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Weinstein Accuser Testifies About Coerced Sex for a Second Time

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Weinstein Accuser Testifies About Coerced Sex for a Second Time

Miriam Haley, a former television production assistant, on Tuesday afternoon took the stand in a Manhattan courtroom for a second time to begin recounting how she said Harvey Weinstein overpowered and sexually assaulted her in his apartment nearly 20 years ago.

Ms. Haley said she initially met Mr. Weinstein, then a powerful Hollywood producer, at a film premiere in London in 2004. She has said she reconnected with him years later at the Cannes Film Festival as she was looking for an opportunity as a production assistant in New York.

Defense lawyers carefully listened on Tuesday as Ms. Haley spoke, a transcript of what she said during Mr. Weinstein’s first trial five years ago on hand, waiting to pounce on any differences in her retelling.

Ms. Haley’s testimony was one of the most highly anticipated and closely watched moments of Mr. Weinstein’s retrial, which began this month.

In 2020, Mr. Weinstein was convicted in New York of rape and a criminal sexual act based on the complaints of two women, one of them Ms. Haley. He was sentenced to 23 years in prison, but his conviction was overturned last year and a new trial was ordered. In the interim, prosecutors added a new indictment.

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On Tuesday, Alvin L. Bragg, the Manhattan district attorney, watched as Ms. Haley testified. She was not the first witness to testify for a second time. Ms. Haley’s former roommate told jurors last week about how a “very shaken and distraught and frightened” Ms. Haley hovered around her bedroom door while telling her that Mr. Weinstein had “forcibly put his mouth on her vagina without her consent.”

“I said, ‘Miriam, that sounds like rape,’” the woman, Elizabeth Entin, told the jurors. “‘I think you should call a lawyer.’”

As Ms. Haley began her testimony, a prosecutor, Nicole Blumberg, asked her to identify Mr. Weinstein. In response, she pointed to Mr. Weinstein sitting at the defense table. As she pointed, Mr. Weinstein, facing her with his arm over the back of his wheelchair, looked down at his left lapel.

Ms. Haley began telling her story publicly before the initial trial five years ago. Her accusations surfaced at the dawn of the #MeToo movement, as dozens of women came forward to recount what they said was Mr. Weinstein’s pattern of using his power to coerce women in Hollywood into sexual encounters, propelling the movement and his downfall.

Mr. Weinstein was known throughout his decades-long reign as a producer who could make careers. He was behind award-winning movies like “Pulp Fiction” and “Good Will Hunting,” as well as the reality show “Project Runway,” where Ms. Haley worked briefly as a production assistant.

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Mr. Weinstein is also charged with raping Jessica Mann, an aspiring actress who said Mr. Weinstein attacked her in 2013, and Kaja Sokola, a model whom prosecutors say he assaulted in a Manhattan hotel in 2006.

Mr. Weinstein has pleaded not guilty and his lawyers have said that his interactions with all of the women were consensual.

The producer offered his victims scripts and the promise of fame, Shannon Lucey, an assistant district attorney, said in her opening statements — and he “used those dream opportunities as weapons.”

In their opening statements to the jury, Mr. Weinstein’s lawyers said that the women whom prosecutors called victims had entered consensual relationships, because Mr. Weinstein had the key to the doors of fame. Arthur L. Aidala, a defense lawyer, told the jurors that he would help them “watch the whole movie.”

The specifics of the encounters between Ms. Haley and Mr. Weinstein have been laid out in her previous testimony and in prosecutors’ statements.

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Ms. Haley, who was raised in Sweden, met Mr. Weinstein at a movie premiere in London in 2004. About two years later, as she was looking for a new position, she saw him at Cannes and asked him if there were any opportunities at the Weinstein Company, his production firm in New York.

While in France, Mr. Weinstein invited her to a hotel for what Ms. Haley believed was a business meeting, she has said. There he commented on her legs, she said, and asked her for a massage.

On Tuesday, Ms. Haley said the interaction had made her feel embarrassed. As she left the hotel, she said, she burst into tears.

“I felt taken aback, I felt humiliated,” she told the jury. “It was a sinking feeling, realizing that he wasn’t taking me seriously at all.”

After Ms. Haley got her post working on “Project Runway,” which was produced by Mr. Weinstein’s company, his advances continued, she has said. She said she had worked on the tail end of a season, about two to three weeks, and had been paid in cash. She did not have authorization to work in the United States, which Mr. Weinstein knew and used against her, according to prosecutors.

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Throughout the summer of 2006, as Ms. Haley worked for his company, Mr. Weinstein tried to “elevate” their relationship, Ms. Lucey said, even showing up unannounced on one occasion and aggressively making his way into her apartment to demand that she travel with him to Paris.

Ms. Haley refused, she said on Tuesday, eventually telling him, “I heard about your reputation with women,” in an attempt to get him to leave. Mr. Weinstein departed, she said, seeming “offended” and upset.

After these episodes, Ms. Haley still agreed to travel to a film premiere in Los Angeles. On the day in July 2006 that Mr. Weinstein bought her ticket, he invited her to his apartment in Lower Manhattan, she said.

There, after offering her a drink, he lunged at her, holding her down and pushing her until she fell backward onto a bed, she said. Ms. Haley recalled that she was on her period, which she told Mr. Weinstein, but he pulled the tampon from her body and put his mouth on her genitals.

Ms. Haley’s testimony was scheduled to continue on Wednesday morning.

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Video: Knicks Fans Rejoice After Game 4 Victory

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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.
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By Jiawei Wang

June 11, 2026

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    Knicks Stage Historic Game 4 Comeback Against Spurs

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    Spurs Snap Knicks’ Playoff Win Streak to Take Game 3 of N.B.A. Finals

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    Trump Booed at Game 3 of N.B.A. Finals

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This Parking Spot Is Free. Should It Be?

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This Parking Spot Is Free. Should It Be?

What if the city …

Added More Metered Spots in Busy Neighborhoods

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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.

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Where are NYC’s parking meters?

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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.

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A busy commercial corridor in Bedford-Stuyvesant lacks meters

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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.

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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.

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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.

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What if the city …

Introduced Residential Parking Permits

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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.

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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.

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“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.”

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How much do cities charge for residential parking permits?

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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.

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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.

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What if the city …

Ended Free Parking and Implemented Dynamic Pricing

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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.

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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.

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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.

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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.

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“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.

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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 …

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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).

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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.

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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.

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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.

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“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.

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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.

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“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.

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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.

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“The dumbest thing is just to keep things the way they are,” she said.

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For Nearly 150 Years, Parking Has Driven New Yorkers to the Brink

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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

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