Connect with us

New York

Patsy Grimaldi, Whose Name Became Synonymous With Pizza, Dies at 93

Published

on

Patsy Grimaldi, Whose Name Became Synonymous With Pizza, Dies at 93

Patsy Grimaldi, a restaurateur whose coal-oven pizzeria in the shadow of the Brooklyn Bridge won new fans for New York City’s oldest pizza style with carefully made pies that helped start a national movement toward artisan pizza, died on Feb. 13 in Queens. He was 93.

His nephew Frederick Grimaldi confirmed the death, at NewYork-Presbyterian Queens hospital.

Mr. Grimaldi began selling pies in 1990 under the name Patsy’s. In those days, legal skirmishes periodically disturbed the city’s pizza landscape, and it wasn’t long before threatening letters from the lawyers of another Patsy’s led him to rename the place Patsy Grimaldi’s, then simply Grimaldi’s. Many years later, he reopened his restaurant with a name that pays tribute to his mother. Today that sign reads Juliana’s Pizza.

Under any name, Mr. Grimaldi’s pizzerias attracted long lines of diners outside, on Old Fulton Street, who were hungry for house-roasted peppers, white pools of fresh mozzarella and tender, delicate crusts baked in a matter of minutes by a scorching pile of anthracite coal.

Like the cooks he trained, Mr. Grimaldi hewed to the techniques he had learned in his early teens working at Patsy’s Pizzeria in East Harlem, owned by his uncle Pasquale Lancieri. Mr. Lancieri was one of a small fraternity of immigrants from Naples, including the founders of Totonno’s Pizzeria Napolitana in Brooklyn and John’s of Bleecker Street in Greenwich Village, who introduced New Yorkers to pizza in the early 20th century.

Advertisement

Mr. Grimaldi reached back to those origins when, after a long career as a waiter, he opened a place of his own with a newly built coal oven. At the same time, the minute attention he brought to his craft — picking up fennel sausage at a pork store in Queens every morning, for instance, while other pizzerias were buying theirs from big distributors — anticipated the legions of ingredient-focused pizzaioli who would follow him.

“It was the first artisan-style pizza” in the city, Anthony Mangieri, the owner of Una Pizza Napoletana in Lower Manhattan, said in an interview.

“He was really the first place that opened up that had that old-school connection but was thinking a little further ahead, a little more food-centric,” he added.

Patsy Frederick Grimaldi was born on Aug. 3, 1931, in the Bronx to Federico and Maria Juliana (Lancieri) Grimaldi, immigrants from southern Italy. His father, a music teacher and barber, died when Patsy was 12. To help support his mother and five siblings, Patsy worked at his uncle’s pizzeria, first as a busboy, then as an apprentice at the coal oven and eventually as a waiter in the dining room. Apart from a brief leave in the early 1950s to serve in the Army, he stayed until 1974.

Patsy’s Pizzeria kept late hours in those days, and Mr. Grimaldi grew adept at taking care of entertainers, mobsters, off-duty chefs and other creatures of the night, including Humphrey Bogart and Lauren Bacall, Rodney Dangerfield, Joe DiMaggio and Frank Sinatra.

Advertisement

The bond he formed with Mr. Sinatra lasted for decades. Mr. Grimaldi personally made deliveries from Patsy’s — two large sausage pies — when Mr. Sinatra stayed in his suite at the Waldorf Astoria. In 1953, they ran into each other in Hawaii, where Mr. Sinatra was filming “From Here to Eternity.”

“What are you doing here?” the singer asked the waiter. Mr. Grimaldi had been sent by the military to play bugle in an Army band.

Mr. Grimaldi met his wife-to-be, Carol, at a New York nightclub and took her to Patsy’s Pizzeria on their first date. They married in 1971.

A short time later, Mr. Grimaldi left Patsy’s to wait tables at a series of restaurants, including the Copacabana and the jazz club Jimmy Ryan’s. He was 57 and working at a Brooklyn waterfront cafe when he noticed an abandoned hardware store on Old Fulton Street with a “for rent” sign in the window and a pay phone bolted to a wall nearby. He picked up the phone and dialed the number. Not long after, he was showing off the nuanced, elemental pleasures of coal-fired pizza to people who had never tried it.

Matthew Grogan, an investment banker, ate at Patsy’s just a few weeks after it had opened. Until that moment, he thought he knew what good pizza was.

Advertisement

“I said, ‘I’ve been living a fraud all these years. This is the greatest food I’ve ever had,’” he recalled in an interview. (He later founded Juliana’s with the Grimaldis.)

Others seemed to agree, including critics, restaurant guide writers and customers. Some of them were well known, like Warren Beatty, who brought Annette Bening, his wife. (“So, are you in the movies, too?” Mrs. Grimaldi asked her.) Others were obscure until Mr. Grimaldi decided that they resembled someone famous. “Mel Gibson’s here tonight!” he would call out. Or: “Look, it’s Marisa Tomei!” He was more discreet when the actual Marisa Tomei walked in.

According to an unpublished history that Mrs. Grimaldi wrote, when the mob boss John Gotti was on trial in 1992 at the federal courthouse in Downtown Brooklyn, his lawyers became frequent takeout customers.

“We would wrap each slice in foil and they would put it in their attaché cases so that John would be able to have our pizza for lunch,” she wrote.

In 1998, the Grimaldis decided to sell the pizzeria to Frank Ciolli and try their hand at retirement. It didn’t last. Neither did their relationship with Mr. Ciolli, who opened a string of Grimaldi’s around the country that they believed failed to uphold the standards they had set in Brooklyn. When they learned that their old restaurant was being evicted, they snapped up the lease.

Advertisement

Mr. Ciolli, who moved Grimaldi’s to the building next door, sued to stop them from reopening. Mr. and Mrs. Grimaldi, he claimed in an affidavit, were trying to “steal back the very business they earlier sold to me.”

A truce was eventually reached. These days the lines outside Juliana’s are often indistinguishable from the lines outside Grimaldi’s.

Mr. Grimaldi, who lived in Queens, is survived by his sister, Esther Massa; a daughter, Victoria Strickland; and a grandson. His wife died in 2014. A son, Pat, died in 2018.

An alcove at Juliana’s holds a small Sinatra shrine. The jukebox at its forerunner, Patsy’s (a.k.a. Patsy Grimaldi’s a.k.a. Grimaldi’s), was stocked with Sinatra records, interspersed with a few by Dean Martin. Mr. Grimaldi maintained a strict no-delivery policy with one exception: for Mr. Sinatra.

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