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Jessica Tisch Tries to Tame the N.Y.P.D. After a Period of Tumult

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Jessica Tisch Tries to Tame the N.Y.P.D. After a Period of Tumult

In the 1890s, Theodore Roosevelt, then head of the board of police commissioners, scoured New York, reporters in tow, hunting officers in saloons and brothels in what he called “midnight rambles.”

More than half a century later, the Brooklyn district attorney uncovered graft so widespread it forced the resignation of the police commissioner and the former mayor, who had become ambassador to Mexico.

In the 1990s, a city commission rooted out the “Dirty 30,” officers in Harlem who had beaten up dealers and broken down their doors to steal cash and drugs.

Officials have been trying to tame corruption and misconduct in the Police Department for more than a century, but the problems that Commissioner Jessica S. Tisch inherited when she took over the department in November are especially thorny.

The current mess involves sprawling accusations of misconduct among high-ranking brass, as well as rampant overtime abuse and mismanagement. But she must solve it while reporting directly to the man who appointed her and elevated many of those leaders — Mayor Eric Adams, a former captain who is himself under federal indictment and is fighting for re-election this year.

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In her seven weeks on the job, she has overhauled about half the executive staff — the high-ranking chiefs and commissioners who report to her. But she has also promoted a commander admired by Mayor Adams who is known for berating reporters and city officials on social media, raising questions about her independence.

Commissioner Tisch, 43, the former head of the Sanitation Department, is stepping into power at a tumultuous time. Federal agents seized files from the interim commissioner who preceded her, Thomas Donlon, and they took the phone of the commissioner before him, Edward Caban. Jeffrey Maddrey, who was the department’s top uniformed officer, is also under federal investigation after a lieutenant accused him of coercing her into sex in exchange for overtime opportunities.

The confluence of investigations “has got to be unprecedented or a new low for modern times,” said Daniel Richman, a Columbia University law professor and a former federal prosecutor in the Southern District of New York. It is also, he said, an “unprecedented opportunity” to make sweeping changes.

“With Adams under federal indictment and those he brought in to oversee and run the department under investigation, Tisch is unlikely to have to worry about heavy-handed interference from City Hall,” Mr. Richman said. She has “freedom to make bold personnel moves that in normal times would be impossible for an outsider.”

Commissioner Tisch has begun to aggressively shake up the nation’s largest police department, from high-level commanders to patrol officers. She said in an interview that she had replaced nearly a dozen chiefs and deputy commissioners, including the head of the Internal Affairs Bureau.

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“Every police car says ‘courtesy, professionalism and respect,’” she said. “The leadership of the Police Department has to model that. I’m very confident that that direction is now clear.”

It was a statement that echoed a video message she sent throughout the roughly 50,000-employee department on New Year’s Day, when she vowed to restore “pride and honor” and said officers, not top brass, had been “leading the way” in setting a good example.

“The last few weeks have seen a challenging time for our department,” Commissioner Tisch told them. “Public scandal has led to a thoughtful and decisive shake-up among our executive staff.”

That included the resignation of Mr. Maddrey, an Adams ally. She also replaced the combative head of the department’s public information office, Tarik Sheppard, who sparred with reporters and other department leaders. Around the same time, she ordered the return of 600 officers whom chiefs and deputy commissioners had transferred without authorization from their regular assignments.

Another 400 were transferred so they could be redeployed to crime hot spots or understaffed parts of the department. Overtime pay for many of the officers had raised questions, Commissioner Tisch said.

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The commissioner said she saw herself as a reformer. “I am not someone who accepts the status quo when the status quo doesn’t serve New Yorkers,” she said.

But one decision has drawn criticism — the promotion of John Chell from chief of patrol to chief of department, the highest-ranking uniformed position and supervisor of commanders and police operations. The elevation of Chief Chell, 56, who was close to Chief Maddrey, has led to questions about the continued influence of Mayor Adams, who has taken a keen interest in the department and has vested his political fortunes in its success.

Elizabeth Glazer, a former mayoral adviser to Bill de Blasio and the founder of Vital City, an online research journal, said that Commissioner Tisch “did exactly what had to be done.”

