Napoleon Bonaparte and Auguste Rodin are both household names in their own right. But a bust of the French emperor created by the master sculptor faded into oblivion in an American town, only to be discovered by chance.

The white marble statue was certainly visible in the meeting room of the borough hall of Madison — a municipality of 16,000 people in New Jersey.

In fact for some 80 years, the bust was positioned on a pedestal, carelessly leaned on during meetings.

But in 2014, a 22-year-old art history student recruited to take inventory of the building’s artworks, came across the bust and noticed a signature that read “A. Rodin” in the sculptor’s immediately recognizable style.

Intrigued by the discovery, Mallory Mortillaro consulted experts and dug into archives, determined to confirm whether it was indeed a genuine Rodin.

She was eventually pointed in the direction of the Paris-based Comite Auguste Rodin, the leading authority on the father of modern sculpture.

And the mystery was solved: in the group’s collection of documents was a photograph showing Rodin posing with the bust, which was believed to have been lost.

In September 2015, Rodin expert Jerome Le Blay, author of the artist’s catalogue raisonne, or descriptive inventory, traveled to Madison. He needed only seconds to confirm the authenticity of the piece.

In addition to the hundred-year-old photo, Le Blay confirmed in an interview: “The stone corresponds exactly with that used by Rodin during that era.”

– The proof was in the pantograph –

The identification of the statue — worth between $4 and $12 million — paradoxically was cause for concern for the Hartley Dodge Foundation, which manages the building.

“There was no paperwork, there was absolutely no record that it had entered the building,” Nicolas Platt, the foundation’s president, told CBS News.

For security reasons, the directors kept the revelation a secret for two years, before announcing last week it was to be transferred to the prestigious Philadelphia Museum of Art. During this time, the bust’s history was uncovered.

The marble was commissioned originally in 1904 by the wife of John Woodruff Simpson, a prominent lawyer in New York — but after some time, Simpson stopped responding.

“Marbles generally took two or three years to complete in Rodin’s time, so it’s possible that between the commission and 1907-1908, she became a little discouraged,” Le Blay told AFP.

– Lost without a trace –

Thomas Fortune Ryan, a friend of the collector, then bought the piece during a visit to the Paris suburb of Meudon in 1909. Once he died, the bust was lost following a 1933 auction of his estate.

Research revealed that a merchant had bought the statue on behalf of Geraldine Rockefeller Dodge, daughter of prominent financier William Rockefeller.

She constructed the Hartley Dodge Memorial — Madison’s borough hall — in tribute to her son killed in 1930 in a road accident in France, and decorated the interior with works from her collection.

“Geraldine Rockefeller regularly brought pieces, a bit like you would decorate your country house with pieces from your main house,” Le Blay explained. But records were not kept, meaning the bust’s whereabouts became unknown over time.

It is thought Rodin took inspiration from Napoleon’s death mask to create the bust, as well as working with a lookalike as he did when creating his “Monument to Balzac.”

The statue is engraved with the inscription “wrapped in his dream.”

In plaster studies kept at the Rodin Museum in Paris, Napoleon’s face is “a bit more warrior-like,” Le Blay said. “In the final marble, he has a more questioning side, much more evasive.”

“He is no longer Bonaparte the young victorious general, but he is not yet the French emperor who went on to conquer Europe, crushing everything in his path. He is between the two,” Le Blay added.

Singapore, one of the most expensive places in the world to buy a vehicle, will freeze the number of private cars on its roads for at least two years, a rare move in Asia where many cities are increasingly gridlocked.

The city-state said the growth cap for all passenger cars and motorcycles will be cut to zero from 0.25 percent a year in February, while pledging a new multi-billion-dollar investment in the public transport network.

The measure, to be reviewed in 2020, is an extension of Singapore’s already tough controls on vehicle ownership, which have helped the nation of 5.6 million avoid the traffic jams that choke other Asian cities.

As well as controlling the number of vehicles on the roads, special certificates valid for 10 years must be purchased along with a car, pushing the price of an average sedan to over Sg$110,000 ($80,000) — about four times the price in the US.

Nevertheless many have still paid the hefty price for the convenience of having their own vehicle. There were more than 600,000 private cars in Singapore at the end of 2016.

Singapore’s approach is rare in Asia where the blistering pace of urban development in recent decades has often been accompanied by unchecked growth of car and motorbike ownership, spawning huge traffic jams in many major cities.

The capitals of Indonesia and Malaysia, Singapore’s two closest neighbours, both suffer serious gridlock on an almost daily basis, with poor public transport systems an unattractive option and many residents viewing car ownership as a status symbol.

In Philippine capital Manila, the Japan International Cooperation Agency estimates the cost of traffic to the economy as equivalent to four percent of GDP.

However, not everyone in Singapore welcomed the move.

Some said the public transport system, which has faced criticism recently after the metro suffered a series of breakdowns, needed improvement to justify such a step, and others that it would push up the price of cars as experts predicted certificates would become more expensive.

“This is a totally flawed move. It basically means that only the rich can afford to own a car in future,” said Facebook user Winson Tan.

– ‘Quality of life’ –

Song Seng Wun, a Singapore-based regional economist with CIMB Private Banking, said the cap makes practical sense because of land scarcity.

“We have already reclaimed whatever land we can without pushing into deeper waters or into territories that are disputed,” he told AFP.

While Singapore remains one of the most expensive cities to live in partly due to high car prices, Song said the city-state has also avoided “horrendous” traffic jams seen elsewhere.

“It may not be the cheapest place to live and work but the quality of life is what people are looking at.”

In a statement announcing the change Monday, the Land Transport Authority (LTA) said 12 percent of Singapore’s total land area was already taken up by roads and there was limited room for expansion.

But it said the government would spend Sg$28 billion over the next five years to expand and upgrade public transport. The city-state has a largely efficient public transport system, including buses, trains and a metro.

Some hoped that the changes would encourage Singaporeans to use more environmentally friendly forms of public transport in future.

“Time for us to cycle more,” Jia Wang wrote on LTA’s Facebook page.