New york city parking on sunday,ny subway map 3 train yard,new york city fire department 56 - Downloads 2016

18.10.2014
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. In the United States, parking permits are most expensive in San Francisco, which has increased the annual price from $30 in 2006 to $109 today. Respondents already paying for off-street parking were more inclined to pay for a permit than those who currently use free off-street or curbside parking. Retired people and respondents with children are more likely than average to support parking permits, though they would pay less for a permit than those who are employed or without kids. Respondents said they spend an average of nine minutes searching for an on-street parking space, and it takes an average of nearly four minutes to walk home from where they parked. In the survey, Guo and McDonnell did not specify how funds raised by permit sales would be used.
Its really shocking that New York isnt even doing this minor measure to put a very, very low price on street space. Theyre actually great for drivers when i lived in Sacramento because I could park at a metered spot in my own neighborhood without paying, and there were more often free metered spots than free spots.
I’m strongly in favor of RPP, but I would add the caveat that it needs to be more heavily targeted to transit-accessible neighborhoods.
If you want to charge different amounts, you have to choose which to go by, demand (location) or income.
As many Streetsblog readers know, driving user fees are generally not regressive IN AGGREGATE because lower income people don’t drive as much.
Having neighborhoods where the majority of residents do not own cars flooded by people parking their cars is a regressive tax. Our current system is also a tax, of sorts, on law-abiding car owners who register their cars in state to their NYC address. An RPP would probably free up tons of parking, making life easier for even poor people who must rely on a car for work or life in general. I completely agree, but am saying for those who really need it for work, the system needs to be designed in such a way that it doesn’t overburden those who can least afford the additional expense. I get that we have to be sensitive to those who lack the financial means to cover certain costs, but I’d caution against giving too much stock to the idea that an RPP program disproportionately hurts the poor. I’m sure there are more than a few people people being priced out of their transit-accessible Crown Heights or Bed-Stuy rentals, then moving to Canarsie or East Flatbush and finding they want to buy a car. What I would actually like to see instead of RPP is a gradual phaseout of ALL curbside parking, other than for delivery vehicles. There are 3 to 4 MILLION intervals of valuable, public-owned curbside space currently being provided at NO CHARGE to owners of mechanized vehicles. Coming up next… The survey asking people how much they are willing to pay in income tax.
BTW, people occasionally play tennis for free without a permit, knowing they’ll have to vacate if someone with a permit shows up. The benefit in some neighborhoods is reducing the number of cars so that those with permits can reliably find a place to park. Good luck in the future reducing the number of parking spaces when there is a class of entitled permit-holders using them. Good luck getting people without cars to support a policy making it impossible for residents to park visiting relatives’ cars or rental cars on their streets. You already have an entitled class of non-permit holders using the street for free, so nothing changes there. There are plenty of ways to deal with that, including guest passes, or converting some free curbside space to metered space, which is really just a very short term parking permit. I recall sitting in on a DOT presentation discussing residential permits, and the implementation involved having a two-hour period when only permit-holders could park on that particular block. I strongly disagree with you about the feeling of entitlement that permit-holders would have. My personal preference is for all parking spots to be muni-meter spots, vis-a-vis a complicated permit system that would cost money to administer. If you have a permit that is good for one year only, and the next year you have to buy a new one in an auction, then coordinate the reduced number of parking spots with a reduced number of permits and the problem goes away. Having a parking permit in NYC would be a dream… no more running down to the meter at 9am to add money in the machine or move the car. Parking permits might help, so might smart parking, there are tons of solutions that will work. Word On The Street “In all honestly, the workload frequently placed on volunteer CB members is often so large that only the retired or financially independent can put in the time without burning out. A fish eye view of a crowded parking garage and parking area next to the High Line Park, New York City. The City Council’s attempt to return parking privileges to the New York press corps faces opposition, ironically enough, from the New York City Police Department. A car with state-issued press license plates parked illegally on Jay Street in Downtown Brooklyn. While the bill would not provide physical parking placards for press vehicles, the effect would essentially be the same.
The press was explicitly given a similar privilege until 2009, when Mayor Michael Bloomberg stripped it as part of a general cutback on placard distribution. The agency with the most placards is NYPD, whose officers have made a laughingstock of the current system by parking their personal vehicles anywhere with impunity, with or without official placards. Jay Street in downtown Brooklyn is one of the most important segments in the city’s bike network, the key passage to and from the Manhattan Bridge. The chaos on Jay Street emanates from placard holders and fake placard holders who park all over the place.