She called it an incredible shot in the arm for the majority of the people in the department who have seen the disintegration of the department.”

But her decision to elevate Chief Chell was unsettling, Ms. Glazer said.

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In 2008, Chief Chell, then a lieutenant and commander of an anti-theft unit, shot and killed Ortanzso Bovell, a man who was driving what police said was a stolen car. He said Mr. Bovell had backed the stolen car into him, causing his gun to fire accidentally and hit Mr. Bovell in the back. But following a civil trial in 2017, a jury found that the shooting was intentional. The jurors awarded Mr. Bovell’s family $2.5 million.

Most recently, Chief Chell’s online behavior has prompted questions over his temperament. Chief Chell has said he was using social media to defend officers and the department.

Ms. Glazer said that Chief Chell “seems to wear personal umbrage on his sleeve.” “That undermines her very clear direction that the executives at the highest levels act professionally, without fear or favor,” she said, referring to Commissioner Tisch.

This month, Mayor Adams spoke with Corey Pegues, a retired deputy inspector who now conducts online interviews and offers commentary on his YouTube channel. In the interview, Mr. Pegues called the shooting of Mr. Bovell “bad” and asked why Mr. Adams supported Chief Chell.

The mayor defended the commander, saying his background had been “vetted and analyzed.”

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“You know him based on the encounter that you stated,” Mayor Adams said. “What I have seen over the two years that I have been here, I’ve seen a nonstop person.”

“He has served this city well,” he said. “I’m proud of the job he has been doing.”

Chris Dunn, the former legal director of the New York Civil Liberties Union, said Chief Chell’s appointment was “the most notable exception to the leadership housecleaning.”

“That may be the bargain Commissioner Tisch struck with the mayor,” he said. “But I’m betting we’ll see less bombast from him and a reduced public presence.”

For the past several months, Chief Chell has been quieter on social media, where he once ripped into politicians like Representative Alexandria Ocasio-Cortez and Councilwoman Tiffany Cabán. Lately, his posts have been reserved for officers making arrests and cracking crimes.

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Commissioner Tisch said Chief Chell was a “proven crime fighter” whose strategies were part of the reason crime had declined.

“I’ve also made very clear my expectations around courtesy, professionalism, respect and dignity,” she said. “I am confident that the members of the executive staff will rise to meet those expectations.”

Commissioner Tisch said she “absolutely” felt free to pick her own executive staff members. She said she submitted the names of her candidates to City Hall, so they could be vetted as they were when she was head of sanitation.

“Of course, I’ve discussed them with the mayor,” she said. “But it is not meaningfully different.”

Mayor Adams will continue to have say over some appointments, said William Bratton, a former police commissioner who promoted Commissioner Tisch to deputy commissioner of information and technology when she first worked at the department.

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“There is no denying the mayor is still going to have influence over the department,” Mr. Bratton said. “He’s going to rise and fall with whatever happens in that department in the next couple of months.”

Mr. Bratton said he admired Chief Chell’s focus on “quality of life” issues, such as arresting people driving illegal motorbikes and scooters — petty crimes that can lead to the perception that the city is out of control.

“I happen to like a lot of what Chell has done,” he said. “He’s controversial in his outspokenness, but Jessie has obviously decided that she can deal with that and maybe temper it.”

Peter Moskos, a professor at the John Jay College of Criminal Justice who teaches in a master’s program for police officials, said that for months, his students had been bemoaning the state of their agency. He began to hear murmurs of cautious hope in December, as the term wound down and Commissioner Tisch began making her changes, Mr. Moskos said.

“I’m a little more optimistic now,” he said, adding, “It’s hard to tell other cops to follow the rules when the leaders aren’t. ”

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Kitty Bennett contributed research.

New York

Vote on the 17 Ways Mamdani Could Improve NYC

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Vote on the 17 Ways Mamdani Could Improve NYC

A new mayor, a fresh start — you know the drill. There are as many ideas out there for how Zohran Mamdani can now improve New York’s urban environment as there are New Yorkers.

