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While this is a major step forward, the fact the NYPD is still in the placard printing business raises an eyebrow. The multi-agency working group on placard use has asked each City agency to create an inventory of all parking placards for use as a benchmark for the 20 percent reduction. The working group will also conduct a review of existing parking-space allocations and on-street parking regulations throughout the City.
I don’t think congestion pricing opponents, who are in the political class, really wanted a reduction in free parking placards. To make the policy something other than punative, however, an alternative must be offered to those working outside the CBD.
I’ve suggested a large scale dynamic carpooling system, with riders paying drivers somewhat more than a transit fare for a door to door ride. Less administrative mess than distributing transitchek metrocards or however they currently do it, and absolutely non-transferrable, unlike a metrocard. DOT’s green team (Schaller,Orcutt et al) gets lots of credit for getting a Dep Mayor involved and starting a smart process to sort out the rules and figure out what is actually out there.
A residency bonus, however, could be agreed to on the grounds that those living near their workplace are less likely to quit for a nearby suburban job and more likely to turn up in an emergency. Jonathan–Illegal parking is not a paycheck, as anyone who works for a living and has gotten a ticket for overstanding a meter by 5 minutes without a placard can tell you.
But then I don’t agree with Susan at all that congestion pricing is unfair because it charges everyone the same price to drive, instead of charging the wealthy more. Every time the economy goes up, the pols and unions cut a deal enriching the pensions of those cashing in and moving out. Cops cracking down on their own permit abuse is even less likely than a good, strong, congestion pricing plan getting passed.
Tech-based congestion pricing is the only thing that might affect ALL permit abusers (city employees AND otherwise immune cops) equally, so THAT is a more important thing to pursue than revolutionary enforcement change.
Steve makes good points, but if the boss tells you to rifle the supply cabinet, you’re a fool to say no. I want my cops and teachers to work harder and more flexibly and stay more years on the job (I also want them to treat people fairly, but that’s another issue).
A definitive resolution of this issue will involve the cooperation of the unions, some of whom at present feel entitled to print up their own permits.
There’s also a nice set of train tracks that run right smack through the middle of Warwick and a beautiful old train station, totally intact, that is currently being used by a local real estate brokerage as its office.
While the posts to MyBikeLane generate little controversy, because the violator usually is unaware of the post, uncivilservants generated tremendous controversy, with commenters on the site claiming to be law enforcement personnel making outrageous threats against those who posted to the site. Then there are the tens of thousands of permits churned out by the unions–teachers, firefighters, and certain other unions. In the case of firefighters, who may be detailed to any firehouse in the city, I would sooner opt for paying the taxifare or car fare on an as needed basis than give each firefighter unlimited free parking privileges. As far as NYPD goes, we are told that they are constantly forced to work overtime unpredictably. However I have seen that plenty of NYPD employees who work 9-5 park illegally with or without placards, just like cops doing police work do. After the 9-to-5ers and the clear cases of abuse are dealt with, there may well be situations where placards make sense. My question to the Mayor is this, what are we to do in an emergency, you have been told time and again the current MTA system cannot handle anymore riders? Lest we not forget – NYC has lost $300-million in parking meter revenue alone due to illegal parking placard abuse. I live in Chinatown and in the last 8 months there has been a 90% reduction placard abuse on Mott Street because of No Permit Parking signs. I don’t see that you or anyone else can dictate a chronological order for things we talk about and do in NYC. As the parking problem continues to worsen across North America, all our cities seem to be only exacerbating the problem through ridiculous rate hikes and tarriffs. Here’s to hoping it helps alleviate even a portion of the parking nightmare in our cities! Imagine if your neighborhood’s streets were used as an employee parking lot for a nearby office building, and the people in charge of enforcing the rules turned a blind eye, day in and day out, as they ticketed members of the public but ignored lawbreaking by their colleagues.
Wellington Chen of the Chinatown Partnership LDC points to a placard parker who left his car on the street all day. In recent years, the city and state have reduced the total number of placards available, but the streets of Chinatown continue to fill with private cars displaying government placards, sitting by the curb all day like it’s an employee parking lot.
The problem is most pervasive in the neighborhood’s southern end, which is full of courts and government offices.
NYC drivers with disability permits can park just about anywhere, even if they create obstructions for others with disabilities. I’ve taken up the early morning walk habit, and my route takes me through the intersection of Seaman Avenue and W. I wrote a few months back about how DOT basically did away with a lot of unmarked crosswalks by allowing motorists to park in them.
In some parts of the city, cars with placards would occupy 20 percent or more of the on-street parking. All the city needed to do to solve the problem, it turns out, was to start charging disabled placard holders to park. The next time you’re in a part of town where a lot of city employees work, take a look at the dashboards of cars occupying curbside parking spots.
Most other placard abusers Llamas interviewed on the street remained nameless and either lied on camera about paying or were shamed into feeding the meter, perhaps because they knew what they were doing is wrong.