Advocates campaigned long and hard to get the city to redesign Jay Street, and this summer, DOT plans to flip the bike lane with the parking lane to provide some physical protection. The bike lane could be wider if it weren’t for all the placard parking on Jay Street. Last night, DOT presented its proposal for a protected bike lane on Jay Street in downtown Brooklyn to the Community Board 2 transportation committee [PDF]. The project will replace painted lanes between Sands Street and Fulton Street with curbside parking-protected bike lanes.
Many design details are still in development, including the Smith Street segment between Fulton Mall and Schermerhorn Street, the intersection with Tillary Street, and the area around the Manhattan Bridge.
Brooklyn Borough President Eric Adams is open to clearing Borough Hall Plaza of parked cars, and he also wants City Hall to study a car-share system for government agencies in Downtown Brooklyn.
We reported last November that Adams and his staff resumed using the plaza as a parking lot after an $11 million rehab, following the lead of his predecessor, shameless space hog Marty Markowitz.
In a recent letter to Mayor de Blasio, Adams said he is considering an internal survey to determine how Borough Hall employees get to work and looking at using off-site garages instead of the plaza. Fraudulent parking placards are rampant in NYC, but NYPD remains opposed to a bill that would require the city to include a barcode on placards to ensure proper enforcement.
Schroeder said the legislation doesn’t give NYPD enough time to build a secure database of placards issued to city agencies by DOT and NYPD.


There are approximately 104,000 valid NYC parking placards in circulation, with the largest chunk distributed to members of NYPD. The placard system is problematic for several reasons, including the fact that it creates a huge incentive to drive for tens of thousands of public employees in some of the most transit-rich parts of the city. Last week reader Brian Howald called our attention to the vehicles parked on the newly refurbished surface of the plaza by Brooklyn Borough Hall. Borough President Adams made sure when he funded the renovation of Borough Hall Plaza, one of his first priorities following his election, that the bluestone replacement would be a durable yet aesthetic material that could withstand the significant amount of civic and community activity, including vehicle use.
Eric Adams can’t snap his fingers and fix all of this, but he sets a powerful example. To change the culture of placards and official entitlement to park anywhere at any time, Brooklyn Borough Hall is a fine place to start.
Chris Martin walks around illegally parked cars belonging to Con Ed workers on the way to his job at a TV shoot for Blue Bloods. Cars belonging to Con Edison employees assigned to a project on the Queensboro Bridge are squeezing pedestrians into the roadbed as workers illegally park on the sidewalk. Con Ed workers have been placing their orange safety vests on the dashboards of their cars, and according to neighbors, no ticketing has occurred. Con Edison replied in a statement: “We’ve been doing repair work on transmission cables under the bridge and will inform our employees not to park on the sidewalk areas.
On Monday the Times published an in-depth piece on how Police Commissioner Bill Bratton is aiming to boost NYPD morale, in part by giving officers more latitude to skirt departmental rules. Former mayor Michael Bloomberg instituted a number of reforms intended to cut down on illegal parking by city employees.
When Ray Kelly was police commissioner, cops criticized the Internal Affairs Bureau tow unit, saying it interfered with police work.
Cops and other government employees who ignore parking rules clog streets, hurt businesses, and block sidewalks and bike lanes. How much has NYPD been enforcing police placard abuse, and to what extent did the tow squad contribute to that? Rodriguez, who said today that he hoped the bill would gain the support of Speaker Melissa Mark-Viverito and expressed confidence that it would garner a veto-proof majority, was joined this morning by fellow council members Laurie Cumbo, Daniel Dromm, and Corey Johnson. I asked Rodriguez if he would give up his parking placard, like State Senator Tony Avella does each year. The legislation would not actually give parking placards to the media, but would exempt them from meters and time limits.
The New York Press Photographers Association has been leading the charge to restore this privilege. The DOT disability parking permit on the dashboard expired weeks ago, but this driver continues to park in a no parking zone, blocking the curb ramp. The disability permit in the vehicle I photographed for the earlier post was set to expire at the end of October. New York City police have finally resumed making arrests and issuing tickets after an unofficial slowdown that began in late December and lingered into this month.
So it’s hard to know exactly what New York City missed out on while police lowered their enforcement activities. One concern in particular is that there won't be demand for all the new bike racks that are built.As part of the LEED certification, building owners can earn points by installing a minimum amount of bicycle racks per occupants, so in many ways NYC is simply putting into law what LEED enables developers to do voluntarily.