I canvassed a few dozen planners, architects, academics, community leaders, neighborhood organizers, developers, housing and transit experts and former city government officials. I gave them no budgets or time lines. They gave me a mayoral to-do list of ideas big, small, familiar, deep in the weeds, fanciful and timely.

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What follows is a small selection, with some kibitzing by me. You can vote “love it” or “skip it” below and help determine the ranking of priorities. Feel free to leave eye rolls and alternative proposals in the comments section.

Check back in the coming days to see how the ranking has changed and we will let you know the ultimate results on Jan. 13.

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Get your votes in before polls close on Jan. 12, 2026.

1

Create many thousands more affordable housing units by converting some of the city’s public golf courses into mixed income developments, with garden allotments and wetlands.

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2

Deck over Robert Moses’s Cross Bronx Expressway and create a spectacular new park.

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3

Devise a network of dedicated lanes for e-bikes and electric scooters so they will endanger fewer bicyclists and pedestrians.

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4

Pedestrianize Lower Manhattan. Not even 10 percent of people there arrive by car.

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5

Build more mental health crisis centers citywide.

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6

Provide more clean, safe public pay toilets that don’t cost taxpayers $1 million apiece.

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7

Convert more coastline into spongy marshes, akin to what exists at Hunter’s Point South Park in Queens, to mitigate rising seas and floods.

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8

Dedicate more of the city budget to public libraries and parks, the lifeblood of many neighborhoods, crucial to public health and climate resilience. The city devotes barely 2 percent of its funds to them now.

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9

Follow through on the Adams administration’s $400 million makeover of once-glamorous Fifth Avenue from Central Park South to Bryant Park, with wider sidewalks, reduced lanes of traffic, and more trees, restaurants, bikes and pedestrian-friendly stretches.

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10

Do away with free street parking and enforce parking placard rules. New York’s curbside real estate is priceless public land, and only a small fraction of residents own cars.

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11

Open the soaring vaults under the Brooklyn Bridge to create shops, restaurants, a farmers’ market and public library in nascent Gotham Park.

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13

Persuade Google, JPMorgan or some other city-vested megacorporation to help improve the acoustics as well as Wi-Fi in subways, along the lines of Citibank sponsoring Citi Bikes.

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14

Overhaul freight deliveries to get more 18-wheelers off city streets, free up traffic, reduce noise, improve public safety and streamline supply chains.

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15

Rein in City Hall bureaucracy around new construction. The city’s Department of Design and Construction is full of good people but a longtime hot mess at completing public projects.

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16

Convert more streets and intersections into public plazas and pocket parks. Like the pedestrianization of parts of Broadway, this Bloomberg-era initiative has proved to be good for businesses and neighborhoods.

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17

Stop playing Russian roulette with a crumbling highway and repair the Brooklyn-Queens Expressway before it collapses.

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Congestion pricing after one year: How life has changed.

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Congestion pricing after one year: How life has changed.

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Since congestion pricing began one year ago, about 11 percent of the vehicles that once entered Manhattan’s central business district daily have disappeared.

This may not seem like a lot. But it has changed the lives — and bank accounts, bus rides and travel behavior — of many.

“There’s less traffic and more parking.”

“I only drive if I have to move something large or heavy.”

Sometimes I skip lunch at work to make up for the driving tax.”

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“I visit my elderly parents less often.”

“I complain to myself every time I have to pay the fee and I’m STILL 100% in favor of it.

“I am returning my leased car six months before the lease expires.”

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One year after the start of congestion pricing, traffic jams are less severe, streets are safer, and commute times are improving for travelers from well beyond Manhattan. Though these changes aren’t noticeable to many, and others feel the tolls are a financial burden, the fees have generated hundreds of millions of dollars for public transportation projects. And it has probably contributed to rising transit ridership.

The program, which on Jan. 5, 2025, began charging most drivers $9 during peak travel times to enter Manhattan below 60th Street, has quickly left its mark.

To assess its impact, The New York Times reviewed city and state data, outside research, and the feedback of more than 600 readers with vastly different views of the toll.

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Some groused about high travel costs. Others cheered for a higher toll. Many shared snapshots from their lives: quieter streets, easier parking, costlier trips to the doctor.

