New York
Brian Scott Lorenz Convicted of Murder at Third Trial for Deborah Meindl’s Death
A jury on Friday convicted a man of the brutal 1993 killing of a woman outside Buffalo, closing the latest chapter in a winding, decades-long saga, with a swift guilty verdict on all counts.
The defendant, Brian Scott Lorenz, was facing his third trial for the murder of Deborah Meindl, a 33-year-old nursing student who walked into her Tonawanda, N.Y., home on a cold February afternoon and encountered a terror.
Ms. Meindl was murdered in her own dining room. She was strangled, stabbed and handcuffed, and her bloodied body was discovered by her young daughter returning home from school.
Mr. Lorenz, 56, was originally convicted of Ms. Meindl’s murder in 1994, alongside another man, James Pugh, though the two long denied any involvement in the killing. Their pleas of innocence eventually found the support of several legal advocates, defense lawyers from New York City, who lobbied for new DNA testing in the case.
That testing, performed in 2018, resulted in stunning findings: There was no genetic link to either Mr. Lorenz or Mr. Pugh at the crime scene. Nor was there any other physical evidence — like hair or fiber samples — or any eyewitnesses linking either man to Ms. Meindl’s murder.
Those DNA results, and evidence violations by prosecutors, led to the dismissal of the men’s convictions in 2023, though Erie County continued to pursue the prosecutions.
The case was a challenge: Many of the state’s witnesses from 1994, who said Mr. Lorenz had bragged about the crime, had died; others told investigators they did not remember details of their initial testimony. Still other witnesses had criminal records and, the defense said, were seeking deals for themselves.
A second trial of Mr. Lorenz last year ended in a mistrial after the jury deadlocked. And in December, Mr. Pugh, 63, who had been released on parole after serving more than 25 years in prison, saw his charges dropped. But on Friday, Mr. Lorenz was again found guilty, after less than a full day of deliberation, on two counts of murder and a burglary charge.
The verdict, after two weeks of testimony and arguments in Buffalo, is a defining moment in a case that has perplexed and fascinated residents of Western New York and beyond.
And it was vindication for the Meindl family, represented in court by the victim’s sister, Lynne MacGill, and Ms. Meindl’s younger daughter, Lisa Payne.
During closing arguments on Wednesday, Ms. Payne wore a blouse that belonged to her mother and sat in the front row of the courtroom clutching a Mickey Mouse pillow that her older sister, Jessica, had used as a comfort while testifying in 1994. (Jessica Meindl, who discovered her mother’s body, struggled with addiction and died in 2020, at 37.)
Ms. Payne also carried a small silver spoon that Jessica had used as a reminder to stay sober, and wore rings from her parents around her neck, including the wedding ring her mother had on when she was killed. As the verdict was read, Ms. Payne nodded slightly while Mr. Lorenz sat placidly, just a few feet away. He faces sentencing on July 13.
After the verdict, the two family members thanked the Erie County district attorney, Michael J. Keane.
“This outcome is not just a legal victory: It is a testament to the persistence of truth and the unwavering commitment of dedicated public servants tasked with the pursuit of justice,” Mr. Keane said in a statement.
Mr. Lorenz’s lawyers said they planned to appeal. They had spent years building a case for exoneration, citing the lack of DNA evidence connecting Mr. Lorenz to the crime and the possibility of other suspects.
“It’s very, very scary,” said Ilann M. Maazel, one of Mr. Lorenz’s lawyers. “I think innocence should matter. I think the truth should matter.”
One of the initial suspects in the case was Ms. Meindl’s husband, Donald Meindl, who had been having a sexual relationship with a 17-year-old girl he worked with at a Taco Bell at the time of his wife’s killing. Before the murder, he had mentioned to a friend that he wanted to have his wife killed, though he later said he was joking.
But the defense suggested that Mr. Meindl was serious about finding someone to kill his wife, at one point playing audio of Mr. Meindl laughing with a friend — who was wearing a wire for the police — about his wife’s death. Mr. Meindl died in 2023, though he attended hearings about the case in 2021 and 2022.
In his summation, Earl Ward, a defense attorney, emphasized the lack of hard evidence.
“You have to ask yourself why there was none of Scott’s DNA in that house,” Mr. Ward said. “Because he wasn’t there.”
