demand-based pricing for the 10 percent of the city’s parking spots that are paid spaces, roughly 27,000 in all.

Advertisement

An evaluation of the pilot found that drivers spent 43 percent less time searching for a parking space, which in turn helped reduce car-based pollution. And once parking became easier, sales revenue increased for nearby businesses.

The rates in San Francisco can vary by block, time of day, or day of the week. Meters on the busiest blocks cost $11.75 an hour. The agency regularly reviews parking meter data and occupancy rates and decides whether to raise or lower rates.

Charles Komanoff, an economist and traffic modeler who helped create New York’s congestion pricing program, said dynamic pricing for parking could do even more than the tolls did to improve the flow of traffic here.

Advertisement

“I can’t imagine anything better,” he said.

How realistic is this? The Transportation Department could implement dynamic pricing, but a legislative push would most likely hasten change. Nantasha M. Williams, a City Council member representing Southeast Queens, has proposed a bill that would require a dynamic pricing pilot program in each borough. Eliminating all free parking would be a far more dramatic proposal, though supporters say it could be done in phases over several years.

Advertisement

How much could it raise? Parking reformists said the city could potentially raise billions of dollars a year under a dynamic parking system — money that could be reinvested into the neighborhoods where the fees are collected.

What if the city …

Advertisement

Cracked Down on Rule-Breakers

None of these plans work unless drivers obey the rules.

The city last year issued more than 11.6 million violations for parking and related offenses, according to a report by the Department of Finance, including for failing to move for street sweepers (1.8 million), not displaying a parking receipt (1.2 million), blocking a fire hydrant (674,000) and obstructing a bus stop (565,000).

Advertisement

In 1996, Mayor Rudolph W. Giuliani moved the city’s traffic enforcement agents, the unarmed civilians who write tickets for parking and other traffic violations, from the Transportation Department to the Police Department.

Some parking reformers say the shift weakened enforcement efforts, in part because the police have not focused on some of the most flagrant traffic violations.

Advertisement

They say that either the police should start issuing more tickets and collecting more fines, or they should allow the Transportation Department to once again take charge.

Some point to what they view as the city’s lackluster response to placard abuse, the practice of using either official permits issued by city agencies, or fraudulent ones, to park in unauthorized spots.

Advertisement

More than 91,000 complaints have been filed with the city since 2020 about possible placard abuse, but the police took action to fix the problem in just 21 percent of cases, according to a Times review of public data. Only about 12 percent of the complaints led to a driver being issued a summons.

“If you’re just unclogging these streets to have them filled with cars with fake placards, you’re not helping anything,” said Nicole Gelinas, a senior fellow at the Manhattan Institute, a conservative think tank.

There has also been a surge in fake, often out-of-state license plates that have made traffic violations harder to track. A perceived lack of consequences worsens the problem, said Jon Orcutt, a former policy director at the city’s Transportation Department.

Advertisement

“The culture has gotten terribly bad,” Mr. Orcutt said about enforcement efforts.

A spokesperson for the Police Department said in a statement that there was “deep collaboration” with the Transportation Department on traffic enforcement, and pointed to some recent initiatives, including issuing 247,000 summonses last year for “ghost vehicles” with fake plates.

Advertisement

Samuel I. Schwartz, the chair of the transportation research program at Hunter College, was New York City’s traffic commissioner under Mayor Edward I. Koch, at a time when the Transportation Department still controlled enforcement.

He said he thought it would be possible to change the behavior of repeat offenders if that agency led the effort and had the support of the police.

Advertisement

“I would go out in the field with an army of tow trucks,” Mr. Schwartz said.

How realistic is this? Mr. Mamdani could restore traffic enforcement powers to the Transportation Department, or instruct the Police Department to step up enforcement.

How much could it raise? The city issued $1.1 billion worth of parking tickets and camera violations in fiscal year 2025, according to the Finance Department, but just $946 million, or 84 percent, was ultimately collected. By ramping up fine collection, the city could raise more revenue.

Advertisement

As Mr. Mamdani weighs how to improve city streets and whether parking regulations should change, almost everyone agrees that the status quo is unacceptable.

Ms. Gelinas said that any of the leading ideas could be an improvement.

Advertisement

“The dumbest thing is just to keep things the way they are,” she said.

Continue Reading

New York

For Nearly 150 Years, Parking Has Driven New Yorkers to the Brink

Published

on

For Nearly 150 Years, Parking Has Driven New Yorkers to the Brink

“The parking meter as we know it will be obsolete” by the year 2000, the city’s deputy transportation commissioner, Samuel I. Schwartz, left, said as his boss, Commissioner Ross Sandler, previewed a newfangled meter. Chester Higgins Jr./The New York Times

Continue Reading
Advertisement

Trending