Many findings from a Times analysis a few months into the experiment have held up. The program so far has met nearly all of the Metropolitan Transportation Authority’s goals, although more evidence is needed on some measures. And one question remains unresolved: whether a federal judge will decisively shield the program from efforts by the Trump administration to end it.

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“Despite the threats to shut it down,” Gov. Kathy Hochul said in an interview, “the cameras are still on, and business is still up, and traffic is still down. So it’s working.”

Here’s the evidence one year in:

1. Fewer vehicles

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About 73,000 fewer vehicles are entering the central business district each day, a number that has added up in the first year to about 27 million fewer entries. The decline, compared with traffic trends before the toll, has been remarkably stable across the year:

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Average daily entries to the central business district

The central business district includes the congestion tolling zone and adjacent highways excluded from the tolls. Source: M.T.A.

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All other consequences of congestion pricing flow from this one — that fewer people are choosing to enter the area by private vehicle.

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“I never drive into the city anymore. I only take the subway. It’s a relief.”

Philip Zalon Brooklyn

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“I’m much more aware of driving into Manhattan and avoid it unless I have to haul a lot of stuff like a car load of Girl Scout cookies.”

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Jacob White Queens

By influencing that one decision, the policy can also affect commute times, transit reliability, road safety, street life and more (as we’ll get to below).

One clear sign that behaviors are changing: Every weekday, there is now a spike in vehicles entering the zone right before the toll kicks up to $9 at 5 a.m., and right after it declines to $2.25 at 9 p.m.

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Personal vehicle entries into the central business district

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Average weekday entries from Jan. 5 through Nov. 30, 2025, by 10-minute intervals. Source: M.T.A.

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“I’ve decided to get up earlier to get the lower price.”

Eric Nehs Manhattan

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“It is exhausting to plan the trip to cross the line at 9 p.m.

Paul S. Morrill Manhattan

2. Faster traffic

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The first consequence of those fewer vehicles is that traffic is now moving faster for the drivers who remain, and for the buses that travel those same roads. And this turns out to be true inside the congestion zone, near the congestion zone, and even much farther away.

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Change in vehicle speeds, 2024-25

Speeds from January through November of each year during peak toll hours. Source: M.T.A., HERE Traffic Analytics.

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“Taking my kid to [doctor’s] visits in 2024 was a nightmare, every time. … After congestion pricing, it’s been noticeably less aggravating.”

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Josh Hadro Brooklyn

Many readers, however, told us they didn’t believe they could see the benefits; the changes aren’t always easy to perceive by the naked eye. Readers also frequently said they believed the gains from congestion pricing were more apparent in the first months of the year and had waned since. The city’s speed data generally suggests that these improvements have been sustained, although some of the largest gains were recorded in the spring.

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Average vehicle speeds in the congestion zone

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Source: M.T.A., HERE Traffic Analytics.

But for some travelers, the speed gains have been much larger, particularly those who cross through the bridge and tunnel chokepoints into and out of Manhattan:

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Speeds are for the inbound direction of travel. Source: M.T.A., HERE Traffic Analytics.

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“Traffic approaching the [Holland] tunnel has saved me 15-30 minutes on the rides back to New York and given me hours of my time back.”

Salvatore Franchino Brooklyn

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“On a typical 8 a.m. commute, there is so little traffic into the [Lincoln] tunnel that it looks like a weekend.”

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Lisa Davenport Weehawken, N.J.

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“I haven’t used the Lincoln Tunnel all year, probably will never use it again.”

Steven Lerner Manhattan

Improvements have also been more notable for commuters who take longer-distance trips ending in the congestion zone. That’s because those 73,000 vehicles a day that are no longer entering the zone have disappeared from surrounding roads and highways, too.

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Commuters from farther out are seeing accumulating benefits from all these sources: faster speeds outside the congestion zone, much faster speeds through the tunnels and bridges, and then the improvements inside Manhattan. And people who travel roads outside the congestion zone without ever entering it get some of these benefits, too.

An analysis by researchers at Stanford, Yale and Google confirmed this through the program’s first six months. Using anonymized data from trips taken with Google Maps, they found that speeds improved after congestion pricing more on roads around the region commonly traveled by drivers heading into the central business district. That’s a subtle point, but one many readers observed themselves:

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“Noticeably fewer cars driving, even way out in Bensonhurst!”