While surveys of retail districts around the city show that most customers don’t arrive in private cars, placard abuse leads customers who do drive to clog up streets as they search for an open spot. Parking placard abuse might be most noticeable in hotspots like Lower Manhattan and Downtown Brooklyn, but it’s an epidemic in neighborhoods across the city.

The car was parked in a no-parking zone in front of a fire hydrant on the north side of Captain Oakley Jr. Even real placards (as opposed to the bogus variety) don’t give drivers carte blanche to park in bus stops, on sidewalks, in front of hydrants, or in no-parking zones. If DOT follows through on local requests, Atlantic Avenue, here at Hoyt Street, could get some pedestrian safety upgrades. Bus bulb-outs at corners to speed loading time for bus riders and shorten crossing distances for pedestrians.
If you own a car in New York City and need a place to park, leaving it on the street is a nice bargain. NYC street parking is free, but most New Yorkers are willing to pay, according to a survey. The survey, conducted from 2010 to 2011 and released last October, was filled out by 200 respondents in the Bronx, Brooklyn, Queens, and Manhattan above 110th Street offering information about their demographics and transportation routines. Many US cities have parking permits that restrict on-street parking to local residents in a neighborhood. A Car2Go vehicle in the UK advertises free parking for customers -- but the company actually pays a significant amount to cities in order to use curb space. While the potential entry of point-to-point car-sharing to New York has implications for transportation behavior (Will it induce more car trips? When it launched a 200-car fleet in Washington, DC, last year, Car2Go paid the local government $578,000 annually, or $2,890 per car. When the company decided to expand its fleet by 100 vehicles, it paid the DC government an additional $215,300 per year, or $2,153 per car. Instead of an auction, San Francisco has opted to give car-share services access to hundreds of spaces in exchange for set fees. A frustrated Upper West Side resident is looking to tame the rampant illegal parking and placard abuse on his block. Bloomberg today announced that the City of New York, as part its efforts to reduce traffic congestion, decrease the City's carbon footprint, encourage the use of public transportation, and reduce the demand for curbside parking in connection with City business, is implementing a comprehensive program to reduce the number and misuse of government parking placards. The big question though is whether the police union (or PBA) is also going to be in the placard printing business. On March 1st the reduced number of permits will be issued by either the NYPD or DOT, and from that date forward only those two agencies will issue placards. The group will work with agencies to develop strategies to ensure compliance with parking and placard regulations, including time limits in no parking, truck loading, and metered zones, to increase the use of technology such as in-vehicle smart placards and create greater reliance on public transportation.
However, by making a flat 20% reduction across the board it still seems to preserve the permits as perks that are doled out by the agencies and unions to their members. We get less congestion and thousands of off-duty cops on our trains and buses during their commutes. The problem is the selective enforcement and spoof placards that combined let folks feel free to park anywhere. Jitneys for citybound commuters during afternoon rush hour and vice versa in the morning, and car service for the tour-three (4×12) folks. It would require a change in state law, and a change in the contract that the union would be required to agree to. Do you really believe laws should not apply to government workers, just everyone else (i.e. Our public employees cry poverty based on their annual salaries — but if their pensions and benefits were annuitized it would be clear that their real incomes are far more generous than the vast majority of us in the private sector. Government fringe benefits shouldn’t extend into seizure of public space, just because they can.
It’s the unnecessary driving that is being subsidized by the legal and quasi-legal permitting. What I’m getting at is that our elected representatives have tacitly endorsed this permit quagmire for the last umpteen years on our behalf.
Why not bring them into the process and ask them how they would reduce permit abuse instead of antagonizing them outright? Yes, private school teachers in the city get paid less, but they generally have fewer students and teach fewer classes. My friend who lives up there told me that the track is used by just one freight train a day and could easily be hooked back in to the regional rail network via Port Jervis, I think.
SO now what,reducing the city placards was not the answer reducing the amount of yellow taxis is. We can talk about congestion pricing before eliminating all illegal parking even by those responsible for enforcing it (anything else, King Eurystheus?), and we can implement it too. During the peak of summer vacation, the BID found that 24.4 percent of all on-street parking spots in that area were taken up by cars with government placards.
Until very recently, the city provided unlimited free street parking to placard holders, estimated at a $2,000 annual value. Many cars bearing these placards would remain in prime spots for weeks or months without moving. This generates traffic by causing other drivers to cruise for spots, and it makes curbside meter management less effective.
San Francisco is considering almost exactly the same intervention: eliminating free parking privileges for disabled placard holders.
Reader Eli Forsythe sent in photos of an illegally-parked car with a placard on the dash in Prospect Lefferts Gardens last weekend.
Szende said the committee was skeptical of the need for shared-lane markings, since there are parallel bike lanes on Dean, Bergen and Schermerhorn Streets, but did not ask the BID to remove sharrows from its letter to DOT.
This comes a few weeks after attendees at a public workshop identified illegal parking as a major safety hazard and a major source of dysfunction on Jay Street, where pedestrians, cyclists, buses, and private motorists all mix near the Manhattan Bridge approach.