Deepening the mystery, DNA from an unknown person was found on some items used in the murder, including a knife and a necktie that was used to strangle Ms. Meindl. (The authorities in Erie County say they have not done additional testing to determine who that DNA belongs to because “the genetic material is insufficient for comparison.”)
One of the case’s lead investigators in the early 1990s, David Bentley, a Tonawanda detective, also came under scrutiny for seemingly feeding details to some witnesses. Even current prosecutors called his actions sloppy and inappropriate.
And Mr. Bentley had a close relationship with Richard Matt, a convicted killer from the Buffalo area who rose to infamy in 2015 when he and another inmate, David Sweat, escaped from a maximum-security prison in upstate New York. Mr. Matt was killed by a federal agent after a three-week manhunt. Mr. Sweat was recaptured.
Then, during a re-investigation of the Meindl case brought on by the new DNA evidence, two Erie County prosecutors came to believe that Mr. Matt might have been involved in killing Ms. Meindl, a theory promoted by Mr. Sweat, himself a convicted killer who remains in prison. The judge in the case, Paul B. Wojtaszek, later discredited that theory, but nonetheless set aside Mr. Lorenz’s and Mr. Pugh’s convictions in 2023.
The dismissal of charges against Mr. Pugh in December and the lack of physical evidence seemed to lead to a shift in prosecutors’ strategy in the third trial; previously, they had argued that the two men had been burglarizing the Meindl home and killed Ms. Meindl to cover their tracks.
This time, prosecutors offered little in the way of motive, though a suggestion toward the end of their closing arguments that Mr. Lorenz might have killed Ms. Meindl for money drew an angry protest from the defense and a rebuke from Justice Wojtaszek. After the verdict on Friday, Mr. Lorenz’s lawyers suggested that those comments by the prosecutors could be part of their appeal.
The state’s case hinged on six associates of Mr. Lorenz who said he’d told them various details about the crime, and his involvement, back in the early 1990s. Several of those people have died, so their past testimony was read to the jury. Other witnesses for the prosecution had criminal records and troubled personal histories, including addiction and mental health issues.
The lead prosecutor in the case, Eugene T. Partridge III, conceded in his closing that “it would have been great had he confessed to a busload of nuns,” but argued that “those vulnerabilities is the reason the defendant chose them.”
Mr. Partridge also defended the long pursuit of a conviction in the case, saying “there is no expiration date on justice.”
The jury’s foreperson, Cindy Musacchio, 61, a retiree living in Tonawanda, said that prosecutors’ compilation of various statements attributed to Mr. Lorenz had swayed her.
“All the people he confessed to, all the similarities, I felt was compelling,” she said, after leaving the jury room.
For her part, Ms. Payne said in a statement that while “nothing in this world could ever justify the brutal death of my mother,” the verdict “shows that as flawed as our justice system is, it can still provide a little piece of comfort.”
“May she now finally be able to rest in peace,” she wrote.
Jonah E. Bromwich and Mark Sommer contributed reporting.
New York
Video: Fans Celebrate Knicks’ First N.B.A. Title in 53 Years
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Fans Celebrate Knicks’ First N.B.A. Title in 53 Years
New York City erupted in celebration after the Knicks defeated the San Antonio Spurs in Game 5 of the N.B.A. finals to win their first championship since 1973.
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[cheering] “We did it. We hung in there, and we brought it home, baby. New York!” “This is insane. Like, I don’t know what — I don’t know how else to describe it.”
By Julie Yoon
June 14, 2026
New York
Video: Knicks Fans Rejoice After Game 4 Victory
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New York
This Parking Spot Is Free. Should It Be?
What if the city …
Added More Metered Spots in Busy Neighborhoods
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.
Where are NYC’s parking meters?
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.
A busy commercial corridor in Bedford-Stuyvesant lacks meters
Adding more meters in busy neighborhoods could improve turnover for spots, research suggests, and raise revenue for the city.
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.
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.
What if the city …
Introduced Residential Parking Permits
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.
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.
“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.”
How much do cities charge for residential parking permits?
Boston
No fee
Chicago
$30
Los Angeles
$34
Washington, D.C.
$55*
Philadelphia
$75
Berkeley, Calif.
$85
San Francisco
$215
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.
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.
What if the city …
Ended Free Parking and Implemented Dynamic Pricing
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.
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.
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.
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.
“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.
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 …
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).
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.
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.
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.
“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.
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.
“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.
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.
“The dumbest thing is just to keep things the way they are,” she said.
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