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Charles Haeussler Brooklyn

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Even across the river in Bergen County, I feel that we benefit.”

Michelle Carvell Englewood Cliffs, N.J.

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“I supercommute weekly from Kingston by bus. Each week, my bus round trip is 30-60 minutes faster than it was before congestion pricing.”

Rob Bellinger Kingston, N.Y.

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3. More transit riders

Public transit will benefit from congestion pricing as its proceeds are invested in infrastructure upgrades; in the first year, the toll is projected to raise about $550 million after accounting for expenses, $50 million more than the M.T.A. originally predicted. But transit also stands to benefit as bus speeds improve on decongested roads and as more commuters shift to transit.

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On bus routes that cross through the congestion zone, speeds increased this year, in notable contrast to the rest of the city. These improvements follow years of declining bus speeds in the central business district coming out of the pandemic.

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Change in bus speeds, 2024-2025

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Local bus routes

Express bus routes

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“The crosstown buses are faster than they used to be, even during peak commuting times.”

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Marc Wieman Manhattan

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“Have gratefully noticed that they’re more on-time.”

Sue Ann Todhunter Manhattan

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“It has significantly improved my bus trips from N.J., cutting about 20 minutes of traffic each way.”

John Ruppert New Jersey

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Paid transit ridership is up this year compared with 2024 across the subway, M.T.A. buses, Long Island Rail Road and Metro-North Railroad as transit has continued its recovery from pandemic declines. About 300,000 more people are riding the subway each day — far more than the 70,000 cars that have been taken off the road in the congestion zone. So while congestion pricing is probably contributing to rising transit ridership, it’s not the main driver of it.

All of these added transit riders do, however, help explain why congestion pricing has not dampened activity in the busiest parts of the city, as critics feared. People are still coming, just not necessarily by private car.

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“I finally taught myself to use the subway. Between the tunnel toll, congestion pricing and parking, I’m saving an enormous amount of money, time and inconvenience.”

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Daniel Ludwig Weehawken, N.J.

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“It’s made using the bus for short trips a more appealing option.”

John Buckholz Brooklyn

In fact, overall visits to the business district aren’t down — they were up by about 2.4 percent over the previous year, according to the city’s Economic Development Corporation. And restaurant reservations on the platform OpenTable were up inside the zone as well, by the same amount as the increase citywide.

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Tom Harris, the president of the Times Square Alliance, which represents 2,600 businesses, said he had initially received complaints from some businesses. But he was pleasantly surprised that they soon stopped.

“We’re thrilled we have not seen negative impacts to local businesses,” he said. “It seems like it has been absorbed.”

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4. Better quality of life

These primary shifts — fewer cars, less congested roads, more transit riders — have in turn produced a number of other effects that might more broadly be thought of as changes to qualify of life. Readers described experiencing safer crosswalks, less stressful bike rides and what feels like cleaner air.

In city data, the number of complaints to 311 for vehicle noises like car honking has declined significantly inside the congestion zone, compared with the rest of Manhattan.

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Change in vehicle noise complaints, 2024-25

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From Jan. 5 to Nov. 30 in each year. Source: N.Y.C. 311 data.

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“Sometimes it’s almost — dare I say it? — quiet.”

Daniel Scott Manhattan

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“Midtown is so much quieter now.

Melanie DuPuis Manhattan/Hudson Valley

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“It turns out that mostly when people say ‘New York is noisy’ they really mean ‘cars are noisy.’”

Grant Louis Manhattan

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And the perception that roads have gotten safer is also borne out by crash data. The number of people who were seriously injured in a car crash decreased citywide, but the improvement was more pronounced in the congestion relief zone.

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Change in number of people seriously injured in a crash, 2024-25

Number of people who were seriously injured in a crash from Jan. 1 through Nov. 30 of each year. Source: Sam Schwartz Transportation Research Program/Hunter College analysis of N.Y.P.D. crash data.

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“Nobody’s trying to run me over.”