While the city has not put any price on residential curbside parking, New Yorkers themselves are willing to pay, according to a new survey by researchers at NYU and CUNY. More than half of survey respondents who live outside the Manhattan core said they would be willing to pay for an on-street parking permit, if the city offered them.
Factoring in the 47 percent who said they wouldn’t shell out any money for a permit, the average amount respondents said they would pay was $215. Those meetings included a presentation to the transportation committee of Brooklyn Community Board 7, which covers Windsor Terrace and Sunset Park, indicating that the company is looking beyond Manhattan.

Will it encourage households to go car-free?), it also raises another important question: How much is a parking spot worth? High-demand areas would command higher prices; as a result, the city expects to earn anywhere from $600 to $2,700 for each space annually. 83rd Street between Columbus and Amsterdam Avenues are lined constantly with illegally parked vehicles, left there by postal workers, firefighters, and employees of a parking garage.
Immediately after exiting the tunnel, stay in the extreme right hand lane and take the first exit (Hoboken). Acknowledging the dissonance between his congestion mitigation efforts and City employees' flagrant parking abuse, Mayor Bloomberg today announced a reduction in the number of city government parking permits and new, more centralized procedures for the issuance of placards.
First, every City agency will reduce its number of parking placards by at least 20 percent. The NYPD will issue placards for its use and for law enforcement agencies it currently issues permits to and the DOT will issue all other placards for every other City agency.
The group will also develop reporting metrics to assess the effectiveness of agency compliance and enforcement. If they’re on official business, they should be in official vehicles, obviating the need for placards. Civil servants should be happy to live in New York and toil for free for New Yorkers, the smartest, richest, and most good-looking people on the planet. They are like currency that is being churned out on copy machines in city and home offices. I think my officer pal likes living there in his sprawl development because it’s like the woods compared to midtown Manhattan. Streets get overwhelmed much more quickly than rail networks, and can handle far fewer people per any unit of time. A 2006 study by Transportation Alternatives showed only 12 percent of permits in the southern section of Chinatown were being used legally [PDF]. But despite clear signage prohibiting drivers from parking there, for the past three mornings the curb cut on the east side of Seaman has been partially or completely blocked by vehicles. Ironically, this driver had completely obstructed the sidewalk ramp, prohibiting anyone using a wheelchair, stroller, or grocery cart from crossing or accessing the sidewalk from the street, and impeding visibility for all pedestrians and motorists.
Putting the right price on parking is tough when 20 percent of the spaces are free to some people. In an informal poll by the Oregonian, 74 percent of readers said they thought the new rules had increased the number of parking spaces available. As of mid-July local officials reported only about 10 such tickets had been issued, but the policy seems to be having an impact. It’s such a good deal that in outer-borough neighborhoods, most car owners with an off-street space at home still choose to leave their cars at the curb.
In Los Angeles, the city has entered into an agreement with Hertz in which the company pays at least $1,500 per space each year [PDF]. Second, the issuance of parking placards will be centralized and only the Police Department and the Department of Transportation will have the authority to issue them. The working group will develop a process for agencies to demonstrate a need for additional placards, which will be reviewed on an agency-by-agency basis. The group, chaired by Deputy Mayor for Operations Edward Skyler, consists of representatives from the NYPD, DOT, Finance Department and the Mayor's Office of Operations. Sleep on a cot in the precinct and have her kid drive herself to nursery school in the morning? First city workers demand the right to live outside the city, which they get, then they demand the right to privileged parking so they can get to work. Next to that I can’t summon an inkling of jealousy for people driving cars in Manhattan. A survey for an NYPD environmental impact statement in 2006 found more than 1,100 cars illegally using placards near One Police Plaza [PDF]. He found that while officials at the top know the abuse is wrong, NYPD parking enforcement regularly turns a blind eye on the street. Only 10 of the 89 parked cars inspected by WNBC displayed meter receipts, and those without proof of payment went without tickets. If New York City offered your household an on-street parking permit for your neighborhood, how much would you be willing to pay for it? Third, the NYPD will create a new enforcement unit to ensure compliance and agencies will develop enforcement procedures to prevent the abuse of placards. In connection with the reduction in placards issued, agencies will implement measures to prevent parking-placard misuse by agency personnel.
Isn’t this the story of the man who murders his parents, then throws himself on the mercy of the court because he’s an orphan? Follow the road along the river, which will be on your right, to the three story, blue and white, rectangular building on the right.
A multi-agency working group will implement and coordinate the various measures being taken and take additional actions, including a review of existing agency parking-space allocations and on-street parking regulations. Before a single taxpayer is dunned for the regressive congestion tax, every city, state, and federal government parking permit must be revoked, which would get traffic off the roads as well as out of bus stops, fire hydrant areas, no-parking zones, and off sidewalks. The marina will be right before the building and located before the Chart House Restaurant. If the city is afraid to confront its own, putting them on the already overcrowded public transportation they tout for the rest of us, then they need to reconsider this transparently elitist express service for the well-to-do and well-connected with their endless belief in their own entitlement.

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