If you’ve ever circled the block in Manhattan or Brooklyn looking for a spot, you know how fast things change. One day, you find curbside parking fairly easily, the next, there is a bike lane, a bus lane, or a loading zone where your spot used to be. For drivers, that’s not just inconvenient. It’s a signal that the city’s streets are no longer the same.
Tips from the Best Parking Garage NYC
That change is intentional. Local Law 195 of 2019, now codified at New York City Administrative Code § 19-199.1, requires the Department of Transportation (DOT) to issue and implement a five-year “master plan” for streets and sidewalks that sets hard benchmarks for bus lanes, bike lanes, and pedestrian space. The goal is clear: move more people and fewer cars, reduce emissions, and increase safety. But it also means less parking space, fewer assumptions, and more strategy for drivers who visit, park, and move around the city.
What the Law Requires
According to § 19-199.1(b)(1) of the administrative code, each master plan must “include benchmarks … that shall be achieved no later than December 31 of the final year of such plan.” Benchmarks listed in § 19-199.1(c)(2) for the first plan include:
- installation of 150 miles of protected bus lanes, with at least 30 miles added each subsequent year
- installation of 250 miles of protected bicycle lanes, with at least 50 miles each year
- redesign of 2,000 intersections annually with modern pedestrian-friendly treatments
- installation of 2,500 accessible pedestrian signals, with at least 500 each year
- creation of at least 1,000,000 square feet of pedestrian space by December 31, 2023
These targets also require DOT to submit annual reports beginning February 1, 2023, and every February 1 thereafter, detailing progress, geographic data, and investments in underserved neighborhoods. The law states that “[e]ach report … shall include the bicycle lane network coverage index and describe the installation… in the underserved neighborhood tabulation areas.” (Code § 19-199.1(d)(2)).
Why the City Moved This Way
City officials have framed Local Law 195 to modernize infrastructure built in a different era. Congested streets, slow buses, and rising pedestrian and cyclist injuries all made change necessary. At a 2024 DOT briefing, the agency noted that average Manhattan bus speeds were below eight miles per hour on key routes. Transit advocates also noted that protected lanes significantly improve safety.
Supporters of the law argue that parking and curbside spaces must be adjusted accordingly. City transportation planners say the days when cars had priority on the curb are fading. They cite the law explicitly: one section directs that the master plan must “develop parking policies to prioritize and promote … safety of all street users; on-street priority of mass transit vehicles; reduction of vehicle emissions; and access … to public spaces for individuals with disabilities” (§ 19-199.1(c)(2)(viii)).
Put simply: the curb is being redefined.
What Drivers Are Actually Seeing
For drivers who arrive in the city for the weekend, the implications are already happening. A block in Brooklyn that used to offer two-hour meter parking might now have a curb extension, bike racks, and a bus-only lane cutting out spaces. A Manhattan Street where parking was once allowed may be re-tolled as a rideshare zone or loading area.
That means:
- More drivers searching for off-street parking as curb spots vanish
- The parking Garages NYC has will see spikes in check-ins after midday when parking limits and camera enforcement apply
- Higher demand on weekends when street space is already stressed
For parking providers like GMC Parking, the shift is clear: drivers want certainty now more than ever. They prefer knowing a spot is reserved rather than gambling on the curb.
The Pushback and the Promise
Not everyone is thrilled. Residents in specific neighborhoods argue that losing parking near grocery stores, schools, or residential buildings hurts the quality of life. Among community boards, a common refrain is that the law’s benchmarks were set without enough neighborhood-specific context. One Bronx project, intended to add protected lanes, stalled after merchants reported significant parking losses.
On the other hand, transit and pedestrian advocates say this is one of the first times a major national city has attached legal performance benchmarks to street redesign. The law does not merely ask DOT to plan, but to act with measurable outcomes. DOT’s yearly updates are part of the city’s transparency effort.
What This Means for Parking Strategy
Drivers entering the city must plan differently. The curb is no longer a fallback. That means considering:
- Short stay garages earlier in your planning rather than relying on the last free spot
- Planning arrival times outside peak restriction hours
- Picking the best parking garage NYC has for you ensures you can make the most of your trip
For parking businesses, the shift is strategic. Demand growth will come from drivers who used to park at the curbside but now need a guaranteed space. That opens the door to value-added services: real-time availability, guaranteed entry, and even assembly of pre-booked spots.
Keeping Your Car Safe in NYC
Local Law 195 is more than urban planning. It is the legal acknowledgment that city streets cannot keep operating as they did when cars dominated. For drivers, it means parking must evolve from habit to choice. The spaces you once relied on are likely to change in use or vanish entirely. The curb is becoming part of a broader mobility system, not just a place to leave your car. If you want to park in New York, you need to think ahead. The city’s street plan demands it.