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Alice Baruch Manhattan

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Fewer cars honking, fewer cars running red lights, fewer cars blocking crosswalks.”

Charlie Rokosny Brooklyn

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“The number of blocked crosswalks have gone down significantly!”

Samir Lavingia Manhattan

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Amid these positive changes, however, other readers described distinct declines in their quality of life, often stemming from the cost of the toll. These deeply personal observations have no corresponding measures in public data. But they make clear that some of those 27 million fewer driving trips weren’t simply replaced by transit or forgone as unnecessary — they’re missed.

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“Sadly Manhattan is no longer an option for many things we once enjoyed.”

Linda Fisher Queens

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“Congestion pricing has made my world much smaller.”

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Justine Cuccia Manhattan

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“I’m more careful about choosing events to attend, so I go to fewer of them.

Karen Hoppe Queens

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“I will not use doctors in Manhattan, limiting my health care choices.”

David Pecoraro Queens

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One final aim of congestion pricing — improved air quality — has the potential to benefit everyone in the region. But the data remains inconclusive so far. A recent study from researchers at Cornell found a 22 percent improvement in one air quality measure over six months. But another analysis, by the Stanford and Yale authors, found little to no effect on air quality using local community sensors and comparing New York with other cities. And the M.T.A.’s own analysis of the program’s first year found no significant change in measured concentrations of vehicle-related air pollutants.

That doesn’t mean benefits won’t become clearer with more time and data. But the open questions about air quality underscore that even one year in, even with all the evidence gathered, there are still some effects we don’t fully understand.

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“As an asthmatic, I can also palpably feel improvements in the air quality.”

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Rob Hult Brooklyn

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“It’s allowed me to believe that perhaps America can change for the better.”

Hanna Horvath Brooklyn

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“As a car owner myself, I think it’s fair that the cost of driving is now being passed from city residents onto the drivers.”

Vincent Lee The Bronx

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“I don’t like the cost but I also can’t deny its effectiveness.”

Jon Keese Queens

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New York

Read the Indictment Against Nicolás Maduro

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Read the Indictment Against Nicolás Maduro

intentionally and knowingly combined, conspired, confederated, and agreed together and with each other to violate Title 18, United States Code, Section 924(c).
35. It was a part and an object of the conspiracy that NICOLÁS MADURO MOROS, DIOSDADO CABELLO RONDÓN, RAMÓN RODRÍGUEZ CHACÍN, CILIA ADELA FLORES DE MADURO, NICOLÁS ERNESTO MADURO GUERRA, a/k/a “Nicolasito,” a/k/a “The Prince,” and HECTOR RUSTHENFORD GUERRERO FLORES, a/k/a “Niño Guerrero,” the defendants, and others known and unknown, during and in relation to a drug trafficking crime for which they may be prosecuted in a court of the United States, to wit, for MADURO MOROS, CABELLO RONDÓN, and RODRÍGUEZ CHACÍN, the controlled substance offenses charged in Counts One and Two of this Superseding Indictment, and for FLORES DE MADURO, MADURO GUERRA, and GUERRERO FLORES, the controlled substance offense charged in Count Two of this Superseding Indictment, knowingly used and carried firearms, and, in furtherance of such crimes, knowingly possessed firearms, and aided and abetted the use, carrying, and possession of firearms, to wit, machineguns that were capable of automatically shooting more than one shot, without manual reloading, by a single function of the trigger, as well as destructive devices, in violation of Title 18, United States Code, Sections 924(c)(1)(A) and 924(c)(1)(B)(ii). (Title 18, United States Code, Sections 924(o) and 3238.)

36.

FORFEITURE ALLEGATIONS

As a result of committing the controlled substance offense charged in Count One of this Superseding Indictment, NICOLÁS MADURO MOROS, DIOSDADO CABELLO RONDÓN, RAMÓN RODRÍGUEZ CHACÍN, the defendants, shall forfeit to the United States, pursuant to Title 21, United States Code, Sections 853 and 970, any and all property constituting, or derived from, any proceeds the defendants obtained, directly or indirectly, as a result of the offenses, and any and all property used, or intended to be used, in any manner or part, to commit,

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