New York
U.S. and Italy Honor Alliance to Curb Art Looting, Amid Broader Tensions
With a half-dozen wooden art shipping crates laden with a smorgasbord of ancient artifacts as a backdrop, Italian and American officials on Wednesday celebrated the continuation of a 25-year collaboration that has returned thousands of illegally trafficked objects to Italy.
“The United States is, in every respect, Italy’s closest ally in the fight against the illicit trafficking of cultural property,” Italy’s culture minister, Alessandro Giuli, said at an event staged to recognize the return to Italy of trafficked objects and stolen artworks recovered from American museums, auction houses and private galleries over the past year.
The artifacts, which included Etruscan vases, Roman-era bronze and marble statues and busts, but also Byzantine coins and a 13th-century manuscript page, were identified after investigations by Italy’s art theft police in collaboration with different U.S. agencies, among them the Manhattan district attorney’s office, the F.B.I. and Homeland Security Investigations.
“Our two governments are well aware that theft, illegal excavations, and illicit exportation are crimes committed against the public good,” and both countries are “committed to combating this threat to the world’s cultural heritage in increasingly innovative, and effective ways,” Mr. Giuli added.
The photo-op camaraderie came at an especially low moment in U.S.-Italy relations. Earlier this month, after President Trump criticized Pope Leo XIV, Prime Minister Giorgia Meloni got a Trumpian tongue-lashing for having jumped to the pope’s defense.
The Museums Special Section
Ms. Meloni said last week that she hadn’t spoken to Mr. Trump since their spat, but she expressed her support to the president after a gunman attempted to attack him over the weekend.
The at-times rocky relationship between art-rich Italy and art-hungry American museums and collectors was encumbered for decades by judicial investigations and court cases that often ended with a begrudging restitution of artifacts. Many cases remain open, like Italy’s claims on a bronze statue at the J. Paul Getty Museum in California.
In 2000, the two countries reached a cultural property agreement regarding importation restrictions that “has become a cornerstone of international efforts to combat the illicit trafficking of cultural property,” Italian officials said earlier this year at a commemorative event for the agreement.
Patty Gerstenblith, the director of the Center for Art, Museum and Cultural Heritage Law at DePaul University, said in an interview that the agreement has “been very effective in efforts by U.S. law enforcement in preventing undocumented antiquities from entering the U.S., returning these, and as a training tool for law enforcement.”
She added that it has also been useful in establishing a framework of cooperation between the two countries in cultural heritage, and encouraging loans to U.S. museums.
The agreement, renewed last December, covers import restrictions and only federal agencies can enforce it. In recent years, the Manhattan district attorney’s office in New York, though not a participant in the agreement, has taken center stage in multiple high-profile restitutions to Italy.
According to its own records, since its creation in 2017, its Antiquities Trafficking Unit has recovered more than 6,200 antiquities valued at more than $485 million, and has returned more than 5,860 to 36 countries.
The trove of nearly 340 artifacts returned on Wednesday showed the scope of the collaboration with American agencies.
Each object is the protagonist of its own nefarious back story.
The most prized piece, investigators said, was a marble head of Alexander the Great that was stolen from a Rome museum in 1960. It “was acquired in good faith” by Alan Safani of the Safani Gallery in 2017, according to a statement by the Manhattan district attorney’s office, but was seized by that office a year later. The gallery opposed the restitution and instituted a judicial process before a federal court of New York, which ruled in Italy’s favor last year.
“Protecting cultural heritage strengthens the rule of law and builds trust between governments and people,” Tilman J. Fertitta, the American ambassador to Rome, said at the ceremony. “When stolen art returns, both nations benefit. Italy regains its history, and the United States reaffirms its commitment to justice and cultural preservation.”
Also back is a first-century bronze winged satyr identified a year ago in an auction catalog, 50 years after the work had been stolen from archaeological deposits at the Herculaneum excavations.
For their part, Homeland Security Investigations assisted Italy in recovering 15 gold coins dating to the Byzantine era, part of a theft in 2009 in which 388 gold coins were stolen from the Archaeological Museum of Parma. They were tracked down in various specialized auctions.
The F.B.I. recovered from Los Angeles dozens of ancient artifacts in bronze, clay and marble that one investigator identified as having belonged to Jerome Eisenberg, an antiquities dealer who died in 2022. Investigations ascertained “their origin from clandestine excavations of Magna Graecia necropolises carried out in central-southern Italy, with the consequent illicit export to the United States,” the Italian authorities said in a statement.
More than 20 of the pieces focused on at the ceremony had been seized from the Metropolitan Museum in New York by the Manhattan district attorney’s office. Nine of the artifacts from the Met were part of a restitution announced in March that also included six rare books stolen from a Jesuit archive in Rome that had been appraised at $400,000.
The Met objects included two Greek ceramic drinking cups from about 500 B.C., a pair of Roman silver drinking cups from around the first century and a pair of gold earrings from the fifth century B.C.
In a statement this year, the Met said it had an “ongoing commitment to responsible collections stewardship.”
New York
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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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