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.
In Belmont, California, a car-dependent suburb in Silicon Valley, residents said in 2004 that they would be willing to pay $40 a year for a residential permit [PDF].
But even that price is limited by state law to cover only the administrative cost of running the program, and doesn’t reflect actual demand. Not surprisingly, higher-income respondents supported paying for permits at above-average rates. Those who spent more time cruising for a space and walking home from where they parked were both more likely to support permits and willing to pay higher-than-average prices for them. They predict that returning the funds to the neighborhoods where they are collected would both increase support for the program and the price respondents are willing to pay for a permit. While they were included in the congestion pricing plan from 2008 and the City Council pursued them in 2011, DOT studies since then have rejected the concept near stadiums in the Bronx and Brooklyn. He has been covering the movement for safer streets, effective transit, and livable cities since 2012. It needs to be tied to registration of the car in NYS as the amount of vehicle insurance fraud that motorists get away with in this city via out of state registration is staggering. Those people pay higher insurance premiums for being honest, premiums that are undoubtedly higher to make up for the under-insured New Yorkers who register their cars to Pennsylvania, North Carolina or even upstate. If you really need to take the subway to get to work, is the city obligated to subsidize the cost? In fact, those who are truly poor who would really be hurt by a RPP fee of a few hundred dollars per month most likely couldn’t afford a car at all. Curbside parking in general encourages auto use, causes congestion, causes accidents, looks ugly, wastes space which could be put to better uses, and really serves no valid purpose in a city like New York which has many alternate ways to get around. How many hundreds of millions, if not BILLIONS of dollars is the city losing each year to this horrendous subsidy?
By providing free parking, you’re encouraging auto ownership and use with all the negatives that entails in a place like NYC.
Auction off permits good for one year only as well to reduce the sense of entitlement that could set in.
If 1000 residents pay $10 each for 1000 permits to use 1000 parking spaces, and then DOT proposes to take 50 spaces away, then what are the residents paying for?
Those who want to park on the street would then have to buy a permit from someone who already had one, or find off street parking for the year. Every week every car on the block is double parked in the bike lane, idling and polluting the block for an hour waiting for a street cleaner to come.
That doesn’t mean doing yoga, that means understanding the complex relationship between the whole and the parts.
There are supposed to be limits on the parking privileges conferred by placards, but in practice, placards are routinely abused as a blanket exemption from all parking laws.
Currently, vehicles with state-issued “New York Press” license plates may park in certain press-designated parking zones. Members of the media at today’s hearing conceded they already count on lenient traffic enforcement agents to give them a pass when they park illegally.
So it was more than a little ironic that NYPD Inspector Dennis Fulton opposed the expansion of parking perks at today’s City Council transportation committee meeting. Whose entitlement to convenient personal parking trumps street safety and good bus service for everyone? I made a few trips in the past week to document the placard abuse up close. During a 12-hour weekday period, DOT counted 2,400 cyclists on Jay Street, with bikes accounting for 34 percent of vehicles during rush hour. The new design will save cyclists from having to dodge between double-parked cars and moving traffic. DOT Bicycle Program Director Hayes Lord said the department will come back to CB 2 at a later date, likely in May, to review the final details of the proposal. Where Jay Street approaches Sands Street, DOT will create a new access point for cyclists through the fence that separates the bike lane from the bridge, so people on bikes can steer clear of right-turning motorists.


The Department of Buildings, the Department of Education, and DOT are among the agencies with offices in the area.
He also noted that barcodes would not be able to completely prevent the fraudulent reproduction of placards, since they can be easily scanned and copied.
Legitimate placards are often abused as entitlements to park illegally in bus stops, crosswalks, or no-standing zones. We checked in with Borough President Eric Adams’ office, and a spokesperson said that yes, the cars do belong to Adams and his staff. Illegal parking is a problem all over Downtown Brooklyn, largely because government workers endowed with placards park wherever they want. Former borough president Marty Markowitz was the living embodiment of official driving privileges that trump the law and public safety. On both the east and west sides of Vernon Boulevard at Queens Plaza South, near Queensbridge Park and Queensbridge Houses, sidewalks are being used as private parking for bridge workers. Bratton is seeking to alter departmental culture: He disbanded a so-called tow-away squad that had been giving tickets to and towing department cars on official business but parked improperly. But once the city starts backsliding, the placard enforcement gains of the past seven years could easily slip away. Association board member Robert Roth said the de Blasio administration has not set up a meeting to discuss a change in policy, despite multiple requests — which is why the association turned to the City Council.
