Connect with us

New York

Ming Fay, Who Made Magical Sculptures of the Natural World, Dies at 82

Published

on

Ming Fay, Who Made Magical Sculptures of the Natural World, Dies at 82

Anyone who enters the New York City subway at Delancey Street is bound to notice the striking mosaic portraits of fish heads inlaid in the station’s white-tile walls. Bordered in gold, with shades of pink, purple and blue, they give their iridescent subjects all the majesty of a king or queen on an ancient coin, but with a air of whimsy.

Commuters who continue downstairs to board the F train will discover a mosaic of three enormous shad covering one wall and a gracious, spreading cherry orchard on the wall across the tracks.

Finished in 2004, these mosaics are probably the most visible public artwork of the sculptor Ming Fay, who died on Feb. 23 at home in Manhattan. He was 82.

His son, Parker Fay, who confirmed the death, said the cause was a cardiac event.

Mr. Fay’s public art took its inspiration from a location’s history and natural surroundings. His first installation, at Public School 7Q in Elmhurst, Queens, in 1995, included an enormous bronze gate shaped like an elm leaf. For the Whitehall ferry terminal in downtown Manhattan, he designed canoe-shaped granite benches to pay tribute to the Native Americans who once crossed from Staten Island to Manhattan by boat.

Advertisement

The Delancey Street shad were a nod to an indigenous fish whose populations were dwindling and to Brooklyn-bound subway riders soon to be passing underwater themselves. Mr. Fay didn’t generally work in mosaic — these, his first, were assembled by a team of specialists.

Otherwise, the shad were typical of his practice: an easily overlooked feature of the natural world that he made both magical and unmissable by enlarging it to human scale.

For more than 50 years — in a series of studios in Chinatown, in Manhattan; in Dumbo, Brooklyn; in Jersey City, N.J.; and in his home, which was high above the Strand bookstore near Union Square in Manhattan, until he moved farther down Broadway in 2013 — Mr. Fay made giant, unnervingly realistic fruits, vegetables, seashells, wishbones and semi-imagined “hybrid” objects with a signature technique of painted papier-mâché over steel armature.

In his work, Western techniques and influences met Chinese symbolism and an urbanite’s somewhat romantic view of the natural world. Many of the pieces were inspired by a vast collection of seeds, nuts and other natural objects that he was given or had picked up over the years.

Writing for The New York Times in 1991, Michael Brenson described Mr. Fay’s papier-mâché wishbones, walnuts and conchs as “distant relatives of the giant fruits of Claes Oldenburg, the giant shells of Tony Cragg and the organic figural abstractions of Robert Therrien.”

Advertisement

But they weren’t only that. In a 1998 exhibition brochure, the poet and critic John Yau proposed that there was something revolutionary in the cross-cultural combination of ingredients.

“Instead of collapsing the barrier between art and culture, as Flavin, Warhol and others have done,” Mr. Yau wrote, “Fay, through his construction of large-scale sculptures of fruits, seed pods and vegetables, reminds us that nature, rather than culture, is what we all finally inhabit.”

Ming Gi Fay was born on Feb. 2, 1943, in Shanghai, to Ting Gi Ying and Rex Fay, both of whom were artists. After relocating to Hong Kong in 1952, his father worked as a set designer and his mother taught painting. She also taught her son to make paper lanterns and kites.

In addition to his son, who manages his studio, Mr. Fay is survived by his sister, Mun Fay, a toy designer, and his partner, Bian Hong, an artist. His marriage to Pui Lee Chang ended in divorce.

Speaking to WP, the magazine of William Paterson University, where he was a tenured professor of sculpture, Mr. Fay recalled that his interest in art was awakened while he was confined to bed as a child, during a yearlong recovery from appendicitis.

Advertisement

“The only things I had to look at were picture books,” he said. “I read everything from master painting books to comic books during that time. That was my spiritual healing.”

When he was 18, Mr. Fay was offered a full scholarship to Columbus College of Art & Design in Ohio, where he was one of the first Asian students. He had chosen design, at his father’s urging, as a more practical path than fine art, and later credited that training with some of his success in landing public commissions.

But before he finished his degree, he fell in love with sculpture and transferred to the Kansas City Art Institute, where he made large, geometric works in steel and earned a Bachelor of Fine Arts in 1967. He followed this with a Master of Fine Arts at the University of California, Santa Barbara, in 1970.

In 1972, Mr. Fay moved to New York, landing first in a Canal Street loft near Chinatown markets full of interesting produce. It was then that he switched from geometric steel to figurative papier-mâché, partly for practical reasons.

“In my early New York days when I was living and working in a loft with very limited resources for sculpture materials,” he later recalled, “a pile of Sunday New York Times inspired me to try to make papier-mâché sculptures.”

Advertisement

The first one he made was a giant pear, a traditional Chinese symbol of prosperity. Over the years, he also worked with spray foam, wax and ceramics, and painted. Later, he moved from making individual objects to creating entire garden- or junglelike environments.

Finding community in New York was a struggle, and opportunities for Asian artists were few. Eventually, Mr. Fay became friends with other artists — among them, Tehching Hsieh, Chakaia Booker and David Diao — and began holding raucous dinner parties. In 1982, he and half a dozen other artists of Chinese descent formed the Epoxy Art Group, which made multipart research-based political work, including “Thirty-Six Tactics” (1987) and “The Decolonization of Hong Kong” (1992), using news clippings and Xerox machines.

In addition to teaching at William Paterson, Mr. Fay was a visiting professor at the Rinehart School of Sculpture at the Maryland Institute College of Art. He also took a semester-long break from his own M.F.A. program to teach at the Chinese University of Hong Kong. His work was collected by the Brooklyn Museum and the John Michael Kohler Arts Center in Wisconsin, among other institutions, and was shown in Taiwan, Hong Kong and mainland China, and around the United States. In New York, he was represented by Alisan Fine Arts.

Speaking to The Times in 2012, Mr. Fay described his unusual artistic path as a response to his environment and as a way of healing himself and others.

“I am an urban person, a city boy,” he said. “In the Midwest, there had been an abundance of nature. In New York, I felt the isolation and divide from nature. At the time I was looking for new work to do.”

Advertisement

He added: “I found nature as an interesting place to go into. It became a kind of calling.”

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