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.
New York
For Nearly 150 Years, Parking Has Driven New Yorkers to the Brink
New York
Video: Spurs Beat Knicks, Quieting New York City Crowds
new video loaded: Spurs Beat Knicks, Quieting New York City Crowds
By Shawn Paik
June 9, 2026
New York
Keeping an Eye Out for Rabid Raccoons
Good morning. It’s Monday. Today we’ll look at raccoons carrying rabies in the city.
New Yorkers don’t usually spend much time thinking about raccoons. Rats and roaches are far more visible. But even if you don’t always see them, raccoons are everywhere.
In September, the Metropolitan Museum of Art asked raccoon experts for guidance in gently redirecting a juvenile raccoon who was drawn to the exterior of their building on Fifth Avenue.
Back in 2021, Laura Dudley Plimpton, a researcher who tracked city raccoons with GPS collars when she was a Ph.D. student, found one living above a bar in Brooklyn near Green-Wood Cemetery.
At the Delacorte Theater, where Shakespeare in the Park is performed, raccoons who live near the stage often make cameos.
“I have particular memories of one raccoon running off with Teagle Bougere’s flip-flops during ‘The Tempest,’” a stage manager once told The New York Times, referring to one of the show’s actors.
And in 2022, a college student filmed a raccoon trying to claw its way out of a light fixture in her Brooklyn apartment.
“They are experts at utilizing whatever is available to them and using it well,” Plimpton said.
While many of the city’s raccoons are healthy, some are infected with rabies, a deadly virus that attacks the central nervous system and is transmitted via saliva. Other animals, such as skunks, bats and rodents, also carry the virus, but raccoons are the most commonly reported rabid animal in New York City.
The numbers fluctuate each year, but recent city data shows that rabid raccoons have most often appeared on Staten Island and in Queens. This year, however, the New York City Department of Health and Mental Hygiene has already logged two rabid raccoons in areas of Brooklyn where it has never seen them before: Midwood and Sheepshead Bay. In addition, a third and “unusually aggressive” raccoon in West Midwood was presumed to be rabid but was not tested, the Health Department said in a public health advisory issued in April.
To date this year, nine raccoons and one skunk have tested positive for rabies in New York City. It may not sound like a lot, said Dr. Andie Newman, a public health veterinarian in New York State, “but there’s potentially more lurking behind the numbers that we actually see.”
In May, to prevent further spread of the virus, the city placed fish-scented bait packets in the parks and wooded sections of Brooklyn and Queens, including Prospect Park, Forest Park and Marine Park.
“When they bite into it with their little sharp teeth, there is a liquid vaccine that gets into the mouth,” Newman said.
In the fall, the city is planning to place the bait in other areas as well. It’s important that people and dogs avoid touching the packets. They’re not considered harmful, but dogs may vomit if they were to eat many of them. And if the pink vaccine liquid gets on human hands, there is a small risk of becoming infected with the vaccinia virus, which is used to make the wildlife rabies vaccine.
Rabid animals are often assumed to be aggressive. But that’s not always the case. They may instead appear to have a wobbly gait, act confused or stagger and fall down, said Sarah Bookbinder, the executive director of the Charles N. Gordon Wildlife Rehabilitation Center in Earlville, N.Y., who advised the Met about the loitering raccoon.
According to the Health Department, other signs that an animal may be rabid include low energy; paralysis; chewing unusual objects like wood, soil or plants; having a vacant stare; and drooling or foaming at the mouth.
Given that raccoons are most active during dawn and dusk, people sometimes assume that raccoons are rabid if they’re out during the day, said Bookbinder, who specializes in the treatment of raccoons.
But in the spring, she added, it’s common for mother raccoons to forage for food to avoid leaving their kits alone in their den at night.
To protect your dog or cat (and yourself) from rabies, make sure that your pets are vaccinated. New York State requires that all domesticated dogs and cats be vaccinated for rabies, but some owners skip the vaccine, often out of concerns that the vaccines could be harmful to pets or unnecessary or could lead to illness. A 2024 survey estimated that about 22 percent of dog owners and 26 percent of cat owners could be classified as vaccine hesitant.
Even indoor cats need to be vaccinated, experts say, in part because of bats, which can enter homes. In 2025, two people in New York City received rabies antibodies and a vaccine series for exposure to a rabid bat.
If your pet has been in contact with an animal that may be rabid, report it to the Health Department and contact your veterinarian, Newman said. Dogs and cats who have already had the rabies vaccine will require a booster.
And when you’re outside, avoid contact with wild or stray animals.
“Enjoy nature from a distance,” Newman said.
Weather
It will be a sunny day today with a high near 78. The sky will remain clear tonight as temperatures drop near 61.
ALTERNATE-SIDE PARKING
In effect until June 19 (Juneteenth).
QUOTE OF THE DAY
“When I look at the state of housing, I feel a lot of anger.” — Emely Rodriguez, 24, who grew up in Williamsburg and began engaging in housing advocacy at a young age.
METROPOLITAN diary
The Glow
Dear Diary:
On an unseasonably warm Brooklyn night, I was on my way to meet friends when I stumbled upon a glowing, heavy, orb-like glass sculpture on the sidewalk.
Something about it pulled at me. I scooped it up and carried it onto the train.
It moved with me through bars and parks and city blocks, unveiling itself as an invitation for connection. It passed tenderly from hand to hand, stranger to stranger, each of us sharing the weight and the moment.
On the way home that evening, I stood on the subway platform buzzing from the interactions the sculpture had touched off and with a renewed love for the city.
A handsome man gesturing toward the unusual item I was holding motivated me to remove my earbuds and fall into an easy, flirty rhythm as we fell onto the G train together, until his stop pulled him away.
Arriving home, I chastised myself for letting the moment close. With the residue of the evening’s magic still on my skin and feeling a swaggering confidence, I posted a missed connection on Craigslist.
The next morning, there it was: a note from orb man.
“I think it’s more of a nest shape, but we can argue about it when we see each other,” he wrote, the words levitating up and out of my phone.
We met again two days later. I left the orb at home.
— Billie Hirsch
Illustrated by Agnes Lee. Tell us your New York story here and read more Metropolitan Diary here.
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