Last week, police made 6,910 arrests citywide and issued 14,399 parking tickets and 14,367 moving violations, according to the New York Times.
Police Commissioner William Bratton has countered that New York may in fact be saving money from reduced overtime pay for officers.
20, 2015: This post originally misstated the approximate amount of money the city lost a shortfall in parking tickets in the latest week. With respect to cost concerns, bike racks simply aren't that expensive, and compared to parking spaces, take up very little space. 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.
Guo and McDonald said they are interested in examining this question using a larger sample size in a future study. With so many cars circling for parking, buses often get delayed, disproportionately impacting those who are least able to afford a car. Poor people get screwed by high fares and long commutes, typically as the result of buses that are stuck in traffic. Also, this being NYC, how many people in all income levels really need a car to get to work? You and I can assert that car-using residents should be grateful for just being allowed to have a car, but I think that’s a minority view. There are many ways to implement a parking permit program, the details the DOT mentioned in their presentation shouldn’t be taken as written in stone, and the details will likely have to vary from one neighborhood to another.
An upcoming redesign of Jay Street should improve the situation, but it too will be hampered by the culture of parking placard abuse that pervades downtown Brooklyn streets.
Soon after the 84th Precinct cracked down on Jay Street placard abuse in 2014, the commanding officer was reassigned. The National Association of City Transportation Officials advises that protected lanes should be at least five feet wide with a three-foot buffer from parked cars to keep cyclists clear of the door zone, but the Jay Street design calls for five-foot lanes with two-foot buffers. It’s going to be a tight squeeze, though: The proposed five-foot bike lanes and two-foot painted buffer are narrower than typical protected bike lanes in the city. He said NYPD was open to other strategies to improve enforcement, and expressed hope that DOT’s adoption of pay-by-phone parking technology could help mitigate the problem.
Between Borough Hall, the courts, and the preponderance of police, the neighborhood is littered with cars parked on pedestrian turf, obstructing fire hydrants, and hogging metered spots on commercial streets all day long. Just slap a piece of laminated paper on the dash and you can break all the parking laws known to man — even the ones that purportedly govern the placard system. He set the tone by parking on the Borough Hall plaza and speeding down Brooklyn streets with lights and sirens blaring for no apparent reason. Calls to the precinct were referred to its community affairs division, which did not respond. In 2006, Transportation Alternatives found that just 12 percent of cars with placards in the southern section of Chinatown were parked legally [PDF].
11, city officials estimated New York’s lost revenue at just under $5 million from all fines, compared with the same period a year before. 11 by noting that even in the latest week parking tickets remained down nearly 40 percent, or roughly 8,638, from the same period in 2014. What's more, providing sufficient bike parking will prevent riders from locking up their bikes to fences and street posts.
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?
I own a car and spend $200 a MONTH to park in an off-street lot, because dealing with alternate side tends to become the worst thing in your life when you own a car.
Also, each permit came with a guest pass that was good for a couple of days, so our visitors weren’t inconvenienced either. Often those for whom public transit is extremely inconvenient for commuting are in that position because of conscious choices they made about where to live or work. It’s also having to pay police, firemen, hospitals, sanitation to deal with a whole host of negative externalities caused by the much higher rate of auto use which free curbside parking causes. Or the restrictions could be limited hours, or only apply to cars that have been there for a set number of hours.
Buffers are usually three feet wide so cyclists don’t ride where they might get doored. The mere sight of something vaguely official-looking on a dashboard is enough to intimidate enforcement agents. That same year a survey conducted for an NYPD environmental impact statement counted more than 1,100 illegally parked cars with placards near One Police Plaza [PDF].
214th Street, in Inwood, is a favorite spot for placard bearers, whether their parking credentials are legitimate or not.
Also, the vast majority by far of people who commute to work in NYC by auto don’t even live in NYC.
I venture to guess if free curbside parking didn’t exist, overall traffic levels would be 10% to 20% of what they are now. A city wide policy would be a mistake, a system catering to the individual needs of each neighborhood would be more appropriate.
You need to consider that auto use in general in a place like NYC causes huge problems for the majority who don’t drive. The city would save big time on costs related to pollution, congestion, collisions, traffic controls, etc. If either residential or business auto parking is that important to someone, they should be willing to pay whatever it costs to provide off-street parking (and even that should have hard limits lest you end up looking like other cities which resemble giant parking lots).



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